Multimedia PDF

3M™ CNG Fuel Tank Instructions for Installation, Inspection, and
Maintenance
Service Pressure: 3600 psig (24821 kPa) / 21°C (70°F)

Certified to: ANSI/CSA NGV2 – 07
Fuel: Compressed Natural Gas
! DANGER: Failure to follow all instructions contained in this document will result in death,
serious injury, and property damage:
 Always read this entire manual before proceeding with the handling, storage, and installation
of any 3M™ CNG Fuel Tank.
 Installation of compressed natural gas (CNG) fuel tanks should only be performed by
qualified system installers.
 Retain these instructions for future reference.
3M™ CNG Fuel Tanks are inspected at the manufacturing site prior to shipping to the customer.
Receiving customers must conduct a receiving inspection to ensure that the 3M™ CNG Fuel
Tank packaging shows no damage which occurred during shipping. Any damage during shipping
is to be reported promptly upon receipt to the shipping carrier. Subsequently, when the receiving
customer has opened the packaging and is installing the fuel tanks, the fuel tanks should be
examined according to guidelines in CGA C -6.4 Methods for External Visual Inspection of
Natural Gas Vehicle (NGV) and Hydrogen Vehicle (HV) Fuel Containers and Their
Installations, to determine if the 3M™ CNG Fuel Tanks inside the undamaged packaging were
damaged during shipping.
! DANGER: 3M™ CNG Tanks or valves that appear to be damaged during shipping must not
be installed. Contact 3M at 800-364-3577 for further instructions. See important safety
information in Section 1.0.
! DANGER: Do not attempt to service or remove any valves without following

depressurization procedures in Section 6.1.3.1. Failure to do so may result in death or serious
injury and property damage. See important safety information in Section 1.0
3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

3MTM CNG Fuel Tanks Page 1
Contents
1.0 Safety Information ......................................................... 4
1.1 Intended Use ..................................................................................................................... 4
2.0 Introduction ................................................................... 8
2.1 Distribution and proper use of this manual ...................................................................... 8
3.0 Product description and operational limits .................... 8
3.1 Fuel Tank Construction .................................................................................................... 9
3.2 Fuel Tank Labels ............................................................................................................ 10
3.3 Valve Description ........................................................................................................... 12
4.0 Fuel tank handling and storage ................................... 14
4.1 Handling ......................................................................................................................... 14
4.2 Storage ............................................................................................................................ 14
5.0 Installation ................................................................... 15
5.1 Fuel tank protection ........................................................................................................ 17
5.2 Mounting fuel tanks ....................................................................................................... 17
5.3 Strap or band (“belly”) mounting ................................................................................... 18
6.0 Fuel Tank filling (fueling) and defueling ...................... 23
6.1 Filling (fueling) .............................................................................................................. 23
6.1.1 Initial filling (fueling) and purging ......................................................................... 24
6.1.2 Standard fill ............................................................................................................. 25
6.1.3 Defueling (Depressurization) and Valve Removal ................................................. 26
7.0 Inspection Procedures ................................................ 36
7.1 Qualified inspectors........................................................................................................ 37
7.2 When fuel tanks should be inspected ............................................................................. 37
7.3 Inspection Data Recording ............................................................................................. 38
7.4 Preparation for inspection .............................................................................................. 38
7.5 General Guidelines and Preparation Recommendations ................................................ 39
7.6 Mounting bracket inspection .......................................................................................... 39
7.7 Fuel system inspection ................................................................................................... 40
7.7.1 Valve, PRD, and solid plug inspection – visual inspection only ............................ 41
7.8 Fuel tank inspection ....................................................................................................... 42
7.9 Inspection tools .............................................................................................................. 44
7.10 Types of damage and measurement............................................................................ 45
7.10.1 Impact damage ........................................................................................................ 47
7.10.2 Cut and scratch/gouge damage and measurement .................................................. 48
7.10.3 Chemical attack ....................................................................................................... 53
7.10.4 Abrasion damage and measurement ....................................................................... 54
7.10.5 Fire and excessive heat damage .............................................................................. 55
7.10.6 Weathering .............................................................................................................. 57
7.10.7 Delamination ........................................................................................................... 57
7.10.8 Gas leakage ............................................................................................................. 58
7.10.9 Illegible labels ......................................................................................................... 58
7.11 Summary table of damage levels ................................................................................ 59

8.0 3M™ CNG Fuel Tank Repair Procedures .................. 60
8.1 Determining if repair is appropriate ............................................................................... 60
8.2 Repair tools .................................................................................................................... 61
9.0 Valve Installation ......................................................... 65
10.0 Destruction of condemned or expired tanks ............... 71
11.0 Warranty ..................................................................... 74
Appendix 1: 3M™ CNG Fuel Tank Inspection Form ........... 75
References: ......................................................................... 77

1.0 Safety Information
! DANGER: Read, understand, and follow all safety information contained in these
instructions prior to the installation and use of the 3M™ CNG Fuel Tank. Failure to do so
can result in death, serious injury and property damage. Retain these instructions for future
reference.
1.1 Intended Use

3M™ CNG Fuel Tanks are designed to contain CNG (compressed natural gas) fuel for vehicles
used for transportation. 3M™ CNG Fuel Tanks are designed and manufactured per the ANSI
NGV2 Standard for Compressed Natural Gas Vehicle Fuel Containers, and must only be used
within the conditions and applications for which they were designed. Use in any other
application or condition has not been evaluated by 3M and may lead to an unsafe condition. It is
expected that all users will be fully trained in the safe handling, installation, and operation of
3M™ CNG Fuel Tanks.
Explanation of Signal Word Consequences

DANGER: Indicates a hazardous situation which, if not avoided, will result in
death or serious injury
WARNING: Indicates a hazardous situation which, if not avoided, could result in
death or serious injury
CAUTION: Indicates a hazardous situation which, if not avoided, could result in
minor or moderate injury or property damage.
! DANGER: To reduce the risk of asphyxiation, which if not avoided, will result in death or
serious injury:
 When venting and flushing with inert gases (such as nitrogen) in a confined area, provide
proper ventilation, and always use gas monitoring equipment to ensure safe and adequate
oxygen concentration.
! DANGER: To reduce the risk of explosion and fire, or asphyxiation from compressed natural
gas (CNG), which if not avoided will result in death or serious injury:
 Do not puncture or drop fuel tank. Do not modify fuel tank, mounting brackets or
delivery system in any way. Never expose fuel tank to temperatures exceeding 180 °F (82
°C).
 Immediately remove from service any fuel tank involved in a motor vehicle accident or
fire.
 This fuel tank must be visually inspected by a qualified inspector as described in CGA
Pamphlet C-6.4 for damage and deterioration after a motor vehicle accident or fire, and at
least every 36 months or 36,000 miles, whichever comes first. This fuel tank must be
installed in a horizontal orientation only.

 Both ports of the PRD must be properly piped away as described in Section 3.3. Always
ensure that the connections of PRD are plumbed using only ½” – 20 UNF fittings. Also,
an internal tubing diameter of no less than 0.32 inches must always be maintained on
PRD blow down lines.
 The pressure relief device (PRD) must not be shielded in any way. Shielding will prevent
the PRD from functioning properly in a fire situation which may result in fuel tank
failure. None of the PRD ports should be plugged after installation is complete.
 When working with flammable gases in a confined area always use gas-monitoring
equipment, and be sure to ground (earth) all equipment.
 Always follow proper depressurizing procedures prior to servicing or decommissioning
the fuel tank.
 Do not vent CNG in enclosed spaces. Breathing CNG can cause asphyxiation; a high
pressure stream of CNG can penetrate skin, and a nearby source of ignition could spark
an explosion.
 Gas venting should only take place outdoors or following an alternative method which is
in compliance with NFPA 52. This is to avoid the possibilities of asphyxiation or
accumulation of an explosive gas mixture.
 In all respects, the requirements of NFPA 52 must be followed for proper safe
depressurization of 3M™ CNG Fuel Tanks.
 Always electrically ground the fuel tank, fuel system, or vehicle whenever a CNG fuel
tank is being filled or defueled. Failure to do so may result in explosion or fire.
 Remove all oxidants (including air) from a fuel tank before filling the fuel tank with
CNG. Be aware that air may enter the fuel tank and form an explosive air/fuel mixture
whenever the fuel tank has been vented to less than 5 psig or exposed to atmospheric
pressure.
 Do not fill the 3M™ CNG Fuel tank with any other type of fuel. The 3M™ CNG Fuel
Tank must be used with CNG (Compressed Natural Gas) fuel only.
 For an initial fill, the fuel tank must first be purged with an inert gas to ensure that no
explosive mix is formed at any time.
 Never use ambient air as the purging gas. Ambient air has the potential to form an
explosive air/gas mixture.
 All inspections must be completed by a qualified inspector as described in CGA
Pamphlet C-6.4. Conduct fuel tank inspections upon receipt from the manufacturer, when
removed from storage, and on a regularly scheduled basis, according to applicable federal
state, and local regulations.
 Have the fuel tank inspected by a qualified inspector as described in CGA Pamphlet C-
6.4 immediately in the case of unusual behavior by the fuel tank, or if the tank has been
involved in a motor vehicle accident, fire, or any other incident that may cause damage to
the fuel tank.
 Do not attempt to disassemble the valve, PRD or solid plug. The valve, PRD, and solid
plug contain no user serviceable parts.
 Never use an open flame or ignition source to test for gas leaks.
 3M™ CNG Fuel tanks are shipped with the OMB Lyra CV solenoid valve with the
manual tap in closed position and containing approximately 20 psig of shipping pressure.

During any installation, inspection and tank maintenance ensure that the manual tap is
completely closed.
 New valve installation can only proceed after proper defueling/depressurization, and
valve removal procedure has been followed as described in Section 6.1.3
 Reject valves or fuel tanks with damaged thread. Also, reject fuel tanks with o-ring
groove damage since these damages prevent a safe and effective seal.
! WARNING: To reduce the risk of impact and fire, which if not avoided may result in death
or serious injury and property damage:
 Installation of Compressed Natural Gas (CNG) fuel tanks should be performed only by
qualified Natural Gas Vehicle (NGV) system installers following applicable federal,
state, and local codes and regulations.
 Store fuel tanks only in a clean, dry, location, out of sunlight, at temperatures between
-40°F (-40°C) and 180°F (82°C).
 Follow 3M instructions for proper securing measures during shipping and transport.
 When connecting a high pressure line to the cylinder valve, only use approved hoses and
fittings.
 Do not use pipe wrenches on the boss or the valve. Do not allow any type of tool damage
to the boss or valve.
 The valve installed in each cylinder has been torqued to a specific setting. Do not tighten
or loosen. Misuse could result in gas leakage and associated fire hazards.
 Do not remove or replace factory installed valves. Failure to use 3M approved valves and
pressure relief devices (PRDs) in specified locations might cause fuel tank rupture in case
of a fire.
 Always ensure that the fuel tank, when mounted on vehicle, is properly enclosed around
its periphery to prevent exposure to damaging road debris, cargo, and sunlight.
 When using the strap or “belly” mounting design, a rubber strip must be installed
between the fuel tank and each metal mounting strap to protect the fuel tank’s composite
exterior. Using only the brackets designed for 3M™ Fuel Tanks ensures that the tank is
allowed to appropriately expand and contract during filling and use.
 While installing the rubber strip on the metal mounting strap, make sure that the metal
strap has a uniform curvature across the whole strap, especially across rivet and u-strap
joint points as illustrated in Figure 8.
 Locking nut fasteners must be torqued only to specifications listed in these instructions.
Failure to follow correct procedure will cause tank mounting to become unstable or
constricted.
 Replace any rubber strip that appears to be worn or damaged with a new strip.
 Torque the nylon insert locking nut in the bracket strap closure to the proper torque
specified in Section 5.3.
 Any time a bracket strap is loosened after being in use, visually check for any wear that
may have occurred to the strap. If wear has occurred, a new replacement rubber strip
must be used to ensure all torque settings are correct to allow for expansion and
contraction of the fuel tank during fueling and de-fueling. Contact 3M if a replacement
rubber strip is needed.
 Adjust metal brackets according to correct torquing procedures described in this manual.

 Allow fuel tank and all mounting hardware to acclimate to ambient indoor workspace
temperature, prior to installation and pressurization.
 Do not proceed with initial fill if a leak of CNG is detected or suspected: including but
not limited to, emission of a natural gas odor, unexpected loss of pressure in the fuel
system, rattling or other indications of loose connections, or unusual hissing or snapping
sounds.
 When filling the fuel tank with CNG, make sure that the fill nozzle at the CNG filling
station is compatible with the fill fitting on the fuel tank or the vehicle. Also make sure
the pressure rating at the CNG filling system is compatible with the fuel tank pressure
rating.
 Never fill a 3M™ CNG fuel tank such that the pressure exceeds 4500 psig at any
temperature.
 Use the required diameter and length of discharge setup into the vent stack. Use of
incorrect size tubing/piping can cause damage to valve and fuel tank and injuries or
death.
 Always ensure the tank valve is properly grounded in compliance with NFPA 52
requirements.
 Reject and remove from service any CNG fuel tank that either lacks a label containing
mandatory information or if all main labels are illegible.
! WARNING: Not using the proper tool to remove or install the valve can cause damage to the
valve and PRD, resulting in serious hazardous conditions.
! CAUTION: To reduce the risk of impact, which if not avoided may result in minor or
moderate injury:
 Always wear appropriate personal protective equipment according to your local
workplace practices when handling, storing, installing, or inspecting 3M™ CNG Fuel
Tanks.
! CAUTION: To reduce the risk of inhalation of dust, impact, cuts, abrasion, or chemical
exposure, which if not avoided may result in minor or moderate injury:
workplace practices when repairing 3M™ CNG Fuel Tanks.
 Read and follow all manufacturers’ instructions for use and Material Safety Data Sheets
prior to use of epoxy and acetone.
! CAUTION: To reduce the risk of muscle strain during the decommissioning process,
especially when water is used to flush the tank, which may result in minor injury:
 Never attempt to lift 3M™ CNG fuel tanks by hand.
 Always use appropriate mechanical lifting or rigging means for handling 3M™ CNG fuel
tanks.

