Dynamometer Testing of Caterpillar Engines (0781, 1000) : Shutdown SIS

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Product: INDUSTRIAL ENGINE

Model: 3508 INDUSTRIAL ENGINE 95Y01013
Configuration: 3508 Industrial Engine 95Y00644-01064
Reuse And Salvage Guidelines

Dynamometer Testing of Caterpillar Engines{0781, 1000}
Media Number -SEBF9011-06 Publication Date -30/11/2011 Date Updated -30/11/2011
i04663810
Dynamometer Testing of Caterpillar Engines{0781, 1000}

SMCS - 0781; 1000
Engine: 3400 All, 3300 All, 3200 All, 3100 All, 3000 All, and D-series All All 3500 Engines All 3600 Engines All
C280 Engines C-10 All C-9 and C9 All C11 All C12 and C-12 All C13 and C-13 All C15 and C-15 All C16 and
C-16 All C175 Engines C18 and C-18 All C7 All
Introduction
Table 1
Revision Summary of Changes in SEBF9011
06 Added effectivity for NPI
05 Updated effectivity and introduction section.
© 2011 Caterpillar All Rights Reserved. This guideline is for the use of Caterpillar Dealers only. Unauthorized use of
this document or the proprietary processes therein without permission may be violation of intellectual property law.
This Reuse and Salvage Guideline contains the necessary information in order to allow a dealer to establish a parts
reusability program. Reuse and salvage information enables Caterpillar dealers and customers to benefit from cost
reductions. Every effort has been made in order to provide the most current information that is known to Caterpillar.
Continuing improvement and advancement of product design might have caused changes to your product which are
not included in this publication. This Reuse and Salvage Guideline must be used with the latest technical information
that is available from Caterpillar.
For questions or additional information concerning this guideline, submit a form for feedback in the Service
Information System. In order to address an urgent issue, please use the following resources in order to communicate
your request to Caterpillar Repair Process Engineering:
• Caterpillar Dealer Technical Communicator
• Dealer Solution Network
• Caterpillar Technical Representative
• Knowledge Network
References
Reuse and Salvage Guideline, SEBF9170, "Dynamometer Test for the C175 and 3512 Machine Engine"
Summary
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sisw... 26/6/2015
This publication has been written in order to provide information to the dealers for testing engines on a dynamometer.
For proper operation and safety, an engine should be tested in an approved facility for dynamometers. The facilities
for dynamometers are discussed in, SEBD0642, "Engine Dynamometer Facilities". A dynamometer is a specialized
tool that provides the final level of quality assurance for testing an out-of-frame engine assembly or an in-chassis
engine assembly.
An engine test is used to show that the following three conditions have been met.
(1) The components that affect engine performance were manufactured properly.
(2) The engine was assembled properly.
(3) The engine settings are correct.
A dynamometer test is used to detect failure of engines and to cause failure during testing of engines that do not meet
the above criteria.
If the fuel system settings are correct the settings should not be altered in an attempt to change power, torque, fuel
rates, specific fuel consumption, boost, or any other performance characteristic. If the fuel system settings are correct,
conflict in any of the performance characteristics demonstrates a faulty component or an improper assembly of
components. This problem should be corrected. The defect should not be hidden by improperly altered fuel system
settings, which will require additional adjustments later in the shop. An engine with the proper power and with
improper fuel system settings is a faulty engine.
In addition to the specified performance characteristics, other characteristics of the engine will be observed. Some
other observations are listed below.
• blowby
• slobber
• combustion gas leakage into the cooling system
• leaks in the exhaust system
• leaks in the air inlet system
• excessive vibration
• unusual noise
Any engine that exhibits abnormalities in any detrimental area is a faulty engine. A report from an engine test, which
shows no discrepancies in any of the performance characteristics, is not the only criteria of an acceptable engine. The
engine must meet the individual specifications for engine performance that are found in the Technical Marketing
Information (TMI) under General Engine Data (Engine Test Specifications).
General Instructions
These procedures on preparing the engine for testing have been developed with the input from several important
personnel and experienced operators.
Engine Test
All characteristics of engine performance that are specified in TMI or in this bulletin will be monitored in order to
ensure conformance to those specifications. The use of an additive in the engine oil that will aid in the detection of oil
leaks is permitted.
Criteria for Retesting Engines
It is sometimes necessary to rework an engine after the engine has completed dynamometer testing in accordance
with this bulletin. In order to ensure proper performance, it is necessary to retest the engine if one of the following
criteria is met.
(1) Engines will be retested after any changes to the settings or components which affect airflow through the engine,
fuel that is injected into the engine, or the process of combustion.
Note: This does not include the removal of engine components that are not related to the performance of the engine
such as external covers, plugs, levers, and similar components.
(2) The engine must be rested if any disassembly and reassembly of the engine which potentially affects the
mechanical integrity of the engine or leakage from the engine take place. This will include bringing the outlet
temperature of the engine water to the normal value for full load and checking for leakage from the engine.
Records of Tests
The record of the engine test will list the details of assembly, discrepancies in the test, and the action that has been
done in order to correct each one. The record of the engine test will also include the data in the required performance
data which is shown in the section "Performance Test" under Diesel Engines and Spark Ignited Engines. This
includes performance problems as well as problems with parts.
Correction Factors of Engine Performance
The correction factors for engine performance that are found in ""Appendix D" " will be used to correct observed
engine performance (power, torque, fuel rates, and specific fuel consumption).
(1) The correction factors for the inlet air pressure will be based on readings from a dry barometer. These values are
determined frequently in order to keep the values within the allowed accuracy and the measured inlet air restriction.
(2) The correction factors for the inlet air temperature will be based on the temperature that is measured in the air
supply line to each engine during the performance test.
(3) The correction factor for the density of the fuel inlet will be based on the fuel density. These values are
determined frequently in order to stay within the accuracy required for each measurement that is shown in the chart of
tolerances for maximum performance.
Air Supply
The inlet air to the engine will be filtered. The inlet air will also be drawn from outside of the engine test cell so that
the ambient air conditions are not affected by the operation of the engine. The inlet air will then be conveyed to the
engine through the appropriate piping. The inlet air restriction of the air cleaner and air piping must not be more than
the limit that is shown in the TMI General Engine Data (Engine Test Specifications).
Fuel
Diesel
(1) The fuel for the test will be in accordance with the specifications that are given in ""Appendix F" ". Engine power,
torque, and fuel rates will be corrected for variation in the fuel density from 35.0 API (American Petroleum Institute).
The use of a fuel additive is permitted to control white smoke.
(2) The pressure of the fuel supply at full load to the engine fuel inlet will be constant, and the pressure will not be in
excess of 25 kPa (3.6 psi). The temperature will be 30° ± 2°C (86.0° ± 3.6°F). The engine fuel inlet is located at the
entrance for the fuel into the engine fuel system.
Note: If the fuel temperature does not exceed 32 °C (90 °F), there will be no noticeable loss in power. A loss in
horsepower will be encountered if the fuel temperature exceeds 32 °C (90 °F), due to decreased density of the fuel.
(3) The fuel supply and return lines will be vented to the atmosphere in a manner, which permits any gas in the fuel to
be monitored and released. If there is a detectable fuel leak in any metered fuel the readings for the fuel rate will not
be correct. If the performance test reaches the point of full load and visible gas is being discharged from the fuel
system the test is considered invalid.
Natural Gas
All performance tests will be made with fuel that conforms to dry processed natural gas that has a low heating value
determined with an accuracy of ± 1%. The corrected specific fuel consumption will be calculated by using this
measured value.
Cooling Water
1. Cooling water will be the following temperatures.
a. The outlet for the engine water is from 95 °C (203.0 °F) to 101 °C (213.8 °F).
b. The inlet for the separate circuit aftercooler is any specified temperature from 30° ± 3°C (86.0° ± 5.4°F)
to 55° ± 3°C (131.0° ± 5.4°F).
Note: The simulation of an aftercooler may be used on the engines that were not previously tested with an
aftercooler. See the individual engine performance specification in TMI for the requirements on the inlet
manifold temperature. The heat exchanger that is used for simulation has an air pressure drop from 7 kPa (28.1
inch of H2O) to 14 kPa (56.3 inch of H2O). Any differential in the coolant pressure or temperature through the
heat exchanger is permitted.
2. The restriction of the flow of coolant in the water cooling system of the facility that is used for testing will be
low enough so that the rise of the temperature of the coolant between the inlet of the engine jacket water pump
and the outlet of the water will be no more than 12 °C (53.6 °F). The engine performance specifications for
some engines with an abnormally high heat rejection may require a rise in temperature that is greater than 12 °
C (53.6 °F).
3. The flow rates for the separate circuit aftercooler will agree with the performance part number for the
individual engine.
Exhaust Pressure
The test facility exhaust system will create a static pressure at the outlet of the engine exhaust of −2 kPa (−8.0 inch of
H2O) to 2 kPa (8.0373 inch of H2O) at a full load and speed.
Engine Speed Control
The torque of 8 N·m (70.8 lb in) to 12 N·m (106.2 lb in) (5.5 N·m (48.7 lb in) to 9.5 N·m (84.1 lb in) for the
Woodward 3161 governor) is applied to the control shafts of the mechanical governor in order to maintain the
maximum speed of the engine. Proper control of torque on the governor control shaft is required for consistent
governor settings and high idle speeds.
Note: Other special tests may be specified for engine attachments such as brake savers, duplex oil filter controls,
torque limiters, prelube systems, special governors, and governor controls.
Engine Test Specifications

The nominal engine test specifications (nominal specifications) are those values that are shown in the individual
engine test specifications, which are found in the TMI General Engine Data (Engine Test Specifications).
Criteria for Evaluating Performance Test Data
The reports for performance tests are divided into two groups. These two groups are "passed" or "failed".
(1) Performance tests are passed when all test results are within the nominal specifications of + 0.90 (specification
tolerances).
If the test passes, the performance test will have a note that states "Passed Performance Test".
(2) Performance tests are failed when any test result is outside the nominal specification of +1.20 (Specification
Tolerances).
If the test fails, the performance test will have a note that states "Failed Performance Test".
(a) If the performance test fails because of a test result that is controlled by the engine (Table 1), the test report will
provide all appropriate notes. This includes a note that states "Repair Engine".
(b) If the performance test fails because of the result from a test cell (Table 2) the report for the test will provide a
note that states "Repair Cell - Retest Engine".
(c) If the performance test fails because of a test result that is controlled by both the engine and by the test cell the
report for the test will have a note that states "Repair Engine and Repair Cell".
(d) If the test data shows the engine to be potentially adjustable, the report from the test will provide a note that states
"Fuel System Check and Adjustment Required". If the test result fails for a reason except for the fuel rate, power, or
torque the report for the test will also provide a note that states "Repair Engine".
Table 2
Test Results that are Controlled by the Engine
09 Corrected Power of Full Load (kW)
12 High Idle Speed RPM
13 Low Idle Speed RPM
18 Corrected Fuel Rate (g/min)
19 Corrected Specific Fuel Consumption (CSFC) (g/kW.h)
20 Adjusted Boost (kPa)
30 Corrected Torque at TC RPM (N·m)
31 CF rate at TC RPM (g/min)
32 CSFC at TC RPM (g/kW.h)
33 Adjusted Boost at TC RPM (kPa)
37 Response Check Time (s)
39 Power Loss/Cyinder % Rated Power
40 Specific Blowby (L/kW·h)
43 Delta-T Jacket (out-in) (°C)
55 Oil Pressure (kPa)
56 Oil Pressure Low Idle (kPa)
57 Oil Temperature to Bearings (°C)
58 Fuel Pressure (kPa)
75 Engine System Voltage Volt
78 Observed Torque at A/F Control Setting (N·m)
83 High Idle Stability RPM
84 Low Idle Stability RPM
Table 3
Test Results that are Controlled by the Cell
10 Full Load Speed RPM
11 Governor Setting Speed RPM
28 Torque Check Speed RPM
34 Response Check (Idle Speed) RPM
36 Response Check Speed RPM
42 Temperature of Jacket Water Pump Inlet (°C)
44 Inlet Manifold Temperature (°C)
45 Water Temperature to SCAC (°C)
46 SCAC Water Flow (L/min)
59 Inlet Fuel Pressure (kPa)
60 Inlet Fuel Temperature (°C)
62 Inlet Air Pressure (kPa)
63 Inlet Air Restriction (kPa)
64 Inlet Air Temperature (°C)
65 Fuel Density deg API
82 Temperature of Engine Water Outlet (°C)
Static Fuel System Settings

Setting Point for the Governor
The setting point for the governor (engine speed and torque) is an operating point on the curve of engine over run that
is used to set the governor. The setting speed for the governor and the setting torque for the governor will be specified
in the Specifications for the Engine Test.
The setting point for the governor will be set by running the engine at the specified setting speed for the governor
with the engine speed control at the maximum speed position as specified in Engine Speed Control of the General
Instructions and by providing torque from the dynamometer as specified. The engine speed should be adjusted with
the governor control. The governor control controls the position of the curve for the over run. The torque should be
adjusted via the dynamometer control.
Preparation for the Engine and the Test Cell

