Interp1HelpSheetsandCoolant English 18 Feb 2020

1
S·O·S SM Services
Interpretation I
Help Sheets
18 February 2020
Caterpillar Confidential: Yellow

2
S·O·S Services Alert Level Help Sheet
Compartment
Identified Increasing Wear Status Æ
Measures of: Urgent

Deterioration Stop
Contamination Diagnose
l th
Formulation
ea Repair
t H
e n
tr m Monitor
Indicators pa Proceed with
om Caution
C
on Investigate
c t
p a Normal
I m Continue
Informational
Cost Savings

3

4
Reference Materials for S·O·S Services Interpretation I
Many of the materials referenced in these training modules are updated on a regular basis. The most
recent versions of these documents are available on the Cat intranet system and on the World Wide
Web. The underlined portion of the entry indicates the best place to view the specified material.
The material available on the Cat intranet system is identified by the following codes: SIS,
Cat Pub, dealer.cat.com, and CP. All of these Cat intranet sites require a Corporate Web Security
(CWS) username and password. The following notes explain how to access this information from
each location.
Service Information System (SIS): Type the following address into your browser:
https://sis.cat.com and press enter. The CWS page will appear; type in your CWS
username and password. The SIS home page will appear next. On the SIS home page, go to Media
Search and type in the media number.
Publications.cat.com (Cat Pub): Type the following address into your browser: https://
catpublications.com and press enter. If not already logged in, the CWS page will appear; type
in your CWS username and password. Use the Search and Cateegory features to find documents
based on serial number, model, or keyword. Language options and add to cart features allow users to
order directly from the website.
Dealer.cat.com: Type the following address into your browser:
https://dealer.cat.com/en/ps/equipment-management/sos.html
This is the one safe source for all S·O·S Services related documents.
In the General Information Tab, there is a link to the S·O·S Services Global
Community
ºYammer (S·O·S Services Dealer Global Community) This is the discussion forum (https://
yammer.com/cat.com/groups/GlobalSOSServicesCommunity) and
way to communicate questions, ideas, and receive recent updates to S·O·S Services related items
Cat Parts (CP): To find fluids reference information, go to the Cat Parts site:
http://parts.cat.com/parts In the main Parts menu, select “Machine Fluids”. Go to the
“Reference Material” menu item to obtain fluids recommendations, and fluids specifications.
General Information on Fluids
SEBD0640 Oil and your engine SIS
SEBD0518 Know Your Cooling System SIS PEGJ0045
PEGJ0045 Reporting Particle Count by ISO Code Cat Pub
S·O·S Interpretation Guides
PEHJ0192 Optimizing Oil Change Intervals (brochure) Cat Pub
Coolant Analysis (Interpretation Guide in Help Sheets) dealer.cat.com
Wear Tables Wear Tables in .pdf format dealer.cat.com
S·O·S Services Data Sheets and Brochures
PEGJ0046 Understanding S·O·S Services Results Cat Pub
PEGJ0047 How to Take a Good Oil Sample Cat Pub
PEDJ0349 The Value of S·O·S Services Cat Pub
PEDJ0336 6 Reasons to Choose S·O·S Services Cat Pub
PEDJ0338 Listen to the Lifeblood of your Machine Cat Pub
PEDJ0345 We See What Operators Can't Cat Pub
PEDJ0337 5 Things to Find in Equipment Fluids Cat Pub
Cat Fluid Recommendations
SEBU6250 Caterpillar Machine Fluids Recommendations CP
SEBU6251 Caterpillar Commercial Diesel Engine Fluids Recommendations CP
SEBU6385 Caterpillar On-Highway Diesel Truck Engine Fluids Recommendations CP SEBU7003
3600 Diesel Engine Fluids Rec. for Lubricants, Fuels, and Coolants CP
SEBU6400 Caterpillar Gas Engine Lubricant, Fuel, and Coolant Recommendations CP
5
Cat Fluids Data Sheets
PELJ2051-00 Cat® DEO-ULS™ CK-4 Part Numbers Cat Pub
PEDJ0271-DEO_ULS_CK-4 Brochure
PEHJ0159 Diesel Engine Oil – Ultra Low Sulfur (DEO-ULS) Cat Pub
PEHJ0351 Diesel Engine Oil T2 (DEO T2) (China Only) Cat Pub
PEHJ0059 Diesel Engine Oil (DEO) (Canada, Mexico, United States) Cat Pub
PPHJ0072 Diesel Engine Oil (DEO) (Continental South America) Cat Pub
PEHJ0021 Diesel Engine Oil (DEO) (Asia Pacific, Europe, CIS) Cat Pub
PEHJ0091 Diesel Engine Oil (DEO) (Africa, Middle East) Cat Pub
PEHJ0220 Diesel Engine Oil Synthetic (DEO-ULS SYN) Cat Pub
PEHJ0007 Diesel Engine Oil Cold Weather (DEO-ULS Cold Weather) Cat Pub
PEHJ0093 Diesel Engine Oil Monograde (DEO Monograde) Cat Pub
PEHP7506 Transmission/Drive Train Oil (TDTO) Cat Pub
PEHP8035 Synthetic Blend Transmission/Drive Train Oil (TDTO TMS) Cat Pub
PEHJ0007 Transmission/Drive Train Oil Cold Weather (TDTO Cold Weather) Cat Pub
PEHJ0368 Special Application Transmission Oil (SATO) Cat Pub
PELJ1626 IRM Special Application Transmission Oil (SATO) Cat Pub
PEHJ0182 HYDO Advanced 10 (HYDO Advanced) Cat Pub
PEHP6047 Bio HYDO Advanced (Bio HYDO Advanced) Cat Pub
PEHP9530 Final Drive and Axle Oil (FDAO) Cat Pub
PEHP9570 Final Drive and Axle Oil Synthetic (FDAO SYN) Cat Pub
PEHP7508 Gear Oil (GO) Cat Pub
PEHJ0030 Synthetic Gear Oil (Synthetic GO) Cat Pub
PEHP0004 Natural Gas Engine Oil (NGEO) Cat Pub
PEHJ0218 Natural Gas Engine Oil Advanced 40 (NGEO Advanced 40) Cat Pub
PEHP9557 Extended Life Coolant (ELC) Cat Pub
PEHJ0263 Extended Life Inhibitor (ELI) Cat Pub
PEHP9554 Diesel Engine Antifreeze/Coolant (DEAC) Cat Pub
PEHJ0040 Natural Gas Engine Coolant Premix 50/50 (NGEC) Cat Pub
PEHJ0237 Cat Diesel Fuel System Cleaner Cat Pub
PELJ1160-03 Diesel Exhaust Fluid Cat Pub
Cat Fluids Specifications
Cat ECF-1a ECF-2 ECF-3 Diesel Engine Oil Requirements CP
Cat EC-1 Extended Life Coolant available on request from Cat Fluids Engineering
Cat FD-1 Final Drive & Axle Oil CP
Cat TO-4 Transmission and Drive Train Oil Requirements CP
Cat TO-4M Multigrade Transmission and Drive Train Oil Requirements CP
Cat BF-1 Biodegradable Hydraulic Fluid Requirements
PEHJ0067-03 CAT ELC (Extended Life Coolant) Cat Pub
Maintenance Management Guides

PEJJ0202-00 Engine Oil and Engine Oil Filter Intervals Extended for
Select Cat E and F Series Excavators Cat Pub
PEGJ0037 Cat Bearing Maintenance Management Guide Cat Pub
PEGJ0039 Cat Transmission Maintenance Management Guide Cat Pub
PEGJ0041 Cat Final Drive Management Guide Cat Pub
PEGJ0042 Engine, Drive Train, and Hydraulic Repair Indicator Quick Reference Guide
PEGJ0049 Cat Differential Maintenance Management Guide Cat Pub
PEGP6028 Cat Hydraulic System Management Guide Cat Pub
PEBJ0087-00 Fluid and Filters PM Management Guide Cat Pub

6
Industry Standards
API Oil Classifications American Petroleum Institute www.API.org
Engine Oil Licensing and Certification System
SAE Viscosity Grades Society of Automotive Engineers International www.SAE.org
J300 Viscosity grades for engine oils
J306 Viscosity grades for gear oils
ASTM Standards ASTM International www.ASTM.org
D3306 Automobile and Light Duty Coolant
D4985 Heavy Duty Coolant
D4485 Standard Specification for Performance of Engine Oils
More Information
PEWJ0319 - Cat Filters and Fluids Product Reference Guide Cat Pub
M0064940 Special Instructions to addresss inadvertly adding DEF to Machine Hydraulic Tank
IRM PEJJ0128 Engine Oil Cat DEO-ULS - Introduction of New Engine Oil API Categories
IRM PELJ1065 Cat Diesel Fuel System Cleaner Cat Pub
IRM PELJ0525 Cat 256-4968 Diesel Fuel Conditioner Cat Pub or SIS
IRM PELJ1082 S•O•SSM Services for DEAC-NGEC Reformulation
IRM PELJ1769 Reformulation of Cat DEO 15W-40, Replacement of Cat DEO 10W-30 with Cat
DEO-ULS 10W-30 (Excluding Continental North America)
TIBU4910 Fuel Dilution of Engine Oil SIS
TIBU5064 Elevated Amounts of Potassium and Aluminum in Oil Samples on 2007 Caterpillar
On-Highway Truck Engines SIS
TIBU7146 Elevated Silicon and Aluminum Levels May be Present in the Engine Oil of Certain
D7E and D8T Track-Type Tractors
TIB M0078030 Elevated Potassium and Aluminum in Engine Oil Samples from 770G and 772G
Off-Highway Trucks
TIBU8360 Elevated Silicon and Aluminum Levels May be Present in the Engine Oil of Certain
950K and 962K Medium Wheel Loaders
SEBF9066 Guideline for Examining Failed Parts SIS
PEPJ0143 SIS Training CD available through Midland Corporation,
https://oos.midlandcorp.com/CAT/Home.aspx
SEBF1021 Improving Component Durability series available through Midland Corporation:
https://oos.midlandcorp.com/CAT/Home.aspx
SM M0066850 Extended Life Coolant (ELC) Exhibiting Nitrite Depletion in Machines Equipped
with Aluminum Radiators

7
Caterpillar S·O·S Services Interpretation I

Acronym Help Sheet
API – American Petroleum Institute. This is a global organization that, along with
other activities, produces standards and specifications for petroleum products.
ASR - Aftermarket Solutions Representative
ASTM International – This is an organization that develops technical standards
for materials, products, systems and services. They originated as the American
Society for Testing and Materials.
Cat BF-1 – A Caterpillar biodegradable fluid specification.
Cat DEAC – Diesel Engine Antifreeze/Coolant
Cat DEO – Diesel Engine Oil
Cat DEO SYN – Synthetic Diesel Engine Oil
Cat DEO-ULS – Diesel Engine Oil-Ultra Low Sulfur
Cat ECF – Caterpillar Engine Crankcase Fluid. This is a series of oil
specifications that CAT has developed.
Cat ELC – Extended Life Coolant
Cat FDAO – Final Drive and Axle Oil
Cat GO – Gear Oil
Cat MTO – Multipurpose Tractor Oil
Cat TDTO – Transmission Drive Train Oil
Cat TDTO TMS -Transmission Multi-Season
Cat TO-4 – A Caterpillar transmission and drive train oil specification. TO does
not specifically stand for anything.
CF – A series of oil classifications from the API. These replace and update the
CD and CE classifications.
CGI – Clean Gas Induction. This is a proprietary Caterpillar process designed to
recirculate exhaust gas to ultimately provide cleaner emissions.
CG-4 – An oil classification from the API. This standard addresses oil
formulations designed for engines that must comply with 1994 EPA emissions
regulations.
CH-4 – An oil classification from the API. This standard addresses oil
formulations designed for engines that must comply with 1998 EPA emissions
regulations.
CI-4 – An oil classification from the API. One reason this new standard was
introduced was to address oil conditions in engines utilizing EGR technology.
CJ-4 – An oil classification from the API. This standard addresses oil
formulations designed for engines that must comply with 2007 model year on-
highway emissions standards. In addition to addressing oil conditions in EGR
engines, this classification also address oils for other advanced aftertreatment
and particulate filtering engine technologies.
CK-4 - An oil classification from the API. CK-4 oils provide performance
improvements in three important areas: oxidation stability, aeration control, and
shear stability. Caterpillar will recommend CK-4 oil in all engines where CJ-4
oil was recommended.

8
Cat Pub – Caterpillar Media Information Center
Dealer.cat.com/en/ps/equipment-management/sos.html One safe source for all
information related to S·O·S Services
Yammer – (S·O·S Services Global Dealer Community) A community managed by Caterpillar
for Dealers and internal Caterpillar employees. The site contains information bulletins and
discussion groups.
DEF - Diesel Exhaust Fluid
DOC - Diesel Oxidation Catalyst
DPF – Diesel Particulate Filter
ECM – Electronic Control Module
EGR – Exhaust Gas Recirculation. A technology utilized by diesel engine manufacturers to
produce cleaner emissions.
HEUI – Hydraulically Actuated Electronically Controlled Unit Injector
HRC - Highly Regulated Country
NLGI- National Lubricating Grease Institute. This is a global organization that promotes
technical advancements and improvements in lubrication. The NLGI also provides standards
for lubricants.
NRC - Non Regulated Countries
OMM – Operations and Maintenance Manual
ppm – parts per million. This is a way to describe very dilute concentrations.
PSOR – Product Support and Operations Representative.
SCA- Supplemental Coolant Additive
SCR - Selective Catalytic Reduction
SAE – Society of Automotive Engineers. This is a global organization that creates and
manages engineering standards. These include viscosity standards for oils.
SIS – Service Information System. This is a software tool produced by Caterpillar that
contains product information.
TC – Technical Communicator.
TGA – Thermogravimetric Analysis. This analysis involves heating a sample and measuring
the changes in weight as compounds decompose due to higher temperatures.
UFM – Unsubtracted FTIR Method. A way to analyze oils using FTIR that does not require
reference oil

23
Cat S·O·S Services Dealer Standardization
It is recommended that a level of consistency exists between Cat dealers.

Cat S·O·S Services Standardization of Dealer programs should be pursed.
Interpretation training is one of the requirements for Standardization. Completing

the Interpretation I course and other training requirements supports consistency
in Dealer fluid analysis evaluations and recommendations. However, Dealers
may need to adjust their interpretation based on a number of factors that are
discussed during the training course(s)
These example interpretations are written with the assumption that the customer
is sampling at a recommended oil change interval. If the sample has very few
hours of operation, or if the sample has been run for an extended period of time,
the interpreter may need to adjust the recommendation and change the alert
level. In other words, these interpretations may not exactly fit every scenario;
however, they do provide a common framework that addresses the most
common sample results. The interpreter should always use their experience and
equipment history to make the best recommendation.

9
S·O·S Services Position on Machine Profiles

Machine Profiles were documents that contained specific information on Caterpillar machine
models and engines. The primary purpose of these documents was to provide the S·O·S
Services interpreter with specifications and guidelines for cooled and lubricated compartments
on Cat equipment. Machine Profiles were last published in the late 1990's. At that time, this
information was typically found in many different paper documents.
Most of the information that was in the Machine Profiles can be gathered from a variety of
accurate electronic sources. The chart on the following page shows a list of items that were
covered by the Machine Profiles. For each item in the list, there are two or three sources
available to obtain the desired information. All of the primary and secondary sources of
information are electronic files. These files are available to Caterpillar dealer personnel.
Three of these items may require additional intervention: Oil Transfer, Uncommon
Contaminants, and Uncommon Wear Elements. Problems like these three are generally rare.
Also, these problems are usually confined to a small population of machines or engines. If the
interpreter suspects one of these unusual problems, a Community Discussion can be initiated
on the S·O·S Services Dealer Global Community in Yammer. Community Discussion items are
responded to by other dealers, and by S·O·S Services personnel at Caterpillar.
Ultimately, it may be necessary to contact the dealership’s Technical Communicator (TC) and
request assistance. The TC can search the Dealer Solutions Network (DSN) for similar
problems. If a similar problem is not found, the TC can submit a DSN request for information.
This is the most efficient way to report these types of problems. If the DSN discovers a
significant product problem, additional Caterpillar resources will be summoned to contain and
solve the problem.
The use of these information sources surpasses the support that was provided by Machine
Profiles. The electronic data sources contain more information and the information has a higher
degree of accuracy. Additionally, the DSN is in place to support the dealership, when new or
unusual problems occur in Cat equipment. The DSN can bring these problems to the forefront.
Service engineers and product engineers will then take action on these problems. Therefore,
S·O·S Services will not be producing new Machine Profiles. These needs can be met with a
variety of new and improved sources.