2.0 Introduction
This manual describes the operation and maintenance of 3M™ CNG Fuel Tanks, which are
designed to contain CNG (compressed natural gas) fuel for vehicles used for transportation.
These high pressure composite fuel tanks are designed to withstand the normal usage they will
receive. However, like all compressed gas equipment they must be properly installed, used, and
maintained. This manual is intended to support trained personnel in installing, using, inspecting
and maintaining 3M™ CNG Fuel Tanks. Refer to Safety Instructions in Sect. 1.0.
The vehicle operator must be familiar with the equipment manufacturer’s and installer’s
instructions about properly and safely filling 3M™ Fuel Tanks, the requirements of periodic
inspections, and with all applicable guidelines, requirements, regulations, and laws of all
appropriate federal, state and local authorities. The CNG fuel system installer must be trained
and employ competent personnel who are familiar with and will comply with first fill and
defueling operations, as well as the applicable laws, codes and standards, including but not
limited to ANSI/NFPA 52 Vehicular Gaseous Fuel Systems Code, U.S. Federal Motor Vehicle
Safety Standard 49 CFR 571.303 Fuel System Integrity of Compressed Natural Gas Vehicles,
U.S. Federal Motor Vehicle Safety Standard 49 CFR 571.304 Compressed Natural Gas Fuel
Container Integrity, ANSI/IAS NGV 2 Standard for Compressed Natural Gas Fuel Containers,
Compressed Gas Association CGA C-6.4 Methods for External Visual Inspection of Natural Gas
Vehicle (NGV) and Hydrogen Vehicle (HV) Fuel Containers and Their Installations, ANSI /
AGA NGV3.1 / CGA 12.3 Fuel System Components for Natural Gas Powered Vehicles, and any
other applicable federal, state and local codes and standards.
The rights, obligations, and/or duties of the upfitter, installer and/or customer are set forth in the
original purchase agreement and warranty. 3M assumes no liability for errors or for any damage
that results from the use of this instruction manual. 3M reserves the right to cancel, change, or
alter any parts and assemblies, described in this manual, without prior notice.
2.1 Distribution and proper use of this manual

It is intended that this manual be provided to all parties involved in the handling, installation, and
inspection of 3M™ CNG Fuel Tanks. The manual may be reproduced to provide enough copies
for this purpose, but its contents must not be altered in any way. 3M accepts neither
responsibility nor liability for consequences resulting from unauthorized alterations to this
manual or for failure to follow the instructions herein.
3.0 Product description and operational limits

3M™ CNG Fuel Tanks are supplied with an installed OMB Lyra CV solenoid valve on one end
and a plug on the opposite end. The solenoid valve contains an integral Pressure Relief Device
(PRD) which activates in the event of a fire. Each end of the 3M™ CNG Fuel Tank is covered
by a black foam bumper, which helps to protect the fuel tank from incidental damage in
shipping, handling, installation, and use. Each new 3MTM fuel tank is also supplied with a small

amount of inert gas (nitrogen) shipping pressure inside to increase the ease of installation and
ensure the tank remains clean and ready for use in the fuel system.
The fuel tank itself is comprised of a number of layers which provide gas containment and
structural reinforcement. The general construction of the wall of the CNG tank is described in
Section 3.1.
3M™ CNG Fuel Tanks are designed and manufactured per the ANSI NGV2 Standard for
Compressed Natural Gas Vehicle Fuel Containers, and must only be used within the conditions
for which they were designed.
 Temperature Range of fuel tank: -40°F (-40°C) to 180°F (82°C)

 Service Pressure: settled gas pressure of 3600 psig at 70°F (21°C)
 Maximum Pressure: 4500 psig under any conditions
 Fuel Gas Composition: Compressed Natural Gas only, as specified in SAE J1616
 Service Life: 20 years from date of manufacture. Expiration date is found on the center of
the main label (“Do not use after” date).
Figure 1. 3M™ CNG Fuel Tank
3.1 Fuel Tank Construction

3M™ CNG Fuel Tanks are Type IV tanks, meaning that they have a thermoplastic liner which is
fully covered with a high performance carbon composite, including an epoxy resin. Closer to the
outside of the tank, the black carbon composite is covered with a glass and epoxy composite
layer and, finally, a clear protective coating is applied to the outer-most surface. Both ends of the
fuel tank have precision machined 1.125 inch female threaded (12 UNF) fittings.

Clear Coating
Glass Composite
Carbon
Composite
Thermoplastic
Liner
Figure 2. Drawing showing representative layers in the cross-section of a 3M™ CNG Fuel
Tank
3.2 Fuel Tank Labels

Each 3M™ CNG Fuel Tank is marked with several labels which contain important safety,
warning, use, and required regulatory information. The main labels are oriented along the center
of the length of the vessels as illustrated in Figure 3. An example of the information included on
the main label is shown in Figure 4.
Figure 3. Approximate location of the main label on the 3M™ CNG Fuel Tank

Figure 4. Main label on each 3M™ CNG Fuel Tank
The left column and middle section of the main label contain information that is required for
regulatory purposes. The right column of the main label contains important safety, danger and
warning information. Note that the information in the center of the label is unique for each 3M™
CNG Fuel Tank manufactured and is shown in greater detail in Figure 5. For some products, the
left column and right-most column of the label have been combined into one separate label.
Figure 5. Information from the center of the main 3M™ CNG Fuel Tank label.
This label section contains the serial number, the manufactured date and the expiration (“DO
NOT USE AFTER”) date which will be unique for each individual fuel tank manufactured, as
well as other required regulatory information. This section of the label contains information
which is mandatory to report in the periodic inspections of the fuel tank and system conducted by
qualified inspectors.

3.3 Valve Description
! DANGER: Do not attempt to service or remove any valves without following

depressurization procedures in Section 6.1.3.1. Failure to do so may result in death or serious
injury and property damage. See important safety information in Section 1.0
ensure that the connections of PRD are plumbed using only ½” – 20 UNF fittings.
 Also, an internal tubing diameter of no less than 0.32 inches must always be maintained
on PRD blow down lines.
3M™ CNG Fuel Tanks are supplied with an installed OMB Lyra CV solenoid valve on one end
and a plug on the opposite end. The valve contains an integral Pressure Relief Device (PRD)
which activates in the event of a fire. A brief overview and nomenclature and features of the
valve and the plumbing guidelines are given here:
C
B
B F
Figure 6. OMB Lyra CV Valve with Description

A – These two ports are the Inlet/Outlet ports for the fuel and they can be used interchangeably.
These connections are sized to be ” – 18 UNF – 2B.
B – These two ports are the vent ports of the built-in Thermal Pressure Relief Device (PRD),
which is integral to the valve. These connections are sized to be ½” – 20 UNF – 2B. It is
absolutely essential to plumb both these ports to a safe, outside-the-shield location without
reducing the tubing internal diameter. In case of a fire and PRD activation, CNG will flow out of
these ports. Maintain an internal tubing diameter of no less than 0.32 inches. NFPA 52
requirements and conditions during qualification of the 3M™ CNG fuel tank require no
restriction to the gas flow after the PRD.
C – Manual Tap. This is the tap or hand wheel to open or close the valve manually. The valve
should be kept closed during storage and/or maintenance.
D – This is the automated part of the valve, also termed the solenoid. While the vehicle ignition
switch is shut off, this valve is in the closed position.
E – This is the Thermal Pressure Relief Device (PRD), which is integral to the valve and has an
activation temperature of 226.4 °F ± 10.8 °F. In case of fire actuation event, gas will be directed
out of the two vent ports labeled “B”.
F – Electrical Solenoid Connection Point.
G – Middle portion of Lyra CV Valve, appropriate location for temperature measurement.
The blue caps shown in Figure 6 are used during storage and shipping only and are used to
prevent any dirt, moisture and debris from entering the tank valve and also to protect the
threaded openings. These caps should be removed during installation. Once the installation is
complete, none of the blue caps should remain on the valve and all connections should have been
plumbed. Optionally, one of the fuel inlet/outlet ports (labeled as “A” in Figure 6) can be
plugged. Neither of the PRD blow down ports “B” should be plugged during or after install.
If for any reason, this valve needs to be replaced, it should be replaced with exactly the same
type of valve. In order to do valve replacement, the tank needs to be de-fueled first according to
the procedure described in Section 6.1.3. Once the de-fueling is complete, the procedure in
Section 9.0 should be followed to install the valve.

4.0 Fuel tank handling and storage
! DANGER: Improper handling and storage of 3M™ CNG Fuel Tanks may result in
personal injury, death, and/or property damage! See important safety information in the
following sections and in Section 1.0.
4.1 Handling
! DANGER: To reduce the risk of explosion, fire, and impact, which if not avoided will
lead to death or serious injury and property damage:
 Do not puncture or drop container. Do not modify container in any way. Never
expose containers to temperatures exceeding 180 °F (82 °C).
moderate injury:
workplace practices when handling, storing, installing, or inspecting 3M™ CNG Fuel
Tanks.
3M™ CNG Fuel Tanks have been designed and tested to state-of-the-art durability and
robustness requirements; they can, however, be damaged by improper installation, careless
handling and accidents. To prevent damage to the fuel tank, 3M recommends the following:
 Only handle 3M™ Fuel Tanks with equipment that will not damage them.
 Do not handle fuel tanks with internal pressure above 3 bar (40 psi).
 Do not drag, drop, or roughly handle the fuel tanks.
 Protect the fuel tank labels to ensure they remain readable.
 When transporting a fuel tank with an attached valve, protect the valve from damage and
properly secure the fuel tank. Never lift or handle fuel tanks by their fittings, valves,
pressure relief devices, piping, or hoses.
4.2 Storage
! WARNING: To reduce the risk of impact and fire, which if not avoided could result
in death or serious injury and property damage:
-40°F (-40°C) and 180°F (82°C).
 Follow 3M instructions for proper securing measures during shipping and transport.
Protect fuel tanks in storage with the following precautions:

 Restrain fuel tanks against rolling or moving during storage.
-40°F (-40°C) and 180°F (82°C).
 If, for any reason, the tank has to be placed in outdoors during storage, it should be for
very short duration of time and should be away from rain and excessive moisture
conditions.

 Protect fuel tanks from contamination and damage due to impact, excessive heat,
corrosive chemicals, excessive moisture or UV light (including sunlight).
 For storage, do not remove the plugs or caps supplied in the valve and PRD vent line
outlets. These caps keep the fuel tank and attached equipment clean and dry, and prevent
dirt, moisture and debris from entering the tank, and also protect the threaded openings.
Do not remove the solenoid cable from the connector. Keeping the solenoid cable
connected will prevent moisture from getting into the connection point.
 Do not remove the small amount of positive pressure stored in the tank during shipping.
This helps to ensure that the inside of the tank is clean and dry, and prepared for
installation. In order to ensure that positive pressure stays in the tank, keep the manual
valve tap closed during storage.
Solenoid Cable
Connection Point
Figure 7. Plugs or caps (Blue in color in this Figure) should remain on the valve
during the storage period prior to installation. The solenoid cable should remain
attached to its connector during storage.
5.0 Installation
! DANGER: 3M™ CNG Fuel tanks must be installed into a vehicle using the guidelines
outlined in this section. Safe operation of a composite CNG fuel tank is dependent on
proper installation and use of safety devices. Failure to follow these instructions may result
in personal injury, death, and property damage. See important safety information in the
Installation and adjustments of CNG fuel systems should only be completed by a company
having competent personnel and appropriate facilities for the installation, repair, adjustment, and

testing of CNG fuel systems because of the risks of severe injury or death from improper
installations and repair. Further, such companies should follow the requirements of the most up-
to-date revisions of ANSI/NFPA 52 Vehicular Gaseous Fuel Systems Code, U.S. Federal Motor
Vehicle Safety Standard 49 CFR 571.303 Fuel System Integrity of Compressed Natural Gas
Vehicles, U.S. Federal Motor Vehicle Safety Standard 49 CFR 571.304 Compressed Natural Gas
Fuel Container Integrity, ANSI/IAS NGV 2 Standard for Compressed Natural Gas Fuel
Containers, Compressed Gas Association CGA C-6.4 Methods for External Visual Inspection of
Natural Gas Vehicle (NGV) and Hydrogen Vehicle (HV) Fuel Containers and Their
Installations, ANSI / AGA NGV3.1 / CGA 12.3 Fuel System Components for Natural Gas
Powered Vehicles, and any other applicable federal, state and local codes and standards.
! DANGER: To reduce the risk of asphyxiation, explosion, fire or impact, which if not
avoided will result in death or serious injury and property damage:
 Do not puncture or drop fuel tank. Do not modify fuel tank, mounting brackets or
delivery system in any way. Never expose fuel tank to temperatures exceeding 180 °F (82
°C).
 This CNG fuel tank shall be installed in a horizontal position only.
ensure that the connections of PRD are plumbed using only ½” – 20 UNF fittings. Also,
an internal tubing diameter of no less than 0.32 inches must always be maintained on
PRD blow down lines.
 When working with flammable gases in a confined area always use gas-monitoring
equipment, and be sure to ground (earth) all equipment.
! WARNING: To reduce the risk of impact and fire, which if not avoided could result in
death or serious injury and property damage:
 Installation of CNG fuel systems should only be performed by qualified Natural Gas
Vehicle (NGV) system installers following applicable federal, state, and local codes and
regulations.
temperature, prior to installation and pressurization.
 When connecting high pressure line to cylinder valve, only use approved hoses and
fittings.
 Do not use pipe wrenches on the boss or the valve. Do not allow any type of tool damage
to the boss or valve.
 The valve installed in each cylinder has been torqued to a specific setting. Do not tighten
or loosen. Misuse could result in gas leakage and associated fire hazards.
 Do not remove or replace factory installed valves. Failure to use 3M approved valves and
pressure relief devices (PRDs) in specified locations might cause fuel tank rupture in case
of a fire.
 Never fill a 3M CNG fuel tank such that the pressure exceeds 4500 psig at any
temperature