Preparing the Engine for Testing (Outside Cell)
Engines through 3400
(1) Determine if any items are missing from the engine. Obtain these items and install these items before proceeding.
(2) Install the governor control if necessary.
(3) Check for starters. Remember that electric starters are not tested. If the engine has air starters, install proper
plumbing and the adapter for the air hose.
(4) Ensure that all required sensors are installed on the engine.
(5) Install any required thermocouples, adapters, connectors, hoses, etc.
3500 Engines
(2) Install governor control if it is necessary.
(3) Check for air starters. Remember that electric starters are not tested. If the engine has air starters install proper
plumbing and the adapter for the air hose.
(4) Ensure that all required sensors are installed on the engine.
(5) Install any required thermocouples, adapters, connectors, hoses, etc.
(6) Install hoses for the diesel fuel on the supply lines and on the return lines.
(7) Connect the mini patch to the test adapter.
3600 Engines
(2) Install the governor control and the harness for the governor.
(3) Check for air starters. Remember that electric starters are not tested. If the engine has air starters install proper
adapters for plumbing and for air hoses.
(4) Remove the appropriate block plugs in order to install the required sensors, thermocouples, adapters, connectors,
hoses, etc.
(5) By using an overhead hoist, install the exhaust adapter. Ensure that the adapter is equipped with a functional type
K thermocouple for temperature readings for exhaust stacks.
(6) Install rubber baffling to the tube for blowby. This is required to build a slight positive pressure in the crankcase,
which increases the sensitivity of the test cell to piston seizures.
(7) Install a connector for pressure from blowby in the plug just above the nozzle for filling the oil.
(8) Install all required sensors, thermocouples, adapters, connectors, hoses, etc.
Note: For inlet manifold air temperatures, do not install the thermocouple in the extreme front or rear areas.
(9) If it is necessary install connectors for diesel fuel on the supply and return lines.
(10) Flush the shut off system for the air and install the electrical connection. The electrical connection is usually
from the harness for the governor.
(11) Check for any special tests and install the required pressure connections, thermocouples, etc.
(12) If the engine is equipped with the prelube pump, prepare the engine for testing. For the engines that are equipped
with air prelube pumps, install the air lines that tie the pump back into the prelube system for the air from the pallet.
This allows the computer to control the prelube of the air.
Setting up the Engine in the Test Cell
Note: Refer to ""Appendix I" " for the correct wiring harnesses for electric engines.
(1) Connect the hoses for the cell, lines, and wiring harnesses to the proper connection points on the engine.
Note: Install the intake manifold temperature if the manifold temperature is requested or if the manifold temperature
is needed for troubleshooting.
(2) Connect the 202-2301 Portable Contamination Instructional Kit in order to acquire an oil sample for the patch.
The supply should connect at the oil cooler and the return will go into the dipstick tube.
(3) Only for gas engines, refer to the test specification in order to determine if a throttle angle transducer is required.
The latest specifications indicate differential pressure across the throttle instead of the actual throttle angle.
Note: If the engine uses a Flowtech actuator, the throttle angle transducer is not used.
(4) Lower the exhaust stack for the cell over the adapter for the engine and clamp in place.
(5) Hook the O2 sample hose up to the exhaust stack.
(6) Only for gas engines, install the timing adapter to the coil on cylinder number 1. Polarity is not important.
(7) Install the timing probe.
(8) Only for gas engines, remove any safety for the MAG ground in order to run systems. This is done in order to put
the cell in control of shutting down the engine. If the cell did not detect the missing spark the gas would continue to
flow. The gas would flow until the cell could detect zero Revolutions Per Minute (RPM). Losing the spark could
cause the gas to build up in the stack which can cause the gas to explode.
(9) Turn on the water supply in order to fill the Engine Jacket Water and Separate Circuit Aftercooler (SCAC). Listen
and look for leaks as the engine is filling. Stop the setup procedure and correct any leaks.
(10) Connect the 24v DC electrical supply to the starter.
(11) If the engine is equipped with an air starter, connect the air supply.
(12) Fill the oiler for the air start with air tool oil.
(13) For quality inspection, check for the following criteria before testing and during testing.
• Loose parts, missing parts, or damaged parts
• Engine oil, water, fuel, exhaust, or air leaks. If a leak is discovered, stop and repair the leak.
• Proper operation of the engine attachments (pumps, governors, starters, shutoffs, and gauges)
• Listen for unusual noises.
• Observe the engine and attachments for unusual vibration.
3500 Engines
(1) Connect the hoses for the cell, the lines, and the wiring harness to the proper sensors, thermocouples, adapters,
connectors, hoses, etc.
Note: Install the intake manifold temperature if the temperature is requested or needed for troubleshooting.
(2) Turn on the water in order to fill the EJW. Listen and look for leaks. Stop the setup procedure to repair all leaks.
(3) Position the exhaust stack for the cell and lower onto the engine.
(4) Check and/or fill the oil levels for the engine, the governor, and the hydromechanical shutoff.
(5) Connect the magnetic pickup wire to the governor. This step is only for engines with a mechanical unit injector.
(6) Connect the wire that activates the governor. This step is only for MUI engines.
Note: B series engines (Electronic Unit Injector (EUI)) do not require steps 5 and 6. These engines may require a
connection for the timing calibration.
(7) Connect the 24v DC electrical supply to the starter.
(8) If the engine is equipped with an air starter, connect the air supply.
(9) Fill the oiler for the air start with air tool oil.
(10) For quality inspection, check for the following criteria before testing and during testing.
• Loose parts, missing parts, or damaged parts
• Engine oil, water, fuel, exhaust, or air leaks. If a leak is discovered, stop and repair the leak.
• Proper operation of engine attachments (pumps, governors, starters, shutoffs, gauges, etc.).
• Listen for unusual vibration.
• Observe the engine and attachments for unusual vibration.
Engine Checks after Installation into Test Cell
(1) Perform the prelubrication because engine components require the prelubrication before cranking. The
prelubrication will be accomplished by pressurizing the lubrication system before cranking. Reference, SEHS8914,
"Pressure Lubrication Procedure for Remanufactured Engines and Short Blocks" for more information on performing
the prelubrication.
Also if an engine is equipped with a prelube pump, the complete starting motor system for the prelube pump will be
checked. The checkout of the system can be done before the engine test or after the engine test. It is not necessary for
the checkout to be done in an engine test cell.
(2) Ensure that the oil filters are full of oil and do not fill the filters prior to installation.
(3) Prime the fuel system.
Note: Refer to the latest Contamination Control Guidelines, PEBJ0002, "Cat Dealer Contamination Control"
publications on contamination control.
(4) If the oil supply for the engine does not lubricate the auxiliary power take off, then an external oil supply must be
provided.
(5) Check the engine oil level. Before the engine is cranked the level of the oil pan must be within the range that is
safe for starting the engine.
(6) In order to determine the performance of the engine at full load, the level of the oil must be between the "add" line
and the "full" line. If the dipstick has been marked for tilt operation, the level of the oil should be within the
designated range. Dipsticks that are produced for tilt operation will show the oil level for an engine that is properly
filled with oil that is positioned horizontally in a test cell.
(7) Ensure that the engine is installed correctly and that the proper adapters are used to connect the engine to the
dynamometer. Refer to the, NENG2500, "Tools and Shop Products Guide" for the proper adapter.
Note: The adapter for the driveline must be concentric with the flywheel within 0.25 mm (0.01 inch) of Total
Indicator Reading (TIR).
(8) Check the installation of all required diagnostic connections and any special connections for instrumentation
(damper timing marker, cylinder pressure transducer, etc).
(9) Verify that the log for the engine is current. If the log is not current the log should be updated.
Test Cell after Installation of the Engine
(1) Ensure that all pressure lines are routed and connected properly.
(2) Ensure that the thermocouples are installed correctly and that all of the connections are tight.
(3) Ensure that the Electronc Control Module cable is routed properly.
(4) Ensure that the supply valves for the operation of the dynamometer and the control are open.
(5) Make sure that the valves for the transfer plate are open for all the systems that are active.
(6) Check that all additional systems for the test support have been installed correctly and that the hoses and cables
are routed properly.
(7) Check that the proper fuel has been selected.
Preparing the Control Console to Run a Test
It is necessary to access the computer for the cell in order to perform all checks.
Note: There are numerous manufacturers of dynamometers and each one with various types of Data Acquisition and
Control Units. Refer to the appropriate Owner's Manual for your particular system.
Performance Test
Diesel Engine
Standard Schedule for Testing an Engine
The performance testing of engines will be in accordance with this schedule. See the individual test procedures for
variations to the detailed test points. If an engine is stopped before the completion of this test the test will be rerun at
the start of the warm-up schedule. The running time that is specified for each point in this schedule of testing is the
time at the specified speed and torque. The time of transition between points is not counted as part of the required
time at each point.
Warm Up
The warm-up is conditioning the engine in order to create repeatable performance of the engine and to purge air from
the liquid handling systems of the engine.
The engine speed control will not be "revved" or "pumped" during any portion of this performance test. "Revving" is
the process of rapidly increasing and decreasing the engine speed control and/or engine speed.
1. Starting procedure
The engine should be cranked at 100 to 1000 RPM with the engine speed control in a position that provides the
maximum fuel delivery. You must obtain a minimum of 40 kPa (5.8 psi) oil pressure within 0.5 minutes.
Otherwise, the engine will stop cranking. Cranking should also be discontinued if the engine has not started
within 2 minutes.
After the engine starts, limit the engine speed to the following.
Table 4
(Low idle + 0.2 × (nominal high idle − nominal low idle)) ± 20 RPM
Minimum oil pressure of 40 kPa (5.8 psi) will be obtained within 3 seconds after the engine starts, or the engine
must be stopped.
2. First point (1 minute ± 0.2 minutes)
75% of the rated speed ... ± 20 RPM
Note: The engine speed will not be increased above 75% rated speed + 20 or low idle speed if the low idle
speed is greater than 75% of the rated speed.
50% of the rated torque ... ± 5% of the rated torque
If the Full Load Brake Mean Effective Pressure is 1750 kPa (253.8 psi) or more, the rated torque is the
following.
30% of the rated torque ... ± 5% of the rated torque
3. Second Point (5 minutes ± 0.2 minutes)
Due to the insufficient ability of a cooling system in a plant to vent air, some facilities that are used for testing
may require more time to purge air from the system. This will prevent an additional load from causing
overheating. This is a function of the facility for testing. The additional time should be applied to all engines
that are run in that facility. The maximum time should not exceed the time that is required for the thermostats to
reach the opening temperature.
The Rated Speed ... ± 20 RPM
60% Rated Torque ... ± 5% Rated Torque
4. Third point (3 minutes ± 0.2 minute)
Rated Speed ... ± 20 RPM
90% Rated Torque ... ± 5%
5. Setting point of the governor (0.25 minutes ±0.1 minute)
The setting speed of the governor ... ± 5 RPM
The setting speed of the governor ... ± 1% rated torque
At the setting point of the governor, the engine speed control will be at the position for the maximum speed
(Engine Speed Control of the General Instructions). The torque is specified in the Engine Test Specifications.
The governor control which positions the overrun curve will not be adjusted after completing the setting point
of the governor. If the high idle speed is not correct at the High Idle Check in the Performance Check of this
schedule, the governor controls will not be adjusted. Only repairing and retesting the engine can correct the
high idle speed.
6. Full Load (4 Minutes ± 0.2 minute or Stabilization)
Full Load Speed ... ± 10 RPM
Engine Speed Control at the maximum speed position in accordance with Engine Speed Control of the General
Instructions
While the engines are running continuously at the RPM for full load, the engines are considered stabilized after
the engines achieve the following maximum variation per 2 minute period.
(1) Jacket Water Pump Inlet ... 3 °C (37.4 °F)
(2) Oil Pressure ... 7 kPa (1.015 psi)
(3) Fuel Rate ... 1%
(4) Corrected Power ... 1%. Use the observed power for facilities that use a manual test.
The outlet temperature of the engine water and the inlet temperature of the water for the separate circuit
aftercooler (if equipped) will be within the specification before recording data at full load.
7. Performance Check
a. For the Full Load Check, put the engine at the full load point. Stabilize the engine according to the above
paragraph. Calculate the following information and record the following information.
(1) Engine Speed
(2) Torque
(3) Fuel Rate (manual test)
(4) Corrected Fuel Rate
(5) Oil Pressure
(6) Fuel Pressure
(7) Boost (manual test)
(8) Adjusted Boost
(9) Temperature into Jacket Water Pump
(10) Temperature out of the Jacket Water Pump (coming out of the engine)
(11) Delta - Temperature Jacket (Engine Outlet Temperature minus Inlet Temperature)
(12) The temperature of the inlet air, the dry barometric pressure, the restriction of the inlet air, the
pressure of the inlet air, and the density of the fuel (Correction Factors for the Engine Performance)
(13) Inlet Fuel Temperature
(14) Pressure of the fuel at the inlet
(15) Observed power at full load (manual test)
(16) Corrected power at full load
(17) Corrected Specific Fuel Consumption
(18) Water Temperature to SCAC
(19) SCAC Water Flow
(20) Total Correction Factor
(21) Inlet Manifold Temperature (Air to Air Aftercooled Engines)
(22) Blowby (manual test)
b. Cylinder Cutout Check
If the engine is equipped to permit the cutout of the individual cylinders use Electronic Testing to
perform the test.
Note: This test is only a diagnostic check.
c. Torque Check (0.25 Minute ± 0.1 minute)
Increase the dynamometer load until the engine lugs to the speed that is specified for the Torque Check.
Engine speed and load will be stabilized for this reading. Stabilization is determined by the remaining
speed within the specification for 15 seconds. Calculate the following information and record the
following information.
(1) Speed for the Torque Check
(2) Torque (manual test)
(3) Corrected Torque at TC RPM
(4) Fuel Rate at TC RPM (manual test)
(5) Corrected Fuel Rate at TC RPM
(6) CSFC at TC RPM
(7) Boost (manual test)
(8) Adjusted Boost at TC RPM
d. Checking the Response (mechanical engines)
Remove the dynamometer load as rapidly as possible until the dynamometer is operating with a
maximum of 3% of the Rated Torque. Opening the field circuit for the dynamometer and simultaneously
closing the water supply valve with a solenoid is adequate.
Adjust the engine speed control in order to maintain the specified idle speed for checking the response.
The fuel system should be turned off when the engine is brought to the idle speed for checking the
response. The engine speed control does not need to be in the minimum position.
At the specified response, check the idle time after initiating the removal of the load, and maintain the
speed from checking the response by adjusting the dynamometer load. As rapidly as possible increase the
setting of the engine speed control with a 1 second maximum to the maximum speed setting. Response
time is the time from the start of change in engine speed until the specified torque is obtained. Record the
following information.
(1) Idle Speed for checking the response.
(2) Speed for checking the response
(3) Response Time
An engine test is required in test facilities that do not have a computerized diesel engine Full Load Check
in order to check that the settings for the air and fuel control are correct. Run the engine until the engine
reaches the rated top speed. This should be done while the engine is running at high idle and the line for
sensing the boost is disconnected. The measurement of the settings for the air control and settings for the
fuel control are not required. Record the following information.
Observed Torque
e. High Idle Check (0.10 minute)
Remove the dynamometer load until the dynamometer is operating with a maximum of 3% of Rated
Torque.
With some types of dynamometers, the load cannot be lowered to this level. If the load can be lowered to
10% of the rated torque it is acceptable to create a straight line from the setting point of the governor
through the lowest attainable torque to zero torque in order to obtain a high idle value. Maintaining a
load on the engine for stabilizing the high idle speed is not an acceptable process.
Record the following information.
High Idle Speed
During the check at high speed, the engine speed will not vary more than the following.
◾ Generator Set and Marine Auxiliary Engines
Table 5
Rated Speed
±
300
◾ All other diesel engines
Table 6
Rated Speed
±
200
If the high idle speed is not correct, only repairing and retesting the engine can correct the idle speed.
8. Low Idle Point (0.10 minute)
Maximum dynamometer load equals 3% of the Rated Torque. Set the low idle speed. Record the following
information within 5 minutes of obtaining the data from full load unless the oil temperature is maintained at the
temperature for full load by using a special test that is conducted immediately before the low idle point.
(1) Low Idle Speed
(2) Oil Pressure (Low Idle)
During checking of the low idle speed, the engine speed will not vary more than ±10 RPM.
Note: It may be necessary to run special tests with the standard performance tests that are defined in this
bulletin. Special tests can be inserted after the high idle check. This will provide a test sequence, which will
maintain the normal operating temperature for checking the torque and checking the response. If special tests
are inserted into the test sequence, judgment should be used to be certain that normal operating temperatures
are maintained for the low idle check and the low idle point.
Schedule for Testing Engines with Multiple Ratings
1. Run the Standard Test that is defined in the Performance Test under the Diesel Engine for the highest power
and/or the highest torque rating.
2. Activate the device for the change of rating.
3. Increase the engine speed to high idle (position of maximum engine speed control).
4. Load the engine until the engine runs to the alternate full load and/or the speed of the torque check. The engine
will be stabilized according to the step at Full Load of the Standard Schedule for Testing Engines.
5. Calculate the following and record the following according to the rating.
a. Full Load Speed
b. Corrected Power at Full Load
c. Speed of the Torque Check
d. Corrected Torque at the RPM of the Torque Check
6. If additional ratings are required, then repeat step 2 through step 5 for each rating that is consecutively lower.
Spark Ignited Engine
Perform the following checks in addition to the checks that are listed in Preparation for the Engine and the Test Cell.
Fuel Pressure
The fuel for the engine that is coming in to the gas pressure regulator will be supplied at the pressures that are shown
in the individual engine performance specifications.
Throttle Position
Ensure that the throttle plate can be opened to the maximum position. Do not adjust the linkage so that the throttle
plate will not close completely in order to obtain the maximum position.
Setting of the Carburetor
Set the control for the mixture for the carburetor at the "Nominal Value" that is specified in the specifications for
engine performance. Do not adjust the control for the mixture for the remainder of the test. Adjust the control if it is
necessary according to Item 2 of the Standard Schedule for Testing Engines for Spark Ignited Engines.
1. The following is for engines that are equipped with carburetors that have a rotary control for the mixture.
◦ One (1) is the value that is assigned to the mark that is nearest to the "L" (Lean) on the scale.
◦ Five (5) is the value that is assigned to the mark that is nearest to the "R" (Rich) on the scale.
2. For engines that have a mixture control that is controlled by a screw, the setting of the mixture control is the
number of turns of the screw that are from the maximum clockwise position.
Standard Schedule for an Engine Test
The testing of the performance of each engine will follow this schedule. See the individual procedures for testing for
any variations to the detailed test points. If an engine is stopped before the completion of a test, the test will be rerun
from the beginning of the warm-up schedule. The running time that is specified for each point in this schedule of
testing is the time at each specified speed and torque. The time of transition between the points is not included as part
of the required time for each point.
Warm Up
The warm-up is conditioning the engine in order to create repeatable performance of the engine and to purge air from
the liquid handling systems of the engine.
The speed control of the engine will not be "pumped" during any portion of this test of performance. Pumping is the
process that consists of rapidly increasing and decreasing the speed control of the engine and/or the speed of the
engine.
1. Starting Procedure
Crank the engine at 200 RPM to 600 RPM. (Crank the 3600 series at 100 RPM to 200 RPM.) A minimum oil
pressure of 40 kPa will be obtained within 0.5 minutes or the cranking will be stopped. The cranking will
continue for 0.25 minutes after obtaining an oil pressure reading of 40 kPa before the engine is started.
Cranking should be stopped if the engine does not start within 2 minutes.
Set the preliminary timing for the ignition to the value that is specified in the specifications for engine
performance.
2. First point
Low Idle Speed
"0" Torque ... Maximum of 3% of the test torque
Completely close the throttle plate and adjust the screw that is used to stop the throttle until the screw touches
the stop lever. The screw should not hold the throttle plate open at all.
Set the pressure differential for the preliminary fuel to be ± 5 kPa of the value that is specified for high idle in
the specifications for engine performance. The pressure differential of the fuel is the static gas pressure that is
maintained to the carburetor that is relative to the static component of the inlet to the total pressure of the
carburetor.
If the engine is equipped with a Woodward governor operate the engine at the specified speed or at the lowest
attainable speed. If the governor is equipped with a motor for synchronizing, check the increase and decrease in
the engine speed when the appropriate wires are utilized. Refer to ""Appendix A" " in order to refer to the
proper publication for additional information.
3. Second Point
Test Speed
"0" Torque ... Maximum of 3% of the test torque
Set the timing of the ignition to the value that is specified for the full load in the specifications for the testing of
the engine.
Set the pressure differential for the fuel to the value that is specified for high idle in the specifications for the
testing of the engine.
4. Third point (1 minute ± 0.2 minutes)
75% of the Test Speed ... ± 20 RPM, but not less than the low idle
50% of the torque value for the test ... ± 5%
Note: For the 3600, use 25% of the Test Torque.
If the excess oxygen for full load is greater than 4%, set the preliminary excess oxygen to 1.0% less than the
value that is specified in the engine specifications for full load. If the excess oxygen is 4% or less, set the
preliminary excess oxygen to the value that is specified in the engine performance specifications for full load.
5. Fourth Point (5 minutes ± 0.2 minutes)
Test Speed ... ± 20 RPM
60% of the torque value for the test ... ± 5%
6. Test Point at Full Load (4 minutes ± 0.2 minutes or stabilization)
The nominal power at full load is defined as corrected power at full load. Nominal test speed is defined as full
load speed.
Nominal Torque Value
The Nominal Torque Value for the test is calculated by using the following equation.
Table 7
Corrected Full Load Power ((kW)) × 60000
Nominal Torque Value ((N·m/kW.min)) × 2PI × Total Correction
= Factor
RPM
At the test point for full load, the speed control of the engine will be at the maximum speed position. Refer to
Engine Speed Control of the General Instructions.
Test Speed ... ± 5 RPM
Torque Value ... ± 5%
If the specifications for the engine test specify a high idle speed that is greater than the speed at full load (a non
-isochronous overrun curve), the torque value can be increased or decreased with the adjustment that controls
the position of the overrun curve.
The nominal mixture control settings are acceptable if the excess oxygen, the corrected specific fuel
consumption, the test speed, the test torque, the inlet manifold pressure, and the outlet pressure of the
compressor are within the limits that are specified in the engine test specifications.
If the excess oxygen, the corrected specific fuel consumption, the test speed, the torque value, the inlet
manifold pressure, and the outlet pressure of the compressor cannot be obtained simultaneously, the control for
the mixture and the wastegate will be reset in order to bring these characteristics within the specifications.
For a manual test, the CSFC in the preceding two paragraphs will need to be omitted.
Engines are considered stabilized after achieving the following maximum variation per 2 minute period while
the engines are running at test speed and torque.
Inlet temperature of the jacket water pump ... 3 °C (37.4 °F)
Oil Pressure ... 7 kPa (1.02 psi)
The Fuel Rate ... 1%
The corrected power ... 1% (observed power for facilities that use a manual test)
The temperature of the water at the outlet for the engine will be in the specifications before recording the data
for the test at full load. The temperature of the inlet water for the separate circuit aftercooler will be in the
specifications before recording the data for the test at full load.
The overrun curve will not be repositioned after completing the full load point except as repositioning is
specified in the High Idle Check of the Performance Check.
7. Performance Check
a. For the check at Full Load, the engine is at the point of full load and the engine is stabilized according to
Item B of the Performance Test for Spark Ignited Engines. Calculate the following information and/or
record the following information.
(1) Full load speed
(2) Torque (manual test)
(3) Inlet fuel temperature
(4) Fuel pressure at the inlet
(5) Fuel rate
(6) Corrected fuel rate
(7) Oil pressure
(8) Differential of the fuel pressure
(9) Outlet pressure for the compressor (Absolute pressure)
(10) Inlet manifold pressure (Absolute pressure)
(11) Temperature of the inlet to the jacket water pump
(12) Temperature of the outlet for the engine water
(13) Delta-T jacket (outlet temperature minus inlet temperature)
(14) Inlet air temperature, dry barometric pressure, inlet air restriction, and inlet air pressure
Note: The estimated inlet air temperature will be within 2 °C (35.6 °F) of the test temperature.
(15) Observed power at full load (manual test)
(16) Corrected power at full load
(17) Corrected Specific Fuel Consumption (CSFC)
(18) Temperature of the water to the SCAC
(19) SCAC water flow
(20) Correction factor for the inlet
(21) Control setting of the mixture
(22) Excess Oxygen
(23) Blowby (Manual test)
(24) Specific Blowby
(25) Lower heating value for the fuel
b. Torque Check (.25 minutes ± 0.1 minute)
(1) Increase the load of the dynamometer until the engine lugs up to the speed that is specified for the
Torque Check. Measurements will be taken within 3 minutes after leaving Full Load. The engine speed
and load will be stabilized for this reading. Stabilization is determined by the speed that is remaining
within the specification for .25 minutes.
(2) Increase the load of the dynamometer and adjust the speed control of the engine until the engine is
running at the speed and torque that is specified for the Torque Check. Measurements will be taken
within 3 minutes after leaving full load. The engine speed and load will be stabilized for this reading.
Stabilization is determined by the speed that remains within the specification for 0.25 minutes.
(3) Calculate the following information and record the following information.
(a) Speed of the torque check
(b) Torque (manual test)
(c) Corrected torque at TC RPM
(d) Temperature of the inlet fuel
(e) Pressure (absolute pressure) of the inlet fuel
(f) Fuel rate at TC RPM
(g) Corrected fuel rate at TC RPM
(h) CSFC at TC RPM
(i) The outlet pressure (absolute pressure) of the compressor at TC RPM
(4) High Idle Check (0.1 minutes)
Remove the load of the dynamometer until the dynamometer is operating with a maximum of 3% of the
torque value for the test. Record the following information.
◾ High Idle Speed
◾ High Idle Stability
During the check for the high idle speed, the engine speed must not vary more than the following.
Table 8
the rated speed
±
150
If the test high idle speed is not correct and if the specification for the engine test specifies a high idle
speed that is greater than the full load speed then change the adjustment that controls the position of the
overrun curve in order to bring the test high idle speed to the limit of the specification. Load the engine
to the full load point. If the test point at full load conforms to the specifications, then both the test point at
full load and the high idle speed are acceptable. If not all of the test characteristics at the full load test
point conform to the specification then only repairing and retesting the engine can correct the test high
idle speed.
8. The Reset at Full Load
a. The reset at full load (.25 Minutes)
The full load speed ... ± 10 RPM
The corrected power at full load ... ± 3%
The full load point of the engine is reset by using the following procedure.
(1) Keep the engine speed control at the maximum speed position.
(2) Change the torque of the dynamometer to the value that is specified in the TMI for the power and
speed. The torque is determined in accordance with the information that is found in Item B of the
Standard Schedule for an Engine Test.
(3) Change the speed of the engine at full load with the adjustment that controls the position of the
overrun curve to the speed at full load that is specified in the TMI.
(4) Readjust the control for the mixture that is required in order to maintain the excess oxygen that is
specified for the Power at Full Load. This step (8.a.4) should be completed before adjusting the
wastegate in the next step (8.a.5).
(5) Readjust the setting of the wastegate in order to obtain the same differential between the outlet
pressure of the compressor and the inlet pressure for the manifold as at the full load point.
(6) Readjust the torque of the dynamometer in order to obtain the power that is specified in the TMI.
Readjust the speed of the engine in order to obtain the speed that is specified in the TMI. Calculate the
following information and record the following information.
◾ Full Load Speed
◾ Observed Torque (manual test)
◾ Observed Power (manual test)
◾ Corrected Power at Full Load
◾ The Compressor Outlet minus the Inlet Manifold Pressures at rest
(5) High Idle Check (0.1 minutes)
Remove the load of the dynamometer until the dynamometer is operating with a maximum of 3% of the
torque value for the test. Record the following information.
(1) High Idle Speed (stamp on the Engine Information Plate)
(2) High Idle Stability
During the check for the High Idle Speed, the engine speed must not vary more than the following.
Table 9
the rated speed
±
150
9. Low Idle Point (0.10 minute)
Maximum load for the dynamometer equals 3% of the torque value for the test. Set the low idle speed and
record the following information within 5 minutes of obtaining the data at full load unless the temperature of
the oil is maintained at the temperature of full load by special tests that are conducted immediately before the
point of low idle.
(1) Low Idle Speed
(2) Oil Pressure (low idle)
(3) Low Idle Stability
During the check for the Low Idle Speed, the engine speed shall not vary more than ± 10 RPM.
Note: If special tests are required to be run with the standard performance test that is defined in this bulletin,
the tests should be run after the standard test has been completed.
Lug Test
The test involves measuring the various parameters of engine performance at various speeds on the lug curve for the
engine.
This test is performed after the basic performance testing has been completed and the results are recorded.
Note: The following procedure is performed after the fan is removed.
1. Start the engine and warm up the engine at an engine speed and engine load that is reasonable. Warm up the
engine at an engine speed and engine load that is reasonable. Gradually increase the speed and gradually
increase the load until the power setting is obtained and the outlet temperature of the jacket water has been
stabilized. The throttle lever should be at the maximum position.
2. With the lever for the throttle cover at the maximum position, remove the entire load from the dynamometer
and record the high idle speed.
3. Gradually add a load until the engine speed is halfway between high idle and the rated speed. Record the data
that is required on the form for each test. Refer to ""Appendix C" " for an example of the form that is used for
the test data.
4. This procedure is continued for each reduced speed that is listed on the form for the test data until the engine
will not sustain a load. Record the data that is required.
5. Remove the entire load from the dynamometer and move the throttle control lever to the minimum position.
Record the low idle speed.
Fuel Consumption
This test is performed after the basic performance testing has been completed and the results are recorded. No
adjustments will be made to any engine settings.
Note: If this test is being performed simultaneously with the basic performance test, the engine may be inserted into
the basic performance test immediately after the completion of the Torque Check Point. The engine may be inserted
immediately into the basic performance test after the completion of the Full Load if the Torque Check is not required.
1. Start the engine and warm up the engine at full load speed and full load power in accordance with the specified
rating.
a. The throttle control lever will be at the maximum speed position.
b. The engine is considered to be warmed up and the engine is considered stabilized after the engine is at
the specified speed and power for 15 minutes., The engine is also considered to be warmed up and the
engine is also considered to be stabilized after the engine achieves a rate of variation that is no greater
than the rate that is allowed in the steps of the Full Load Test of the Performance Test.
c. The temperature of the water from the outlet will be within the specification before recording the data
from the test.
d. Calculate the test data and record the test data.
2. Reduce the load to the following.
Table 10
75% of the rated power ± 1% of the rated power at the full load speed
a. The measurements shall be taken when the speed and the load have been maintained continuously for 0.5
minutes and within 2 minutes after the completion of the preceding point.
b. Repeat step 2 for 50% of the rated power ± 1% of the rated power.
Post Test Procedures

