Application & Installation Guide Field Test Procedures Cat C0.5-C7.1 Industrial Engines

Application &
Installation Guide
Field Test Procedures
Cat® C0.5-C7.1
Industrial Engines
LEBH0043-00
Table of Contents
1.0 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.0 Engine Test Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

2.1 Test Requirements by Engine Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.2 IPU Test Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3 Recommended Order of Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.0 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.0 Test Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

4.1 AITP 14/01 Air inlet Restriction Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.1.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.1.2 Test and Acceptance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.1.3 Measurement Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.1.4 Instrumentation Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.1.5 Air Inlet Restriction Test Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.1.6 Test Channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.1.7 Test Running/Boundary Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.1.8 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.1.9 Test Results Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.1.10 Test Results Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.1.11 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.2 AITP 14/02 Air Charge Cooler Restriction Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.5 Charge Air Cooler Restriction Test Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.6 Test Channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.2.8 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2.11 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.3 AITP 14/03 Air Charge Cooler Efficiency Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.3.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.3.2 Acceptance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.3.4 Instrumentation Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.3.5 Test Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.3.6 Test Channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
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Table of Contents

4.3.8 Environmental Cell Test/Towing Dynamometer Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.3.9 Driving Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
4.3.12 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.4 AITP 14/04 Ambient Capability (Cooling) Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.4.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.4.4 Instrumentation Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.4.5 Ambient Clearance Test Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.4.6 Test Channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
4.4.8 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
4.4.11 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
4.5 AITP 14/05 Coolant Fill Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.5.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.5.4 Fill Test Preparation (Part 1 and Part 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.5.5 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
4.5.8 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4.6 AITP 14/06 Hot Shutdown Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
4.6.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
4.6.5 Hot Shutdown Test Preparation (Applicable to Part 1 and Part 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4.6.6 Test Channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
4.6.7 Hot Shutdown Test Procedure – Part 1 (Mandatory) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
4.6.8 Hot Shutdown Test Procedure Part 2 – Water Pump Cavitation Test (Discretionary) . . . . . . . . . . . 46
4.6.11 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
4 CAT® C0.5-C7.1 INDUSTRIAL ENGINES FIELD TEST PROCEDURES

Table of Contents
4.7 AITP 14/07 Exhaust Backpressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

4.7.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
4.7.4 Instrumentation Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
4.7.5 Exhaust Restriction Test Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
4.7.6 Test Channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
4.7.7 Test Running/Boundary Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
4.7.8 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
4.7.9 Test Results Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
4.7.10 Test Results Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
4.7.11 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
4.8 AITP 14/08 Starter Circuit Resistance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
4.9 AITP 14/09 Installed Cold Start Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
4.10 AITP 14/10 Auxiliary Regen Device Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
4.11 AITP 14/11a Fuel Restriction Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
4.11.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
4.11.5 Exhaust Restriction Test Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
4.11.6 Test Channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
4.11.8 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
4.11.11 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
4.12 AITP 14/11b Fuel Temperature Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
4.12.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
4.12.5 Fuel Temperature Test Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
4.12.6 Test Channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
4.12.8 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
4.12.11 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
4.13 AITP 14/12 Air Inlet Temperature Offset Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
APPLICATION AND INSTALLATION GUIDE 5

Table of Contents
4.14 AITP 14/13 Under Hood Thermal Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

4.14.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
4.14.4 Under Hood Thermal Test Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
4.14.5 Test Channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
4.14.7 Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
4.14.9 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
4.15 AITP 14/14 Remote Oil Filter Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
4.16 AITP 14/15 Front PTO Load Demand Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
4.17 AITP 14/16 DEF Temperature Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
4.17.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
4.17.4 Diesel Exhaust Fluid Temperature Test Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
4.17.7 Test Channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
4.17.8 Diesel Exhaust Fluid Temperature Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
4.17.10 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
4.18 AITP 14/17 DEF System and Aftertreatment Vibration Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
4.18.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
4.18.4 DEF System Vibration Test Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
4.18.5 DEF Vibration Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
4.18.7 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
4.19 AITP 14/18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
4.20 AITP 14/19 Exhaust Temperature Drop Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
4.20.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
4.20.5 Exhaust Temperature Drop Test Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
4.20.6 Test Channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
4.20.8 Exhaust Temperature Drop Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
4.20.10 Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

Table of Contents
4.21 AITP 14/20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88

4.22 AITP 14/21 Alternator Load Balance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
4.23 AITP 14/22 Engine ECM Circuit Resistance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
4.24 AITP 14/23 ECM Circuit and Injector Resistance Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
5.0 Appendix A – Duty Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

5.1 Duty Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
5.1.1 Dynamometer Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
5.1.2 Field Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
6.0 Appendix B – Test Channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
7.0 Appendix C – Test Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
8.0 Appendix D – UHT and DEF Temperature Test Acceptance Criteria and UHT Gauge Map . . . . . . . . . . . . . . . 100
8.1 C7.1 ACERT (w.SCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
8.2 C4.4 ACERT (w.SCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
8.3 C3.4B (w.SCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
9.0 Appendix E – Pressure and Temperature Probe Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

9.1 Probe Positioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
9.2 Pressure Averaging Ring (Halo) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
9.3 Water Pump Pressure Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
10.0 Appendix F – Installation Notes Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
11.0 Appendix G – Vibration Acceptance Criteria and Gauge Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131

11.1 Vibration Test Requirements by Engine Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
11.2 C7.1 ACERT (w.SCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
11.2.1 C7.1 ACERT Vibration Acceptance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
11.2.2 Vibration Gauge Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
11.3 C4.4 ACERT (w.SCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
11.3.1 Vibration Acceptance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
11.4 G3-C3.4B (w.SCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
11.4.1 Vibration Acceptance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

Table of Contents
12.0 Appendix H – Propped Open Thermostat Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150

12.1 C7.1 ACERT (HRC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
12.2 C4.4 ACERT (HRC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
12.3 C3.4B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
12.4 C0.5-C2.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
12.5 C4.4/C7.1 ACERT (LRC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
12.6 C3.3-C7.1 (LRC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
13.0 Appendix I – Fuel System Measurement Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

13.1 C7.1 ACERT (HRC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
13.2 C4.4 ACERT (HRC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
13.3 C3.4B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
13.4 C1.7-C2.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
13.5 C4.4/C7.1 ACERT (LRC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
13.6 C3.3-C7.1 (LRC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
14.0 Appendix J – Engine Drain Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

14.1 C7.1 ACERT (HRC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
14.2 C4.4 ACERT (HRC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
14.3 C3.4B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
14.4 C1.7-C2.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
14.5 C4.4-C7.1 ACERT (LRC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
14.6 C3.3-C7.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173

Introduction
1.0 Introduction
These test procedures have been created to provide instructions for performing a series of qualifying tests on the
industrial engine ranges listed below. These replace all previous released test procedures and must be used for
all future engine installation sign-offs.
Engine Type Serial Number Pre-fix

C9R, G9N, D1R, C9T, G9P, D3K, NSD, C6H, C6F, C62, C7J, C7H, C73, C6L, G8N, C7Y, CAA,
C0.5-C2.2
C84, C6K, C6J, NP2, CN6, G7P, C8W, CMY, C6Y, C6M, G7L, C8Y, C8Z, CYP, CYS, CZ2
C1.7-C2.2 w.DOC EE450RR, C82, C83
C3.4B CJG, CJ3, CNW
C3.4B (w.SCR) CJ4, CJ7, CN5
C4.4 ACERT™ 448, CN7
C4.4 ACERT w.SCR JKT, W7N
C6.6/C7.1 ACERT 667, C8N, 770, C7R
C7.1 ACERT w.SCR 881, D8T
C4.4/C7.1 ACERT (LRC) C4E, 444, G9R, E7A, 450, 2W2, W23
C3.3-C7.1 M75, M73, BD4, BD6, D7A, 673, 670, 630, 440, MFX, C4Z, 446, E3J, E3K
For simplicity, references to engine types throughout this publication will be based on the engine types stated
in the above table. Cross reference to the engine serial number pre-fix should be made based on the engine
under test.
During the design of engine systems (cooling, fuel, etc.), Original Equipment Manufacturer (OEM) customers
should refer to these tests as design constraints. All systems must be capable of passing these tests.
For guidance on the relevance of these test procedures to Industrial Power Units (IPUs), please refer to
Section 2.2 of this manual.
Throughout the test procedures each required test channel has been allocated a designated test channel
number. This has been done to provide clarity and continuity. This nomenclature is suggested but it need not be
used by the field test engineer.
IMPORTANT NOTE:
Correct practices, procedures, and safety precaution including safety and lifting information MUST be followed as
outlined in the following appropriate service manuals:
• Operation and Maintenance Manual (OMM)
• System Operation Test and Adjust (SOTA)
• Specifications (Specs)
• Disassembly and Assembly (D&A)

Introduction
In addition, the following media publications (where applicable) for the relevant engine type should also be used
for further technical information:
• Mechanical Application and Installation Manual
• Diesel Exhaust Fluid (DEF) System Supplement
• Electrical and Electronic Application and Installation Manual
• Engine Specification Manual (ESM)
This manual is not an exhaustive source of instruction or data and should be used in conjunction with advice from
your local application engineers, sales manager, and or technical support representative.
Please Note: The information provided may be subject to change
Highly Regulated/Lesser Regulated

For purposes of this guide, “Highly Regulated” refers to engines that meet stringent emission standards in
effect in the U.S., Canada, the EU, and Japan. “Lesser Regulated” refers to engines that are available for
other regulated and non-regulated areas.

Engine Test Requirements
2.0 Engine Test Requirements

2.1 Test Requirements by Engine Type
C1.7-C2.2 C3.4B C4.4 ACERT C6.6/C7.1 C7.1 ACERT C4.4/C7.1

Test Number Description C0.5-C2.2
(w.DOC)
C3.4B
(w.SCR)
C4.4 ACERT
(w. SCR) ACERT (w.SCR) ACERT (LRC)
C3.3-C7.1
AITP 14/01 Air Inlet Restriction Test ü ü ü ü ü ü ü ü ü ü

AITP 14/02 Air Charge Cooler Restriction Test ü ü ü ü ü ü ü ü ü ü
AITP 14/03 Air Charge Cooler Efficiency Test ü ü ü ü ü ü ü ü ü ü
AiTP 14/04 Ambient Capability Test (Cooling Test) ü ü ü ü ü ü ü ü ü ü
AITP 14/05 Cooling Fill Test ü ü ü ü ü ü ü ü ü ü
AITP 14/06 Hot ShutDown Test ü ü ü ü ü ü ü ü ü ü
AITP 14/07 Exhaust Back Pressure Test ü ü ü ü ü ü ü ü ü ü
AITP 14/08 Starter Circuit Resistance Test ü ü ü ü ü ü ü ü ü ü

AITP 14/09 Installed Cold Start Test ü ü ü ü ü ü ü ü ü ü
AITP 14/10 Auxillary Regen Device Test ü
AITP 14/11a Fuel Restriction Test ü ü ü ü ü ü ü ü ü ü
AITP 14/11b Fuel Temperature Test ü ü ü ü ü ü ü ü ü ü
AITP 14/12 Air inlet temperature offset Test ü ü
AITP 14/13 Underhood thermal Test ü ü ü ü ü ü ü ü ü ü
AITP 14/14 Remote Oil Filter Test A A A A A A A A A A
AITP 14/15 Front PTO Load Demand Test A A A A A A A A A A
AITP 14/16 DEF Temperature Test ü ü ü
AITP 14/17 Vibration Test ü ü ü ü ü
AITP 14/19 Exhaust temperature Drop Test ü A A
AITP 14/21 Alternator Load Balance Test ü ü ü ü ü ü ü ü ü ü
AITP 14/22 Engine ECM circuit resistance Test ü ü ü ü ü ü ü ü ü ü
AITP 14/23 ECM circuit and injector restistance check ü ü
LEBH0043 A&I Mechanical Test Procedures ü ü ü ü ü ü ü ü ü ü
LEBH0038 A&I Electrical Test Procedures ü ü ü ü ü ü ü ü ü ü
Key
Standard Mechanical Test
Standard Electronic Test
A Installation Dependant
2.2 IPU Test Requirements

Application and installation test and approval requirements for an IPU are generally not as extensive as those
required for a loose engine, as the cooling capability of the IPU unit is known and validated. The level of testing
that is required is highly dependent on the application of the IPU, whether the machine is mobile or not, the
engine compartment and to what extent the IPU has been modified. Table 2.1 on the next page provides guidance
on the minimum testing requirements for various different applications.
This table has been provided for reference only and the decision on the number and type of tests is the
responsibility of the application engineer who must make an engineering judgement based on the actual
installation.

Engine Test Requirements
Table 2.1 – IPU Test Requirements
2.3 Recommended Order of Test

This is a proposed order of test and is not mandated. The logical order of the test will be greatly influenced by the
machine itself and an assessment of the risk associated with it. Influencing factors will include the machine type,
condition, history of the machine, and the level of change from previous validation tests.
Table 2.2 – Recommended Order of Test

Terminology
3.0 Terminology
ACC – Air Charge Cooled IOPU – Industrial Open Power Unit
AITP – Application and Installation Test Procedure IPU – Industrial Power Unit
ARD – Auxiliary Regeneration Device JW – Jacket Water (Engine)
AT – Aftertreatment kPa – Kilo Pascals (SI Unit of Pressure)
BPV – Back Pressure Valve LAT– Limiting Ambient Temperature
CCV – Crankcase Ventilation LPM – Liters per Minute
CDV – Coolant Diverter Valve LRC – Lesser Regulated Countries
DCU – Dosing Control Unit NA – Naturally Aspirated
DEF – Diesel Exhaust Fluid NOx Nitrogen Oxides – NO and NO2
DOC – Diesel Oxidation Catalyst NRS– NOx Reduction System
dP – Delta Pressure OD – Outside Diameter
DM – Dosing module (DEF Injector) OEM – Original Equipment Manufacturer (Machine)
DPF – Diesel Particulate Filter OMM – Operation and Maintenance Manual
ECM –Electronic Control Module P1…P2 – Pressure Test Points
ELC – Extended Life Coolant PETU – Pump Electronic Tank Unit
ELP– Electric Lift Pump PEU – Pump Electronic Unit
EM– Emissions PM – Particulate Matter
EMAT– Engine Mounted Aftertreatment PTO – Power Take Off
EPA – Environmental Protection Agency ROA – Rise Over Ambient
ESM – Engine Specification Manual rpm – Revolutions per Minute
ET – Electronic Technician SAE – Society of Automotive Engineering
EU – European Union SCR – Selective Catalytic Reduction
FLRS– Full Load Rated Speed SM – Supply Module (DEF Pump)
FEAD – Front End Accessory Drive T1…T7 – Temperature Test Points
HCU – Heater Control Unit TP – Transfer Pump
HRC – Higher Regulated Countries UHT – Under Hood Thermal
ID – Inside Diameter ULSD Ultra Low Sulphur Diesel
IGB – Installation Guideline Bulletin VLPM – Voltage Load Protection Module
IMT – Intake manifold Temperature

Test Procedures
4.0 Test Procedures

Below is a list of all AITPs covered in the following sections. Refer to section 2.1 to determine which tests are
required by engine type or section 2.2 to determine what tests are required for an IPU.
AITP 14/01 Air Inlet Restriction Test

AITP 14/02 Air Charge Cooler Restriction Test
AITP 14/03 Air Charge Cooler Efficiency Test
AITP 14/04 Ambient Capability Test (Cooling Test)
AITP 14/05 Coolant Fill Test
AITP 14/06 Hot Shutdown Test
AITP 14/07 Exhaust Backpressure Test
AITP 14/08 Starter Circuit Resistance Test
AITP 14/09 Installed Cold Start Test
AITP 14/10 Auxiliary Regen Device Test
AITP 14/11a Fuel Restriction Test
AITP 14/11b Fuel Temperature Test
AITP 14/12 Air Inlet Temperature Offset Test
AITP 14/13 Under Hood Thermal Test
AITP 14/14 Remote Oil Filter Test
AITP 14/15 Front PTO Load Demand Test
AITP 14/16 DEF Temperature Test
AITP 14/17 Vibration Test
AITP 14/18 No assigned Procedure
AITP 14/19 Exhaust Temperature Drop Test
AITP 14/20 No Assigned Procedure
AITP 14/21 Alternator Load Balance Test
AITP 14/22 Engine ECM Circuit Resistance Test
AITP 14/23 ECM Circuit and Injector Resistance Check
4.1 AITP 14/01 Air inlet Restriction Test

4.1.1 Purpose
The purpose of the air inlet restriction test is to:
• Establish that the induction system restriction does not exceed the maximum limit specified on the engine
certification documents
• Ensure that the induction system restriction meets the minimum restriction required for the engine, if applicable
for the engine type
• Ensure correct specification and placement of the induction system restriction indicator.
EM This is an emissions critical test procedure required to be completed as part of the L1 Audit.
4.1.2 Test and Acceptance Criteria

• Acceptance Criteria for Induction Restriction
The recorded induction system restriction must be within the minimum* and maximum clean air filter limit for
the specified engine rating, as listed in the ESM.

Test Procedures
• Acceptance Criteria for Restriction Indicator

– If the restriction indicator is placed in close proximity to the turbo inlet (intake manifold inlet for Naturally
Aspirated (NA) engines), the indicator may be specified up to the maximum dirty restriction limit specified for
the rating, as detailed in the ESM.
– If the restriction indicator is fitted in the induction system pipework away from the turbo inlet or in the air
filter tapping of a remote filter, the restriction indicator setting must be reduced by an amount equal to the
restriction across the pipework (from the indicator to the turbo as indicated in Figure 4.1 below).
*A minimum limit is only required on certain engine types.
Restriction indicator setting = Max dirty restriction for rating - DP (Pb-Pa)
Figure 4.1 – Restrictor Indicator Setting
Note: Acceptance of increased restriction over the clean filter limit is not permitted even if reduced filter life is
accepted by the customer, as this will result in running at a higher nominal induction restriction over the life
of the engine.
4.1.3 Measurement Condition

• The restriction is measured at the worst case operating condition for the engine (max air demand) with a clean
air filter.
For turbocharged engines:
– The induction, depression should be measured at full load rated speed, or, if this is not possible, place the
engine under the highest possible load it will see in actual use. For ratings where the maximum power is not
at the rated condition it may be necessary to take an additional reading at the maximum power point.
– The rated speed must be within a tolerance of (+0 rpm, -50 rpm)/
For naturally aspirated engines:
– The induction depression should be measured at high idle, no load.
– The high idle speed must be within a tolerance of (+0 rpm, -50 rpm)
• The restriction must be measured at point Pb in Figure 1 – within a distance of 0.5D to 4D from the turbo
compressor/intake manifold inlet, where D is the outside diameter of the pipework. The restriction must also be
measured at Pa in Figure 4.1, if the restriction indication is not in close proximity to the turbo/intake manifold inlet.
• Refer to Appendix E for further detail and the correct positioning of probes.
A P P L I C A T I O N A N D I N S T A L L A T I O N M A N U A L 15
Test Procedures
4.1.4 Instrumentation Requirements

• Data logger
• Equipment to record engine speed (tachometer or ET service tool)
• K type thermocouples or equivalent
• Manometers to read up to (-) 10 kPa vacuum or vacuum transducers of equivalent range must be used to record
restriction. e.g.
– Digitron, P200-H (0 → 2000 mbar)
• For machines that are mobile and can only achieve the maximum full load rated speed when mobile it is
recommended to utilize damped pressure/vacuum transducers mounted off engine and a data logger (Min 1 Hz
logging interval).
4.1.5 Air Inlet Restriction Test Preparation

• The machine must be production representative in all aspects, especially:
– The induction system including air filter and safety element
– Correct positioning of exhaust system components and routing of exhaust pipework
– Correct fitment of any closed breather pipework (approved only) that is being routed into the intake air.
• Ensure that any OEM optional components such as rain caps, pre-filters/cyclones, etc. that can increase
restriction are installed.
• Ensure that a new air cleaner element is fitted.
• Refer to Appendix C for summary of test settings.
– Operative thermostat
– 50:50 water/antifreeze mix or ELC up to the max full level
– 14 psi (1 bar) pressure cap installed
• Make provision to measure and record all mandatory measurement channels, assess whether any installation-
dependant test channels are required and if any recommended channels will be measured (ref test channels
below).
– Instrumentation used must be zeroed before commencing test
• Photograph all probe locations.
• Operate machine to ensure that the engine and driven equipment are at normal operating conditions; guidance
should be sought from the OEM if this condition is not obvious.
– Inspect all induction pipework and instrument tapings for potential air leaks.
• Connect ET (electronic engines only)
– Set engine speed with ET for zero droop at customer’s rated speed setting.