! CAUTION: To reduce the risk of impact, which if not avoided may result in death or
serious injury:
workplace practices when installing 3M™ CNG Fuel Tanks
5.1 Fuel tank protection

! WARNING: To reduce the risk of impact and fire, which if not avoided could result in
 Always ensure that fuel tank is properly enclosed around its periphery when installed on
the vehicle to prevent exposure to damaging road debris and sunlight.
Per NFPA 52 requirements, when installed on the vehicle, CNG tanks must be protected with a
means to prevent damage that can occur due to road hazards, loading, unloading, direct sunlight,
exhaust heat, and vehicle use, including accidental cargo leakage. Shielding must be used to
protect the fuel tank from damage caused by road debris or contact with cargo or vehicle
components. The shielding protects the fuel tank, and it must be removed to read the labels on
the fuel tank during periodic inspections. Also per NFPA 52, the shields should be installed to
prevent direct contact between the shield and the fuel tank, and also to prevent trapping of solid
materials or liquids between the shield and fuel tank that could damage the fuel tank or its
coating.
To prevent damage to the fuel tank:

 Prevent direct contact between the fuel tank and the shielding.
 Prevent trapping solid debris or liquids (like rain or melted snow) between the shielding
and the fuel tank.
 Prevent contact between the fuel tank and vehicle components (i.e., brake lines,
suspension links, etc.) and with vehicle cargo.
 Prevent contact with heat sources on the vehicle.
 Prevent exposure to corrosive liquids and gases.
 Prevent extended exposure to direct sunlight.
 Prevent contact with excessive moisture.
 Mount the vessel on the vehicle so as to prevent contact with road or curb surface at any
time, especially if the vehicle has flat tire or during the tire repair/change process.
5.2 Mounting fuel tanks

! DANGER: Mounting of 3M™ CNG Fuel Tanks should only be performed by
qualified Natural Gas Vehicle (NGV) system installers following applicable federal, state
and local codes and regulations. Failure to follow these instructions may result in
personal injury, death, and/or property damage. See important safety information in the
Some 3M™ CNG fuel tanks use a strap or band (“belly”) mounting method. For strap-mounted
tanks, the fuel tank can only be mounted horizontally in the vehicle and held in place with metal
straps. The metal straps are made such that a rubber layer is always positioned between the 3M™
CNG fuel tank and the metal strap, so that friction and damage to the composite layers, and (in

certain cases) galvanic corrosion is prevented. The strap-mount brackets are custom-made for
each manufacturer’s CNG fuel tank. 3M™ CNG Fuel Tanks are designed to be used exclusively
with brackets sold by 3M for each individual fuel tank size. The brackets are designed to
accommodate expansion of the tank in circumferential (around the girth) and axial (lengthwise)
directions when it is pressurized.
The mounting methods shown below are typical, but do not cover every possible installation and
do not overrule or supersede the requirements for CNG fuel storage by the vehicle manufacturer.
Refer to applicable instructions and specifications provided by the vehicle manufacturer before
beginning to install CNG fuel tanks.
5.3 Strap or band (“belly”) mounting

! WARNING: To reduce the risk of impact and fire, which if not avoided may result in
 When using the strap or “belly” mounting design, a new rubber strip must be installed
between the fuel tank and each metal mounting strap to protect the fuel tank’s composite
exterior. Using only the brackets designed for 3M™ Fuel Tanks ensures that the tank is
allowed to appropriately expand and contract during filling and use.
 While installing the rubber strip on the metal mounting strap, make sure that the metal
strap has a uniform curvature across the whole strap, especially across rivet and u-strap
joint points as illustrated in Figure 8.
 Locking nut fasteners must be torqued only to specifications listed in these instructions.
Failure to follow correct procedure will cause tank mounting to become unstable or
constricted.
Figure 8. Metal mounting strap location (indicated by arrows above) should be visually
inspected for smooth curvature, which results in uniform load distribution
especially across the rivets and u-strap joints

LEFT RIGHT
Figure 9 LEFT. Unacceptable bracket since curvature is not smooth and would result in
concentrated bracket load. Figure 9 RIGHT shows a bracket which has smooth curvature
and therefore result in uniform load distribution
All fuel tank and bracket installations must comply with the most up-to-date version of the
NFPA 52 standard.
The brackets for the 3M™ CNG Fuel Tanks must be mounted in a specific orientation with
respect to the fuel tank to ensure robust mounting.
Figure 10 illustrates the correct positioning of the brackets (in the hashed area) with respect to
the ends of a 21.5” x 60” long fuel tank. It is important to note that the dimensions shown in the
Figure are measured from the face of the boss or pole piece, not from the end of the plug or
valve.
The brackets can be positioned asymmetrically, between 10 and 19 inches from the face of the
boss or pole piece, on both ends of the 21.5” x 60” long fuel tank as shown in Figure 10.

Figure 10. Strap or band (“belly”) mounting showing the correct area for placement of the
brackets, for the 21.5” x 60” long fuel tank which can be placed symmetrically or
asymmetrically, between 10 and 19 inches in from the face of the pole piece or boss
It is important to note that the rubber strip supplied with each bracket must be installed such that
it is positioned between the composite fuel tank and the metal bracket prior to completing the
installation of the fuel tank in the vehicle (see Figure 11). The rubber strip prevents abrasion
damage to the tank, and allows the tank to be securely held by the brackets when it is fueled and
de-fueled as it expands and contracts. In certain cases, the rubber strip also prevents galvanic
corrosion between the composite tank and the metal straps.
Metal Strap
Nylon Insert
Locking nut
needs to be torqued
specifically as
described
Ribbed Rubber Strip
must be positioned
between fuel tank
and metal strap
Base Plate
Mounting Holes
Figure 11. Bracket used to mount the strap-mount 3M™ CNG Fuel Tanks to a vehicle

To get the best torque reading on the torque wrench while installing the nylon insert locking nut,
3M suggests that the locking nut be oriented in the top part of the bracket closure, with the
washer provided, as illustrated in Figure 11.
In this orientation, the bracket closure bolt is placed through the black toggle in the bottom of the
bracket closure and the nut is placed at the silver toggle in the top part of the bracket closure. A
deep well socket must be used with the torque wrench to accommodate the tightening of the
nylon insert locking nut. Following the bolt and nut placement recommendations illustrated in
Figure 12 LEFT will provide the installer with the most comfortable position while tightening
the bracket strap and torquing the nylon insert locking nut to the specified torque settings listed
in the bracket installation steps. Although this would be the most comfortable position for the
installer, the nut and bolt can be placed in opposite positions as shown in Figure 12 RIGHT. It is
important to ensure that sufficient rubber is present in either case to extend completely under the
toggle in all scenarios.
Rubber
correctly
positioned
under metal
toggles of
bracket
strap.
LEFT RIGHT
Figure 12 LEFT Close up view of bracket strap closure showing the bolt oriented in the
black toggle in the bottom strap, and the nylon insert locking nut oriented in the silver
toggle in the top part of the strap closure with the washer provided. Figure 12 RIGHT
shows that the opposite position for nut and bolt is also acceptable as long as proper torque
is achieved. From both Figures, it is clear that the rubber extends underneath and past the
toggle in all scenarios
Steps to install the fuel tank in the brackets with new rubber strips only:
1. Position brackets, with protective rubber strips between the metal strap and the fuel
tank, in the locations shown in Figures 10, 11 and 12.
2. Two mounting brackets must be used on the fuel tank, positioned laterally as shown
in Figure 10.
3. Make sure that each bracket and strap is positioned perpendicular to the cylinder. If
the straps are not positioned perpendicular to the cylinder, the bracket will move
when the strap is tightened.
4. The bracket strap is tightened using a torque wrench and a deep well socket on the
nylon insert locking nut.
5. The nylon insert locking nut should be torqued exactly as follows for an installation
of a new set of brackets on a composite tank. It is important that the torque be set
with the procedure and to the torque level specified to accommodate the expansion
and contraction that happens as the composite fuel tank is fueled and de-fueled, in
order to avoid damage to the tank and the serious injury that could result.
6. Torque the nylon insert locking nut to 35 ft-lbs using a torque wrench with a deep
well socket. This will help seat the rubber and establish initial rubber compression.
No waiting time is required before proceeding to Step 7.
7. Using a deep well socket and a wrench, loosen the nylon insert locking nut until the
bracket is loose on the fuel tank.
8. Finally, re-tighten the nylon insert locking nut to 26 ft-lbs using a torque wrench with
a deep well socket. This completes the installation of the tank in the bracket straps.
 Replace any rubber strip that appears to be worn or damaged with a new strip.
 Torque the nylon insert locking nut in the bracket strap closure to the proper torque
specified in Section 5.3.
 Any time a bracket strap is loosened after being in use, visually check for any wear
that may have occurred to the strap. If wear has occurred, a new replacement rubber
strip must be used to ensure all torque settings are correct to allow for expansion and
contraction of the fuel tank during fueling and de-fueling. Contact 3M if a
replacement rubber strip is needed.
It is important to use the stress distribution backer plates supplied with the 3MTM bracket to
distribute the mechanical load holding the brackets into the vehicle over a structurally significant
area. If the fuel system installer chooses not to use the 3MTM stress distribution backer plates
when installing the brackets, they do so at their own risk. The fuel system installer should mount
the fasteners into or through a structural member of the vehicle. Any alternative stress
distribution backer plates or the structural member used for mounting must provide at least an
equivalent area and thickness of support to the stress distribution backer plates originally
supplied with the 3MTM brackets.
Although the brackets themselves have been designed and tested to ensure NFPA 52 compliance,
it is the installers’ responsibility to ensure bracket installation is in compliance with the most
recent revision of NFPA 52.

6.0 Fuel Tank filling (fueling) and defueling
! DANGER: This section does not supersede or overrule any applicable regulations,
industry standards, or requirements of fuel storage system manufacturers or vehicle
manufacturers. Before filling the fuel tank, it is important to understand the characteristics
and hazards of CNG, including asphyxiation, explosion, and fire. See important safety
information in the following sections and in Section 1.0.
In order to work safely with CNG, do not allow dangerous gas concentrations to form within a
working environment or within a vehicle. Test all CNG fuel tanks and fuel systems in a well-
ventilated area that does not contain any ignition sources.
! DANGER: To reduce the risk of fire, explosion, and impact, which if not avoided will
result in death or serious injury and property damage:
 Always electrically ground the fuel tank, fuel system, or vehicle whenever a CNG
fuel tank is being filled or depressurized. Failure to do so may result in explosion or
fire.
! DANGER: To reduce the risk of asphyxiation, explosion, impact and fire, which if not
avoided, will result in death or serious injury and property damage:
 When working with CNG or other flammable gases in a confined area, always use
gas monitoring equipment to measure airborne gas concentrations.
6.1 Filling (fueling)

NOTE: During filling (fueling) and defueling the fuel tank will expand and contract due to
changes in internal pressure.
There are two types of fills for a CNG fuel tank:
Initial Fill
A CNG fuel tank must undergo an initial fill if there is a potential for an oxidant (including air)
to be present inside the fuel tank. This situation arises when the initial inert gas (nitrogen)
shipping pressure supplied in a new 3M™ CNG fuel tank is released or reduced to less than 5
psig, and any time the cylinder is depressurized or opened, such as to replace a valve/PRD
assembly or complete other service on the CNG fuel tank.
Standard Fill
A standard fill occurs when the CNG fuel system does not contain any air or other potential
oxidants, and would be used when the vehicle is routinely refilled so that it can continue to be
driven.

6.1.1 Initial filling (fueling) and purging
! DANGER: Always follow the fuel system manufacturer’s instructions on initial filling.
Failure to do so may result in serious injury of death. See important safety information in
the following sections and in Section 1.0.
! WARNING: To reduce the risk of impact and fire, which if not avoided, could result in
death or serious injury:
temperature prior to initial filling.
 Do not proceed with initial fill if a leak of CNG is detected or suspected: including but
not limited to, emission of a natural gas odor, unexpected loss of pressure in the fuel
system, rattling or other indications of loose connections, or unusual hissing or snapping
sounds.
! DANGER: To reduce the risk of explosion, fire, and impact, which if not avoided will
 Remove all oxidants (including air) from a fuel tank before filling the fuel tank with
CNG. Be aware that air may enter the fuel tank and form an explosive air/fuel mixture
whenever the fuel tank has been vented to less than 5 psig or exposed to atmospheric
pressure.
Follow initial fill procedure in cases where air (or other oxidant) is present in the CNG fuel tank,
due to service of the tank (for example, replacement of valve/PRD or plug), or when air can enter
the tank if the pressure has been reduced to less than 5 psig. An initial fill is required any time
there might be air or another oxidant present in the CNG fuel tank. If present, air will form an
explosive mixture with CNG gas and an explosion hazard
3M™ CNG Fuel Tanks are supplied with a small pressure (5-25 psig, depending on temperature
and altitude) of an inert, dry gas (nitrogen) inside them. This small amount of pressure is called
“shipping pressure,” and is used to avoid any contamination during storage or transportation of
the 3M™ CNG Fuel Tanks, prior to their first use in a vehicle. It is also present to provide safe
conditions for an initial fill in a new installation.
The initial fill procedure must be completed if the shipping pressure in a new 3M™ CNG Fuel
Tank is vented to less than 5 psig, and/or the fuel system installed on a vehicle has been bled
down to less than 5 psig for any reason, and/or the valve/PRD assembly or plug is removed from
the CNG fuel tank.
Perform the following initial fill procedure for removing oxidants (including oxygen in the air)
from the fuel tank prior to filling it with CNG.