Removing the Engine from the Cell
1. Drain the engine coolant.
2. If air starters are installed check the air starters for proper operation.
3. Remove the oil mini-patch. Send the oil and the patch to the S O S laboratory. Install a new mini-patch for the
next test.
4. Remove the oil screens from the supply lines for the turbocharger oil. Install the oil lines.
5. Open the doors of the test cell.
6. Remove all test hoses, connectors, and adapters, and cap the holes with the appropriate plug or the appropriate
boot.
7. Install a freeze plug in the wastegate.
8. Remove all of the special equipment such as timing probes, throttle angle transducers, thermocouple wires, etc.
9. Remove the bolts that are connecting the coupling for the dynamometer to the flywheel and move the coupling.
10. Lift the exhaust for the cell off the adapter for the engine and remove the adapter for the engine exhaust.
11. Remove the hold down bolts (engine stand to bed).
12. The engine can now be moved to the next area and a new engine can be brought in for testing.
13. Collect and complete all of the paper work.
a. Labels
(1) Oil Patch
(2) Oil Sample
b. Reports
(1) Workmanship
(2) Engine Discrepancy
(3) Engine Test
3500 Engines
1. Take the last oil sample. Then complete the label for the oil sample.
2. Shut off the engine and secure the shutoff lever.
3. Remove the mini-patch. Send the oil and the patch to the S O S laboratory.
4. Remove the oil screen for the engine test from the oil manifold.
5. Remove the oil screens from the turbocharger oil supply lines. Install the oil lines.
6. Open the doors and the cover to the hatch of the test cell.
7. Drain the engine coolant. The engine must be fully drained before the engine can be moved from the cell.
8. Raise the exhaust stack from the engine.
9. Disconnect the right-hand intake hose for the turbocharger.
10. Drain the fuel filters.
11. Disconnect the communication cable.
12. Remove the temperature probes.
13. Disconnect the electrical cables.
14. Check in order to ensure that the engine has fully drained.
15. Spray the engine in order to remove any fuel or oil that may have dripped on the engine during the removal of
the hoses.
16. Move the engine away from the dynamometer and allow the draining to stop before any hoses are removed.
17. Remove all hoses, connectors, and adapters.
18. Collect and complete all paper work.
a. Labels
(1) Oil Patch
(2) Oil Sample
b. Reports
(1) Workmanship
(3) Engine Test
19. Remove the engine from the cell.
20. Remove the flywheel adapter.
3600 Engine
1. If the engine is going to be packaged, remove the center oil filter that is in the lower housing, and send the filter
to the S O S laboratory. Mark the filter with the engine serial number.
Very little of the assembly that takes place after the test will be done until the engine is in the area for
packaging.
2. If the engine is not going to packaging, replace the oil filters. Mark the engine with the serial number. Send the
lower, center filter to the S O S laboratory.
Note: If the operator notices a foreign object in the oil, a sample of the oil should be sent to the S O S
laboratory for analysis. Record this information on the Engine Discrepancy Report. Also, inspect the filter
carefully for damage before installing the filters. Do not install damaged filters.
3. Drain the systems for the engine coolant.
4. Disconnect the electrical cables.
5. Remove the exhaust stacks.
6. Remove the lines for bleeding the engine jacket water.
7. Disengage the engine from the dynamometer.
8. Remove the fuel lines from the engine.
9. Cap all connections for the oil so water cannot get into the oil system.
10. Spray the engine in order to remove any fuel or oil that may have dripped on the engine during the removal of
the cables.
11. If air starters are installed, check the air starters for the proper operation. Refer to the section on Starter
Systems. Energize the air on the control panel. Then turn on the switch on the solenoid to "manual" and verify
that the starter functions.
12. Remove the engine from the test cell.
13. Take the final oil sample and remove the mini-patch. Send the oil and the patch to the S O S laboratory.
14. Remove the harnesses from the engine. No particular order of removal is required. The operator should develop
a technique that is quick and efficient.
15. Remove the air inlet adapters, exhaust stacks, and the coupler for the dynamometer. If a coupler for the
dynamometer was installed for testing, index the flywheel to top dead center. Install the flywheel from the
factory.
16. Collect and complete all the paper work.
a. Labels
(1) Oil Patch
(2) Oil Sample
b. Reports
(1) Workmanship
(3) Engine Test
Engine Storage
Reference the following Caterpillar documents for storage of engines.
Table 11
Special Instruction, SEHS9031, "Storage Procedure for Caterpillar Products"
Operation and Maintenance Manual, SEBU6250, "Caterpillar Machine Fluids Recommendations"
Powerdown Sequence for the Test Cell
Perform all of the checks that are required in order to powerdown. Sign off the computer for the cell
Note: There are numerous manufacturers of dynamometers with various types of Data Acquisition and Control Units.
Refer to the appropriate owner's manual that is used for your particular system.
Starter Systems
Air Starters
Note: Check the 3300 air starters and the 3400 air starters after the basic test in order to allow the starter to be
lubricated with 3-34996931 spindle oil.
Note: Check the 3500 air starters and 3600 air starters after the basic test in order to allow the starter to be lubricated
with diesel fuel.
Air Starters without Solenoids
1. While the engine is in the cell, connect the elbow for the air supply and the hose.
2. Push the "on" button for the air starter.
3. Open the manual air valve.
4. Check the air lines to the starter for leaks and repair all of the leaks.
5. Secure the manual fuel lever in the "off" position.
6. Engage the air starter.
7. Check the starter for the proper rotation and verify if the engine speed is greater than 100 RPM by using the
tachometer for the test cell.
Air Starters with Solenoid
1. While the engine is in the cell, connect the elbow for the air supply and hose.
4. Check the air lines to the starter for leaks. Repair the leaks.
7. Check the starter for the proper rotation and verify if the engine speed is greater than 100 RPM by using the
Air Starters with Prelube Pumps
1. While the engine is in the cell, connect the elbow for the air supply and hose.
4. Check the air lines to the starter for leaks. Repair the leaks.
7. Check that the prelube pump energizes, that the prelube pump runs in the proper direction, and that the prelube
pump runs until the engine is prelubed. Then, the starter should work.
8. Check the starter for proper rotation and verify if the engine speed is greater than 100 RPM by using the
Disconnecting Air Starters After Testing
1. Push the "off" button for the air starter.
2. Close the manual air valve.
3. Open the purge valve.
4. Disconnect air hose and the elbow, when all the air is out of the line.
Electric Starters
Note: Test the electrical starters prior to testing the engine. If the engine gets an EMCP panel, electric motors are not
checked in the cell of the dynamometer. Electric motors are checked in the cell of the generator.
1. After the engine is in the cell, connect the battery power to the starter terminals.
2. Check the starters for the requirements of voltage (24 V or 26 V DC).
3. Set the battery power to the proper voltage.
Note: Leave the battery power on until the testing of the engine is done and the operator is ready to remove the
engine from the cell.
5. Engage the starter.
tachometer of the test cell.
Electric Starters with Prelube Pump
Note: Test electrical starters prior to testing the engine. If the engine gets an EMCP panel, electric motors are not
checked in the cell of the dynamometer. Electric starters are checked in the cell of the generator.
1. After the engine is in the cell, check the starters for requirements of voltage (24 V or 36 V DC).
2. Set the battery power to the proper voltage.
3. Connect the battery power to the starter terminals.
Note: Leave the battery power on until the testing of the engine is done and the operator is ready to remove the
engine from the cell.
5. Engage the starter.
6. Check the prelube pump for proper operation.
tachometer of the test cell.
Appendix A (Additional Reference Material)