Test Procedures
4.1.6 Test Channels

• Listed below are the minimum Mandatory Test Channels. Refer to 6.0 Appendix B for summary of all test
channels, which includes all recommended channels, application specific test channels and a standard list of
ET channels which are recommended for all tests.
Channel Channel Description Engine Types

T1 Ambient Air Temperature All Engines
T14 Exhaust Temperature Non Electronic only
P1 Inlet Restriction (turbo/intake manifold inlet) All Engines
S1/ EST1 Engine Speed All Engines
ET 4 Engine Load
ET 7 Engine Coolant Temp Electronic Engines only
ET 24* Barometric Pressure (check only)
Table 4.1
*Also known as atmospheric pressure. C4.4-C7.1 ACERT series engines use a separate barometric pressure
sensor. All other electronic engines, however, use the intake manifold pressure sensor which can be recorded
in ET as absolute or gauge pressure.
4.1.7 Test Running/Boundary Conditions

For higher regulated (HR) engines it is necessary to ensure that the induction restriction is measured in the
emissions compliant zone and the test boundary conditions MUST be adhered to. The use of the service tool
should be used to ensure the NOx reduction system is operating in full flow mode (C4.4-C7.1 ACERT series
engines only), monitor critical engine parameters and potential error codes (details of how to do this are detailed
within the test procedure).
• Ambient temperature minimum 4°C (40°F) – Higher Regulated Countries (HRC) and
• Ambient temperature maximum 40°C (104°F) – HRC only (unless the standard cooling system capacity test is run
to invoke full flow of the NOx Reduction System (NRS) on C4.4-C7.1 ACERT series engines)
• Barometric Pressure > 83 kPa i.e. an altitude less than 1676 m (5,500 feet) – HRC and LRC
– Testing at altitudes greater than this is only allowed if it can be demonstrated that the machine will operate at
high altitude through its service life.
• Coolant temperature minimum at the start of the test – HRC only
– C4.4-C7.1 ACERT – 65°C (149°F) unless the standard cooling capacity test procedure is invoked in the
service tool
– C3.4B – 70°C (158°F)
– C1.7-C2.2 (w.DOC) – N/A
• Dry (no rain or notable standing water)
• Low wind speeds
• No active engine diagnostics (power de-rates etc.)
• Engine under normal operating conditions with no active regen or under thermal management conditions
A P P L I C A T I O N A N D I N S T A L L A T I O N 17
Test Procedures
4.1.8 Test Procedure
Before commencing this or any other test the operator must clearly understand what is required and that the
machine is operated in a safe and controlled manner. Ensure that the machine controls particularly brakes
and shut off control are functioning correctly and that the test area is partitioned off from pedestrians and
other site personnel. Ensure that test equipment is secured and does not present a fire risk.
1. Before starting the engine, connect hand-held gauge, if applicable and set to zero.
2. Start the engine;
3. Ensure engine is fully heat soaked.
4. Start the data logger and ET, if applicable.
5. For Higher Regulated C4.4-C7.1 ACERT engines proceed to step 6 otherwise proceed to step 7.
6. This step should be done with ET:
A. U
sing ET invoke the “Cooling System Capacity Test.” In the service tool the ET path to this is:
Diagnostics>Diagnostic Tests>Cooling System Capacity Test.
B. ET will ask the field test engineer: “Do you want to run the Standard Cooling System Capacity Test?” The
field test engineer should indicate ‘YES’ to proceed.
– During the test, ET must be left on its current window. If ET is changed to view status screens, for instance,
the test will terminate.
– This test will operate the engine in a standard method to ensure Air Inlet Restriction Test accuracy.
7. Operate the machine to the required condition and maintain this condition until the pressures are stable
(approx. 10-15 seconds). Refer to Measurement Condition section for required conditions and Appendix A for
details on how to achieve the required condition.
8. When the engine is under its highest possible load, record the value on the pressure gauge. Repeat at max
power condition if necessary.
10. This step should be done with ET.

– At this point ET should be asking: “Press OK When Test is complete.” Press “OK.”
– ET will ask the field test engineer: “Do you want to run the High Ambient Cooling System Capability Test?”*
– The field test engineer should indicate ‘NO’ and this will conclude the test.
11. Repeat 3 times to validate initial readings and conclude test.
*Air inlet restriction pressure values recorded while the High Ambient Cooling System Capability Test is invoked
are not relevant for charge air cooled restriction evaluation.

Test Procedures
4.1.9 Test Results Analysis

The values measured must meet the requirements in the Acceptance criteria above.
4.1.10 Test Results Review

If the system does not pass this requirement there are several things to consider:
• Re-run the test to verify results.
• Ensure test ports are in the correct position/ location.
• Ensure that test ports are per the A&I guide with no burrs around the sampling holes.
• Review the system design to reduce areas of high restriction, i.e.
– Change mitred bends to formed bend radii.
– Ensure pipes take the shortest routes possible.
– Minimize the number of pipe bends.
– Ensure intake pipework is appropriately sized with no reduction in diameter and evaluate if diameters can be
increased if necessary.
• Review air cleaner specification and sizing – this should be verified with fresh air flow

4.1.11 Reporting
The test results must be reported in the relevant section of the Installation Appraisal Report, including:
• Test procedure number including issue number or date
• Test conditions
• Test results
• Test conclusions and recommendations
A P P L I C A T I O N A N D I N S T A L L A T I O N 19
Test Procedures
4.2 AITP 14/02 Air Charge Cooler Restriction Test

4.2.1 Purpose
The purpose of the Air Charge Cooler Restriction Test is to:
• Establish that the restriction across the charge air cooler and charge air cooler pipework (from turbo outlet to
engine intake connection) does not exceed the maximum certified limit specified on the engine certification
documents.
• Establish that the restriction across the charge air cooler and charge air cooler pipework (from turbo outlet to
engine intake connection) meets the minimum* restriction requirement on the engine certification documents.
EM This is an emissions critical test procedure required to be completed as part of the L1 Audit

• Acceptance Criteria for the Air Charge Cooler Restriction
The recorded air charge cooler restriction must be within the minimum* and maximum limit for the specified
engine rating, as listed on the associated power curve in the ESM.
*A minimum limit if required will be listed in the ESM.

• The restriction is measured at the worst case operating condition for the engine (max clean air demand).
– T his should be measured at full load rated speed if possible or if this is not possible place the engine under the
highest possible load it will see in actual see in use. For ratings where the maximum power is not at the rated
condition it is necessary to take an additional reading at the maximum power point.
• The pressure must be measured at the turbo compressor outlet and the NRS/manifold inlet connection.

• Data logger
• Equipment to record engine speed (tachometer or ET)
• K type thermocouple or equivalent
• Equipment to record pressures:
–P ressure transducers 0-4 bar accurate to +/- 1 kPa
–H and held digital differential pressure gauge
–P ressure dampers
– I t is recommended that pressure transducers with a damper should be used to minimise errors in calculating
the pressure loss across the system.
4.2.5 Charge Air Cooler Restriction Test Preparation

• The machine must be fully production representative in all aspects, especially the charge air cooler and pipework
• Refer to Appendix C for summary of test settings
– Blocked open or operational thermostat(s)

Test Procedures
• Make provision to measure and or record all mandatory measurement channels, assess whether any installation
dependant test channels are required and if any recommended channels will be measured (reference test
channels below)
– Instrumentation used must be zeroed before commencing test
– I nspect all air charge cooler (ACC) pipework and instrument tapings for potential air leaks. The charge cooler
hose specification and clips must be checked to ensure that they meet the requirements specified in the
Application and Installation Manual.
4.2.6 Test Channels

• Listed below are the minimum Mandatory Test Channels. Refer to 6.0 Appendix B for summary of all test
channels, which includes all recommended channels, application specific test channels and a standard list of ET
channels which are recommended for all tests.

T14 Exhaust temperature Non Electronic only
P3a Turbo Compressor Air Out All Engines
P4 NRS Inlet / Engine Inlet All Engines
S1/ ET1 Engine Speed All Engines
ET 4 Engine Load
ET 24* Barometric pressure (check only)
Table 4.2

For Higher Regulated (HR) engines it is necessary to ensure that the induction restriction is measured in the
should be used to ensure the NOx reduction system is operating in full flow mode (C4.4-C7.1 ACERT series
engines only), monitor critical engine parameters and potential error codes (details of how to do this are detailed
within the test procedure).
• Ambient temperature minimum 4°C (40°F) – HRC and LRC
to invoke full flow of the NRS on C4.4-C7.1 ACERT series engines)
A P P L I C A T I O N A N D I N S T A L L A T I O N M A N U A L 21
Test Procedures
• Barometric Pressure > 83 kPa, i.e. an altitude less than 1676 m (5,500 feet) – HRC and LRC (TBC)
– Testing at altitudes greater than this is only allowed if it can be demonstrated that the machine will
operate at high altitude through its service life.
– C4.4-C7.1 ACERT – 65°C (149°F) unless the standard cooling capacity test procedure is invoked in
the
service tool
– C3.4B – 70 °C (158°F)
– C1.7-C2.2 (w.DOC) – N/A
• Low wind speeds
• Engine under normal operating conditions with no active regen or under thermal management
conditions.
Before commencing this or any other test the operator must clearly understand what is required
and that the machine is operated in a safe and controlled manner. Ensure that the machine
controls particularly brakes and shut off control are functioning correctly and that the test area is
partitioned off from pedestrians and other site personnel. Ensure that test equipment is secured
and does not present a fire risk.
2. Start the engine.
A U
sing ET invoke the “Cooling System Capacity Test.” In the service tool the ET path to this is:
B. ET will ask the field test engineer: “Do you want to run the Standard Cooling System Capacity
Test?” The field test engineer should indicate ‘YES’ to proceed.
– During the test, ET must be left on its current window. If ET is changed to view status screens, for
instance, the test will terminate.
– This test will operate the engine in a standard method to ensure Air Inlet Restriction Test
accuracy.
7. Operate the machine to the required condition and maintain this condition until the pressures are
stable (approx. 10-15 seconds). Refer to Measurement Condition section for required conditions
and Appendix A for details on how to achieve the required condition.
8. When the engine is under its highest possible load, record the value on the pressure gauge. Repeat
at max power condition if necessary.

Test Procedures
9. For Higher Regulated C4.4-C7.1 ACERT engines proceed to step 10, otherwise proceed to step 11.
– E T will ask the field test engineer: “Do you want to run the High Ambient Cooling System Capability Test?”*
*Air Inlet Restriction pressure values recorded while the High Ambient Cooling System Capability Test is invoked
are not relevant for charge air cooled restriction evaluation.


• Ensure test ports are in the correct position/ location.
• Review the system design to reduce areas of high restriction i.e.
– Ensure intake pipework is appropriately sized with no reduction in diameter and evaluate if diameters can be
• Review air cleaner specification and sizing – this should be verified with fresh air flow.

4.2.11 Reporting
• Test conditions
• Test results

Test Procedures
4.3 AITP 14/03 Air Charge Cooler Efficiency Test

4.3.1 Purpose
The purpose of the Air Charge Cooler Efficiency Test is to:
• Evaluate the ability of the installed charge air cooler system to reduce the charge air temperature to within the
limits specified on the engine certification documents
• Ensure that the rise over ambient (ROA) to the air inlet temperature sensor position or turbo inlet are in-line with
the expected conditions of engine
– For Higher regulated engines this is critical due to the not to exceed (NTE) legislation and to maintain engine
durability.
– For other engines this is required to maintain engine performance and durability.
EM This is an emissions critical test procedure required to be completed as part of the L1 Audit
4.3.2 Acceptance Criteria

• Acceptance Criteria for the Air Charge Cooler Efficiency Test
The recorded intake manifold temperature (measured in the correct location for the engine type) corrected to
25°C (77°F) must be within the minimum* and maximum limit for the specified engine rating, as listed in the ESM.
• Acceptance Criteria for the Air inlet Temperature
The recorded intake temperature (measured in the correct location for the engine type) must meet the limits
specified in Table 4.3.
The air intake temperature measured at the

air intake temperature sensor must not exceed T30 - ET6 < 5°C
C4.4-C7.1 ACERT 5° rise over the local ambient.
HRC
The air temperature into the turbo must
T3 - T1 < 10°C
not exceed 10° rise over ambient
The air temperature into the turbo must
All Other Engines T3 - T1 < 10°C
not exceed 10° rise over ambient
Table 4.3 – Air Inlet Temperature Limits by Engine Type
*A minimum limit is only required on certain engine types and if required will be listed in the ESM.
• The ACC efficiency and intake manifold temperature should be measured at the worst case operating condition
for the engine (max clean air demand).
– T his should be measured at full load rated speed if possible or if this is not possible place the engine under
the highest possible load it will see in actual use. For ratings where the maximum power is not at the rated
condition it is necessary to take an additional reading at the maximum power point.
• If using an environmental cell for a tractor, for example, the IMT should also be measured at the peak torque
speed for the engine.

Test Procedures
4.3.4 Instrumentation Requirement

• Data logger
• Equipment to record fan speed if a variable speed fan is used
4.3.5 Test Preparation

• The machine must be fully production representative in all aspects, especially:
– The charge air cooler and pipework
– The cooling system (fan/shroud/radiators)
– The air system (air cleaner/intake pipework)
– All sheet metal/enclosure around the engine or any other components which might affect cooling fan airflow
must be in production location
• Ensure that any OEM optional components such as air conditioning condensers, fuel coolers, etc. that are
positioned in front of the air charge cooler and add heat and restrict air onto the core, are installed.
– Operational thermostat
• Make provision to measure and or record all mandatory measurement channels, assess whether any Installation
dependant test channels are required, and if any recommended channels will be measured (reference Table 4.4
– test channels)
– Ensure that all thermocouples are reading a reasonable value for the current state of machine operation.

• If the installation uses a variable speed fan, and not operating in a high ambient cell, the fan should be locked
into the maximum allowable speed. This speed is determined by the OEM’s system design.
• Viscous fan drives using a bi-metallic strip that activates on air temperature off the radiator core, should be
signed off using an environmental cell. If this is not possible, the fan must be set to the maximum speed it will
operate at in a 25°C (77°F) ambient. This needs to be advised by the OEM or determined from additional testing.
– Inspect all charge air cooler pipework and instrument tapping points for potential air leaks. The charge cooler
hose specification and clips must be checked to ensure that they meet the requirements specified in the
General Installation Manual or A&I Manual.

Test Procedures
4.3.6 Test Channels

• Listed below are the minimum Mandatory Test Channels. Refer to 6.0 Appendix B for a summary of all test
channels, which includes all recommended channels, application specific test channels, and a standard list of
ET channels which are recommended for all tests.

T2* Air onto Charge Cooler Core All Engines
T3 Air Before Turbo/After Air Cleaner All Engines
T4 Turbo Compressor Air Outlet All Engines
T5 NRS Air Inlet/Engine Inlet All Engines
T30 Air into Air Cleaner All Engines
ET 4 Engine Load
ET 6 Ambient Air Temp
Electronic Engines only
ET 7 Engine Coolant Temp
ET 24** Barometric Pressure (check only)
Table 4.4
*It is good practice to use a matrix/ring of probes for an average core on temperature, reference Appendix E.
**Also known as atmospheric pressure. C4.4-C7.1 ACERT series engines use a separate barometric pressure

For Higher Regulated (HR) engines it is necessary to ensure that the NRS/IM temperature is measured in the
should also where possible, be used to ensure the NOx reduction system is operating in full flow mode (C4.4-C7.1
ACERT engines only), and monitor critical engine parameters and potential error codes (details of how to do this
are detailed within the test procedure).
to invoke full flow of the NRS on C4.4-7.1 ACERT engines)
• If this test is conducted in a test cell, the ambient temperature should be maintained at 25°C (77°F)
• Intake manifold temperature > 20°C (68°F) – HRC only

Test Procedures

– C4.4-7.1 ACERT – 65°C (149°F) unless full EGR flow procedure is invoked in the service tool
– C3.4B – 70 °C (158°F)
– C1.7-2.2 (w.DOC) – N/A
• Low wind speeds
• Engine under normal operating conditions with no active regen or under thermal management conditions.
Before commencing this or any other test it is of the utmost importance that the operator understands clearly
what is required and that the machine is operated in a safe and controlled manner. Ensure that the machine
controls particularly brakes and shut off control are functioning correctly and that the test area is partitioned
off from pedestrians and other site personnel. Ensure that test equipment is secured and does not present a
fire risk.
4.3.8 Environmental Cell Test/Towing Dynamometer Procedure

1. Stabilize cell temperature at 25°C (77°F) (test cell only).
3. Ensure all thermocouples are installed securely and reading a reasonable value for the current state of
machine operation.
A. U sing ET invoke the “Cooling System Capacity Test.” In the service tool the ET path to this is:
– This test will operate the engine in a standard method to ensure air inlet restriction test accuracy.
6. Run engine on max throttle to achieve normal operating temperatures.

7. Increase load on dynamometer to reduce the engine speed to rated speed.
8. Maintain until air charge cooler temp and pressure has stabilized.
9. Fuel temperature should be controlled to 40°C (104°F).
10. Record results.
11. Increase dynamometer load to reduce engine speed by 200 rpm increments down to max torque speed.

Test Procedures
12. Ensure temperatures are stable and record results.

– ET will ask the field test engineer: “Do you want to run the High Ambient Cooling System Capability Test?”
– The field test engineer should indicate ‘NO’ and this will conclude the test
15. Repeat to validate initial readings and conclude test.
4.3.9 Driving Test Procedure

machine operation.
A. Using ET invoke the “Cooling System Capacity Test.” In the service tool the ET path to this is:
– This test will operate the engine in a standard method to ensure Air Inlet Restriction Test accuracy.
7. Operate the machine to the full load rated speed condition or place the engine under the highest possible load
it will see in actual use. Refer to Appendix A for how to achieve the required condition, if necessary. Maintain
this condition until the temperatures are stable. This should be for a minimum of 2 minutes.*
8. Record results.
9. Repeat at max power condition if necessary.
– ET will ask the field test engineer: “Do you want to run the High Ambient Cooling System Capability Test?”
12. Repeat to validate initial readings and conclude test.
Note: Charge air cooled temperature values recorded while the High Ambient Cooling System Capability Test is
invoked are not relevant for intake manifold temperature evaluation.
*It has been seen on certain applications where the return line from the charge cooler is routed close to the
exhaust system that 2 minutes is insufficient to stabilize the temperature to the NRS air inlet connection. Care
should be taken to monitor this temperature and the engineer needs to be satisfied that a stable condition exists.

Test Procedures

Analysis for the Air Charge Cooler Efficiency Test
For tests conducted at 25°C (77°F) the values recorded must meet the requirements in 4.3.2 Acceptance Criteria.
For tests NOT conducted at 25°C (77°F), the charge air cooler effectiveness must be calculated to enable the
measured intake temperature to be corrected for a 25 °C (77°F) ambient and enable the results to be compared to
the specified limits, as detailed in the acceptance criteria. Detailed below is the procedure that allows the intake
temperature T5 to be corrected to T5c.
T5c = Corrected inlet temp to 25°C (77°F) ambient

T5c = T4c – e (T4c – T2c) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (1)
Where:
T2c = Air onto Air charge cooler corrected to 25 °C (77°F)
T2c = 25 + (T2 - T1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2)
T4c = Turbo compressor outlet temperature corrected to 25°C (77°F)

T4c = T4 spec + (T3 - T1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3)
T4 spec = Turbo outlet temp from engine data sheet (or TMI) in a 25°C ambient.
e = Charge air cooler effectiveness

e = (T4-T5) / (T4-T2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (4)
Solve equations 2, 3, and 4 and substitute the answers into equation 1 to calculate T5c.
Analysis for the Air Intake Temperature

The induction temperature measured at T1, T30, and EST6, as applicable for the engine type, must be within the
limits specified in Table 4.3 in 4.3.2 Acceptance Criteria.

If the charge air system does not demonstrate adequate cooling capability there are several things to consider:
• Check the positioning of the air charge cooler.
– This should ideally be the first in the line of airflow and the core frontal area should not be obstructed. Cooling
cores such as the transmission or hydraulic cores MUST NOT be placed in front of the charge air cooler,
however, fuel coolers and air conditioning condensers that are small with a low heat rejection can sometimes
be acceptable.
• Check for temperature rises within the induction system that may result in a high intake temperature.
– Temperature onto charge air cooler core – this should be as close to ambient as possible.
– Temperature rise into the air cleaner to ensure there is no excessive hot air re-circulation.
– Temperature rise into the turbocharger to also check for heat pick up in induction pipework. This temperature
should be no greater than 10 degrees rise over ambient.
• Check for re-circulation of hot air entering the air cleaner or charge air core.
• Check the use of installation seals.

Test Procedures
• Check the charge air pipework routing and proximity to any heat sources.
• If the minimum limit is not met check that the charge air pipework routing is not being effected by cooling fan
air blast.
• Review charge cooler specification and sizing.
4.3.12 Reporting
• Test conditions
• Test results

Test Procedures
4.4 AITP 14/04 Ambient Capability (Cooling) Test

4.4.1 Purpose
The purpose of the ambient capability test is to:
• Establish the limiting ambient temperature (LAT) for the machine, i.e. the highest operating temperature that the
machine may operate at without the coolant temperature exceeding the maximum allowable limit.
• Ensure that the LAT is above the minimum threshold for the areas of operation of the machine.

• Acceptance Criteria for Ambient Clearance
The calculated LAT for the machine, based off the maximum allowable coolant temperature, must be above the
maximum ambient for the area of operation of the machine. For Higher Regulated engines the minimum LAT
must be > 40°C (104°F).
• The calculated LAT for the machine, based off the maximum allowable oil temperature, must be above the
maximum ambient for the area of operation of the machine. For Higher regulated engines the minimum LAT must
be > 40°C (104°F).
• Machines requiring worldwide clearance must have a minimum LAT of 48°C (118°F). Any alternative limit for
worldwide clearance must be approved by the engine manufacturer and OEM for each engine platform and
machine type.
• The maximum coolant temperature must not exceed the maximum allowable coolant temperature for the
engine type.
• The maximum oil temperature must not exceed the maximum oil temperature limit (135°C (275°F) Intermittent and
125°C (257°F) continuous depending on application type and usage.
• If measured, the DP across the cooling system including pipework must be < 35 kPa. This is applicable to all
engines types except the C0.5-C2.2 and C0.5-C2.2 HRC and LRC engines where the circuit pressure drop should
be between 10 and 15 kPa maximum depending on the water pump ratio – please refer to A&I manual for more
information.