! DANGER: To reduce the risk of fire and explosion, which if not avoided, will result
in death or serious injury and property damage:
 The fuel tank must first be purged with an inert gas to ensure that no explosive mix is
formed at any time.
! DANGER: To reduce the risk of asphyxiation, which if not avoided, will result in
 When venting and flushing with inert gases (such as nitrogen) in a confined area,
provide proper ventilation, and always use gas monitoring equipment to ensure safe
and adequate oxygen concentration.
Procedure for an initial fill of a CNG fuel tank that may contain an oxidant (air):
1. Fill the fuel tank with clean, dry, pure nitrogen gas, and equilibrate it to a minimum of
200 psig.
2. Vent the air/nitrogen mixture slowly (to avoid condensation on the fuel tank or valve)
from the CNG fuel tank through the Lyra CV valve such that no less than 10-20 psig
remains in the tank.
3. Once the system has been vented to 10-20 psig, the valve should be closed to prevent
escape of the remaining nitrogen gas and to prevent ingress of air into the fuel tank.
4. The fuel tank, containing a small pressure of nitrogen, can then be connected to the fuel
system, and charged with CNG gas.
6.1.2 Standard fill

! DANGER: To reduce the risk of fire, explosion and impact, which if not avoided, will
 Do not fill the 3M™ CNG Fuel tank with any other type of fuel. The 3M™ CNG
Fuel Tank must be used with CNG (Compressed Natural Gas) fuel only.
! WARNING: To reduce the risk of impact and fire, which if not avoided, could result
in death or serious injury and property damage
 When filling the fuel tank with CNG, make sure that the fill nozzle at the CNG filling
station is compatible with the fill fitting on the fuel tank or the vehicle. Also make
sure the pressure rating at the CNG filling system is compatible with the fuel tank
pressure rating.
 Never fill a 3M CNG fuel tank such that the pressure exceeds 4500 psig at any
temperature
3M™ CNG Fuel Tanks and their constituent components have been designed for use with CNG
fuel only. The maximum allowable CNG service pressure in the United States is 3600 psig.
Under normal driving conditions, the CNG fuel tank and system do not contain any air, and the
residual CNG pressure in the fuel tank is approximately 300 psig minimum. In those situations, a
standard fill procedure can be used to refill the CNG fuel tank. Due to ambient weather

temperature variations and heat generated in a fast filling process, a CNG pressure greater than
3600 psig will sometimes occur during the filling process. These temporary excursions above
3600 psig are allowable, as long as the gas pressure never exceeds 4500 psig regardless of the
temperature. The settled gas pressure should be 3600 psig at a temperature of 70°F (21°C).
6.1.3 Defueling (Depressurization) and Valve Removal
6.1.3.1 Defueling (Safe Depressurization)

! DANGER: Do not attempt to service or remove the fuel tank, valves, or any fuel system
hardware without following depressurization procedures in Section 6.1.3.1. Failure to do so may
result in death or serious injury and property damage. See important safety information below
and in Section 1.0
this fuel tank.
an explosion.
 Gas venting should only take place outdoors or following an alternative method which is
in compliance with NFPA 52. This is to avoid the possibilities of asphyxiation or
accumulation of an explosive gas mixture.
 In all respects, the requirements of NFPA 52 must be followed for proper safe
depressurization of 3M™ CNG Fuel Tanks.
! WARNING: To reduce the risk of impact and fire, which if not avoided could result in death
or serious injury and property damage:
 Use the required diameter and length of discharge setup into the vent stack. Use of
incorrect size tubing/piping can cause damage to valve and fuel tank and injuries or
death.
 Always ensure the tank valve is properly grounded in compliance with NFPA 52
requirements.
It is the CNG Fuel System Installer or service provider’s responsibility to comply with all
applicable federal, state and local codes and regulations regarding de-fueling and flaring or
release of CNG.
3M™ CNG fuel tanks may need to be defueled for maintenance or service of tank or fuel system
after they have been in use for some time. The method of safe depressurization of the tank
described in this section is termed as atmospheric venting or flaring. Alternative method of
depressurization in accordance with NFPA 52 can be employed. The alternative method which
discharges the gas into a closed transfer system need to be devised by the fueling/defueling
station providing such a facility.

General Description of Safe Depressurization
The proper general method of safe depressurization involves two steps: The first step is to
activate the solenoid for purposes of opening the valve (procedure in Section 6.1.3.1). Once the
valve is open, depressurization will then take place. The second step is valve removal (procedure
in section 6.1.3.2).
! DANGER: It is mandatory that these instructions for safe depressurization be followed

exactly. Not following each step and in the order listed could result in serious hazardous
consequences.
The procedure outlined in Section 6.1.3.1 to defuel the CNG fuel tank restricts the flow of gas
out of the tank to maintain the tank and valve components safely within service temperature
limits allowed by NGV 2 specifications. In order to save time and de-fuel the tank in an efficient
manner it is recommended to drive the vehicle such that the fuel remaining in the tank is at a
minimum. It should be kept in mind that the vehicle should only be driven if it is safe to do so.
This section of the manual describes two procedures for activation of the solenoid valve to allow
fuel to flow out of the inlet/outlet port. The first procedure is electrical activation of the solenoid
and is the preferred method. The second procedure, manual activation of the solenoid, should be
performed if the electrical activation is not successful.
In the event that there is evidence of the solenoid valve being always open regardless of engine
ignition switch position (On/Off Position), follow step 1 through 10 in the procedure for
electrically activating the solenoid to de-fuel the fuel tank.
Procedure for electrically activating the solenoid to de-fuel the fuel tank
Personnel performing the depressurization should be properly trained to carry out

depressurization activity. Trained personnel must do the following:
1) Isolate the fuel tank to be de-fuelled from rest of the fuel system including any other
fuel tanks. Secure or restrain the fuel tank which is undergoing depressurization by
approved brackets which are properly mounted, or otherwise restrain the fuel tank to
prevent movement while it is under pressure.
2) As required in NFPA 52, use grounding cables and attachments to prevent static
electrical charge buildup. Rapid discharge of CNG can generate a static electrical
charge which can be sufficient to ignite the escaping gas. Ground both the Lyra CV
valve attached to the CNG fuel tank as well as the venting system. A 3-gauge copper
wire (for example a battery cable) should be used to connect the valve securely to an
appropriate grounding source such as a water pipe that extends at least 8 feet
underground. Alternatively an electrically conductive CNG hose connected to a
properly grounded structure can be utilized. This conductive CNG hose is shown in
Figure 13.

3) Ensure that the manual tap (labeled as letter “C” in Figure 6) of the OMB Lyra CV
valve is closed and that the lines connected to the valve have been properly de-
pressurized. Connect a quarter-turn valve approved for pressures greater than or equal
to 5000 psig to the end of the Lyra CV valve prior to where it enters the discharge
line as illustrated in Figure 13.
4) Connect a stainless steel discharge line or electrically conductive hose or tubing

approved for pressures greater than 5000 psig to the outlet port of the quarter-turn
valve. The inner diameter of the discharge line should be less than or equal to 0.25
inch. The length of the discharge line should be no less than 3 feet long, and
preferably longer than 3.5 feet in length. The diameter and length of the discharge
line are important to control the gas flow rate and to locate the gas expansion a
significant distance from the valve and the cylinder so that the most extreme cold
temperatures will be sufficiently far away from the most sensitive components. This
discharge line must be electrically conductive hose or tubing which is grounded in
compliance with NFPA 52. One such recommend hose is manufactured by Parker
with Parker catalogue part number 5CNG4 and shown in Figure 13. The conductive
hose or tube must be grounded or connected to a system which is grounded.

Fuel Tank must be properly
restrained using its brackets.
Quarter Turn Manual Valve

approved for pressures greater
than 5000 psig.
Electrically conductive CNG hose which

conforms to the requirements of NFPA
52 and is 0.25” internal diameter or less
and longer than 3.5 feet and is connected
to a means for grounding.
Figure 13. Arrangements for de-fueling/depressurizing CNG fuel tank
5) The outlet side of the discharge line must be connected to the 2” diameter Schedule
80 pipe for venting and must be grounded, as required by NFPA 52. One way to
achieve these requirements is illustrated in Figure 14.
6) When opening the discharge valve, the outlet should be pointed away from any
personnel in the vicinity.
7) Carefully connect the solenoid valve wiring on one end to the solenoid valve using
the solenoid connection point as illustrated by letter “F” in Figure 6 and the other end
to a 12V battery. As a good practice, it is recommended that the battery used for de-
fueling is different from the vehicle engine battery to increase the distance between a
potential spark source and any CNG which would potentially be released. The
connection of battery side needs to be secure and hands-free (with the help of
insulated alligator clips or clamps) as the solenoid cable will be kept wired until the

fuel tank has completely emptied. As soon as both electrical connections are made,
the solenoid valve will be forced to the open position.
Figure 14. Discharge Line connected to Nominal Pipe Size 2”- Schedule 80. In this case the
2” steel pipe is grounded

8) Open the Lyra CV manual valve by rotating the manual handle all the way counter
clockwise until it won’t rotate any further. The rotation direction of the valve is based
on you standing in front of and facing the valve. If the valve manual tap is upside
down then the manual handle will have to be rotated clockwise in order for it to open.
This step will effectively start flow of CNG out of the fuel tank. On the top of the
manual tap of the valve, “O” and “C” are marked with arrows to indicate directions of
rotation for the Open and Closed positions.
9) Slowly open the quarter-turn valve between the fuel tank and the vent system.
Initially the quarter-turn valve should be open to half of its open position (45 degree
turn instead of full 90 degree turn). If CNG starts flowing out of the tank, the gas flow
will be audible. A visual aid of condensation or ice forming over time on the front of
the tank or Lyra CV valve also indicates gas flow. The presence of condensation and
ice is climate and condition dependent. If ice formation is visible, the quarter-turn
valve should be moved towards its closing position in order to limit the flow of gas
out of the tank. This step will help reduce or eliminate the ice formation process. It is
advisable to use an infrared thermometer for temperature measurement during
depressurization. If an infrared thermometer is used for temperature measurement, the
best location to measure temperature would be the middle portion of Lyra CV valve
as illustrated by letter “G” in Figure 6. Make sure that there is no ice on the valve and
if there is ice then it should be scraped before a measurement is made. If the
temperature measured at location “G” is less than or equal to -30 °F (-35 °C), then
reduce the flow of gas by closing the quarter-turn valve. Controlling the temperature
so that is does not go below -30 °F (-35 °C) is important to protect the most sensitive
sealing components in the valve and the tank. Once completely empty, proceed to
valve removal as described in Section 6.1.3.2.
10) If the previous step does not result in CNG flowing out of the tank then it means that
the solenoid valve is not able to be opened electrically. In this case, further steps need
to be taken in order to de-fuel the tank.
Procedure for magnetically activating the solenoid to de-fuel the fuel tank
11) The Solenoid valve is supposed to be in the open position while the vehicle engine is
running and in the closed position when the vehicle ignition switch is in the off
position. Symptoms of fuel flow impedance may include but are not limited to
situations where engine tends to vibrate because of low fuel or switches over to
gasoline as if fuel is low (while in reality the CNG fuel is not low). In such cases, the
solenoid may have to be kept open forcefully with the help of a permanent magnet.
Follow the steps as described below:
a. First, make sure that the manual tap on the Lyra CV valve and the quarter-turn
valve is in the fully closed position.

b. Unscrew the silver colored hexagonally-shaped cap from the top of the
solenoid valve stem using a 22 mm wrench or any adjustable wrench which
can adjust to 22 mm. Carefully collect the cap once it has been removed as it
will include a small o-ring as shown in Figure 15.
Solenoid
Coil
Cap with
O-Ring
Figure 15. Removal of Solenoid valve collar and cap from OMB Lyra CV Valve
c. Slide the black cylindrical ring-shaped solenoid collar off of the metal
solenoid post of the valve as illustrated in Figure 16.
Permanent
Magnet
Solenoid Coil
with Cap
Solenoid
Metal Post
Figure 16. Lyra CV Valve after Solenoid Collar was removed and a Permanent Magnet

d. Place the permanent magnet over the empty solenoid metal post so that it
covers the metal post completely and hold the magnet securely down all the
way to the bottom of the post to obtain maximum flow and complete opening
of the valve as illustrated in Figure 17.
Push here
Permanent magnet all the way
down on solenoid metal post
Figure 17. Lyra CV Valve with Permanent Magnet covering metal solenoid post. It
is essential to hold the magnet securely down to obtain maximum flow
e. As soon as you place the permanent magnet over the metal post, and open the
manual tap on the valve, gas will flow out through the valve. Slowly open the
quarter-turn valve and control and monitor gas flow and temperature as
described in Step 9 of Section 6.1.3.1 “Procedure for electrically activating the
solenoid to de-fuel the fuel tank”. Press down on the permanent magnet to
maintain the gas flow. After the first few instants of emptying, the pressure
on the magnet can be released and the gas will continue to discharge at a
lower rate. In order to maintain maximum flow out through the valve, the
permanent magnet must remain manually pressed down to the bottom of the
metal post.

Permanent magnet not all the
way down on solenoid metal post
Figure 18. If Permanent Magnet is not held down by force, the gas will still escape
but at a lesser rate. To obtain maximum flow, hold the magnet down with force
f. Allow the gas to flow out of the fuel tank until the flow slows down. Hold the
permanent magnet firmly against the bottom of the metal post to ensure that
the last of the gas is released.
g. Keep the permanent magnet over the post of the solenoid until all of the gas
has been vented from the CNG fuel tank. CNG release would be audible as
well as visible due to formation of ice or condensation on the face of the Lyra
CV valve. Wait until the fuel tank is empty. Once completely empty, proceed
to valve removal as described in Section 6.1.3.2.
6.1.3.2 Valve Removal after Safe Depressurization
! WARNING: If the valve is difficult to remove, STOP. Do not attempt to remove the valve if
for any reason you suspect that the valve may be defective. A valve that is damaged or
malfunctioning may mistakenly cause you to think the fuel tank is empty when you do not hear
CNG being released. Handle all CNG fuel tanks; even those you think are empty, as though they
contained CNG under pressure. If the valve is difficult to remove, repeat the safe
depressurization procedure, making certain to press down on the permanent magnet so that it
fully covers the metal solenoid post, ensuring that the solenoid valve opens and that the
contained gas pressure is released in a safe and appropriate manner.