10
Item Primary Source Secondary Source Tertiary Source

Serial Number Prefixes SIMSi validate serial number SIS S·O·S Services Manager
Machine Description Performance Handbook Cat Pub
Engine Power Rating Performance Handbook TMI Web Cat Pub
Powertrain Descriptions Performance Handbook SIS - Specifications Cat Pub
Other Systems Performance Handbook SIS - Specifications Cat Pub
Oil Change Interval SIS - OMM PM Checklist S·O·S Services Manager
Coolant Change Interval SIS - OMM PM Checklist S·O·S Services Manager
Filter Change Interval SIS - OMM PM Checklist S·O·S Services Manager
Sampling Intervals - All SIS - OMM PM Checklist S·O·S Services Manager
Sampling Procedures PEGJ0047 S·O·S DCC-video
Oil Capacity SIS - OMM PM Checklist S·O·S Services Manager
Coolant Capacity SIS - OMM PM Checklist S·O·S Services Manager
Fuel Capacity SIS - OMM SIS - OMM S·O·S Services Manager
Recommended Fluids SEBU6250 (latest version) SIS - TIB SM SI
Oil Transfer SIS Parts Identification Interp. I Help Sheets on DCC Dealership TC and DSN
Common Contaminants Interpretation I Training SIS - TIB SM SI Yammer
Uncommon Contaminants Yammer Interp. I Help Sheets on DCC Dealership TC and DSN
Common Wear Elements Interpretation I Training SIS - TIB SM SI
Uncommon Wear Elements Yammer S·O·S DCC Dealership TC and DSN
Wear Tables S·O·S Services Manager Request to S·O·S Services
SIS = Service Information System

SIMSi = Service Information Management System
TMI = Engine Technical Marketing Information (access on SIS)
OMM = Operation and Maintenance Manual
PM Checklist = Planned Maintenance Checklist (access on SIS)
PEGJ0047 = How To Take A Good S·O·S Sample
SEBU6250 = Caterpillar Machine Fluids Information (available on SIS, and Cat.com)
TIB = Technical Information Bulletin
SM = Service Magazine
SI = Special Instruction
Cat Pub = Caterpillar Publications website
TC = Technical Communicator
DSN = Dealer Solutions Network
DCC = Dealer.cat.com Caterpillar Confidential: Yellow
11
S·O·S Services Oil Analysis Help Sheet
The Overall Question

about Wear
1. Has the wear rate increased?

2. Has the oil deteriorated?
3. Is the oil contaminated?
4. Is this the correct oil?
Four Questions about Wear

S·O·S Services
1 2 3 4
Oil Tests
Wear Rate Deterioration Contamination Formulation
Aluminum Al X X
Barium Ba X
Boron B X X
Calcium Ca X
Chromium Cr X
Copper Cu X
Iron Fe X
Lead Pb X
Magnesium Mg X
Molybdenum Mo X X
Nickel Ni X
Phosphorus P X
Potassium K X
Silicon Si X X X
Sodium Na X
Tin Sn X
Zinc Zn X
Nitration X
Oxidation X
Soot X
Sulfation X
Particle Count X X
Fuel X
Glycol X
Water X
Viscosity X X X

12
S·O·S Services - Oil Analysis Guidelines 17 Jan 2017
Diesel Engine Oils Gas Engine Oils

Test Parameters Guideline Test Parameters Guideline
Wear Elements Fe Cr Cu Si Al Sn Pb Wear Tables 1. Wear Elements Fe Cr Cu Si Al Sn Pb Wear Tables 1.
Additive Elements Ca Mg Zn P Mo Ba B Help Sheet 2. Additive Elements Ca Mg Zn P Mo Ba B Help Sheet 2.
Coolant MC Na or K 25 ppm to 250 ppm Coolant MC Na or K 25 ppm to 250 ppm
Coolant AR Na or K >250 ppm Coolant AR Na or K >250 ppm
4.
Oxidation MC 24 UFM Oxidation 30 UFM
4.
Oxidation AR 34 UFM Nitration 12 UFM
Sulfate MC 28 UFM
Sulfate AR 34 UFM Viscosity change cSt @ 100 C +/- 3 cSt
Soot UFM Absorbance 60 5.
Soot TGA %weight of soot 1.50% Water - Positive >0.5%
Viscosity change (monitor) cSt @ 100 C +/- 2 cSt Water - Trace 0.1% to 0.5%
Visc. change (action req.) cSt @ 100 C +/- 3 cSt Glycol - Positive (optional) GC 0.05% max
viscosity decrease fuel dilution chart 3. AR = Action Required MC = Monitor Compartment
Fuel Dilution - Positive3.
GC fuel dilution >6% 1. Wear Tables are written into S·O·S Services Manager, and are
Water - Positive >0.5% available on dealer.cat.com - S·O·S Services
Water - Trace 0.1% to 0.5% 2. Help Sheets are available on dealer.cat.com - S·O·S Services, they
Glycol - Positive (optional) GC 0.05% max provide typical ranges for additive elements
3. Confirmation of positive fuel dilution requires a viscosity decrease,
Transmission Oils, Hydraulic Oils, & Gear Oils and fuel dilution in excess of 6%. Specific fuel dilution guidelines are
Test Parameters Guideline available on the Help Sheets at dealer.cat.com - S·O·S Services
Wear Elements Fe Cr Cu Si Al Sn Pb Wear Tables 1. 4. Use these Oxidation guidelines if the new oil Oxidation value is
Additive Elements Ca Mg Zn P Mo Ba B Help Sheet 2. unknown. If the Oxidation value is known, add 10 for Monitor
Coolant MC Na or K 25 ppm to 250 ppm Compartment, and add 20 for Action Required.
Coolant AR Na or K >250 ppm
5. Use Trend analysis, wear tables, rate of iron and viscosity
Oxidation MC - TO-4 14 UFM 4. increases to determine alert levels. S·O·S Services is working with
Oxidation AR - TO-4 24 UFM 4. IPSD-M and LPSD to obtain a uniform set of Soot guidelines that
Oxidation MC - Hydraulic 16 UFM 4. follow the IPSD-L pattern .
These guidelines are 4.
These guidelines are intended
Oxidation AR - Hydraulic intended for use by a trained 26 UFM for use by a trained
4.
Oxidation MC - FD-1 interpreter of oil sample test 19 UFM interpreter of oil sample test
Oxidation AR - FD-1 results. Exceeding any of 29 UFM 4. results. Exceeding any of
these these guidelines does not
Viscosity change cSt guidelines
@ 100 C does not +/- 2 cSt indicate imminent failure of
Water - Positive indicate imminent failure of >0.5% the component. Likewise,
the component. Likewise, operating within all of these
Water - Trace 0.1% to 0.5%
operating within all of these guidelines does not assure
Glycol - Positive (optional) GC 0.05% max that component will not fail,
guidelines does not assure
Particle Analysis ISO or visual particles
that component will not fail,
Trend Analysis or wear out prematurely. Caterpillar: Confidential Yellow
or wear out prematurely. Caterpillar Confidential: Yellow
13
S·O·S Services Soot Help Sheet

Cat Soot in % Allowable vs Cat UFM number
200
180
Soot - % Allowable
160
140
120
100
80
60
40
20
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240
UFM number
TGA Soot in %Weight vs Cat UFM number

8
7
6
Soot - TGA
5
4
3
2
1
0
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360
UFM number

14
S·O·S Services Oil Viscosity Help Sheet

15
S·O·S Services Oil Identification Help Sheet
Possible Range of Concentrations

Diesel Engine Oils Compartments
PPM PPM
Ca 0 4000 Diesel Engine Hydraulic
Mg 0 3000 Systems Steering
Typical additive Elements Zn 900 1500 Systems
P 800 1400
Si 0 15
Mo 0 500
B 0 500
Possible Additive Elements
Ba 0 500
Cu 0 100
Gas Engine Oils Possible Range of Concentrations Compartments
Ca 0 2000 Gaseous Fuel Engines
Mg 0 500
Typical additive Elements Zn 0 400
P 0 350
Si 0 15
Mo 0 600
Possible Additive Elements B 0 300
Ba 0 2000
TO-4 Oils Possible Range of Concentrations Compartments
Ca 2500 4000 Powershift Transmission
Typical additive Elements Zn 1100 1500 Differential & Final Drive
P 1000 1400 Braking Systems
Mg 0 100 Hydraulic Systems
Si 0 15 Steering Systems
Hydraulic Oils Possible Range of Concentrations Compartments
Ca 0 4000 Hydraulic Systems
Mg 0 3000 Steering Systems
Typical additive Elements Zn 900 1500
P 800 1400
Si 0 15
Mo 0 500
B 0 500
Ba 0 500
Cu 0 100
FD-1 Oils Possible Range of Concentrations Compartments
Ca 200 400 Final Drives
B 50 150 Differentials without
Typical additive Elements
P 200 400 friction materials
Zn 10 50
GL-5 Oils Possible Range of Concentrations Compartments
P 500 1500 Final Drives
Typical Additive Elements
B 50 250 Differentials in Scrapers
MTO Oils Possible Range of Concentrations Compartments
Ca 2700 3700 Final Drives &
B 50 150 Differentials in Backhoe
Typical additive Elements
Zn 800 1400 Loaders Hydraulic
P 900 1500 Systems

16
S·O·S Services Test Result Relationships

Common Problems in Multiple Compartments
Problem: Elevated Cu
Compartments: All compartments with cooper core oil coolers, including most
engines, powershift transmissions, hydraulic systems, steering systems, and
some axles
Abnormal Results:
 Cu
Problem: Elevated Ag
Compartments: All compartments that contain rolling contact bearings, also
referred to as antifriction bearings. Compartments included are: transmissions,
hydraulic systems, steering systems, axles, differentials, and final drives.
Abnormal Results:
 Ag
Problem: Dirt Entry

Compartments: All
Abnormal Results:
 Si & Al, with Si values 3 to 5 times higher than Al values
 Fe
 Particle Count
 Ca, Mg, K, & Na (from naturally occurring elements in the dirt)
Problem: Coolant Entry

Compartments: All “water” cooled compartments, including most engines,
powershift transmissions, hydraulic systems, steering systems, and some axles
Abnormal Results:
 K and / or Na
 Cu (if Cu oil cooler is present)
 Si, B, Mo, & P (elements in coolant additives)
 Viscosity increase
Problem: Water Entry

Compartments: All
Abnormal Results:
 Positive water (0.5% or more)
 Fe
 Si & Al (from probable dirt entry)

17

Problem: Bronze Component Wear
Compartments: All
Abnormal Results:
 Cu & Pb
 Cu & Sn
 Cu & Al
 Cu, Pb, Sn, Al
 Fe
Problems within a Specific Compartment

Compartment: Diesel Engine
Problem: Soot
Abnormal Results:
 Soot
 Fe, Cr
Compartment: Diesel Engine

Problem: Fuel Dilution
Abnormal Results:
 Viscosity decrease
 GC fuel dilution >6%
Compartment: Diesel or Gas Engine

Problem: Coolant Entry
Abnormal Results:
 K and / or Na
 Cu (if Cu oil cooler is present)
 Si, B, Mo, & P (elements in coolant additives)
 Pb & Sn (bearing overlay)
 Fe (cylinder liner)
Compartment: Diesel or Gas Engine

Problem: Dirt Entry
Abnormal Results:
 Si & Al, wih Si values 3 to 5 times higher than Al values
 Fe (cylinder liners, crankshaft, camshaft, pushrods)
 Pb & Sn (bearing overlay)
 Cr & Mo (piston rings)
 Cu, Pb, & Sn (bronze bushings)

18
Compartment: Gas Engine

Problem: Oxidation or Nitration
Abnormal Results:
 Pb and Sn (bearing overlay)
 Fe
Compartment: Powershift Transmission

Problem: Friction Material Wear
Abnormal Results:
 Si or Cu & Pb (friction materials)
 Fe (separator plates)
 Particle Count or PQI increase
 Oxidation

Problem: Bearing or Bushing Failure
Abnormal Results:
 Cu & Pb or Cu & Sn (bushing or thrust washer)
 Cr (rolling element bearing)
 Fe (rolling element bearing, shaft, iron housing)

Problem: Dirt Entry
Abnormal Results:
 Fe (separator plates, gears)
Compartment: Hydraulic or Steering System

Problem: Dirt Entry
Abnormal Results:
 Fe, Cr, (cylinder rods, cylinders, steel pump components)
 Cu & Pb or Cu & Sn (bronze pump components)
 Particle Count increase

19

Compartment: Hydraulic or Steering System
Problem: Incorrect Fluid
Abnormal Results:
 Zn <900 PPM
 Fe (pump component wear)
Compartment: Hydraulic Brake System

Problem: Friction Material Wear
Abnormal Results:
 Si (friction materials)
 Fe (steel separator plates)
 Oxidation
Compartment: Differentials & Final Drives

Problem: Dirt Entry
Abnormal Results:
 Fe (gears, housing)
 Cr (rolling element bearings)
 Particle Count increase or PQI increase
 Visible particles on oil bottle cap
 Visible particles on magnetic drain plug
 Water
Compartment: Differentials & Final Drives

Problem: Brake Wear (only for axles with wet brakes)
Abnormal Results:
 Si (friction material)
 Fe (separator plates)
 Oxidation

20
Compartment: Radiator
Problem: Incorrect Glycol Level
Abnormal Results:
• % Glycol <30% or >65% or inappropriate for ambient temperature
Problem: Oil/Fuel Contamination
Abnormal Results:
• Visible oil/fuel layer/drops
• Odor (abnormal, fuel, solvent)
Problem: Overheating or Restricted Flow
Abnormal Results:
• Low nitrites (NO2)
• Low pH
• Odor (burnt, abnormal, ammonia)
• Mix of magnetic and non-magnetic black solids
• Possible elevated Fe
Problem: Stray Current
Abnormal Results:
• High pH
• Odor (ammonia)
• Possible elevated Al
Problem: Internal Reaction - Al
Abnormal Results:
• High pH
• Odor (abnormal, ammonia)
• ELC color change (red -> red/light)
• Elevated Al
Problem: Incomplete Fast Acting Cleaner Flush
Abnormal Results:
• Ammonia Odor

21
• High pH
• Foam
• Possible elevated Al
• Possible elevated Cu
Problem: SCA Overdosing
Abnormal Results:
• High nitrites, NO2>2600ppm
• High conductivity
Problem: Poor Quality Source Water
Abnormal Results:
• High conductivity
• Possible elevated Total Hardness (TH)
• Possible presence of Ca and/or Mg
Problem: Exhaust Gas
Abnormal Results:
• Low pH (<6.5)
• Odor (abnormal, fuel)
• Possible elevated Fe
Problem: Air Entry
Abnormal Results:
• Low pH
• Elevated Cu
Problem: Restricted Flow - “Green Goo”
Abnormal Results:
• Low pH
• Elevated Cu and Zn or Elevated Zn