• All measurement channels must be measured throughout the duration of the test. The machine tested should be
operated over the most intensive work cycle envisaged for the design. For some machine designs this equates
to full load/rated speed operation, though depending on the cooling regime (whether fixed fan or variable speed)
and the specific rating; a lower speed (e.g. peak torque) could give a more marginal condition in respect of
cooling. Where it is not clear which mode of operation equates to worst case thermal conditions (e.g. material
handling or trailer towing), additional tests should be carried out and the lowest ambient clearance used as the
signed off condition.
– Refer to Appendix A for further information.
4.4.4 Instrumentation Requirement

• Data logger

Test Procedures
4.4.5 Ambient Clearance Test Preparation

• Exhaust backpressure must be within the acceptable range prior to running this test. See Backpressure Test for
more details.
• The machine must be fully production representative in all aspects, especially:
– The cooling system (all radiator cores, fan, shroud)
– The charge air cooler and pipework
– All sheet metal/enclosure around the engine including seals or any other components which might affect
cooling fan airflow must be in production location
– Any other circuits affecting jacket water heat rejection or flow, such as cab heaters, etc., must be in place.
positioned in front of the air charge cooler and add heat and restrict air onto the core , are installed.
• Ensure that any OEM supplied components that add load to the system and are coolant or oil cooled are
installed, i.e. brake compressor steering pumps.
– Install a Blocked open thermostat – refer to Appendix H.
– 50:50 water/antifreeze mix or ELC up to the max full level.
– Switch on any ancillary functions such as air conditioning and cab blowers
– Cab heater off
dependant test channels are required, and if any recommended channels will be measured (refer to 4.4.6 Test
Channels).
• If the installation uses a variable speed fan, and not operating in a high ambient cell, the fan should be locked
– For hydraulic fans it is normal to run the test with the fan 100 rpm slower than the design speed to allow for
tolerances and wear in the hydraulic system
• Ensure the engine is purged of all air, including all ancillary circuits.
• Ensure that all thermocouples are reading a reasonable value for the current state of machine operation.
• Connect ET (electronic engines only).

Test Procedures
4.4.6 Test Channels

Listed below are the minimum Mandatory Test Channels. Refer to 6.0 Appendix B for a summary of all test
channels, which includes all recommended channels, application specific test channels, and a standard list of ET

T3 Air before Turbo/After Air Cleaner All Engines
T6 Coolant Inlet (Bottom Hose) All Engines
T7 Coolant Outlet (Top Hose) All Engines
T8 Air Onto Coolant Radiator All Engines
T9 Air Off Coolant Radiator All Engines
T13 Engine Oil All Engines
P11 Coolant Inlet (Bottom Hose) All Engines
ET 4 Engine Load
ET 24* Barometric Pressure (Check Only)
Table 4.6
• Fuel Temperature testing can often be evaluated during this test which will require additional channels.

For Higher Regulated (HR) engines it is necessary to ensure that the engine is operated in and test measurements
are made while in the emissions compliant zone and the test boundary conditions MUST be adhered to. The use of
the service tool should also, where possible be used to ensure the NOx reduction system is operating in full flow
mode (C4.4-7.1 ACERT engines only), monitor critical engine parameters and potential error codes (details of how
to do this are detailed within the test procedure).
• Ambient temperature maximum 40°C (104°F) – HRC ONLY (unless the standard cooling system capacity test is run
to invoke full flow of the NRS on C4.4-7.1 ACERT engines)
• If this test is conducted in an environmental test cell:
– LRC engines – Ambient temperature should be maintained at the maximum ambient temperature that the
machine has been designed to operate in. For worldwide clearance this should be 48°C (118°F)
– HRC engines – Ambient temperature should be maintained at the maximum allowable 40°C (104°F)
• Barometric Pressure > 83 kPa i.e. an altitude less than 1676 m (5,500 feet) – HRC and LRC (TBC)
– T esting at altitudes greater than this is only allowed if it can be demonstrated that the machine will operate at

Test Procedures

–C
4.4-7.1 ACERT – 65°C (149°F) unless full EGR flow procedure is invoked in the service tool
–C
3.4B – 70 °C (158°F)
–C
1.7-2.2 (w.DOC) – N/A
• Low wind speeds
Before commencing this or any other test it is of the utmost importance that the operator understands clearly
what is required and that the machine is operated in a safe and controlled manner. Ensure that the machine
controls particularly brakes and shut off control are functioning correctly and that the test area is partitioned off
from pedestrians and other site personnel. Ensure that test equipment is secured and does not present a fire risk.
1. With all preparation finished, start the data logger.

3. For machines with a variable speed fan, check and record the fan speed.
4. For Higher Regulated C4.4-C7.1 ACERT engines progress to step 5, otherwise proceed to step 6.
A. U
sing ET invoke the “Cooling System Capacity Test.”
The ET path to this is: Diagnostics>Diagnostic Tests>Cooling System Capacity Test.
B. E T will ask the field test engineer: “Do you want to run the Standard Cooling System Capacity Test?” The
field test engineer should indicate to proceed.
–D
uring the test, ET must be left on its current window. If ET is changed to view status screens, for instance,
–D
uring this test, parameter data logging will not be possible, however, parameters will be available on screen
to monitor and record by hand. Provision to measure other critical parameters such as engine load and
engine speed should be made using alternative means or recorded directly off the J1939 CANBUS.
6. Operate the machine to the agreed test cycle (reference Measurement Condition section). Maintain this cycle/
condition until the coolant inlet temperature has stabilized, identified by less than 1 degree change in a 10
minute period. If using a dyno, apply load to the engine.
7. Once stabilization has been achieved, the load can be removed from the engine or, in the case of a working
cycle test, the machine should be stopped. If conducting a fuel temperature test or evaluating component
temperatures at the same time, the engine must be shut down immediately and the data logger must continue
to log for 10 minutes after shutdown to evaluate the heat soak temperatures.
8. For machines with a variable speed fan, check and record the fan speed again to ensure consistent operation.
A. At this point ET should be asking: “Press OK When Test is complete.” Press “OK.”
B. ET will ask the field test engineer: “Do you want to run the High Ambient Cooling System Capability Test?”
The field test engineer should indicate to proceed.

Test Procedures
–D
uring the test ET must be left on its current window. If ET is changed to view status screens, for instance,
– This test will operate the engine in a high ambient method to ensure cooling test accuracy. It is very likely
that T6 and T7 temperatures will both be reduced during this test.
– During this test, parameter data logging will not be possible, however, parameters will be available on screen
to monitor and record by hand. Provision to measure other critical parameters such as engine load and
engine speed should be made using alternative means or recorded directly off the J1939 CANBUS.
11. Once stabilization has been achieved, the load can be removed from the engine or, in the case of a working
cycle test, the machine should be stopped. If conducting a fuel temperature test or evaluating component
temperatures at the same time, the engine must be shut down immediately and the data logger must continue
to log for 10 minutes after shutdown to evaluate the heat soak temperatures.
12. At this point ET should be asking: “Press OK When Test is complete.” Press “OK.”
A. ET will NOT automatically stop or time out while running this test. The field test engineer should follow
Step #12 and stop the test when stabilization has been achieved.
13. Conclude test and save data.

The following equations can be used to calculate the Limiting Ambient Temperature (LAT) for both coolant and oil.
These limits when calculated must meet the requirements detailed in the acceptance criteria.
LAT(coolant) = Ambient Temp + Max Allowable - Max Measured

Coolant Outlet Temp Coolant Outlet Temp
(Top Hose) (Top Hose)
LAT(coolant) = T1 + 108* - T7
LAT(oil) = Ambient Temp + Max Allowable - Max Measured

Oil Temp Oil Temp
LAT(oil) = T1 + 125** - T13
*This is dependent on Engine Type and may also change depending on the type of cooling system used.
**Dependent on application type
The values calculated must meet the requirements in the Acceptance criteria.
The following additional analysis of the cooling test results is necessary to validate the test as acceptable.
The temperature drop across the coolant radiator should be evaluated to ensure acceptable radiator performance.
DT(rad) = Coolant Outlet - Coolant Inlet Temp

Temp (Top Hose) (Bottom Hose)

DT(rad) = T7 - T6

Test Procedures

• If the jacket water cooling system does not demonstrate adequate cooling capability, further analysis of the
cooling results should be conducted to establish the area of concern. The following areas should be looked at.
• Radiator Air Temperatures
The air onto the cooling radiator should be < 10 degrees rise over ambient. Excessive temperature rise will
compromise cooling efficiency, and may indicate air re-circulation.
T8 - T1 < 1 0 degrees
• The air temperature rise over the cooling pack should be < 50 degrees. Excessive temperature rise can
indicate excessive air restriction, and the fan not operating in an optimum pressure region. It may indicate air
re-circulation.
T9 - T8 < 50 degrees
• The pressure drop across the cooling system should be checked to ensure that it is not too restrictive.
 DP < 35 kPa (This is applicable to all engines except C0.5-C2.2 LRC and HRC engines
(cooling system) where it should be between 10 and 15 kPa maximum – reference A&I

• Review engine coolant inlet and outlet temperature. In most cases these two values will be no more than
8 degrees different. If these two values are significantly different, it is likely that the system is overly restrictive.
This can cause inadequate system capability.
• If using a belt-driven fan, ensure that the belt is properly tightened.
• Review the area around the jacket water cooling core for hot air recirculating to the core. This raises the ambient
air temperature to the core and can significantly reduce performance.
• Review the fan tip clearance to the shroud. Airflow through the core can be significantly reduced if this tip
clearance is excessive.
• Review the distance from the cooling fan to the cooling core. If this distance is not adequate, the ambient air will
not flow through the core evenly, causing local areas of high airflow.
• Increase cooling fan rpm if fan tip speed limits allow. Note this will also have a significant effect in sound.
• Increase the number of fins per inch if core plugging is not a concern.
• Increase core size.
4.4.11 Reporting
• Test conditions
• Test results

Test Procedures
4.5 AITP 14/05 Coolant Fill Test

4.5.1 Purpose
The purpose of the coolant fill test is to:
• Establish the total capacity of the cooling system
• Establish that the cooling system can be adequately filled under the following conditions:
– The target continuous rate for the engine type:
– The OEM’s process flow rate (where this differs from the continuous rate above)
– The field service method, i.e. bucket/can
This test is carried out to ensure that in the field the machine can be filled reliably and consistently, preventing
overheating issues due to low coolant level or trapped air.
It can also be used to ensure that the OEM’s production fill is acceptable and that there are no false fills during
their assembly and test operations.
This test procedure is NOT intended to validate or approve any OEM vacuum assisted or pressure filling process
which requires a separate evaluation.

• Part 1 of the test is required to accurately establish the system capacity and does not have any acceptance
criteria. The following criteria is therefore only appropriate to part 2 of the test procedure.
• A complete fill on level ground must be achieved.
– T he initial fill volume measured in part 2 of the test must be greater than or equal to 90% of the total system
capacity established in Part 1 of the test.
– T he initial fill must be within the minimum and maximum fill levels on the expansion tank.
• The cooling system must be capable of filling at the maximum continuous fill rate for the engine type.
– F illing must be continuous and uninterrupted with no air locks. Air locks will result in the coolant level
remaining static or slowly dropping.
C4.4-7.1 ACERT engines LRC and HRC 10 l/min
 C3.4B engines 10 l/min.
 C0.5-C2.2 engines LRC and HRC 5 l/min
Any acceptance of a reduced system fill rate is application dependant and at the discretion of the application
manager.

• Graduated container/measuring jug circa 5-liter capacity
• Hose fixed to run at the required constant flow rate (10 lpm) or calibrated bowser with 50% antifreeze solution
• Stopwatch

Test Procedures
4.5.4 Fill Test Preparation (Part 1 and Part 2)

– T he cooling system; including all cooling hoses and vent lines
–A ny other circuits affecting jacket water heat rejection or flow, such as cab heaters, DEF system cooling lines,
etc. must be in place and open.
–O perative thermostat
– 1 4 psi (1 bar) pressure cap installed
– E nsure cab heater coolant flow valve is fully open
• Drain the coolant from the engine and engine cooling system including draining the radiator, lines, engine block,
NRS exhaust cooler, heater cores, auxiliary jacket water cooling system circuits, etc. The use of an air line can
be used to facilitate draining but care must be taken not exceed the pressure limitations of the components in the
system and all drains must be opened before use.
• Inspect all cooling system pipework and instrument tapings for potential leaks.
• Ensure all bleed points are closed before start of test.
• Determine what the “full” indicator is for the cooling system. Often systems are considered full when the
water level reaches the bottom of the filler neck. This full mark is critical in order to correctly complete part 1
of the test. Take time to ensure that the full mark is understood with the customer prior to running this test and
document this on the installation audit form.
• A source of constantly flowing water (a garden-type hose for example) is required.
Note: I t is recommended that the hose be equipped with two valves. One valve is used to control the water flow
and the second valve to be used to start and stop the water flow. Also, it is recommended that the water
line used for this test be on a separate circuit so that the water flow is not subjected to external flow rate
variations while the fill test is being performed.
Before commencing this or any other test the operator must clearly understand what is required and that the
machine is operated in a safe and controlled manner. Ensure that the machine controls particularly brakes
and shut off control are functioning correctly and that the test area is partitioned off from pedestrians and
other site personnel. Ensure that test equipment is secured and does not present a fire risk.
Part 1 - System Capacity Test (use water only)

• Drain down the total cooling system (detailed in the test preparation section).
• Using the graduated container, SLOWLY pour measured quantities of water into the cooling system filler neck*.
Repeat until the system is up to the MAX fill position in radiator or expansion tank. Allow the water level to come
to rest after each addition.
• Record the total volume of coolant added. VInitial_1
• Purge air from the system using any method including bleeding cab heater or any accessory circuit vents and
squeezing coolant hoses ensure there is no trapped air.
• Run engine up to thermostat opening temperature to ensure that all entrapped air is removed from engine block/
cab heaters, etc.
• Allow system to cool and level to settle, if necessary.

Test Procedures
• Top the coolant up to the max fill position if required and record the volume added. Ttop up 1
• Determine the precise system capacity to maximum coolant level. VTotal_1
Part 2 - System Fill (can use water or 50% anti-freeze solution)

• Drain down the total cooling system (detailed in the test preparation section).
• Calibrate the flow rate of the hose or bowser to the required fill rate for the engine type (10 lpm or 5 lpm for
C0.5-C2.2 engines).
– Measure 5 liters of water into a container and clearly mark this level on the side.
– Set the hose to max flow.
–S et the stopwatch to record the time taken to fill the container up to the 5 liter mark. It is important that the flow
rate is established with the outlet of the hose at the same height as the cooling system filler neck – a change in
height can significantly affect the flow rate.
–V ary flow of hose and repeat process until the desired flow rate for the engine type has been obtained (i.e. for
C0.5-C2.2 this should fill in 1 minute and for other engines in 30 seconds).
• Simultaneously start the stopwatch and start to fill the system using the normal engine coolant fill position.* Fill
at the required fill rate CONTINUOUSLY until the maximum fill level is reached. (Fill is to maximum position in
radiator or expansion tank and not the top of the filler neck.)
–A t no point during the test must the fill rate be reduced or the flow interrupted.
– T here should be no stall in filling and system should purge and vent without manipulation.
– I f system stalls – record each occurrence and stage of fill
• When the max fill level has been reached stop the stopwatch and record the time taken – Time to Fill (min)
• Run engine for 2 minutes at low idle with radiator cap off.
• Switch engine off.
• Top up level to max fill level if required, and record Top up Volume – Vtop up 2
• This test MUST be repeated to validate the test results. It is recommended this is repeated 3 times.
*Filling is only to be performed through the designated filler cap. Supplemental expansion bottles are not allowed.

Test – Part 1
Total System Capacity = Initial Fill Volume + Top Up Volume
Volume total_1 = Volume initial_1 + Volume top up_1
Test – Part 2
Initial Fill Volume (l) = Flow rate (l/min) x Time to Fill (mins)
Volume initial_2 = 10l/min (dependant engine type) x Time to Fill (mins)

(It may be necessary to use seconds for both the fill rate and time to ensure the calculation is correct)
Total Fill Achieved = Initial Fill Volume + Top Up Volume

Total Fill Achieved = Volume initial_2 + Volume top up_

Test Procedures
For a complete successful fill:

The initial fill volume measured in part 2 of the test must be greater than or equal to 90% of the total system
capacity established in Part 1 of the test.
Volume initial_2 > 0.9 x Volume total_1
The initial fill volume must be between minimum and maximum fill level in the expansion tank.
Test Validation
• The initial coolant level should be appropriate for the coolant volume achieved.
– F or example: If a 91% fill is achieved, the fill level should be just above the minimum level and NOT at the
maximum fill level.
• The total fill achieved in part 2 of the test should not be significantly different to the total system capacity
established in part 1.
– The test must be repeated 3 times to validate the results.
–A certain amount of trapped air in the system may be expected but a significant discrepancy may indicate
that there is still a large amount of trapped air in the system or may also be a result of testing in accuracies.
A judgement needs to be taken at this point whether the discrepancy is acceptable or not and whether the
system design can be improved to reduce this discrepancy. The system should be reviewed following the
advice in the following section.

• Review cooling system for areas of excessive restriction:
– Ensure fill and vent line diameters meet minimum A&I requirements.
– Check for reduction of internal hose diameters particularly at connection points and hose joints i.e.. water pump
inlet connection, header tank outlet connection.
– Look for opportunities to reduce the number of bends in hose routings.
– Check for kinks in hoses
• Check that the highest point in the cooling system is vented.
• Check for long straight lengths of pipework with no inclination.
• Check that all vent lines have a continuous incline.
• Check the fill line is routed continuously downwards.
• Check that the cooling system routing does not allow the opportunity for vented air to be drawn back into
the cooling system. This may occur if there are a number of vent lines that are joined together into a single
connection.
• Check that there is sufficient system height above the radiator to provide an adequate pressure head. Increasing
the pressure head can lead to improvements in systems that are experiencing filling issues especially those with
cross-flow radiators.

Test Procedures
• Repeat fill testing.

– Using clear hoses, if possible, to help establish areas where air is being trapped.
– Use an elimination process to help determine the problem area.
– Trapped air can be very sensitive to hose routing and inclination; small changes to these can make all the
difference.
• Where no improvements to the system can be identified or practically implemented, the system fill test must be
repeated with progressively lower flow rates until the rate is found where the system fills acceptably and is in
excess of the OEM’s production process requirements. This will require application management approval.
4.5.8 Reporting
• Test conditions
• Test results

Test Procedures
4.6 AITP 14/06 Hot Shutdown Test

4.6.1 Purpose
The purpose of the Hot Shutdown test is to:
• Ensure that the engine and the external cooling circuit are capable of full de-aeration during operation and after
initial system fill.
• Ensure the pressure at water pump inlet is maintained above a minimum level to prevent pump cavitation and
maintain water pump performance.
• Ensure the cooling system integrity is maintained when subject to elevated temperatures and pressures.
• Validate cooling system design and ensure sufficient expansion volume.
• For non-electronically controlled engines, the hot shutdown test can also be used to evaluate component
temperatures to assess their durability/positioning and prevent the need to complete an additional under hood
thermal test.
The hot shutdown test MUST be run immediately after the Coolant Fill Test AITP 14/5. This provides the worst
case conditions for cooling system air-entrapment. Running the hot shutdown test on a fully primed system will
not test the de-aeration capability and will give a false result.

Acceptance Criteria for Hot Shutdown Test – Part 1 (Mandatory)
• The coolant must remain visible in the header tank at all times
• The total coolant displaced from the coolant overflow during 3 consecutive hot shutdown tests must not exceed
10% of the full system capacity.
– The full system capacity is determined in part 1 of the Coolant Fill Test AITP 14/05.
• The minimum water pump inlet pressure must be maintained throughout the test when the engine is operating.
The water pump inlet pressure requirements are dependent on coolant inlet (bottom hose) temperature and
are illustrated in Figure 4.2 below. For example, when operating with a maximum coolant outlet (top hose)
temperature of 108°C (226°F) and with a 5° temperature drop across the radiator the coolant/water pump inlet
(bottom hose) temperature is 103°C (217°F). From the graph the minimum water pump inlet pressure at this
condition must be 1.47 bar absolute i.e., 0.47 bar gauge; dependant on altitude.
Figure 4.2 – Water Pump Pressure

Test Procedures
• Components being assessed for temperature must meet their maximum intermittent limit.
Acceptance Criteria for Hot Shutdown Test Part 2 – Water Pump Cavitation Test (Discretionary)
• For the 1st hot shutdown test the pressure across the water pump at rated speed must be at least 95% of the
reference measurement.
• For the 2nd and 3rd hot shutdown tests the pressure rise recorded at the end of the 10 minute stabilization
should be at least 80% of the reference measurement.
Important Note: F or C1.7-C2.2 (w.DOC) engines the test is valid but the acceptance criteria still needs to be
determined – please consult your applications engineer.

• The volume of coolant displaced from the system must be measured twice during the test.
– The first after engine warm up when the thermostat opens, normally 82°C (180°F) but this is dependent on
engine type).
– Second after the maximum coolant temperature has been maintained for 10 minutes and the engine has been
immediately shut down.
• The maximum engine coolant temperature is engine dependant. Refer to the relevant ESM and A&I manual.

• Data logger
• Pressure transducer 1-off, 0-1 bar gauge (water pump inlet)
• Measuring cylinder/jug must be able to hold 10% of coolant capacity
• Hose to extend the coolant overflow pipe
• Recommended – system pressure testing kit
– Sykes and Pickavant 318 series
4.6.5 Hot Shutdown Test Preparation (Applicable to Part 1 and Part 2)

– The cooling system
– The machine bodywork, panels, and sealing around the engine compartment including the after treatment and
DEF system components, if applicable
– Any other circuits affecting jacket water heat rejection or flow, such as cab heaters, DEF system cooling lines,
etc. must be in place and open
– Any components that affect airflow or radiated heat around the installation
• Refer to Appendix C for summary of Test settings
– Ensure cab heater coolant flow valve is fully open
dependant test channels are required and if any recommended channels will be measured. (Refer to 4.6.6 Test
Channels.)
• Extend the coolant overflow hose; place the end in a measuring cylinder/jug. Ensure the hose runs continually
downhill so all expelled fluid is measured and not trapped.