Procedure to Remove Valve after Safe Depressurization
1. Once it has been confirmed that the fuel tank is completely empty, the Lyra CV
Valve can be removed. In order to remove the valve, it is important that proper
tools are available. One of the necessary tools for valve removal is the proper
attachment for the wrench that is designed to fit the Lyra CV solenoid valve.
This has been illustrated in Figure 19. It is not necessary to use a torque
wrench for valve removal; any type of wrench would work as long as it can be
adapted to fit the OMB designed attachment Lyra CV valve. This OMB
attachment is OMB part number 69982222.
OMB Lyra
CV Valve Wrench
Wrench Adapters
Torque Wrench
Figure 19. OMB Lyra CV Valve torque attachment with torque wrench and adapters.
These accessories are essential for valve installation and removal
2. Using the valve wrench available from OMB, gently unscrew the valve from
the CNG fuel tank. Using tools other than the proper valve wrench specifically
designed for the Lyra CV valve can result in damage to the valve and PRD. If
the valve/PRD assembly will be re-installed on the same cylinder, for example
after o-ring replacement, the damage from using the wrong wrench could cause
the valve/PRD assembly to malfunction in service, resulting in severe injury or
death.
3. Inspect the valve thoroughly once it has been removed. Check the valve
threads and fuel tank threads for damage. Clean the fuel tank valve threads and
o-ring groove with a clean, lint-free shop cloth, and isopropyl alcohol if
necessary to ensure that they are completely clean. Inspect the o-ring groove
for damage. Damage to the o-ring groove is not allowed because it can impede
a safe and effective seal for the CNG fuel, and result in escape of a flammable
gas. CNG fuel tanks with damage to the o-ring groove are considered having

Level 3 damage and must be removed from service and decommissioned by
qualified service and repair personnel.
4. Anytime a valve is removed from a CNG fuel tank, the o-ring should be
replaced with a new, undamaged o-ring offered by OMB. O-rings should
never be re-used in the CNG fuel system application. Only a new OMB O-ring
should be used, and it has OMB part number 69388129F. This o-ring was
specially designed from a compound which tolerates the temperature extremes
experienced by the valve.
gas (CNG), which if not avoided will result in death or serious injury and property damage:
 Always reject valves or fuel tanks with damaged threads and/or damaged o-rings.
 Also, reject fuel tanks with o- ring groove damage since these damages prevent a safe
and effective seal.
7.0 Inspection Procedures

This section describes the inspection procedures, frequency, and personnel who are qualified to
complete periodic inspections of the 3M™ CNG fuel tank. Methods to determine whether the
CNG fuel tanks need to be repaired or replaced are also discussed. See important safety
information below and in Section 1.0.
! DANGER: Do not attempt to service or remove the fuel tank or any fuel system
hardware without following depressurization procedures in Section 6.1.3.1. Failure to do so
may result in death or serious injury and property damage. See important safety
information below and in Section 1.0
This section provides guidelines for CNG fuel tank inspection and must not replace any
regulations required by law or by applicable industry standards. In case of a conflict between
this manual and regulations and/or applicable industry standards, they will supersede this manual
and shall be followed instead of this manual. 3M Company assumes no liability for errors or for
any damage that results from the use of this instruction manual.
An inspection includes examining the CNG fuel tank and the tank mounting system, and any
other fuel system components as dictated by federal, state, or local standards.

7.1 Qualified inspectors
! DANGER: To reduce the risk of fire or explosion, which if not avoided, will result in
Pamphlet C-6.4.
All obligatory inspections described in Sections 7.2 must be completed by a qualified inspector
as described in CGA Pamphlet C-6.4, Methods for external visual inspection of Natural Gas
Vehicle (NGV) and Hydrogen Vehicle (HV) fuel containers and their installations.
7.2 When fuel tanks should be inspected

! DANGER: To reduce the risk of fire, explosion and impact, which if not avoided will
result in death or serious injury:
 Conduct fuel tank inspections upon receipt from the manufacturer, when removed from
storage, and on a regularly scheduled basis, according to applicable federal state, and
local regulations.
 Have a qualified inspector as described in CGA Pamphlet C-6.4 inspect the fuel tank
immediately in the case of unusual behavior by the fuel tank, or if the tank has been
involved in a motor vehicle accident, fire, or any other incident that may cause damage
to the fuel tank
Federal Motor Vehicle Safety Standard 304, Compressed Natural Gas Fuel Container Integrity,
requires that the CNG fuel tank be visually inspected after a motor vehicle accident or fire, and at
least every 36 months or 36,000 miles driven, whichever comes first, for damage and
deterioration.
The fuel tank should also be inspected promptly by a qualified inspector if:
1. The fuel tank, or the vehicle it is installed in, has been involved in a fire
2. The fuel tank was been dropped or subjected to impact
3. The fuel tank has been exposed to excessive heat
4. The vehicle containing the fuel tank has been involved in a collision
5. The fuel tank is believed to have been damaged by cargo, the vehicle or components,
and/or environmental chemicals
6. The fuel tank is believed to have been damaged by any other means
7. The fuel system shows any unusual behavior. This may include, but is not limited to,
emission of a natural gas odor, unexpected loss of pressure in the fuel system, rattling or
other indications of loose connections, or unusual hissing or snapping sounds.
8. The fuel tank is transferred to another vehicle
9. Significant alterations are made to the fuel tank installation
10. The fuel tank has been re-installed after removal from the vehicle
11. The fuel tank is believed to have been pressurized above the design standard.
12. The mounting brackets show evidence of damage
13. The valve or PRD show evidence of damage

During inspection, the vehicle owner/operator should be questioned about any incidents or
conditions that may have caused damage to the tank, performance issues that may indicate a
problem, repairs made since the last inspection, unusual observations, and service history of the
fuel tank. Incidents include, but are not limited to: dropping the tank, impacts to the tank by
sharp or blunt instruments, exposure to fire or excessive heat, vehicle accidents including
collisions of 5 mph or more, or exposure to harsh chemicals. Performance issues may include,
but are not limited to: poor fuel system performance, too-frequent filling, and other unusual
performance by the fuel tank.
The fuel tank and fuel system inspection should be conducted according to CGA C-6.4, Methods
for external visual inspection of natural gas vehicle (NGV) and hydrogen vehicle (HV) fuel
containers and their installations, and any other applicable federal, state, and local requirements.
7.3 Inspection Data Recording

To aid the qualified inspector, Appendix 1 contains a CNG Fuel Tank Inspection Form, where
the tank serial number and inspector’s name are identified, as well as any findings from the
inspection activities.
To accurately complete the inspection, certain information from the label on the CNG fuel tank
must be able to be readily identified. All 3M™ CNG fuel tanks are identified by labels that
contain regulatory information as well as important safety and handling information. Section 3.2
Fuel Tank Labels contains images and Figures which show where the main fuel tank label is
located (Figure 3), as well as the requisite information located on the main fuel tank label (Figure
4).
7.4 Preparation for inspection

The routine formal visual inspection conducted to satisfy the Federal Motor Vehicle Safety
Standard does not require the breaking or opening of any fuel system connections or
depressurization of the fuel system, as long as the identification label of the CNG fuel tank (see
Figure 3) is visible.
! WARNING: To reduce the risk of impact, fire, or explosion, which if not avoided
could result in death or serious injury and property damage:
 Reject and remove from service any CNG fuel tank that either lacks a label
containing mandatory information or if all main labels are illegible.
If maintenance is going to be performed on a CNG fuel tank or system and piping, and
connections will be opened (such as replacing a valve or a fitting), special safety considerations
and preparations must be undertaken.
hardware without following depressurization procedures in Section 6.1.3.1. Failure to do
so may result in death or serious injury and property damage. See important safety

7.5 General Guidelines and Preparation Recommendations
moderate injury:
workplace practices when inspecting 3M™ CNG Fuel Tanks.
1. Wear safety glasses, gloves and boots

2. Use correct tools and documentation
3. Ensure proper training and understanding of fuel systems
4. Assume the fuel tank and system is pressurized prior to conducting a safe
depressurization procedure
5. Eliminate any potential ignition sources
7.6 Mounting bracket inspection

! DANGER: If a mounting bracket is damaged during use, the user must have a qualified
inspector conduct a periodic inspection of the CNG Fuel Tank, since the tank may have
incurred damage in the same event which damaged the bracket. See important safety
information below and in Section 1.0.
Mounting bracket inspection includes the following specific areas:
1. Verify that the fuel tank is firmly held in place.

2. Verify that all the mounting bolts that secure the tank mounting brackets to the
vehicle are in place and tight.
3. Verify that the rubber strips between the mounting brackets and the fuel tank are in
place, centered on the brackets, undamaged, positioned per Section 5.3 (Figures 8-
12).
4. Verify that the mounting brackets are in good shape, free of severe rust or other
damage, and suitable for continued service.
5. Examine the brackets for any visible damage, such as wear indications.
The CNG fuel tank does not normally have to be removed from the mounting brackets for this
inspection.
If the fuel tank has to be removed to repair the brackets, the procedure should be completed only
by authorized repair facilities with competent personnel trained to work on CNG fuel systems,
and they must follow safe depressurization procedures.
New rubber strips between the fuel tank and the metal straps must be installed if either rubber
strip has been permanently deformed, worn, or damaged during use. Any time a bracket strap is
loosened after being in use, visually check for any wear that may have occurred to the strap. If
wear is visible, a new replacement rubber strip must be used to ensure all torque settings are
correct to allow for expansion and contraction of the fuel tank during fueling and de-fueling.
Replacement rubber strips are available through 3M. If the rubber strips are replaced, the nylon
insert locking nut which tightens the strap around the tank with the bolt may also need to be
replaced and torqued to the values as described in Section 5.3 of this manual. ½” – 13 UNC
Grade 8 Steel nylon insert hex lock nut should be used. Contact 3M at 800-364-3577 for
replacement rubber strips.
 Any time a bracket strap is loosened after being in use, visually check for any wear that
may have occurred to the strap. If wear is visible, a new replacement rubber strip must be
used to ensure all torque settings are correct to allow for expansion and contraction of the
fuel tank during fueling and de-fueling. Adjust metal brackets according to correct
torquing procedures described in Section 5.3 of this manual.
If the mounting bracket strap bolts are loosened or removed during bracket inspection, or the fuel
tank is removed from the brackets for any reason, then the torque values listed in Section 5.3 will
not be correct to properly secure the fuel tank, due to potential wear of the rubber strip. The fuel
tank expands and contracts in diameter and length as the internal pressure increases or decreases,
but it must remain secured in place at all internal pressure levels without overstressing the
mounting straps or abrading the outer surface of the fuel tank. For these reasons, if the bracket
strap bolts are ever loosened or the tank is removed from the brackets for any reason, the rubber
strips must be inspected thoroughly and if showing signs of wear then they should be replaced
with new ones (contact 3M for replacement rubber strips) and then torqued per the specifications
in Section 5.3 of this manual.
7.7 Fuel system inspection

Inspecting the fuel system includes checking all non-fuel tank components such as valves,
tubing, hoses, end plugs, fittings, and pressure-relief devices (PRDs). During inspection, make
sure that each piece of system hardware is properly and securely attached. If any hardware is
damaged or loose, the fuel system must be taken out of service and must be replaced by an
authorized repair facility with competent personnel trained to work on CNG fuel systems, and
they must follow safe depressurization procedures. The (non-fuel-tank) fuel system component
inspections should be conducted per the instructions outlined in CGA Pamphlet C-6.4 and any
other applicable federal, state and local codes and regulations.

7.7.1 Valve, PRD, and solid plug inspection – visual inspection only
! DANGER: To reduce the risk of impact, fire, and explosion, which if not avoided will
 Do not attempt to disassemble the valve, PRD or solid plug. The valve, PRD, and
solid plug contain no user serviceable parts.
Each CNG fuel tank has one valve attached to the threaded fitting on one end of the cylindrical
fuel tank, and is protected by one thermally-activated pressure relief device (PRD) that is part of
the valve. Each CNG fuel tank has a plug threaded into the fitting on the opposite end of the fuel
tank from the valve.
Visual Inspection procedure for the valve, PRD, and plug:
1. Examine the valve/PRD assembly for damage. Note that the valve/PRD assembly should
not be deformed or show other signs of damage. Damaged valve/PRD assemblies must be
replaced by an authorized repair facility with competent personnel trained to work on
CNG fuel systems, and they must follow safe depressurization/de-fueling procedures. If
the valve/PRD assembly shows any signs of damage, the fuel tank should be inspected
for impact damage.
2. Examine the connection between the valve/PRD assembly and the tank port. These
connections should be tightly sealed with no gaps or evidence of looseness. Inspect for
displacement or cracks in the torque seal. Inspect for rubber shavings or other evidence of
O-ring damage at these connections. If there is evidence of looseness or o-ring damage,
then the fuel tank should be safely depressurized and evaluated by an authorized repair
facility with competent personnel trained to work on CNG fuel systems, and they must
follow safe depressurization procedures. Do not attempt to service or remove the fuel
tank or any fuel system hardware without following depressurization procedures in
Section 6.1.3.1. Failure to do so may result in death or serious injury and property
damage. See important safety information below and in Section 1.0
! DANGER: To reduce the risk of fire and explosion, which if not avoided will result in
 Never use an open flame or ignition source to test for gas leaks
3. The connections between the valve and fuel tank and between the solid plug and fuel tank
should be tested for leaks. Use an electronic leak detector or a leak solution (“bubble test”
solution) to perform this test. If any leakage is suspected or observed, service should be
conducted by authorized repair facility with competent personnel trained to work on
CNG fuel systems, and they must follow safe depressurization procedures. Do not
attempt to service or remove the fuel tank or any fuel system hardware without following
depressurization procedures in Section 6.1.3.1. Failure to do so may result in death or
serious injury and property damage. See important safety information below and in
Section 1.0

4. The solid plug should be visually inspected for corrosion or damage during an inspection.
If the solid plug is corroded, or damaged it must be replaced only by an authorized repair
facility with competent personnel trained to work on CNG fuel systems, and they must
follow safe depressurization procedures.
Figure 20. Photograph of the plug which is installed on one end of the fuel tank. The
o-ring which provides a seal between the plug and the fuel tank is visible in this
image
Vent lines from the fuel tank and PRD must also be inspected to assure proper performance
during a fire. Verify there is no damage to the vent line(s) and no debris blocking the line or
its outlet. Special care should be taken to ensure no water or ice is blocking or contained
within the PRD blow down lines. Ice or water (which could be frozen to ice) would
detrimentally affect the operation and blow down of the PRD in the event of a fire situation.
Damaged or blocked vent lines must be replaced by an authorized repair facility with
competent personnel trained to work on CNG fuel systems, and they must follow safe
depressurization procedures.
7.8 Fuel tank inspection

! DANGER: To reduce the risk of impact, fire, or explosion, which if not avoided, will
Pamphlet C-6.4.
The following recommended inspection and damage grading criteria provided in this manual for
CNG fuel tanks are intended to supplement any processes established by regulatory agencies
either now or in the future. In the event of a conflict between the 3M criteria and a regulatory
requirement, please contact 3M for clarification.
A competent agency or person approved or recognized by applicable regulatory authorities (as

described in CGA C-6.4) must conduct the inspection in accordance with all applicable
regulations and 3M™ specifications. Under normal operating conditions, federal regulations
mandate that the vehicle user have the inspection performed by a qualified inspector every three
(3) years or 36,000 miles, whichever comes first. An additional inspection is required following
any vehicle accident or fire, as well as at the time of any fuel tank re-installation, and other
conditions as described in Section 7.2. For the lifetime of the fuel tank, records of all periodic
inspections should be retained by the vehicle user and provided, when necessary, to the qualified
inspector for subsequent periodic inspections.