22
Interpretation Guidelines for Fuel Dilution Results
in Caterpillar Off-Highway Diesel Engines
REHS3007 has been revised for C10 to C18 engines in all applications. The
revision moves the fuel dilution guideline from 4% to 6%. It also lowers the
minimum viscosity to values used by S·O·S Services. The chart below is
from REHS3007-10
It is anticipated that REHS3007 will be updated to include all Cat diesel engines.
This change is incidental to the interpretation process. S·O·S Services has been
using the lower viscosity values since November 2009, on all Cat diesel engines.
The change to 6% actually helps align the viscosity guidelines with the measured
fuel dilution results. The chart below shows the amount of fuel required to dilute
15W-40 engine oil to 11.0 cSt. 4% fuel dilution is near the bottom of the chart.
15W-40 oils are not usually blended at the bottom of the viscosity range. 6% is
closer to the midpoint, where most of the oils are blended.
The 6% guideline will basically change some of the Yellow Alert interpretations to
a Green Alert. And this is appropriate, since the engine is not in danger.
This document provides a series of interpretations that can be used when

relaying fuel dilution recommendations to a customer. Use of these
interpretations will provide the customer with a clear understanding of the
problem, and the recommended action. These interpretations will also provide a
level of commonality between Cat dealers. This is especially important to
customers that use more than one dealer for their oil analysis business.
24
Registered Measured Fuel Alert
Visc. Grade Viscosity PFc Dilution Level Interpretation for Cat Off-Highway Diesel Engines
11.0 to 12.4 <6 N NAR (No comment regarding viscosity or fuel dilution) Confirm the viscosity grade of the oil.
11.0 to 12.4 ≥6 P MC Oil viscosity and the fuel test indicate fuel dilution. Confirm the viscosity grade of the oil.
Intervention is not needed at this time. Consider sampling at half the normal interval.
none 9.0 to 11.0 ≥6 P AR The fuel test indicates a high level of fuel dilution. Intervention is needed. At your earliest
convenience, inspect engine. Possible causes of fuel dilution are: leaking injectors, injector o-
rings, failed injectors, fuel transfer pump, and engine over fueling. Resample after repairs.
<9.0 ≥6 P AR Low oil viscosity and the fuel test indicate a high level of fuel dilution. Intervention is needed.
Stop machine and inspect engine. Possible causes of fuel dilution are: leaking injectors,
injector o-rings, failed injectors, fuel transfer pump, and engine overfueling.
11.0 to 12.4 <6 N NAR Viscosity is low for a 15W-40 oil. Confirm the viscosity grade of the oil. Continue normally
scheduled sampling.
11.0 to 12.4 ≥6 P MC Low oil viscosity and the fuel test indicate a moderate level of fuel dilution. Intervention is not
0W-40 needed at this time. Consider sampling at half the normal interval.
5W-40
10W-40 9.0 to 11.0 ≥6 P AR Low oil viscosity and the fuel test indicate a high level of fuel dilution. Intervention is needed.
15W-40 At your earliest convenience, inspect engine. Possible causes of fuel dilution are: leaking
20W-40 injectors, injector o-rings, failed injectors, fuel transfer pump, and engine over fueling.
injector o-rings, failed injectors, fuel transfer pump, and engine over fueling.
8.0 to 9.2 <6 N NAR Viscosity is low for a 10W-30 oil. Confirm the viscosity grade of the oil. Continue normally
scheduled sampling.
8.0 to 9.2 ≥6 P MC Low oil viscosity and the fuel test indicate a moderate level of fuel dilution. Intervention is not
needed at this time. Consider sampling at halft the noramal interval.
0W-30
5W-30 7.0 to 8.0 ≥6 P AR Low oil viscosity and the fuel test indicate a high level of fuel dilution. Intervention is needed.
10W-30 At your earliest convenience, inspect engine. Possible causes of fuel dilution are: leaking
injectors, injector o-rings, failed injectors, fuel transfer pump, and engine overfueling.
injector o-rings, failed injectors, fuel transfer pump, and engine overfueling.
25
S·O·S Services has been working with engine product groups, engine service engineers,
and CPI teams on several projects involving oil oxidation. These projects began in 2010
and covered three different engine families. These projects greatly increased our
knowledge of engine oil oxidation in diesel engines. More importantly, these projects
brought about product changes that improved engine durability, and ultimately improved
engine life.
Based on this work with the engine product groups, a set of general guidelines were
developed for engine oil Oxidation.
UFM Oxidation Alert Level Recommendation

24 Yellow see guidelines
34 Red see guidelines
These Oxidation guidelines were developed at a time when most diesel engine oils had
a similar new-oil Oxidation value. This new-oil Oxidation value is a result from the UFM
test that is used to measure Oxidation. The new oils are not Oxidized. They simply
have an Oxidation value that does not start at zero.
The general guidelines listed above were developed when the average new-oil Oxidation
value was approximately 14. The Yellow Alert value of 24 is based on an increase of 10
UFM units from the new-oil Oxidation value. The Red Alert value of 34 is based on an
increase of 20 UFM units from the new-oil Oxidation value.
With the development of CJ-4, CK-4, and synthetic basestock lubricants, the new-oil
Oxidation value has shifted to higher values. The chart below shows the range of new-
oil Oxidation values for Cat branded engine oils. These new-oil Oxidation values may be
use if the customer is using a Cat branded lubricant. The last line on the chart shows
the Oxidation guidelines for any oil, when the new-oil Oxidation value is known. The
best practice is to test all new oils and establish the base line Oxidation level. Then use
the delta values to establish the Yellow and Red Alert levels.
Caterpillar Oil Oxidation - UFM

Typical New Oil Monitor Compartment +10 Action Required +20
DEO CI-4+ 13 23 33
DEO-ULS CJ-4 16 26 36
DEO-ULS CK-4 21 31 41
DEO SYN CK-4 43 53 63
Any Oil X X + 10 X + 20

26
S·O·S Services Oxidation Interprtetation Guidelines for Diesel Engine Oils
This interpretation guide provides a series of scenarios that involve elevated Oxidation levels. This guide does not cover all the possible combinations of these test results.
However, it does cover the most typical combinations. The first section deals with an increasing Oxidation trend, and the presence of coolant in the oil. Coolant entry and Oxidation
may both produce elevated Pb levels. The second and third sections deal only with elevated Oxidation levels and the resultant wear.
Alert
Oxidation Viscosity Pb Fe Na or K Level Suggested Interpretations for Cat Diesel Engines
less than 2 cSt No Action No Action <25 ppm NAR Oxidation has shown a gradual increase. Check for overheating, or operation at a higher load factor. (if
increase Required Required this engine is near overhaul, a gradual increase in oxidation is normal)
Increasing
Trend, less than 2 cSt Monitor No Action <25 ppm MC Oxidation and Pb have shown increases. Source of Pb wear could be main bearing or rod bearing
measured increase Compartment Required overlay. Check for overheating. Has the load factor increased? Consider shorter oil drains
value <24 more than Action No Action >25 ppm AR Oxidation and viscosity are increasing. Pb wear is at a high level. Source of Pb wear could be main
or 2 cSt increase Required Required bearing or rod bearing overlay. Oil has moderate coolant contamination. Coolant will increase wear and
measured viscosity. Check cooling system for oil contamination. Check and repair internal coolant leaks.
value <new-
oil value + more than Action Action >250 AR Oxidation and viscosity are increasing. Pb and Fe wear are at a high levels. Source of Pb wear could
10 2 cSt increase Required Required ppm be main bearing or rod bearing overlay. Fe could be from cylinder liner wear. Oil has severe coolant
contamination. Coolant will increase Pb wear, Fe wear, and viscosity. Stop the engine. Check cooling
system for oil contamination. Check and repair internal coolant leaks. Repair as needed
less than 2 cSt No Action No Action <25 ppm NAR Oxidation is moderately high. Check for overheating, or operation at a higher load factor. (if this engine
increase Required Required is near overhaul, a gradual increase in oxidation is normal)
Measured less than 2 cSt Monitor No Action <25 ppm MC Oxidation and Pb are moderately high. Source of Pb wear could be main bearing or rod bearing overlay.
value range increase Compartment Required Check for overheating. Has the load factor increased? Check blowby. Check oil filters for sludge
from 24 to deposits. Consider shorter oil drains. Resample in 125 hours to monitor.
34 or more than Action No Action <25 ppm AR Oxidation and viscosity are moderately high. Pb is at a high level, and abnormal wear is occurring on
measured 2 cSt increase Required Required main bearing and rod bearing overlay. Check blowby. Check oil filters for sludge deposits. (if equipped,
value range Check NOx Reduction System for proper flow rate). Consider shorter oil drains. Repairs as needed,
from new- and sample in 125 hours to monitor.
oil +10 to more than Action Action <25 ppm AR Oxidation and viscosity are moderately high. Abnormal Pb wear is occurring on main bearing and rod
new-oil +20 2 cSt increase Required Required bearing overlay. Abnormal Fe wear is occurring on cylinder liners and piston rings. Check blowby.
Check oil filters for sludge deposits. (if equipped, Check NOx Reduction System for proper flow rate).
Stop engine and inspect. Cylinder bores may be scuffed or polished Repair as needed, and sample in
125 hours to monitor.
less than 2 cSt No Action No Action <25 ppm NAR Oxidation is extremely high. Check for overheating. Re-sample to confirm the oxidation reading. Submit
increase Required Required a new oil sample to establish baseline oxidation.
less than 2 cSt Monitor No Action <25 ppm MC Oxidation is extremely high and Pb has increased moderately. Check for overheating. Has the load
increase Compartment Required factor increased significantly? Re-sample to confirm results. Consider a shorter oil drain to reduce
Measured Oxidation levels.
value
≥34 or more than Action No Action <25 ppm AR Oxidation is extremely high. The high viscosity result confirms oil oxidation. Abnormal Pb wear is
measured 2 cSt increase Required Required occurring on main bearing and rod bearing overlay. Check blowby. Check oil filters for sludge deposits.
value ≥ (if equipped, Check NOx Reduction System for proper flow rate). Stop engine and inspect. Repair as
new-oil + needed, and sample in 125 hours to monitor.
20 more than Action Action <25 ppm AR Oxidation is extremely high. The high viscosity result confirms oil oxidation. Abnormal Pb wear is
2 cSt increase Required Required occurring on main bearing and rod bearing overlay. Abnormal Fe wear is occurring on cylinder liners
and piston rings. Check blowby. Check oil filters for sludge deposits. (if equipped, Check NOx Reduction
System for proper flow rate). Stop engine and inspect. Cylinder bores may be scuffed or polished.
Repair as needed, and sample in 125 hours to monitor.

27
Classic Wear Combinations
Diesel Engines
Test Parameter Source
Fe, Cr cylinder liner, piston rings
Fe, Cr, Al cylinder liner, piston rings, aluminum piston skirt
Pb overlay on lower rod bearings and main bearings
Pb, Al, Fe overlay on lower rod and main bearings, crankshaft
K and/or Na, Cu ELC coolant contamination
Na, Si, Cu conventional coolant or DEAC contamination
Si >Al, Fe, Cr dirt, cylinder liner, piston rings
Si >Al, Fe, Pb, Cr dirt, cylinder liner, bearing overlay, piston rings
Cu > Pb or Cu > Sn bronze bushing or thrust washer
Cu > Pb, Sn bronze bushing or thrust washer
Soot, Fe, Cr Soot wear on cylinder liner, piston rings,
Soot, Fe, Mo, Cr Soot wear on older engine with moly plasma coated top
rings and on cylinder liners
Cu Cu oil cooler core leaching
Oxidation, Fe, Pb overheated oil, overextended oil drain, high blowby
Sulfation, Fe high sulfur fuel, overextended oil drain
Viscosity increase, overheated oil, wear on cylinder liners, bearing overlay,
Oxidation, Fe, Pb and piston rings
Viscosity increase, Soot, Fe, very high soot, wear on cylinder liners, bearing overlay,
Pb and piston rings
Viscosity decrease multigrade oil permanent viscosity shear
Viscosity decrease, fuel dilution, wear metals normal
Viscosity decrease, severe fuel dilution, resulting in engine failure
Mo, B, Ba, Cu possible additive elements

water coolant entry, condensation, pressure washing

28
Gas Engines
Oxidation, Pb overextended oil drain, overheated oil, A/F ratio
Oxidation, Pb, Fe, viscosity
overextended oil drain, overheated oil. A/F ratio
increase
Nitration operation on NOx peak, overextended oil drain
Si siloxane gas in fuel
Si >Al, Fe, Cr dirt, cylinder liner, piston rings
Si >Al, Fe, Pb, Cr dirt, cylinder liner, bearing overlay, piston rings
Mo, B, Ba, Cu possible additive elements
water coolant entry, condensation
Differentials & Final Drives

Positive Water, Si > Al, Fe, Na water entry, gear wear, dirt
Si > Al, Fe, Cr, Ni, ISO code dirt entry, gear wear, bearing wear
Ag Ag leaching from antifriction bearing cages or races
Fe, Cr, Ag, ISO code gear and bearing wear (possible pre-load problem)
Fe, ISO code Gears
Si, Fe, ISO code brake friction materials and separator plates
Cu, Pb, Fe, ISO code bronze brake materials and separator plates
Oxidation, viscosity increase overheated oil, overextended oil drain
viscosity decrease lower viscosity top-off oil
water worn or damaged seals, pressure washing

29
Powershift Transmissions
Si, Fe, ISO code wet clutch friction material and separator plates
Cu, Pb, Fe, ISO code bronze friction material and separator plates
Si >Al, Fe, Cr, ISO code dirt, wear on gears and bearings
Al torque converter
Al, Cu, Fe, ISO code torque converter
Fe, Cr, Ag, ISO code antifriction bearings
viscosity decrease lower viscosity top-off oil
water coolant entry
Hydraulic & Steering Systems

Fe, Cr, Cylinders
Si >Al, Fe, Cr, Cu, ISO code dirt, pump wear, cylinder & rod wear
Fe, Cr, Cu, ISO code pump or motor wear
Fe, Cr, Cu, Pb, Sn, ISO code pump or motor wear
Fe, Al, Cu, ISO code pump or motor wear
Fe, Cr, Ag, ISO code antifriction bearings
Si, Fe, ISO code wet brake friction material and separator plates
Zn < 900 PPM industrial hydraulic oil
water coolant entry, condensation, pressure washing

30
Modified Stray Current Test
The standard test for stray current measures the current (AC & DC) from (a) coolant to
ground of battery, (b) from top of radiator, near clamp, to battery ground, (c) the outside
of the engine block to the battery ground.
This is done under the following conditions: (1) the engine and all accessories off, (2)
the starter engaged – accessories off, (3) all accessories turned on.
If there is a stray current only when more than one accessory is turned on, turn off the
accessories sequentially until the stray current disappears. This will indicate the source
of the stray current. This test, as designed, will determine a normal stray current (positive
for a negative ground system & negative for a positive ground system) where the batter
ground is the system ground for all component systems.
There is no common ground in many of our power generation applications, which allows
the possibility (with these floating grounds) of a positive or negative stray current (with
respect to either the engine ground, radiator ground or a true earth ground).
If a positive stray current exists (normal stray current condition), the metal acts as an
anode and serious corrosion occurs at the anode (ex: high iron seen in coolant analysis
report). If a negative stray current exists (if all normal negative grounds were tied
together this condition would be impossible), the metal would act as a cathode and no
corrosion would occur. However, the reduction of the nitrite and nitrate in the coolant
could occur, which enables the production of ammonia. Ammonia can destroy the
radiator, oil cooler cores, or any other copper alloy component it contacts in short order.
It is necessary to check the voltage on the coolant with respect to the battery ground,
earth ground, and the block, and to determine if the current is positive or negative. It is
also necessary to check for any potential difference between the block, radiator, battery
ground, and the earth ground.

31
Fluids Analysis
Interpretation Guide S•O•SSM
Coolant Analysis Interpretation Guides
Coolant Analysis Overview
Caterpillar: Confidential Yellow
This publication is intended for the use of
authorized Caterpillar dealers only. Any distribution
of this form to unauthorized personnel must be avoided
to maintain Caterpillar leadership in the fluids analysis field.
Index of Chapters:
Chapter 1............Coolant Analysis Overview ......................................................................3
Chapter 2............Level 1 Coolant Analysis and Interpretation ........................................11
Chapter 3............Level 2 Coolant Analysis and Interpretation ........................................31
Chapter 4............Source Water Quality and Testing .......................................................36
12 February 2018
32
S•O•SSM Coolant Analysis Interpretation Guide

Foreword
The Importance of Coolant
Everyone understands the importance of oil, but another key fluid in Caterpillar engines, machine
design and maintenance is the engine coolant.
How critical is it?
An estimated 50% of all engine failures or poor performance incidents are associated with
cooling system problems. For this reason, Caterpillar developed the S•O•S Coolant Analysis
program. S•O•S Coolant Analysis is recommended for cooling systems, regardless of type of
coolant used. This includes Caterpillar Extended Life Coolant (ELC) systems or standard coolant
systems, including Caterpillar Diesel Engine Antifreeze/Coolant (DEAC).
Coolant requirements for diesel engines are more severe than for automotive engines.
Diesel engines are designed to operate at higher temperatures and higher energy levels than
engines in cars and small trucks. Today’s heavy diesels produce a tremendous amount of power
from a small package. Additionally, most of today’s Caterpillar products rely on the engine cooling
system to absorb heat from the engine, transmission, and hydraulic oils. These factors increase
the requirements and demands placed on the cooling system.
Used coolant disposal requirements have become more stringent and expensive. Used coolant
disposal must be done in accordance with local, state, and federal laws. Customers may be
extending coolant drain intervals, recycling coolants and reconditioning coolants to reduce
disposal costs.
For all of the above critical reasons, S•O•S Coolant Analysis is highly recommended to achieve
optimum performance and the full life designed into today’s machines and engines.