Test Procedures
• Inspect all cooling pipework and instrument tapings for potential leaks.
• In order to achieve the maximum coolant outlet temperature and stabilize the temperature the radiator inlet
can be blocked or partially blocked with card, etc. The OEM should be consulted as to the safest method of
achieving the maximum coolant outlet (top hose) temperature without causing overheating to other systems
such as hydraulics/transmission oil. Engine temperature must be stabilized to ensure that the core components
are elevated to a high load condition; this can be achieved using a combination of load and speed in addition to
artificial means of restricting the machine’s airflow.
• Prior to conducting this test it is recommended that the OEM cooling system be checked for leaks using a
cooling system pressure testing to check:
– The cracking pressure of the top tank pressure cap and
– The pressure decay rate of the top tank when it has been pressurised to 100 kPa (or the rating of the pressure
cap if different from 100 kPa).
• Ensure the machine must be parked on level ground with any self-levelling suspension in the “normal”
horizontal position.
4.6.6 Test Channels

Listed below are the minimum Mandatory Test Channels. Refer to Section 6.0 Appendix B for summary of all test
channels, which includes all recommended channels, application specific test channels, and a standard list of ET
T6 Coolant Inlet (Bottom Hose) All Engines
T7 Coolant Outlet (Top Hose) All Engines
P11 Coolant Inlet (Bottom Hose) All Engines
ET 4 Engine Load
Table 4.6


Test Procedures
4.6.7 Hot Shutdown Test Procedure – Part 1 (Mandatory)
Before commencing this or any other test, the operator must clearly understand what is required and that
the machine is operated in a safe and controlled manner. Ensure that the machine controls – particularly
brakes and shut off control are functioning correctly and that the test area is partitioned off from
pedestrians and other site personnel. Ensure that test equipment is secured and does not present a fire risk.
Note: T his test operates at high temperatures and can lead to coolant being expelled from the system. The
test must be monitored carefully and aborted if there are any safety concerns.
An acceptable cooling Fill test AITP 14/05 is a mandatory prerequisite requirement to this test.
1. The engine must be fully drained and filled in accordance with the process validated in AITP 14/05.
• T his must be conducted with 50:50 water/antifreeze mix or ELC 50:50, NOT water; as the elevated
temperatures required exceed the capability of water.
• W
here possible a continuous flow method should be used for the fill, if this is not feasible a controlled fill
from a suitable vessel may be used making sure the fill is as continuous as possible.
• This test must pass the acceptance criteria of AITP14/05 before proceeding to step 2.
– If there is a large discrepancy between the total Fill achieved and the system capacity then the hot
shutdown test should not proceed.
• The coolant should be filled to the Max Fill level.
2. Replace Pressure CAP. This must NOT be removed until the test has concluded and the engine is cool.
3. Start the engine and data logger, if available.
4. Run the engine at rated speed and apply load to the machine to slowly warm up the engine. This is
best done statically and can be done by various methods including adding hydraulic load, operating the
boom or implements, operating the power steering pump etc. Refer to Appendix A for further details on
operating methods.
5. Monitor coolant temperature and any coolant expelled from the coolant overfill hose.
6. At thermostat opening temperature record the amount of coolant discharged.
7. At any time during the test if the coolant volume discharged from the coolant overflow hose exceeds the
maximum discharge volume in the acceptance criteria the test should be stopped in a safe manner.
8. With the machine static, continue to elevate the system temperatures to the maximum allowable coolant
temperature for the engine type. Artificial methods are likely to be required at this point – Refer to Test
Preparation section for method.
9. Maintain the coolant temperature within 1° of the maximum limit for 10 minutes.
10. Record the temperatures and pressures at the start and end of the 10 minute stabilization.
11. Reduce the engine speed to low idle for 5 seconds, no more.
12. Promptly shut down the engine. Continue to log data. Do not open the hood or any panels.
13. Record the peak coolant outlet temperature reached (this could take 5-10 minutes following the shutdown).
14. Allow the coolant outlet temperature to drop to 90°C (194°F) and record the volume of coolant lost.
15. Repeat the test 3 times in total, or until the test fails.

Test Procedures
4.6.8 Hot Shutdown Test Procedure Part 2 – Water Pump Cavitation Test
(Discretionary)
This test is only required if Part 1 fails and improvements can’t be identified and validated.
Water pump outlet pressure locations can be found in Appendix E.
The aim of this test is to identify if the air in the system causes the water pump to stall.
• Add an additional pressure measurement for the water pump outlet pressure by modifying the water pump
faceplate (see drawings below).
• Repeat the hot shot down test procedure steps 1 to 9. Then follow the steps below:
• Record the coolant temperatures and pressures (including the new outlet pressure) at the start and end of the
10 minute stabilization.
• Prior to shutdown elevate engine speed to the maximum that can be achieved by the machine controls.
Maintain this speed for 15 seconds but avoid the temperature dropping.
– This test condition is used to obtain the cooling pump reference pressure rise (refer to Acceptance Criteria for
Hot shutdown Test – Part 2).
• Reduce the engine speed to low idle for 5 seconds, no more.
• Promptly shut down the engine. Continue to log data. Do not open the hood or any panels.
• Record the peak coolant outlet temperature reached (this could take 5-10 minutes following the shutdown)
• Allow the coolant outlet temperature to drop to 90°C (194°F) and record the volume of coolant lost Repeat the
test 3 times in total, or until the test fails.

• The values measured must meet the requirements in the Acceptance Criteria Section of this procedure.
• The engine compartment should be opened and the cooling system inspected. There should be no coolant leaks.

A failure of the hot shutdown test indicates that the expansion capacity is not adequate or that the system is
incapable of venting air at the required rate. If the system fails to meet the requirements the following points
should be reviewed:
• Check the expansion volume meets the A&I requirements.
• Ensure that all system vent lines are fitted, have a constant inclination with no dips or sags, and that they are
correctly sized in accordance with the A&I manual.
• Check that the cooling system routing does not allow the opportunity for vented air to be ingested back into the
cooling system. This may occur if there are a number of vent lines that are joined together into a single connection.
• Check that the highest point in the cooling system is vented.
• Check for long straight lengths of pipework with no inclination where air could get trapped.
• Inspect the coolant outlet (top) and coolant inlet (bottom) hoses to ensure there is no evidence of “ballooning”
– this may affect the ability and time to establish system pressure and is likely to be caused by incorrect hose
specification.
• Check for collapsed hoses.

Test Procedures
Where no improvements to the system can be identified and validated it will be necessary to conduct further
testing to help identify the problem area and establish if the water pump is in cavitation (stalling).Test Part 2 Must
be conducted.
4.6.11 Reporting
• Test conditions
• Test results

Test Procedures
4.7 AITP 14/07 Exhaust Backpressure Test

4.7.1 Purpose
The purpose of the exhaust backpressure test is to:
• Establish that the exhaust system restriction does not exceed the maximum limit specified on the engine
certification documents
• Ensure that the exhaust backpressure meets the minimum restriction required for the engine, if applicable for
the engine type
EM This is an emissions critical test procedure required to be completed as part of the L1 Audit.

Acceptance criteria for Exhaust restriction
• The recorded exhaust backpressure must be within the minimum and maximum limit for the specified engine
rating, as listed in the ESM.
– For engines that use a DPF the recorded backpressure must be within the minimum and maximum start of life
(SOL) limit.
Note: T he backpressure limits in the ESM may be different to those listed on the certification documentation
and on the engine power curve (generally end of life limits). Meeting the limits in the ESM at the specified
location and condition ensures that the certification limits are also adhered to.

• The exhaust backpressure must always be recorded after the engine has reached its normal operating
temperature.
– For the C7.1 ACERT engines which have a DPF and Active Regen it is necessary to conduct a forced regen
before the test to remove soot from the DPF and ensure the DPF is at its maximum working temperature. This
can be done using the service tool.
• The restriction should be measured at full load rated speed. If it is impossible for the machine to achieve this
condition, place the engine under the highest possible load it will see in actual use. For ratings where the
maximum power is not at the rated condition, it may be necessary to take an additional reading at the maximum
power point.
– The rated speed must be within a tolerance of (+0 rpm, -50 rpm).
– The measurement condition is the same for turbocharged and naturally aspirated engines.
• The restriction must be measured within a distance of 0.5D to 4D from the turbo compressor/exhaust manifold
outlet. Where D is the outside diameter of the pipework.

• Data logger, optional
• Manometers to read up to 50 kPa or pressure transducers of equivalent range must be used to record
restriction. E.g.

Test Procedures
• For machines that are mobile and can only achieve the maximum full load rated speed when mobile, it is
recommended to use damped pressure/vacuum transducers mounted off engine and a data logger (minimum
1 Hz logging interval).
4.7.5 Exhaust Restriction Test Preparation

– The exhaust system including the silencer, if used
– Correct positioning of exhaust system components and routing of exhaust pipework
• Ensure that any OEM optional components such as the fitment of spark arrestors, rain caps, or exhaust
aspirated air cleaner pipework that can effect restriction are installed.
dependant test channels are required and if any recommended channels will be measured (refer to 4.7.6 Test
Channels).
– Instrumentation used must be zeroed before commencing test.
– Inspect all exhaust system pipework and instrument tapings for potential air leaks.
4.7.6 Test Channels

Listed below are the minimum mandatory test channels. Refer to Appendix B for summary of all test channels,
which includes all recommended channels, application specific test channels, and a standard list of ET channels
which are recommended for all tests.

T14 Exhaust Temperature (turbo/exhaust manifold outlet) All Engines
P5* Exhaust Restriction All Engines
S1/ ET1 Engine Speed Non Electronic only
ET 4 Engine Load All Engines
ET 7 Engine Coolant Temp All Engines
ET 24** Barometric Pressure (check only) Electronic Engines only
Table 4.7
*The Exhaust pressure measurement location is dependent on the engine type. The table below summarizes the
required location for each engine type – more details can be found in Appendix E.
**Also known as atmospheric pressure. C4.4-C7.1 ACERT series engines use a separate barometric pressure

Test Procedures
P5 - Probe location Engine Type

Exhaust Manifold Outlet LRC Naturally Aspirated Engines
LRC Turbocharged Engines
Turbocharger Outlet Remote Aftertreatment
HRC
(C1.7-2.2; C3.4B; C6.6/C7.1 non-SCR)
Remote Aftertreatment
BPV Outlet HRC
(C4.4 ACERT and C7.1 ACERT w.SCR)
EMAT Outlet
• SCR Outlet • C4.4-C7.1 ACERT
HRC
• AT Mixer Outlet • C3.4B
• DPF Outlet • All non-SCR engines
Table 4.8

For Higher Regulated (HR) engines it is necessary to ensure that the exhaust restriction is measured in the
should be used to ensure the NOx reduction system is operating in full flow mode (C4.4-C7.1 ACERT engines only),
monitor critical engine parameters and potential error codes (details of how to do this are detailed within the
test procedure)
• Ambient temperature maximum 40°C (104°F) – HRC ONLY (unless the standard cooling system capacity test is
run to invoke full flow of the NRS on C4.4-C7.1 ACERT engines)
• Barometric Pressure > 83 kPa, i.e. an altitude less than 1676 m (5,500 feet) – HRC and LRC
– C4.4-C7.1 ACERT – 65°C (149°F) unless the standard cooling capacity test procedure is invoked in the
service tool
– C3.4B – 70 °C (158°)
– C1.7-C2.2 (w.DOC) – N/A
• Low wind speeds
• No active engine diagnostics (power de-rates, etc.)

Test Procedures
Before commencing this or any other test the operator must clearly understand what is required and that
the machine is operated in a safe and controlled manner. Ensure that the machine controls particularly
– Note for engines with a DPF, the DPF will take time to heat soak. If it is not fully heat soaked the recorded
backpressure will be low and the test invalid. If in doubt the test should be repeated.
– For the C7.1 ACERT engines with active regeneration, it is necessary to conduct a forced regen immediately
before the test.
4. Start data logger and ET, if applicable.
5. For Higher Regulated C4.4-7.1 ACERT engines proceed to step 6 otherwise proceed to step 7.
A. Using ET invoke the “Cooling System Capacity Test.” In the service tool the ET path to this is:
• During the test, ET must be left on its current window. If ET is changed to view status screens, for instance,
• This test will operate the engine in a standard method to ensure Air Inlet Restriction Test accuracy.
7. Operate the machine to the required condition, normally full load rated speed condition. Maintain this
condition until the pressures are stable (approx. 10-15 seconds). Refer to measurement condition for required
conditions and Appendix A for details on how to achieve the required condition.
8. When the engine is under its highest possible load, record the value on the pressure gauge.
9. For Higher Regulated C4.4-7.1 ACERT engines proceed to step 10 otherwise proceed to step 11.
• At this point ET should be asking: “Press OK When Test is complete.” Press “OK.”
• ET will ask the field test engineer: “Do you want to run the High Ambient Cooling System Capability Test?”
• The field test engineer should indicate ‘NO’ and this will conclude the test.

Test Procedures


If the exhaust backpressure is not within the acceptable range there are several things to consider:
• Ensure test ports are in the correct position/location.
• Review the system design to reduce areas of high restriction i.e.:
– Ensure the exhaust pipework is appropriately sized with no reduction in diameter and evaluate if diameters
can be increased if necessary.
• Review the use and specification of any OEM installed components used in the exhaust system – i.e. silencer or
spark arrester for example.
• If the exhaust backpressure is too low for the engine type it may be necessary to reduce pipe diameters or use
an orifice to restrict flow.
4.7.11 Reporting
• Test conditions
• Test results
Important Note: M
anufacturer-supplied flex pipes cannot be reused after removal if the machine is to be sold. The
flex pipe joints will set after heat cycles and subsequent reuse of the flex pipes is not allowed, as
the integrity of the joints cannot be guaranteed. If the test machine is to be sold to an end user
the flex pipes must be renewed if they have been disturbed during the testing process.

Test Procedures
4.8 AITP 14/08 Starter Circuit Resistance Test

Published in Electrical A&I Test Procedures Manual LEBH0038.

Test Procedures
4.9 AITP 14/09 Installed Cold Start Test

Not Available at time of print.

Test Procedures
4.10 AITP 14/10 Auxiliary Regen Device Test

Not Available at time of print.

Test Procedures
4.11 AITP 14/11a Fuel Restriction Test

4.11.1 Purpose
The purpose of the fuel restriction tests is to:
• Establish that the fuel inlet restriction does not exceed` the maximum limit specified in the ESM.
• Establish that the fuel return restriction does not exceed the maximum limit specified in the ESM.

• The recorded fuel inlet restriction must not exceed the maximum limit for the specified engine type, as detailed
in Table 4.9 below.
• The recorded fuel return restriction must not exceed the maximum limit for the specified engine type, as detailed
in Table 4.9 below.
Fuel C4.4-7.1 ACERT C0.5-C2.2 C1.7-2.2 (w.DOC) C3.4B C4.4-7.1 ACERT (LRC) C3.3-C7.1
Measuresement
Condition Limit Condition Limit Condition Limit Condition Limit Condition Limit * Condition Limit
Engine off Engine off High Idle
Lift/Transfer -15 to FLRS -11to FLRS -20 to -22 to FLRS -26kPa to
P9 ELP on -7kPa ELP on Min fuel,
Pump inlet 15kPa (g) Min fuel 0kPa (g) Min fuel 0kPa (g) 0kPa (g) Min fuel (All) 10kPa (g)
Min fuel Min fuel
(80+P14)
Secondary Low Idle to
P13
Filter inlet Min fuel (120+P14)
kPa(g)
Low Idle (BFPM,ELP),
Main Return To FLRS 0 to 20kPa FLRS High Idle 0 to 20kPa High Idle 0 to 50kPa
P10 15kPa (g) High idle (MLP) 10kPa (g)
Tank Min fuel (g) Min fuel Min fuel (g) Min Fuel (g)
Min Fuel (All)
Secondary
Low idle Low idle
P14 (Regulator) 15kPa (g) 10kPa (g)
Min fuel Min fuel
Return To Tank
+ve 35 to
(customer
5kPa (g) 55kPa (g)
FLRS fitted
(customer High idle
P16 FIP Inlet secondary filter TBD (customer
Min Fuel only-requires
supplied ELP Min Fuel fitted
only) ELP/BFPM
engineering
sign off) only)
Table 4.9 – Fuel Acceptance Criteria by Engine Type
*TBC – This limit is for testing conducted at sea level with a 3000 m altitude limit. Refer to LEBH0027 Fuel System
Supplement for more detail.
For ease of the test the return to tank pressure is measured at minimum fuel level. The worst case condition,
however, is at max fuel level. If the test result at minimum fuel level is near the limit, the test must be repeated
with a full fuel tank or the additional pressure must be calculated and added to the limit.

• Both inlet and return restriction must be measured at the worst case operating condition for the engine. The
method of achieving this condition is dependent on the fuel system used and detailed by engine type in Table 4.9.
– The required speed condition must be achieved within a tolerance of +0 rpm, -50 rpm.
• For all engines the inlet restriction must be measured in a straight section of pipe close to the lift pump inlet.
• For all engines the return restriction must be measured in a straight section of pipework close to the customer
return line connection point. If a fuel cooler is used this must be measured at the engine side of the cooler.
• The exact location required for fuel measurement can be found in Appendix I.

Test Procedures
Note:
• The fuel inlet port pressure will be negative pressure.
• The fuel return port will be positive pressure.

• Data logger
• Manometers to read up to 50 kPa vacuum transducers of equivalent range must be used to record restriction, e.g.:
• For machines that are mobile and can only achieve the maximum full load rated speed when mobile it is
recommended to use damped pressure transducers attached to a fuel pocket (refer to Appendix I) and a data
logger with a minimum 1 Hz logging interval.
• Fuel system pockets are required to record the pressures within the fuel system and can also be used to
measure temperature for the temperature test procedure. These pockets should have quick fit connectors for
ease of attachment within the fuel line. See Figure 4.3 below.
Figure 4.3 – Example of Fuel System Pockets
4.11.5 Fuel Restriction Test Preparation

– The fuel system including fitment of a clean primary filter (pre filter), secondary filter and territory filter, water
separator and screen; where applicable.
– The correct fuel tank must be installed using the correct sender unit, vents and filter screens.
– All fuel lines must be the correct size, have the correct routing with production intent clipping and connectors.
– If fuel system is modified for cold weather or ease of filter service, modifications must be in place for
restriction test work.
• Ensure that any OEM optional components such as fuel coolers, heaters (if approved) that can increase
restriction are installed.
• Make provision to measure and or record all mandatory measurement channels, assess whether any
installation dependant test channels are required and if any recommended channels will be measured (refer
to 4.11.6 Test Channels).
– Instrumentation used must be zeroed before commencing test.

Test Procedures
– Inspect all fuel system pipework and instrument tapings for potential fuel leaks.
• If an electric transfer pump is used ensure a voltage >11V for 12V nominal system or 22V for 24V nominal system.
• If an electric priming pump is used, disconnect it to ensure that it is not operating.
• There must be < 5% of fuel in the tank or it must be at the customers alarm trigger point.
– Typically it is best for this test to follow the fuel temp test, prior to re-fuelling. The fuel must have cooled,
however, to the maximum allowable temperature for the test.
4.11.6 Test Channels

which includes all recommended channels, application specific test channels, and a standard list of EST channels

T10 Fuel Inlet All Engines
P9 Fuel Transfer Pump Inlet All Engines
Main Fuel Return Line Restriction
P10 All Engines
(engine side before fuel cooler)
C4.4-7.1 ACERT
P13 Fuel Secondary Filter Inlet
(also for remote secondary filters – all product)
Secondary Fuel Return Line Restriction C4.4-7.1 ACERT
P14
(transfer pump regulator outlet) HRC and C1.7-C2.2 (TBC)
S1/ET1 Engine Speed All Engines
ET 4 Engine Load
Table 4.10
• The required location of the fuel probes can be found in Appendix I.

Test Procedures

• Ambient temperature maximum 40°C (104°F) – HRC and LRC
• Fuel temperature < 20°C (68°F) – HRC and LRC
• Barometric Pressure > 83 kPa, i.e. an altitude less than 1676 m (5,500 feet) – HRC
Before commencing this or any other test the operator must clearly understand what is required and that
the machine is operated in a safe and controlled manner. Ensure that the machine controls particularly
pedestrians and other site personnel.
1. Before starting the engine, set hand-held gauge to zero and connect to engine.
2. Start the engine, start data logger and ET, if applicable.
3. Operate the machine to the required condition for the engine type shown in Table 4.11 in the Acceptance
Criteria section. Maintain this condition until the pressures are stable (approx. 10-15 seconds). Refer to
Appendix A, if necessary for details on how to achieve the required condition.
4. Record results.

The values measured must meet the requirements in the Test and Acceptance Criteria, 4.11.2..

• Ensure test ports are in the correct position/location and fuel pockets have been used to dampen
pressure spikes.
• Ensure all fuel filters, strainers, and fuel screens are clean and that there is no debris in the fuel lines
(issues can sometimes be found on prototype test machines where production cleanliness procedures are not
adhered to).
• Check the fuel system for leakages.
• Check the fuel inlet and return lines are assembled the correct way round.