The procedures below describe an examination of the fuel tank for external damage and
deterioration. This section does not address the condition of the fuel system plumbing or the fuel
tank mounting brackets (refer to above Sections 7.6 and 7.7). In the event of a vehicle accident or
fire, fuel tanks must be inspected and evaluated by a qualified inspector as described in CGA C-
6.4 to comply with government regulations. The information in the this section can be used as a
guide to determine whether the fuel tank can continue to be used, may be repaired and put back
into service, or must be removed from service, decommissioned, and destroyed.
CNG fuel tanks are designed and manufactured with a limited design life, which is displayed on
the label on the fuel tank. When inspecting a CNG fuel tank, always check the label first to make
sure the fuel tank has not exceeded its expiration date. The expiration date is located on the main
labels on the fuel tank (see Figure 3) and is indicated by the “DO NOT USE AFTER:” date, near
the center of the main label as shown in Figures 4 and 5.
! WARNING: To reduce the risk of impact, fire, or explosion, which if not avoided could
 Reject and remove from service any CNG fuel tank that either lacks a label containing
mandatory information or if all main labels are illegible.

7.9 Inspection tools
Figure 21. Inspection Tools

Inspection tools, clockwise from top:
 Dial indicator depth gauge
 Scale (ruler)
 Caliper with dial readout
 Torque wrench
 Digital camera
 Mirror
 Flash light
 Tape measure
! CAUTION: To reduce the risk of impact, which if not avoided, may result in minor or
moderate injury:
workplace practices when inspecting 3M™ CNG Fuel Tanks.

7.10 Types of damage and measurement
This section only addresses the condition of the CNG fuel tank, not the condition of the fuel
system plumbing or the fuel tank mounting brackets (refer to above Sections 7.6 and 7.7). In the
event of a vehicle accident or fire, fuel tanks must be inspected and evaluated by a qualified
inspector as described in CGA C-6.4 to comply with government regulations. The information in
the table in this section can be used as a guide to determine whether the fuel tank can continue to
be used, may be repaired and put back into service, or must be removed from service,
decommissioned, and destroyed.
The table below lists the conditions to look for when conducting a general inspection and the
probable cause of the damage.
Table 1. Fuel Tank Damage

Type of Fuel Tank Signs of Fuel Tank Probable Cause of Damage
Damage Damage
Impact Dents, scratches, Blunt object impact with the fuel tank,
cracked or peeling the fuel tank being dropped or crushed
composite, crazing
(hairline cracking of
the composite)
Cut and scratch Cut, scratch, gouge, Impact from a sharp or pointed object
peeling composite
Chemical attack Discoloration, soft Contact with a fluid that is corrosive or
spots, blistering, damaging to the composite material or
swelling clear coating
Abrasion Scuffs, parallel Friction or other contact damage
scratches, dull or between the surface of the fuel tank and
whitish appearance, flat another object.
spots on fuel tank
Fire and excessive Charred surface of fuel Direct flame, excessive heat source in
heat tank, discoloration, soft contact with fuel tank or near fuel tank
spots, blistering, (i.e., vehicle exhaust system or fire)
swelling
Weathering Fuzzy, cloudy Sunlight or exposure of composite to
appearance/ rain or water which creates and gets
discoloration, soft spots into surface cracks in the composite
Delamination Frayed, cut, or loose Blunt or sharp impact damage, fuel
composite strands tank being dropped or crushed, deep
cutting or gouging
It is worth noting that not all categories of damage have “Level 2” damage, which may be
repairable. Some types of damage cannot be repaired, so they might have only Level 1 (no
repair required) and Level 3 (remove from service and condemn) damage described.

The table below defines damage levels for a 3M™ CNG Fuel Tank. Tables in the following
sections provide more detailed descriptions and examples of specific types of fuel tank damage
and actions to address the damage. These definitions of damage levels are also used in the 3M™
CNG Fuel Tank Inspection Record form found in Appendix 1.
Table 2. Definition of Damage Levels

Level Damage Level Definition Action Required
N/A Not Applicable - a specialized case that Contact 3M at 1-800-364-3577
cannot be categorized, or does not apply
to a fuel tank under a specific condition.
1 The fuel tank is slightly damaged but Continue to use the fuel tank in its
can still be used. current condition but prevent further
damage to the tank.
2a The fuel tank is damaged but can be Repair the fuel tank following the
repaired. procedures in Section 8.0 Repair
Procedures.
2b The fuel tank is damaged but may be Consult with 3M at 1-800-364-3577
repaired upon consulting with the fuel to determine if fuel tank can be
tank manufacturer. repaired.
3 The fuel tank is damaged and cannot Qualified service and repair personnel
safely continue to be used. must immediately remove the fuel
tank from service and destroy it.

7.10.1 Impact damage
Unlike metal fuel tanks, composite fuel tanks typically do not exhibit permanent dents upon
being impacted; therefore, impact damage is not always obvious. Impact damage can be difficult
to assess because it can be within the composite and not easily visible. If a fuel tank is suspected
of having received a significant impact, by dropping, having a vehicle accident, or any other
adverse event then it is recommended that the user have a qualified inspector (as described in
CGA C-6.4) complete a periodic inspection.
Table 3. Assessment of Impact Damage

Level Severity of Damage Action Required
1 Continue to use the fuel tank in its
The fuel tank shows signs of minor current condition but prevent further
scratches or a whitish/frosted damage to the tank.
appearance on the composite surface
less than 1.5 square inches (967 mm2) in
area.
3 The fuel tank shows signs of dents, flat Qualified service and repair personnel
spots, cracking or peeling of composite, must immediately remove the fuel
and crazing (hairline cracks in the clear tank from service and destroy it.
coat).
Figure 22. Level 1 Impact Damage. Note: Minor scratches, as well a slight discoloration in
the clear coat and is less than 1.5 square inches in area

Figure 23. Level 3 Impact Damage. Clear coat shows severe cracking
7.10.2 Cut and scratch/gouge damage and measurement

The severity of cut, scratch, and gouge damage is based primarily on the depth of the flaw. The
fuel tank has an exterior layer of glass composite specifically included to be a sacrificial layer in
case the fuel tank sustains damage. Damage that does not penetrate through this glass composite
layer typically has not degraded the capability of the fuel tank. Flaw length is less critical,
although should be considered in the assessment of fuel tank capability. The most important
length of the flaw is the total length that cuts across the path of the fibers in the glass composite
or black structural carbon composite layers. Severe deep cuts and damage are often accompanied
by areas of fiber lifting or delamination in the composite layer.

Table 4: Assessment of Cut and Scratch/Gouge Damage
Level Severity of Damage- Action Required
Flaw Classification
Flaw Depth Flaw Number of
Length Permissible
Flaws
1 Less than 0.01 Any length Single or Continue to use the fuel tank in its
inch (0.25mm); multiple flaws current condition but prevent
surface damage further damage to the tank.
only with no
visible composite
damage
2a Greater than 0.01 Any length Single or Remove the fuel tank from service
inch (0.25mm) multiple flaws and repair according to the
and less than procedure in Section 8.0
0.02 inch
(0.5mm);
Damage
penetrates only
into the white
glass composite,
no black
composite is
visible at the
deepest depth of
the damaged
area.
2b Greater than 0.02 Less than Single flaws Remove the fuel tank from service
inch (0.5mm) 1 inch and contact 3M at 1-800-364-3577
less than 0.03 (25mm)
inch (0.75mm)
Damage
penetrates only
into the white
glass composite,
no black
composite visible
at the deepest
depth of the
damaged area.

Table 4: Assessment of Cut and Scratch/Gouge Damage - Continued
Level Severity of Damage- Action Required
Flaw Classification
Flaw Depth Flaw Number of
Length Permissible
Flaws
3 Greater than 0.02 Less than Greater than 1 Remove the fuel tank from service
inch (0.5mm) less 1 inch flaw and contact 3M at 1-800-364-3577
than 0.03 inch (25mm)
(0.75mm)
Damage penetrates
only into the white
glass composite,
no black
composite visible
at the deepest
depth of the
damaged area.
3 Greater than 0.03 Any length Single or Qualified service and repair
inch (.75 mm) multiple flaws personnel must immediately
damage penetrates remove the fuel tank from service
into structural and destroy it.
black carbon
composite

Figure 24. Level 1 Cut Damage. The cut has just marred the exterior clear coating and has
not penetrated into the glass composite. The ruler is shown for relative size only, and is not
used to measure cut depth
Figure 25. Level 2 Cut Damage. The cut has penetrated into the glass composite layer, but
has not penetrated into the structural black carbon composite. No black carbon composite
is exposed at the bottom of the cut. The ruler is shown for relative size only, and is not used
to measure cut depth

Figure 26. Level 3 Cut Damage. The cut has penetrated the glass composite, and a hazy
white area of delamination is apparent above the cut. Lifted glass fibers are visible at the
cut edge. Black structural carbon composite is visible in the deepest part of the cut. Due to
the extent of the damage, the structural integrity of the fuel tank may have been reduced,
so it must be immediately and safely removed from service, decommissioned and destroyed
by a qualified repair facility with competent employees trained to work on CNG fuel
systems

Level 1
Level 3
Figure 27. Two Level 1 Cuts/Scratch Damage areas (top) and a Level 3 ‘gouge’ Damage
area (bottom). The upper scratches have not penetrated the clear coat. The lower gouge has
penetrated down to the black structural carbon composite. Due to the extent of the damage,
the structural integrity of the fuel tank may have been reduced, so it must be immediately
and safely removed from service, decommissioned and destroyed by a qualified repair
facility with competent employees trained to work on CNG fuel systems
7.10.3 Chemical attack

The resins and fibers used in composite fuel tank construction are usually resistant to the
chemicals found in a fuel system. But given the wide range of chemicals and solvents a fuel tank
may encounter during its working lifetime, damage due to chemical exposure is possible. This
problem can be largely prevented by preventing prolonged exposure to moisture, automotive
fluids, or corrosive materials like battery acid. To help ensure that fuel tanks do not experience
chemical attack, the area around the tank should drain freely, and should not allow moisture or
debris to become trapped or come in contact with the fuel tank. Clean the exterior of the fuel
tank with mild soap and water before inspecting for chemical attack.

Table 5: Assessment of Chemical Attack Damage
1 The area known to have been exposed Continue to use the fuel tank in its
to chemicals appears no different than current condition but prevent further
the surrounding unaffected area, or has damage to the tank. Include a note in
a slight stain. There are no soft spots in the inspection records to identify the
the clear coat or composite. location and chemical contact
situation.
3 Clear coat and/or composite show Qualified service and repair personnel
signs of discoloration, blistering, must immediately remove the fuel tank
swelling, soft spots, or resin loss. from service and destroy it.
7.10.4 Abrasion damage and measurement

Abrasion damage may result from many cycles of something rubbing lightly against the fuel
tank, or a few cycles under a severe abrasion. Abrasion from light rubbing tends to polish the
tank’s outer surface. Abrasion from high loads looks like parallel gouges or cuts. Fuel tanks
showing evidence of abrasion under high loads should also be carefully examined as though the
surface was subjected to impact damage.
The severity of abrasion damage is based on the depth of the abrasion. This depth is determined
by measuring the depth of the deepest part of the abrasion, or the thickness of composite or resin
that has been removed, with a depth micrometer. Before measuring the depth of an abrasion, the
digital micrometer should be calibrated on an undamaged area of the fuel tank’s surface which
has roughly the same curvature.
If the depth of the abrasion damage cannot be accurately measured, establish a range that this
depth could be, and then classify it as the most severe in this range.
Table 6: Assessment of Abrasion Damage

1 Abrasion depth is less than 0.01 inch Continue to use fuel tank in this
(0.25mm) condition but prevent further damage
from taking place.
2a Abrasion depth is greater than 0.01 Repair the cylinder by following the
inch but less than 0.03 inch (0.75mm) procedures in Section 8.0
and less than 1 square inch in area.
Damage penetrates only into the white
glass composite; no black carbon is
visible in the bottom of the abraded
area.
3 Abrasion depth is greater than 0.03 Qualified service and repair personnel
inch (0.75mm), and black carbon must immediately remove the fuel tank
composite is visible at the deepest part from service and destroy it.
of the abraded area.

Figure 28. Level 3 Abrasion Damage. This abrasion has penetrated the protective glass
composite. Note the appearance of black carbon composite at the bottom of the abrasion.
Level 3 abrasion damage as shown above is too extensive. Due to the extent of the damage,
the structural integrity of the fuel tank may have been reduced, so it must be immediately
and safely removed from service, decommissioned and destroyed by a qualified repair
facility with competent employees trained to work on CNG fuel systems
7.10.5 Fire and excessive heat damage

All CNG fuel tanks manufactured under NGV2 specifications have a maximum service
temperature of 180°F (82°C). The effects of exposure to fire or high heat are usually obvious.
Resin will darken more with higher temperature and longer exposure times. Exposure to
excessive heat may result from the fuel tank being improperly located relative to the vehicle
exhaust system, or exposure to a fire. It is possible for a CNG fuel tank that has been damaged
by fire or excessive heat not to show any sign of damage, so it is important to follow the
recommendations in the Table 7 below. Clean the affected area before inspecting.