Table 12
Form Number
Title of Publication
REHS0183 "Removal and Installation of Tamperproof Caps on an RSV Governor"

RENR2228 "723PLUS Digital Speed Control"
RENR5850 "SPM-A Synchronizer"
SEBD0642 "Engine Dynamometer Facilities"
SEBF4564 "Planning Engine Processing Areas - Dynamometer"
SEBF4565 "Position Description for a Dynamometer Test Area"
"Visual Inspection and General Information for Governor Assembly used in New Scroll Fuel
SEBF8298
Systems (NSFS) of 3204, 3300, and 3400 Engines"
"3100 Governor Inspection and General Information for Mechanical Governor Groups used in
SEBF8434
3114, 3116, and 3126 MUI Engines"
SEHS9318 "Testing and Adjusting of the Woodward 3161 Governors on the Fuel Injection Test Bench"
SENR1087 "Digital Min/Max ProAct Control for Caterpillar G3306 Engines"
SENR2928 "2301 Electric Governor for Generator Set and Industrial Engines"
SENR3028 "Caterpillar 3161 Governor"
SENR3585 "2301A Electric Governors for Generator Set and Industrial Engines"
SENR6430 "524 and 1724 Electrically Powered Governor Systems"
SENR6444 "PGEV and PGE Locomotive Governors"
SENR6454 "3114, 3116, and 3126 MUI Engine Governors"
SENR6514 "PSG Governor with Cast Iron Case"
Appendix B (Minimum Recommended Hardware for Testing Engines)
Pressure Transducers
Oil pressure ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Water pump pressure ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Compressor outlet ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Differential for the fuel pressure ... −4 kPa to 4 kPa (−0.58 psi to 0.58 psi)
Inlet manifold ... 0 kPa to 342 kPa (0 psi to 49.6 psi)
Natural gas meter(Absolute Pressure) (mezzanine level) ... 0 kPa to 516 kPa (0 psi to 74.8 psi)
Natural gas pressure (Absolute Pressure) (measure in the test cell on the piping that is used for supplying the gas) ... 0
kPa to 344 kPa (0 psi to 49.9 psi)
SCAC water pressure ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Inlet air pressure (Absolute Pressure) ... 0 kPa to 137.8 kPa (0 psi to 19.99 psi)
Spare transducer ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Boost pressure - The boost pressure after the turbochargers and before the aftercooler (0 kPa to 700 kPa (0 psi to
101.5 psi))
Fuel pressure - The fuel pressure of the inlet to fuel filter (0 kPa to 700 kPa (0 psi to 700 psi))
Engine load - 1 transducer per test cell for counterclockwise rotation and clockwise rotation (0 N to 6250 N (0 lb to
1405.1 lb))
Engine temperature sensors
• Exhaust port temperatures
• Right exhaust
• Left exhaust
• Inlet air temperature
• Water temperature for the dynamometer
• Oil temperature
• Temperature of the inlet for the Engine Jacket Water
• Temperature of the outlet for the Engine Jacket Water
• Inlet manifold
• SCAC inlet temperature
• SCAC outlet temperature
• Temperature of the gas meter
• Temperature of the Test cell
• Temperature of the SCAC heater
Engine Rates (analog inputs)
Voltage
• Load
• Fuel Rate
Frequency
• Engine speed
• Left turbocharger speed
• Right turbocharger speed
Status monitors
• Emergency stop
• Water flow for the dynamometer
• Lubrication pressure for the dynamometer
• "Llow" level of the Engine Jacket Water
• "Full/ready"Engine Jacket Water
• Selection of drains for the Engine Jacket Water
• "Head high" level for the Engine Jacket Water
• SCAC on
• SCAC flow
• Inlet air restriction
• Analyzer of the air in the cell
• Status of the test "continue" at the pedestal
• Status of the test "reject" at the pedestal
• Status of the natural gas
• Analyzer for the air in the cell
• Natural gas valves closed.
• Natural gas valves open.
• Cogeneration for the flow of the Engine Jacket Water
• EIS shutdown
Outputs for digital controls
• Draft inducer
• Control for the cogeneration
• Emergency stop
• Lamp for calling the operator
• Water control for the dynamometer
• SCAC heater control
• Fan for the air in the cell
• Start the air clutch.
• Start the crank clockwise.
• Start the crank counterclockwise.
• Control for the natural gas
• High natural gas pressure and lo natural gas pressure
• SCAC drain
• Control power "enable"
• Bypass for the flow meter of the gas
Variable outputs per cell
• Set point for the natural gas
• Throttle control
• Temperature control for the Engine Jacket Water
• Control for the water temperature of the SCAC
Engine Rates
1 Meter for the Fuel Rate
1 Tachometer for the Engine Speed
Appendix C (Formats of the Reports for the Engines)

