Dyna Test Recomendaciones

22/6/2021 SIS 2.
2021/05/19 Dynamometer Testing of Caterpillar Engines {0781, 1000, 1052, 1087} (SEBF9011)
SMCS - 0781,1000,1052,1087 i08463540

Caterpillar Products
All Cat Engines
Revision History:
Revision Summary of Changes
29-30 Added new serial number prefixes. Updates to Tables 47-50
Revised to correct delivery error.
28
Added new serial number prefixes.
27 Added new serial number prefixes.
26 Corrected reference in Footnote 6 of table 32.
25 Added new serial number prefixes and corrected reference in Footnote 6 of table 32.
Table 1
Introduction
© 2021 Caterpillar All Rights Reserved. This guideline is for the use of Cat dealers only. Unauthorized use of this document or the proprietary processes
therein without permission may be violation of intellectual property law.
Information contained in this document is considered Caterpillar: Confidential Yellow.
This Reuse and Salvage Guideline contains the necessary information 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 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 technical questions when using this document, work with your Dealer Technical Communicator (TC).
Utilize the Dealer Solution Network (DSN) for urgent issues or questions concerning additional repair options or modifications to reuse and salvage
techniques and/or methods.
To report suspected errors, inaccuracies, or suggestions regarding the document, submit a form for feedback in the Service Information System (SIS
Web) interface.
Important Safety Information
Illustration 1 g02139237
Work safely. Most accidents that involve product operation, maintenance, and repair are caused by failure to observe basic safety rules or precautions.
An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential
hazards. This person should also have the necessary training, skills, and tools to perform these functions properly. Safety precautions and warnings are
provided in this instruction and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. Therefore, the warnings in this publication and the
warnings that are on the product are not all inclusive. If a tool, a procedure, a work method, or operating technique that is not recommended by
Caterpillar is used, ensure the safety of you and others. Ensure that the product will not be damaged or made unsafe by the operation, lubrication,
maintenance, or the repair procedures that are used.
https://sis2.cat.com/#/print-preview/service/%257B%2522title%2522%253A%2522Dynamometer%2520Testing%2520of%2520Caterpillar%2520Engines%2520%257B0781%252C%25201000%252C%25201052%252C%252010… 1/108
22/6/2021 SIS 2.0
Improper operation, lubrication, maintenance or repair of this

product can be dangerous and could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair

on this product, until you have read and understood the
operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded, bodily injury or death could
occur to you or to other persons.
The hazards are identified by the safety alert symbol which is followed by a signal word such as danger, warning, or caution. The "WARNING" safety alert
symbol is shown below.
This safety alert symbol means:
Pay attention!
Become alert!
Your safety is involved.
The message that appears under the safety alert symbol explains the hazard.
Operations that may cause product damage are identified by "NOTICE" labels on the product and in this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The safety information in this document
and the safety information on the machine are not all inclusive. Determine that the tools, procedures, work methods, and operating
techniques are safe. Determine that the operation, lubrication, maintenance, and repair procedures will not damage the machine. Also,
determine that the operation, lubrication, maintenance, and repair procedures will not make the machine unsafe.
The information, the specifications, and the illustrations that exist in this guideline are based on information which was available at the time of
publication. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time. These changes
can affect the service that is given to the product. Obtain the complete, most current information before you start any job. Caterpillar dealers can supply
the most current information.
Summary
This publication has been written 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 Caterpillar Electronic Technician (CAT ET) will allow control and monitoring of the engine
through the master ECM without derating the engine. A recording device will need to be set up to document the test results. The CAT ET does not
record the data. No additional gauges are needed to monitor the engine. Emergency shutdown systems for low oil pressure and high engine
temperature are recommended.
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. For additional information about Engine Dynamometer Facilities, refer to the following Dealer Facilities Planning websites:
https://dealer.cat.com/en/services/facility-planning/c/dynamometers.html and https://dealer.cat.com/en/services/facility-planning/c/dynamometer-and-
hydraulic-test-bench.html.
Cat ET is required to monitor a C175 engine because of the extremely high fuel rail pressure (over 137,895.2 kPa (20,000.00 psi)). Cat ET is also used
to verify and monitor the angle of the Fuel Control Valve (FCV).
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.
22/6/2021 SIS 2.0
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 found in the Technical Marketing Information (TMI) under General Engine Data (Engine Test Specifications).
Service Letters and Technical Information Bulletins
NOTICE
The most recent Service Letters and Technical Information
Bulletins that are related to this component shall be reviewed
before beginning work. Often Service Letters and Technical
Information Bulletins contain upgrades in repair procedures,
parts, and safety information that pertain to the parts or
components being repaired.
References
References
Media
Title
Number
PEBJ0002 Contamination Control Guidelines, "Cat Dealer Contamination Control"
REHS0183 "Removal and Installation of Tamperproof Caps on an RSV Governor"
RENR2228 "723PLUS Digital Speed Control"
RENR5850 "SPM-A Synchronizer"
"Visual Inspection and General Information for Governor Assembly used in New Scroll Fuel Systems (NSFS) of 3204, 3300, and
SEBF8327
3400 Engines"
SEBF8209 "Mechanical Governor Groups in 3114, 3116, and 3126 Engines Equipped with Mechanical Unit Injectors"
SEHS8914 Special Instruction, "Pressure Lubrication Procedure for Remanufactured Engines and Short Blocks"
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"
https://dealer.cat.com/en/services/facility-planning/c/dynamometers.html
22/6/2021 SIS 2.0
https://dealer.cat.com/en/services/facility-planning/c/dynamometer-and-hydraulic-test-bench.html
Table 2
Canceled Part Numbers and Replaced Part Numbers

This document may include canceled part numbers and replaced part numbers. Use NPR on SIS for information about canceled part numbers and
replaced part numbers. NPR will provide the current part numbers for replaced parts.
Tooling and Equipment
NOTICE
Failure to follow the recommended procedure or the specified
tooling that is required for the procedure could result in damage
to components.
To avoid component damage, follow the recommended

procedure using the recommended tools.
Required Tooling and Equipment
Part Number Description Qty

8T-1919 O-Ring Seal As needed
9N-1941 V-Band Clamp As needed
135-6261 Clamp As needed
197-8120 Gasket As needed
200-6417 Elbow As needed
200-6543 Cover As needed
236-4256 Aftercooler Assembly As needed
273-3538 Hose As needed
333-1230 Bellows Assembly As needed
FT2360 Harness As needed
- Fabricated Elbow As needed
- 154.4 mm (6 inch) steel pipe As needed
- Stock Hose As needed
- Stock Hose As needed
- 154.4 mm (6 inch)Balance Tube Pipe As needed
- Hose Bead As needed
- 154.4 mm (6 inch) steel pipe with Hose Beads As needed
Table 3
22/6/2021 SIS 2.0
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 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. To ensure proper
performance, the engine must be retested if one of the following criteria is met.
(1) Any changes to the settings or components affecting airflow through the engine, fuel injected into the engine, or the combustion process.
Note: Not included is the removal of engine components not related to the performance of the engine. Such as external covers, plugs, levers, and
similar components.
(2) Any disassembly and reassembly of the engine which potentially affects the mechanical integrity of the engine or leakage from the engine take place.
To 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 engine test record will list the details of assembly, discrepancies in the test, and the action that has been done to correct each one. The engine test
record 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. Including performance problems and problems with parts.
Correction Factors of Engine Performance

The correction factors for engine performance found in "Appendix D (Correction Factors for Engines)" 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 to keep the
values within the allowed accuracy and the measured inlet air restriction.
(2) The correction factors for the inlet air temperature are based on the temperature measured in the air supply line to each engine.
(3) The correction factor for the density of the fuel inlet will be based on the fuel density. These values are determined frequently 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 be drawn from outside the engine test cell so the ambient air conditions are not affected by
engine operation. 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 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 (Requirements for Diesel Fuel)". 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 more than 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 conforming to dry processed natural gas that has a low heating value determined within ± 1%. The corrected
specific fuel consumption will be calculated by using this measured value.
22/6/2021 SIS 2.0
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 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.
Note: ATAAC Pressure drop limit for factory has been changed from 5 to 14 kPa.
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.
NOTICE
For Tier IV engines, exhaust back pressure may need to be
applied during dyno testing per the 0K spec to prevent over-
speeding the turbo. Refer to Section "Tier IV Engine Testing".
Engine Speed Control

Mechanical 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 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.
Electronic Engine Speed Control

Electronic Engines can be controlled either by using a speed override command or by using the engine harness throttle input. A speed override
command uses Cat ET, and an engine throttle input requires a PWM input.
When mounted on the pedal and level, the target duty cycle should be as shown in Table 4. However, the possibility exists to deviate from these values
by adjusting the throttle configuration within ET.
All PWM sensors used should have a sinking driver with a frequency of 500Hz (± 50Hz). The sensor must give a valid output within 150 ms of the main
power being supplied to the sensor.
PWM Throttle Parameter Configuration
Position Acceptable Signal Duty Cycle Range

Released (Low Idle) 10% to 22%
Fully Depressed 75% to 90%
Table 4
Oil Mini Patch Kit
22/6/2021 SIS 2.0
Oil Patch Kit should be used to monitor your engine oil for debris as the engine begins to break in. This allows the dyno technician to monitor the oil via
the patch kit vs removing and cutting oil filters to inspect for debris. The Oil Patch can also help identify cleanliness of a dealer rebuild by catching
particles that are present in the oil during engine operation.
Oil Mini Patch FT3569
FT print can be found on Dealer.cat.com under the service tools tab.
Part
Quantity Part Name
Number
COUPLING - 01 - Available through McMaster-Carr 2084T24 - Must remove supplied rubber o-ring before installing items 3,
1 —
4, & 15
1 COUPLING - 01 - Available through McMaster-Carr 2084T54 —
1 SCREEN - Available through McMaster-Carr 2812T26– 2 IN —
1 FILTER ELEMENT (40 MICRON PATCH) 566-7482
2 VALVE-FLUID 7X-3387
1 ADAPTER-STR 3L-1258
2 NIPPLE-HEX 5K-2408
1 ADAPTER 6B-7280
1 VALVE-BALL 7E-4444
1 ADAPTER-STR 109–5605
1 VALVE-BALL 129-3078
1 ADAPTER-TEE 1F-1651
1 COUPLER AS. - SOS 243-3133
1 ADAPTER - Available through McMaster-Carr 4638K743 —
1 SEAL-RECTANGULAR 1P-3705
Table 5
22/6/2021 SIS 2.0
1. Oil inlet from oil sample port on engine. This should be supplied pre-filter
2. Oil sample port for use during dyno operation
3. Cam lock - Location of Filter Element
4. Oil outlet back to engine. Return oil to the crank case for proper return to sump
Oil Supply should have a shut off valve and a return line. This allows the isolation of the coupling to remove the patch. Be sure that the oil supply is
coming from a pre-filter supply. The return is best routed into the crankcase. A modified valve cover or, for larger engines, a side cover has proven to
work well.
Here is an example of an oil patch cart in use by a dealership. A simple catch can with a drain on a two-wheel cart. oil shutoff valve installed at engine source and is not shown, The
prelube line entry point would be an acceptable source. This will vary by engine
Example of Oil Patch Filter and Support Screen
Adopting mini patch checks in the first few minutes is a preventative measure of early component wear. Early component wear will most often be gross
wear or foreign debris. Consider integration of the mini patch into the normal walk around and engine warm up checks during the dyno process.
For further analysis of the debris captured on your patch, refer to:
SEHS0771 Parts Cleanliness Testing for Cat dealers - Cleanliness Testing Process
SEHS0772 Parts Cleanliness Testing for Cat dealers - Visually Identifying Particulate
22/6/2021 SIS 2.0
This is an example of a post test filter layout from a dealer. It is good practice to document how your engine ran on its dyno test.
1. Inspect and replace patch after initial startup and leak inspection at idle within the first 5 minutes
2. Inspect and replace patch at intermediate speed warm-up
3. Inspect and replace patch at intermediate speed once operating temperature is stabilized
4. Inspect and replace patch after Rated speed power check
5. Inspect and replace patch at Peak torque performance check point
Engine Test Specifications

The nominal engine test specifications (nominal specifications) are those values that are shown in the individual engine test specifications. These values
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 controlled by the engine (Table 1), the report will provide all appropriate notes. This report
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 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".
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
22/6/2021 SIS 2.0
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 6
Test Results that are Controlled by the Cell
Test Number Description Units Constraints of Test Results

10 Full Load Speed RPM -
11 Governor Setting Speed RPM Mechanical Engines Only
28 Torque Check Speed RPM -
34 Response Check (Idle Speed) RPM Mechanical Engines Only
36 Response Check Speed RPM Mechanical Engines Only
42 Temperature of Jacket Water Pump Inlet °C If Applicable
44 Inlet Manifold Temperature °C -
45 Water Temperature to SCAC °C If Applicable
46 SCAC Water Flow L/min If Applicable
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 -
Table 7
Static Fuel System Settings

Setting Point for the Governor - Mechanical Engines Only
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.
Full Load Setting and Full Torque Setting - Electronic Engines Only
22/6/2021 SIS 2.0
If you have performed the necessary tests and need to change either the FLS (Full Load Setting) or the FTS (Full Torque Setting), contact your Field
Service Representative. The Field Service Representative will provide you with the necessary new settings and a password to change the settings.
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 and C175 Engines

(2) Install governor control if 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, and hoses.
(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.
Engine Specifications
Engine Specifications
20 Cylinder 797F 16 Cylinder 793F 16 Cylinder 795F
Maximum Power (1750 rpm) 2990 kW (4000 hp) 1977kW (2650hp) 2535 kW (3400hp)
14350 N·m (10584 lb ft) at
Peak Torque (1300 rpm) 19600 N·m (14460 lb ft) 12899 N·m (9514 lb ft)
1650 rpm
Weight 17700 kg (39000 lb) 12000 kg (26700 lb) -
216 m3/min
Intake Air Required at Full Load 297 m3/min (10488.5 cfm) 212.3 m3/min (7497.0 cfm)
(7628.0 cfm)
Charge Air Pressure / Compressor Outlet 277.85 kPa (40.3 psi) (Low 253 kPa (36.97 psi) (Low
Altitude)
Altitude)
Pressure (COP)
312.33 kPa (45.3 psi) (High
327 kPa (47 psi)
234.7 kPa (34.1 psi) (High
(Gauge Pressure) Altitude) Altitude)
218° C (424° F) (Low 199.6° C (391.3° F) (Low
Charge Air Temperature/ Compressor Outlet Altitude)
Altitude)
193° C (379° F)

Temperature (COT) 235° C (455° F) (High 190.8° C (375.4° F) (High
Altitude) Altitude)
458 m3/min
Exhaust Outlet Flow at Full Load 655 m3/min (23131.1 cfm) 524.1 m3/min (18508.4 cfm)
(16174.1 cfm)
7.9 L/min
Fuel Burn Rate (1750 rpm) 12.2 L/min (3.23 US gpm) 10.3 L/min (2.26 US gpm)
(2.09 US gpm)
806 L (213 US gal) per 490 L (129.5 US gal) 619.5 L (163.7 US gal) per
Fuel Flow
hour per hour hour
850 kW
Jacket Water Heat Rejection (1750 rpm) 1050 kW (59766 BTU/min) 980 kW (55781 BTU/min)
(48382 BTU/min)
470 kW
Aftercooler Heat Rejection (1750 rpm) 970 kW (55212 BTU/min) 625 (35575 BTU/min)
(26752 BTU/min)
Jacket Water Inlet Temperature 78° C (172.4° F) 78° C (172.4° F) 78° C (172.4° F)
22/6/2021 SIS 2.0
2600 L (686 US gal) per 2100 L (439 US gal) per 2100 L (439 US gal) per
Jacket Water Flow (L/min)
minute minute minute
Air To Air Aftercooler (ATAAC) max pressure drop dp
25 kPa (3.6 psi) 25 kPa (3.6 psi) 25 kPa (3.6 psi)
(kpa)
Starting Break Away Torque 4311 N·m (3180 lb ft) 3457 N·m (2550 lb ft) 3457 N·m (2550 lb ft)
Table 8
C175-20 Low Altitude Engine
(A) Height of Engine
(B) Length of Engine
C175-20 High Altitude Engine
(A) Height of the Engine
(B) Length of the Engine
22/6/2021 SIS 2.0
(C) Width of the C175-20 Low Altitude Engine
(D) Width of the C175-20 High Altitude Engine
C175-16 Engine
(A) Height of the Engine
(B) Length of the Engine
Test Cell Specifications