33
S·O·S Services Coolant Analysis Help Sheet
1. What type of coolant is being used?

2. Is freeze/boil protection adequate?
3. Is coolant condition acceptable?
4. Is coolant contaminated?

34 GLYCOL and TEMPERATURE HELP SHEET
o o o o o o o o o o o o
% EG FP ( F) BP ( F) FP ( C) BP ( C) % EG FP ( F) BP ( F) FP ( C) BP ( C) % EG FP ( F) BP ( F) FP ( C) BP ( C)
1 32 212 0 100 30 3 217 -16 103 66 -88 235 -67 113
2 31 212 -1 100 31 2 217 -17 103 67 -92 236 -69 113
3 30 212 -1 100 32 1 217 -17 103 68 -96 237 -71 114
4 29 212 -2 100 33 -1 218 -18 103 69 -92 238 -69 114
5 28 212 -2 100 34 -2 218 -19 103 70 -88 239 -67 115
6 27 212 -3 100 35 -4 219 -20 104 71 -84 240 -64 116
7 26 212 -3 100 36 -6 219 -21 104 72 -80 241 -62 116
8 25 213 -4 101 37 -8 219 -22 104 73 -76 243 -60 117
9 24 213 -4 101 38 -10 220 -23 104 74 -72 244 -58 118
10 23 213 -5 101 39 -12 220 -24 104 75 -68 245 -56 118
11 22 213 -6 101 40 -14 220 -26 104 76 -64 246 -53 119
12 21 213 -6 101 41 -16 221 -27 105 77 -60 248 -51 120
13 20 214 -7 101 42 -18 221 -28 105 78 -56 249 -49 121
14 19 214 -7 101 43 -20 221 -29 105 79 -52 251 -47 122
15 18 214 -8 101 44 -22 222 -30 106 80 -48 253 -44 123
16 17 214 -8 101 45 -24 222 -31 106 81 -44 255 -42 124
17 16 214 -9 101 46 -26 223 -32 106 82 -42 257 -41 125
18 15 214 -9 101 47 -28 223 -33 106 83 -39 259 -39 126
19 14 215 -10 102 48 -30 224 -34 107 84 -36 261 -38 127
20 13 215 -11 102 49 -32 224 -36 107 85 -33 263 -36 128
21 12 215 -11 102 50 -34 225 -37 107 86 -30 264 -34 129
22 11 215 -12 102 51 -37 225 -38 107 87 -28 268 -33 131
23 10 215 -12 102 52 -40 226 -40 108 88 -26 270 -32 132
24 9 215 -13 102 53 -43 226 -42 108 89 -24 272 -31 133
25 8 216 -13 102 54 -46 227 -43 108 90 -22 275 -30 135
26 7 216 -14 102 55 -49 227 -45 108 91 -20 279 -29 137
27 6 216 -14 102 56 -52 227 -47 108 92 -18 283 -28 139
28 5 216 -15 102 57 -55 228 -48 109 93 -16 287 -27 142
29 4 216 -16 102 58 -58 228 -50 109 94 -14 291 -26 144
59 -61 229 -52 109 95 -12 295 -24 146
60 -64 229 -53 109 96 -10 299 -23 148
61 -68 230 -56 110 97 -8 303 -22 151
62 -72 231 -58 111 98 -6 307 -21 153
63 -76 232 -60 111 99 -4 311 -20 155
64 -80 233 -62 112 100 -2 314 -19 157
65 -84 234 -64 112
35
Chapter 1
Contents
The Purpose of Coolant Analysis..............................................................................................4
Troubleshooting with S•O•S Coolant Analysis ........................................................................4
S•O•S Coolant Analysis Interpretation Method........................................................................5
S•O•S Coolant Analysis: A Two Level Program........................................................................7
Recommended Intervals for S•O•S Coolant Analysis..............................................................7
Coolant Analysis and Oil Analysis Go Together ......................................................................7
Obtaining a Representative Coolant Sample ..........................................................................8
Coolant Analysis Sample Information Card ............................................................................9
Reference Material ....................................................................................................................10

Literature and Training Materials......................................................................................10
Coolant Sampling Valves ..................................................................................................10
Vacuum Pump Sampling Gun ..........................................................................................10

3
36
The Purpose of Coolant Analysis In recent years, Caterpillar has changed from
the former Diesel Engine Coolant/Antifreeze
There are three primary goals of the S•O•S (DEAC) to a significantly superior product,
Coolant Analysis program: Caterpillar Extended Life Coolant (ELC).
1. Fluid Condition – Indicates if coolant use The advantages of ELC over DEAC in terms of
can be continued or if it needs to be both protection to the cooling system and in
discarded and replenished with new. cost of operation are great. However, cooling
2. Component Failure – Indicates when systems require periodic testing to assure
an engine or cooling system failure has that they are operating adequately.
occurred. Such failures include a blown
There are two primary reasons for
head gasket, a corroded ground, or a
deterioration of coolant in diesel engines:
blocked coolant line.
• Improper maintenance practices
3. Life Cycle Management – Provides
(topping up with only water, SCA
indications of shortcomings in equipment
added to ELC, over/under
operational practices and maintenance
concentration of SCA’s etc.)
procedures.
• Cooling system problems (localized
overheating, exhaust gas entry,
electrolysis, etc.)
Troubleshooting with S•O•S
Coolant Analysis Regardless of the type of coolant, periodic
analysis of samples should be a consistent
The chemistry of diesel engine coolant is part of any maintenance program.
complex. The chemical changes the coolant
experiences in service are even more complex ELC is superior to DEAC in all respects.
and variable. The objective of the S•O•S Although ELC is initially more expensive, its
Coolant Analysis program, as with S•O•S longer life coupled with the fact that it does
Oil Analysis, is to help assure that Caterpillar not require maintenance to add SCA results
machines achieve their full design life while in a cost per operating hour that is half (or
providing maximum productivity with the less) than that of DEAC.
lowest expense. To some observers, Coolant
Analysis may seem to focus more on the
chemical changes within the coolant, and
therefore coolant condition; whereas Oil
Analysis, while considering oil condition,
appears to focus more on contamination
of the oil. However, the objective is the
same for both programs: to determine if
a problem exists and to determine and
correct the cause.

4
37
S•O•S Coolant Analysis Interpretation Method

S•O•S Coolant Analysis, like S•O•S Oil Analysis, is a multiple variable analysis. A holistic
approach must be taken to interpretation. Normally, no single test parameter would be a reason
to drain the coolant. The interpretation process involves evaluating a combination of parameters
to make recommendations to the customer. These recommendations may involve maintenance
practices or cooling system problems.
The customer’s application and operation must be considered during the interpretation process.
This is necessary to provide the best interpretation. The following chart shows possible test
result combinations with the effects on the cooling system and associated recommendations.
Classic combinations of Coolant Analysis
Primary Secondary Probable Problem

Test Parameter Test Parameter Potential Effect Area/Causes
High Glycol High Lead Solder Corrosion Glycol level maint.
High Glycol Precipitate Water Pump Seal Glycol/SCA maint.

leak, Blocked tubes
Oil in Coolant High Copper Cooler cores Poor flushing

after using a cleaner
High Glycolate High Iron Thermostats, Low coolant level,

Cylinder liners reduced air flow,
Insufficient pressure
Very Low pH Possible high sulfate Cylinder liners Exhaust gas entry
Cylinder block
Cylinder manifold
High Aluminum Low inhibitors Water pump, SCA level maint.

Spacer deck
Very Low Nitrite Low Glycolate Cylinder block Positive stray current
Cylinder liners
Cylinder head
High Copper Ammonia odor Radiator/cooler cores Poor flushing

after using a cleaner

5
38
The chemical differences between ELC and DEAC result in some differences in the manner in
which they perform or react with contaminants. The two charts below outline, in a very general
form, some of these differences.
Factors Affecting Performance of DEAC

Coolant System Coolant
Condition & Maintenance Additive Depletion Contaminants
Stray Current Depletion of nitrites Hard water salts (Ca & Mg)
Poor ground Depletion of nitrates Chlorides
Air leakage in system Depletion of silicates Sulfates
Cooling system run hot Depletion of molybdates Carbon dioxide
Local hot spots in cooling system Depletion of phosphates Oxygen
Faulty or mis-set block heater Drop in pH Cooling system cleaners
Poor coolant concentration Increase in conductivity Diesel fuel
Underdosing SCAs Dilution with water Oil
Overdosing SCAs
Degradation Products, Corrosion, and Deposits
Glycolates & Acetates Iron Hard-water Scale
Formalates Aluminum Silica Fall-out
Oxalates Copper Phosphate Drop-out
Solvents (ketones) Lead SCA Drop-out
Nitrates Zinc
Carbonates Tin
Factors Affecting Performance of ELC

Coolant System Coolant Additive
Condition & Maintenance Depletion Contaminants
Stray current Depletion of nitrites Hard water salts (Ca & Mg)*
Poor ground Drop in pH Chlorides*
Air leakage in system Increase of Conductivity Sulfates*
Cooling system run hot Dilution with water* Carbon dioxide
Local hot spots in cooling system Depletion of molybdates Oxygen
Faulty or mis-set block heater Depletion of sebacate Cooling system cleaners
Poor coolant concentration control Depletion of tolyltriazole Diesel fuel
Using SCA or SCA Filters Oil
Degradation Products, Corrosion, and Deposits
Glycolates & Acetates Iron Virtually No Deposits
Formates Aluminum
Oxalates Copper
Solvents (ketones) Lead
Nitrates Zinc
Carbonates Tin
* From topping up with water rather than with ELC pre-mix.
6
39
S•O•S Coolant Analysis: Recommended Intervals for S•O•S

A Two Level Program Coolant Samples
There are two levels of tests within the S•O•S Type Level 1 Level 2
Coolant Analysis program. The Level 1 analysis of coolant
is performed by a trained Caterpillar dealer
Every
technician. The Level 2 analysis is a more
Cat DEAC 250 hours (1) Annually(1)(2)(3)
comprehensive chemical evaluation of the
cooling system performed by a qualified Cat ELC 500 hours* Annually(3)
laboratory. (1)
This is the recommended coolant sampling interval
for all heavy duty coolant/antifreeze. This is also the
S•O•S Level 1 Coolant Analysis recommended coolant sampling interval for
commercial coolants that meet EC-1 (Engine
S•O•S Level 1 Coolant Analysis is a system Coolant specification — 1).
maintenance check and includes determination of (2)
The Level 2 Coolant Analysis should be performed
the amount of erosion or corosion damage within sooner if identified by a Level 1 Coolant Analysis.
the cooling system. It consists of the following (3)
New systems, refilled systems and converted
tests systems should be sampled for Level 2 Coolant
• Elemental analysis and inogranic ions by ICP Analysis at 500 hours or one year, whichever
interval occurs first.
• Glycol concentration, freeze and boil * As indicated in the maintenance section of the OMM
protection by refractometer Source SEBU6250
• Coolant acidity by pH meter Coolant Analysis and Oil Analysis
• Coolant conductivity by conductivity Go Together
meter Whenever you interpret a coolant sample it
• Nitrite level by titration is very important to evaluate it in concert with
oil samples taken at the same maintenance
• Test for magnetic solids by strong interval. The effects of engine overheating may
magnet be evident in both oil and coolant samples.
Additionally, each Level 1 sample is evaluated by
For example, if an engine oil sample has a
the trained technician for the following sensory
significant level of oxidation, obtain a coolant
analysis:
sample for analysis as soon as possible.
• Odor
The oil oxidation problem may be related
• Color and appearance to a cooling system problem.
• Precipitate
The life cycle of transmissions and hydraulic
• Oil or fuel contamination systems are also directly affected by coolant
temperature.
• Foam
S•O•S Level 2 Coolant Analysis Engines:
Level 2 analysis is a comprehensive chemical High coolant temperatures cause high oil
temperatures, reducing the oil’s operating
evaluation of the coolant, as well as a check
viscosity (and, thereby its hydrodynamic
of the overall condition of the cooling system
lubricity) and contributing to oil oxidation,
Level 2 analysis provides more information with resultant engine wear. The result may
related to the inhibitor package, coolant be evident as reduced component life or
deterioration, and impurities found in the failure (ring sticking, piston glazing or
coolant varnishing, valve wear, etc.) which masks
the fact that a cooling system problem was
a contributing factor.
7
40
Transmissions: Do not install oil sampling valves in cooling

systems. The large particulates typically found
An overheated cooling system can also be a in coolant have been found to plug the valve
factor in reduced transmission life. For example, and cause it to seep. For this reason, the
transmission disc slippage may occur as a coolant sampling valve is equipped with
result of reduced oil viscosity at elevated a screen.
temperatures. Transmission slippage creates
more heat—can cause oil oxidation—and a In terms of location, the coolant sampling valve
vicious cycle is established. should be located at a point where the coolant
is flowing freely. A location on or near the
Hydraulics: water temperature regulator housing is an
excellent location. Another good location is
Hydraulic pumps and motors become less downstream of the oil cooler where the coolant
efficient at elevated temperatures, and may reenters the cylinder block. The location varies
suffer reduced life of valves, pump slippers, by engine model due to accessibility of the
barrels, plungers and seals due to oil oxidation sampling valve. The part numbers of the
and reduced oil viscosity. coolant valves are listed at the end of this
chapter.
Sometimes, a failure to the engine, transmission
or hydraulics may be repaired with no attention Sampling from Radiator
paid to the serious cooling system problem
which precipitated it. The end result will be
Safety Notice
shortened component life and a customer
Do not remove radiator cap while coolant
less than satisfied with the performance of
is hot. Severe scalding and burns
the machine or engine.
could result.
Always review the oil analysis records for
each machine or engine whenever you Do NOT draw a sample from the overflow tank,
interpret a coolant sample. Strive to provide or from any cooling system drain valve, as
each customer with the full measure of value samples from these sources will not be
for the money spent on S•O•S analysis. representative of the coolant in the system.
Coupling your interpretation of both oil
While taking coolant samples from a radiator
and coolant samples will assure increased
please observe safety precautions. The sample
customer value within the S•O•S program.
should be taken after the coolant has been
well circulated. However, do NOT remove the
radiator cap if the coolant is HOT. The best
Obtaining a Representative time to take samples is after the engine has
Coolant Sample been shut down for an hour or two after a
normal work day. Start the engine to circulate
Coolant Sampling Valves the coolant again. Then shut the engine off.
CAREFULLY remove the radiator cap and take
Many cooling systems have a coolant sampling the sample using a vacuum pump similar to
valve. It is also possible to install the valve that used to sample non-pressurized oil
on machines not so equipped. compartments.

8
41
The vacuum pump used to draw coolant Coolant Sampling Valve Dust Cover
samples should NOT be used to obtain oil
samples. Although the fluid does not enter The dust cover for the coolant sampling valve
the barrel of the pump, a residue of glycol is made of red rubber to distinguish it from
from the coolant remains and can contaminate the oil sampling valves.
oil samples. This will cause a “false positive”
glycol alert for the oil sample indicating a
coolant leak into the oil system. Coolant Analysis Sample
Information Card
Similarly, oil residue could possibly contaminate
coolant samples. So, it is important to clearly Below is the information card to be submitted
designate each vacuum pump as to whether with each coolant sample. It is very important
it is for oil or coolant samples. that all the information be included,
especially the hours, miles or kilometers on
Submit Samples Promptly the coolant and the engine. Supplies of the
coolant analysis card may be ordered as form
Coolant samples should be submitted for
PEEP5032 (English) and other languages
analysis promptly after the sample is taken
on publications.cat.com
from the cooling system. Some of the inhibitor
chemicals and many contaminants in used
coolants have limited solubility and may
precipitate over time. The most accurate
sample results, and therefore the most
accurate interpretation, will result from
processing of the sample within a week
of its extraction from the cooling system.