1. Report for Testing a Diesel Engine
2. Report for Testing the Performance of a Diesel Engine
3. Report for Testing the Performance of a Spark Ignited Engine
4. Report for testing a Spark Ignited Engine
5. Report for the Lug Curve
6. Report for the Fuel Consumption
Table 13
3400, 3500 MUI and Standard Stroke EUI Less than 135 kW per Cylinder - Manual Test - Manual Data
Report
Caterpillar Inc. Engine Test - Diesel Engine
Date Operator
Performance
Model Test Number
Specification
Arrangement Shipping Order Test Cell Number
Dynamometer
Serial Number Ident. Number
Constant
Nominal Rated Torque (NRT) = Rated Power × 9549.297 / Rated RPM = ____________N·m
Warm Up Torque Check - 1 Minute
Cranking (1) Within 3 Minutes after Full Load
Starting Time Torque Check Speed RPM
50% - 1 Minute Corrected Torque at TC RPM N·m
Starting Time Fuel Rate at TC RPM g/min
0.75 Rated Speed (2) RPM ± 20 Corrected Fuel Rate at TC RPM g/min
0.50 (NRT) N·m ± 5% CSFC at TC RPM g/kW.h
60% - 5 Minutes Boost kPa
Starting Time Adjusted Boost at TC RPM kPa
Rated Speed RPM ± 20
0.60 (NRT) N·m ± 5% High Idle - 2 Minutes
90% - 3 Minutes High Idle Speed RPM
Starting Time Observed Torque N·m
Rated Speed RPM ± 20 Stability ± RPM
.90 (NRT) N·m +3-11% Low Idle - 5 Minutes
Governor Setting Point - 3 Minutes Within 5 Minutes after Full Load
Governor Setting
RPM ± 5% Low Idle Speed RPM
Speed
0.90 (NRT) N·m ± 1% Observed Torque N·m
Full Load - 4 Minutes (3) Oil Pressure kPa
Starting Time RPM Stability ± RPM
Full Load Speed N·m Observed Torque at A/F Set N·m
Torque Value (Full

KW End Test Time
Load)
Observed Power KW
Corrected Power at
g/min PERFORMANCE CORRECTION FACTORS
Full Load
Observed Fuel Rate g/min
Corrected Fuel Rate g/kW.h
Observed Value Factor ____
CSFC kPa
Boost kPa Fuel Density API
Adjusted Boost kPa In Air Temp. (°C)
Date Page 2
Serial Number
Oil Pressure kPa In Air Press. kPa
Fuel Pressure kPa Full Load Total Correction Factor

Inlet Fuel Pressure kPa Torque Check Total Correction Factor
Inlet Fuel (°C)
Temperature
Jacket Water Pump
(°C) (Dry Bar minus Inlet Restriction)
Inlet
Engine Water Outlet
(°C)
Delta-T Jacket (Out - (1) Shut down the engine if the oil pressure is less than 40 kPa
(°C)
In) after 3 seconds.
Water Temperature to
(°C) (2) Greater than the low idle
SCAC
SCAC Water Flow L/min (3) The temperature of the water outlet shall be to the
Inlet Air Restriction kPa specification before recording the data from full load.
Inlet Manifold Temp.

(°C)
If AAAC
Blowby L/h
Specific Blowby L/kW.h
Static Fuel Set at Full
Mm
Load
Full Load Static Fuel
Mm
Set
Table 14
3500 Standard Stroke EUI Greater than 135 KW per Cylinder - Manual Test - Manual Data Report
Date Operator:
Performance
Model Test Number
Specification
Dynamometer
Serial Number Identification number
Constant
Warm Up Torque Check - 4 Minutes
20% - 3 Minutes Corrected Torque at TC RPM N·m
75% - 4 Minutes Within 5 Minutes after Full Load
Starting Time Low Idle Speed RPM
Rated Speed RPM ± 20 Observed Torque N·m
.75 (NRT) N·m +3-11% Oil Pressure kPa
Governor Setting Point - 5 Minutes Stability ± RPM
Governor Setting
RPM ± 5% Observed Torque at A/F Set N·m
Speed
0.90 (NRT) N·m ± 1% End Test Time
Full Load - 4 Minutes (3)
Starting Time RPM
Full Load Speed N·m
Torque Value (Full

KW
Load)
Observed Power KW
Corrected Power at
Full Load
Corrected Fuel Rate
g/kW.h
CSFC kPa
Date Page 2
Serial Number

Inlet Fuel
(°C)
Temperature
Jacket Water Pump
Inlet
Engine Water Outlet
(°C)
(°C)
Delta-T Jacket (Out - (1) Shutdown the engine if the oil pressure is less than 40 kPa after
In) 3 seconds.
SCAC
SCAC Water Flow L/min
(3) The temperature of the water outlet shall be to the specification
Inlet Air Restriction before recording the data from full load.
kPa

(°C)
If AAAC
Blowby L/h
Mm
Load
Mm
Set
Table 15
3500 High Displacement - Manual Test - Manual Data Report
Date Operator:
Performance
Model Test Number
Specification
Dynamometer
Constant
Warm Up Torque Check - 4 Minutes
.75 (NRT) N·m +3-11% Oil Pressure kPa
Governor Setting
Speed
Starting Time RPM
Torque Value (Full

KW
Load)
Observed Power KW
Corrected Power at
Full Load
Corrected Fuel Rate
g/kW.h
CSFC kPa
Date Page 2
Serial Number

Inlet Fuel
(°C)
Temperature
Jacket Water Pump
Inlet
Engine Water Outlet
(°C)
(°C)
In) 3 seconds.
SCAC
SCAC Water Flow L/min (3) The temperature of the water outlet shall be to the specification
before recording the data from full load.
kPa
Inlet Air Restriction

(°C)
If AAAC
Blowby L/h
Mm
Load
Mm
Set
Table 16
3600 Engines- Manual Test - Manual Data Report
Date Operator:
Performance
Model Test Number
Specification
Dynamometer
Constant
Warm Up Torque Check - 3Minutes
1.00 (NRT) N·m +3-11% Oil Pressure kPa
Governor Setting
Speed
Starting Time RPM
Torque Value (Full

KW
Load)
Observed Power KW
Corrected Power at
Full Load
Corrected Fuel Rate
g/kW.h
CSFC kPa
Date Page 2
Serial Number

Inlet Fuel
(°C)
Temperature
Jacket Water Pump
Inlet
Engine Water Outlet
(°C)
(°C)
In) 3 seconds.
SCAC
SCAC Water Flow L/min
(3) The temperature of the water outlet shall be to the specification
Inlet Air Restriction before recording the data from full load.
kPa

(°C)
If AAAC
Blowby L/h
Mm
Load
Mm
Set
Table 17
Diesel Engine - Manual Test - Computer Data Report
Performance Specification
Time/Date Operator:
Model Rotation Test Number

Arrangement Test Procedure Test Cell Number
Serial Number Shipping Order
Nominal Maximum Minimum
Test Results
Cranking Time With <40 kPa Oil Pressure Min 0.5

Cranking Time With >40 kPa Oil Pressure Min 0.25 2 0.25
50% Point Engine Speed ____ RPM ____ ____

1 Minute Observed Torque ____ N·m ____ ____
75% Point ___ RPM ____ ____
1 Minute ____ N·m ____ ____
100% Point ____ RPM ____ ____

3 Minutes ____ N·m ____ ____
Governor Setting Point

Governor Setting Speed
0.25 Minute ____ RPM ____ ____
Governor Setting Torque

____ N·m ____ ____
Full Load
4 Minutes Full Load Speed ____ RPM ____ ____
Observed Torque ___×___N·m
Starting Time Observed Fuel Rate ___×___g/min
Observed Boost ___×___kPa
Oil Pressure ___×___kPa
Observed Power Fuel Pressure ___×___kPa
Corrected Power at Full
Inlet Fuel Pressure ___×___kPa ___ ___ ___
Load
Observed Fuel Rate Inlet Fuel Temperature ___×___(°C) ___ ___ ___
Jacket Water Pump Inlet
Corrected Fuel Rate ___×___ (°C)
CSFC Engine Water (Outlet) ___×___ (°C) ___ ___ ___

Water Temp. To SCAC
Boost ___×___ (°C) ___ ___ ___
Time/Date Page 2
Serial Number Test Number
___×___ L/min
Adjusted Boost SCAC Water Flow ___ ___ ___
Inlet Air Restriction ___×___ kPa ___ ___ ___

Inlet Air Temperature ___×___ (°C) ___ ___ ___
Inlet Man. Temp. If
___×___ (°C) ___ ___ ___
AAAC
Blowby ___×___ L/h
Torque Check YES
Within 3 minutes after Full Load
0.25 Minute
Torque Check Speed ____ RPM ____ ____

Observed Torque ___×___ N·m
___×___ g/min
Observed Fuel Rate
Observed Boost ___×___ kPa
High Idle High Idle Speed ___×___ RPM

0.10 Minute Observed Torque ___×___ N·m ___
±___×___ RPM
Stability
Low Idle Within 5 minutes after Full Load

0.10 Minute Low Idle Speed ____ RPM ____ ____
Observed Torque ___×___ N·m ___
Oil Pressure ___×___ kPa
Stability ±___×___ RPM
Observed Torque at A/F Control Setting ___×___ N·m
Table 18
Diesel Engine - Computerized Test Report
Engine Test - Diesel
Caterpillar Inc. Operator:___________________________
Engine
Model_______ Arrangement________________ Serial Number___________________

Date________ Start End
Specification____________________
Time______ Time______
Test Number_______ Test Cell Number_______
Amount from Nominal Specification
CSFC -___% ___ g/kW.h
Corrected Fuel Rate -___% ____ g/min
Corrected Full Load Power -___% ____.0 Kw
Adjusted Boost -___% ___ kPa
Full Load Speed -___ ____ RPM
Oil Pressure -___% ___ kPa
Fuel Pressure -___% ___ kPa
Inlet Fuel Pressure -___ ___ kPa
Inlet Fuel Temperature -___ ___ (°C)
Engine Water Outlet -___ ___ (°C)
Delta-T Jacket (Outlet - Inlet)
-___ ___ (°C)
Water Temp. to SCAC -___ ___ (°C)

SCAC Water Flow -___ ___ L/min
Inlet Manifold Temperature
-___ ___ (°C)
Specific Blowby -___% ___ L/kW.h

(Cylinder Number/Power
(1/___) (2/___) (3/___) (4/___)
Loss - % Rated)
___%
(5/___) (6/___)
Nominal
CSFC at Torque Check RPM

-___% ___ g/kW.h
-___% ___ g/kW.h
Corrected Fuel Rate at
Torque Check RPM
Corrected Torque at Torque
-___% ____N·m
Check RPM
Adjusted Boost at Torque
-___% ___ kPa
Check RPM
Torque Check Speed -___% ____ RPM
Response Check Time -___% ___ seconds

Response Check Speed -___ ____ RPM
Response Check Idle Speed
-___ ____ RPM
High Idle Speed -___ ____ RPM

High Idle Stability ±___ ±___ RPM
Low Idle Speed -___ ___ RPM
Oil Pressure Low Idle -___% ___ kPa
Time/Date Page 2
Low Idle Stability ±___ ±___ RPM

Engine System Voltage -___ ___ Volts
___ Degree API

Fuel Density -___
Inlet Air Temperature -___ ___ (°C)

Inlet Air
-___ ___ kPa
Pressure
Dry Barometer -___ ___ kPa
___ kPa MAX
Inlet Air Restriction ___
Full Load Total Correction

____ NONE
Factor
Torque Check Total
____ NONE
Correction Factor
Full Load Static Fuel Setting
±___ mm
Full Load Static Fuel Setting

±___ mm
Table 19
Spark Ignited Engine - Manual Test - Manual Data Report
Caterpillar Inc. EngineTest - Spark Ignited Engine
Date Operator: Test Number
Performance
Model Test Number
Specification
Dynamometer Constant
Corrected Full Load Power ×

Nominal Test Torque 9549.297 = ____________N·m
(NTT) =
Test RPM × Correction Factor
Estimated Inlet Air Temp.
(°C) SCAC Water Flow L/min
Est. Inlet Correction

Inlet Air Restriction kPa
Factor
Lower Heating Value KJ/L Blowby L/h
Warm Up Specific Blowby L/kW.h
Cranking - 0.25 Minute
Torque Check - 0.25 Minute
(1)
Starting Time Within 3 Minutes after Full Load
Set Timing See Spec. Torque Check Speed RPM
Low Idle - 1 Minute Torque N·m
Starting Time Corrected Torque N·m
Low Idle Speed RPM Inlet Fuel Temperature (°C)
Fuel Pressure Differential
1.5 kPa ± 0.5 Inlet Fuel Pressure kPa Absolute
Test Speed - No Load RPM ± 10 Fuel Rate at TC RPM L/min