Test Cell Specifications
Dimensions Of The Engine 20 Cylinder 16 Cylinder

low altitude high altitude low altitude high altitude
Height (A) 2585 mm 3098 mm 2483 mm 2528 mm
(102 in) (123 in) (98 inch) (99.5 inch)
2123 mm 2123 mm
Width (C) ( D)
(83.6 inch) (83.6 inch)
low altitude high altitude
3942 mm
Length (B) 3433 mm 3446 mm
(155.2 inch)
(135.2 inch) (135.7 inch)
796 mm
1070 mm (31 inch)(1)
Distance For Centerline Of Crankshaft To The Bottom Of The Oil Pan

(42 inch) 914 mm
(36 inch)(2)
1970 m3/min 1300 m3/min
Test Cell Air Flow
(69620. cfm) (46000 cfm)
22/6/2021 SIS 2.0
2271 L 2271 L
Test Cell Water Flow
(600 US gal) per minute (600 US gal) per minute
Minimum Auxiliary Aftercooler Pump Flow 500 lpm 500 lpm
Engine Connections Size
203.2 mm
Turbocharger Inlet
(8.00 inch)
304.8 mm
Turbocharger Exhaust
(12.00 inch)
101.6 mm
Jacket Water Supply Line
(4.00 inch)
101.6 mm
Jacket Water Return Line
(4.00 inch)
76.2 mm
Aftercooler Water Supply Line
(3.00 inch)
76.2 mm
Aftercooler Water Return Line
(3.00 inch)
19.1 mm
Shunt Tank (Air purge Line)
(0.75 inch)
Fuel
Size
25.4 mm
Inlet
(1.00 inch) hose
22.2 mm
Outlet
(0.875 inch)
Table 9
(1)
(2) Bottom of the Oil Pan
Bottom of the Oil Filters

(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 to install the required sensors, thermocouples, adapters, connectors, and hoses.
(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 rubber baffling 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, and hoses.
Note: For inlet manifold air temperatures, do not install the thermocouple in the extreme front or rear areas.
(9) If 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, and thermocouples.
(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 (Fabricated Wiring Harnesses for Electronic Engines)" 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.
22/6/2021 SIS 2.0
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 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 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 to run systems. This is done 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 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)

(1) Connect the hoses for the cell, the lines, and the wiring harness to the proper sensors, thermocouples, adapters, connectors, and hoses.
Note: Install the intake manifold temperature if the temperature is requested or needed for troubleshooting.
(2) Turn on the water 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, and gauges).
Charge Air Cooling
22/6/2021 SIS 2.0
Note: The 3512 machine engine will only require the use of ONE aftercooler assembly to provide adequate cooling. The C175 engines will require the
use of TWO aftercooler assemblies.
The hot charge air is the compressed air that is leaving the turbocharger traveling toward the aftercooler. The cold air charge is the cooled air from the
aftercooler returning to the intake manifold on the engine. The connections to the engine will vary between the different engine due to the different size
connectors on the intake manifolds.
All connections will use a hose bead type connector with standard hose clamps. The exception is the 20 Cylinder High Altitude hot charge air connector.
The 20 cylinder high altitude engines will use flare connections with V clamps. The 20 Cylinder High Altitude engines use the flare connections because
of the higher hot charge air pressure of the high altitude 20 cylinder engine.
Itis recommended to useinterchangeable connectors to the engine. Then, fabricating entirely different hot air tubes supplying the aftercoolers is not
required. Refer to Illustration 11. All the fabricated air lines should minimize the number of bends and turns and should maximize the radius of the bends
when possible. This flow will minimize the impact of air flow through the lines. The air systems can use steel tubes, flexible hose, or a combination.
Ensure the material that is used addresses the different charge air pressures and temperatures.
The system will use 154.4 mm (6 inch) steel tube. The steel tube is for the hot air lines from the turbocharger and for the cold air return lines from the
after-cooler. Different adapters will need to be constructed depending on the engine configuration you are testing.
Itis recommended to use the air lines from the machine where possible to minimize fabrication. Guidance for fabrication is provided. The actual length of
the tubing and the specific design must be addressed for installation at each dealership to best suite-specific room size and layout.
Example of a 20 Cylinder High Altitude Engine Connector
A specific adapter (B) can be fabricated for each engine application. This adapter can be connected to the engine with the factory air lines. The rest of
the system (A) can remain basically the same and connected to the specific adapter with a gasket.
The following Illustrations show the two flanges that will need to be fabricated so the proper adapters can be used.
154.6 mm (6 inch) Coupling Flange
Dimensions that are shown are in millimeters
22/6/2021 SIS 2.0
154.6 mm (6 in) Adapter Flange
Aftercooler Flange
22/6/2021 SIS 2.0
20 Cylinder High Altitude Hot Air Charge Flange
Note: The 3512 machine engine will only require the use of ONE aftercooler assembly to provide adequate cooling. The C175 engines will require the
use of TWO aftercooler assemblies.
The compressed air flows from the compressor through 154.4 mm (6 inch) steel pipe. The hot air travels to each of the aftercoolers through an elbow
that is bolted onto the aftercooler. The hot air is then cooled by traveling through the water-cooled aftercoolers and out through another elbow. The cooled
air then travels through a 154.4 mm (6 inch) steel pipe back to the engine where it enters the intake manifold.
The following Illustration shows the basic connection of the air lines and placement of the elbows and gaskets. The 16 Cylinder configuration is shown,
but the basic layout will remain the same for all engine sizes. Due to the various layout parameters that can be used, exact dimensions for the length of
the 154.4 mm (6 inch) steel pipe will vary. Remember to use the minimum number of bends when you are routing the 154.4 mm (6 inch) steel pipe.
A balance tube pipe will also need to be fabricated and installed between the two RETURN air lines. This will permit the normalization of air pressure
differences between the two aftercoolers that may be caused by fabrication and other factors.
The balance tube pipe should also be constructed of 154.4 mm (6 inch) steel pipe and should be placed between the two 154.4 mm (6 inch) steel pipes
that return the cooled air to the engine.
Note: Specific instructions on fabricating the engine connectors for each engine are shown later on in this document.
Parts List
Item Part Number Description

1 - Fabricated Elbow
2 - 154.4 mm (6 inch) steel pipe
4 - Stock Hose
5 197-8120 Gasket
6 200-6543 Cover
7 236-4256 Aftercooler Assembly
9 - Stock Hose
10 - 154.4 mm (6 inch)Balance Tube Pipe
11 - Hose Bead
12 135-6261 Clamp
13 273-3538 Hose
14 - 154.4 mm (6 inch) steel pipe with Hose Beads
Table 10
22/6/2021 SIS 2.0
Example of the basic flow of the air lines
The 16 Cylinder Engine configuration is shown.
Fabricated Balance Tube Assembly
The same procedure should be used to construct the ends of the balance tube assembly that was used to construct the other parts of the steel air lines.
The center section of the balance tube can be constructed using hose beads, as shown. The previous Illustrations show a typical example of the
construction of the air lines. The specific length of the steel tubes will vary depending upon your specific test cell arrangement.
22/6/2021 SIS 2.0
Drain valve for condensation
It is recommended that you install a drain valve in the bottom of the elbow for the cooled air that is leaving the aftercooler. This will allow you to drain any
condensation that develops in the elbow.
The cooler assembly consists of a 236-4256 Aftercooler Assembly between two 200-6543 Covers. The core of the aftercooler has a groove for the 172-
5635 O-Ring Seal. This groove is on the air INTAKE side of the aftercooler. You will have to construct TWO cooler assemblies for the C-175
Dynamometer.
Note: Failure to properlyflowthe hot air from the turbocharger willresult in a failed aftercooler core.
Area with the rubber seal
There is also a rubber sealed area that is at the ends of the cover on the same side as the groove for the O-ring seal. It is critical that the hot air from the
turbocharger enters the cooler on this side. Failure to properlyflowthe hot air from the turbocharger willresult in a failed aftercooler core. Once the
direction of proper air flow is determined, mark the direction on the outside of the aftercooler with an arrow that shows the proper air flow. This will aid in
proper assembly. You can also feel the aftercooler core through the opening in the covers for the rubber sealed area after the covers have been installed.
Remember that the side of the aftercooler core with the rubber sealed area is the INTAKE flow of hot air from the turbocharger.
Note: Failure to properlyflowthe hot air from the turbocharger willresult in a failed aftercooler core.
22/6/2021 SIS 2.0
(1) 200-6543 Cover
(2) 236-4256 Aftercooler Assembly
(3) 200-6543 Cover
(4) 200-6543 Cover
(5) 131-5496 Gasket
(6) Groove for the O-ring Seal
(7) Rubber sealed area
(8) Direction of air flow
The back side of the aftercooler core does not have a groove for the O-ring seal. This groove can be machined into the face and then another 172-5635
O-Ring Seal can be installed. Using 1U-8846 Gasket Sealant is an option in place of the machined groove for the O-ring seal and provides good seal.
The 1U-8846 Gasket Sealant has been verified in testing and in actual use.
A 90 degree elbow will need to be fabricated for adapting to each of the bottom of the two aftercoolers. Use the following parts list and illustration for
assembly information. The parts that are listed can be fabricated by using the information that is previously listed in this document. Refer to the section
"Charge Air Cooling" for more information. Four connectors are required to be fabricated. Two connectors will be used for each of the two aftercoolers.
Parts List
Item Description
A Aftercooler Flange
B 154.4 mm (6 inch) steel pipe
C Coupling Flange
D Adapter Flange
Table 11
The 20 cylinder High Altitude engines hot air charge uses 154 mm (6 inch) steel tube with a flare connection. The 333-1230 Bellows Assembly and the
9N-1941 V-Band Clamps from the engine can be used to connect to the ATTAC if the tubes use the correct adapters as show in the following chart and
illustrations.
Parts List
22/6/2021 SIS 2.0
(A) - 154.4 mm (6 inch)

(B) - 154.4 mm (6 inch) Coupling Flange
(C) - Gasket(1)
(D) - 154.4 mm (6 inch) Adapter Flange
(E) - 20 Cylinder High Altitude Hot Air Charge Flange
(F) 9N-1941 V-Band Clamp
(G) 333-1230 Bellows Assembly
Table 12
(1)
The gasket must be constructed from a gasket material such as Thermoseal C-4401. The gasket should be made to the same dimensions as the coupling flange.
Fabricated adapter. Not to scale.
20 cylinder High Altitude Hot Air Charge Engine Connections
All air lines returning from the aftercooler to the engine use a hose bead type connector. A hose bead type connection can be used with traditional hose
clamps. The stock 334-3676 Hose can be connected to the hose bead by using the stock 323-3315 Clamp. An adapter will need to be fabricated that
steps up from the 154.4 mm (6 inch) steel pipe from the aftercooler to the larger 203 mm (8 inch) steel pipe that connects to the stock rubber hose to the
intake manifold. The adapter needs to have a hose bead on the 203 mm (8 inch).
Parts List

(F) - 154.4 mm (6 inch) steel pipe
(G) - 154.4 mm (6 inch) Coupling Flange
(H) - Gasket(1)
(I) - 154.6 mm (6 inch) Adapter Flange
22/6/2021 SIS 2.0
(J) - 154.4 mm (6 inch) steel pipe

(K) - 203 mm (8 inch) steel pipe
Table 13
(1)
20 cylinder High Altitude Cold Air Charge Engine Connections
Dimensions of the hose bead
(L) 6.4 mm (0.25 inch)
(M) 4 mm (0.16 inch)
(N) 2.25 mm (0.10 inch)
(O) 323-3315 Clamp
(P) 334-3676 Hose
The 20 Cylinder Low Altitude engines use a hose bead type connector. The hot charge air pressure is lower on the low altitude engines so a hose bead
type connection can be used with traditional hose clamps. The stock 294-7373 Hose can be connected to the hose bead by using the stock 135-6261
Clamp.
Parts List

(A) - 154.4 mm (6 inch) steel pipe
(C) - Gasket(1)
Table 14
(1)
22/6/2021 SIS 2.0
(E) 6.4 mm (0.25 inch)
(F) 2.25 mm (0.10 inch)
(G) 4 mm (0.16 inch)
20 cylinder Low Altitude Hot Air Charge Engine Connections
(H) 135-6261 Clamp
(I) 294-7373 Hose
The cold air charge for the low altitude 20 Cylinder Engine is the same configuration as the high altitude 20 Cylinder engine. Refer to "Cold Air Charge"
for more information.
The 16 Cylinder engines use a hose bead type connector. The hot charge air pressure is lower on the 16 Cylinder engines so a hose bead type
connection can be used with traditional hose clamps. The stock 312-4784 Hose can be connected to the hose bead by using the stock 135-6260
Clamp. An adapter will need to be fabricated to connect the 154.4 mm (6 inch) steel pipe from the aftercoolers to the 127 mm (5 inch) hose on the
engine. Refer to the following table and illustrations for more information.
Parts List

(A) - 154.4 mm (6 inch) steel pipe
22/6/2021 SIS 2.0

(C) - Gasket(1)
Table 15
(1)
(E) 154.4 mm (6 inch)
(F) 127 mm (5 inch)
(G) 6.4 mm (0.25 inch)
(H) 2.25 mm (0.10 inch)
(I) 4 mm (0.16 inch)
22/6/2021 SIS 2.0
16 Cylinder High Altitude 793F Hot Charge Air Engine Connections
(J) 135-6260 Clamp
(K) 312-4784 Hose
The 16 Cylinder engines use a hose bead type connector. The 16 Cylinder engines can use a hose bead type connection that can be used with
traditional hose clamps. The stock 302-6849 Hose can be connected to the hose bead by using the stock 251-4184 Clamp. An adapter will need to be
fabricated to connect the 154.4 mm (6 inch) steel pipe from the aftercoolers to the 177 mm (7 inch) hose on the engine. Refer to the following table and
illustrations for more information.
Parts List

(L) - 154.4 mm (6 inch) steel pipe
(M) - 154.4 mm (6 inch) Coupling Flange
(N) - Gasket(1)
(O) - 154.6 mm (6 inch) Adapter Flange
(E) 288-5241 Adapter
Table 16
(1)
22/6/2021 SIS 2.0
(P) 177 mm (7 inch)
(Q) 154.4 mm (6 inch)
16 Cylinder High Altitude 793F Cold Charge Air Engine Connections
(R) 6.4 mm (0.25 inch)
(S) 2.25 mm (0.10 inch)
(T) 4 mm (0.16 inch)
(U) 251-4184 Clamp
(V) 302-6849 Hose
Mounting Guidelines
The system that is listed wasdesignedto be bolted to the floor, however the system can be attached to a skid for mobility or easy of installation. The
mounting instructions that are listed are suggestions. The actual design that is used to mount the aftercoolers will vary based on available space and
specific requirements.
The following illustrations show a typical mounting system for the aftercoolers. Actual design of the mounting system will vary depending upon your
application. The mounting system that is shown is meant to be a suggestion of one possible mounting system.
22/6/2021 SIS 2.0
An example of aftercoolers that are facing each other
22/6/2021 SIS 2.0
Water lines connection ports
When you are mounting the aftercooler assemblies, make sure that you position the aftercoolers so that the water lines can be easily attached to the
water ports. This is especially true if you are mounting the aftercooler assemblies vertically.
Water Supply
The water connections to the aftercoolers use four elbows and four O-ring seals. These are standard Caterpillar parts and are listed in the following
table. One O-ring seal is used on each elbow. The elbows are bolted to the bottom of the aftercoolers, as shown. The water connectors should be
rotated as needed to accommodate your water line connections.
The aftercoolers should operate within a range of 62 kPa (9 psi) to 350 kPa (50 psi). The water supply used during testing had an input temperature of
approximately 30° C (86° F) and resulted in a needed flow of approximately 500 L (132 US gal) per minute.
The auxiliary water pump can be used for water flow as long as the required pressures are addressed. During testing, a Y adapter was used to supply
water to each cooler from the auxiliary water pump.
Each cooler was also fitted with a simple air purge system to purge any air from the top of the coolers as the coolers are being filled with water.
Required Parts List
Part Number Description