9
42
Reference Materials
The following list is provided for your Coolant Sampling Valves
convenience in referencing the various media
and parts available from Caterpillar concerning
S•O•S Coolant Analysis, Caterpillar Extended Note: Use of either 154-9024 or 154-9025
Life Coolant and Cooling Systems. is recommended. These two valves
have pipe threads which are normally
Literature and Training Materials used in cooling systems.
Media
Number Title Part Description
Number
PEHP7057 S•O•S Coolant Analysis
(customer discussion piece) 154-9024 Coolant Valve 3⁄8-18 NPTF
external thread
PEGJ0046 Understanding your S•O•S Reults
154-9025 Coolant Valve 1⁄4-18 NPTF
(detailed review of oil,coolant,
external thread
and diesel fuel analysis)
154-9023 Coolant Valve 7⁄16-20 STO

PEEP5032 Coolant Analysis Sample Label Port external thread
(English)
SEBD0518 Know Your Cooling System 3J7354 O-Ring for 154-9023
PEHJ0067 Extended Life Coolant

157-0670 Dust Cap-Engine Coolant
Specification Sheet
SEBU6250 Caterpillar Machine Fluids

Recommendations Vacuum Pump Sampling Gun
Part Description
Number
PMEP5027 ELC Decal (indicated cooling
system filled with ELC) 1U5718 Vacuum Pump Sampling Gun
1U5719 Seal Kit for 1U5718

Vacuum Pump

10
43
Chapter 2
Level 1 Coolant Analysis and Interpretation

Contents
Level 1 Tests .........................................................................................................................12
Summary of Acceptable Limits
Cooling system metal sources........................................................................................... 13
Level 1 – Test Sequence .....................................................................................................14
1. Color and Appearance ...................................................................................................14
2. Precipitate .......................................................................................................................15
3. Oil or Fuel Contamination .............................................................................................17
4. Foam.................................................................................................................................18
5. Odor .................................................................................................................................18
6. Glycol Level – Refractometer Test................................................................................21
Glycol Level – ELC ...................................................................................................22
Glycol Level – DEAC .................................................................................................23
7. Conductivity.....................................................................................................................24
Conductivity Test Result Limits (Both ELC and DEAC).........................................24
Conductivity – Test Result Recommendations – ELC ...........................................24
Conductivity – Test Result Recommendations – DEAC.........................................24
8. Nitrite Level .....................................................................................................................25
Nitrite Limits (Both ELC and DEAC) ............................................................................25
General Troubleshooting Guidelines Concerning Nitrite Level..................................25
Nitrite Test Result Recommendations – ELC ..............................................................25
Nitrite Test Result Recommendations – DEAC ............................................................26
9. pH – A Measure of Acidity or Alkalinity .......................................................................27

Coolant pH Limits ..........................................................................................................28
pH Test Result Recommendations – ELC ....................................................................28
pH Test Result Recommendations – DEAC..................................................................29
10. ICP Elemental Analysis and Inorganic ions

Lead/Tin Levels and Ratios ...........................................................................................30
Sodium Level...................................................................................................................30
Potassium Level .............................................................................................................30
Borate Level.....................................................................................................................30
Molybdate Level .............................................................................................................30
Note: For purposes of the bulletin please be aware of the following definitions:
Extended Life Coolant (ELC) – Extended Life Coolant. The guidelines for ELC refer to the Caterpillar brand product
Standard Diesel Engine Antifreeze/Coolant (DEAC) – Any standard diesel engine antifreeze/coolant, whether
Caterpillar brand or other.
11
44
Level 1 Tests Additionally, the technician must be trained and

experienced in the following sensory analysis:
Caterpillar urges that all dealers acquire the
equipment and have trained personnel to • Odor
perform Level 1 Coolant Analysis and to • Color and Appearance
advise customers concerning cooling system • Precipitate
matters. There are six testing devices
required for Caterpillar dealers to perform • Oil or Fuel Contamination
Level 1 Coolant Analysis. These are: • Foam
• Refractometer for Glycol Concentration,

Freeze and Boil Protection Summary of Acceptable Limits for
• pH meter Level 1 Tests
• Conductivity Meter The following chart summarizes the acceptable
• Apparatus for Nitrite Titration limits or observed criteria for each Level 1
• Strong Magnet test. These values are general guidelines,
• ICP (this test requires significant investment) refer to actual limits in the OMM.
Test Minimum Maximum Recommended Ideal

Glycol by Refractometer
Glycol Concentration (ELC) 30% 65% 45-55% 50%
Glycol Concentration (DEAC/ 30% 65% 40-60% 50%
NGEC)
Corrected Conductivity** 0 µS/cm 7,500** µS/cm <6,000** µS/cm <6,000** µS/cm
NitriteConcentration (ELC) 250 ppm 3,600 ppm 250 - 2,000 ppm 500 ppm
NitriteConcentration(DEAC/NGEC) 1,000 ppm 3,600 ppm 1,200 - 2,400 ppm 1,200 ppm
NitriteConcentration (SCA/water) 1,200 ppm 3,600 ppm 1,200 - 2,400 ppm
NitriteConcentration (ELI/water) 333 ppm 3,600 ppm 333 - 2,000 ppm 500 ppm
Silicate (DEAC only)*** 80 ppm 400 ppm 100 -300 ppm 200 ppm
pH (ELC and ELI/water)* 7.0 10.0 7.5-9.5 8.5
pH (DEAC and SCA/water)* 8.5 11.0 8.5-10.5 9.5
Color and Appearance Note clarity of fluid and any unusual color. Clarity may be noted as
clear, cloudy, very cloudy, or opaque.
Precipitate If precipitate is present, observe quantity, color, and general appearance

(flocculent, fine, large particles, etc.). Note whether precipitate is magnetic,
partially magnetic or not magnetic. Other than quantity, describe the
precipitate in the observations section of the customer report.
Oil or Fuel Contamination Note the quantity. Any amount of oil indicates a problem to be corrected.
Foam Note amount and persistence of foam after shaking.
Odor Note on the customer report any unusual odor to fluid (e.g. ammonia,
burnt or solvent)
* Also, for any coolant the pH must not vary more than 20% from new.
** Refer to detailed explanation under the heading “Conductivity.”

12
45
Corrosion Products Borderline Concern Problem
Aluminum (Al) 3 ppm 4 ppm 5 ppm

Copper (Cu) 3 ppm 4 ppm 5 ppm
Iron (Fe) 5 ppm 10 ppm 15 ppm
Lead (Pb) 15 ppm 25 ppm 35 ppm
Zinc (Zn) 15 ppm 25 ppm 35 ppm
Contaminants
Phosphates ++ 4,500 ppm 5,500 ppm 7,000 ppm
*** DEAC only. ELC contains no Silicates. If found in ELC the Silicate is either a contaminant
or the result of topping up with DEAC or adding SCA.

++ Caterpillar DEAC and ELC contain no Phosphates. Other brands may contain Phosphates.
The presence of Phosphates in DEAC or ELC indicates that the system has been topped
up with a competitive coolant or SCA.
S·O·S Services Cooling System Common Metal Sources
Al – Radiator, coolant passages, water pumps, filter modules, intercoolers, heater

cores, thermostat housing, some engine blocks
Fe – engine blocks, liners, water pump, cylinder head
Cu – Brass radiators or other components, bronze components (cooling pumps,
impellers, fittings), cooler cores, heating cores
Zn – Brass radiators or other components, bronze components (cooling pumps,
impellers, fittings)
Pb – solder
Sn - solder
Ca – salts (poor quality/hard water)

Mg – salts (poor quality/hard water)
Si – silicates (additive), silicones (antifoam additive)

B – borates (additive)
P – phosphates (additive)
Mo – molybdates (additive),
K – potassium nitrite/nitrate (additives), buffer
Na – sodium nitrite/nitrate (additives), buffer

13
46
Level 1 – Test Sequence A change in color is significant because it

generally indicates a chemical change within
The sensory tests are generally performed the coolant, or mixing of coolants or inhibitors
before the instrument tests. In each instance, (SCA or Extender). If you are uncertain of the
the sensory test results should be noted for original color of the coolant, you should note
inclusion on the customer report. the observed color of the sample on the
customer’s report form and inquire about
The suggested test sequence is as follows: the original color. Obtain a sample of new
1. Color and Appearance coolant, if possible, for comparison with
2. Precipitate used coolant samples.
3. Oil or Fuel Contamination If a DEAC sample appears clear or yellow it is
4. Foam becoming acidic. The chemical phenolphthalein
5. Odor in DEAC begins to turn clear when the coolant
6. Glycol Level pH drops below about 9.0, depending upon
the concentration of the coolant-to-water
7. Conductivity
mixture. The yellow color, if present, is iron
8. Nitrite Level rust. ELC contains no phenolphthalein and
9. Coolant pH does not turn clear or yellow in this manner.
10 Elemental Analysis Appearance refers to two conditions:
.
1. Color and Appearance – the degree of clarity
– whether there is a separation or
Color should be noted. It is of significance stratification within the sample
to observe if the color varies from that of the
coolant when new (if the new color can be Color determination is a subjective matter.
determined). ELC is described as “orange-red”.
Most borate-based coolants, such as
Caterpillar DEAC, are described as “magenta”.
Many phosphate based coolants are shades
of green, and phosphate-molybdate coolants
are often blue or green.

14
47
Note: New coolant is described as 2. Precipitate

having the following colors:
Precipitate is undissolved solid material in
ELC (Except European product) – Orange/Red the sample. It usually results from corrosion
of metal components of the cooling system
ELC (European product) – Orange (Fl) or precipitation of additives from the engine
coolant. Iron corrosion will usually show as
DEAC – Magenta a brown non-magnetic precipitate (rust) or
a black magnetic precipitate (scale).
The degree of clarity should be noted as:
Lead corrosion will usually show as a dense,
– clear white or gray, non-magnetic precipitate.
– slightly cloudy Aluminum corrosion will show as a white
– cloudy flocculent precipitate—similar to silica fallout.
– opaque
With ELC the mono and dibasic acid soaps
Cloudiness of the sample is caused by either can precipitate (as a hard water soap scum)
a partially dispersed, insoluble contaminant in the presence of hard water salts.
or by exceeding the solubility of a component (This precipitate is normally kept dispersed by
in the sample. Hard water salts can react with the excess potassium soaps in the coolant.)
components of the inhibitor package such as
With DEAC, silicate in the coolant will
silicates or phosphates to cause cloudiness.
precipitate as a flocculent white precipitate
Hard water minerals can also react with
when the pH drops or when hard water salts
oxidation products of the glycol to form a
enter the system. Phosphates in some
dispersed precipitate and cause the coolant
coolants and SCAs will precipitate in the
to appear cloudy. Highly dispersed oil or fuel
presence of hard water salts.
contamination can also cause the sample to
appear cloudy.
A separation line noted within a sample after

it has been allowed to settle will generally be
an indication of either oil contamination or
precipitate. Both of these conditions are
covered later under separate headings.
However, it is possible that chemical
incompatibility may cause a separation line,
so the presence of a separation line should
be noted and described.
Oil, fuel, and solvents will form separate layers

on top of the aqueous coolant solution.

15
48
The following terms may be used to and compare it with the first. If the sample
describe precipitate. is not representative of the coolant in the
system, ignore the results (and get a new
PRECIPITATE sample). If it is representative of the system
proceed to step 4.
Amount Appearance 4a. ELC
If significant gray or white flocculent
None Flocculent precipitate is present, and all other
Trace Dense parameters are within range, continue to
Light Granules use the coolant but check for the addition
of hard water to the system. (ELC should
Moderate Chunks
not be made up with water under normal
Excessive Flakes circumstances—it is prediluted.)
Other
4b. DEAC
If significant gray or white flocculent is
Color Magnetism present, and all other parameters are
within range, continue to use the coolant
Black None but obtain a sample of the source water for
Brown Somewhat a source water analysis and recommend
White Mixture
a Level 2 analysis in 250 hours or
15,000 miles (25 000 km). (To determine
Gray Magnetic
if the precipitate is from the use of hard
Tan water or lead salts from corrosive attack
Black-Brown of solder.)
Black-White 5a. ELC
Brown-White If a heavy brown or black, magnetic or
Other partially magnetic precipitate is present and
– all other parameters are not well within
Precipitate – Test Result Recommendations range; drain and flush the cooling
system and replenish with ELC.
1. If minimal white or gray nonmagnetic – if the other parameters are well within
precipitate or no precipitate is present, the acceptable ranges, check to see
and the other results are okay—continue if a previous charge of coolant had a
to the Oil Contamination evaluation. serious problem. If the precipitate was
2. If minimal brown or black precipitate is left in the system from a previous
present, evaluate the other analysis more problem, flush and clean the system
critically than normal. (Particularly the with an appropriate cleaner when it is
inhibitor levels) convenient to do so. (Keep in mind
3. If a moderate to heavy precipitate is present, these particles are probably abrasive
determine if the precipitate is representative and will increase wear.) Make sure the
of the sample or if it results from the system is thoroughly flushed (at least
sampling technique. One should be 3 times) after using a cleaner as these
suspicious of a bad sample if the sample products are typically aggressive and
contains a heavy precipitate and the other remove most passivating barriers as
tests look good. The best ways to assess well as deposits and corrosion.
the sample is to talk with the person who
took the sample or request a second sample
16
49
5b. DEAC 3. Oil or Fuel Contamination

If a heavy brown or black, magnetic or Recommendations –
partially magnetic precipitate is present Both ELC and DEAC
and:
– all other parameters are not well within Oil and fuel contaminants will float on top of
range; drain and flush the coolant the coolant sample. The presence of oil in
system and replenish with 50/50 the sample is an indication of a leak between
DEAC/distilled water. the cooling system and one of the oil systems
– if the other parameters are well within (engine, hydraulic, etc.). Fuel contamination
the acceptable ranges, check to see generally occurs on engines with unit fuel
if a previous charge of coolant had a injectors and can result from a failure of
serious problem. If the precipitate was injector sleeves or fuel pre-heater.
left in the system from a previous
problem, flush and clean the system If there is significant oil in the sample, there
with an appropriate cleaner when it is an urgent problem. Immediately check on
is convenient to do so. (Keep in mind the oil analysis results for all water cooled oil
these particles are probably abrasive systems to determine if they show any signs
and will increase wear.) Make sure the of contamination with coolant. If there are no
system is thoroughly flushed (at least signs of coolant entry into the oil, either check
3 times) after using a cleaner as these with the person who took the sample or
products are typically aggressive and recheck the cooling system to make sure the
remove most passivating barriers as oil did not come from the sampling process
well as deposits and corrosion. (oil in the sampling gun or an oily sample
bottle). Next, check the engine for corrosion of
6. If a very fine, floating, black, nonmagnetic
the oil coolers or leakage of a seal or gasket
precipitate or a relatively low density, black,
between the cooling system and an oil
nonmagnetic, chunky type precipitate is
containing system. Recommend that the
present, check to make sure fuel or oil is
current sample be submitted for Level 2
not present. Then check the condition of
analysis (with “written documentation” to
the hoses (particles are probably from
explain the situation).
rubber degradation). If the hoses have
deteriorated, further evaluation of rubber Particularly if coolant was found in the oil, the
o-ring seals (e.g. cylinder liner o-rings) cause of the problem must be found and
or oil cooler end sheets may be necessary. corrected before further damage is done.
Also, check oil samples from water cooled This problem must be corrected before the
compartments for indicators of glycol engine is put back into use. When the problem
contamination. has been corrected, drain and flush the cooling
system and replenish with ELC. Follow the
Running the coolant abnormally hot will cause
cleaning procedure for oil entry in Know Your
any polymers (rubber) in the cooling system
Cooling System.
to degrade at an accelerated rate (and it
will also increase the oxidation rate of
the engine oil).

17
50
4. Foam Foam – ELC
Foam can be caused by some foreign ELC uses a modified silicone defoamant
contaminants (surfactants) or by loss of which can plate out of the coolant under
the anti-foamant while the coolant is in use. certain conditions. If the sample foams more
Exhaust gases entering the cooling system than normal or the foam is more stable than
can cause severe foaming as well as a normal (takes longer to break), note this on
significant drop in pH with resultant pitting the report and request that the customer
and corrosion. check for the possibility of external
contaminants such as residual cleaner
If foaming is found, be certain to determine or an additive to the cooling system.
if the cooling system had been flushed
recently. Any Fast Acting Radiator Cleaner Foam – DEAC
left in the system can cause foaming.
An ammonia odor is an indicator of residual DEAC typically uses a block copolymer type
cleaner. If there is reason to suspect that defoamant (e.g. Pluronic L61) which can plate
cleaner remains in the system, request a out of the coolant under certain conditions.
Level 2 Analysis on the sample. If the sample foams more than normal or the
foam is more stable than normal (takes longer
Both ELC and DEAC contain anti-foamants. to break), note this on the report and request
Anti-foamants work by introducing a that the customer check for the possibility of
discontinuity in the surface of the bubbles external contaminants such as residual cleaner
causing them to break. or an addition to the cooling system.
Excessive foam can cause entrainment of air

and decrease the coolant’s heat transfer ability. 5. Odor
Air has much poorer heat transfer properties
than coolant. Entrained air can cause severe Odor can be one of the most effective tools
water pump cavitation damage. for indicating a problem with the coolant.
The first time the coolant is smelled, the
Entrained air or foam also accelerates process should be done cautiously by drawing
oxidation of metal components of the system the air over the sample to your nose with your
and of the glycol itself. The Coolant Analysis hand. If the sample has no strong odor, then
report form should identify foam as “normal” the cap should be replaced, and the sample
or “excessive”. shaken. Remove the cap, with nose as close
as possible, to smell the sample. A faint
abnormal odor using this very sensitive
technique can indicate a problem.