Test Procedures
• Review the system design to reduce areas of high restriction, i.e:

– Minimize the number of connections
– Minimize the use of fittings, especially 90° and 45°fittings
– Check the internal diameter of all connections and fittings to ensure they are not excessively restrictive
– Minimize fuel line length
– Ensure fuel lines are appropriately sized with no reduction in diameter and evaluate if diameters can be
• Review the location of the fuel tank in relation to the fuel transfer pump to ensure the lift and static head is not
too excessive.
• Review fuel cooler specification and location in the fuel line routing.
4.11.11 Reporting
• Test conditions
• Test results

Test Procedures
4.12 AITP 14/11b Fuel Temperature Test

4.12.1 Purpose
The purpose of the fuel temperature test is to:
• Establish the limiting ambient temperature (LAT) for the machine, i.e. the highest operating temperature that the
machine may operate without the fuel temperatures exceeding the maximum allowable limits.
• Validate the fuel cooler specification, if used or determine the acceptability of the machine to operate without a
fuel cooler.

• The calculated LAT for the machine, based off the maximum allowable fuel inlet temperature, must be above the
maximum ambient for the area of operation of the machine. For HRC engines the minimum LAT must > 40°C (104°F).
• Ensure machines requiring worldwide clearance have a minimum LAT of 48°C (118°F). Any alternative limit for
world-wide clearance must be approved by the engine manufacturer and OEM for each engine platform and
machine type.
• The recorded fuel temperatures must not exceed the maximum limit for the specified engine type, as detailed in
Table 4.11 below.
Table 4.11. Fuel Acceptance Criteria by Engine Type

The correct fuel limit should be identified using the maximum oil limit for the installation, i.e. if the installation is
signed off for a max oil limit of 125°C, the max fuel limit is 75°C and if the max oil limit is 135°C, the max fuel limit
is 70°C.

• All fuel system temperatures must be measured after the engine has been thoroughly heat soaked for a period
of 1-2 hours and must be run until there is less than 5% of fuel in the tank or until the customers low fuel
indicator/alarm is triggered.
• The exact location required for fuel measurement can be found in Appendix I.

Test Procedures

• Data logger (minimum sampling rate 5 seconds)
• Fuel system pockets (refer to Appendix I) are required to record the temperatures within the fuel system as well
as the fuel pressure. These pockets should have quick fit connectors for ease of attachment within the fuel line.
See Figure 4.4.
Figure 4.4 – Example of Fuel System Pockets
4.12.5 Fuel Temperature Test Preparation

– The fuel system including fitment of all fuel strainers/screens, primary filters and water separators.
– The correct fuel tank must be installed using the correct sender unit, vents and filter screens.
– All fuel lines must be the correct size have the correct routing with production intent clipping and connectors.
– All sheet metal/enclosure around the engine including seals or any other components which might affect
cooling fan airflow must be in production location.
– Any other circuits affecting jacket water heat rejection or flow, such as cab heaters, etc., must be in place.
• Ensure that any OEM optional components such as fuel coolers are installed
– Blocked open thermostat
– Cab heater off
– Air con on
installation dependant test channels are required, and if any recommended channels will be measured (refer to
4.12.6 Test Channels).
– Thermocouple locations are dependent on engine type and are detailed in Appendix I
• If an electric transfer pump is used ensure a voltage >11V for 12V nominal system or 22V for 24V nominal system.
• If the installation uses a variable speed fan, and is not operating in a high ambient cell, the fan should be locked

Test Procedures
– Inspect all fuel system pipework and instrument tapings for potential fuel leaks.
• Identify customer’s fuel tank low level alarm; alternatively, determine how to know that the fuel level in the tank
is within 5% of empty.


T10 Fuel Transfer Pump Inlet All Engines
Main Fuel Return Line
T11 All Installations with Fuel Coolers
(before and aftercooler, if installed)
T12 Fuel Injection Pump Inlet C4.4-7.1 ACERT; C1.7-C2.2
T46 ARD Pump Inlet C7.1 ACERT only
ET 4 Engine Load
Table 4.12
• The required location of the fuel probes can be found in Appendix I.

• Ambient temperature maximum 40°C (104°F) – HRC and LRC
• If this test is to be conducted in a test cell, the ambient temperature should be maintained at the maximum
ambient temperature required for the machine.
• Barometric Pressure > 83 kPa, i.e. an altitude less than 1676 m (5,500 feet) – HRC and LRC

Test Procedures

• Low wind speeds
Before commencing this or any other test, the operator must clearly understand what is required and that
the machine is operated in a safe and controlled manner. Ensure that the machine controls, particularly
The fuel pressures must be within the maximum allowable limits for this test to be valid.
1. Start the engine, start data logger and ET, if applicable.
2. Ensure that all thermocouples are reading a reasonable value for the current state of machine operation.
3. If using a dyno, apply load to the engine. If testing the machine in its most arduous application, put the machine
to work.
4. For electronically controlled engines when the fuel tank is nearing empty, use ET to run a five-minute data log
with a sample rate of 240 samples per minute. Record recommended parameters detailed in Appendix B.
5. Continue to operate the installation until either:
A. The low fuel level alarm goes off.
B. The fuel tank is within 5% of empty.
6. At the end of the test, bring the machine up to worst case loading condition and fully shut the engine down.
This should be in a safe manner allowing the engine to operate at low idle for a short (5 second) period.
7. Continue to record all temperatures until the maximum temperature has been reached and stabilized. This
should be for a minimum of 10 minutes.

• All temperatures measured must meet the requirements in the Acceptance Criteria above.
• The following equations can be used to calculate the limiting ambient temperature (LAT) for each of the required
fuel temperature limits specified for the engine type (T10/T11/T12/T46). When calculated this limit must meet the
requirements detailed in the acceptance criteria.
LAT (fuel) = Ambient Temp + Max Allowable Fuel Temp - Max Measured Fuel Temp
For example;
LAT (fuel) = T1 + 75* - T7
*This is dependent on Engine Type Ref Test and Acceptance criteria

Test Procedures

If the fuel system does not demonstrate adequate cooling capability there are several things to consider:
• Ensure test ports are in the correct position/location.
• Ensure the thermocouples are reading accurately.
• Check the fuel system for leakages.
• Check the fuel lines are not routed near to any heat sources such as exhaust and after treatment components
and hydraulic tanks.
• Check there are no hotspots being created in the installation resulting from insufficient air flow and stagnant air.
• If a fuel cooler is installed:
– Review the temperature drop across the fuel cooler and the fuel cooler specification.
– Review the installation and check cool air is entering the fuel cooler core
Check for hot air re-circulation
Check the position of the core in relation to other cores and ensure that the frontal area is not restricted
• Review the system design for improvements, i.e. the use of heat shields and deflectors to help air flow across
pipework, re-routing pipework if possible etc.

4.12.11 Reporting
• Test conditions
• Test results

Test Procedures
4.13 AITP 14/12 Air Inlet Temperature Offset Test

Not available at time of print.

Test Procedures
4.14 AITP 14/13 Under Hood Thermal Test

4.14.1 Purpose
The purpose of the UHT test is to:
• Ensure that critical and sensitive engine and aftertreatment components are not subject to excessive
temperatures during worse case machine operation and hot shutdown conditions; which may lead to
deterioration in the performance, life, and premature component failure.

• The maximum component temperatures must be recorded and extrapolated to the maximum application ambient
(normally 48°C) must be less than the maximum intermittent and continuous component limits.
– The component limits for each engine type can be found in Appendix D.

• Data logger
• Thermal imaging camera such as Fluke Ti9*
• Temp indicator stickers, if required:
8T-2820 140°F-190°F (60°C-88°C)
8T-2821 180°F-230°F (82°C-110°C)
8T-2822 220°F-270°F (104°C-132°C)
8T-2823 260°F-310°F (127°C-154°C)
8T-2824 300°F-350°F (149°C-177°C)
(RS Components stock similar sticker’s example part ref 555-437)
*This type of equipment should only be used to identify hot components and should not be used to measure or log
any component or fluid temperatures used for installation sign off purposes.
4.14.4 Under Hood Thermal Test Preparation

– The machine bodywork, panels and sealing around the engine compartment, aftertreatment and DEF system
components.
– Air filter and all air intake piping
– Exhaust pipe, location, and routing
– ANY components that affect airflow around the installation.
positioned in front of the cooling cores and add heat and restrict air onto the cores, are installed.

Test Procedures

– Cab heater off
• The thermostat should be operational.
– If the field test engineer is confident that blocked open thermostats will provide the same or very similar test
results, they may be used. This allows part of the UHT test to be run in tandem with the ambient capability and
charge air cooling test. However, care should be taken to only use blocked open thermostats when the field
test engineer has prior knowledge of the installation in terms of result similarity.
– The ambient temperature should also be considered in a decision to use blocked open thermostats. The
further the test ambient is from the installation’s maximum ambient temperature, the more likely functional
thermostats should be used.
installation dependant test channels are required and if any recommended channels will be measured. (Refer to
4.14.5 Test Channels.)
• Photograph all thermocouple locations.
• If this test is being combined with the DEF temperature test AITP 14/15, care should be taken to ensure that all
the requirements of this test are also met with the correct level of DEF to ensure that the DEF level runs low and
the low level fluid indicator is illuminated at the end of the test.

• Refer to Appendix D UHT testing criteria for a complete list of required components and details of the required
probe locations.
– The temperature must be measured for all components marked as mandatory.
– The remaining components are subject to the judgement of the test engineer.
– Care should be paid to the required location of the thermocouple as some components have ambient
temperature limits and others have surface temperature limits.
• The engineer should be familiar with the engine bay layout and airflow of the machine in order to evaluate,
in advance, the components at risk which are likely to require temperature measurement. If in doubt a short
pre-test can be made with color changing temperature indicator stickers fitted in critical areas in order assess
potential problem areas. Details of suitable temperature indicator stickers can be found in the instrumentation
section of this procedure.

– at least 10°C (50°C) is preferred
• Ambient temperature maximum 40°C (104°F) – HRC ONLY
• If this test is conducted in an environmental test cell:
– LRC engines – Ambient temperature should be maintained at the maximum ambient temperature that the
machine has been designed to operate in. For worldwide clearance this should be 48°C (118°F).
– HRC engines – Ambient temperature should be maintained at the maximum allowable 40°C (104°F)

Test Procedures
• Coolant temperature minimum at the start of the test – HRC Only
– C4.4-7.1 ACERT – 65°C (149°F)
– C3.4B – 70 °C (158°F)
– C1.7-C2.2 (w.DOC) – N/A
• Low wind speeds
Before commencing this or any other test it is of the utmost importance that the operator understands
clearly what is required and that the machine is operated in a safe and controlled manner. Ensure that the
machine controls, particularly brakes and shut off control are functioning correctly and that the test area is
partitioned off from pedestrians and other site personnel. Ensure that test equipment is secured and does
not present a fire risk.
machine operation.
2. Start the data logger (1 Hz is sufficient).
4. Operate the engine at maximum load (it will see in operation) full speed. Refer to Appendix A for details of
how to achieve worse case duty cycles for different machine types.
5. Continue to operate the installation in this manner until all thermocouples have stabilized (indicated by less
than a 1°C change in a 10 minute period) or are tracking equally with ambient temperature for a minimum of
30 minutes. Some applications may take in excess of an hour to demonstrate stabilized temperatures.
6. Once the temperatures are stable, shut the engine down with minimum cool down time (5 seconds is
recommended to protect the turbo). Leave the data logger running.
7. Once the engine is shut down, continue taking thermocouple readings for a minimum of 15 minutes or until all
readings have peaked and started to decrease.
If testing a C4.4 ACERT or C7.1 ACERT engine with a DPF, continue to step 8, otherwise skip to step 12.
9. Run a full length “Ash service regen/de-sulphation service test” using ET.*
10. Once the de-sulphation test has finished, shut down the engine with minimum cool-down time.
11. Once the engine is shut down, continue to log the temperatures for a minimum of 15 minutes after shutdown
or until all thermocouple readings have peaked and then started to decrease.
12. If the installation is to operate at peak torque at any time for example an Agricultural tractor, repeat Steps
#5-7 while operating the engine at peak torque speed rather than rated speed
*In some cases it has been noted that the engine may stop the de-sulphation service test if certain electronic
components exceed required temperature limits. Be mindful of this potential situation during testing. If the
engine broadcasts a diagnostic code and terminates the de-sulphation service test prematurely, check
each component temperature to ensure that one or more component temperatures have not exceeded their
maximum value.

Test Procedures

• When the testing is complete there will be a stabilized operating temperature and peak temperature for each
thermocouple location. For the C4.4/C7.1 ACERT engines with DPF there will be two stabilized temperatures and
two peak temperatures for each probe location. The greater of the two values in each case should be used.
• Correct the stabilized and peak temperatures to the maximum required machine operating temperature
(normally 48°C to achieve worldwide clearance) using a ratio of 1:1.
• The corrected temperatures must be less than the maximum component limits in Appendix B for both
continuous and peak operating conditions.
• If any of the operating or shutdown requirements have not been met, the installation must be modified to
achieve acceptable temperatures. Several aspects of the installation can affect airflow. It is critical to assess
the problem area and review the use of heat shields and additional ventilation.
4.14.9 Reporting
• Test conditions
• Test results

Test Procedures
4.15 AITP 14/14 Remote Oil Filter Test

Available on request.

Test Procedures
4.16 AITP 14/15 Front PTO Load Demand Test

Available on request.

Test Procedures
4.17 AITP 14/16 DEF Temperature Test

4.17.1 Purpose
The purpose of the Diesel Exhaust Fluid Temperature Test is to ensure that the maximum permissible DEF
temperature is not exceeded within various points within the DEF system; during worst case machine operation
and hot shutdown conditions.

The maximum DEF temperature recorded and extrapolated to the maximum application ambient (normally 48°C)
must be less than the maximum fluid temperature limits at various points throughout the DEF system as detailed
in Table 4.13. Appendix D provides details of all the DEF system limits should it be necessary to test them and
provides a gauge map of the probe locations.
Table 4.13 – DEF Temperature Limits by Engine Type

• All measurement channels must be measured throughout the duration of the test. The machine tested should be
operated over the most intensive work cycle envisaged for the design.
– Refer to Appendix A for further information.
• Refer to Appendix D for further detail and the correct positioning of probes.

Test Procedures
4.17.4 Diesel Exhaust Fluid Temperature Test Preparation

• This test may be run simultaneously with the UHT test (AITP 14/13), provided that all the test requirements and
operating conditions are met.
• The machine must be fully production representative in ALL aspects, especially:
– Aftertreatment and DEF system components
– Exhaust pipe, location and routing
– The machine bodywork, panels and sealing around the engine compartment
– Air filter and all air intake piping
– Any components that affect airflow around the installation
positioned in front of the air charge cooler and add heat and restrict air onto the core, are installed.
– Blocked open thermostat or operative (provided coolant outlet temperature stabilizes to at least 80°C during
the test)
– 50:50 water, antifreeze mix or ELC up to the max full level
– Cab heater off
• Make provisions to measure and or record all mandatory measurement channels, assess whether any
Installation dependant test channels are required, and if any recommended channels will be measured (Refer to
tolerances and wear in the hydraulic system.
• The coolant valve must not be allowed to open during this test. It is recommended that the coolant feed lines
are disconnected and plugged to prevent operation during this test.
• It is also recommended that the DEF lines and the pump heater (where applicable) should be prevented from
operating during the test. At the time of writing an acceptable method of doing this for each engine type has not
been established. Running with operational DEF lines and pump heating (where applicable) is worse case but
may mean that the DEF temperatures after extrapolation are unrealistically high. If the DEF temperatures exceed
the maximum limits by a small margin, the results of the test along with all test data should be submitted to
Caterpillar for further review.
• The DEF level must be sufficient for the machine to operate until the DEF temperature stabilizes. This must be
at least 1 hour of continual operation for the C7.1 ACERT (w.SCR) and C3.4B (w.SCR) and at least 2 hours of
continual operation for the C4.4 ACERT (w.SCR). The required time of operation is dependent on the type and
operation of the machine. It should be noted that machines that are stationary for long periods during operation,
like an excavator, can take up to 4 hours or longer for the DEF to reach its maximum stabilized temperature.
– For the C4.4 ACERT (w.SCR) the duration of test is longer as the injector is DEF and not coolant cooled. This
means that setting the level of DEF is even more critical to the test.

Test Procedures
• Customer experience considering the machine, duty cycle, and operating environment should be used when
estimating the volume of DEF to be used. A level less than 25% of the usable volume can be used as a guide. If
the level is insufficient, the DEF temperature will not reach a stable maximum and will continue to rise and the
test will have to be repeated with an increased DEF level. If the DEF level is excessive, however, it will increase
the necessary duration of the test.
• Identify the machines low DEF level alarm.
• Connect ET.

• Data logger

• Ambient temperature minimum 4°C (40°F)
– At least 10°C (50°C) is preferable to reduce extrapolation error.
• Ambient temperature maximum 40°C (104°F)
• If this test is conducted in an environmental test cell, the ambient temperature should be maintained at the
maximum allowable 40°C (104°F).
• Barometric Pressure > 83 kPa, i.e. an altitude less than 1676 m (5,500 feet) (TBC)
• Coolant temperature minimum at the start of the test:
– C4.4-C7.1 ACERT w SCR and 854 to C3.4B w SCR series – 65°C (149°F)
– 854 – 70 °C (158°F)
• Low wind speeds

Test Procedures


T7 Coolant Outlet (top hose) All Engines
T17 DEF into DEF Pump (supply module) C3.4B Only
T18 DEF into DEF Injector (dosing module) All Engines
T19 DEF Pump Ambient Temperature C3.4B & C4.4 ACERT
T21 DEF Injector Electrical Connector All Engines
T29 Heater Control Unit (HCU) Skin Temperature C3.4B Only
T47 DEF Control Unit (DCU) Ambient Temperature C7.1 ACERT Only
T49 Coolant Valve Skin or Ambient Temperature All Engines
T50 Coolant Temperature into Header C3.4B Only
ET 4 Engine Load
ET 13 DEF Temperature in Tank
All Engines
ET 18 DEF Fluid Tank Level
Table 4.14 – Mandatory Test Channels
4.17.8 Diesel Exhaust Fluid Temperature Test Procedure:

Note: M
ake sure that there is a minimal amount of DEF in the tank to run for about one hour. The first portion of
this test will not end until the Low DEF Level alarm goes off.
machine operation.
2. Start the data logger (1 Hz is sufficient).
4. Operate the engine at maximum load (it will see in operation) full speed.
5. Continue to operate the machine in this manner for a minimum of one hour for the C7.1 ACERT and C3.4B
engines and a minimum of two hours for the C4.4 ACERT.
6. During this time record readings of DEF tank fluid temperature and the DEF fluid temperature into the injector.
A full list of the required test measurements is detailed in the test preparation section above.
7. After one hour (C7.1 ACERT and C3.4B), two hours (C4.4 ACERT), continue until the Low DEF Level alarm
goes off.

Test Procedures
8. Remove the load.

If testing a C4.4 ACERT or C7.1 ACERT engine with a DPF, continue to step 9 otherwise skip to step 10.
9. Run a full length ash service/de-sulphurization test using EST.
10. Shut down the engine with minimum cool-down time.
11. If testing a C4.4 ACERT engine continue to log temperatures for a minimum of 6 minutes or until all
thermocouple readings have peaked and then started to decrease.
If testing a C7.1 ACERT or C3.4B logging should stop when the engine is shut down.
12. If the installation is to operate at peak torque at any time, repeat Steps #4-11 while operating the engine at
peak torque speed rather than rated speed.
*This test requires that a full de-sulphation test to be completed. In some cases it has been noted that the engine
may stop ash service regenerations if certain electronic components exceed required temperature limits. Be
mindful of this potential situation during testing. If the engine broadcasts a diagnostic code and terminates
the ash service regeneration prematurely, check each component temperature to ensure that one or more
component temperatures have not exceeded their maximum values.

• When the testing is complete there will be a peak temperature for each thermocouple location Correct this peak
temperatures to the maximum required machine operating temperature (normally 48°C to achieve worldwide
clearance) using a ratio of 1:1.
• The corrected temperatures must be less than the maximum limits shown in Appendix D.
• If the DEF temperatures exceed the maximum limits by a small margin then the results of the test along with all
test data should be submitted to Caterpillar for further review.
• If the corrected DEF temperature at the injector is above the allowable value, the installation must be revised to
achieve acceptable temperatures. There are several things to consider.
– If using a belt-driven fan, ensure that the belt is properly tightened.
– Review the area around the DEF tank and DEF line for hot air circulating. The DEF tank may be subject to
a heat source such as the cooling fan blast or other machine components. Review the DEF tank’s location
compared to sources of heat. Consider relocating components or providing heat shielding to lower DEF tank
temperature.
4.17.10 Reporting
• Test conditions
• Test results

Test Procedures
4.18 AITP 14/17 DEF System and Aftertreatment Vibration Test

4.18.1 Purpose
The purpose of this vibration test procedure is to:
• Ensure that critical DEF and aftertreatment system components are not subjected to excessive vibration levels
during machine operation; which may lead to premature component failure.
This test procedure covers components which are particularly sensitive to vibration and/or are emissions critical.
It does not cover all engine and machine system components which may require additional vibration testing.
A summary of the components that require testing along with the conditional requirements; by engine and
application type is detailed in Appendix G – Table 11.1.

For the aftertreatment module and each DEF system component the measured vibratory response should fall
below the datum curves. The acceptance criteria for each engine type can be found in Appendix G.