200-6417 Elbow
205-7879 Elbow
205-7880 Elbow
205-7881 Elbow
8T-1919 O-Ring Seal
Table 17
An example of an air purge system for the aftercoolers.
22/6/2021 SIS 2.0
A bypass is used to control the water pressure to the aftercoolers. A Y adapter is used to feed each cooler from the auxiliary water pump.
Water lines connected to the elbows that are mounted to the bottom of the aftercooler assemblies.
22/6/2021 SIS 2.0
The 7C-7785 Housing and Regulator Group
The 797F and 793F machines have frame-mounted jacket water temperature control systems and are not with the engine when pulled from the vehicle.
When the engine is tested in the dynamometer room, jacket water temperature control must be addressed. One potential remedy is to utilize the 7C-
7785 Housing and Regulator Gp from 3600 family of engines. This stand alone housing and regulator group can be mounted on a fabricated stand or
mounted in conjunction with the ATAAC substitutes system, if the ataac system has been mounted on some movable fixture or cart. 4W-4011 Water
Temperature Regulator should be used in place of the 6I-4952 Water Temperature Regulator (1) listed within the group. The 4W-4011 Water
Temperature Regulator will address the 78° C (172.4° F) inlet temperature that is specified for the C175 engine. If the dynamometer room has internal
controls such as a closed loop system, it must address the 78° C (172.4° F) inlet temperature specification. A derate for high coolant temperature will
happen if the engine gets too hot. A derate occurs at 101° C (213.8° F), as measured at the sensor located on the outlet of the engine block. There is no
derate associated for low coolant temperature, however a warning will be flashed for low coolant temperature.
Flywheel Connections
The 434--3331 Flywheel Adapter for C175-16 and some 3516 Engines
Note: The 434-3331 Flywheel Adapter is compatible with both C175-16 engines and 3516 engines in the 789 and 793 Off-Highway Truck.
22/6/2021 SIS 2.0
The 434-3321 Flywheel Adapter for C175-20 Engines
Engine Control
The following section details the information for connecting the Electronic Technician to the engine. Information is also given for testing the engine.
The Caterpillar Electronic Technician (ET) Dynamometer Mode is designed to test the single C175 modules. This functionality requires at least ET
Version 3.0.
The ET Dynamometer mode will monitor the following engine readouts: engine speed, engine coolant temperature, engine load factor, engine oil
pressure, fuel temperature, fuel position, boost pressure and exhaust temperatures. ET Dynamometer mode allows the user to input the desired engine
speed. The dynamometer load must be controlled separately.
ET version 3.0 does not allow the Dynamometer mode and the data logger to run simultaneously. Numbers must be recorded in a separate log. The ET
Dynamometer mode is designed to test the out of chassis engines only. ET Dynamometer mode can override the derate mode that is caused by
missing sensors or other circumstances.
1. Connect Caterpillar Data Link to the Machine Interface Connector.
2. Turn on the fuel supply, the water supply, and the air valves to allow the engine systems to function.
Note: Turn on the test cell-mounted water pumps. Install a safety switch that will not allow the engine to start if the test cell-mounted water pumps
are operating incorrectly.
3. Start the ET software on the computer that is connected to the engine through Data Link.
4. Run a fuel injector test and set the injector trim files.
5. Prime the engine. Operate the fuel priming pump by overriding it in ET.
6. Prelube the engine.
7. Perform the following operations :
Check the sight gauge to ensure that the air has been purged from the jacket water system.
Check the fuel system for leaks.
22/6/2021 SIS 2.0
Ensure that water is coming out of the IMAT drain line which indicates that the air is purged from the system.
8. While ET is running, select "Service" and "Service Procedure" from the drop menu. Then select "Dynamometer Mode".
9. A warning will appear on the computer. Read the warning and then select "OK".
10. The "Dynamometer Mode Test" will appear on the screen. The screen appears identical for all engines that have Dynamometer Mode capability.
11. When you start the program, the "Desired Engine Speed" will default to the programmed "Low Idle" speed. Low idle for the C175 engine is 700
rpm.
12. While the desired engine speed is set at low idle, start the engine by using the engine starter. An air starter that is mounted on the dynamometer
can also be used to start the engine. The default low idle engine speed of 700 rpm may be overridden to start the engine.
13. After the engine is started, the ET Dynamometer Mode will control the operation of the engine.
14. Use the test procedure that is outlined in Table 18 to warm up the engine.
15. Walk around the engine to ensure that the fluid systems are not leaking and that the engine is operating properly.
16. To change the engine speed, select "Desired Engine RPM" in the description section at the bottom of the screen. Then select "Change". A screen
that allows you to enter the desired RPM override will appear. For example, if the engine was running the low idle of 700 rpm and the desired
speed was 1000 RPM, the test cell operator would select on "Desired Engine RPM". The test cell operator would then make the following
selections:
"Change".
Enter 1000 RPM.
Select "OK".
ET Dynamometer mode will adjust the fuel setting to increase the engine RPM to the desired value.
17. After you enter the desired engine RPM, adjust the dynamometer load by using the water valve or the dynamometer control system.
18. Selecting "Disabled Override" at any time will reset the engine to the ECM programmed idle speed of 700 RPM for the C175 engine.
Note: The Engine Rating Map Override option is used to select the desired power rating ( as defined in the test specification ).
19. Use the information in Table 18 and the ET to continue the Dynamometer test.
20. Take a Schedule Oil Sample (SOS) of the engine and wash off the engine while the engine is running.
21. Complete the test and return the engine to the low idle of 700 RPM. Shut off the fuel supply to stop the engine. This procedure cannot be
accomplished with ET. Exiting the program at any time will return the engine to low idle.
22. ET Logged Diagnostic Codes should be cleared from the ECM before you exit. View the logged diagnostic codes and clear the diagnostic
codes. Codes may be logged due to missing sensors. Codes may be logged because of troubleshooting work. The codes could cause a derate
when the engine is installed in the chassis.
23. Exit ET Dynamometer Mode.
24. Perform the following functions to complete the Dynamometer test :
Allow the engine to cool.
Shut off the water supply.
Shut off the air supply.
Shut off the fuel supplies.
Purge the fluid systems and disconnect all of the Dynamometer connections.
25. Allow the engine to cool.
Stage Engine Load Time Speed

First Break-In 50% Load 5 minutes or until engine reaches operating temperature 75%Rated Speed
Second Break-In 60% Load 5 minutes 100% Rated Speed
Stabilization 90% Load 2-8 minutes until all systems are stable 100% Rated Speed
Full Load HP 100% Load 2 minutes (Perform Horsepower check) 100% Rated Speed (1)
Full Torque 100% Torque Torque Check @ Full Rated Torque (1)
22/6/2021 SIS 2.0
Throttle Response Test

High Idle Stability No Load High Idle
Low Idle Stability No Load Low Idle
Cool off Period No Load 5 minutes Low Idle
Table 18
(1)
Refer to Table 8 for full horsepower and full torque ratings and speeds.
The following information describes how to find the default dyno test horsepower rating in TMI, and changing the dual horsepower rating (if available).
1. Enter the engine Serial Number into TMI.
2. Click on the "Flash File" tab.
3. Click on the latest flash file "Details".
4. The top rating that is listed will be the default rating (Torque Converter Stall) and the second rating will be the Full Load rating.
5. Start Cat ET
6. Select the "Service" tab.
7. Select "Service Procedure".
8. Select "Dyno Mode".
9. Select "Enable".
10. To change HP to Full Load rating, select "Engine Rating Map Override"
11. Select "Change" in the bottom left of the screen.
12. Input a new value of "2" and click "OK". The engine should now test at the Full Load rating.
Engine Checks after Installation into Test Cell

(1) Perform prelubrication because engine components require the prelubrication before cranking. The prelubrication will be accomplished by
pressurizing the lubrication system before cranking. Reference Special Instruction, SEHS8914, "Pressure Lubrication Procedure for Remanufactured
Engines and Short Blocks" for more information on performing 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) To determine the performance of the engine at full load, the oil level 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 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.
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 the connections are tight.
22/6/2021 SIS 2.0
(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

Access to the computer for the cell is necessary 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 for Electronic Engines

Diesel Engine
The test procedure lays out the phases and conditions of the production test. The specifics of the speed, load, time, and other conditions can be found in
the specific test procedure number for the application, associated with the test specification are available in TMI. Illustration 48 shows an example with
the stages for this I6 heavy-duty machine procedure. The test stages are described in more detail below.
Standard Schedule for Testing an Engine
Example of Test Procedure
22/6/2021 SIS 2.0
Pre-Lubrication
For engine components that require pre-lubrication as determined by engineering, perform before cranking. The pre-lubrication shall be accomplished
by pressurizing the lubrication system before cranking. If an engine is equipped with a pre-lube pump, the complete pre-lube pump-starting motor
system shall be checked. Checkout of the system can be done either before or after engine test and does not need to be done in an engine test cell.
Auxiliary Power Take-Off

An external oil supply shall be provided for any installed auxiliary power take off that is not lubricated by the engine lubrication system.
Before the engine is cranked, the oil pan fill level should be within the range designated on the production dipstick or the specified dipstick as safe for
starting the engine.
The full load performance of the engine shall be determined with the correct oil pan fill level.
Standard Engine Test Schedule

The performance testing of engines should be in accordance with this document, but can also refer to the individual test procedures in TMI, Data
Management System (dms.cat.com/LPSD/), and ENGINE Database (Contact LPSD - Engine Performance Center), (for variations to the detail test
points. If an engine is stopped before completion of this test, the test should be run again starting with the warmup schedule. The running time specified
for each point in this test schedule is the time at the specified speed and torque. Transition time between points is not included as part of the required
time at each point.
Record the following throughout the test (for use in calculating correction factors and monitoring facility health):
Total Barometric Pressure (kPa)
Water Vapor Pressure (kPa, Refer to Step 2.
Inlet Air Temperature (DEG C)
Inlet Air Pressure (kPa)
Fuel Density (API)
Inlet Fuel Temperature (DEG C)
Inlet Fuel Pressure (kPa)
Warm Up
Warm up of an engine is defined as conditioning of an engine to obtain repeatable engine performance and to purge air from the liquid handling
systems of the engine. This latter function is especially important for engines quipped with an NRS Cooler. The engine speed control shall not be
“pumped during any portion of this performance test. Pumping is the process of rapidly and alternately increasing and decreasing the engine speed
control and/or engine speed.”
Note: For engines equipped with an NRS Cooler, sufficient venting of the coolant system shall be installed so that no air is trapped in the NRS Cooler.
This typically entails venting both the engine side and radiator side of the thermostat. Some configurations may also need a dedicated vent line from the
NRS cooler.
1. Crank at 100-700 RPM with the engine speed control positioned to provide maximum fuel delivery. Oil pressure of 40 kPa minimum shall be
obtained within 0.5 minutes or cranking shall be stopped. Cranking should be discontinued if engine has not started within 2 minutes. After the
engine starts, engine speed shall be targeted to an elevated speed (typically low idle +100 RPM or cranking speed +100 RPM) at zero load to
build oil pressure. A minimum oil pressure of 40 kPa shall be obtained within 3 seconds after the engine starts or the engine shall be stopped.
The following warmup phases (refer to Step 2 and 3) define a 'normal' on-highway warmup cycle, different applications can ADD additional time or
points based on that application's specific needs. The intent of the warmup phases is to get the engine up to operating temperature as quickly as
possible without damaging green engine.
Note: Observe and listen to the engine and attachments for any unusual vibration or sounds.
2. First Warmup - 1-minute ± 0.2 minute
75% rated speed ± 20 RPM (not less than low idle) [See Note below]
50% rated torque ± 5% rated torque
(30% rated torque ± 5% rated torque if FL BMEP is 1750 kPa or more)

Note: The engine speed shall not be increased above 75% rated speed + 20 RPM or low idle speed if low idle speed is greater than 75% of
rated speed. For 50 HZ aux and genset ratings, 80% rated speed.
22/6/2021 SIS 2.0
3. Second Warmup - 1-minute ±0.2 minute. Due to deficient plant cooling system air venting ability some test facilities may require more time to
purge air from the system so that additional load will not cause overheating. This is a function of the facility and, if required, the additional time
should be applied to all engines run in that facility. Maximum time should not exceed that required for the thermostats to reach opening
temperature.
Rated speed ± 20 RPM.
75% rated torque ± 5% rated torque (some procedures may specify torque magnitude).
Note: For applications with the NRS system, the NRS test should occur during one of the two last warmup stages before full load, contingent on
thermostat opening. Refer to Step 6.
4. Third Warmup - 3 minutes ±0.2 minute
Rated Speed ±20 RPM
Rated Torque +3%, - 11% (some procedures may specify torque magnitude)
Additional warmup phases may be implemented for specific applications or larger engines where more time is needed to achieve thermal
stability.
5. Governor Setting Point (Mechanical Engines) - 0.25-minute ±0.1 minute governor setting speed and governor setting torque per the individual
engine test specification. (e.g., 0T, 2T, 0K, seven-digit, etc.)
At the governor setting point, the engine speed control shall be at the maximum speed position and the torque shall be as specified in the engine
test specification.
The governor control, which positions the over-run curve, shall not be adjusted after completing the governor setting point. If the high idle speed is
not correct when checked at the stage described in Step 4, the governor controls shall not be adjusted. Only repairing and retesting the engine can
correct the high idle speed. Data shall not be taken until the water temperature meets the minimum water temperature at rated (from the
specification).
Note: For mechanical engines, the torque applied to mechanical governor control shafts to maintain maximum engine speed shall be 8 Nm to 12
Nm (5.5 Nm to 9.5 Nm for Woodward 3161 governor). Proper control of torque on the governor control shaft is required for consistent governor
setting points and high idle speeds. For electronic engines, either a throttle input to the ECM or speed override control through the ECM can be
used (the same applies to PEEC and the different versions of fully electronic engines).
6. Full Load - 4 minutes ±0.2 minutes or stabilization: Full load speed ±10 RPM.
Engine speed control shall be within specification at the maximum speed position.
Engines are to be considered stabilized after achieving the following maximum variation per 2 minute period while running continuously at full load
RPM:
For systems using jacket outlet water control: Jacket water pump in 3 DEG C
For systems using jacket inlet water control: Jacket water pump out 3 DEG C
For systems using SCAC inlet water control: SCAC inlet 3 DEG C.
For All Engines
Oil Pressure - 7 kPa
Fuel Rate - 1%
Corrected Power - 1% (observed power permissible for manual test facility)

The non-control (inlet or outlet) water temperature shall be within specification before recording full load data.
For engines equipped with a separate circuit aftercooler, the water inlet temperature shall be within specification before recording full load data.
7. Full Load Check - With the engine at the full load point and stabilized as outlined in Step 6. Calculate and/or record in Table 19.
Full Load Parameters To Record
Line # Param Group Parameter Units Notes

09 FL Power kW All
10 FL Speed rpm All
14 FL STAT Fuel Set mm DE
18 FL Fuel Rate g/min DE
19 FL CSFC g/kW-hr DE
20 FL Boost kPa All
22/6/2021 SIS 2.0
20.1 (1) FL Boost - FE kPa DE - Tandem

20.2 (1) FL Boost - RE kPa DE - Tandem
21 (1) FL ECM PCT Boost % DE
21.1 (1) FL Fuel Rail Press MPa DE - CR
22 (1) FL Fuel Position % DE - CR
40 (1) FL Blowby % DE
42 FL Water in Temp °C All
43 FL Delta Temp °C All
44 (1) FL Inlet Man Temp °C All
45 (1) FL Water Temp SCAC °C All
46 (1) FL SCAC Water Flow L/min All
55 FL Oil Press kPa All
55.1 (1) FL Oil Press - FE kPa DE - Tandem
55.2 (1) FL Oil Press - RE kPa DE - Tandem
57 (1) FL Oil T Bearing °C All
58 FL Fuel Press kPa DE
58.1 (1) FL Fuel Press - FE kPa DE - Tandem
58.2 (1) FL Fuel Press RE kPa DE - Tandem
59 FL Fuel in Press kPa DE
60 FL Fuel in Temp °C DE
62 FL Inlet Air Press kPa All
63 FL Inlet Air Rest kPa All
64 FL Inlet Air Temp °C All
65 FL Fuel Density API DE
82 (1) FL Water Out Temp °C All
93 (1) FL 2nd STG SCAC °C DE
93 (1) FL ECM Final Derate % DE
95 (1) FL DLTA H20/Bearing °C SI
95 FL ECM CGI Valve P N/A DE - 2007
96 FL Gen Power N/A n/a
97 (1) FL ECM CGI Flow RT kg/hr DE - 2007
99 (1) FL ECM Turbo Speed krpm DE
99 (1) FL NOX - ECM N/A SI
105 (1) FL ECM Rail Press MPa DE - CR
107 (1) FL ECM VGT Pos N/A DE - VGT
160 (1) FL Exhaust BK Press kPa DE - T4
162 (1) FL ATAAC Delta P kPa DE - T4
Table 19
(1)
Calculate and/or record if applicable.
Note: 3600/C280 Diesel: For engines equipped with Keine valves, take cylinder pressure measurements on two cylinders for inline engines, four
cylinders (two on each bank) for Vee engines at advertised power. Generate data report.
Cylinder Cut-Out Check

1. Cylinder Cut-Out Check - Computer Controlled - If the engine is equipped to permit cut-out of individual cylinders and one of the following
conditions are seen: CSFC at rated fails, or corrected power is more than 5% outside the specification limit. This may be triggered either after the
full load or torque check phases.
Stop combustion process in cylinder number 1.
Wait until power measurement has restabilized (several seconds will be required). Obtain average corrected power of the remaining
cylinders over a 3 second period, and restart the combustion process.
22/6/2021 SIS 2.0
Repeat the steps above for each cylinder in numerical order.
Power determined in Step 7 minus power determined in Step 1 is the power of the cylinder, which was cut out. Calculate and record the
percent loss by dividing the power of the cylinder by the power determined in Step 7 .
2. Cylinder Cut-Out Check – Operator/ECM Controlled - If the engine is equipped to permit cut-out of individual cylinders and one of the following
conditions are seen: CSFC or corrected power is outside the specification limits.
Follow ECM control interface instructions for automated tests.
Perform manual steps to troubleshoot individual cylinders.
Torque Check
0.25-minute ±0.1 minute. This is an example time for on-highway truck engines. For other applications, this is the minimum nominal time. The actual time
may be more.
1. Increase the dynamometer load until the engine lugs to the speed specified for torque check. Measurements shall be taken within 3 minutes after
lugging from full load. Engine speed and load shall be stabilized for this reading. Stabilization is determined by the speed remaining within
specification for a minimum of 15 seconds.
Note: For applications that operate at a single speed (generator sets, marine auxiliary), the torque check phase may be omitted due to the single
speed mode of operation of this application. This will be indicated by inclusion of a flag in the test specification OMIT TORQ. The reset calculation
will be based only on the measurements taken at the rated point.
Note: Test Specification Flags are fields in the spec that signal the test cell to perform a certain operation when an engine of that spec is being
tested. Flags, as with all parameter fields, are tied to a serial number break (effective serial number) of a particular test spec and will only be
implemented when an engine with a serial number greater than or equal to that particular break is in the cell. These flags are added by using the
appropriate testing database application to modify the test specification.
Calculate and/or record, see Table 20.