Set Timing See Spec. Corrected Fuel Rate at TC RPM kJ/min
1.5 kPa ± 0.1 CSFC at TC RPM kJ/kW.h
Date Page 2
Serial Number
Compressor Outlet Press. at TC RPM

50% - 1 Minute kPa Absolute
Starting Time Test High Idle - 0.10 Minute

0.75 Test Speed RPM ±20 Test High Idle Speed RPM
0.50 (NTT) N·m ± 5% Observed Torque N·m
75% - 3 Minutes Fuel Pressure Differential kPa
Starting Time Stability ± RPM
0.75 Test Speed RPM ± 20 Reset Values - 0.25 Minute
0.50 (NTT) N·m ± 5% Full Load Speed RPM
Observed Torque N·m
Starting Time Corrected Full Load Power kW

Test Speed ± 5 RPM Comp. Outlet - Inlet Man. Pressure kPa
(NTT) ± 1% N·m High Idle Speed RPM
Observed Power kW Stability ± RPM
Corrected Full Load
kW Low Idle - 0.10 Minute
Power
Inlet Fuel Temperature (°C) Within 5 Minutes after Full Load
Inlet Fuel Pressure kPa Absolute Low Idle Speed RPM
Fuel Rate L/min Observed Torque N·m
Corrected Fuel Rate kJ/min Oil Pressure kPa
CSFC kJ/kW.h Stability ± RPM
Compressor Outlet
kPa Absolute End of Test Time
Pressure
Inlet Manifold Pressure kPa Absolute
Oil Pressure kPa PERFORMANCE CORRECTION FACTORS
kPa Inlet Air Temperature (°C)
Mix Control Setting Inlet Air Pressure kPa

Excess Oxygen % Full Load & TC Inlet Correction Factor
Jacket Water Pump Inlet
Temp.
Engine Water Outlet
(°C) (1) After obtaining 40 kPa oil pressure
Temperature
Delta-T Jacket (Out - In)
(°C)
(2) Water Outlet Temperature shall be to specification
Water Temperature to before recording Full Load Data
(°C)
SCAC
Table 20
Spark Ignited Engine - Manual Test - Computer Data Report
Engine Test - Spark Ignited Engines
Caterpillar Inc.
Time/Date Performance Specification Operator:

Model Rotation Test Number
Arrangement Test Procedure Test Cell Number
Serial Number
Shipping Order
Test Results
Nominal Maximum Minimum
Estimated Inlet Air Temperature ___ (°C) ___ ___
Cranking Time with <40 kPa Oil Pressure Min 0.5

Cranking Time with >40 kPa Oil Pressure Min 0.25 2 0.25
Ignition Timing ___ Degree BTDC ___ ___
1st Point Engine Speed ____ RPM ____ ____

Observed Torque ____ N·m ___
Fuel Pressure Differential ___ kPa ___ ___
2nd Point Test Speed ____ RPM ____ ____
Observed Torque 0 N·m ___ ___
Ignition Timing ____Degrees BTDC ___ ___ ___
Fuel Pressure Differential ___ kPa ___ ___
3rd Point Engine Speed ____ RPM ____ ____
1 Minute Observed Torque ____ N·m ____ ____
4th Point Engine Speed ____ RPM ____ ____

____
3 Minutes Observed Torque ____ N·m ____
Full Load Full Load Speed ____ RPM ____ ____

4 Minutes Observed Torque ___×___ N·m ___
Inlet Fuel Temperature ___×___ (°C)
___×___ kPa Absolute
Inlet Fuel Pressure ___ ___ ___
Fuel Rate ___×___ L/min

Compressor Outlet Pressure ___×___ kPa Absolute
___ ___ ___

Inlet Manifold Pressure ___ ___ ___
Oil Pressure ___×___ kPa

Fuel Pressure Differential ___×___ kPa
Mixture Control Setting ___ ___ ___
Excess Oxygen ___×___ % ___ ___ ___
Time/Date Page 2
Jacket Water Pump Inlet ___×___ (°C)

Engine Water Outlet ___×___ (°C) ___ ___ ___
Water Temp. to SCAC ___×___ (°C) ___ ___ ___
SCAC Water Flow ___×___ L/min ___ ___ ___
Inlet Air Restriction ___×___ kPa ___ ___ ___
Inlet Air Temperature ___×___ (°C) ___ ___ ___
Blowby ___×___ L/h
Torque Check Part Load
0.25 Minute Within 3 minutes after Full Load
Torque Check Speed ____ RPM ____ ____
Observed Torque ___×___ N·m ____ ____ ____
Inlet Fuel Temperature ___×___ (°C)
Inlet Fuel Pressure ___ ___ ___
Fuel Rate at TC RPM ___×___ L/min

Comp. Outlet Press at TC ___×___ kPa Absolute
RPM
Test High Idle
0.10 Minute Test High Idle Speed ___×___ RPM ____ ____ ____
Fuel Pressure Differential ___×___ kPa
Reset Values
Full Load Full Load Speed ___×___ RPM ____ ____ ____
0.25 Minute Observed Torque ___×___ N·m ____ ____ ____
Comp. Outlet - Inlet Man.
___×___ kPa ___ ___ ___
Press
High Idle High Idle Speed ___×___ RPM

0.10 Minute Observed Torque ___×___ N·m ___
Within 5 minutes after Full
Low Idle
Load
0.10 Minute Low Idle Speed ___×___ RPM ____ ____ ____
Oil Pressure ___×___ kPa ___ ___ ___
Table 21
Spark Ignited Engine - Computerized Test Report
Engine Test-Spark Ignited
Caterpillar Inc. Operator:_____________________
Engine
Model:______________ Serial
Arrangement:_________________
Number:________________
Date:_______________ End Time:_______
Start Time:_______ Specification:____________
Test Number:________ Test Cell

Number:________
Amount from
Specification
Nominal
CSFC -___ % ____ kJ/kW.h
Corrected Fuel Rate -___ % ____kJ/min
Corrected Full Load Power -___ % ____.0 kW
Compressor Outlet Pressure - Absolute -___ % ___ kPa Absolute
Inlet Manifold Pressure - Absolute -___ % ___ kPa Absolute
Oil Pressure -___ % ___ kPa
Fuel Pressure Differential -___ ___ kPa
Mixture Control Setting -___ ___
Excess Oxygen -___ ___%
Inlet Fuel Pressure - Absolute -__ ___ kPa Absolute
Engine Water Outlet -_ ___ (°C)
Delta-T Jacket (Outlet - Inlet) -_ ___ (°C)
Water Temp. To SCAC -_ ___ (°C)
SCAC Water Flow -___ % ___ L/min
Specific Blowby -___ % ___ L/kW.h
CSFC at Torque Check RPM -___ % ____ kJ/kW.h

Corrected Fuel Rate at Torque Check RPM -___ % ____ L/min
Corrected Torque at Torque Check RPM -___ % ____ N·m
Compressor Outlet Press. at TC RPM - Absolute -___ % ___ kPa Absolute
Torque Check Speed -___ % ____ RPM
Test High Idle Speed -___ ____ RPM
Fuel Pressure Differential High Idle -___ ___ kPa
Low Idle Speed -___ ___ RPM
Oil Pressure Low Idle -___ ___ kPa
Low Idle Stability ±___ ±___ RPM
Inlet Air Temperature -___ ___ (°C)
Inlet Air Pressure -___ ___ kPa
Dry Barometer -___ ___ kPa
Time/Date Page 2
Inlet Air Restriction ___ ___ kPa MAX
Full Load & Torque Check Total Correction Factor ____
RESET VALUES
Correction Full Load Power -___ % _____ kW
Compressor Outlet - Inlet Manifold Pressure -___ ___ kPa
High Idle Speed - Observed Value ____ NONE
Table 22
Engine Lug Test - Manual Test Report
Speed Beam Fuel
Target Torque Observed Corrected Boost BSFC
RPM LBS Rate
Speed BHP BHP
Model:
Overrun _________________
Arrangement:____________
Engine S/N:_____________
R +20 Rating:____ BHP
a @____RPM
t
e +10
d Rated Data at Full Load
S Corr BHP Acc.
p -20
____ BHP____
e
e -50 Total BHP ____
d
Water
-100 Out____°F
In____°F
Oil
Temp____°F
-200 Pr.____PSI
-300
High Low Idle____
Idle____
Aftercooler
-400 Combustion
System (JWAC)
-500 (DI) (PC)
-600 Aspiration (SCAC-85)
-700 (NA) (T) (SCAC-90)

(TA)
-800 Governor (SCAC-110)
-900 (CTCO) (SCAC-130)

(PSG)
-
1000 (UG8) Exh. Man.
(EG3P)
- (Dry) (Wet)
1100 (Other)
- Fuel Temp. Corr ____
1200 ____
- Fuel API
Corr ____
1400 ____
Air Temp.
Corr ____
____
Dry Bar
Corr ____
____
Combined Corr ____
Overrun speed is approximately half way between high idle and rated speed.
Operator:
Date: ____
____
Dynamometer
Cell: ____ Constant:
____
Table 23
Engine Fuel Consumption Test - Test Report
Caterpillar Inc. Fuel Consumption Test -
Engine
Performance
Time/Date:___________ Operator:_________
Specification:__________
Model:______________ Test Number:_________
Test Cell Number:________

Arrangement:________
Shipping Identification
Serial Number:_______
Order:___________________ Number:________
Stabilization -15 Minutes
Starting Time:________
Load Point Full Load 75% Rated 50% Rated
Full Load Speed RPM _______ _______ _______

Observed Torque N·m _______ _______ _______
Water Outlet Temperature (1) (°C) _______ _______ _______
Observed Power kW _______ _______ _______
Parasitic Power kW _______ _______ _______
Corrected Power
(Observed Power + Corrected Power)

kW _______ _______ _______
Correction Factor
Diesel
Observed Fuel Rate g/min _______ _______ _______

Corrected Fuel Rate g/min _______ _______ _______
CSFC g/kW.h _______ _______ _______
Natural Gas
Observed Fuel Rate L/min _______ _______ _______

Gas Temperature (°C) _______ _______ _______
Gas Pressure kPa _______ _______ _______
Corrected Fuel Rate (3) kJ/min _______ _______ _______
CSFC kJ/kW.h _______ _______ _______
Value Corr Value Corr Value Corr

Performance Correction Factors
____ ____ ____ ____ ____ ____

Diesel Degree API
____ ____ ____ ____ ____ ____

Fuel Density (°C)
____ ____ ____ ____ ____ ____

Inlet Air Temperature kPa
Inlet Air Pressure (2)
Total Correction ____ ____ ____

Factor
Time/Date:___________ Page 2
Serial Number:_______
Natural Gas
____ ____ ____ ____ ____ ____

Inlet Air Temperature (°C)
____ ____ ____ ____ ____ ____

Inlet Air Pressure (2) kPa
Total Correction ____ ____ ____

Factor
(1) Temperature of the outlet for the engine water and water temperature to the aftercooler must be to the
specification before recording data.
(2) Dry Barometer minus Inlet Air Restriction
(3) Corrected Fuel Rate
Appendix D (Correction Factors for Engines)