Hardware
• PC interface
National Instruments USB-9234, 4 Input, 24 Bit , 51.2 KS/S , Software selectable IEPE and AC/DC Coupling
102 dB Dynamic range
• Accelerometers
DJB Instruments A/123/TS 6-9 Mvg
Software
• National Instruments Measurement and Automation Software
• National Instruments LABVIEW software available for free download from:
http://joule.ni.com/nidu/cds/view/p/id/2534/lang/en.
• Vibration Measurement Tool “Vibes” – an internally released user interface for the Labview available for
Caterpillar employees. This is available from your applications engineer upon request.
• Details of how to use this software can be found in Appendix F.

• Hardware drivers for the National Instrument USB-9234 are also available at the following address.
http://joule.ni.com/nidu/cds/view/p/id/2337/lang/en
4.18.4 DEF System Vibration Test Preparation

– The location and mounting of all DEF system components
– The routing of the DEF lines and DEF system cooling lines
– The machine bodywork and panels
– The use of any covers and dampers
– The use of any brackets and wiring harness, hoses and clipping points must be production intent.
– The routing and support of hydraulic system hoses must be production intent – these are a significant source
of frame vibration at critical frequencies.

Test Procedures
• All wires should be taped to the engine or machine in places that will not affect the test measurements. During
operation long coaxial bundles must be carefully routed so they do not touch or bounce near the components
being measured.
• Ensure all ancillary components are not rattling on the frame as this can result in false measurements and a
false fail.
• It is recommended that the system calibration is checked prior to each test. Although there is no need to
calibrate the system, checking with a calibrator is an effective method to determine if there are any faults
with accelerometers, cables, front end, or software installation. See the first screenshot under “Vibes screen
features” in Appendix F for details of what the correct calibration trace should look like.
• Sampling frequency should be a minimum of 4800 Hz (the “Vibes” software sets this automatically at 5000 Hz).
• Take photos of measurement locations and accelerometer orientations.
4.18.5 DEF Vibration Test Procedure
Before commencing this or any other test, it is of the utmost importance that the operator understands
clearly what is required and that the machine is operated in a safe and controlled manner. Ensure that the
machine controls, particularly brakes and shut off control, are functioning correctly and that the test area is
partitioned off from pedestrians and other site personnel. Ensure that test equipment is secured and does
not present a fire risk.
The best approach is to capture vibration time histories and return these to Caterpillar for analysis and
comparison to acceptance levels.
Using the “Vibes” software, it is recommended that both a time history (using the “Record” function) and a
frequency analysis (using the “Analyze” function) is measured for each condition.
1. Ensure all tri-axial accelerometers are installed securely in the correct location detailed in the gauge map
section of this test procedure.
2. Conduct a speed sweep with no engine load and record measurements from all critical components.
a. run engine at low idle for 10 seconds
b. run engine up slowly to high idle – duration should be at least 1 minute
c. run engine at high idle for 10 seconds
3. Conduct speed sweep as in step 2 but with the engine under load (i.e. – hydraulically loading the engine or
applying load using a dyno) and record measurements from all critical components.
4. Run the machine through all standard events of a machine duty cycle and record measurements from all
critical components.
Record accelerometer serial numbers, their locations, and the measurement axis. Typically 5-10 operating
conditions are used and should cover all the typical working operations of the machine, covering the worst
case working modes, accelerations, and shock loading. Typical operations to consider are as follows:
a. Roading (including towing) – this should be conducted for all machines where applicable. It should be
conducted at maximum or recommended speeds on a hard surface.
b. Operating the machine at a typical working speed (e.g. a fixed hand throttle or switch position) – multiple
conditions can be evaluated if necessary.
c. Operation of a typical implement cycle (e.g. vib function on a compactor, excavator hydraulics)
d. Loading -Y cycle

Test Procedures
e. Pick and place

f. Boom extension
g. Re-handling
h. Compacting
i. Ploughing
j. Mowing
k. Harvesting
l. Pumping
m. Crushing
n. Other cycle depending on machine
Approximately 10-15 seconds of data is all that is required at each machine operating conditions, unless it is an
implement cycle that takes longer
5. Analyses will be saved in an Excel-readable ‘.lvm’ format. The file name should be changed on each run to
facilitate analysis

To interpret the results the use of a PSD (power spectrum density) analysis is required to determine the dominant
frequencies and their amplitude during typical machine duty cycles.
A speed sweep is used to determine any resonant frequencies derived from engine, hydraulic, and vehicle
interactions.
Interpretation of these results is critical and the raw data must be made available for analysis and approval
by Caterpillar.
If results are marginal or exceed the limits of the component vibration profile, additional testing and further
analysis maybe required. A change to the mounting location or isolation of the component may be necessary.
4.18.7 Reporting
• Vibration kit ref number
• Test conditions
• Test results

Test Procedures
4.19 AITP 14/18

No allocated test procedure.

Test Procedures
4.20 AITP 14/19 Exhaust Temperature Drop Test

4.20.1 Purpose
The purpose of the Exhaust Temperature Drop Test is to:
• Ensure that the maximum permissible temperature drop between the engine and SCR canister will not be
exceeded during any machine operating cycle.
– With SCR aftertreatment systems, the NOx conversion efficiency will decrease if exhaust temperature at the
entry to the SCR catalyst decreases. If the exhaust temperature drop is significant, the tailpipe NOx levels may
increase to a level that would be above the legislated limit over certification test cycles.

Acceptance and Test Criteria – C3.4B (w.SCR)
• The temperature drop recorded between the DOC inlet and the SCR inlet must be less than the maximum
permissible value for the operating speed and engine fuelling detailed in Table 4.15 below.
– The test condition must give a steady speed and load condition which falls within the permissible operating
range for the result to be valid.
Table 4.15
Acceptance and Test Criteria – C4.4 ACERT (w.SCR)

• For remote aftertreatment the temperature drop recorded between the backpressure valve (EBPV) and the DOC
inlet must be less than the maximum permissible value for the operating speed and engine fueling detailed in
Tables 4.16- 4.19 below.
– The test condition must give a steady speed and load condition which falls within the permissible operating
range for the result to be valid.

Test Procedures
1204F-E44TTA No DPF
(ratings 105-129kW)
Engine Fuel Delivery (mm3/st)
Speed
80 100 120 140 Max*
(rpm)
1400 19 19 16 16 15
1600 16 16 15 14 14 Max Allowed
1800 13 13 13 13 13 Temp drop
2000 10 11 11 11 between EBPV
2200 9 10 11 11 and DOV
Table 4.16
1204F-E44TA No DPF
(ratings 70-92.6kW)
Speed
40 60 80 Max*
(rpm)
1400 19 24 20 20
1600 15 17 20 16
Max Allowed Temp drop
1800 16 15 14 14
between EBPV and DOV
2000 13 13 15 14
2200 13 14 12 12
Table 4.17
1204F-E44TA No DPF
(ratings 98-110kW)
Speed
40 80 100 Max*
(rpm)
1400 22 24 23 220
1600 19 19 19 19
Max Allowed Temp drop
1800 17 17 15 15
between EBPV and DOV
2000 16 16 14 14
2200 14 13 14 14
Table 4.18

Test Procedures
1204F-E44TTA
(ratings 117-129kW)
Speed
80 100 120 140 Max*
(rpm)
1400 31 30 28 27 25
1600 28 26 24 23 21 Max Allowed
1800 25 23 21 19 17 Temp drop
2000 22 20 18 16 between EBPV
2200 19 18 16 14 and DOV
Table 4.19
*The Max fueling is the maximum steady state fuel limit at that speed (this is the Torque limit) – being on this limit
means power/torque is the maximum allowed (on the lug curve). The max fueling value is dependant on
the actual rating.
Acceptance and Test Criteria – C7.1 ACERT (w.SCR)
• For remote-mounted aftertreatment the temperature drop recorded between the backpressure valve (EBPV) and
the DOC inlet must be less than the maximum permissible value for the operating speed and engine fueling. The
test condition must give a steady speed and load condition which falls within the permissible operating range
for the result to be valid. The test and acceptance criteria for this engine is dependant on rating and must be
advised by engineering.

• The machine set-up and test environment should be arranged so that the engine speed and load can be
maintained within a green shaded region of the relevant table for engine and rating.
– Typical ways to achieve operation are to do a drag-sled or roading test. The method may vary by machine type.

• Data logger
• K type thermocouple or equivalent
• ET

Test Procedures
4.20.5 Exhaust Temperature Drop Test Preparation

• For the C3.4B product this test must be run discretely.
• For the C4.4 ACERT product this test may be run simultaneously with the backpressure test (AITP 14/07),
provided that all the test requirements and operating conditions are met (specifically operation at 100% load).
– The machine bodywork, panels and sealing around the engine compartment and after treatment.
– Air filter and all air intake piping.
– Exhaust pipe and AT canisters, location, routing and insulation
– ANY components that affect airflow around the installation.
• Ensure that any OEM optional components such as the fitment of spark arrestors, rain caps, or exhaust
aspirated air cleaner pipework are installed.
– 50:50 water, antifreeze mix or ELC up to the max full level
to run at its maximum allowable speed. This speed is determined by the OEM’s system design.
installation dependant test channels are required and if any recommended channels will be measured (refer to
– Inspect all exhaust system pipework and instrument tapings for potential air leaks.
• The machine set-up and test environment should be arranged so that the engine speed and load can be
maintained within a green shaded region of the relevant table for engine and rating.
– Typical ways to achieve operation are to do a drag-sled or roading test. The method may vary by machine type.
• Ensure that all thermocouples are reading a reasonable value for the current state of machine operation.
• Connect ET.
– Set engine speed with Cat ET for zero droop at customer’s rated speed setting.
• Note: Make sure that there is sufficient Fuel and DEF in the tank to run for at least 30 minutes.

Test Procedures

• Listed below are the minimum mandatory test channels. Refer to Appendix B for summary of all test channels,
which includes all recommended channels, application specific test channels and a standard list of ET channels

T14 Exhaust Temperature (BPV outlet) C4.4-7.1 ACERT Only
ET1 Engine Speed
ET 3 Engine Delivered Fuel Volume
ET 4 Engine Load
ET 7 Engine Coolant Temp
All Engines
ET 12 DEF Injector Dosing Quantity
ET 14 DOC Inlet Temperature
ET 15 SCR Inlet Temperature
Table 4.120

• Ambient temperature minimum 4°C (40°F)
– This is an absolute minimum but higher temperatures are more favorable for this test. At least 10°C (50°F) is
recommended but 20°C (68°F) is preferred.
• Ambient temperature maximum 40°C (104°F)
• Coolant temperature minimum at the start of the test
– C4.4-7.1 ACERT 65°C (149°F)
– C3.4B 70 °C (158°F)
• Low wind speeds

Test Procedures
4.20.8 Exhaust Temperature Drop Test Procedure

1. Start any data loggers, ET and other (1 Hz is sufficient).
2. Check all data is logging correctly.
4. Run the machine to get coolant above 70°C.
5. Run at a fixed engine speed, ideally 1400 rpm.
6. Run the machine in a manner to achieve as steady load as possible at an acceptable fueling @ engine speed
(ideally 1400 rpm).
– The test must be run within the green shaded region of Table 4.15.
– Ideally stay within 1 or 2 boxes within this region, for the duration of the run (examples shown by
dotted outlines).
– Typical ways to achieve operation are to do a drag-sled or roading test. The method may vary by
machine type.
– If there are concerns with regards to being able to hold a suitable condition, please contact the engineering
team for guidance/acceptability.
7. Hold the condition for a minimum of 20 minutes.
8. As a guideline it is desired to have the DOC inlet temperature steady within +-5°C

• When the testing is complete there will be maximum temperature delta between DOC inlet and SCR inlet.
– The temperature delta should be stable +/-5°C
– The temperature delta must be less than the maximum limits shown in the relevant table for the engine and
rating tested (tables 1.1-1.5)
• The operating speed and fueling should not move between more than two boxes in the table, during the time
duration assessed (which should be 20 minutes).
– Example shown by dashed blue outline in Table 4.15
– If there is movement between two boxes
• If the temperature delta exceeds the maximum permissible for the operating condition in Table 4.15 there are
several things to consider:
• Is all pipe insulation present and production intent?
• Have the maximum exhaust pipe lengths been adhered to? (see A&I manual)
• Is the operating speed and load stable enough during the testing?
4.20.10 Reporting
• Test conditions
• Test results

Test Procedures
4.21 AITP 14/20

No Allocated Test Procedure.

Test Procedures
4.22 AITP 14/21 Alternator Load Balance Test


Test Procedures
4.23 AITP 14/22 Engine ECM Circuit Resistance Test


Test Procedures
4.24 AITP 14/23 ECM Circuit and Injector Resistance Check


Appendix A
5.0 Appendix A – Duty Cycles

Below is a list of the Appendices covered in the following sections which can be found referenced in the appropriate
AITPs.
Appendix A. Duty Cycles
Appendix B. Test Channels
Appendix C. Test Settings
Appendix D. UHT and DEF Temperature Test Acceptance Criteria and UHT Gauge Map
Appendix E. Pressure and Temperature Probe Locations
Appendix F. Installation Notes Vibration
Appendix G. Vibration Acceptance Criteria and Gauge Map
Appendix H. Propped Open Thermostat Procedure
Appendix I. Fuel System Measurement Points
Appendix J. Engine Drain Points
5.1 Duty Cycles

Appendix A contains advice on achieving the required or worse case operating conditions when testing various
machine types.
Overview
Dynamometer Tests
Advice for testing using a dynamometer for various machine types
Field Tests
Advice testing during a machine duty cycle for various machine types
5.1.1 Dynamometer Tests

For accurate and consistent results cooling tests should preferably be carried out on a dynamometer.
When this is not possible, cooling tests can be conducted from field trials, but it is essential that machines are
subjected to the most arduous conditions which can be achieved using a fully experienced operator. To ensure
that the system being tested is adequate in size and performance for the highest load factors seen in service.
Many of the audit tests should be conducted at FULL LOAD RATED SPEED.
It is not possible to give specific recommendations regarding the method of connecting machines to a
dynamometer, due to the wide variation of machine types, transmissions, etc. The following notes are however
included for general guidance:
Agricultural Equipment
Agricultural Tractors
Load is applied by connecting the tractor P.T.O. shaft to the dynamometer.
• Performance and cooling characteristics should be determined under full load conditions across the speed
range, with special attention to maximum torque and rated speed conditions.
• P.T.O. speed at an alternative engine speed performance and cooling should be recorded under the
recommended P.T.O. condition.
• It should be ensured that the required ambient clearance is achieved throughout the speed range from maximum
torque to maximum rated speed.

Appendix A
Combine Harvesters
With the majority of combine harvesters, the engine can be connected to a dynamometer by removing the engine
rear end drive housing and connecting a shaft directly from flywheel to dynamometer.
• Prior to commencing cooling tests, it is essential that checks be carried out to ensure the correct rated speed
and governor run-out conditions are achieved.
• Cooling performance should then be recorded at maximum throttle setting with the load adjusted to give rated
speed, and also at 75% of rated load on the governor curve. For combines with conventional mechanical
transmissions the ambient clearance parameters should be based on:
– Coolant – full load, rated speed condition
– Lubricating oil – at 75% load on governor curve.
• For combines with hydrostatic transmissions, or models equipped with special attachments (e.g. high power
requirement straw choppers, etc.) the ambient clearance for both coolant and lubricating oil must be determined
under full load rated speed conditions.
• Note: On applications having hydraulic or transmission oil coolers positioned in the air stream into the radiator,
the necessary allowance for heat input must be included in the results.
Other Specialized Equipment

This covers equipment such as viners, beet harvesters, foragers, etc.
• With the dynamometer connected at the most convenient position to absorb full engine power, tests should be
carried out over the full operating range.
• The ambient clearance parameters should be based on the worst cooling condition recorded within the normal
operating range of the machine.
Earthmoving Equipment
Crawler Loaders/Dozers
• Where machines are fitted with P.T.O. shafts (e.g. winch drives, etc), these can be used providing it is ensured
that the drive is capable of transmitting full engine power, and also that, with torque converter transmissions, the
P.T.O. is driven from the torque converter output shaft.
• If no P.T.O. shaft is incorporated, the dynamometer can be connected (via a step-up gearbox) to any convenient
transmission drive shaft, on to the track final drive shaft.
Wheel Loaders
• In the majority of cases P.T.O. shafts are available, although in some cases, it is necessary to remove the rear
transmission housing and connect the dynamometer to the gearbox output shaft.
Excavators
• Where necessary, the rear drive housing must be removed and the dynamometer connected direct to the
engine flywheel.
• On hydraulic drive machines, however, stationary tests can be completed without using a dynamometer by using
the machine hydraulic pumps to load the engine. This can be achieved by incorporating adjustable valves in the
hydraulic oil circuit, but it is necessary to fit an independently hydraulic-cooled hydraulic oil cooler to dissipate
the increased heat input to the hydraulic circuit.
• The loading on the engine can be determined from pressure and flow characteristics, adjustments of flow via the
valves enabling the required percentage loading to be achieved as specified below under the heading “Ambient
clearance parameters.”

Appendix A
Conducting a Cooling Test

• Prior to commencing cooling tests it is necessary to ensure that the maximum no-load engine speed is at the
specified setting.
• Correct governor control and maximum no-load speed is essential for machines incorporating torque converter
transmissions, especially where the torque converter speed ratio range is matched to the engine governor curve.
Torque converter speed ratio = Output speed
Input speed
• All cooling tests with torque converter transmissions should be carried out with the engine under full throttle
conditions, the dynamometer loading being adjusted to enable cooling performance to be determined along the
torque converter speed ratio curve down to the ratios specified below.
• For machines fitted with hydraulic or mechanical drive transmissions the ambient clearance parameters should
be determined at the percentage loads at rated speed specified below.
Ambient Clearance Parameters for Dynamometer Tests
• For machines fitted with torque converter transmissions the ambient clearance temperature must be based on
results obtained over the torque converter speed ratio curve down to a speed ratio appropriate to the machine
type, as follows:
– Crawler loaders and dozers 0.3 speed ratio
– Wheel loaders 0.35 speed ratio
– Industrial tractors, tractor/ digger/loaders, etc. 0.4 speed ratio
• For machines with hydraulic and mechanical drive transmissions, the ambient clearance temperature should be
based on the following load factors
– Excavators 80% load at rated speed
– Wheel loaders, industrial tractors, 85% load at rated speed
tractor, digger, loaders, etc.
– Crawler loaders, dozers 100% load at rated speed
5.1.2 Field Tests

For all applications it is essential that testing is conducted at maximum throttle (FLRS), and that an adequate test
area is available to enable continuous operation to achieve stabilized temperatures.
• For a field test cooling trial it is necessary to determine the highest load condition on the engine. This can be
done by measuring the exhaust temperature on mechanical engines or reviewing the duty cycle, load or fuel
consumption data on electronic engines. The machine is then subjected to a variety of duties to determine
the highest load that can be maintained to achieve stabilized temperatures. When conducting these trials it is
necessary to record the data at full load rated speed as a datum condition; if possible.
– T he clearance ambient must be determined from the highest coolant and oil temperatures recorded during the
test period.
• Many machines may encounter their highest sustained load, and hence cooling requirement, during road travel to
and from their working site. Any machine capable of use on the public roads must be subjected to a cooling test
driving at maximum safe speed on a suitable road or test track. This should include a suitable hill climb or simulation.

Appendix A
Many of the audit tests must also be conducted at FULL LOAD RATED SPEED such as
• CAC Pressure Drop
• Exhaust
• Induction (Turbo Only)
• JW/AAC Heat Rejection
Agricultural Equipment
Agricultural Tractors
For agricultural tractors, it is necessary to ensure that excessive wheel slip does not occur. In some cases this
problem can be avoided by using P.T.O. driven implements (e.g. Rotavators, etc.).
Earthmoving Equipment
For guidance the following cycles have been found most effective.
Crawler Loaders/Dozers
The most practical and severe test cycle is to operate the machine by digging an underground ramp as
illustrated. This allows the machine to operate for limited periods in still air, and has proved more repeatable
than surface testing.
Figure 5.1
Wheel Loaders
The most practical test involves a “dig and dump” cycle, and it is generally found that the period between “dig”
and “dump” should be kept to a minimum.
Excavators
It is evident that the most effective test is to excavate a trench. It is, however, necessary to select a site with rock
or heavy clay subsoil in order to submit the machine to a maximum “break-out” loadings and to restrict slewing
time to a minimum.
Industrial Lifting Equipment

This covers the following range of applications:
• Forklift trucks
• Side loaders
• Straddle carriers

Appendix A
With these applications several variants in capacity are normally offered, resulting in major alterations to the
basic machine which can cause drastic effects on the efficiency of the coolant system. The same applies also to
the fitment of optional transmissions, especially where provision is to be made to cool the transmission oil.
The standard cooling test for the above range of applications is by operating the machine on a duty cycle in
which the maximum acceleration is achieved with the shortest distance, attaining maximum engine speed and
retardation.
Coolant clearance tests should be carried out with a machine of the range representative of the most demanding
in respect of the coolant system.
It is also essential to ensure that the operator is proficient and fully conversant with the operation of the machine,
and be fully capable of operating the machine to its maximum capacity, thereby ensuring that the test cycle is
representative of the most demanding conditions.
In order to load the machine adequately, but also bearing in mind safety in testing, it is recommended that the
machine be loaded to 75% of its rated capacity and that the test load is properly secured. Experience confirms
that the speed of operation is more critical than the actual load carried and, due to accidents experienced in
combining speed of operation with full load, the 75% load factor is recommended.
Forklift Trucks
• The machine should be loaded to 75% of its rated capacity, and the length of test track defined and marked.
• The machine with the forks in the lowered position is driven at full engine throttle opening in a forward direction
to the end of the test track where a three-point turn is executed to face the machine in the opposite direction.
The load is then lifted to 75% of full lift at the maximum lifting speed and then lowered. (75% lift is stipulated from
a safety aspect.)
• The machine is then driven under full throttle opening back to the starting point where another three-point
turning is carried out following by a lift and lower cycle.
• This cycle is repeated until stabilized water and engine oil temperatures are obtained and maintained for at
least 15 minutes.
• When the application is fitted with a torque converter transmission the transmission oil temperature must also
stabilize.
• I f the converter can be used as an additional braking power this must be used in addition to the standard
braking system in bringing the machine to a stop at each end.
Side Loaders and Straddle Carriers

• The test procedure is basically the same as for forklift trucks, i.e., the load is lifted and lowered at each end of
the test track, but the direction of travel is simply reversed without executing a three-point turn of the test track,
thus indicating maximum heat rejection from the transmission.
Cranes
Normally the engine power requirements for the lifting and slewing cycles are low in respect of self-propelled
mobile vehicles. The maximum engine power requirement is generally used driving the crane. The cooling test
should therefore be carried out with the machine operating under the most severe load cycle.