18
51
opened. Refer to Know Your Cooling System

CAUTION
for more information on proper flushing
When the coolant is smelled the process procedures. Proper flushing is especially
should be done cautiously – by drawing important if Fast Acting Cleaners were
the air over the sample to your nose with used in the system. Cleaners are aggressive
your hand rather than placing the sample and will remove protective chemical layers
against your nose. along with scale, etc. Other indications of
residual cleaner are foaming and lowered
pH. If the pH is below 8.0, the ammonia
Although the detection of various odors is odor may not be detected.
somewhat subjective and requires a certain
amount of experience, the following terms It is equally important that the source of
may be of value. the ammonia be discovered and corrected.
This may require some information from the
ODOR customer on recent repairs, maintenance
performed and operational practices.
Ammonia
Burnt Odor The cooling system should be thoroughly
Diesel Fuel circulated for a few hours with a new charge
Solvent of coolant. A sample should be taken for
Ketone Level 2 analysis to set a baseline and ensure
ammonia has been removed from the
Fungal
system. Resample for Level 2 in 250 hours
Sulfide or 15,000 miles (25 000 km) to verify the
Other root cause of the problem has been
corrected.
1. Be particularly alert for an ammonia odor.
Ammonia can enter the cooling system as Determine whether recycled coolant was
a contaminant after repairing or cleaning the used. If so, check the new recycled coolant
system. Many Fast Acting Radiator Cleaners for ammonia odor.
contain ammonium salts. Some solder flux
used in radiator repairs contains ammonium
chloride. Ammonia can be produced within
the system from cathodic reduction of nitrite
and/or nitrate, poor coolant flow through
the turbocharger or hot shutdowns of
turbocharged systems.
However ammonia enters the cooling

system, the consequence is the destruction
of copper and copper alloy (brass, etc.)
components. It is critical that systems with
ammonia present be drained, thoroughly
flushed, and recharged. To thoroughly flush
a cooling system, fill the cooling system at
least 3 times with water. This is necessary
because no more then 70% of the coolant
can be drained from the system even if all
drains in the radiator and engine block are
19
52
ELC the rate of coolant or SCA additions.

2a. If there is a burnt odor, the coolant is Adding coolant or SCA will keep pH at a
probably being overheated while the higher level.
engine is running. Natural gas and 3. If there is a solvent odor similar to acetone
landfill gas engines are particularly (fingernail polish remover), the coolant is
prone to running hot. Investigate and being overheated locally in an area of low or
correct the problem. no circulation. The most probable sources of
a. If the pH is lower than 7.0, drain and this problem are either a 1) thermostatically
flush the cooling system and replenish controlled block heater that is set too high or
with ELC. is malfunctioning on an idle engine (e.g.
b. If the pH is greater than 7.0 continue standby generator), or 2) lack of coolant
to use the coolant. But in either case, flow such as a restricted turbocharger
check for a source of overheating in coolant line.
the cooling system and recommend a Burnt coolant could also be caused by hot
Level 2 analysis at the next regular shutdowns, particularly on engines with
sample interval. water cooled turbochargers. If a burnt
c. If the pH is greater than 8.5, check to sample is from an engine with a customized
see if there was a burnt previous charge cooling system, such as an electric set or
which may have caused the odor. marine installation, be alert for the possibility
Determine the age of the coolant of hot spots such as water cooled
and rate of coolant, Extender or SCA turbochargers with poor circulation.
additions. Adding coolant, SCA or If the solvent odor is strong, other
Extender will keep pH at a higher level. parameters are usually significantly out
of control (e.g. low nitrite, low pH, black
DEAC magnetic precipitate, etc.). In any case
2b. If there is a burnt odor, the coolant is the solvent will attack polymerics (seals,
probably being overheated while the etc.) in the cooling system. The cooling
engine is running. Natural gas and system should be drained, well flushed,
landfill gas engines are particularly and recharged with new coolant.
prone to running hot. Investigate and Recommend a Level 2 analysis in
correct the problem. 250 hours or 15,000 miles (25 000 km).
a. If the pH is lower than 8.0, drain and 4. If there is a solvent odor similar to diesel
flush the cooling system and replenish fuel, or Safety Kleen’s Stoddard Solvent,
with 50/50 DEAC concentrate/water diesel fuel may have entered the cooling
mixture. system. The volatile components in diesel
b. If the pH is greater than 8.0, but less fuel quickly flash off in an operating cooling
than 8.5 continue to use the coolant. system and the resultant product smells
But in either case, check for a source more like solvent or paint thinner than
of overheating in the cooling system diesel fuel.
and recommend a Level 2 analysis at Check with the person who sampled the
the next regular sample interval. system to determine that the solvent is from
c. If the pH is greater than 8.5, check to the cooling system and not a sampling bottle
see if there was a burnt previous charge or sampling pump contaminant. If the solvent
which may have caused the odor. is in the system, drain and flush the system
Determine the age of the coolant and immediately. Recharge the system with new
coolant. Check hoses, seals and gaskets
for deterioration.
20
53
6. Glycol Level – Refractometer Test In using the refractometer, it is important that

the coolant and refractometer be at the same
Ethylene or propylene glycol is the temperature. Incorrect readings will occur if a
active ingredient of most engine coolants. refractometer at ambient temperature is used
Glycol solutions provide three major benefits; to test hot coolant. For this reason, use the
increase the boiling point of the coolant, sampling stick provided with the refractometer
suppress the freezing point and reduce and allow the coolant sample a few moments
the ability of the coolant to cause corrosion. to reach the temperature of the refractometer
before reading the result.
ELC is provided with a glycol concentration
of 50%. If greater freeze protection is needed, Only a few drops are needed for the test.
ELC concentrate is available. New Caterpillar The 5P0957 Tester provides the freeze
machines are filled with a 50/50 ELC point temperature in degrees Fahrenheit.
glycol/water mixture unless a cold weather The 5P3514 Tester displays the reading
option is requested in which a 60/40 mixture in degrees Celsius.
is used.
Refer to dealer.cat.com/en/ps/equipment-
DEAC is normally mixed 50/50 (ethylene glycol management/sos.html for the Laboratory
with acceptable water) for most climates. Instrument listing details
The following chart indicates the freeze It is recommended that all users of Caterpillar
protection provided by various glycol levels equipment be urged to periodically check the
for both ELC and Caterpillar DEAC. freeze protection of their coolant, particularly
as the winter season approaches in
Protection Temperatures for Ethylene temperate climates.
Glycol Concentrates
Note
Glycol Based Coolant Concentration
Freeze Protection to: (Glycol/Water)
The standard Leica Fahrenheit refractometer
–15° C (5° F) 30% / 70% (Leica DC 70 Coolant & Battery Tester °F
–24° C (–12° F) 40% / 60% #7584L) is marked in 5° F increments from
–37° C (–34° F) 50% / 50% +25 to –60° F. The next divisions represent
–52° C (–62° F) 60% / 40% –70° F, –80° F, –90° F, and –96° F. Between
zero and 50% the freeze point should be
Hand-held coolant and battery refractometers read from the refractometer and converted
provide a quick and relatively accurate reading to % glycol. Between 59° F and 70° F the %
of the coolant freeze point. There are separate glycol is more readily determined directly
scales for ethylene and propylene glycol and then converted to the freeze point.
coolants. The same device can also evaluate
battery acid to determine the degree of charge Above 70° F a 50% dilution should be made
within the battery. before testing. The determined % must then
be doubled and converted to the freeze point.
The Leica Celsius refractometer should be
used in a similar manner.

21
54
Glycol Level – ELC This formula has the secondary

advantage that the percent glycol in the
ELC concentrate is typically treated as coolant mixture can be managed to any
100% glycol. desired percentage. For example for a
Caterpillar Extended Life Coolant contains desired concentration of 60%:
50% ethylene glycol. Significant variation in Percent to be Drained = [100 (60 –
the glycol concentration of ELC indicates glycol % of sample) (100 – glycol %)]
coolant concentrate or water has been added.
A calculator and more information are After draining the system of the specified
available on https://dealer.cat.com/en/ps/ percentage or amount of engine coolant, the
equipment-management/sos.html. system should be recharged to full volume
with ELC concentrate. The concentration
1. If the glycol concentration is between 45%
should be verified with a refractometer after
and 55%, this result is satisfactory (unless
the system has run for an hour or more.
a different concentration is required for
greater freeze protection)—Continue to 1. The chart below provides a rough guide of
the conductivity test. how much coolant to drain and replenish with
2. If the glycol level is between 40% and 45% distilled water, if the glycol concentration is
or between 55% and 60%, the product will greater than 65%.
still function properly, but has not been
properly maintained. Determine and Glycol % 66- 71- 81-
correct the cause. 70% 80% 90% >90%
3. If the glycol level is between 60% and Drain ⁄4
1 1
⁄3 2
⁄5 1
⁄2
65%, note this and determine whether (40%)
this concentration is necessary for freeze
protection or boil protection (high altitude A more precise indication of the percent of
operation). coolant to drain may be calculated by using
4. The chart below provides a rough guide the following formula:
of how much coolant to drain and replenish Percent to be drained = [100 (glycol % of
with ELC concentrate (100%), if the glycol sample – 50)/(% glycol of sample)]
concentration is less than 40%. The quantity to be drained and replenished
may be calculated by multiplying the “percent
Glycol % <12% 13-20% 21-29% 30-40%
to be drained” times the system Capacity:
Drain 1
⁄2 2
⁄5 (40%) ⁄3
1 1
⁄4
Drain Quantity = (% to be Drained)(System
Capacity)
A more precise indication of the percent
of coolant to drain may be calculated by This formula has the secondary advantage
using the following formula: that the percent glycol in the coolant mixture
Percent to be Drained = [100 (50 – can be managed to any desired percentage.
glycol % of sample) (100 – glycol %)] For example for a desired concentration of 60%:
The quantity to be drained and replenished Percent to be Drained = [100 (glycol % of
may be calculated by multiplying the (% to sample – 60)/% glycol of sample]
be Drained) times the System Capacity: After draining the system of the specified
Drain Quantity = (% to be Drained) percentage or amount of engine coolant, the
(System Capacity) system should be recharged to full volume with
distilled or deionized water. The concentration
22
55
Glycol Level – DEAC This formula has the secondary advantage

that the percent glycol in the coolant
Most standard, fully formulated antifreeze mixture can be managed to any desired
concentrates, including Caterpillar DEAC, percentage. For example for a desired
contain between 94% and 97% glycol. concentration of 60%:
The antifreeze concentrate is typically treated Percent to be Drained = [100 (60 –
as 100% glycol. Caterpillar DEAC contains glycol % of sample) (100 – glycol %)]
inhibitors in the concentrate and it is assumed,
for the purpose of this interpretation, that any After draining the system of the specified
concentrate added contains the necessary percentage or amount of engine coolant,
inhibitors. If this is not the case an SCA the system should be recharged to full
must be added with a recharge and major volume with a fully formulated antifreeze
concentrate additions. concentrate. The concentration should be
verified with a refractometer after the
1. If the glycol concentration is between 40% system has run for an hour or more.
and 60%, this result is satisfactory (verify 4. The chart below provides a rough guide of
trend based on customers operation)— how much coolant to drain and replenish with
Continue to the conductivity test. distilled water, if the glycol concentration is
2. If the glycol concentration is between 60% greater than 65%.
and 65%, note this and determine whether Glycol % 66- 71- 81-
this concentration is necessary based on 70% 80% 90% >90%
customers application and operation.
Drain ⁄4
1 1
⁄3 2
⁄5 1
⁄2
Dilute with distilled water, if necessary.
(40%)
3. The chart below provides a rough guide of
how much coolant to drain and replenish A more precise indication of the percent of
with DEAC concentrate, if the glycol coolant to drain may be calculated by using
concentration is less than 40%. the following formula:
Percent to be drained = [100 (glycol % of
Glycol % <12% 13-20% 21-29% 30-40% sample – 50)/(% glycol of sample)]
Drain ⁄2
1 2
⁄5 (40%) ⁄3
1 1
⁄4 The quantity to be drained and replenished
may be calculated by multiplying the “percent
A more precise indication of the percent to be drained” times the system Capacity:
of coolant to drain may be calculated by
using the following formula: Drain Quantity = (% to be Drained)(System
Capacity)
Percent to be Drained = [100 (50 –
glycol % of sample) (100 – glycol %)] This formula has the secondary advantage
Or, the quantity to be drained and that the percent glycol in the coolant mixture
replenished may be calculated by can be managed to any desired percentage.
multiplying the Percent to be Drained For example for a desired concentration of 60%:
times the System Capacity: Percent to be Drained = [100 (glycol % of
Drain Volume = (Percent to be Drained) sample – 60)/% glycol of sample]
(System Capacity) After draining the system of the specified
percentage or amount of engine coolant, the
system should be recharged to full volume with
distilled or deionized water. The concentration
23
56
7. Conductivity Conductivity – Test Result

Recommendations – ELC
Conductivity is a measure of how well
the coolant conducts an electrical current. 1. If the corrected conductivity is less than
Dissolved salts will raise the conductivity by 7,500 µS/cm, this result is satisfactory.
increasing the ionic strength. Increased glycol Continue to Nitrite Test.
concentrations will decrease the conductivity 2. If the corrected conductivity is greater than
by decreasing the coolants tendency to ionize. 9,000 µS/cm, recommend that the cooling
system be drained, flushed, and replenished
For the purpose of this interpretation, with ELC. Recommend the customer
correct the conductivity of the sample evaluate potential sources of contamination.
for the glycol concentration. This leaves
3. If the corrected conductivity is greater than
the dissolved salts as the main contributor
7,400 µS/cm and a significant brown or
to the conductivity.
black precipitate is present, drain and
If glycol concentration is 0-40%, the flush the cooling system and replenish
readings may be read directly, with with ELC.
no need for correction
4. If minimal or no precipitate is present,
If glycol concentration is 40-49%, multiply the corrected conductivity is greater than
reading by 1.1. 7,500 µS/cm and less than 9,000 µS/cm,
If glycol concentration is 50-59%, multiply the pH is greater than 7.0, and all other
reading by 1.3. Level 1 parameters are within their specified
If glycol concentration is 60-69%, multiply range, drain 50% of the coolant and make
reading by 1.6. up with ELC. Recommend a Level 2 analysis
If glycol concentration is >69%, do not at the next regular sampling. (An ionic
interpret conductivity. contaminant is entering the system.)
Conductivity Test Result Limits Conductivity – Test Result

(Both ELC and DEAC) Recommendations – DEAC
1. If the corrected conductivity is less than

Min. Max. Rec.
7,500 µS/cm, this result is satisfactory.
Corrected Continue to the Nitrite Test.
Conductivity 0.0 7,500* <6,000*
10,000 µS/cm, recommend that the cooling
* Conductivity is lower with increasing glycol
system be drained, flushed, and replenished
concentration. ALWAYS report the value
with a 50/50 DEAC/distilled water mixture.
displayed on the meter, however, determine
Recommend the customer re-evaluate his
corrected conductivity as shown above.
current SCA and/or coolant concentrate
and send in samples of each for analysis.
7,500 µS/cm and a significant brown or
black precipitate is present, drain and flush
the cooling system and replenish with a
50/50 DEAC/distilled water mixture.