Table 7: Assessment of Fire and Excessive Heat Damage
N/A Fuel tank is known or is suspected to Contact 3M at 1-800-364-3577
have been exposed to fire or excessive
heat but does not show any signs of
damage. Clear coat layer appears
smooth and clear, without any
blistering or degradation of laminate or
resin.
3 There is evidence of exposure to fire or Qualified service and repair personnel
excessive heat. This may include: soft must immediately remove the fuel tank
spots, melting, blistering, melted from service and destroy it.
labels, discoloration, charred laminate
in the clear coat or composite, etc.
Figure 29. Level 3 Fire or Excessive Heat Damage. Fire has caused blistering and distortion
of the protective clear coat and caused localized darkening of the composite and damaged
the composite layer underneath. Level 3 fire damage as shown above is too extensive. Due
to the extent of the damage, the structural integrity of the fuel tank may have been
reduced, so it must be immediately and safely removed from service, decommissioned and
destroyed by a qualified repair facility with competent employees trained to work on CNG
fuel systems

7.10.6 Weathering
Before assessing any weathering damage, wipe off the affected area of the fuel tank to remove
any dirt or foreign substances.
Environmental exposure to sunlight, road salts, and extreme heat and cold may cause a change in
the surface appearance of composite materials. Exposure to sunlight may cause a yellowish or
orange-ish color or flaking in the exposed area. Road salts may corrode exposed aluminum but
usually do not cause damage to composite materials. Extreme heat and cold can cause a mild
discoloration or craze-cracking of the surface resin (clear coat).
Table 8: Assessment of Weathering Damage

1 The clear coat has a whitish/cloudy or Continue using fuel tank in its current
yellowish appearance. condition, but prevent further damage.
2 Corrosion of exposed aluminum Contact 3M at 1-800-364-3577
3 Clear coat layer or composite shows Qualified service and repair personnel
signs of cracking, blistering, soft spots, must immediately remove the fuel tank
or other characteristics of severely from service and destroy it.
degraded composite.
7.10.7 Delamination
Delamination is the separation of composite layers. Cut fibers are sometimes evident in
delaminated composites. It is usually caused by severe impact. Delamination normally appears as
a lighter colored area of composite surrounding an area of cut/gouge or impact damage.
Delamination can occur in the outer glass composite layers or the carbon composite layers.
Delamination is evident in Figure 26 as a slightly brighter white “cloudy” area on the composite
adjacent to the damaged area.
Because delamination is normally the symptom of significant damage to the fuel tank, no
delamination is allowed in the glass composite or the carbon composite. If the clearcoat (only) is
damaged or delaminated, it can be repaired as described in Sect. 8.0.
Table 9: Assessment of Delamintation Damage

1 N/A
2 Delamination of clear coat only. Repair following the instructions in
Width of delamination may not be Sect. 8.0.
wider than original damage from cut,
gouge or abrasion.
3 Anything more severe than Level 2. Qualified service and repair personnel
Delamination visible in either the glass must immediately remove the fuel tank
composite layer or the carbon from service and destroy it.
composite layer or both layers.

7.10.8 Gas leakage
! DANGER: If a gas leak is suspected, immediately stop using the affected vehicle and
seek service by a company having competent personnel and appropriate facilities for the
installation, repair, and adjustment and testing of CNG fuel systems. See important safety
information in Section 1.0.
Because of the risks for severe injury or death from improper installation repair, and
decommissioning procedures, CNG fuel system service companies should follow the
requirements of the most up-to-date revisions of ANSI/NFPA 52, Vehicular Gaseous Fuel
Systems Code and any other applicable federal, state and local codes and standards. Such
qualified companies will be able to conduct an inspection and determine the source of the
suspected leak and the appropriate remedy. Fuel tanks with confirmed gas leaks must be
condemned and destroyed by a company competent in decommissioning CNG fuel systems.
7.10.9 Illegible labels

 Reject and remove from service any 3M™ CNG Fuel Tank that either lacks a label
containing mandatory information or if all main labels are illegible.
As described in Section, 3.2 the main label on the fuel tank contains vital safety and
identification information. According to federal regulations, the information on the label must be
easily readable and accessible during periodic inspections. The labels are equally spaced around
the circumference of the tank.
If all the main labels around the circumference of the tank have been damaged so they are not
able to be read, this is considered Level 3 damage and the fuel tank must be removed from
service and decommissioned by company having competent personnel and appropriate facilities
for the installation, repair, adjustment and testing of CNG fuel systems because of the risks of
severe injury or death from improper installations, repair and decommissioning procedures.
Further, such companies should follow the requirements of the most up-to-date revisions of
ANSI/NFPA 52, Vehicular Gaseous Fuel Systems Code and any other applicable federal, state,
and local codes and standards.

7.11 Summary table of damage levels
Table 10: Damage Levels

N/A Not applicable in this situation.
Level 1 Damage that does not require repair.
Type of damage Damage that requires further inspection and repairs, and may
Level 2
be severe enough to condemn tank.
Damage that is not repairable, and is severe enough for tank
Level 3
to be removed from service and condemned.
Level 1 A small, frosted white area in the clear coat layer less than
1.5 square inches (967 mm2) in area.
Impact Level 2 N/A
Any impact damage greater than Level 1 – any indentation,
Level 3 fiber delamination, or major structural damage to any part of
tank.
Any number of flaws of any length less than 0.01in.

Level 1
(0.25mm) deep.
Any number of flaws of any length between 0.01in.
(0.25mm) and 0.02in. (0.5mm) deep.
Level 2
OR one single flaw between 0.02in. (0.5mm) and 0.03in.
(0.75mm) deep and less than 1.0in. (25.4mm) long.
Cut/gouge
Any flaw greater than 0.03in. (0.75mm) deep or where the
black carbon composite is visible at the deepest part of the
cut/gouge
Level 3
OR multiple flaws between 0.02in. (0.5mm) and 0.03in.
(0.75mm) deep
Level 1 Stain on clear coat without visible damage or penetration.

Level 2 N/A
Chemical attack
Evidence of blistered, discolored, softened or dissolved resin
Level 3
or composite, particularly if composite fibers are visible.
Level 1 Any sized area of abrasion less than 0.01in. (0.25mm) deep.
Any abrasion between 0.01in. (0.25mm) and 0.03in. (0.75
Abrasion Level 2
mm) deep and less than 1.0 square inch (645mm2) in area.
Level 3 Any abrasion greater than Level 2 damage criteria in depth
or area.

Table 10: Damage Levels - Continued
Type of damage N/A Not applicable in this situation.
Level 1 Damage that does not require repair.
Level 2 Damage that requires further inspection and repairs, and may
be severe enough to condemn tank.
Level 3 Damage that is not repairable, and is severe enough for tank
to be removed from service and condemned.
NA Known exposure to heat or fire, but the clear coat is smooth

Fire/heat and clear with no blistering, discoloration, or signs of
degradation.
Level 1 N/A
Level 2 N/A
Evidence of burned or charred resin in any material layer, or
Level 3
heat induced cracking or spalling of resin.
Level 1 The clear coat has a whitish/cloudy or yellowish appearance.
Level 2 Corrosion of exposed aluminum.
Weathering Clear coat layer or composite layer shows signs of cracking,
Level 3
blistering, soft spots, or other characteristics of severely
degraded composite.
Level 1 N/A
Delamination of clear coat only. Width of delamination may
Delamination Level 2
not be wider than original damage from cut, gouge or
abrasion.
Level 3 Anything more severe than Level 2. Delamination visible in
either the glass composite layer or the carbon composite
layer or both layers.
8.0 3M™ CNG Fuel Tank Repair Procedures

8.1 Determining if repair is appropriate
The most important step in repairing a 3M™ CNG Fuel Tank is to determine if it needs repair, if
it is damaged but repairable, or if it is so badly damaged that it must be decommissioned. See
Section 7.10 to determine which levels of damages from various causes are repairable, and which
are not.
Damage that penetrates the protective clear coat, white glass composite layer and affects the
black carbon composite layer is considered not repairable (Level 3 Damage), and the fuel tank
must be removed from service and decommissioned by an authorized repair facility with

information below and in Section 1.0 and Section 6.1.3 Depressurization and Valve
Removal.
If Level 2 damage has occurred and is classified as repairable, the method for fixing/filling
abrasions, impact damage, cuts, and gouges in the clear coat and glass composite layer of the
fuel tank is the same in all cases. The damaged area is abraded manually to create a good bond,
cleaned of debris, and a small amount of 2-part epoxy is applied to the damaged area. If the
repair technician has sufficient access to the damaged part of the fuel tank, then the fuel tank will
not have to be removed from the vehicle for repair. If the damage to the fuel tank is not
accessible, the fuel tank must be removed from service by an authorized repair facility with
8.2 Repair tools

! CAUTION: To reduce the risk of inhalation of dust, impact, cuts, abrasion, or chemical
exposure, which if not avoided may result in minor or moderate injury:
workplace practices when repairing 3M™ CNG Fuel Tanks.
 Read and follow all manufacturers’ instructions for use and Material Safety Data Sheets
prior to use of epoxy and acetone.
Tools for repair of epoxy resin on fuel tanks include:
 3M™ ScotchBrite™, red

 3M™ DP 105 epoxy
 3M™ epoxy dispenser
 Plastic static mixing nozzle for epoxy
 Lint-free shop rag
 Safety glasses
 Gloves
 Dust mask
 Acetone

Figure 30: Repair Tools
The repair procedure is as follows:
Step 1: Put on safety glasses, gloves, and a dust mask.
Step 2: Load 3M™ DP 105 epoxy into 3M™ epoxy dispenser. If this product is not available
you can also use an equivalent 5 minute cure, clear, two part epoxy.
Figure 31. Load the 3M™ DP 105 epoxy into 3M™ epoxy dispenser
Step 3: Sand or abrade the surface around and in the damage with 3M™ ScotchBrite™
(red/maroon color) or similar abrasive. Sanding should be done manually, without using power
tools (per CGA C-6.4, the use of a powered brush, sand or grit blasting, peening, power sanding,
grinding, or chemical strippers is prohibited on composite materials. Hand sanding with a fine
grit paper or ScotchBriteTM is permissible to remove loose, deteriorated, or sharp edges in
preparation for repair.) The abrasion will prepare the area to make a good bond with the epoxy
used for repair.
Figure 32. Using 3MTM ScotchBriteTM lightly abrade the damaged area
Step 4: Use lint-free shop rag moistened with acetone to remove sanding dust and to clean up the
abraded area.
Figure 33. Wipe the abraded area with a lint-free shop rag to remove sanding debris
Step 5: Use 3M™ epoxy dispenser loaded with 3M™ DP105 (or equivalent) epoxy to dispense
enough mixed epoxy to fill the damaged area. Approximately 1 teaspoon (5 ml) of epoxy will be
enough to fill a small cut. Larger cuts or abraded areas will require more epoxy.
Figure 34. Apply mixed epoxy to the damaged area
Step 6: Apply the mixed epoxy to the damaged area with a suitable applicator. Push and wipe
the epoxy fully into any damaged indentations. Smooth the edges of the new epoxy with the
applicator, and avoid getting air bubbles in the wet epoxy. Do not allow the epoxy to drip or run.
Figure 35. Smooth the mixed epoxy resin into the damaged area
Step 7: Allow epoxy to cure according to manufacturer’s instructions.
Step 8: As an optional step, the cured new epoxy may be sanded again with 3M™ ScotchBrite™
to remove any roughness. It is not necessary to achieve a perfect surface match with the existing
resin surface.
Step 9: Clean the newly-sanded surface with a lint-free shop rag moistened with acetone.

9.0 Valve Installation
 3M™ CNG Fuel tanks are shipped with the OMB Lyra CV solenoid valve with the
manual tap in closed position and containing approximately 20 psig of shipping pressure.
During any installation, inspection and tank maintenance ensure that the manual tap is
completely closed.
 New valve installation can only proceed after proper defueling/depressurization, and
valve removal procedure has been followed as described in Section 6.1.3
 Do not attempt to disassemble the valve, PRD or solid plug. The valve, PRD, and solid
plug contain no user serviceable parts.
During normal operation, the OMB Lyra CV valve is expected to be robust and function
properly. However, sometimes, it might become necessary to replace the valve. 3M recommends
that installers, service personnel, and anyone not specifically trained by OMB to do so DO NOT
attempt to conduct any repairs on, or disassemble the valve internal components for safety and
warranty reasons. The work of installers and service personnel should be limited to valve
replacement only.
It is beneficial to have the minimum time required for the tank to be without a valve. This
reduces ingress of moisture, moist air, debris and oxygen. After removing the old valve, clean
the threads of the cylinder with a clean non-linting rag to ensure that all debris or metal shavings
that might be present have been removed.
Once you receive the new valve, the following components will be in the box:
a) OMB Lyra CV Valve as shown in Figure 36

b) White snap ring as shown in Figure 36
c) Black o-ring as shown in Figure 40
d) Micro-leak plugs, quantity two as shown in Figure 38
e) O-Ring placement cap as shown in Figure 39
f) Solenoid cable
g) Installation Instructions
Once all components are accounted for, follow the procedure outlined below:
1. Install the white snap ring over the threaded stem of the valve such that the ridge is
oriented down and it snaps securely into the groove outside of the o-ring as shown in
Figures 36 and 37.