The equations that are shown in this section are used in order to calculate the correction factors for correcting the
engine performance to the standard conditions. The calculations are not intended to conform to the "Engine Power
Test Code" for Spark Ignited Engines and Diesel Engines by the SAE J1349. Determine the appropriate correction
factors for the type of engine and for the observed conditions. Multiply the correction factors together in order to
obtain the total correction factor. The corrected values are found by multiplying the observed values of performance
for the engine by the total correction factor. These equations are not used for altitude derailing.
Standard Conditions
The standard atmospheric pressure and the standard atmospheric temperature were defined according to the "Engine
Power Test Code" for Spark Ignited Engines and Diesel Engines by the SAE J1349.
Table 24
Total Barometric Pressure 100.0 kPa
Water Vapor Pressure 1.0 kPa
Dry Barometric Pressure 99.0 kPa
Inlet Air Temperature 25° C
Fuel Density 35.0° C API
The vapor pressure for the water may be calculated by using the following equations.
Illustration 1 g01176538
VP - Vapor Pressure in kPa
SP - Saturation Pressure at wet bulb temperature in kPa
BP - Total barometric pressure in kPa
T dry - Dry bulb temperature in °C
T wet - Wet bulb temperature in °C
DP - Dew point in °C
Note: The air pressure for the engine inlet is defined in order to relate the air pressure for the engine inlet to the
atmospheric pressure.
The inlet air pressure of the engine is equal to total barometric pressure minus the vapor pressure for the water and
minus the inlet air restriction.
Dry barometric pressure is equal to total barometric pressure minus the vapor pressure for the water.
Standard Conditions for Gas
Table 25
Gas Pressure 101.3253 kPa
Gas Temperature 15.5556 °C
Lower Heating Value 33.7 kJ/L
Correction Factors for a Diesel Engine
Table 26
Fuel Density (API) Correction Factors
Fuel API at 60° F Correction Factor Fuel API at 60° F Correction Factor
31.5 0.985 40.0 1.022
32.0 0.987 40.5 1.024
32.5 0.989 41.0 1.026
33.0 0.991 41.5 1.028
33.5 0.994 42.0 1.031
34.0 0.996 42.5 1.033
34.5 0.998 43.0 1.035
35.0 (1) 1.000 43.5 1.037
35.5 1.002 44.0 1.040
36.0 1.004 44.5 1.042
36.5 1.006 45.0 1.044
37.0 1.009 45.5 1.046
37.5 1.011 46.0 1.049
38.0 1.013 46.5 1.051
38.5 1.015 47.0 1.053
39.0 1.017 47.5 1.055
39.5 1.020 48.0 1.058
(1)
The Standard Value, the measured API for the fuel and corresponding fuel temperature must be corrected to 60° before selecting a
correction factor for the API.
A Chart of Gravity Correction for Diesel Fuel API
Factors for Correcting Fuel Temperature
Table 27
Factors for Correcting Fuel Temperature
Fuel Temp. Correction Fuel Temp. Correction
°F Factor °F Factor
0 0.915 90 1.005
5 0.920 95 1.010
10 0.925 100 1.015
15 0.930 105 1.020
20 0.935 110 1.025
25 0.940 115 1.030
30 0.945 120 1.035
35 0.950 125 1.040
40 0.955 130 1.045
45 0.960 135 1.050
50 0.965 140 1.055
55 0.970 145 1.060
60 0.975 150 1.065
65 0.980 155 1.070
70 0.985 160 1.075
75 0.990 165 1.080
80 0.995 170 1.085
85 1.000
Correction Factors for the Inlet Air Pressure
Table 28
Naturally Aspirated Engines and Mechanically Turbocharged Engines
Air Pressure Air Pressure
correction Factor Correction Factor
Inches Hg (kPa) Inches Hg (kPa)
31.5 (106.5) 0.989 25.5 (86.2) 1.064
31.0 (104.8) 0.995 25.0 (84.5) 1.071
30.5 (103.1) (1) 1.000 24.5 (82.8) 1.079
30.0 (101.4) 1.006 24.0 (81.1) 1.086
29.5 (99.7) 1.012 23.5 (79.4) 1.094
29.0 (98.0) 1.018 23.0 (77.7) 1.103
28.5 (96.3) 1.024 22.5 (76.1) 1.111
28.0 (94.6) 1.030 22.0 (74.4) 1.120
27.5 (93.0) 1.036 21.5 (72.7) 1.129
27.0 (91.3) 1.043 21.0 (71.0) 1.138
26.5 (89.6) 1.050 20.5 (69.3) 1.148
26.0 (87.9) 1.057 20.0 (69.6) 1.158
(1)
30.5 inches Hg is used as the standard value to account for restriction of the air cleaner, vapor pressure (humidity), and exhaust back
pressure.
Table 29
Turbocharged, JWAC (1), and ATAAC (2) Engines
Air Pressure Air Pressure
Correction Factor Correction Factor
inches Hg (kPa) inches Hg (kPa)
31.5 (106.5) 0.989 25.5 (86.2) 1.064
31.0 (104.8) 0.995 25.0 (84.5) 1.071
30.5 (103.1) (3) 1.000 24.5 (82.8) 1.079
30.0 (101.4) 1.006 24.0 (81.1) 1.086
29.5 (99.7) 1.012 23.5 (79.4) 1.094
29.0 (98.0) 1.018 23.0 (77.7) 1.103
28.5 (96.3) 1.024 22.5 (76.1) 1.111
28.0 (94.6) 1.030 22.0 (74.4) 1.120
27.5 (93.0) 1.036 21.5 (72.7) 1.129
27.0 (91.3) 1.043 21.0 (71.0) 1.138
26.5 (89.6) 1.050 20.5 (69.3) 1.148
26.0 (87.9) 1.057 20.0 (67.6) 1.158
(1)
Jacket Water aftercooling
(2)
Air-To-Air Aftercooled
(3)
30.5 inches Hg is used as the standard value to account for restriction of the air cleaner, vapor pressure (humidity), and exhaust back
pressure.
Correction Factors for the Inlet Air Temperature
Table 30
Naturally Aspirated Engines and Mechanically Turbocharged Engines
Air Temp. °F Correction Factor Air Temp. °F Correction Factor
-10 0.938 60 0.988
-5 0.942 65 0.992
0 0.946 70 0.995
5 0.949 75 0.999
10 0.953 77 (1) 1.000
15 0.957 80 1.002
20 0.960 85 1.005
25 0.964 90 1.009
30 0.968 95 1.012
35 0.971 100 1.015
40 0.975 105 1.018
45 0.978 110 1.022
50 0.982 115 1.025
55 0.985 120 1.028
(1)
This is the Standard Value. Measure for the Standard Value between the air cleaner and the inlet manifold
Table 31
Turbocharged Engines and JWAC (1) Engines
-10 0.969 60 0.994
-5 0.971 65 0.996
0 0.972 70 0.998
5 0.974 75 0.999
10 0.976 77 (2) 1.000
15 0.978 80 1.00.
20 0.980 85 1.003
25 0.982 90 1.004
30 0.984 95 1.006
35 0.985 100 1.008
40 0.987 105 1.009
45 0.989 110 1.011
50 0.991 115 1.012
55 0.992 120 1.014
(1)
Jacket Water Aftercooling
(2)
This is the Standard Value. Measure for the Standard Value between the air cleaner and the inlet for the turbocharger
Table 32
ATAAC (1) Engines
45 0.957 100 .993
50 0.961 105 0.997
55 0.964 110 (2) 1.000
60 0.967 115 1.003
65 0.970 120 1.007
70 0.974 125 1.010
75 0.977 130 1.013
80 0.980 135 1.016
85 0.984 140 1.020
90 0.987 145 1.023
95 0.990 150 1.026
(1)
Air-To-Air Aftercooled
(2)
This is the Standard Value. Measure for the Standard Value in the inlet manifold
Equation for the Correction Factor for Spark Ignited Engines
X - Air pressure at the inlet for the engine from 87.0 kPa to 104.0 kPa (12.6 psi to 15.1 psi)
Y - Engine inlet air temperature from 10 °C to 50 °C (50 °F to 122 °F)
Appendix E (Suggested tolerances for Performance)

Table 33
Maximum Tolerances for the Performance of the Instrumentation
Measurement Permitted Tolerances
Torque (% of reading) ± 0.5%
Engine Speed ± 5 RPM
Static Fuel Settings

± 0.05 mm (± 0.002 inch)
Diesel Fuel Rate (% of reading) ± 0.5%
Spark Ignited Fuel Rate(% of reading) ± 1.0%
Spark Ignited Low Heat Value (% of reading) ± 1.0%
±
Boost
1 kPa (0.30 in hg)
Time of the Response Check. ± 0.1 second
Blowby (% of reading) ± 5%
Water Temperatures
1 °C (33.8 °F)
Inlet Manifold Temperature

1 °C (33.8 °F)
Water Flow 5%
Fuel Pressure Differential (Spark Ignited)

0.1 kPa (0.0145 psi)
1
Pressure of Compressor Outlet (Spark Ignited)
1 kPa (0.30 inches Hg)
1
Manifold Absolute Pressure Inlet (Spark Ignited)
1 kPa (0.30 inches Hg)
Inlet Fuel Temperature (Spark Ignited)

1 °C (33.8 °F)
Inlet Fuel Absolute Pressure (Spark Ignited) 1%
Excess Oxygen (Spark Ignited) 0.1%
Oil Pressure
10 kPa (1.45 psi)
Oil Temperature to Bearings

1 °C (33.8 °F)
Fuel Pressure
10 kPa (1.45 psi)
Inlet Fuel Pressure

5 kPa (0.725 psi)
Inlet Fuel Temperature

1 °C (33.8 °F)
Barometric Pressure
0.2 kPa (0.06 in hg)
Water Vapor Pressure

0.1 kPa (0.03 in hg)
Inlet Air Restriction

0.1 kPa (0.03 in hg)
Inlet Air Temperature

1 °C (33.8 °F)
Fuel Density 0.2° API
1° or
Timing (% of Engine Full Load Reading)
0.05 mm (0.002 inch)
For engine performance tolerances, refer to the MIT General Engine Data (Engine Test Specs). The measured
performance characteristics should fall within the minimum and maximum values that are given in TMI.
Appendix F (Requirements for Diesel Fuel)

This appendix defines the requirements of a low sulfur fuel, and fuel for tests with controlled gravity for diesel
engines. This fuel is used for an engine test fuel for run-in and an engine test fuel for power output checks. The fuel is
also used for settings for remanufactured diesel engines or rebuilt diesel engines. This fuel should not be used for an
emission certification.
Table 34
Diesel Fuel Specification
Description Permitted Tolerances
API Gravity (15 °C) (D287) 34 - 36
Color (D1500) 3.0 max. Darkness
Flash Point (D93) (52 °C) min.
Pour Point (D7) (− 18 °C) max.
Cloud Point (D2500) (− 12 °C) max.
Water and Sediment by Volume (D1796) 0.05% max
Ramsbottom Carbon Residue (D524) (on 10% Residuum) 0.25% max
Ash by Weight (D482) 0.01% max
Copper Strip Corrosion 3 h at (100 °C) (D130) Class 2 max.
Cetane Index (D976) 40 min
Sulfur by weight (D129) 0.05% max
Kinematic Viscosity at (40 °C) (D445) (1.9 to 4.1 mm2/s)

Distillation (D86)
Initial Boiling Point (220 °C) max.
10% Point (240 °C) max.
90% Point (330 °C) max.
End Point (355 °C) max.
Wear Scar at (25 °C) (ISO 12156 - 1.3 (0.380 mm) max.
Wear Scar at (60 °C) (ISO 12156 - 1.3) (0.450 mm) max.
Appendix G (Adjusting Air Actuators)

General Instructions
This test provides instructions for adjusting the governor linkage and the Caterpillar Air Actuator. These test
instructions only apply to the Caterpillar Air Actuator.
Test Conditions
This test is performed under conditions that do not have load on the engine.
The supply air pressure that is required for this procedure must be maintained between a minimum of 448.2 kPa (65
psi) and a maximum of 620.5 kPa (90 psi).
An air pressure regulator is required in order to control the air pressure that is supplied to the air actuator. The
pressure gauge should have a range from 0 kPa (0 psi) to 689.5 kPa (100 psi) and an accuracy up to 3%.
Test Procedure
1. Verify that the movement of the actuator begins at a gauge pressure of 68.9476 ± 13.7895 kPa (10 ± 2 psi). It
may be necessary to adjust the preload for the spring on the actuator. The procedure is outlined in the section
that is called Setting the Preload on the Spring for the Air Actuator.
2. Adjust the linkage for the governor in order to achieve low idle with a gauge pressure for the actuator of 0 kPa
(0 psi) to 68.9 kPa (10 psi). This procedure is outlined in the section that is called Setting the Stop Position for
the Low Idle on the Actuator.
3. Set the high idle stops. This procedure is outlined in the section that is called Setting the High Idle Position for
the Actuator.
4. Measure the information and record the information that is requested on the data sheet.
Setting the Preload on the Spring for the Air Actuator
The actuator spring is preloaded at the factory in order to allow the plunger to start moving when the air pressure to
the actuator reaches 68.9 kPa (10 psi). Perform the following steps if an adjustment is required.
1. Install an air pressure gauge in the line at a convenient point between the regulator for the air supply and the
actuator.
2. Slowly increase the air supply. The plunger should start to move when the air pressure gauge registers a
reading of 68.9 ± 13.8 kPa (10 ± 2 psi).
a. The preload must be increased if the plunger moves at a pressure that is less than 68.9 kPa (10 psi).
b. The preload must be decreased if the plunger moves at a pressure that is greater than 68.9 kPa (10 psi).
3. The preload is changed by reversing the set screw far enough in order to permit the retainer nut to turn.
a. Turn the retainer nut clockwise in order to increase the load of the spring.
b. Turn the retainer nut counterclockwise in order to decrease the preload.
4. Once a pressure for the preload of 68.9 ± 13.8 kPa (10 ± 2 psi) has been obtained, tighten the setscrew in order
to lock the retainer nut in place.
Setting the Low Idle Stop Position for the Actuator
For engines that are equipped with an air actuator, the low idle should be controlled by the air actuator. The low idle
should not be controlled by the low idle stop for the governor. The low idle may be adjusted by changing the length
of the rod linkage. Use the following procedure in order to set the low idle stop for the actuator.
1. Start the engine and warm the engine.
2. Set the hand control lever for the engine governor to low idle.
3. Disconnect the rod linkage from the governor lever by removing the pin.
4. Ensure that no air pressure is being delivered to the actuator.
5. Place the hand control lever for the governor in the "remote" position. Ensure that the lever is against the low
idle stop in the engine governor.
6. Connect the rod linkage to the proper hole in the governor lever. Check the low idle speed of the engine. If the
low idle speed is incorrect, the rod linkage can be adjusted in order to give the correct low idle. The rod linkage
can also be adjusted in order to ensure that the rod is seated on the rod spring. Perform the following procedure
in order to make the adjustment.
a. Adjust the governor lever to the proper position on the serrated governor control shaft.
b. Remove the pin from the lever and adjust the length by loosening the locknuts and turning the yokes on
the rod linkage.
7. After the pin is inserted in the governor lever, increase the air pressure to a partial throttle position. Then return
the air pressure to a low idle position. Check the low idle RPM of the engine. The operation is repeated when
the check shows a reading that is not the low idle RPM of the engine. The operation must also be repeated if
the rod is not seated on the rod spring.
Setting the High Idle Position for the Actuator
The high idle stop for the governor can assist in obtaining the correct high idle adjustment on the air actuator.
1. Do the following steps while the engine is running and the engine is warm. Remove the high idle locking
screws for the actuator. Back out the high idle stop screws for the governor.
2. Set the hand control lever for the governor in the remote position and increase the air pressure for the actuator
slowly until the engine reaches the high idle RPM. Turn the two high idle stop screws for the actuator
clockwise until the screws have contact with the plunger for the actuator. Do not turn the screw beyond the
point of contact.
3. Tighten the two locking screws for the actuator in order to prevent the stop screws from backing out during
operation.
4. Return the air regulator for the actuator to the low idle position (68.9 kPa (10 psi)) and move the hand control
lever on the governor to the full open position.
5. When the engine is operated manually by the hand control lever on the governor, turn the high idle screw that
is in the engine governor in the counterclockwise direction until the high idle is increased approximately 10
RPM above the specified high idle RPM. This will prevent damage to the governor. Damage is prevented by
ensuring that high idle is controlled by the high idle screws on the actuator. The high idle should not be
controlled by the high idle stop screws of the actuator.
6. Make any corrective adjustment that is necessary on the governor's high idle screw in order to maintain the
necessary 10 RPM high idle speed differential that is between the governor and the high idle settings of the air
actuator.
Note: Both of the high idle stop screws on the actuator must be turned in the same distance and in the same direction.
This is necessary because the plunger must contact both screws at the same time.
(A) Air Supply
(B) Set Screw
(C) High Idle Locking Screw for the Actuator
(D) Rod
(E) Rod Linkage
(F) Plunger
(G) Rod Spring
(H) Actuator Spring
(I) High Idle Stop Screws (Actuator)
(J) Retainer Nut
(K) Governor Lever
(L) Governor Shaft
Table 35
Caterpillar Air Actuator Data Sheet
Engine Serial Number
Customer ESO
Actuator Pressure (PSIG) Engine Speed (RPM)