15 FT STAT Fuel Set mm DE
15.1 (1) FT Fueling N/A DE
21.2 (1) TQCK Fuel Rail Press MPa DE
22.1 (1) TQCK Fuel Position N/A DE - CR
27 (1) TQCK ECM PCT Boost % DE
28 TQCK Speed rpm All
29 TQCK Torque Rise % All
30 TQCK Torque Nm All
31 TQCK Fuel Rate g/min DE
32 TQCK CSFC g/kW-hr DE
33 TQCK Boost kPa DE
33.1 (1) TQCK Boost - FE kPa DE - Tandem
33.2 (1) TQCK Boost - RE kPa DE - Tandem
41 (1) TQCK Blowby % DE
94 (1) TQCK ECM Final Derate N/A DE
96 (1) TQCK ECM CGI Valve P N/A DE - 2007
98 (1) TQCK ECM CGI Valve RT kg/hr DE - 2007
100 (1) TQCK ECM Turbo Speed krpm DE
106 (1) TQCK ECM Rail Press MPa DE - CR
108 (1) TQCK ECM VGT Pos N/A DE - VGT
161 (1) TQCK Exhaust BK Press kPa DE - T4
Table 20
(1)
Note: If another test after reset confirmation is desired (indicated by a spec flag, the test should be performed after torque check.
2. Response Check - If required by the individual test specification. (Response check is for mechanical engines only).
22/6/2021 SIS 2.0
Remove the dynamometer load as rapidly as possible until the dynamometer is operating with a maximum of 3% of rated torque. Opening the
dynamometer field circuit and simultaneously closing the water supply valve with a solenoid is adequate.
Adjust the engine speed control if necessary to maintain the specified response check idle speed. The engine should be brought to the response
check idle speed with the fuel system at shutoff. The engine speed control does not need to be in the minimum position. At the specified response
check idle time after initiating load removal, increase the setting of the engine speed control, if it has been reduced, as rapidly as possible (1
second maximum) to the maximum speed setting and adjust the dynamometer load as required to maintain response check speed. Response
time is the time from the start of change in engine speed until the specified torque is obtained.
Record
Response Check Idle Speed (RPM)
Response Check Speed (RPM)
Response Time (s)
3. Manual Air/Fuel Control Check - In test facilities in which the diesel engine full load check as defined in Step 7 is not computerized (all current
facilities are), an engine test to check that the air/fuel control setting is correct is required. With the engine running at high idle and with the boost
sensing line disconnected, lug the engine to rated speed. Measurement of the air/fuel control setting is not required.
Record: Observed Torque (Nm)
4. 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 rated torque, extrapolating a straight line from the governor setting point
through the lowest attainable torque to zero torque to obtain a high idle value is satisfactory. Maintaining a load on the engine for stabilizing the
high idle speed is not an acceptable process.
Record
High Idle Speed (RPM)
High Idle Stability (RPM)

During the high idle speed check, the engine speed shall not vary more than:
Genset and marine aux engines ± (rated speed / 300).
All other diesel engines ± (rated speed / 200).

Note: If the stability is a parameter in the given spec, it is a pass/fail criterion. If not, then it extends the duration of this test phase until the criteria
is met, or the maximum time is reached.
If the high idle speed is not correct, it can be corrected only by repairing and retesting the engine.
5. Low Idle Point- 0.10 minute, maximum dynamometer load equals 3% of rated torque.
For mechanical engines, set the low idle speed within 5 minutes of obtaining full load data. Unless oil temperature is maintained at full load
temperature by a special test conducted immediately before the low idle point.
Record
Low Idle Speed
Low Idle Oil Pressure
Low Idle Speed Stability

Note: If the stability is a parameter in the given spec, it is a pass/fail criterion. If not, then it extends the duration of this test phase until the criteria
is met, or the maximum time is reached.
During the low idle speed check, the engine speed shall not vary more than ±10 RPM.
NOx Reduction System Test
NOTICE
Do not leave out the NRS coolant diverters after testing or
servicing. Failure to replace coolant diverters in C9.3 Tier 4
engines can lead to NRS failure and engine damage.
22/6/2021 SIS 2.0
A NOx Reduction System Test is required for engines with NOx Reduction System (NRS). The NRS Test should occur during one of the final warmup
stages. It is triggered in computerized test cells by the 'Tier 4' flag.
The NRS end of line test will not start until certain conditions are met and will abort if certain Diagnostic Trouble Codes are found in the ECM. The
following list of trouble codes shall not be active for the test to proceed:
Note: For engines equipped with an NRS Cooler, sufficient venting of the coolant system shall be installed so that no air is trapped in the NRS Cooler.
This typically entails venting both the engine side and radiator side of the thermostat. Some configurations may also need a dedicated vent line from the
NRS cooler.
Engine NRS delta pressure voltage above normal
Engine NRS delta pressure voltage below normal
Engine NRS differential pressure: High (event)
Engine NRS differential pressure: Low (event)
Engine NRS intake pressure voltage above normal
Engine NRS intake pressure voltage below normal
NRS temperature voltage above normal
NRS temperature voltage below normal
Engine NRS valve control current below normal
Engine NRS valve control current above normal
Turbo balance valve actuator control current below normal
Turbo balance valve actuator control current above normal
Intake manifold pressure voltage above normal
Intake manifold pressure voltage below normal
The NRS test is broken into two sections:
Section one is to verify that the NRS valve is properly functioning and not stuck in the fully open or fully closed positions. The engine is put into NRS
test mode by the engine test cell computer to turn off any diagnostics that would become active while manipulating the NRS and turbo balance
valve (TBV) positions. In the first warmup stage of the production hot test, the engine test cell computer will command the NRS valve to toggle from
the fully open to fully closed positions for up to 8 cycles or 30 seconds. It then sets the NRS and turbo balance valve to the correct positions for the
start of the second part of the test.
Section two is a functional test to ensure that the NRS performs as specified by engineering. Section two starts once the engine goes into second
warmup and the test cell computer sets the engine speed and load appropriate for the engine being tested. The engine speed and load is
developed by Engineering, dependent on the bore size and hardware set of the engine, and set in the test procedure. The test cell computer then
commands the NRS system through five test points as follows:
Test Point 1 - NRS valve fully closed (0%) and TBV open (off). The test cell computer will wait 5 seconds from the time the speed and load are set
correctly and the step response mode is enabled in the engine ECM. The ECM then takes a 5 second average recording of NRS mass air flow, NRS
delta pressure, and NRS absolute pressure from the engine ECM.
Test Point 2 - NRS valve fully open (100%) and TBV open (off). The engine ECM will calculate the NRS valve closed to open response time and pass
the value to the test cell computer. The ECM waits 5 seconds to stabilize and then takes a 5 second average recording of NRS mass air flow, NRS delta
pressure, and NRS absolute pressure from the engine ECM.
Test Point 3 - NRS valve fully open (100%) and TBV closed (on). The test cell computer waits 5 seconds to stabilize and then takes a 5 second
average recording of NRS mass air flow, NRS delta pressure, and NRS absolute pressure from the engine ECM.
Test Point 4 - NRS valve fully open (100%) and TBV open (off). The test cell computer waits 5 seconds to stabilize and then takes a 5 second average
recording of NRS mass air flow, NRS delta pressure, and NRS absolute pressure from the engine ECM.
Test Point 5 - NRS valve fully closed (0%) and TBV open (off). As the NRS valve is moved from fully open to fully closed, the engine ECM will calculate
the open to closed valve response time. The test cell computer waits 5 seconds to stabilize and then takes a 5 second average recording of NRS mass
air flow, NRS delta pressure, and NRS absolute pressure from the engine ECM. The engine ECM then passes the calculated response time to the test
cell computer.
22/6/2021 SIS 2.0
Once the five steps are complete, the test cell will first release control of the TBV. It then will set the NRS valve to completely open (100%) before
releasing control back to the engine ECM. The engine test cell computer will then wait 5 seconds to take the engine out of NRS test mode
The following data is collected as pass/fail criteria as part of the production test:
ECM NRS TEST MASS FLOW RATE PT1 (kg/hr)
ECM NRS VLVE RESP TIME PT2 (msec)
ECM NRS VLVE RESP TIME PT5 (msec)
Note: How pass/fail criteria are set: First attempt by mechatronics for NPI pilot builds. Once in full production, refine the nominals and tolerances with
factory averages.
Venting the NRS Cooler

There are several critical requirements for hot testing EGR engines. These requirements are listed below. Failure to follow these requirements could
result in possible thermal damage to the EGR cooler, resulting in early field hour failures.
Note: Tee the cooler vent line with the engine vent line. The vent line from the EGR cooler (C9 & C13 engines only) needs to be continuously flowing, no
pep cock type valves allowed. The C15 and Vee engine coolers self-vent in the engine AR and therefore do not need a dedicated vent line. The RAD
side of the engine (stat out) should be vented as well.
1. Adequate venting of engine required in test cells
a. Vent both engine and cell sides of thermostat housing, or corresponding coolant lines
b. Vent line on EGR coolers must be installed and connected to engine/facility
2. Do not turn on EGR until all trapped air has been purged from the system
a. Ideally no EGR gas flow until after thermostats open during testing
Illustration 49 is an example of a venting setup for the NRS Cooler.
(A) EGR cooler vent line
(B) Engine side vent line
(C) RAD vent line

Additional Requirements:
1. Use 50/50 Glycol when possible, to avoid EGR cooler boiling.
2. Follow the correct Operation and Maintenance Manual, for proper coolant filling, venting, and initial start-up.
3. If water is used, then the follow restrictions apply:
a. Maintain and monitor water pump inlet temperature not to exceed 90 deg C.
b. Pressurized system is required
Monitor pump inlet pressure during the test (no lower than 20 kPa gage pressure)
c. No more than 3 minutes continuous operation at Peak Torque condition.
d. Record temperature and pressure data during the test and retain.
22/6/2021 SIS 2.0
Note: The other important item for dealer testing is to allow enough warmup time before applying load to the engine. The engine should warmup until the
thermostat cracks open, to allow any remaining air to settle out of the system.
Functionality Tests
It may be necessary to run functionality tests with the standard performance test defined in this document, to test additional engine systems. Functionality
tests can be inserted after the high idle check or at other phases of the test per agreement with Engineering. This will provide a test sequence, which will
maintain the normal engine operating temperature for the torque check and the response check. If functionality tests are inserted into the test sequence,
judgment should be exercised to be certain that normal operating temperatures are maintained for the high idle check and the low idle point. These
functionality tests can be enabled by setting different flags or parameters in the test spec.
1. Refer to Section "Appendix J: CRS Test Procedure" (Not Currently In Use) for the CRS test.
2. Engine Brake Test (9.3 Engines Only) - This test shall be performed on all C9.3 application equipped with a Cat Constant Lift Brake.
Associated test specs shall have the BRKSVR flag associated with them. The test sequence is composed of 3 steps:
Lube Oil Rail Air Purge - While maintaining the throttle command at 100% and zero load on the dynamometer, command the brake valve to
open. When the dynamometer speed feedback reaches 1400 RPM, command the brake valve to close and let the engine recover to high idle
speed. Repeat two more times for a total of three valve cycles.
Brake Functional Test 1 - With the engine steady at high idle and zero load (all water removed from eddy current dynamometers), command the
ECM to go to low idle. The test cell shall record the time from when the command is issued to when the speed feedback is 1500 RPM. This time is
the baseline time. Return the engine to steady state at high idle and zero load.
Brake Functional Test 2 - With the engine steady at high idle and zero load (all water removed from eddy current dynamometers), maintain
100% throttle command and command the brake valve to open. The test cell shall record the time from when the command is issued to when the
speed feedback is 1500 RPM. This time is the brake engaged time. Return the engine to steady state at high idle and no load.
Pass/Fail Analysis - Calculate the difference in time between the baseline measurement and the brake engaged measurement. A positive value
greater than or equal to the spec nominal value empirically derived at the test facility indicates that the brake is set properly and functioning
correctly. Any value less than the nominal value (including negative values) is a failed test and requires a repair and retest completed.
(A) 785C 105-2081 Plug As
(A) 793D 9X-0141 Connector Plug As
(B) 7X-6222 Connector Plug As
(C) 155-2269 Connector Plug As
3. Dynamic Gas Blending - This functionality test will be initiated by the Fuel System Type Code of the spec being set to DGB.
An additional lug test while substituting gas may also be performed. If using a CNG or LNG skid for gas supply, a lug test may take up to 4
additional hours per engine at the gas fuel consumption rates listed in Table 21.
Note: Remove 234-5013 Inlet Manifold Air Temperature (IMAT) Sensor before lifting. Not doing so could result in lifting bail damaging sensor.
Refer to Illustration 50 for details on wiring the engine test and flash stand harness for connection to the engine. The facility gas supply must be
routed to the back of the DGB engine rear fuel train to connect to Adapter 533-0071 with a STOR port size of 1 5/16-12. Use steel reinforced hose
to mate the gas supply line to this port.
For Large Mining Truck DGB engines, it is required to enable gas substitution hot test mode in order to bypass the off-engine LNG tank sensors
and truck methane detection system that are not present in the engine kit.
To enable gas substitution hot test mode, the Primary Engine ECM pin J1:47 needs to be grounded. By grounding that pin at the ECM, the
software will suppress the missing sensors and allow the engine to enter gas blending mode when all other operating conditions are met. One
option can be to route the J1:47 and ground wires into the dyno test console room and enable the hot test mode with a simple switch. Alternatively,
22/6/2021 SIS 2.0
the pin may be grounded at the ECM, and then the operator can utilize Cat ET for Enabling or Disabling the Gas Substitution System Status for
selection when to enter gas substitution mode. Note: after successful hot test, this pin will need to be removed.
The other engine operating conditions for gas enablement are as follows (on-engine sensors):
Coolant temp >60C
Gas supply pressure >350 kPag
Intake manifold air temperature >35C
No gas system faults or diagnostics present

Additionally, gas substitution can vary with many factors including:
Engine speed
Engine load
Intake manifold air temperature (SCAC water temperature)
Gas supply pressure
Combustion sensing and hardware protection
Exhaust temperature
Turbo speed
The specific test spec values provide the ideal boundary conditions for testing in order to achieve the full target substitution percentage. Natural
gas quality needs to be at a minimum of 80 MN with a maximum of 5% inert content. Gas supply temperature shall be between −20.0° C
(−4.00° F) and 100.0° C (212.00° F).
For more information on fuel quality requirements for LMT DGB engines, refer to LEBT0003, Liquefied Natural Gas (LNG) Powered Dynamic Gas
Blending™ (DGB™) Large Mining Trucks .
The expected gas flow rates for the DGB LMT engines are referenced in Table 21, and gas supply pressure requirements listed in Table 22.
Expected Gas Flow Rate Requirements