Appendix A
Truck Mounted Cranes

• With these applications the engine is generally used to power the operation of the crane in lifting and slewing.
• The cooling test should therefore be carried out with the machine operating under the most demanding power
requirement until stabilized temperatures are attained.
Mobile Self-propelled Cranes
• The most demanding engine power requirement must be defined. This is generally with the machine travelling on
a gradient of sufficient distance to provide stabilized oil and water temperatures.
• In defining a suitable gradient for the test it should be appreciated that the maximum road speed of this type of
application is only in the region of 8 km/h (5 mph).

Appendix B
6.0 Appendix B – Test Channels

Full details of the channel requirements for all engines are contained within ‘Appendix B Test Channels.xls’; an
interactive spreadsheet available through your application engineer.
This tool enables you to automatically filter channel requirements by engine type and is listed for each individual test
procedure. It provides detail of all mandatory, recommended, and installation specific test channels.
Please note this is not an exhaustive list of all channel requirements as these may vary depending on the application
type and its use. The application engineer is responsible for making a judgement on the complete channel requirements
for each individual machine under test.

Appendix C
7.0 Appendix C – Test Settings
Table 7.1

Appendix D
8.0 A
ppendix D – UHT and DEF Temperature Test
Acceptance Criteria and UHT Gauge Map
This Appendix contains the acceptance criteria and a gauge map of thermocouple positions to support the Under Hood
Thermal test procedure. It also contains the acceptance criteria for the DEF temperature test. This is listed by engine
type as the requirements vary.
Overview
8.1 C7.1 ACERT (w.SCR)
Temperature Acceptance Criteria-DEF components
Temperature Acceptance Criteria – Engine system components
Thermocouple Positions
8.3 C3.4B (w.SCR)

Appendix D

C7.1 ACERT – Temperature Acceptance Criteria – DEF Components
DEF Component Temperature Requirements
Component Maximum Temperature °C
Ambient Air Temperature
• DCU (ECM on PEU/PETU) 85
• Pump 85
Skin Temperature
• DCU (ECM on PEU/PETU) 102
• CDV Solenoid 100
• DEF Injector – Electrical Connector 140
• DEF Injector – Fixation Point 200
• DEF Tank 60
• DEF Line 120
• DEF DCU Power Relay 85
• DEF DCU Power Voltage Load Protection Module (VLPM) 110
Fluid Temperature
• DEF Fluid to Pump 70
• DEF Fluid at Injector 85
• DEF Injector – Tip 120 Continuous, 140 (during shutdown)
• Coolant at Pump and Injector 110
Table 8.1
C7.1 ACERT Temperature Acceptance Criteria – Engine System Components
Max
Component Min °C Max °C Surface Ambient Notes
Intermittent °C
Rotating Electrics
Remy 13 & 18si (rear cover) 246 280 x Rear Cover Surface Temperature
Remy 13 & 18si 125 x
Bosch HD 10 105 125
Alternator Ambient Air Inlet
Heavy Duty-Denso HDB 93 x
(may be ducted)
Heavy Duty-Denso HDB SC 105 x
Heavy Duty-Remy 36si 125 x
Batteries 52 x
Battery Cables 80 x
Starter Motors 120 x
Top of Engine Components
Inlet Throttle Valve 140 x
NRS Valve 140 x
CCV Separator 175 200 x
CCV Hose 120 130 x
Valve Cover/Top Cover 175 200 x

Appendix D
C7.1 ACERT Temperature Acceptance Criteria – Engine System Components continued

Max
Intermittent °C
Controls System Items
Harness – Convolute 120 x
Harness Connector – Deutsch -55 125 x
Harness Connector – Ampseal 125 x
Harness Covers (J1/J2) 120 x
Harness – Fir-trees 120 x
Speed Sensors -40 150 x Cam and Crank
Pressure Sensors -40 125 x
Sensors: Engine Intake Manifold,
Temp Sensors – Passive
-40 120 x Engine Coolant, Ambient Air,
(PN: 256-6453 / 256-6454)
ATTAC Out
NRS Intake Manifold Temp
-40 120 x P/N: 339-8822
Sensor – Connector
-40 250 x P/N: 339-8822
Sensor – Probe
NRS Differential Pressure Sensor -40 140 x P/N: 385-1174
Turbo Out Temp Sensor –
-40 120 x P/N: 366-0451
Electronic Module
Turbo Out Temp Sensor – Harness -40 200 x P/N: 366-0451
P/N: 366-0451, Temperature Limit
Turbo Out Temp Sensor – Boss -40 200-500 x Transitions from Harness
Retention to the Probe.
Turbo Out Temp Sensor – Probe -40 900 x P/N: 366-0451
Water In Fuel -40 120 x
AT Power Relay -40 85 x
VLPM -40 125 x
NOx Sensor – Electronic Module -40 95 x
NOx Sensor – Harness -40 200 x
NOx Sensor – Boss -40 200-650 x
NOx Sensor – Probe -40 800 x
Aftertreatment Soot Sensor Box -40 85 x
Aftertreatment Soot Sensor
-40 200 x
Harness
-40 200 x
Antenna – Harness
-40 550 x
Antenna – Boss
-40 800 x
Antenna – Probe
NH3 Sensor – Electronic Module -40 105 x
NH3 Sensor – Harness -40 210 x

Appendix D

Max
Intermittent °C
NH3 Sensor – Boss -40 210-600 x
NH3 Sensor – Probe -40 900 x
Use ECM Thermocouple Evaluation
A5:E2v2 (AC) -40 85 x to determine if Fuel Cooled or Air
Cooled is needed.
A5:E2v2 (FC) -40 120 x to determine if Fuel Cooled or Air
Cooled is needed.
A5:E12 -40 105 x
Other
Average Skin Temperatures (hot
Aftertreatment Cans 250 x
spots are expected)
6-cylinder – EMAT –
125 135 x
Anti-Vibration Mounts
4-cylinder – EMAT –
110 x TBD
Crankshaft Damper 85 x
Localized Cooling Strategy
Backpressure Valve 140 x
may be needed
Electric Transfer Pump (ETP) 93 x
Front End Accessory Drive 105 (3 hours
-40 85 x Also 120°C for 20 mins (hot soak)
(FEAD) Components max, 13% of life)
Fuel Lines (convolute) 140 x
Fuel Lines (metal) 200 x
Turbo Wastegate 180 x
Smart Wastegate 125 x
Ether Cylinders 90 x
Engine Mounts – Natural Rubber 82 x
Engine Mounts – Synthetic Rubber 107 x
Air Cleaner Restriction Indicator 88 x
Air Filter Elements 110 x
Items shaded are not supplied by engine manufacturer but typical limits are shown for guidance. The OEM should consult with the
component manufacturers for specific items used.
Table 8.2
C7.1 ACERT Thermocouple Gauge Map – DEF Components
The instrumentation requirements for the critical components can be found detailed in the gauge map information
below.
Air temperatures can be measured using standard calibrated K type thermocouples.
Surface/skin temperatures should be measured with calibrated surface thermocouples using adhesive
appropriate to both the material and the temperature.

Appendix D
Listed below are the DEF system components that require temperature measurements:
• DCU
• Coolant Valve
• DEF Injector Electrical Connector
• DEF Tank – if near a heat source
• DEF Lines – if near a heat source
DEF Control Unit (DCU)
Figure 8.1
If this temperature exceeds the limit then the surface temperature on the rear side of the DCU must be measured
as indicated below. This will require the DCU to be removed and re-assembled.
Figure 8.2

Appendix D
Coolant Valve
Figure 8.3
DEF Injector Electrical Connector
Figure 8.4

Appendix D
C7.1 ACERT Thermocouple Gauge Map – Engine System Components

Alternator
Figure 8.5
Starter
Figure 8.6

Appendix D
Backpressure Valve (BPV)

Required for air cooled BPVs only. The standard BPV is supplied with cooling lines to the top cover.
Figure 8.7
ECM
Under Hood Ambient Temperature
Attach an ambient thermocouple 50 mm from the ECM front surface near the connectors.
Attach the local ambient thermocouple by bending the wire 2 inches (50 mm) and tack the insulation at the bend
with adhesive.
Surface Temperature (required for air-cooled ECM additional test work)

Attach a thermocouple to the center of the ECM to measure surface temperatures.
• Use sandpaper or emery cloth to remove paint from the ECM.
• Clean debris from the ECM surface thermocouple attachment location using isopropanol.
• Insure that the bare wires coming out of the thermocouple insulation are not twisted or touching. Use a
screwdriver to separate the wires if they are twisted or touching.
• Apply a “small” amount of the cyanoacrylate adhesive to fix the thermocouple to the required location. Cure the
adhesive with cyanoacrylate developer.
• To insure that the welded thermocouple bead is in direct contact with the bare ECM surface, the electrical
continuity (or electrical resistance) can be checked with a multimeter.
• Fix the loose thermocouple wire to the ECM using the adhesive to ensure good strain relief.
.

Appendix D
Figure 8.8

Appendix D
Figure 8.9

Appendix D

C4.4 ACERT Temperature Acceptance Criteria – DEF Components
-40 to 70°C Continuous Operational

DCU/PEU – Ambient temperature around all sides
-40 to 75°C max 120 minutes intermittent
(worst case)*
-40 to 85°C Continuous Storage
DEF Injector – Ambient temperature* -40 to 125°C Continuous Operational
65°C Continuous
DEF Tank Surface – Ambient temperature*
68°C – 10 minutes max intermittent
-40 to 105°C Continuous
Coolant Valve – Ambient temperature*
-40 to 150°C – 15 minutes max intermittent
DEF Lines – Ambient temperature*
140°C – 15 minutes max intermittent; with DEF flowing
DEF Pump Inlet – Fluid temperature at inlet 60°C Continuous Operational
*Ambient temperatures are to be measured within 5 mm of the component surface.
Table 8.3
C4.4 ACERT Temperature Acceptance Criteria – Engine System Components
Max
Intermittent °C
Rotating Electrics
Remy 13 & 18si (rear cover) 246 280 x Rear Cover Surface Temperature
Remy 13 & 18si 125 x
Bosch HD 10 105 125
Alternator Ambient Air Inlet
Heavy Duty-Denso HDB 93 x
(may be ducted)
Heavy Duty-Denso HDB SC 105 x
Heavy Duty-Remy 36si 125 x
Batteries 52 x
Battery Cables 80 x
Starter Motors 120 x
Inlet Throttle Valve 140 x
NRS Valve 140 x
CCV Separator 175 200 x
CCV Hose 120 130 x
Valve Cover/Top Cover 175 200 x

Appendix D

Max
Intermittent °C
Sensors: Engine Intake Manifold,
Temp Sensors – Passive
-40 120 x Engine Coolant, Ambient Air,
(PN: 256-6453/256-6454)
ATTAC Out
-40 120 x P/N: 339-8822
Sensor – Connector
-40 250 x P/N: 339-8822
Sensor – Probe
-40 120 x P/N: 366-0451
Electronic Module
P/N: 366-0451, Temperature Limit
Turbo Out Temp Sensor – Boss -40 200-500 x Transitions from Harness
Retention to the Probe.
VLPM -40 125 x
NOx Sensor – Electronic Module -40 95 x
NOx Sensor – Harness -40 200 x
-40 200 x
Harness
-40 200 x
Antenna – Harness
-40 550 x
Antenna – Boss
-40 800 x
Antenna – Probe
A5:E2v2 (AC) -40 85 x to determine if Fuel Cooled or Air
Cooled is needed.

Appendix D

Max
Intermittent °C
A5:E2v2 (FC) -40 120 x to determine if Fuel Cooled or Air
Cooled is needed.
A5:E12 -40 105 x
Other
Average Skin Temperatures (hot
spots are expected)
6-cylinder – EMAT – Anti-
125 135 x
Vibration Mounts
4-cylinder – EMAT – Anti-
110 x TBD
Vibration Mounts
Localized Cooling Strategy
may be needed
105 (3 hours
FEAD Components -40 85 x Also 120°C for 20 mins (hot soak)
max, 13% of life)
Table 8.4
C4.4 ACERT Thermocouple Gauge Map – DEF System Components
below.

Appendix D
Listed below are the DEF system components that require temperature measurements:
• PEU (Pump Electronic Unit)
• Coolant Valve
Pump Electronic Unit (PEU)
Figure 8.10
Coolant Valve
Figure 8.11
Figure 8.12

Appendix D
DEF Tank
Figure 8.13
C4.4 ACERT Thermocouple Gauge Map – Engine System Components

Alternator
Figure 8.14

Appendix D
Starter
Figure 8.15

Appendix D
8.3 C3.4B (w.SCR)

C3.4B Temperature Acceptance Criteria – DEF System Components

DEF Pump (Supply Module) -
-40 to 85°C Intermittent TBC
Ambient Temperature*
-30 to 140°C Max Operational
DEF Injector – Ambient temperature* with excursions up to 160°
65°C Continuous
DEF Tank Surface – Ambient temperature*
68°C – 10 minutes max intermittent
Coolant Valve – Ambient temperature*
-40 to 150°C – 15 minutes max intermittent
DEF Lines – Ambient temperature*
140°C – 15 minutes max intermittent; with DEF flowing
DEF Pump Inlet – DEF fluid temp at inlet
-5 to 70°C Intermittent TBC
-5 to 80°C
Injector Inlet – DEF fluid temp at inlet
-5 to 100°C subject to approval TBC
*Ambient temperatures are to be measured within 5 mm of the component surface.
Table 8.5

Appendix D
C3.4B Temperature Acceptance Criteria – Engine System Components

Max
Intermittent °C
Rotating Electrics
Starter Motor -30 110 120 x
Alternator -40 110 x Air Intake to Alternator
Batteries 52 x
Battery Cables 80 x
EGR Valve x
CCV Separator 160 x
CCV Hose 10 x Internal Gas Temperature
Valve Cover/Top Cover x

Temp Sensors -40 120 x
-40 120 x P/N: 366-0451
Electronic Module
P/N: 366-0451, Temperature limit
Turbo Out Temp Sensor – Boss -40 200-500 x transitions from harness
retention to the probe.
H -40 125 x
NOx Sensor – Electronic Module -40 95 115 x
NOx Sensor – Harness -40 200 230 x
-40 200 x
Harness
-40 200 x
Antenna – Harness

Appendix D
C3.4B Temperature Acceptance Criteria – Engine System Components continued

Max
Intermittent °C
-40 550 x
Antenna – Boss
-40 800 x
Antenna – Probe
Refer to Electronic A&I Manual
ECM -40 85 x
for further information
Glow Plug Controller -32 115 x
-40 105 x
Other
Average Skin Temperatures (Hot
spots are expected)
Engine Mounted Aftertreatment
110 x
Localized cooling strategy

may be needed
105 (3 hours
FEAD Components -40 85 x Also 120°C for 20 mins (hot soak)
max, 13% of life)

Table 8.6

Appendix D
C3.4B Thermocouple Gauge Map – DEF System Components

below.
• DEF Pump (supply module)
• ECM (engine and DEF system control module)
• Coolant Valve
DEF Pump
Figure 8.16
ECM
Figure 8.17

Appendix D
Coolant Valve
Figure 8.18
Figure 8.19
DEF Tank
Figure 8.20

Appendix D
C3.4B Thermocouple Gauge Map – Engine System Components

Alternator
Figure 8.21
Starter
Figure 8.22

Appendix E
9.0 A
ppendix E – Pressure and Temperature Probe
Locations
Appendix E Overview
This information supports the Air inlet Restriction Test AITP 14/01, Air Charge Cooler Restriction Test AITP 14/02,
Hot Shutdown Test AITP 14/06 and Exhaust Backpressure Test AITP 14/07.
9.1 Probe Positioning
Considerations to be made when locating pressure and temperature probes for the induction depression, exhaust
restriction, charge air cooler pressure drop tests, and the hot shutdown test; if necessary – AITP 01/02/07/06
respectively.
9.2 Pressure Averaging Ring (Halo)
General requirements for use of an averaging ring
9.3 Water Pump Pressure Locations
Water pump outlet pressure locations required for test part 2 in AITP 14/06.

Appendix E
9.1 Probe Positioning

To measure induction depression, exhaust restriction, and air charge cooler pressure drop then pressure probes
need to be placed in the correct location in order to obtain accurate readings.
Air Inlet Restriction Probe Location

When using a single probe to take measure induction depression the probe must be placed:
• In a straight parallel pipe section
• As close to the turbocharger/induction manifold inlet as possible but no less than 0.5D or more than 4D from the
intake (where D = internal diameter of intake) as illustrated in Figure 9.1.
Figure 9.1 – Position of the Inlet Restriction Probe in a Straight Pipe
• Where measurement on a bend is unavoidable, the tapping should be perpendicular to the plane of the bend, as
illustrated in Figure 9.2.
Figure 9.2 – Position of the Inlet Restriction Probe on a Bend
• If these requirements cannot be satisfied, a halo arrangement should be used – refer to Section 9.2.
• The vacuum instrument must be installed to maintain a tight seal at all joints and to ensure that all installed
cables and instruments lines are clear of hot surfaces
• The tapping point should be flush with the inside of the pipe to avoid the possibility of a false reading due to
Venturi effect or swirl created by the pipe end; as shown in Figure 9.3.
Figure 9.3 – Flush Attachment of Tapping Point
• There should be no burrs round the sampling ports.

• Mitred joints should be avoided.

Appendix E
Exhaust Backpressure Probe

When using a single probe to take measure induction depression the probe must be placed:
• In a straight parallel pipe section
• For engines requiring measurement at the turbo or exhaust manifold outlet:
– As close to the turbocharger/exhaust manifold outlet as possible but no less than 3D or more than 6D from the
turbo outlet (where D = internal diameter of intake)
– The probe should also be located so it is a minimum of 2D from any transition in diameter or change in
orientation of the exhaust pipework; if possible.
• Where measurement on a bend is unavoidable, the tapping should be perpendicular to the plane of the bend, as
illustrated in Figure 9.2.
• If the above requirements cannot be satisfied, a halo arrangement should be used – refer to Section 9.2.
• The pressure instrument must be installed to maintain a tight seal at all joints and to ensure that all installed
cables and instrument lines are clear of hot surfaces.
• The tapping point should be flush with the inside of the pipe to avoid the possibility of a false reading due to
Venturi effect or swirl created by the pipe end; as shown in Figure 9.3.
• There should be no burrs round the sampling ports.
• Mitred joints should be avoided.
Air Charge Cooler Restriction

For charge cooled engines the temperature and pressure probes should be measured in the locations shown in
Figure 9.4:
Figure 9.4

Appendix E
9.2 Pressure Averaging Ring (Halo)

When a single temperature or pressure probe can’t be positioned to give an accurate measurement, the use of an
averaging ring will be necessary.
The averaging ring should:

• Contain 4 pressure taps radially around the exhaust pipe at the 12:00 o’clock, 3:00 o’clock, 6:00 o’clock, and
9:00 o’clock positions.
• Be at least one pipe diameter away from the turbo outlet. If this is not possible, the ports should be placed in the
best compromised position considering all the points discussed in Section 9.2.
• These 4 pressure taps must be connected to a single measurement port with a complete loop around the
exhaust pipe.
Figure 9.5
• Connect to this pressure port using tubing material capable of withstanding idle exhaust temperatures (such as
hard line or braided steel line).
• This tube should be long enough to get away from heat sources in order to use a pressure gauge.
• The same methodology can be used to average temperature using K type thermocouples connected to a single

Appendix E
9.3 Water Pump Pressure Locations

Sketches below highlight the typical positions for locating a port connection (tapping) to enable the measurement
of pump outlet pressure. Any fittings added to these ports should not protrude into the flow of the pump.
Water pump covers are aluminium; typically, a boss is welded into position (shown below), drilled and then tapped
to receive the required fitting.
Figure 9.6 – Sketch is Applicable to 3428945 High Discharge Pump
Figure 9.7 – Sketch is Applicable to 3451923 & 3456608 Mid-Flow Pumps
These examples shown can be translated across to water pumps for higher regulated C4.4-7.1 ACERT products.