Low Idle
High Idle
High Idle (20 RPM)
Rated Speed
Note: The test should be performed at no load.
Operator Inspector
Cell
Date
Appendix H (Glossary)
A/F Control Dynamic Setting - The dynamic setting of a device on the engine that limits the amount of fuel that is
injected per stroke as a function of the boost
Aftercooler - A heat exchanger that is inserted into the induction system of an engine after any device is used to
compress the combustion air.
Analog - A continuous signal of performance that represents the value of a characteristic of engine performance
Blowby - Blowby is combustion gas that leaks into the engine crankcase. The leakage is normally leakage from the
combustion chamber past the piston rings or through the valve guides. Specific blowby is calculated by dividing the
volume of blowby that is at atmospheric pressure by corrected power of the engine.
Boost - The gauge pressure is measured in the inlet manifold of a diesel engine. Adjusted boost is the calculated value
of boost that would exist if an engine was running at nominal power. Boost is not equal to inlet manifold pressure.
Brake Specific Fuel Consumption (BSFC) - BSFC is a rate of fuel consumption. The BSFC states the ability of the
engine to convert the energy in diesel fuel to engine horsepower. BSFC is generally measured in the units "pounds of
fuel consumed each hour to produce one brake horsepower". As the value of the BSFC increases, the efficiency of the
engine decreases. As the efficiency of the engine decreases, the fuel that is required per hour increases. Each model of
engine has a unique BSFC, which is determined on a test stand.
Ceiling - The maximum rise for the high limit of an engine performance specification
Compressor Outlet Pressure - The gauge pressure of the combustion air at the turbocharger compressor outlet for
spark ignited engines.
Correction Factor - The number that is used to find the value of the characteristic for engine performance under
different operating conditions
Cranking - Rotating an engine with a source of power that is external to the engine
Cyclic - Variation in the performance characteristics which vary as the engine runs. This is especially for those
characteristics which vary in a repetitive fashion.
Delta-T - The rise in temperature of the engine coolant from the inlet of the jacket water pump to the outlet for the
engine coolant.
Density (Fuel) - Density for fuel is the mass of fuel per unit volume. The units of density that are used in this
publication are degrees American Petroleum Institute (API) at 15.6 °C (60 °F).
Fuel Pressure Differential - The gas pressure that is supplied to the carburetor on a spark ignited engine minus the
pressure of the carburetor inlet
Digital - A numeric value that represents the value of a characteristic for engine performance
Displacement - The area of a piston multiplied by the length of stroke times the number of cylinders.
Droop - Droop is the decrease from no load speed to full load speed when full load is applied to a generator set.
Droop is expressed as a percentage of the full load speed.
Ebullient Cooled Engine - An engine cooled by boiling water. The cooling is accomplished by turning water into
steam. The latent heat of evaporation that is absorbed in this process cools the engine.
Engine Fuel Consumption - The value that is found by multiplying the corresponding BSFC by the horsepower and
then dividing the result by 7.076 (the weight in pounds per gallon of standard fuel)
Fuel consumption in pounds per hour is the weight of standard fuel that is burned by the engine per hour under
standard conditions in order to produce rated horsepower.
Excess Oxygen - Excess Oxygen is the amount of free oxygen in the products of combustion. Excess Oxygen may be
expressed as a percentage of either volume or mass.
Floor - The Floor is the minimum that is allowed for the low limit of an engine performance specification to fall.
FlywheelBrake Horsepower(BHP) - This is the actual horsepower that is available at the flywheel. The
measurements are taken while the engine is stripped of the accessory equipment and while the alternator and the air
compressor are being operated under a "no load" condition. Caterpillar industrial engines and truck engines are
usually measured in terms of Brake Horsepower.
Fuel Rate (Diesel) - The mass of fuel burned by an engine in a specified time. The corrected fuel rate is the actual
fuel rate or the observed fuel rate that is corrected for the fuel density.
Fuel Rate (Spark Ignited Engines) - The fuel rate is the volume of fuel that is burned by an engine in a specified
time. The corrected fuel rate is found by multiplying the volume of fuel at standard conditions by the lower heating
value of the fuel.
Fuel Pressure - The fuel pressure that is supplied to the injection system of a diesel engine
Full Load - The maximum power that can be developed by an engine that is running at the rated speed and the fuel
system is opened to the maximum specified condition.
Full Load Speed - The Full Load Speed is the speed that produces the rated horsepower., The rack is also positioned
in order to allow the maximum recommended amount of fuel to the engine per unit of time. The governor should
reach a balance point about when the engine reaches the full load speed. In some applications, the curve of the engine
performance is modified in order to provide an increase in horsepower when the torque spring is deflected. In this
instance, the full load speed and the balance point do not occur at the same time. The increase in horsepower between
the balance point and the full load speed is called the "BHP spread".
Governor Balance Point - This point occurs at the engine speed when the fuel setting screw or pin just touches the
torque spring or stop bar. The point is set by making two easily adjusted and measurable settings (high idle speed
setting and the static speed setting for the rack).
Induction System - The components of an engine that are involved in providing combustion air to an engine
Inlet Air Pressure - Inlet Air Pressure is the dry air pressure that is supplied to the inlet of an engine. This is
normally barometric pressure minus water vapor minus inlet air restriction.
Inlet Air Restriction - The process of dropping the combustion air from atmospheric pressure to the compressor inlet
of a turbocharged engine or to the inlet manifold of a naturally aspirated engine
Inlet Fuel Pressure - The fuel pressure that is supplied to the fuel inlet of a diesel engine
Inlet Fuel Pressure (Absolute Pressure) - The gas pressure that is supplied to the fuel inlet of a spark ignited engine
Inlet Fuel Temperature - The temperature of the fuel that is supplied to the fuel inlet of either a diesel engine or a
spark ignited engine
Inlet Manifold Pressure - This is the inlet manifold pressure that is above atmospheric pressure. The pressure is also
referred to as "boost". The pressure also indicates the amount of air that is being delivered to the engine. The 4S-6997
Manifold Test Gauge that is located in the test kit for the engine will read absolute pressure. The absolute pressure is
"boost" plus the atmospheric pressure.
Lug - This is the application of a load on an engine that causes the engine speed to drop below the rated speed. If the
engine is lugged to a point that is below the point of maximum torque the engine will stall unless some of the load is
removed.
Mixture Control - A screw or adjustable valve that is used to regulate the Air or the Fuel that is provided by a
carburetor
Multiple Rating Engine - An engine which has a variable setting for the fuel at full load to provide more than one
amount of power at full load
Naturally Aspirated - A term that is applied to an engine, which has no method of compressing the air that is
supplied to the inlet manifold
Nominal - The Nominal value is the specified value or the target value of a performance characteristic for an engine.
The nominal value is usually accompanied with tolerances that define the acceptable range of the characteristic value
relative to the nominal value.
Oil Pressure - The engine oil pressure at full load at a specified location on the engine
Overrun Speed - The portion of a brake horsepower (BHP) or torque curve that is between high idle and full load
speed. In this speed range, the engine is controlled by the governor.
Power - The rate of doing work. Power is the actual power or the observed power that is corrected to standard
conditions of atmospheric pressure, inlet air temperature, and fuel density.
Rated - The specified value of a characteristic of the engine performance
Regulation - The increase in the speed of an engine that takes place after the full load is removed. Regulation is
expressed as a percentage of full load speed.
Response Check - A measure of the engine's ability to develop increasing torque at a constant speed.
Response Check (Idle Speed) - The engine speed that is specified for the cool down portion of the response check.
Response Check Speed - The constant engine speed that is used to determine the time that is necessary to develop a
specific torque
Response Time - A measure of the time that is required for an engine to develop a specified torque or power
Rotation of Engine - The direction of rotation of the engine flywheel as the flywheel is viewed from the rear of the
engine. This is usually expressed as clockwise rotation or counterclockwise rotation. The rotation of an engine is
normally counterclockwise.
Separate Circuit Aftercooler - A heat exchanger that is used for cooling combustion air that is cooled by a source of
water that is external to the engine
Slobber - Oil or fuel that is discharged with the exhaust gases into the exhaust system
Significant Figures - The number of digits in a number that define the precision of the number
Spark Ignited Engine - For this publication, a spark ignited engine is a gaseous fueled engine.
Specific Fuel Consumption - The fuel rate divided by the power. Corrected specific fuel consumption is the value
that is obtained when the corrected fuel rate is divided by the corrected power.
Stabilized - The steady condition or cyclic condition of a characteristic of engine performance that remains
unchanged with time as the engine is running under a given steady state condition.
Static Fuel System Setting - A setting of the fuel system that is made to obtain the desired fuel rate at a particular
operating point of the engine. The settings are normally made in order to provide either the fuel rate at full load or the
fuel rate at torque check RPM. The settings are identified as the Static Fuel Setting at full load or the Static Fuel
Setting at full torque.
Timing (Diesel) - The angular position of the crankshaft relative to top dead center at the start of injection
Timing (Spark Ignited Engine) - The angular position of the crankshaft relative to top dead center at the start of the
spark plugs being energized.
Tolerances - The value that is used to specify the range for a characteristic of the engine performance
Top Dead Center (TDC) - The position of the crankshaft as the piston is at the highest position.
Torque - Torque is an effort of twisting. Torque is a measure of the tendency of a force to cause rotation and torque
is often used in engine specifications.
Torque at Torque Check(TC) RPM - The steady state torque that is developed by an engine at the Torque Check
Speed .
Torque Check Speed - The speed that is used to check the performance characteristics at low speed of the engine
Valve Lash - The clearance that is set into the valve mechanism to prevent an inlet valve or an exhaust valve from
being held open while the mechanism is hot.
Water Vapor Pressure - The partial pressure of the water vapor in the combustion air that is being supplied to an
engine
Appendix I (Fabricated Wiring Harnesses for Electronic Engines)
Copyright 1993 - 2015 Caterpillar Inc. Fri Jun 26 10:29:16 UTC+0800 2015
All Rights Reserved.
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Reuse And Salvage Guidelines

Dynamometer Testing of Caterpillar Engines{0781, 1000}

• Caterpillar Dealer Technical Communicator

• Dealer Solution Network

• Caterpillar Technical Representative

(2) The engine was assembled properly.

(3) The engine settings are correct.

• combustion gas leakage into the cooling system

• leaks in the exhaust system

• leaks in the air inlet system

Criteria for Retesting Engines

Correction Factors of Engine Performance

1. Cooling water will be the following temperatures.

Engine Speed Control

Engine Test Specifications

Criteria for Evaluating Performance Test Data

Static Fuel System Settings

Preparation for the Engine and the Test Cell

Engines through 3400

(2) Install the governor control if necessary.

(5) Install any required thermocouples, adapters, connectors, hoses, etc.

(2) Install governor control if it is necessary.

(5) Install any required thermocouples, adapters, connectors, hoses, etc.

(7) Connect the mini patch to the test adapter.

Setting up the Engine in the Test Cell

Engines through 3400

(5) Hook the O2 sample hose up to the exhaust stack.

(7) Install the timing probe.

(10) Connect the 24v DC electrical supply to the starter.

• Loose parts, missing parts, or damaged parts

• Listen for unusual noises.

• Observe the engine and attachments for unusual vibration.

(7) Connect the 24v DC electrical supply to the starter.

• Loose parts, missing parts, or damaged parts

• Listen for unusual vibration.

• Observe the engine and attachments for unusual vibration.

Engine Checks after Installation into Test Cell

(3) Prime the fuel system.

Test Cell after Installation of the Engine

(7) Check that the proper fuel has been selected.

Preparing the Control Console to Run a Test

Standard Schedule for Testing an Engine

2. First point (1 minute ± 0.2 minutes)

75% of the rated speed ... ± 20 RPM

50% of the rated torque ... ± 5% of the rated torque

30% of the rated torque ... ± 5% of the rated torque

3. Second Point (5 minutes ± 0.2 minutes)

The Rated Speed ... ± 20 RPM

4. Third point (3 minutes ± 0.2 minute)

Rated Speed ... ± 20 RPM

90% Rated Torque ... ± 5%

5. Setting point of the governor (0.25 minutes ±0.1 minute)

The setting speed of the governor ... ± 5 RPM

The setting speed of the governor ... ± 1% rated torque

6. Full Load (4 Minutes ± 0.2 minute or Stabilization)

Full Load Speed ... ± 10 RPM

(1) Jacket Water Pump Inlet ... 3 °C (37.4 °F)

(2) Oil Pressure ... 7 kPa (1.015 psi)

(3) Fuel Rate ... 1%

(1) Engine Speed

(3) Fuel Rate (manual test)