Application 785C DGB 793D DGB
Engine 3512B 3516B
Expected maximum gas flow at rated power, full substitution (80 MN fuel) 3.3 kg/min (160.00 scfm) 4.7 kg/min (225.00 scfm)
Table 21
Gas Pressure At The Engine Inlet Requirements For Gas Substitution

Gas supply pressure (kPa-g) Gas substitution
Less than 350.0 kPag (50.00 PSI) No gas substitution
350.0 - 550.0 kPag (51.00-80.00 PSI) Gas substitution reduction according to ECM map
550.0 - 1585.0 kPag (80.00-230.00 PSI) Full gas substitution according to ECM map if all other factors are also met
Greater than 1585.0 kPag (230.00 PSI) Maximum allowable gas supply pressure. No gas substitution.
Table 22
Natural Gas supply opened during cranking sequence.
After Full Load Point, test cell starts substituting gas to FL GAS SUB RATIO parameter value and shall maintain +/-10 RPM stability.
After minimum of 4 minutes, the following parameters are recorded in Table 32.
FLGB Engine Speed
FLGB Corrected Power
FLGB Fuel Rate – SI
FLGB Fuel Rate – DI
FLGB Adjusted Boost
22/6/2021 SIS 2.0
FLGB Fueling Value (ADEM 4) or Static Fuel Setting (Non-ADEM 4)
FLGB Gas Substitution Ratio
FLGB Gas Fuel Valve Position
Multiple Rating Engines

If testing of multiple rating is required, there are two options: either choose to run a second complete test or go by the following six steps. The choice of
the option to use is left to the discretion of the individual facility.
1. Run standard test as defined in Level "Diesel Engine" through Level "Functionality Tests" for the highest power and/or the torque rating.
2. Activate the rating change function or device.
3. Increase engine speed to high idle (maximum engine speed control position).
4. Load engine until lugged to the alternate full load and/or Torque check speed. The engine shall be stabilized as defined in Step 5 and/or Step 6.
5. Calculate and/or record as required by the rating:
Full Load Speed
Corrected Full Load Power
Torque Check Speed
Corrected Torque at TC RPM
6. If additional ratings are required, repeat Steps 2 through 5 for each successively lower rating. Electronic engines shall not be reset during this
process.
Spark Ignited Engines

The test procedure lays out the phases and conditions of the production test. The specifics of the speed, load, time, and other conditions can be found in
the specific test procedure number for the application, associated with the test specification found in TMI, Data Management System
(dms.cat.com/LPSD/), and ENGINE Database (Contact LPSD - Engine Performance Center). Illustration 48 shows an example with the stages for the I6
heavy-duty Diesel machine procedure. The SI procedure is similar in concept. Each of the test stages is described in more detail in the following
sections.
Preparation for Running

1. Pre-Lubrication - Same as Level "Pre-Lubrication".
2. Auxiliary Power Take-Off - Same as Level "Auxiliary Power Take-Off"
3. Oil Pan Fill Level - Same as in Level "Auxiliary Power Take-Off"
4. Full Load Oil Pan Fill Level - Same as in "Auxiliary Power Take-Off"
5. Engine inlet fuel to the gas pressure regulator shall be supplied at the pressures shown in the individual engine performance specifications.
6. Throttle Positioning - Check to ensure that the throttle plate can be opened to the maximum position. Do not adjust the linkage to obtain the
maximum position in such a manner that the throttle plate will not close completely.
7. Air Fuel Ratio Settings

Set the carburetor mixture control at the "nominal value" specified in the facility work instructions and do not adjust for the remainder of the test
except as specified below.
Engines equipped with carburetors with a rotary mixture control - one (1) is the value assigned to the mark on the scale nearest to the l
(lean), five (5) is the value of the mark nearest to the r (rich).
Engines equipped with carburetors with screw adjusted mixture control - the mixture control setting is the number of turns the screw is
backed out from the full "in" (maximum clockwise) position.
For engines that have prechambers, set the needles values for each cylinder to 3.5 turns open.
For electronically controlled engines, configure the lower heat value (fuel quality) and fuel-specific gravity to current gas chromatograph reading.
(For G3600 also calibrates pressure module).
For engines equipped with adjustable wastegate, adjust screw to midway position.
Warm Up
22/6/2021 SIS 2.0
Warm up of an engine is defined as conditioning of an engine to obtain repeatable engine performance and to purge air from the liquid handling
systems of the engine. The engine speed control shall not be "pumped" during any portion of this performance test. Pumping is the process of rapidly
and alternately increasing and decreasing the engine speed control system and/or engine speed.
Note: Observe and listen to the engine and attachments during warmup for any unusual vibration or sounds.
1. Starting Procedure - Crank at 200-600 RPM (3600 at 100-200 RPM). Minimum oil pressure of 40 kPa shall be obtained within 0.5 minutes or
cranking shall be stopped. Cranking shall continue 0.25 minutes after obtaining 40 kPa before starting engine. Cranking should be discontinued if
engine has not started within 2 minutes. (For G3600 minimum prelube oil pressure shall be met before cranking can begin.)
Note: For engines equipped with electronically configurable ignition timing, set the preliminary ignition timing to the value specified in the engine
performance specification.
2. First Point (Low Idle Speed) - 1 minute, Run at zero torque - maximum of 3% of test torque.
For engines equipped with mechanical governor, with the throttle plate completely closed, adjust the carburetor throttle stop screw until the
screw touches the stop lever. The throttle plate should not be held open any amount by the stop screw.
For engines that require differential fuel pressure settings, set the preliminary differential fuel pressure to the nominal value specified for high
idle in the engine performance specification. Differential fuel pressure is the static gas pressure maintained to the carburetor, relative to the
static component of the carburetor inlet total pressure.
For engines equipped with Woodward governors operate at the specified speed or at the lowest attainable speed if the specified speed
cannot be attained. If the governor is equipped with a synchronizing motor, check for engine speed increase and decrease when the
appropriate wires from the motor are energized.
3. Second Point (High Idle Speed) - 5 minutes, Run at zero torque - maximum of 3% of test torque.
For engines equipped with mechanically configurable ignition timing, set the ignition timing to the value specified for full load in the engine
test specification.
For engines that require differential fuel pressure settings, confirm that the differential fuel pressure is set to the value specified for high idle
in the engine test specification.
4. Third Point - 1 minute ± 0.2 minute (1st Break-In).
For engines equipped with carburetors: If the excess oxygen in the engine performance specification for full load is greater than 4%, set the
preliminary excess oxygen 1.0% less than the value specified for full load.
If the excess oxygen is 4% or less, set the preliminary excess oxygen to the value specified in the engine performance specification for full
load.
5. Fourth Point - 3 minutes ± 0.2 minute (2nd Break-In), Run as defined in test procedure.
6. Fifth Point
For G3500 engines, apply load appropriately to achieve aftercooler and Jacket Water temperatures defined in engine test specification.
For G3600 engines, apply 75% load and tune needle valves.
7. Full Load Test Point - 4 minutes ± 0.2 min or stabilization.

The nominal full load test power is defined in the engine test specification as corrected full load power. Nominal test speed is defined in the engine
test specification as full load speed.
Nominal Test Torque = NTT
NTT = (Corr Full Load Power (kW) * 60000 (Nm/kW.min)) / (RPM * 2pi * Total Correction Factor)
At the full load test point, the engine speed control shall be at the maximum speed position.
Note: For mechanical engines, the torque applied to mechanical governor control shafts to maintain maximum engine speed shall be 8 Nm to 12
Nm (5.5 Nm to 9.5 Nm for Woodward 3161 governor). Proper control of torque on the governor control shaft is required for consistent governor
setting points and high idle speeds. For electronic engines, either a throttle input to the ECM or speed override control through the ECM can be
used (also applicable to PEEC and the different versions of fully electronic engines).
Test Speed ±5 RPM
Test Torque ±1% Test Torque

If the engine test specification specifies a high idle speed greater than the full load speed (a non-isochronous over-run curve), the test torque can
be increased or decreased with the adjustment controlling the position of the over-run curve.
22/6/2021 SIS 2.0
If the measured values for spec parameters are within tolerances set in the engine test specification, the nominal air-fuel ratio setting is
acceptable.
If the measured values for spec parameters are not within tolerances set in the engine test specification, the air-fuel ratio setting shall be reset as
required to bring these parameters within specification. For engines with adjustable wastegates, fine-tune to bring parameters within specification.
Perform required additional tests at full load such as G3600 misfire and vibration tests.
Engines are to be considered stabilized after achieving the following maximum variation per 2 minute period while running at test speed and
torque:
Jacket Water Pump In Temp - 3 DEG C
Aftercooler Water In Temp - 3 DEG C
Oil Pressure - 7 kPa
Fuel Rate - 1%
Corrected Power - 1% (observed power permissible for manual test facility)

The engine water outlet temperature and, if so equipped, the separate circuit aftercooler water inlet temperature shall be within specification
before recording full load test point data.
For engines with a mechanical governor, the over-run curve shall not be repositioned after completing the full load point except as specified in
Step 9.
With the engine at the full load point and stabilized as outlined in Step 7, calculate and/or record parameters below as required by the engine
performance specification and as defined in Illustration 62:
Full Load SI Parameters To Record

09 FL Power kW All
10 FL Speed rpm All
14.1 FL Fueling kJ/hr SI
18.1 FL Fuel Rate - SI N/A SI
19.1 FL CSFC - SI N/A SI
20 FL Boost kPa All
42 FL Water In Temp °C All
43 FL Delta Temp °C All
44 (1) FL Inlet man Temp °C All
45 (1) FL Water Temp SCAC L/min All
46 (1) FL SCAC Water Flow L/min All
47 (1) FL Diff Press kPa SI
49 (1) FL Diff Press. Hi kPa SI
50 FL Comp Out PR kPa SI
51 (1) FL Inlet Manifold N/A SI
52 FL C Out - In RST N/A SI
54 FL Excess Oxygen N/A SI
55 FL Oil Press kPa All
57 (1) FL Oil T Bearing °C All
58.3 FL Fuel Press - SI kPa SI
62 FL Inlet Air Press kPa All
63 FL Inlet Air Rest kPa All
64 FL Inlet Air Temp °C All
66 (1) FL FCF N/A SI
67 (1) FL NOW Cat Factor N/A SI
74 FL Oil Temp °C SI
82 (1) FL Water Out Temp °C All
22/6/2021 SIS 2.0
88 (1) FL CO N/A SI

89 (1) FL Throttle N/A SI
90 (1) FL NOX N/A SI
91 (1) FL Throttle Angle N/A SI
95 (1) FL DLTA H20 / Bearing °C SI
98 (1) FL NOX - Analyzer N/A SI
99 (1) FL NOX - ECM N/A SI
Table 23
(1)
Note: If tested manually with a data sheet as shown in Illustration 62, the estimated inlet air temperature shall be within 2 °C of the temperature
required in the engine test specification.
8. Torque Check - 2 minute ±0.1 minute.

Decrease speed to torque check speed. Measurements shall be taken within 3 minutes after leaving full load. Engine speed and load shall be
stabilized for this reading. Stabilization is determined by the speed remaining within specification for 0.25 minutes.
Calculate and/or record:
Torque Check SI Parameters To Record

28 TQCK Speed rpm All
29 TQCK Torque Rise % All
30 TQCK Torque Nm All
31.1 TQCK Fuel Rate-SI N/A SI
32.1 TQCK CSFC-SI N/A SI
TQCK COMP Out PR kPa SI
TQCK Fuel Press - SI kPa Si
Table 24
9. High Idle Check - 0.5 minutes.

Remove the dynamometer load until the dynamometer is operating with a maximum of 3% of test torque. Record:
Test High Idle Speed (RPM).
High Idle Stability (RPM).

During the test high idle speed check, the engine speed shall not vary more than ± (rated speed/150).
For engines with a mechanical governor, if the test high idle speed is not correct and if the engine test specification specifies a high idle speed
greater than the full load speed, change the adjustment controlling the position of the over-run curve to bring the test high idle speed to the nearest
specification limit. Load the engine to the full load point. If the full load test point conforms to specification, both the full load test point and the test
high idle speed are acceptable. If all the test characteristics at the full load test point do not conform to the specification, the test high idle speed
can only be corrected by repairing and retesting the engine.
10. Low Idle Point - 0.10 minute.

Maximum dynamometer load equals 3% of test torque. Set the low idle speed and within 5 minutes of obtaining full load data, unless oil
temperature is maintained at full load temperature by added functionality tests conducted immediately before the low idle point, record:
Low Idle Speed
Low Idle Oil Pressure
Low Idle Stability

During the low idle speed check, the engine speed shall not vary more than ±10 RPM
Engine Performance Correction Factors:

Engine power and performance are affected by fuel density, inlet air pressure, and inlet air temperature. As a result, it is necessary to correct the
observed engine performance data to a standard set of conditions to reduce data variability introduced by those parameters. The calculations of the
correction factors are shown below.
22/6/2021 SIS 2.0
Note: Correction factors are not to be used for altitude derating.
Standard Conditions
The standard atmospheric pressure and temperature used in calculating correction factors are the same as shown in SAE J1349 MAR2004 and SAE
J1995 JUN95.
1. Total Barometric Pressure - 100.0 kPa.
2. Water Vapor Pressure - 1.0 kPa.

Water vapor pressure may be calculated in the following method:
3. Dry Barometric Pressure - 99.0 kPa, Dry barometric pressure is equal to total barometric pressure minus water vapor pressure.
4. Inlet Air Temperature - 25 Deg C.
5. Fuel Density - Diesel - 35.0° API
6. Engine Inlet Air Pressure - Engine inlet are pressure is equal to total barometric pressure minus water vapor pressure minus inlet air restriction.
Note: Although not a standard condition, engine inlet air pressure is defined here to eliminate any doubt as to its relationship to barometric
pressure.
Standard Natural Gas Fuel Conditions

1. Gas Pressure - 101.3253 kPa-a.
2. Gas Temperature - 15.5556 Deg C.
3. Lower Heating Value - 33.7 kJ/L.
Correction Factor Equations for Diesel Engines

1. Correction Factor For Fuel Density - 32.0 through 43.9 DEG API, Based on the lower heating value of fuel determined for constant volume
combustion.
22/6/2021 SIS 2.0
2. Correction Factors For Inlet Air Conditions

Naturally Aspirated And Mechanically Supercharged Engines
Correction Factor for Engine Inlet Air Pressure from 87.0 through 104.0 kPa (99.0 + 5.0/-12.0 kPa)
3. Turbocharged And Turbocharged Aftercooled Engines
22/6/2021 SIS 2.0
4. Correction Factor Equation For Spark Ignited Engines - Only for Naturally Aspirated Engines.
Where:
X = Engine Inlet Air Pressure from 87.0 through 104.0 kPa (99.0 +5.0/-12.0 kPa)
Y = Engine Inlet Air Temperature from 10 through 50 DEG C (25 +25/-15 DEG.C)
Note: For Turbocharged Engines fin = 1.
Performance Test for Mechanical Engines

Warm Up
The warmup is conditioning the engine 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 RPM 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.
22/6/2021 SIS 2.0
(Low idle + 0.2 × (nominal high idle − nominal low idle)) ± 20 RPM
Table 25
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
22/6/2021 SIS 2.0
(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 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.
22/6/2021 SIS 2.0
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 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 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

Rated Speed
±
300
Table 26
All other diesel engines

Rated Speed
±
200
Table 27
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).
22/6/2021 SIS 2.0
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 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 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 warmup 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 warmup is conditioning the engine 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.
22/6/2021 SIS 2.0
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 (Additional Reference Material)" for 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.
Corrected Full Load Power ( kW) × 60000 ( N·m/kW.min)

Nominal Torque Value = × 2PI × Total Correction Factor
RPM
Table 28
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.
Ifthe 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 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)
22/6/2021 SIS 2.0
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.
22/6/2021 SIS 2.0
(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.
the rated speed

±
150
Table 29
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 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 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 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 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 to obtain the power that is specified in the TMI. Readjust the speed of the engine to obtain the
speed that is specified in the TMI. Calculate the following information and record the following information.
22/6/2021 SIS 2.0
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.
the rated speed

±
150
Table 30
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 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 warmup 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 position should
be at the maximum position.
2. With the throttle position 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 (Formats of the Reports for the Engines)" 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 position 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.
22/6/2021 SIS 2.0
1. Start the engine and warmup the engine at full load speed and full load power in accordance with the specified rating.
a. The throttle position will be at the maximum speed position.
b. The engine is considered warmed up and stabilized after the engine is at the specified speed and power for 15 minutes. The engine is also
considered warmed up and 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.