Figure 36. OMB Lyra CV Valve with white snap ring
Part of Valve
that Extends
into CNG fuel
tank
Threaded
Stem of Valve
White O-Ring
W
Snap Ring
Figure 37. OMB Lyra CV Valve with O-Ring and Snap Ring in place

2. DO NOT install the micro-leak plugs into the holes in the groove outside of the o-ring
near the white snap ring.
3. Install the two micro-leak plugs into the face of the fuel inlet and outlet ports as shown in
Figure 38. Make sure that these plugs are inserted completely so that they sit flush with
the face of the fuel inlet and outlet port. This is shown in more detail in the paper
instructions that are provided in the package with the new valve.
Micro-leak
Plug
Micro-leak
Plug
Threaded Stem of Valve that

extends into the CNG Fuel Tank
Figure 38. OMB Lyra CV Valve with Micro-Leak Plug installation ports
The small micro-leak plugs are supplied with each OMB Lyra CV valve, in a separate
small bag in the package with the valve (they are not pre-installed on the new valve).
The purpose of the micro-leak plugs is to better protect the internal parts of the valve
from exposure to humidity and dirt. If the micro-leak plugs are not installed in the valve
as shown in Figure 38, the valve will still function correctly, but the internal valve parts
will incur more exposure to external agents and dirt, which could eventually cause the
valve to require service.

4. Inspect threads on valve and tank port to make sure they are not damaged.
 Always reject valves or fuel tanks with damaged threads and/or damaged o-rings.
 Also, reject fuel tanks with o- ring groove damage since these damages prevent a safe
and effective seal.
5. Clean threads and o-ring groove on valve as required with a clean lint-free shop cloth and
isopropyl alcohol. Only the OMB o-ring supplied with the new valve should be used
when installing a Lyra CV valve.
6. Dry threads and o-ring groove thoroughly with a clean lint-free cloth. Make sure threads
and o-ring sealing surfaces are clean, dry, and free of contaminants.
7. Lubricate the new o-ring on the valve with o-ring lubricant, Molykote 55 and install onto
threaded stem of valve as shown in Figures 39 through 43. By this method, the cap
supplied with the valve is used to cover the valve stem threads during installation to
ensure that the new o-ring is not damaged on the valve threads, and increases the ease of
o-ring installation. Use caution not to damage the o-ring. Ensure the o-ring is not twisted
once it is fully installed.
Figure 39. OMB Lyra CV Valve with o-ring placement cap covering threads of valve stem,
and o-ring lubricant

Figure 40. OMB Lyra CV Valve with o-ring placement cap and lubricated o-ring ready to
be installed while snap ring has already been installed
Figure 41. Press the lubricated o-ring over the cap all the way down until it sits flat on the
flat surface as illustrated in Figure 37
Figure 42. OMB Lyra CV Valve with o-ring placed successfully

Figure 43. Once the o-ring is placed as illustrated in Figures 37 and 42, remove the o-ring
placement cap covering the valve stem threads
8. Insert the valve into the cylinder port and hand tighten it to make sure the threads are
properly aligned.
9. Using the proper attachment for the torque wrench that is designed to fit the Lyra CV
solenoid valve, tighten the valve/PRD assembly to the torque value recommended by the
valve manufacturer, which is between 70 lbf-ft and 95 lbf-ft for the Lyra CV valve. This
torque wrench attachment and wrench and adapters are shown in Figure 19. This OMB
attachment that specifically fits the Lyra CV valve is OMB part number 69982222.
10. Apply torque seal to the fitting once proper torque has been achieved.
After valve replacement, specific procedures must be followed to safely achieve the first
fill. This is due to the fact that CNG/air mixture in the tank will pass through the
explosive limit as you fill tank. It is absolutely essential that no sources of spark are
present. Review and follow instructions in Section 6.1.1 carefully after valve replacement
to ensure that tank undergoes first fill in a safe manner.

10.0 Destruction of condemned or expired tanks
! DANGER: Proper decommissioning and destruction of 3M™ CNG fuel tanks is
MANDATORY, following their useful life, or if damage has occurred. When completed with
these steps, they must be properly drilled and marked “CONDEMNED”. Not following the steps
in Section 10.0 WILL result in the risk of death or serious injury or property damage.
! DANGER: During the decommissioning process PRIOR to drilling holes, it is first

MANDATORY that the proper depressurization and removal procedure outlined in Section 6.1.3
be followed. Not following the procedure presents a high risk of explosion during the drilling
step.
this fuel tank.
an explosion.
 Gas venting should take place outdoors in order to avoid the possibilities of asphyxiation
or accumulation of an explosive gas mixture.
 The fuel tank must first be purged with an inert gas to ensure that no explosive mixture is
formed at any time.
 When venting and flushing with inert gases (such as nitrogen) in a confined area, provide
proper ventilation, and always use gas monitoring equipment to ensure safe and adequate
oxygen concentration.
 Always ensure the tank valve is properly grounded prior to gas bleeding.
Tanks that have incurred Level 3 Damage and are condemned or tanks that have gone through
their useful life and have expired must be disposed of properly in accordance with applicable
federal, state, or local (city, municipality, etc) laws by a qualified repair facility with competent
employees trained to work on CNG fuel systems. Proper disposition of 3M™ CNG Fuel Tanks is
a three step process as described below:
1. The 3M™ CNG Fuel Tank must be removed from service and decommissioned by an
authorized repair facility with competent personnel trained to work on CNG fuel systems,
and they must follow safe depressurization procedures as outlined in Section 6.1.3.1.
2. Once the tank has been depressurized, it should be purged with Nitrogen at a pressure of
750 psig. This step is necessary in order to remove any flammable gas from the tank so
there is no risk of explosion during subsequent handling or drilling of the tank. If nitrogen
is not available, then the tank will have to be filled and flushed with water as described in
Step 3. Otherwise, to inert the tank with nitrogen, follow the steps outlined here:

a) One of the inlet/outlet ports of the tank valve should be plumbed to a pressure
gauge (range of 0 to 1000 psig would be sufficient) and a quarter turn valve so
that it can be used to discharge nitrogen/residual gas mixture after
pressurization. The pressure gauge is to be used to monitor and confirm pressure
in the tank.
b) The manual handle of the OMB Lyra CV valve, designated by letter “C” in
Figure 6 should be in open position.
c) The quarter turn valve should be in closed position.
d) In order to introduce Nitrogen through the tank valve, solenoid valve does not
need to be in open position.
e) Turn on the nitrogen source which is limited to 800 psig. Allow the nitrogen
source to supply the tank until such that the tank is pressurized to 750 psig on
the pressure gauge installed at the gas outlet of the tank valve, before the quarter
turn valve. Once 750 psig pressure is achieved in the tank, turn off the nitrogen
source. Wait for about one minute.
f) The gas bleeding (reduction in nitrogen pressure) will have to be done with the
solenoid in the energized (open) position. Ensure that the tank valve is properly
grounded. Carefully connect the solenoid valve wiring on one end to the
solenoid valve using solenoid connection point as illustrated by letter “F” in
Figure 6 and the other end to a 12V battery. The connection of battery side
needs to be secure and hands-free (with the help of insulated alligator clips or
clamps) as the solenoid cable will be kept wired until the fuel tank has
completely emptied.
g) As soon as both electrical connections are made, the solenoid valve will be
forced to the open position. Once the solenoid is energized, nitrogen starts to
flow out of the tank. Open the quarter turn valve so that nitrogen/residual gas
mixtures bleed off from the tank and the tank returns to around atmospheric
pressure. Explosive gas detectors like a cathometer or explosimeter should be
used to confirm that no explosive gas mix is present once purging is complete.
After this step, proceed to step number 4.
! WARNING: If the valve is difficult to remove, STOP. Do not attempt to remove the
valve if for any reason you suspect that the valve may be defective. A valve that is damaged
or malfunctioning may mistakenly cause you to think the fuel tank is empty when you do not
hear CNG being released. Handle all CNG fuel tanks; even those you think are empty, as
though they contained CNG under pressure. If the valve is difficult to remove, repeat the safe
depressurization procedure, making certain to press down on the permanent magnet so that it
fully covers the metal solenoid post, ensuring that the solenoid valve opens and that the
contained gas pressure is released in a safe and appropriate manner.

! CAUTION: To reduce the risk of muscle strain during the decommissioning process,
especially when water is used to flush the tank, which may result in minor injury:
 Never attempt to lift 3M™ CNG fuel tanks by hand.
 Always use appropriate mechanical lifting or rigging means for handling 3M™ CNG
fuel tanks.
3. If Nitrogen is not available, tank will have to filled and flushed with water. In order to fill
the tank with water, tank valve should to be removed by following valve removal
procedure outlined in section 6.1.3.2. Once the valve is removed, the tank should be
secured appropriately with the help of straps and braces. It is important to secure the tank
since tank filled with water will be quite heavy. The total weight of the tank with water
can weigh around 750 lbs. Once the tank is completely filled with water and then drained,
it should be checked with explosive gas detectors for presence of any explosive gas mix
using explosive gas detectors like a cathometer or explosimeter. After this step, proceed
to step number 4.
4. Tanks to be disposed of must be clearly marked “CONDEMNED”. The CONDEMNED

designation must be affixed to all of the main labels on the fuel tank. If it is difficult to
mark the label as the label is underneath the glass fiber, cover the label completely with
paint and mark “CONDEMNED” next to the label. Remove any valves, plugs and fittings
from the tank. In order to ensure that the fuel tank cannot be used anymore, drill two half-
inch diameter holes overlapping slightly, on one of the labels. Figure 44 shows how the
label would look like once it has been properly marked and drilled.
Figure 44. 3M™ CNG Fuel Tank Label marked “CONDEMNED” with two half-inch
diameter overlapping holes

11.0 Warranty
For provisions of the 3M warranty, please visit our website http://www.3m.com/cng
Click on the “Terms & Conditions” document in the Related Links section of our website.
For any questions, comments or suggestions related to the proper use, installation, or
maintenance of 3M™ CNG fuel tanks contact 3M at 800-364-3577.

Appendix 1: 3M™ CNG Fuel Tank Inspection Form
3M™CNG Fuel Tank Inspection Record

Inspector’s Name
Inspection Date
Fuel Tank Model Number
Fuel Tank Serial Number
Fuel Tank Service Expiration Date
Fuel Tank Mounting Location
Vehicle Identification Number (VIN)
Vehicle Mileage
Accept Reject Comments (include damage level if

applicable)
Fuel tank has not exceeded its service
life
Fuel tank installation complies with
NFPA-52
Appropriate clearance between the
tank and shield tank when mounted
Tank and brackets are clean prior to
inspection
Rubber strips between tank and
mounting bracket are in good
condition
Cylinder is firmly held by brackets
(no looseness, rocking, or sliding)
All bracket and strap bolts are present
Brackets and straps are free of
corrosion
Mounting brackets are free from
bends, damage, or deformation
Area on fuel tank around mounting
brackets is undamaged
Bracket-to-vehicle connections show
no signs of damage
Vehicle history shows no events that
may possibly have damaged the fuel
tank
No signs of fuel tank exposure to fire
or extreme heat
No signs of fuel tank damage from an
accident

Fuel tank is free from impact damage
and shows no signs of surface
discoloration, cracked resin, chipping,
or loose fibers
Cuts, gouges and abrasions are no
deeper than clear coat layer
Fuel tank is free from corrosion or
etching on the outer surface
Composite surface is free from
bubbles or bulges
Valves, lines, and pressure relief
device (PRD) are not damaged
Fuel system hardware connections are
free of leaks
Main labels in place on fuel tank and
legible
Plug is undamaged
Fuel tank is properly vented outboard
of vehicle
Fuel supply lines mounted securely
Both vent lines are mounted securely
Both vent lines are clear of debris
Fuel tank body (cylinder) condition
Fuel tank dome (valve end) condition
Fuel tank dome (plug end) condition
Neither of the PRD vent ports are
plugged
New inspection sticker has been
applied
Interview owner/operator of vehicle.
Inquire about any adverse events or
repairs which have occurred since last
inspection

References:
 National Fire Protection Agency 52 Vehicular Gaseous Fuel Systems Code

 49 CFR 571.303 Fuel System Integrity of Compressed Natural Gas Vehicles,
U.S. Federal Motor Vehicle Safety Standard
 49 CFR 571.304 Compressed Natural Gas Fuel Container Integrity,
 ANSI/IAS NGV 2 Standard for Compressed Natural Gas Fuel Containers,
 Compressed Gas Association CGA C-6.4 Methods for External Visual Inspection
of Natural Gas Vehicle (NGV) and Hydrogen Vehicle (HV) Fuel Containers and
Their Installations,
 ANSI / AGA NGV3.1 / CGA 12.3 Fuel System Components for Natural Gas
Powered Vehicles, and any other applicable federal, state and local codes and
standards.


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3M™ CNG Fuel Tank Instructions for Installation, Inspection, and

Service Pressure: 3600 psig (24821 kPa) / 21°C (70°F)

! DANGER: Do not attempt to service or remove any valves without following

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

1.1 Intended Use

Explanation of Signal Word Consequences

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2.1 Distribution and proper use of this manual

3.0 Product description and operational limits

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

 Temperature Range of fuel tank: -40°F (-40°C) to 180°F (82°C)

Figure 1. 3M™ CNG Fuel Tank

3.1 Fuel Tank Construction

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

3.2 Fuel Tank Labels

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

! DANGER: Do not attempt to service or remove any valves without following

Figure 6. OMB Lyra CV Valve with Description

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

F – Electrical Solenoid Connection Point.

G – Middle portion of Lyra CV Valve, appropriate location for temperature measurement.

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

Protect fuel tanks in storage with the following precautions:

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3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

5.1 Fuel tank protection

To prevent damage to the fuel tank:

5.2 Mounting fuel tanks

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5.3 Strap or band (“belly”) mounting

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6.1 Filling (fueling)

There are two types of fills for a CNG fuel tank:

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6.1.2 Standard fill

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

6.1.3 Defueling (Depressurization) and Valve Removal

6.1.3.1 Defueling (Safe Depressurization)

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

! DANGER: It is mandatory that these instructions for safe depressurization be followed

Personnel performing the depressurization should be properly trained to carry out

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

4) Connect a stainless steel discharge line or electrically conductive hose or tubing

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

Quarter Turn Manual Valve

Electrically conductive CNG hose which

Figure 13. Arrangements for de-fueling/depressurizing CNG fuel tank

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013

3M Operation Manual v. 2.0 Expires: July 2014 © December 2013