Appendix F
10.0 Appendix F – Installation Notes Vibration

This appendix contains the instructions for using Vibration Measurement Tool “Vibes,” which is an internal
software that provides a user-friendly interface for National Instruments Vibration Software LabVIEW.
This appendix supplements the DEF and Aftertreatment Vibration Test Procedure AITP 14/17.
Set-up
Vibration Measurement Tool “Vibes” 2.2 was built and compiled with LabVIEW 2011, and therefore needs the 2011
version of the runtime to run. This can be installed from the 2011 version of the National Instruments CD, or is freely
available from the NI website at the following address.
http://joule.ni.com/nidu/cds/view/p/id/2337/lang/en
Operation
• Vibration Measurement Tool looks to use ‘Dev1’ as an acquisition front-end. If it does not appear to capture any
meaningful data, or operate at all, open the National Instruments ‘Measurement & Automation’ software and
change the name of the connected front-end.
• The first acquisition sometime returns empty data, which will show as a flat graph line. Make sure to perform a
couple of quick acquisition tests first.
• Always run Vibes in Run Continuously mode by pressing the ‘Run Continuously’ button on the toolbar.
• The “Accept” button must be pressed after text is entered into either the Test Description of calibration
sensitivity boxes.
Acquisition Times
It is recommended to acquire 1 minute of data for speed sweeps, or 20 seconds of data for steady state runs.
Vibes Screen Features
Figure 10.1

Appendix F
Step 1 – Enter Calibration Values
Figure 10.2
Step 2 – System and Data Checking
Figure 10.3

Appendix F
Step 3 – Set Recording Parameters
Figure 10.4
Step 4 – Data Analysis
Figure 10.5

Appendix F
Troubleshooting When Vibration Measurement Tool Software Will Not Log Data
If a different National Instrument (NI) device has recently been connected to your computer, the NI software will
create duplicate devices in “NI-Max” with unique IDs, i.e. “dev1.” This can prevent the software from working
correctly as it is looking for a fixed device ID.
If this problem is encountered then the following procedure should be followed.

1. Unplug the NI device from the PC.
2. Start NI MAX, usually located at Start > All Programs > National Instruments > NI MAX.
Figure 10.6
3. In the left-hand pane, expand “Devices and Interfaces.”
4. If there are 2 devices listed, highlight each device individually and Delete.
5. Plug the NI device back in, and NI MAX should find and re-allocate the correct device.
6. If step 5 fails or in doubt, repeat steps 1 to 4 then exit all software and reboot the PC and repeat step 5.

Appendix G
11.0 A
ppendix G – Vibration Acceptance Criteria and
Gauge Map
Appendix G contains the acceptance criteria and detailed accelerometer positions to support the Vibration Test
Procedure AITP 14/17.
The components are listed by engine type as the criteria varies.
The requirement to test these components, however, is also dependant on machine type and usage. Section 11.1
includes a table which summarizes these requirements.
It is the responsibility of the test engineer to determine and agree the scope of the testing required within these
guidelines.
This test procedure does not cover all engine and machine system components which may require additional
vibration testing.
Appendix G Overview
11.1 Vibration Test Requirements by Engine Type
11.2.1 Vibration Acceptance Criteria
11.2.2 Vibration Gauge Map
11.4 C3.4B (w.SCR)

Appendix G
Appendix 11.1 Vibration Test Requirements by Engine Type

Component Vibration Requirements
C3.4B* C4.4 ACERT C7.1 ACERT
Yes
Yes
Aftertreatment (AT)/DEF Remote Mount AT >200 pa
Remote Mounted AT Only No
Injector (DM) or Remote Mount AT in
(DEF Injector)
Harsh Environments
Yes Yes
All Applications >200 pa All Applications >200 pa Yes
DEF Pump (SM) Remote Mount SM/DCU
No No
ISO Mounted <200 pa ISO Mounted <200 pa or Harsh Environments.
(The DCU and DEF pump
N/A are a single???
Dosing Control Unit (DCU) N/A No separate limit –
part of pump
Yes Yes
DEF Tank All Applications >200 pa All Applications >200 pa
or All Harsh Environments or All Harsh Environments
No
DEF Header
No No
Coolant Valve
Yes
All Applications >200 pa
HCU N/A
No
ISO Mounted < 200 pa
Yes
All Applications >200 pa
ECU (ECM) N/A (Engine Mounted)
No
ISO Mounted < 200 pa
*Requirements subject to application adherence to Critical Characteristics.
KEY
Testing Requirements Harsh* (High Risk) Applications
Testing Required Rock Crushers Track-Type Excavators
Conditional Testing Track-Type Tractors Pavers
Note: Vibration testing is also required on the ECM for C3.4B and C1.7-C2.2 (w.DOC).
Table 11.1

Appendix G

The following aftertreatment and DEF system components are sensitive to vibration and may require vibration
testing in accordance with AITP 14/17.
1. DEF Pump (supply module)
2. Dosing Control Unit (DCU)
3. DEF Injector (dosing module)
11.2.1 C7.1 ACERT Vibration Acceptance Criteria

1. DEF Pump Vibration Profile
Figure 11.1

Appendix G
2. DCU PSD Vibration Profile
Figure 11.2

Appendix G
3. DEF Injector (Dosing Module) – Vibration Profile
Figure 11.3

Appendix G

The instrumentation requirements for each component can be found detailed in the gauge map information below.
For each component Tri-axial accelerometers should be placed in the locations indicated.
1. DEF Pump
Figure 11.4
2. Dosing Control Unit (DCU)
Figure 11.5

Appendix G
3. Dosing Module
Figure 11.6

Appendix G

1. DEF Pump (PEU – Pump Electronic Unit)
2. DEF Injector (dosing module)
3. DEF Tank
4. DEF Header
5. Coolant Valve
6. Aftertreatment (chassis mounted)

DEF Component and Aftertreatment Vibration Limits
DEF Pump (1), DEF Tank (3) and Coolant Valve (5):
Figure 11.7
Aftertreatment (6)
Figure 11.8

Appendix G
Figure 11.9
Figure 11.10
DEF Injector (2)
Figure 11.11

Appendix G

1. DEF Pump
The requirement for the pump electronic unit is to measure 2 positions on its mounting frame. These should be
diagonally opposite in a rigid location, either the bolt head or the supporting structure close to the mounting
locations, as indicated below.
Figure 11.12
2. DEF Injector (Dosing Module)
The DEF injector vibration is validated with the aftertreatment module. If the vibration of the aftertreatment
module exceeds the limits, the vibration measurement of the DEF injector is required. The requirement for the DEF
injector is for 1 position on the lower body of the injector as indicated below.
Figure 11.13

Appendix G
3. DEF Tank
The requirement for DEF tank vibration is to measure two diagonal corners on the base of the tank as indicated
below (not the support structure). Alternative mounting locations must be approved if these locations are not
possible. DEF level in application should be approximately 33% of gauge level (on level ground) at time of
vibration measurement.
Figure 11.14
4. DEF Header
The requirement for the DEF header is to measure the top of the sender unit as indicated below. DEF level in
application should be approximately 33% of gauge level (on level ground) at time of vibration measurement.
Figure 11.15

Appendix G
5. Coolant Valve
The requirement for the coolant valve is to measure either bolt head or the supporting structure close to the
mounting location (do not measure valve body).
Figure 11.16
6. Aftertreatment (Chassis Mounted)
The requirement for the aftertreatment unit is to measure to 2 positions diagonal to each other on the machine
frame, close to the mounting as indicated below. If 2 positions are not feasible, 1 in the center of the mounting
locations is acceptable.
Figure 11.17

Appendix G
11.4 C3.4B (w.SCR)

1. DEF Pump (Supply Module)
2. ECM
3. DEF Injector (Dosing Module)
4. HCU (Heater Control Unit)
5. DEF Tank
6. DEF Header
7. Coolant Valve

1. DEF Pump (Supply Module) Vibration Limits
Figure 11.18

Appendix G
2. ECM Vibration Limits
Figure 11.19
3. DEF Injector (Dosing Module) Vibration Limits
Figure 11.20

Appendix G
4. HCU Vibration Limits
Frequency (Hz) Permitted Vibration (m/s²)²/Hz

10 8
20 16
30 16
180 0.444
2000 0.444
Table 11.2
5, 6, and 7. Tank, Header, and Coolant Valve Vibration
Figure 11.21


Appendix G
C3.4B Gauge Map

1. DEF Pump
Figure 11.22
Fixation of PM including bracket, hoses, and wiring harness has to be production intent.
2. ECM (Engine and DEF Controller)
Figure 11.23

Appendix G
3. DEF Injector – Dosing Module

Figure 11.24
Fixation of DM including wiring harness, hoses, and exhaust gas pipe has to be production intent production.
4. Heater Control Unit (HCU)
Figure 11.25
Fixation of HCU-PC including bracket has to be production intent.

Appendix G
5. DEF Tank
The requirement for DEF tank vibration is to measure two diagonal corners on the base of the tank as indicated
below (not the support structure). Alternative mounting locations must be approved if these locations are not
possible. DEF level in application should be approximately 33% of gauge level (on level ground) at time of
vibration measurement.
Figure 11.26
6. DEF Header
The requirement for the DEF header is to measure the top of the sender unit as indicated below. DEF level in
application should be approximately 33% of gauge level (on level ground) at time of vibration measurement.
Figure 11.27

Appendix G
7. Coolant Valve
The requirement for the coolant valve is to measure either bolt head or the supporting structure close to the
mounting location (do not measure valve body).
Figure 11.28

Appendix H
12.0 Appendix H – Propped Open Thermostat Procedure

Appendix H contains the procedure for propping open a thermostat. The procedure is listed by engine type as the
thermostats vary by product.
These procedures are ONLY applicable to production level thermostats. If a development level thermostat is fitted,
an alternative procedure may be required. Please contact your application engineer for further advice.
Appendix H Overview
12.1 C7.1 ACERT (HRC)
C7.1 ACERT series propped open thermostat procedure
C4.4 ACERT series propped open thermostat procedure
12.3 C3.4B
C3.4B series propped open thermostat procedure
12.4 C1.7-C2.2
C1.7-C2.2 series propped open thermostat procedure
12.5 C4.4/C7.1 ACERT (LRC)
C4.4-C7.1 ACERT propped open thermostat procedure
12.6 C3.3-C7.1 (LRC)
C3.3-C7.1 propped open thermostat procedure

Appendix H

As the C4.4-C7.1 ACERT (HRC) engines all have the same thermostat and thermostat housing, this procedure is
applicable to all of these engines.
• The thermostat housing is located on the top front left-hand side of the cylinder head. Remove the thermostat
housing to reveal the thermostat.
Figure 12.1
• Do not remove the thermostat from the housing, the parts are not intended to be separated and cannot be
re-assembled without special tooling.
• The thermostat needs to be propped open by 13 mm to its ‘wide open’ position.
• This requires the use of two stainless steel clamps, a stainless steel screw (M4 x 40 mm long), and a lock nut to
prop the cage open as shown below.
Figure 12.2

Appendix H
Figure 12.3
• In order to assemble the clamps in position, submerge the thermostat in 100°C water or 50/50 coolant (this
works better to prevent the water from boiling). Carefully offer up the clamps and secure using the screw and
locking nut.
• Re assemble to the engine.
– When re-assembling apply grease to the rubber gasket and torque the housing fixings to 22 N•m.

Appendix H

Refer to Section 12.1.

Appendix H
12.3 C3.4B
• The thermostat housing is located on the right-hand surface of the cylinder head, front right-hand corner.
Remove the thermostat housing from the engine to reveal the thermostat.
Figure 12.4
• Remove the thermostat, by pushing and twisting. The use of a press may be good for assistance, particularly on
re-assembly.
• This can be done by extending the center pin of the thermostat using a stainless steel extension piece as
detailed in Figure 12.5:
Figure 12.5
– It may be necessary to submerge the thermostat in 100°C water or 50/50 coolant to aid fitment of the extension
piece.
• Re-assemble the thermostat and refit in to the housing. Torque the housing fixings to 25 N•m.
• If it was necessary to separate the wastegate solenoid from the thermostat housing, the fixing torque for the
single fixing is 10 N•m.

Appendix H
12.4 C0.5-C2.2
• The thermostat housing is located on the front left-hand side of the cylinder head. Remove the thermostat
housing from the engine to reveal the thermostat.
• Remove the thermostat following the instructions in the Disassembly and Assembly (D&A) manual.
• The thermostat needs to be propped open by:

– 6 mm minimum to its ‘wide open’ position for C0.5/0.7/1.1 engines and
– 8 mm minimum to its ‘wide open’ position for C1.5/1.7/2.2 range of engines
• This can be done by either fitting a metal tube over the center pin of the thermostat or by drilling through the
wax capsule on the outside of the thermostat and inserting a split pin to prevent the thermostat closing, as
shown in Figure 12.6.
Figure 12.6
• Re-assemble the thermostat and refit in to the housing following the instructions in the Disassembly and
Assembly (D&A) manual.

Appendix H
12.5 C4.4/C7.1 ACERT (LRC)

All engines in these ranges have the same thermostat and thermostat housing; therefore, this procedure is
applicable to all of these engine types.
• The thermostat housing is located in the center front of the cylinder head. Remove the thermostat housing from
the engine to reveal the thermostat.
Figure 12.7
• Remove the thermostat, by pushing and twisting. The use of a press may be good for assistance, particularly on
re-assembly.
• This can be done by extending the center pin of the thermostat and inserting a stainless steel strip to prop the
thermostat open. This can be done by following steps 1-4.
1. Cut a stainless steel strip 1 mm thick (it may be possible to go slightly thicker but not much, since it will start to
foul on the slope of the lower frame of the thermostat.) and 9 mm (-0/+1) high to give the correct opening. Other
dimensions can be seen in Figure 12.8.
Figure 12.8
2. Drill into the brass capsule to allow the wax to escape (to prevent the stat from trying to open yet further once
it has been propped). Note that this renders the stat unserviceable for future use.

Appendix H
3. Bend the stainless steel strip into a U shape and fit to the thermostat as shown in the photo below. In order
to do this you will need to pull on the bypass plate to open the stat by the required 9 mm at the same time as
fitting the strip. A jig may be necessary to aid fitment.
Figure 12.9
4. Secure the strip in place by fitting a nut and bolt through the holes in the strip. Care should be taken to ensure
the nut doesn‘t vibrate loose (since it doesn‘t actually clamp against a surface).

Appendix H
12.6 C3.3-C7.1 (LRC)

Refer to Section 12.5. The C3.3-C7.1 (LRC) engines use the same thermostat as the C4.4/C7.1 ACERT (LRC) engines.

Appendix I
13.0 Appendix I – Fuel System Measurement Points

Appendix I contains the fuel system schematic for each engine type and required measurement points for
both temperature and pressure. This information supports the Fuel Restriction Test AITP 14/11a and the Fuel
Temperature Test AITP 14/11b.
Appendix I Overview
Fuel measurement points, temperature, and pressure

13.3 C3.4B
13.4 C1.7-C2.2
13.5 C4.4/C7.1 ACERT (LRC)

13.6 C3.3-C7.1 (LRC)

Appendix I

C4.4/C7.1 ACERT (HRC) Fuel System Measurement Points
Figure 13.1

Appendix I

Refer to Section 13.1. C4.4 and C7.1 ACERT (HRC) fuel systems are the same.

Appendix I
13.3 C3.4B
C3.4B and C3.4B (w.SCR) Fuel System Measurement Points
Figure 13.2

Appendix I
13.4 C1.7-C2.2
C1.7-C2.2 Fuel System Measurement Points
Figure 13.3

Appendix I
13.5 C4.4/C7.1 ACERT (LRC)

Both 4- and 6-cylinder engines use the same electronically controlled common rail fuel system. The system
diagram and fuel system measurement points are detailed in Figure 13.4.
Figure 13.4

Appendix I
13.6 C3.3-C7.1 (LRC)

C7.1 (U.S. EPA Tier 2 and Tier 3 Equivalent, EU Stage II and IIIA Equivalent)
Fuel System Measurement Points
Figure 13.5
3054 (U.S. EPA Tier 2, EU Stage II Equivalent) Fuel System Measurement Points
Figure 13.6

Appendix I
C4.4 (U.S. EPA Tier 3, EU Stage IIIA Equivalent) Fuel System Measurement Points
Figure 13.7

Appendix J
14.0 Appendix J – Engine Drain Points

Appendix J contains detail of the engine drain points that must be used to ensure a full drain of the cooling
system before the fill and hot shutdown tests AITP 14/05 and AITP 14/06 respectively.
Appendix J Overview
14.3 C3.4B
14.4 C1.7-C2.2
14.5 C4.4-C7.1 ACERT (LRC)
14.6 C3.3-C7.1

Appendix J

The engine must be drained in a safe manner in accordance with the procedure in the OMM.
WARNING: Pressurized System: Hot coolant can cause serious burns. To open the cooling system filler cap,
stop the engine and wait until the cooling system components are cool. Loosen the cooling system pressure cap
slowly in order to relieve the pressure.
• Before coolant is drained from the engine the engine must be cool.
• If the engine has been operating, stop the engine and allow the engine to cool, loosen the cooling system filler
cap slowly in order to relieve any pressure, and remove the system filler cap.
• Remove the drain plug on the engine. Open the drain cock or remove the drain plug on the radiator.
• Allow the coolant to drain into a suitable container.
There are two coolant drain points on the C7.1 ACERT engine, which are shown in Figure 14.1.
Engine Coolant Drain Points
Figure 14.1
Coolant must also be drained from the NRS cooler.

NRS Coolant Drain Point
Figure 14.2

Appendix J

The engine coolant drain point and NRS coolant drain point on the C4.4 ACERT engine is shown in Figure 14.3.
Engine Coolant and NRS Coolant Drain Point
Figure 14.3

Appendix J
14.3 C3.4B
The C3.4B coolant drain point is shown below to the left of the water pump/coolant inlet connection.
C3.4B Coolant Drain Point
Figure 14.4

Appendix J
14.4 C1.7-C2.2
The C1.7-C2.2 coolant drain point is shown below to the right of the oil filter just below the fuel filter.
C1.7-C2.2 Coolant Drain Point
Figure 14.5

Appendix J
14.5 C4.4-C7.1 ACERT (LRC)

The 1100 series coolant drain points are on the rear right-hand side of the engine to the right of the flywheel
housing for both the 1104 and 1106 products, as shown in Figure 14.6. Although the blocks are subtly different
between the electronic and mechanical products, the location of the coolant drain points remain the same.
Coolant Drain Points

4-cylinder
6-cylinder
Figure 14.6

Appendix J
14.6 C3.3-C7.1
See Section 14.5.

Notes

Notes

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Application & Installation Guide Field Test Procedures Cat C0.5-C7.1 Industrial Engines

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Application &

Field Test Procedures

2.0 Engine Test Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

4.0 Test Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

4.3.7 Test Running/Boundary Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

4 CAT® C0.5-C7.1 INDUSTRIAL ENGINES FIELD TEST PROCEDURES

4.7 AITP 14/07 Exhaust Backpressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

APPLICATION AND INSTALLATION GUIDE 5

4.14 AITP 14/13 Under Hood Thermal Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

6 CAT® C0.5-C7.1 INDUSTRIAL ENGINES FIELD TEST PROCEDURES

4.21 AITP 14/20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88

5.0 Appendix A – Duty Cycles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

6.0 Appendix B – Test Channels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98

7.0 Appendix C – Test Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

9.0 Appendix E – Pressure and Temperature Probe Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

10.0 Appendix F – Installation Notes Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

11.0 Appendix G – Vibration Acceptance Criteria and Gauge Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131

APPLICATION AND INSTALLATION GUIDE 7

12.0 Appendix H – Propped Open Thermostat Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150

13.0 Appendix I – Fuel System Measurement Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

14.0 Appendix J – Engine Drain Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167

8 CAT® C0.5-C7.1 INDUSTRIAL ENGINES FIELD TEST PROCEDURES

Engine Type Serial Number Pre-fix

APPLICATION AND INSTALLATION GUIDE 9

Please Note: The information provided may be subject to change

Highly Regulated/Lesser Regulated

10 CAT® C0.5-C7.1 INDUSTRIAL ENGINES FIELD TEST PROCEDURES

2.0 Engine Test Requirements

C1.7-C2.2 C3.4B C4.4 ACERT C6.6/C7.1 C7.1 ACERT C4.4/C7.1

AITP 14/01 Air Inlet Restriction Test ü ü ü ü ü ü ü ü ü ü

AiTP 14/04 Ambient Capability Test (Cooling Test) ü ü ü ü ü ü ü ü ü ü

AITP 14/05 Cooling Fill Test ü ü ü ü ü ü ü ü ü ü

AITP 14/06 Hot ShutDown Test ü ü ü ü ü ü ü ü ü ü

AITP 14/07 Exhaust Back Pressure Test ü ü ü ü ü ü ü ü ü ü

AITP 14/08 Starter Circuit Resistance Test ü ü ü ü ü ü ü ü ü ü

2.2 IPU Test Requirements

APPLICATION AND INSTALLATION GUIDE 11

Table 2.1 – IPU Test Requirements

2.3 Recommended Order of Test

Table 2.2 – Recommended Order of Test

12 CAT® C0.5-C7.1 INDUSTRIAL ENGINES FIELD TEST PROCEDURES

APPLICATION AND INSTALLATION GUIDE 13

4.0 Test Procedures

AITP 14/01 Air Inlet Restriction Test

4.1 AITP 14/01 Air inlet Restriction Test

4.1.2 Test and Acceptance Criteria

14 CAT® C0.5-C7.1 INDUSTRIAL ENGINES FIELD TEST PROCEDURES

• Acceptance Criteria for Restriction Indicator

Figure 4.1 – Restrictor Indicator Setting

4.1.3 Measurement Condition

4.1.4 Instrumentation Requirements

4.1.5 Air Inlet Restriction Test Preparation

16 CAT® C0.5-C7.1 INDUSTRIAL ENGINES FIELD TEST PROCEDURES

4.1.6 Test Channels

Channel Channel Description Engine Types

4.1.7 Test Running/Boundary Conditions

4.1.8 Test Procedure

2. Start the engine;

3. Ensure engine is fully heat soaked.

4. Start the data logger and ET, if applicable.

6. This step should be done with ET:

10. This step should be done with ET.

11. Repeat 3 times to validate initial readings and conclude test.