75% of the rated power ± 1% of the rated power at the full load speed
Table 31
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 the special equipment such as timing probes, throttle angle transducers, and thermocouple wires.
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 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.
22/6/2021 SIS 2.0
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 drained fully 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 to ensure that the engine has fully drained.
15. Spray the engine 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.
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.
22/6/2021 SIS 2.0
10. Spray the engine 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
Refer to reference table for storage of engines.
Powerdown Sequence for the Test Cell

Perform all the checks that are required to powerdown. Sign off from 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 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 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 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.
22/6/2021 SIS 2.0
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 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 tachometer for the test cell.
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.
6. Check the starter for proper rotation and verify if the engine speed is greater than 100 RPM by using the 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.
7. Check the starter for proper rotation and verify if the engine speed is greater than 100 RPM by using the tachometer of the test cell.
22/6/2021 SIS 2.0
Tier IV Engine Testing

The aftertreatment systems found on some tier IV engines creates a back pressure. The ATAAC system on some tier IV engines creates a pressure
drop. Both effect power and power settings. Engines are tested replicating this back pressure at the factory for two reasons. The first is to be certain that
the rated power is achieved with the exhaust back pressure and ATAAC drop effect in place. The other is to prevent turbocharger over speeds and the
resulting failure that can occur. The dealer must replicate this testing process to achieve the same results.
Reasons for Additional Backpressure Requirements

The aftertreatment system on some tier IV engines creates a backpressure. To simulate real world conditions, the back pressure of the aftertreatment
must be replicated in a test cell.
NOTICE
Testing a Tier IV engine without simulating the back-pressure
created by tier 4 aftertreatment systems can cause turbo
overspeed and incorrect test data.
Recognizing which engines need to control exhaust back pressure and ATAAC
pressure drop.
Not all engines need to have restricted airflow control to simulate back-pressure created by aftertreatment systems. Only certain tier IV engines need to
have this additional requirement for dyno testing.
Obtain the test specifications for the engine being tested from TMI. The information for ATAAC and Exhaust pressures are in the final three lines of data
(Illustration 56). If those fields do not contain data, then the engine test does not need to address ATAAC and Exhaust pressures (Illustration 57).
TMI Dyno Specifications. The arrows indicate that this engine needs the additional requirements in Section "Additional Back Pressure Requirements for Tier IV Engines".
TMI Dyno Specifications. No data in the indicated line items mean that the engine does NOT require any additional Back Pressure Requirements.
Additional Back Pressure Requirements for Tier IV Engines
22/6/2021 SIS 2.0
Typical setup of a dyno test.
The arrows in Illustration 58 indicate the additional requirements to dyno test a tier IV engine. The additional requirements are a controllable turbine-out
restrictor and a controllable ATAAC restrictor.
Consult with your local dyno test cell vendor to obtain the two controllable restrictors. Illustrations 59 and 60 show an example of a Turbine-Out Restrictor
and an ATAAC Restrictor for Tier IV engine dyno tests.
The arrow in Illustration 59 indicates an example turbine-out restrictor.
The arrow in Illustration 60 indicates an example ATAAC restrictor.
22/6/2021 SIS 2.0
Appendix A (Additional Reference Material)

Parameter + TOL
Ceiling Nominal Nominal
Line Item Usage Units Nominal -

Floor (1) Precision Example
Number TOL
(1)
Mechanical ± 3.0% ± 3.0% 490.5

±
Electronic with FLS/FTS ± 1.00% 183.0
Corrected Full 1.00%
09 KW Note
(3)
1 Decimal
Load Power (2) Electronic without FLS/FTS ± 3.0% ± 3.0% 294.4
± 3.0%
SI ± 3.0% 1490.5
-0.5%
10 Full Load Speed All RPM Note (3) ± 10 ± 10 0 Decimal 2200
Governor Setting
11 Mechanical RPM Note (3) ± 5 ± 5 0 Decimal 2147
Speed (4)
Electronic Control ± 10 ± 10 2130
All
±
(ISOCH Governors, ± 1.00% 1818
1.00%
Mechanical)
HDD, DE, SI other than TRUCK
± 30 ± 60 2312
(>=5% Regulation)
MDD (3208)
± 50 ± 100 3025
(>=5% Regulation) Note (3)
+1%
+1%
DE, SI, MG
- 1% to - 1% to 1854
(>=5% Regulation)
-5% -5%
MDD (3208)
+1.5%
+1.5%
12 High Idle Speed RPM 0 Decimal 1872

(>=5% Regulation) -2.00% -2.00%
HDD TRUCK (400, 500 App
± 40 ± 80 2512
Code)
Full Load
33/3400 Hydra ± 30 ± 30 1854
RPM*7%
Full Load ±
33/3400 PSG ± 1.00% 1800
RPM*3% 1.00%
±
33/3400 ELEC Full Load RPM ± 1.00% 1800
1.00%
Full Load
3500 W3161 ± 10 ± 10 1248
RPM*4%
3500 WDWRD Full Load RPM ± 10 ± 10 1818
DE (HDD) Note (3) ± 10 ± 10 700
3208 (MDD) Note (3) ± 25 ± 25 650
NG Note (3) ± 30 ± 30 425
SI -33 / 3400 (GEN) Rater RPM
1200 1200
=1800
SI -33 / 3400 (GEN) Rater RPM
1000 1000
=1500
13 Low Idle Speed RPM 0 Decimal
SI -33 / 3400 (IND) ALL 900 900
SI -3500 Rated RPM = 1800 1200 ± 30 ± 30 1200
SI -3500 Rated RPM = 1500 1000 1000
SI -3500 Rated RPM = 1400 1000 1000
SI -3500 Rated RPM = 1200 900 900
SI -3500 Rated RPM = 1000 700 700
Heavy Duty (C10-C140), 3600
mm ± 0.25
DE
Full Load Static MR (C7, C9) ± 0.62
14 Note (3)
(3)
2 Decimal 8.56
Fuel Setting
MR (C9.3, C-9) 3500 DE ± 0.40
3400 HEUI Vees ± 0.75
14.1 Full Load Fueling For ADEM 4 Engines mm^3/st Note (3) ± 0 ± 0 0 Decimal 1000
22/6/2021 SIS 2.0
Full Load Gas

14.2 Full Load Gas Blending mm^3/st Note (3) ± 0 ± 0 0 Decimal 556
Blending Fueling
Heavy Duty (C10-C140), 3600
mm ± 0.25
DE
Full Torque Static MR (C7, C9) ± 0.62
15 Note (3)
(3)
2 Decimal 10.23
Fuel Setting
MR (C9.3, C-9), 3500 DE ± 0.4
3400 HEUI Vees ± 0.75
Full Torque
15.1 For ADEM 4 engines mm^3/st Note (3) ± 0 ± 0 0 Decimal 1000
Fueling
FLS (Full Load Setting). Computer calculated value for electronic engines.
See Article 5.3 + 127
16 FLS (Intercept) 0 Decimal +36

See - 128
3500/C175/C280 Note
(3)
Spec
FTS (Full Torque Setting). Computer calculated value for electronic
engines. See Article 5.3 + 127
17 FTS (Slope) 0 Decimal -22

See - 128
3500/C175/C280 Note (3)
Spec
Full Load DE g/min ± 5.0% ± 5.0% 1230
18 Corrected Fuel Note (3) 1 Decimal
Rate SI kJ/min ± 4.0% ± 5.0% 21100
+ 2.5%
Turbo DE ± 5.0% 221

- 3.0%
+ 3.0%
MR - Turbo DE ± 5.5% 221

g/kW.h - 3.5%
HD - Turbo DE ± 3.5% ± 6.0% 221
+ 3.0%
+ 5.5%
NA DE 221
+ 3.8% - 6.3%
19 CSFC (5) Note (3) 1 Decimal
+ 2.5%
+ 5.0%
Turbo SI kJ/kW.h 11100

- 3.0% - 6.3%
+ 3.0%
+ 5.5%
NA SI kJ/kW.h 11100
- 3.8% - 6.3%
G3500B kJ/kW.h ± 3.0% ± 5.5% 10470
G3500C kJ/kW.h ± 2.5% ± 5% 9200
G3500H kJ/kW.h ± 1.5% ± 4.0% 8275
20 Adjusted Boost All DE (6) kPa Note (3) ± 10% ± 15% 1 Decimal 113
FL ECM PCT Not
21 DE with smart wastegate % Note (3) ± 25 1 Decimal 56
Boost Applicable
22 FL Fuel Position C175 % Note (3) ± 5 ± 5 1 Decimal 54.0
22.1 TC Fuel Position C175 % Note (3) ± 5 ± 5 1 Decimal 45
FLGB Fuel Valve
22.2 Full Load Gas Blending % Note (3) ± 5 ± 5 1 Decimal 19.7
Position
FLGB Gas
22.3 Full Load Gas Blending % Note (3) ± 5 ± 5 1 Decimal 23.5
Substitution Ratio
Elect Cntl FL
23 Map Setting = FL Static Fuel Setting (ref Line 14)
Point
24 Elect Cntl FL Map Setting for FL Setting
Elect Cntl FT
25 Map Setting = FT Static Fuel Setting (ref Line 15)
Point
26 Elect Cntl FT Map Setting For FT Setting
Torque Check Not
27 DE with smart wastegate % Note (3) ± 25 1 Decimal 30
ECM PCT boost Applicable
28 Torque Check DE RPM Note (7) ± 10 ± 10 0 Decimal 1350
Speed (7)
Use Certified
On Highway Truck Engines ± 10 ± 10 1200
TQCK Speed
3400V Engines (“High Output”
90% Rated ± 10 ± 10 1620
Electronic)
Advertised TQCK
SI (High Speed, > 1500 RPM) ± 10 ± 10 1400
RPM +300
22/6/2021 SIS 2.0
Advertised TQCK
SI (High Speed, > 1500 RPM) ± 10 ± 10 1100
RPM +200
ALL - IND Lower Lug Range ± 10 ± 10 1400
Rated RPM - 100
SI - 33/3400 Genset ± 10 ± 10 1400
or 1400
SI-3500 Genset Rated RPM - 100 ± 10 ± 10 1400
Full Load Gas
28.1 Full Load Gas Blending RPM Note (3) ± 10 ± 10 0 Decimal 1500
Blending Speed
DE Note (3) ± 0% ± 0% 85.1%
SI - ALL IND (All) 0.0% ± 1 ±1 0.0%
SI - 33 / 3400 Genset NON-
3.0% ± 1 ±1 3.0%
COSA
SI - 33/3400 Genset COSA
1.0% ± 1 ±1 1.0%
29 Torque Rise % (SEE ENG ARRG) % 1 Decimal
SI - 3500 Genset (C:R=8 or
5.0% ± 1 ±1 5.0%
9:1)
SI - 3500 Genset (C:R = 11 or
1.0% ± 1 ±1 1.0%
12:1)
SI - 3500 Genset (SINA) 1.0% ± 1 ±1 1.0%
DE (Mechanical) ± 5.0% ± 7.0% 1040
Corrected Torque Electronic ± 3.0% ± 3.0% 1040
30 at Torque Check N.m Note (3) 0 Decimal
Speed (2) 3208 ± 7.0% ± 9.0% 635
SI ± 1.0% ± 1.0% 5120
Full Load Gas
30.1 Blending Full Load Gas Blending KW Note (3) ± 3.0% ± 3.0% 1 Decimal 1919
Corrected Power
Corrected Fuel
31 Rate at Torque Same as Full Load Corrected Fuel Rate (Line 18)
Check Speed
Full Load Gas
31.2 Blending Fuel Full Load Gas Blending G/MIN Note (3) ± 5.0% ± 7.0% 1 Decimal 4830
Rate - SI
Full Load Gas
31.3 Blending Fuel Full Load Gas Blending KJ/MIN Note (3) ± 4.0% ± 4.0% 1 Decimal 80000
Rate - SI
CSFC At Torque HD - Turbo DE Same as Full Load CSFC (Line 19)
32 /kW.h Note (3)
Check Speed MR - Turbo DE ± 4.0% ± 6.5% 1 Decimal 216.9
Adjusted Boost at
33 Torque Check Same as Full Load Adjusted Boost
Speed
ALL DE Note (3) ± 50 ± 50
1550
3114, 3116 1500 ± 50

1450
Response Check
1550
Idle Speed (Low 3200 1500 ± 50

RPM 1450 1200
Speed
34 Response) 1250
0 Decimal
3300 1200 ± 50
1150
TQCK
3400 1100 ± 50
RPM ± 50
Response Check Application Type = GS or MA
TQCK
Idle Speed (High- or if any above values less than High Idle ± 50 1818
RPM ± 50
Speed Response) Low Idle Response Speed
Response Check
35 All DE s 15 ± 1 ± 1 0 Decimal 15
Idle Time
Response Check
Speed (Low Response Check Speed > Response Check + 60
+ 60
RPM 1300
Speed Response Check Idle Speed Idle Speed + 100 - 40 - 40
36 Response) 0 Decimal
Response Check If Type = GS or MA or if low
90% Full Load + 60
+ 60
Speed (High- speed response check idle 1620

Speed - 40 - 40
Speed Response) speed < low idle
22/6/2021 SIS 2.0
Response Check Per Bore Size s ± 17% ± 35% 4.7

37 Note (5) 1 Decimal
Time 3406 Truck s ± 20% ± 35% 3.5
Response Check 5 91
3412 90 ± 1 0 Decimal 90

Torque (Low Corrected 89
Speed TRQ at TC 86
Response) Other RPM 85 ± 1 85

84
38
Low Speed
Response Check Low Speed Response Idle
Response TQCK
Torque (High- Check Speed < Low Idle - 85
Torque / (1+
Speed Response) Speed
(%TR/100))
Other Inline 6-Cylinder 20 ± 2.5% ± 5.0% 20
25
20
3116 HEUI 21.5 ± 3.0% 21.5

18 10
39 Power Loss/CYL % 20
3408 HEUI 15 ± 2.5% 15

18
15
3412, C27, C30, C32 10 ± 2.5% 10

5
Large Engine L/kW.h 28.0 ± 40% ± 50% 40.0
40 Full Load Blowby MR / Marine L/min ± 35% ± 50% 1 Decimal 125.0
Note (3)
C32 (See Glossary) L/min ± 40% ± 50% 346.8
Torque Check
41 C32 (See Glossary) L/min Note (3) ± 40% ± 50% 1 Decimal 421.2
Blowby
92
All Others 89 ± 3

86
78
3208/3116 MP 75 ± 3
42 Inlet Water Temp DEG C 72 0 Decimal 98
91
3600 88 ± 3
85
SI Note (3) ± 3
Variable Note (3) ± 3 ± 5
9
Delta-Temp 3606/3612 4 ± 3
43 DEG C -1 0 Decimal 5
Jacket
10
3608/3616 5 ± 3
0
62
3306 AAAC GS (DE) 57 ± 5

52
48
Non_ACERT / Bridge 43 ± 5 43

38
Inlet Manifold
44 DEG C 0 Decimal
Temp 54
Bridge/ACERT 49 ± 5
44
3600 / C280 Note (3) ± 10 ± 10
Variable Note (3) ± 3 ±3
Water Temp to C32 Marine DEG C 32 ± 3 ± 3 0 Decimal 30

45
SCAC Other SCAC Engines DEG C Note (3) ± 3 ± 3 0 Decimal 55
SCAC Water
46 SCAC engines L/min ± 25% ± 25% 0 Decimal 120
Flow
+ 0.5
1.8
ALL SI - NON COSA 1.4 1.4

-1 1.0
Full Load
47 Differential Fuel ALL SI - COSA (SEE ENG kPa 1 Decimal
0 ± 0.1 ± 0.1 0
Pressure ARRG)
SI - LE 1.1 ± 0.5 ± 0.1 1.1
ALL SI -COSA (See Eng Arg) 0 ± 0.1 ± 0.1 1.6
SI - 33/3400 - NON-COSA 1.5 ± 0.1 ± 0.1 1.5
High Idle SI - 3500 - LPG 0.7 ± 0.2 ± 0.2 0.7
49 Differential Fuel kPa 1 Decimal
Pressure SI - 3500 - LPG LANDFILL 1.5 ± 0.3 ± 0.3 1.5
SI - 3500 - HPG 1.5 ± 1.5 ± 1.5 1.5
SI - 3500 - SINA 1.5 ± 0.2 ± 0.2 1.5
22/6/2021 SIS 2.0
Compressor Out
50 Turbo SI kPa - abs Note (3) ± 7% 1 Decimal 91
Pressure - abs
Inlet Manifold SI - SITA ± 3.0% ± 7.5% 91