24
57
4. If minimal or no precipitate is present, General Troubleshooting Guidelines

the corrected conductivity is greater than Concerning Nitrite Level
7,500 µS/cm and less than 10,000 µS/cm, • If there is an electrical problem, nitrites
the pH is greater than 8.0, and all other will be converted to nitrates with no
Level 1 parameters are within their specified significant oxidation of glycol to
range, drain 50% of the coolant and make glycolates and no significant
up with a 50/50 DEAC/distilled water odor change.
mixture. Recommend a Level 2 analysis
• With normal aging, nitrites are
at the next regular sampling.
slowly converted to nitrates with a
corresponding increase of glycolates
and no significant odor change.
8. Nitrite Level • With severe aeration and overheating,
nitrites are quickly converted to nitrates
Sodium Nitrite is an additive in the coolant
with a significant increase in glycolates,
which provides protection against cavitation
a large drop in pH, and no significant
corrosion. It also provides general corrosion
odor change.
protection to iron components in the cooling
system. • With localized overheating, and under
no-flow conditions, nitrites are reduced
Nitrite Limits (Both ELC and DEAC) by the aldehydes and ketones (formed
from glycol thermo-degradation) and
Nitrite are depleted without the formation of
Concentration Min. Max. Rec. Ideal nitrates (ketone odor is present).
• With localized or severe overheating,
ELC 250 3,600 250- 550 and under reduced aeration conditions,
ppm ppm 2,000 ppm the nitrite is depleted without the
ppm formation of nitrates and a burnt
and solvent type odor is present.
DEAC 1,000 3,600 1,000- 1,200
• A nitrite level above 2,000 ppm in ELC
ppm ppm 2,400 ppm
usually indicates the addition of SCA
ppm
to ELC.
Be aware nitrite levels vary with other brands Nitrite Test Result
of coolant. If the sample is not Caterpillar ELC Recommendations – ELC
or DEAC it is important to know the specified
Nitrite level for the brand of coolant being Sodium Nitrite is present at 550 ppm in new
analyzed. In particular, a blue coolant with ELC. A normal treatment level of Caterpillar
<900 ppm nitrite may be in specification for ELC Extender (2% of cooling system capacity)
a coolant with molybdates. These coolants provides 800 ppm of nitrite.
should be checked using test strips provided
by that coolant manufacturer. 1. If the nitrite concentration is between
250 ppm and 2,500 ppm, the result is
acceptable—Continue to the Coolant
pH Test.

25
58
2. If the nitrite concentration is less than Nitrite Test Results

250 ppm, recommend an immediate Recommendations – DEAC
Level 2 analysis, and recommend a
maintenance dose of Extender. Sodium Nitrite is present at 1,200 ppm in new
Also check for the following conditions: DEAC. A normal treatment level (3% of cooling
a. If the pH is less than 7.5, check for air system capacity) of Caterpillar SCA provides
leaks into the system. 1,200 ppm of nitrite.
b. If the pH is above 7.5, check the system
for stray current or loose ground. 1. If the nitrite concentration is between
1,000 ppm and 2,400 ppm, this result is
c. If the pH is less than 5.5, check for
satisfactory. Continue to the Coolant pH Test.
exhaust gas entry into the cooling system.
2. If the nitrite concentration is less than
d. If there is a burnt odor, with or without an
1,000 ppm, make a normal SCA addition.
associated solvent odor, look for either
Recommend a Level 2 analysis within
localized overheating with low flow
500 hours. Also check for the following
(perhaps a turbocharger problem) or fairly
conditions:
severe general overheating (some landfill
gas generator applications). a. If the nitrite is depleted to near zero and
the pH is less than 8.5, check for air leaks
e. If there is a solvent odor, alone (similar
into the system and/or overheating.
to acetone or fingernail polish remover)
check for an oversized block heater b. If the nitrite is depleted to near zero and
on an idle piece of equipment or a the pH is above 8.5, check the system
malfunctioning thermostatically controlled for stray current or a loose ground.
heater on a standby generator. c. If the pH is less than 6.0, check for
3. If the nitrite level is over 2,500 ppm but less exhaust gas entry into the cooling system.
than 3,600 ppm note the relatively high d. If there is a burnt odor, with or without
nitrite level on the report. Check for possible an associated solvent odor, look for
Extender overdosing or addition of SCA. either localized overheating with low
4. If the nitrite level is greater than 3,600 ppm, flow (perhaps a turbocharger problem)
check procedure for adding Extender to or fairly severe general overheating
determine reasons for overdosing. If (some landfill gas generator applications).
corrosion is significant drain and flush.If e. If there is a solvent odor, alone (similar
corrosion is not significant, resample to acetone or fingernail polish remover)
immediatly for level 2 analysis check for an oversized block heater
5. If the glycol concentration is adjusted on an idle piece of equipment or a
malfunctioning thermostatically controlled
according to the Glycol Level portion heater on a standby generator.
of this guide, the nitrite level will be
impacted. The following equation can
be used to determine how much nitrite is
being removed from the cooling system:
New Nitrite concentration = ppm nitrite –
[(% drained/100) ppm nitrite]
For more information or help with the
calculation, go to https://dealer.cat.com/en/
ps/equipment-management/sos.html

26
59
3. If the nitrite level is over 2,400 ppm but less 9. pH – A Measure of Acidity
than 3,600 ppm note the relatively high or Alkalinity
nitrite level on the report. Check for possible
SCA overdosing. “pH” is a term used to describe the hydrogen
4. If the nitrite concentration is greater than ion activity of a solution and thus is a measure
3,600 ppm, check procedure for adding of the acidity or alkalinity of the solution. pH
SCA to determine reasons for overdosing. If is the negative log (base 10) of the hydrogen
corrosion is significant, drain and flush. If ion activity of a solution. Water with a pH of
corrosion is not significant, resample 7.0 is “neutral”. Because pH is a logarithmic
immediately for level 2 analysis scale a change of 1 pH unit is actually a ten-
fold change in acidity or alkalinity. For example,
5. If the glycol concentration is adjusted a pH of 6 is ten times more acidic than a pH
according to the Glycol Level portion of of 7. A pH of 5 is a thousand times more
this guide, the nitrite level will be impacted. acidic than a pH of 8.
The following equation can be used to
determine how much nitrite is being New coolant is alkaline. The pH of new ELC
removed from the cooling system: is approximately 8.5. DEAC concentrate has a
pH of about 11.3. Caterpillar DEAC has a pH,
New Nitrite concentration = ppm nitrite – when mixed, of about 10.0 depending upon
[(% drained/100) ppm nitrite] the pH of the water used. The acceptable pH
range for water to be used with DEAC is 5.5
For more information or help with the
to 9.0, assuming all other parameters of the
calculation, go to https://dealer.cat.com/
water are acceptable. Refer to Coolant
en/ps/equipment-management/sos.html
Analysis Chapter 4 “Source Water Quality
and Testing.”
pH is an instantaneous snapshot of a coolant’s

acidity or alkalinity. It provides no real indication
of the coolant’s ability to maintain its pH, but
it does help indicate the coolant’s present
ability to protect metals and neutralize acids.
This along with the acid production rate and
the rate of alkaline addition (SCA or Extender)
will help predict when the coolant will become
too acidic to protect the cooling system from
corrosion.
Several factors may impact pH. High levels

of heat and vibration in modern diesel engines
create a chain of events which accelerates
glycol deterioration. This leads to the formation
of organic acids which lowers the coolant’s pH.
Air entry and entrainment will also accelerate
glycol oxidation leading to a lower pH. Exhaust
gas contains acid and if it enters the cooling
system, will lower the pH of the coolant.

27
60
The Level 1 test for pH uses a potassium pH Test Result Recommendations – ELC
chloride saturated calomel electrode that
introduces chlorine ions into the sample. Min. Max. Rec. Ideal
This test should be run on a portion of the pH 7.0 10.5 7.5-9.5 8.5
sample to be discarded and not used for
the other tests. Or, if the quantity of sample 1. If the pH is between 7.0 and 10.5, this
is small, run the pH as the final test on result is satisfactory.
the sample.
2. If the pH is over 10.5 drain and thoroughly
If a Level 2 analysis is to be performed it flush the coolant system. Check with the
must be done on a portion of the sample customer for possible sources of alkaline
not contaminated by this test. A Level 2 test contaminants entering the cooling system.
run on a sample contaminated by the pH Such contaminants may include SCA, SCA
test electrode will result in erroneously high cartridges or cooling system cleaners.
chloride and conductivity readings. After thoroughly flushing and correcting
the source of contamination replenish
Coolant pH Limits with ELC.
3. If the pH is less than 5.5, check for blow-by
Acceptable Range: 7.0 to 10.5 for ELC, or entering the cooling system. This is usually
8.5 to 11.0 for DEAC, and within 20% of the a sign of a blown head gasket, or a cracked
original pH. Both of these conditions must cylinder head or engine block.
be met. The ideal operating level pH is about
8.5 for ELC and about 9.5 to 10.0 for 4. If pH is less than 7.0 drain and flush
Caterpillar DEAC. the coolant system. Replenish with ELC.
Check the age of the coolant that was in
When the pH level exceeds 11.0 the coolant the system. If the coolant has been used
will attack aluminum. If the pH drops below less than 1,000 hours or 60,000 miles
7.0 for ELC or 8.5 for DEAC, the coolant will (100 000 km) check for air leaks in the
attack ferrous metals and solder. system and/or hot spots in the cooling
system. Recommend a Level 2 analysis
at the next regular sample interval to
determine if excess glycol oxidation
is occurring.

28
61
5. If pH is less than 7.5, but greater than pH Test Result Recommendations – DEAC
7.0 examine other test results (particularly
precipitate) to determine the general quality Min. Max. Rec.
of the coolant and look at the following: pH 8.5 11.0 9.0-10.5
a. If the other tests do not indicate any
problems, continue to use the coolant. 1. If the pH is between 8.5 and 11.0,
Recommend a Level 2 analysis at the this result is satisfactory.
next regular sample interval. 2. If the pH is over 11.0 drain and flush the
b. If the nitrite level is less than 250 ppm cooling system. Check with the customer
and there is no more than a minimal for possible sources of alkaline
amount of rust colored precipitate, and contaminants entering the cooling system.
the corrected conductivity is less than Such contaminants may include excessive
6,000 µS/cm recommended a Level 2 SCA, SCA cartridges used in addition to
analysis at the next regular sample liquid SCA or cooling system cleaners.
interval. After thoroughly flushing and correcting
c. If the corrected conductivity is over the source of contamination replenish
6,000 µS/cm or significant rust colored with 50/50 DEAC/distilled water mixture.
precipitate is present; drain and flush the
cooling system. Replenish with ELC. 3. If the pH is less than 5.5, check for blow-by
d. If all other tests indicate no problems, entering the cooling system. This is usually
and no additional Extender may be added a sign of a blown head gasket, or a cracked
without exceeding either the maximum cylinder head or engine block.
nitrite concentration or maximum 4. If the pH is less than 8.5 drain and flush
allowable corrected conductivity limit; the coolant system. Replenish with 50/50
drain and flush the coolant system. DEAC/distilled water mixture. Check the
Replenish with ELC Premix. age of the coolant that was in the system
and if the coolant was less than 250 hours
or 15,000 miles (25 000 km) check for air
leaks in the system and/or hot spots in
the cooling system.

29
62
5. If pH is less than 9.0 but greater than 8.5, If there is not a correspondingly high tin
examine other tests (particularly precipitate) content, it is probable that a high lead solder
to determine the general quality of is present in the radiator under question (the
the coolant. use of high lead solder is needed for some
a. If the other tests do not indicate any applications). High lead solder is more difficult
problems, continue to use the coolant. to protect than standard solder (70:30 or 60:40,
Recommend a Level 2 analysis at the lead:tin) with standard coolant. Nitrate protects
next regular sample interval. solder by forming a protective coating when
b. If the nitrite level is less than 1,000 ppm it reacts with the tin in the solder – 5 to 10%
and there is no more than a minimal tin is necessary for this protection to be
amount of rust colored precipitate, and effective. ELC contains organic additives
the corrected conductivity is less than which protects both standard solder and
6,000 µS/cm; make a normal SCA high lead solder. High chloride levels can
addition and recommend a Level 2 increase tin levels. If high lead solder is
analysis at the next regular sample present, the coolant must be maintained
interval. near its new level for organic additives.
c. If the corrected conductivity is over

6,000 µS/cm or significant rust colored Sodium Level
precipitate is present; drain and flush Sodium is present at around 4,000 ppm in
the coolant system. Replenish with ELC. Level exceeding this indicate that
50/50 DEAC/distilled water mixture. something else has been added to the
d. If all other tests indicate no problems, cooling system (e.g. SCA, DEAC, salty
and no additional SCA can be added make-up water, etc)
without exceeding either the maximum
DEAC contains about 2,000 ppm sodium.
nitrite concentration or the maximum
However, even with DEAC, exceptionally
allowable corrected conductivity limit;
high sodium levels can point to improper
drain and flush the coolant system.
maintenance. Coolants from other
Replenish with 50/50 DEAC/distilled
manufacturers contain a sodium
water mixture.
level as low as 1,000 ppm or as
high as 12,000 ppm.
10. Elemental analysis
Potassium Level
and Inorganic Ions
Lead/Tin Levels and Ratios There is typically no significant amount
of potassium in DEAC. or ELC.
High lead levels indicate solder corrosion.
If the lead concentration exceeds 10 times Borate Level
the tin concentration (when the lead is greater Borates provide the main buffering capacity
than 30 ppm) the cooling system probably of DEAC. Borate level is an indicator of the
contains a component with high lead solder. amount of DEAC or SCA in the cooling
High lead solder contains less than 3% tin. system. No borate is found within ELC.
Note: All of the Level 1 tests are included Molybdate Level

as part of the Level 2 tests. Molybdate is an additive that aids the nitrite
in cavitation damage protection.
30
63
Chapter 3
Level 2 Coolant Analysis and Interpretation
Contents
The Coolant Analysis Level 2 Test Result Limits ..................................................................32
Cooling system metal sources.............................. ..................................................................33
Level 2 Test Result Explanations ............................................................................................34
Nitrite/Nitrate Levels and Ratios ......................................................................................34
Nitrite/Nitrate vs. Glycolate Levels and Ratios ..............................................................35
Lead/Tin Levels and Ratios ..............................................................................................35
Glycolate Level and Ratio ................................................................................................35
Sodium Level......................................................................................................................36
Sebacate Level ..................................................................................................................36
Potassium Level ................................................................................................................36
Borate Level........................................................................................................................36
Molybdate Level ................................................................................................................36

31
64
The Coolant Analysis Level 2 Test Level 2 Analysis may not pinpoint the precise
Result Limits problem, but it will indicate that a problem
exists and its severity.
The Level 1 Coolant Analysis tests are
intended to be a coolant system check.
The Coolant Analysis Level 2 report provides
If all Level 1 test results are satisfactory, the
the following results on each Level 2 sample.
coolant can generally continue to be used
The various Level 2 test results can be
without concern about damage to the engine.
divided into several categories:
The Level 2 Analysis goes beyond the Level 1
*Note: these are guidelines to follow
tests to evaluate the chemistry of the coolant
unless otherwise indicated in the OMM.
and to evaluate cooling system deterioration
and contamination.
Coolant Properties Min. Max. Recommended Ideal
Glycol Concentration (ELC) 30% 65% 45%-55% 50%

Glycol Concentration (DEAC) 30% 65% 40%-60% 50%
pH (ELC and ELI/water)* 7.0 10.0 7.5-9.5 8.5
pH (DEAC and SCA/water)* 8.5 11.0 8.5-10.5 9.5
Corrected Conductivity** 0 µS/cm 7,500 µS/cm <6,000 µS/cm <6,000 µS/cm
Coolant Inhibitors
Nitrite Concentration (ELC) 250 ppm 3,600 ppm 250 - 2,000 ppm 500 ppm
Nitrite Concentration (DEAC) 1,000 ppm 3,600 ppm 1,200 - 2,400 ppm 1,200 ppm
Nitrite Concentration (SCA/water) 1,200 ppm 3,600 ppm 1,200 - 2,400 ppm
Nitrite Concentration (ELI/water) 333 ppm 3,600 ppm 333 - 2,000 ppm 500 ppm
Silicate (DEAC only)*** 80 ppm 400 ppm 100 - 300 ppm 200 ppm
Corrosion Products Borderline Concern Problem
Aluminum (Al) 3 ppm 4 ppm 5 ppm

Copper (Cu) 3 ppm 4 ppm 5 ppm
Iron (Fe) 5 ppm 10 ppm 15 ppm
Lead (Pb) 15 ppm 25 ppm 35 ppm
Zinc (Zn) 15 ppm 25 ppm 35 ppm
Contaminants
Total Hardness + 50 ppm 65 ppm 80 ppm

Chloride (Cl) 80 ppm 100 ppm >110 ppm
Sulfate 600 ppm 800 ppm 1,000 ppm
Phosphates ++ 4,500 ppm 5,500 ppm 7,000 ppm
Oxidation Products
Glycolate 1,000 ppm 1,500 ppm 2,000 ppm

32
S·O·S Services Cooling System Common Metal Sources
65
Al – Radiator, coolant passages, water pumps, filter modules, intercoolers, heater

cores, thermostat housing, some engine blocks
Fe – engine blocks, liners, water pump, cylinder head
Cu – Brass radiators or other components, bronze components (cooling pumps,
impellers, fittings), cooler cores, heating cores
Zn – Brass radiators or other components, bronze components (cooling pumps,
impellers, fittings)
Pb – solder
Sn - solder
Ca – salts (poor quality/hard water)

Mg – salts (poor quality/hard water)
Si – silicates (additive), silicones (antifoam additive)

B – borates (additive)
P – phosphates (additive)
Mo – molybdates (additive),
K – potassium nitrite/nitrate (additives), buffer
Na – sodium nitrite/nitrate (additives), buffer

66
Additionally, the five sensory tests (Color & Appearance, Precipitate, Oil Contamination, Odor
and Foam) are reported. Refer to Chapter 2, Level 1 Coolant Analysis and Interpretation.
* Also, for any coolant the pH must not vary more than 20% from new.
** Conductivity should be corrected for glycol % by multiplying by appropriate factor: 0% to

40 % = (no correction needed); 41% to 50% = Multiply by 1.1; 51% to 60% = Multiply by
1.3; 61% to 70% = Multiply by 1.6; 71% and above = (not valid)
*** DEAC only. ELC contains no Silicates. If found in ELC the Silicate is either a contaminant
or the result of topping up with DEAC or adding SCA.
+ Total Hardness is the combined total of Magnesium hardness and Calcium hardness
(Reported as ppm)
++ Caterpillar DEAC and ELC contain no Phosphates. Other brands may contain Phosphates.
The presence of Phosphates in DEAC or ELC indicates that the system has been topped
up with a competitive coolant or SCA.
Level 2 Test Laboratory Level 2 Test Result Explanations

There are 2 qualified S•O•S Level 2 Coolant
Nitrite/Nitrate Levels and Ratios
Analysis laboratories with the ability to
perform the Level 2 test. DEAC contains both Nitrite and Nitrate.
They are: ELC contains only Nitrite.
Caterpillar S•O•S Services Lab
Under normal engine conditions nitrite is
501 S.W. Jefferson Ave. gradually oxidized into nitrate. Therefore, with
Peoria, IL 61630-2196 DEAC, the ratio of nitrite to nitrate decreases
(309) 494-5884 over the life of the coolant.
New ELC contains no nitrate, thus, if significant

nitrate is present without a corresponding
decrease in nitrite it is probable that either
Caterpillar Centro de Formacion S.L DEAC or SCA has been added.
S·O·S Lab Camino de Caterpillar n-2
29591 Santa Rosalia-Maqueda Malaga, In very old or abused coolant (at a low pH)
Spain the nitrite and/or nitrate can form nitrogen
+34 952 41 88 23 compounds with the organics present or
can even evolve as NOx if the pH gets
extremely low.
Each Level 2 analysis contains an explanation
of the test results along with the recommended
action. The following discusses certain
aspects of the Level 2 test results.

33
67
Nitrite/Nitrate vs. Glycolate Levels Glycolate Level and Ratio

and Ratios
Under normal engine conditions ethylene
A rapid depletion of the nitrite (into nitrate) glycol gradually oxidizes to acetic acid, then
with a corresponding increase in glycol to glycolic acid, then to oxalic acid or formic
oxidation products usually indicates either acid, and finally to carbonic acid (carbon
localized or general overheating of the dioxide and water). The acetic and glycolic
cooling system. acids are not separated by either ion
chromatography or capillary ion analysis
A rapid depletion of the nitrite (to nitrate) and, therefore, the glycolate level truly
without a corresponding increase in glycol represents both in the analysis. All of these
oxidation products (glycolate & formate) products are acidic and result in a reduction
generally indicates nitrite oxidation by a in the pH level of the coolant.
positive stray current. Once the nitrite is
depleted this same stray current (anodic) Where hard water salts or soluble corrosion
will attack the metals in the system. metals are present, the oxalic acid quickly
precipitates out of solution (and is not seen by
Refer to Chapter 2, Level 1 Coolant Analysis our analysis). Under severe conditions (general
and Interpretation for more information or localized overheating of the coolant) this
of Nitrites. process proceeds much quicker. Excess air
entrainment will also accelerate this oxidation
Lead/Tin Levels and Ratios process. Comparing these numbers with the
High lead levels indicate solder corrosion. hours on the fluid can give an indication of
If the lead concentration exceeds 10 times how closely proper operational procedures
the tin concentration (when the lead is greater are being followed.
than 30 ppm) the cooling system probably
contains a component with high lead solder.
High lead solder contains less than 3% tin.
If there is not a correspondingly high tin

content, it is probable that a high lead solder
is present in the radiator under question (the
use of high lead solder is needed for some
applications). High lead solder is more difficult
to protect than standard solder (70:30 or 60:40,
lead:tin) with standard coolant. Nitrate protects
solder by forming a protective coating when
it reacts with the tin in the solder – 5 to 10%
tin is necessary for this protection to be
effective. ELC contains organic additives
which protects both standard solder and
high lead solder. High chloride levels can
increase tin levels. If high lead solder is
present, the coolant must be maintained
near its new level for organic additives.

34
68
Sodium Level Potassium Level
Sodium is present at around 4,000 ppm in There is typically no significant amount of

ELC. Level exceeding this indicate that potassium in DEAC or ELC.
something else has been added to the
cooling system (e.g. SCA, DEAC, salty
make-up water, etc) Borate Level
Borates provide the main buffering capacity

of DEAC. Borate level is an indicator of the
DEAC contains about 2,000 ppm sodium. amount of DEAC or SCA in the cooling
However, even with DEAC, exceptionally system. No borate is found within ELC.
high sodium levels can point to improper
maintenance. Coolants from other Molybdate Level
manufacturers contain a sodium level as
low as 1,000 ppm or as Molybdate is an additive that aids the nitrite
high as 12,000 ppm. in cavitation damage protection.
Sebacate Level
Sebacate is one of the two carboxylic acids

present in ELC. It is the one present in the
lower concentration (~0.13%) and it is also
the carboxylate most affected by hard water
salts and most heavy metals. It is an indicator
of the degree of dilution of ELC with standard
coolant and/or water. If the glycol concentration
is correct or high and the sebacate level is
low then it is probable that standard coolant
was used to make up the cooling system. If
the glycol level is low and the sebacate level
is correspondingly low it is likely that water
was used to make up the cooling system.

35
69
Chapter 4
Source Water Quality and Testing
Contents
Water Quality for Use as Source Water ..................................................................................37
Source Water Selection ............................................................................................................37
Source Water Testing ................................................................................................................39
Minimum Acceptable Source Water Criteria ..........................................................................39
Taking a Good Source Water Sample......................................................................................39

36
70
Water Quality for Use There are only three reasons a cooling
as Source Water system may be “using coolant”:
– a leak
Many cooling system problems are – boil over
caused by poor quality water. Diesel Engine
– excessive topping off
Antifreeze/Coolant (DEAC) is sold as a
concentrate and requires an approximate Obviously, any leak should be located and
50% water dilution before using. Poor quality repaired as soon as possible. If the coolant
water may enter the cooling system, in that is escaping as steam from boiling, the cooling
manner, or as make-up water added during system has a problem. The problem may be
maintenance. as simple as an externally plugged radiator,
or as complex as internal scale clogging the
The use of poor quality water is one of the
radiator core, cooler cores, or water passages
major reasons Caterpillar developed its special
within the engine block or cylinder head.
Extended Life Coolant (ELC). ELC is premixed
with distilled water avoiding the problem of
poor water quality entering during filling of
the cooling system. It is possible, however, Source Water Selection
that a cooling system filled with ELC may
be topped off with poor quality water during All water, except distilled or deionized
service, thereby introducing problems. water, contains some salts and impurities.
At operating temperatures of modern diesel
Machine and engine users should be aware engines, these contaminants can form scale
that any cooling system which requires deposits or cause corrosion which reduce the
make-up coolant on a regular basis has a cooling system life and lead to expensive
problem which should be addressed. If the downtime and failures.
reason for the make-up water addition is not
corrected, sooner or later, the cooling system Caterpillar recommends using distilled water
will cause or contribute to a larger problem or deionized water to maximize the effect of
or failure. the various inhibitors and reduce the potential
of chemical incompatibility within the cooling
Sometimes, inexperienced maintenance crews system. If distilled or deionized water is
add water unnecessarily. They remove the not available, use water that meets the
radiator cap of each engine while the engines specifications provided in the source
are cool and find the coolant level to be visible water testing section.
but not up to the top of the radiator top tank.
They add water, perhaps daily, believing it
is necessary. The coolant expands upon
heating and pushes the excess water out.
Therefore, each day the maintenance crew
dilutes the coolant chemicals and introduces
contaminants into the system. S•O•S Coolant
Analysis can help identify improper
maintenance practices such as this.

37
71
– Never use salt water The characteristics of the source water

– NEVER USE WATER ALONE determine the level of scale and deposit
AS COOLANT formation on metal surfaces within the cooling
system. In particular, the pH level, total
Water used in cooling systems with DEAC hardness, levels of calcium and magnesium
must conform to established criteria for: and system operating temperature are
– chloride level contributing factors. The most common
deposits include calcium carbonate, calcium
– sulfates content
sulfate, iron, silicate and lead. Scale and
– total hardness deposits are harmful because they act as
– total solids insulators and barriers to effective heat transfer.
– pH levels
Machine or engine owners in warm climates
It is suggested that Caterpillar dealer personnel occasionally use water with Supplemental
involved with the S•O•S Fluids Analysis Cooling Additive (SCA), rather than ELC or
Program become aware of the quality and DEAC. This is generally done because they
various attributes of water in different regions believe they are saving money not buying
within their service territory to better advise more expensive coolant. This is false economy.
customers concerning coolant maintenance.
Such owners should be made aware that a
Water quality varies from area to area. quality coolant contains glycol which, not only
For example, high chloride contents are reduces the freezing point of the coolant
often found in coastal regions where saline (which they know is unnecessary), but also
treatment plants are used. However, some increases the boiling point. This is especially
inland ground water is also high in chlorides. important in warm climates, because the
High sulfate contents are often found in coolant may reach the boiling point and be
the vicinity of coal mining operations. lost as steam resulting in the “frequent top
Water containing high levels of chlorides, off routine.” Emphasize that proper coolant
sulfates, or total dissolved solids must is not only an “antifreeze” product, it is also
be treated before use in coolant systems. an “anti-boil.”
Many water companies have industrial
divisions which offer such treatment. Furthermore, they should be aware that the
chemicals found in SCA, while similar to those
Water should never be used alone as a of DEAC, are not as effective as those in ELC
diesel engine coolant. Water is extremely which has a superior chemical package to last
corrosive, particularly at engine operating longer and better protect their machines and
temperatures and pressures. This is especially engines. It is not recommended to drain
true of distilled or deionized water which is ELC, which is in the cooling systems of
sometimes called “hungry water” because of all new Caterpillar machines built today,
its propensity to attack almost any metal and replace it with DEAC, water/SCA or
with which it has prolonged contact without another alternative coolant.
inhibitors. However, because distilled or
deionized water has a low ionic content, it is
the easiest to inhibit and recommended for
use with DEAC.

38
72
Source Water Testing Minimum Acceptable

Source Water Criteria
The local water company in many locations
is required to provide information to customers The tests and limits for water to be used
concerning the characteristics of the water with coolant are listed below.
they provide. This information may provide
a general idea of any potential problems.
However, it may still be prudent to have the Taking a Good Source
water tested periodically by a qualified
laboratory because the properties of the
Water Sample*
water within a system may vary from time- 1. Make sure the bottle being used for
to-time or by location with that system. sampling is clean and free of contaminates.
Within North America one qualified S•O•S 2. Run the cold water for about one minute
Level 2 Coolant Analysis laboratory has the before filling the sample bottle.
ability to test and make recommendations 3. Fill the sample bottle gently and to the top.
concerning the quality of water for possible This is so air is not introduced into the
use as coolant. This is: sample from filling or in shipping the
sample.
Caterpillar S•O•S Services Lab 4. Fill the sample label out completely.
501 S.W. Jefferson Ave. Be sure you note from what location
the sample was taken.
Peoria, IL 61630-2196
(309) 494-5884 * From Preventive Coolant Maintenance by
Elizabeth Nelson. Used with permission.
Additionally, many local independent
laboratories can perform water testing
service, but would be unqualified to comment
knowledgeably on its possible use with diesel
engine coolant. If using an independent lab,
be certain the ASTM Test Methods specified
below are employed. Other test methods
may result in less accurate data.
Minimum Acceptable Water Criteria for Use in Engine Cooling Systems

Properties Limits ASTM1 Test Methods
Chloride (Cl), gr/gal (ppm) 2.4 (40) max. D512b, D512d, D4327
Sulfate (SO4), gr/gal (ppm) 5.9 (100) max. D516b, D516d, D4327
Total Hardness, gr/gal (ppm) 10 (170) max. D1126b
Total Solids, gr/gal (ppm) 20 (340) max. Fed method 2540B2
pH 5.5-9.0 D1293
American Society for Testing Materials
1
Federal Method 2540B, “Total Dissolved Solids Dried at 103-105° C.”

2

39

Interp1HelpSheetsandCoolant English 18 Feb 2020

Uploaded by

Document Information

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

Interp1HelpSheetsandCoolant English 18 Feb 2020

Uploaded by

Copyright:

Available Formats

1

Caterpillar Confidential: Yellow

S·O·S Services Alert Level Help Sheet

Measures of: Urgent

Caterpillar Confidential: Yellow

Caterpillar Confidential: Yellow

Maintenance Management Guides

Caterpillar Confidential: Yellow

Caterpillar Confidential: Yellow

Caterpillar S·O·S Services Interpretation I

Caterpillar Confidential: Yellow

Caterpillar Confidential: Yellow

It is recommended that a level of consistency exists between Cat dealers.

Interpretation training is one of the requirements for Standardization. Completing

Caterpillar Confidential: Yellow

S·O·S Services Position on Machine Profiles

Caterpillar Confidential: Yellow

Item Primary Source Secondary Source Tertiary Source

SIS = Service Information System

S·O·S Services Oil Analysis Help Sheet

The Overall Question

1. Has the wear rate increased?

Four Questions about Wear

Caterpillar Confidential: Yellow

S·O·S Services - Oil Analysis Guidelines 17 Jan 2017

Diesel Engine Oils Gas Engine Oils

S·O·S Services Soot Help Sheet

TGA Soot in %Weight vs Cat UFM number

Caterpillar Confidential: Yellow

S·O·S Services Oil Viscosity Help Sheet

Caterpillar Confidential: Yellow

S·O·S Services Oil Identification Help Sheet

Possible Range of Concentrations

Caterpillar Confidential: Yellow

S·O·S Services Test Result Relationships

Problem: Dirt Entry

Problem: Coolant Entry

Problem: Water Entry

Caterpillar Confidential: Yellow

S·O·S Services Test Result Relationships

Problems within a Specific Compartment

Compartment: Diesel Engine

Compartment: Diesel or Gas Engine

Compartment: Diesel or Gas Engine

Caterpillar Confidential: Yellow

S·O·S Services Test Result Relationships

Compartment: Gas Engine

Compartment: Powershift Transmission

Compartment: Powershift Transmission

Compartment: Powershift Transmission

Compartment: Hydraulic or Steering System

Caterpillar Confidential: Yellow

S·O·S Services Test Result Relationships

Compartment: Hydraulic Brake System

Compartment: Differentials & Final Drives

Compartment: Differentials & Final Drives

Caterpillar Confidential: Yellow

Caterpillar Confidential: Yellow

Caterpillar Confidential: Yellow

Caterpillar Confidential: Yellow

Caterpillar Confidential: Yellow

This document provides a series of interpretations that can be used when

UFM Oxidation Alert Level Recommendation

Caterpillar Oil Oxidation - UFM