51 kPa - abs Note (3) 1 Decimal
Pressure SI - SITA ± 5.0% ± 7.5% 91
Excess Oxygen
SI - SINA Note (3) ± 0.2 ± 0.2 2
54 Standard <=3.0% % 1 Decimal
SI - SITA Note (3) ± 0.5 ± 0.5 6.8
600
All Others ± 15%

See Engr.
See Engineering
Full Load Oil 600
55 3300 kPa ± 20% 0 Decimal 390

Pressure See Engr.
600
HEUI 250 ± 15%

210
600
All Other kPa ± 25% See
Engr.
Low Idle Oil 400
56 See Engineering 0 Decimal 85

Pressure C9, C-9, C9.3 ± 25% See
Engr.
600
HEUI ± 25%
70
Oil Temp to
57 3600/C280 DEG C 84 ± 3 ± 3 0 Decimal 105
Bearings
All Others Note (5) ± 20% ± 33.3% 240
950
C9.3 / CR-350 Note (5) ± 10% 820

590
3716,3196, C-10, C-12, C10, 633
Note (5) ± 20% 431

C11, C12, C13 467
615
3406E, C15, C-16, C18 Note (5) ± 20% 650

Full Load Fuel 309
58 kPa 0 Decimal
Pressure 880
C32 Marine Note (5)

± 10% 550
TBD
267
ISFS 200 ± 20% 200

133
663
HEUI 500 ± 20% 500

335
3500/3600/C175/C280 Note (3) ± 20% See Spec 525
See
Other SI Note (3) See Spec 150
Spec
NA - Standard Pressure and + 20
130
110 110
TA Low Pressure 0 110
+ 20
290
TA Standard Pressure 270 270

0 270
+ 20
130
TA Low Emission -3406 110 110

0 110
+ 20
130
TA Low Pressure 110 110

Inlet Fuel Pressure 0 110
58.3 kPa ABS 0 Decimal
- SI -abs + 20
360
TA Low Emission - 3500 340 340

0 320
+ 20
420
TA Low Emission - 3600 400 400

0 400
All - (ALL LPG) 121 ± 10 ± 10 121
33/3400 - HPG 238 ± 10 ± 10 238
3500 - HPG TA LE(>6% O2) 360 ± 15 ± 10 360
3500 - HPG TA STD (<6% O2) 290.5 ± 17.5 ± 10 290.5
3500 - SINA 140 ± 25 ± 10 140
59 Supply Fuel kPa + 20
40
0 Decimal
3500/3600/C175/C280 20 20

Pressure DE - 19 1 0 Decimal
22/6/2021 SIS 2.0
25
All Other DE 12.5 ± 10 12.5

0
35
MEC 30 ± 5
25
60 Inlet Fuel Temp Deg C 0 Decimal 30
33
LEC & MCOE - C10/12/3176 30 ± 3

27
+ 5
104
62 Inlet Air Pressure All kPa 99 0 Decimal 94

- 12 87
Inlet Air 4
4
63 All kPa 0 1 Decimal 2.5

Restriction 0 0
+ 25
50
64 Inlet Air Temp All DEG C 25 0 Decimal 25

- 15 10
36
65 Fuel Density All DE DEG API 35 ± 1 1 Decimal 35.1
34
Full Load Fuel Calculated Parameters from
66 - 100 ± 10 ± 10 100
Correction Factor Section IXB.2
NOx Calibration
67 SI - 100 ± 20 ± 20 100
Factor
68 Boost Constant 1.00 unless otherwise specified for Wastegate Turbo Applications
Gov Setting
69 Enter value based on calculations made from Article 4.4
Constant
All DE (N/A for SI and Elect Cnt
Gov Setting % Corr FL 91%
70 Engines. Dog-leg perf crv 70% ± 10% 1 Decimal 90

Torque TRQ 89%
requires diff torque values)
Obs Torque At A/F
78 DE N.m Note (3) ± 10% ± 10% 0 Decimal 213
Control Set
Mixture Control Marks
2.7 Marks or None
None
79 SI 1 Decimal 13.5

Setting Turns Turns None None
80 Ignition Timing SI DEG Note (3) ± 1.0 ± 1.0 2 Decimal 13.50
Outlet Water
82 All Deg C Note (5) None 98
Temp
Refer
DE ± 10 to See - 0
7.2.7
83 High Idle Stability RPM Full Load Speed / 0 Decimal
DE (Non-Genset or M.A.) ± 1 - 0
200
DE (Genset or M.A. App Code Full Load Speed /
± 1 - 0
= 20) 300
84 Low Idle Stability All RPM ± 10 - 0 Decimal 10
SI - 33/3400 SITA 20 ± 4 ± 4 20
Full Load Throttle SI - 3500 SITA 35 ± 7 ±7 35

89 kPa 0 Decimal
Delta Pressure SI - 33/3400 SINA 12 ± 5 ±5 12
SI - 3500 SINA 12 ± 5 ±5 12
ALL - Danish
270 ± 10 ± 10 270

1.75 g/bhp hr
ALL - Danish Corr
230 ± 10 ± 10 170

1.5 g/bhp hr
ALL - TA LUFT
170 ± 10 ± 10 170

1.1 g/bhp hr
ALL - 1/2 TA LUFT
90 Full Load NOx g/hr 80 ± 10 ± 10 1 Decimal 170

0.55 g/bhp hr
ALL - 1/4 TA LUFT
40 ± 10 ± 10 170
0.3 g/bhp hr
3500 - LE
310 ± 10 ± 10 170

2.0 g/bhp hr
3400 - LE
340 ± 10 ± 10 170

2.0 g/bhp hr
91 Throttle Angle PPM + 15
+ 15
0 Decimal
SI - SINA 55 60
-10 -10
22/6/2021 SIS 2.0
+ 5
+ 15
SI - Genset 55 60
- 0 -10
+ 5
+ 15
SI - 3400 - IND 60 60

- 0 -10
SI - 33/3400 COSA (See Eng + 5
+ 15
60 60
Arg) - 0 -10
+ 5
+ 15
SI - 3500 IND (WDWRD) 60 60

- 0 -10
+ 5
+ 15
SI - 3500 IND (W3161) 55 60

- 0 -10
+ 5
+ 15
SI - COSA (See Eng Arg) 60 60

- 0 -10
Full Load ECM
93 DE with Supporting Software % 0 ± 0 ± 0 0 Decimal 0
Final Derate
Torque Check
94 ECM Final DE with Supporting Software % 0 ± 0 ± 0 1 Decimal 0
Derate
Full Load ECM
95 CGI Valve DE with CRS Systems % Note (3) ± 10 ± 10 2 Decimal 32.11
Position
Delta
95 3600/C280 DEG C Note (5) ± 3
(5)
0 Decimal 5
H2O/Bearing
TQCK ECM CGI
96 DE with CRS Systems % Note (3) ± 10 ± 10 2 Decimal 27
Valve Position
FL ECM CGI
97 DE with CRS Systems Kg/hr Note (3) ± 50 ± 50 2 Decimal 411
Valve Position
TQCK ECM CGI
98 DE with CRS Systems Kg/hr Note (3) ± 50 ± 50 2 Decimal 325
Flow Rate
Full Load NOx
98 SI PPM Note (3) ± 30 ± 30 1 Decimal 170
ECM - Analyzer
Full Load NOx
99 DE with Turbo Speed Sensors RPM 170 ± 5000 ± 500 0 Decimal 185K
ECM - Analyzer
Full Load NOx
99 SI PPM Note (3) ± 30 ± 30 1 Decimal 60
ECM
TQCK ECM Turbo
100 DE with Turbo Speed Sensors RPM Note (3) ± 5000 ± 500 0 Decimal 125K
Speed
ECM
DE (HD) with CRS Systems 105 ± 25 ± 25
101 Combust. Air Kg/hr 2 Decimal 126
Flow DE (MR) with CRS Systems 110 ± 20 ± 20
DE (HD with CRS Systems) 1750 ± 180 ± 180
ECM Pilot Fuel
102 kPa + 280
+ 280
2 Decimal 1746
Pressure DE (MR) with CRS Systems 1750
- 180 - 180
ECM Main Fuel
103 kPa + 85
+ 85
2 Decimal 112
Pressure DE (MR) with CRS Systems 115
- 55 - 55
ECM Flame
104 DEG C + 200
+ 200
1 Decimal 1200
Temp DE (MR) with CRS Systems 1000
- 100 - 100
Full Load ECM DE with CR Fuel System and
105 MPa Note (3) ± 10 ± 10 2 Decimal 185
Rail Pressure Supporting Software
TQCK ECM Rail DE with CR Fuel System and
106 MPa Note (3) ± 10 ± 10 2 Decimal 165
Pressure Supporting Software
Full Load ECM
107 DE with VGT Turbo % Note (3) ± 50 ± 50 1 Decimal 72
VGT Position
TQCK ECM VGT
108 DE with VGT Turbo % Note (3) ± 50 ± 50 1 Decimal 64
Position
Mass Flow Rate MR - Engines with NRS ± 30 ± 30 165.0

150 KG/HR Note (5) 1 Decimal
P1 HD - Engines with NRS ± 60 ± 60 175.0

22/6/2021 SIS 2.0
Valve Response MR - Engines with NRS ± 150 ± 150 390

152 msec Note (5) 0 Decimal
Time P2 HD - Engines with NRS ± 140 ± 140 515



Valve Response MR - Engines with NRS ± 150 ± 150 500

156 msec Note (5) 0 Decimal
Time P5 HD - Engines with NRS ± 140 ± 140 580
Full Load Exhaust
160 Tier 4 Final kPa Note (3) ± 2 ± 2 1 Decimal 29.0
Back Pressure
Torque Check
161 Exhaust Back Tier 4 Final kPa Note (3) ± 2 ± 2 1 Decimal 18.1
Pressure
Full Load ATAAC
162 Tier 4 Final kPa Note (3) ± 2 ± 2 1 Decimal 6.8
Delta Pressure
MR Engine Brake C9.3 Engines with Cat + 9.00
+ 9.00
200 s 1.65 2 Decimal 1.72

Time Difference Constant Lift Brake - 0.00 - 0.00
Table 32
(1)
Percent values shown for Tolerances, Ceilings, and Floors are percent of nominal specification. Magnitude values shown for Tolerances, Ceilings, and Floors are added to the
(2) nominal. See Table 32 for examples of the results of ceiling/floor calculation routines employed in the spec database.
Ceiling Values, Floor Values, tolerances on Corrected Full Load Power, and tolerances on Corrected Torque are numbers calculated from the nominal values shown on individual
specification part numbers (e.g., 0T, 0K, seven digit, etc.). Refer to the individual Specific Engine Test Specification for variations due to customer driven requirements and factory
(3) ability to hold these requirements.
(4) A rating-dependent parameter, where the nominal value is specified in the Performance Specification Request (PSR) or a result of the rating development.
The Governor Setting Point (mechanical engines) is not on the knee of the torque curve. The setting point is above the intersection point of the two curves (Somewhere between
(5) 20 and 40 RPM less than the governor setting speed).
CSFC and NRS Parameter Tolerances, Ceiling, and Floor Values are typically factory values. Refer to the specific engine test specification for variations due to customer driven
(6) requirements and factory ability to hold these requirements.
The Boost Value as normally measured on an engine is a function of power. The value of boost used for acceptance or non-acceptance of engine performance shall be the
observed boost value adjusted in accordance with equations of the following form: Adjusted Boost = Observed Boost - Boost Constant * (Corr Full Load Power - Specified Power) *
100 / Specified Power Note C (Cont): The Boost Constant equals the change in boost (in kPa) per 1% deviation from specified power. Power at the full load point and torque at the
torque check point can be used interchangeably in equation above. The Boost Constant will be supplied by the Engineering Department, if different than what is listed on
(7) Parameter Line Number 68 in the table above. Currently adjusted boost is reported in both the as-tested and reset results.
Historically torque check speed should have equaled 2/3 rated speed, rounded up to the nearest 100 RPM unless otherwise specified by Performance Engineer. For all other
modern electronic engines, rated and torque check speed is determined by engineering based on application requirements and test stability.
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 cell setup, this should be sized to match the Dynometer's capability.
22/6/2021 SIS 2.0
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

22/6/2021 SIS 2.0
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 low 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 m 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
22/6/2021 SIS 2.0
Example Manual Diesel Test Data Sheet
22/6/2021 SIS 2.0
Example Manual Spark Ignition Test Data Sheet
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 Indent. 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
22/6/2021 SIS 2.0
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 Speed RPM ± 5% Low Idle Speed RPM
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 Load) KW End Test Time
Observed Power KW
Corrected Power at Full
g/min PERFORMANCE CORRECTION FACTORS
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 Temperature °C
Jacket Water Pump Inlet °C (Dry Bar minus Inlet Restriction)
Engine Water Outlet °C
Delta-T Jacket (Out - In) °C (1) Shut down the engine if the oil pressure is less than 40 kPa 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 specification before recording the data
Inlet Air Restriction kPa from full load.
Inlet Manifold Temp. If

°C
AAAC
Blowby L/h
Specific Blowby L/kW.h
Static Fuel Set at Full
Mm
Load
Full Load Static Fuel Set Mm
Table 33
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
22/6/2021 SIS 2.0
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 Speed RPM ± 5% Observed Torque at A/F Set N·m
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 Load) KW
Observed Power KW
Load
CSFC kPa
Date Page 2
Serial Number

SCAC
°C
AAAC
22/6/2021 SIS 2.0
Blowby L/h
Mm
Load
Table 34
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
Starting Time RPM

Observed Power KW
Load
CSFC kPa
Date Page 2
Serial Number
22/6/2021 SIS 2.0


SCAC

°C
AAAC
Blowby L/h
Mm
Load
Table 35
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
22/6/2021 SIS 2.0

Starting Time RPM

Observed Power KW
Load
CSFC kPa
Date Page 2
Serial Number

SCAC

°C
AAAC
Blowby L/h
Mm
Load
Table 36
Diesel Engine - Manual Test - Computer Data Report

Time/Date Performance Specification Operator:
Model Rotation Test Number
Arrangement Test Procedure Test Cell Number
Serial Number Shipping Order
Test Results Nominal Maximum Minimum
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 ____ ____
22/6/2021 SIS 2.0
1 Minute Observed Torque ____ N·m ____ ____

75% Point ___ RPM ____ ____
1 Minute ____ N·m ____ ____

100% Point ____ RPM ____ ____
3 Minutes ____ N·m ____ ____

Governor Setting Point
0.25 Minute Governor Setting Speed ____ 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 Load Inlet Fuel Pressure ___×___kPa ___ ___ ___
Observed Fuel Rate Inlet Fuel Temperature ___×___ °C ___ ___ ___
Corrected Fuel Rate Jacket Water Pump Inlet ___×___ °C
CSFC Engine Water (Outlet) ___×___ °C ___ ___ ___
Boost Water Temp. To SCAC ___×___ °C ___ ___ ___

Time/Date Page 2
Serial Number Test Number

Adjusted Boost SCAC Water Flow ___×___ L/min ___ ___ ___
Inlet Air Restriction ___×___ kPa ___ ___ ___
Inlet Air Temperature ___×___ °C ___ ___ ___
Inlet Man. Temp. If AAAC ___×___ °C ___ ___ ___
Blowby ___×___ L/h
Torque Check YES
0.25 Minute Within 3 minutes after Full Load
Torque Check Speed ____ RPM ____ ____
Observed Torque ___×___ N·m
Observed Fuel Rate ___×___ g/min
Observed Boost ___×___ kPa

High Idle High Idle Speed ___×___ RPM
0.10 Minute Observed Torque ___×___ N·m ___
Stability ±___×___ RPM
Low Idle Within 5 minutes after Full Load
0.10 Minute Low Idle Speed ____ RPM ____ ____
Observed Torque ___×___ N·m ___
Oil Pressure ___×___ kPa
22/6/2021 SIS 2.0
Observed Torque at A/F Control Setting ___×___ N·m

Table 37
Diesel Engine - Computerized Test Report

Caterpillar Inc. Operator:___________________________ Engine Test - Diesel Engine

Model _______ Arrangement ________________ Serial Number ___________________
Date ________ Start Time ______ End Time ______ Specification ____________________
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 Loss - % Rated) (1/___) (2/___) (3/___) (4/___)
___% Nominal (5/___) (6/___)

CSFC at Torque Check RPM -___% ___ g/kW.h
Corrected Fuel Rate at Torque Check RPM -___% ___ g/kW.h
Corrected Torque at Torque Check RPM -___% ____N·m
Adjusted Boost at Torque Check RPM -___% ___ kPa
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

Fuel Density -___ ___ Degree API
22/6/2021 SIS 2.0
Inlet Air Temperature -___ ___ °C

Inlet Air Pressure -___ ___ kPa
Dry Barometer -___ ___ kPa
Inlet Air Restriction ___ ___ kPa MAX
Full Load Total Correction Factor ____ NONE
Torque Check Total Correction Factor ____ NONE
Full Load Static Fuel Setting ±___ mm
Full Load Static Fuel Setting ±___ mm
Table 38
Spark Ignited Engine - Manual Test - Manual Data Report

Caterpillar Inc. Engine Test - Spark Ignited Engine
Date Operator: Test Number
Model Performance Specification Test Number
Serial Number Dynamometer Constant Identification number
Corrected Full Load Power ×
Nominal Test Torque (NTT) = 9549.297 = ____________N·m
Test RPM × Correction Factor
Estimated Inlet Air Temp. °C SCAC Water Flow L/min
Est. Inlet Correction Factor Inlet Air Restriction kPa
Lower Heating Value KJ/L Blowby L/h
Warm Up Specific Blowby L/kW.h
Cranking - 0.25 Minute (1) Torque Check - 0.25 Minute
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
Fuel Pressure Differential 1.5 kPa ± 0.1 CSFC at TC RPM kJ/kW.h
Date Page 2
Serial Number

50% - 1 Minute Compressor Outlet Press. at TC RPM 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
Full Load - 4 Minutes (2) 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 Power kW Low Idle - 0.10 Minute
22/6/2021 SIS 2.0
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 Pressure kPa Absolute End of Test Time
Inlet Manifold Pressure kPa Absolute
Oil Pressure kPa PERFORMANCE CORRECTION FACTORS
Fuel Pressure Differential 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. °C (Dry Bar minus Inlet Restriction)
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 before recording Full Load
Water Temperature to SCAC °C Data
Table 39
Spark Ignited Engine - Manual Test - Computer Data Report

Caterpillar Inc. Engine Test - Spark Ignited Engines

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
Inlet Fuel Pressure ___×___ kPa Absolute ___ ___ ___
22/6/2021 SIS 2.0
Fuel Rate ___×___ L/min

Compressor Outlet Pressure ___×___ kPa Absolute ___ ___ ___
Inlet Manifold Pressure ___×___ kPa Absolute ___ ___ ___
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 ___×___ kPa Absolute ___ ___ ___
Fuel Rate at TC RPM ___×___ L/min
Comp. Outlet Press at TC RPM ___×___ kPa Absolute
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. Press ___×___ kPa ___ ___ ___

High Idle High Idle Speed ___×___ RPM
0.10 Minute Observed Torque ___×___ N·m ___
Low Idle Within 5 minutes after Full Load
0.10 Minute Low Idle Speed ___×___ RPM ____ ____ ____
Oil Pressure ___×___ kPa ___ ___ ___

Table 40
Spark Ignited Engine - Computerized Test Report
22/6/2021 SIS 2.0
Caterpillar Inc. Operator:_____________________ Engine Test-Spark Ignited Engine

Model:______________ Arrangement:_________________ Serial Number:________________
Date:_______________ Start Time:_______ End Time:_______ Specification:____________
Test Number:________ Test Cell Number:________
Amount from Nominal Specification
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 41
22/6/2021 SIS 2.0
Engine Lug Test - Manual Test Report

Target Speed Beam Observed Corrected Fuel
Torque Boost BSFC
Speed RPM LBS BHP BHP Rate Model: _________________
Overrun Arrangement:____________
Engine S/N:_____________
+20 Rating:____ KW @____RPM

+10
Rated Data at Full Load
-20 Corr KW ____ Acc. KW____
-50 Total KW____
Water
-100 Out ____°C
In____°C
R
-200 Oil Pr.____kPa Temp ____°C
a
t
-300 High Idle ____ Low Idle ____
e
-400 Combustion
d
System
S
-500 Aftercooler
(DI) (PC)
p
(JWAC)
e
-600 Aspiration
(SCAC-85)
e
(NA) (T) (TA) (SCAC-90)
d -700
(SCAC-110)
-800 (SCAC-130)
Governor
-900 (CTCO) (PSG)
-1000 (UG8) (EG3P)
Exh. Man.
(Other)
-1100 (Dry) (Wet)
Fuel Temp.
-1200 Corr ____
____
-1400 Fuel API ____ Corr ____
Air Temp. ____ Corr ____
Dry Bar ____ Corr ____
Combined Corr ____
Overrun speed is approximately half way between high idle and rated speed.
Date: ____ Operator: ____
Dynamometer
Cell: ____
Constant: ____
Table 42
Engine Fuel Consumption Test - Test Report

Caterpillar Inc. Fuel Consumption Test - Engine
Time/Date:___________ Performance Specification:__________ Operator:_________
Model:______________ Test Number:_________
Arrangement:________ Test Cell Number:________
Serial Number:_______ Shipping Order:___________________ Identification 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) Correction Factor kW _______ _______ _______
22/6/2021 SIS 2.0

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 _______ _______ _______

Performance Correction Factors Value Corr Value Corr Value Corr
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
Table 43
Appendix D (Correction Factors for Engines)

The equations that are shown in this section are used 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 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 derating.
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.
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° API
22/6/2021 SIS 2.0
Table 44
The vapor pressure for the water may be calculated by using the following equations.
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 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
Gas Pressure 101.3253 kPa

Gas Temperature 15.5556 °C
Lower Heating Value 33.7 kJ/L
Table 45
Correction Factors for a Diesel Engine

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
22/6/2021 SIS 2.0
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
Table 46
(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
22/6/2021 SIS 2.0
Fuel Temperature
Tests should be conducted with fuel temperature of 30°C ± specified tolerance. If this is not possible, apply the correction factor in the table below
Factors for Correcting Fuel Temperature
Fuel Temp. °F Correction Factor Fuel Temp. °F Correction 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
22/6/2021 SIS 2.0
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
Table 47
Tests should be conducted with an inlet fuel temperature of 30°C. If this is not possible, apply the correction factor in the table below
Correction Factors for the Inlet Air Pressure

Naturally Aspirated Engines and Mechanically Supercharged Engines
(Assumes fm = 0.3)
Air Pressure
Air Pressure
Correction Factor Correction Factor

Inches Hg (kPa) Inches Hg (kPa)
31.5 (106.5) 0.976 25.5 (86.2) 1.047
31.0 (104.8) 0.9815 25.0 (84.5) 1.054
30.5 (103.1) 0.987 24.5 (82.8) 1.061
30.0 (101.4) 0.992 24.0 (81.1) 1.068
29.5 (99.7) 0.998 23.5 (79.4) 1.076
29.0 (98.0) 1.003 23.0 (77.7) 1.083
28.5 (96.3) 1.009 22.5 (76.1) 1.091
28.0 (94.6) 1.015 22.0 (74.4) 1.120
27.5 (93.0) 1.036 21.5 (72.7) 1.099
27.0 (91.3) 1.027 21.0 (71.0) 1.116
26.5 (89.6) 1.033 20.5 (69.3) 1.125
26.0 (87.9) 1.040 20.0 (69.6) 1.123
Table 48
Turbocharged, JWAC(1), SCAC(2)and ATAAC(3) Engines
(Assumes fm = 0.3)
Air Pressure
Air Pressure
Correction Factor Correction Factor

inches Hg (kPa) inches Hg (kPa)
31.5 (106.5) 0.987 25.5 (86.2) 1.025
31.0 (104.8) 0.990 25.0 (84.5) 1.029
30.5 (103.1) 0.993 24.5 (82.8) 1.033
30.0 (101.4) 0.996 24.0 (81.1) 1.037
29.5 (99.7) 0.999 23.5 (79.4) 1.041
29.0 (98.0) 1.002 23.0 (77.7) 1.045
28.5 (96.3) 1.005 22.5 (76.1) 1.048
28.0 (94.6) 1.008 22.0 (74.4) 1.053
27.5 (93.0) 1.011 21.5 (72.7) 1.057
27.0 (91.3) 1.015 21.0 (71.0) 1.062
26.5 (89.6) 1.018 20.5 (69.3) 1.066
26.0 (87.9) 1.022 20.0 (67.6) 1.071
Table 49
(1)
(2) Jacket Water Aftercooler
(3) Separate Circuit Aftercooler
Air-To-Air Aftercooled
Correction Factors for the Inlet Air Temperature

Naturally Aspirated Engines and Mechanically Supercharged Engines
(Assumes fm = 0.3)
22/6/2021 SIS 2.0
Air Temp. °F Correction Factor Air Temp. °F Correction Factor
-10 0.938 60 0.989
-5 0.942 65 0.992
0 0.946 70 0.995
5 0.950 75 0.999
10 0.953 77(1) 1.000
15 0.957 80 1.002
20 0.961 85 1.006
25 0.964 90 1.009
30 0.968 95 1.012
35 0.971 100 1.015
40 0.975 105 1.019
45 0.978 110 1.022
50 0.982 115 1.025
55 0.985 120 1.028
Table 50
(1)
The Standard Value. Measure for the Standard Value between the air cleaner and the inlet manifold
Turbocharged Engines
Air Temp. °F Correction Factor Air Temp. °F Correction Factor
-10 0.969 60 0.994
-5 0.971 65 0.996
0 0.973 70 0.998
5 0.974 75 0.999
10 0.976 77(1) 1.000
15 0.978 80 1.001
20 0.980 85 1.003
25 0.982 90 1.004
30 0.984 95 1.006
35 0.986 100 1.008
40 0.987 105 1.009
45 0.989 110 1.011
50 0.991 115 1.012
55 0.993 120 1.014
Table 51
(1)
The Standard Value. Measure for the Standard Value between the air cleaner and the inlet for the turbocharger
Appendix E (Suggested tolerances for Performance)

Note: Refer to TMI for more information on the Suggested Tolerances for Performance.
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
22/6/2021 SIS 2.0
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)
Pressure of Compressor Outlet (Spark Ignited) 1 1 kPa (0.30 inches Hg)
Manifold Absolute Pressure Inlet (Spark Ignited) 1 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
Timing (% of Engine Full Load Reading) 1° or 0.05 mm (0.002 inch)
Table 52
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.
Note: The test fuel shall be in accordance with 1E4318 for ultra low sulfur fuel and 1E0262 for all others. Engine power, torque, and fuel rates shall be
corrected for fuel density variation. The fuel density variation shall not be more than the limit shown in Table 32
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 mm/s to 4.1 mm2/s
Distillation (D86)
Initial Boiling Point 220 °C max.
10% Point 240 °C max.
90% Point 330 °C max.
22/6/2021 SIS 2.0
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.
Table 53
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 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 be accurate 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 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 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 to permit the retainer nut to turn.
a. Turn the retainer nut clockwise to increase the load of the spring.
b. Turn the retainer nut counterclockwise 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 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 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.
22/6/2021 SIS 2.0
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 to give the correct low idle. The rod linkage can also be adjusted to ensure that the rod is seated on the rod spring.
Perform the following procedure 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 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 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.
22/6/2021 SIS 2.0
(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
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

Table 54
22/6/2021 SIS 2.0
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 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 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.
Flywheel Brake 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 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.
22/6/2021 SIS 2.0
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 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 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 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. Rotational direction is
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
22/6/2021 SIS 2.0
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 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)

Additional information for throttle control can be found in Section "Throttle Control".
22/6/2021 SIS 2.0
22/6/2021 SIS 2.0
22/6/2021 SIS 2.0
22/6/2021 SIS 2.0
22/6/2021 SIS 2.0
Throttle Control
Note: Using the throttle pin for throttle control is an option when Cat ET is not available for speed override.
For 9 - pin connectors (Illustration 68), the throttle input is pin h.
For A4 (2 70 pin connectors) and A4 (1 70 pin connector, 1 120 pin connector) ECMs the throttle pin input is J1-66.
For A2 ECMs (2 40 Pin connector), the throttle input is pin 37.
For most the time, the throttle inputs are not used in the hot test cells. The test cells instead use the engine software's desired engine speed override
(ComET UID 0x00040020).
Appendix J: CRS Test Procedure

Required added functionality test for engines with engine-mounted Caterpillar Regeneration System (CRS):
22/6/2021 SIS 2.0
The CRS test is broken into two sections. Section one is to provide verification that the air line, fuel lines, and control valves are functioning and free
from major leaks. Section two is a functional test to ensure that the CRS performs as specified by Engineering.
CRS Test - Section 1

Section one CRS leak check definition is as follows:
1. Collect a base line from the engine electronics (ECM) for the CRS Air Flow, CRS Pilot Pressure, and CRS Main Pressure with all control valves
closed.
2. Override the CRS Air Control Valve to a constant value and measure the CRS Air Flow to ensure that it climbs above the base line.
3. Reclose the Air Control Valve and verify the air flow returns to the baseline value.
4. Open only the CRS Fuel Enable Control Valve and verify that the CRS Pilot and Main Pressures do not increase to check for leaks past the CRS
Pilot and Main Valves.
5. Reclose the CRS Fuel Enable Control Valve.
6. Open only the CRS Fuel Pressure Control Valve (Pilot and Main) and verify that the Pilot and Main pressures do not increase to check for leaks
past the CRS Fuel Enable Control Valve.
7. Reclose the CRS Fuel Pressure Control Valve.
If any of the above fail to perform as described, section one is considered failed, and will not allow the CRS performance check to be run. In addition, if
BOTH Fuel Valves fail each independent leak check that the engine will be shut down.
CRS Test - Section 2

CRS Performance check definition is as follows:
1. Set the engine to defined load/speed point as defined for the model being tested (split is between Heavy Duty and Mid Range).
2. Override the CRS System to perform regeneration.
3. Wait for the CRS Flame Detect Temperature and CRS Main Pressure to reach their low limits, then wait an additional 15 seconds for stability to
be reached.
4. The Performance check will be aborted after 90 seconds if CRS Flame Detect Temperature or CRS Main Pressure do not reach their low limits.
5. For heavy-duty applications the CRS Air Purge Pump, if applicable, will always be activated at the end of this check. This pump will be verified by
monitoring the CRS Pilot and Main Pressures during the Nozzle only function with the pump in High-Speed mode.
6. The following data is collected as pass/fail criteria as part of the production test:
CRS Pilot Pressure
CRS Main Pressure
CRS Air Control Pressure
CRS Flame Detect Temperature
CRS Air Pump Function (Heavy-Duty Only)
In the case of any fuel component repair or replacement to the Caterpillar Regeneration System, a pressurized system leak test shall be performed prior
to complete retest.
PIP-10380437
2021/06/22
12:52:02-04:00
i02325877
© 2021 Caterpillar Inc.
Caterpillar:
Confidential Yellow

Dyna Test Recomendaciones

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Dyna Test Recomendaciones

Uploaded by

Copyright:

Available Formats

22/6/2021 SIS 2.

SMCS - 0781,1000,1052,1087 i08463540

Information contained in this document is considered Caterpillar: Confidential Yellow.

Important Safety Information

Improper operation, lubrication, maintenance or repair of this

Do not operate or perform any lubrication, maintenance or repair

This safety alert symbol means:

Your safety is involved.

(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

Service Letters and Technical Information Bulletins

Canceled Part Numbers and Replaced Part Numbers

Tooling and Equipment

To avoid component damage, follow the recommended

Required Tooling and Equipment

Part Number Description Qty

Criteria for Retesting Engines

Correction Factors of Engine Performance

Engine Speed Control

Electronic Engine Speed Control

PWM Throttle Parameter Configuration

Position Acceptable Signal Duty Cycle Range

Oil Mini Patch Kit

Oil Mini Patch FT3569

FT print can be found on Dealer.cat.com under the service tools tab.

Engine Test Specifications

Criteria for Evaluating Performance Test Data

Test Results that are Controlled by the Engine

20 Adjusted Boost kPa

Test Results that are Controlled by the Cell

Test Number Description Units Constraints of Test Results

Static Fuel System Settings

Preparation for the Engine and the Test Cell

(2) Install the governor control if necessary.

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

3500 and C175 Engines

(2) Install governor control if necessary.

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

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

193° C (379° F)

(B) Length of Engine

(B) Length of the Engine

(B) Length of the Engine

Test Cell Specifications

Dimensions Of The Engine 20 Cylinder 16 Cylinder

Distance For Centerline Of Crankshaft To The Bottom Of The Oil Pan

3600 and C280 Engines

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

3500 and C175 Engines

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

Loose parts, missing parts, or damaged parts

Charge Air Cooling

Item Part Number Description

(1) 200-6543 Cover

(2) 236-4256 Aftercooler Assembly