Weichai Engine Maintenance Manual

FLUIDS RECOMMENDATIONS
Diesel – Lubricate Oil – Coolant
FRWPV2001
Publication for Engine Produced by Weichai www.weichai.com

Foreword
FOREWORD
 Disclaimer
The purpose of this manual is to provide the users with sound, general information. It is for guidance and
assistance with recommendations for correct and safe procedures. WEICHAI can’t accept any liability
whatsoever for problems arising as a result of not following recommendations in this manual.
The information contained within the manual is based on information available at the time of going to
print. In Iine with WEICHAI policy of continuous development and improvement, information may
change at any time without notice. The users should therefore make sure that before commencing any
work, they have the latest information available.
Note!
This manual is a supplement to the Operation and Maintenance Manual, and doesn’t replace the specific
Operation and Maintenance Manual. The information provided in this manual is the latest information
available for fluids required by WEICHAI.
 Warranty
Failures that result from not using the proper fluids recommended by WEICHAI are not WEICHAI
factory defects and therefore are not covered by WEICHAI’s warranty.
In order to avoid potential damage to your WEICHAI machine and/or WEICHAI engine, purchase the
fluids and filters only through your WEICHAI dealer or WEICHAI authorized outlets if possible. For a
list of authorized WEICHAI parts outlets in your area, consult your WEICHAI dealer.
 Safety
Most accidents that involve product operation are caused by failure to observe basic safety rules or
precautions. An accident can often be avoided by recognizing potentially hazardous situations before an
accident occurs. A person must be alert to potential hazards. This person should also have the necessary
training, skills and tools to perform these functions properly.
You must not use the engine in any manner different from that considered by the manuals without first
satisfying yourself that you have considered all safety rules and precautions applicable to the operation of
the engine in the location of use, including site-specific rules and precautions applicable to the worksite.
If a tool, procedure, work method or operating technique that is not specifically recommended by
WEICHAI is used, you must satisfy yourself that it is safe for you or your partner. You should also ensure
that the product will not be damaged or become unsafe by the operation procedures that you intend to use.
Note!
Refer to the Operation and Maintenance Manual of your engine. Read and understand the basic safety
precautions listed in the safety section before performing any operation on your engine. If those warnings
are not heeded, bodily injury or death could occur to you or your partner.
Content
FOREWORD................................................................................................................................................................... 1
1 – Diesel......................................................................................................................................................................... 1
1.1 General Guidelines .......................................................................................................................................... 1
1.2 Diesel Fuel Information ................................................................................................................................. 2
1.3 Diesel Characteristics ...................................................................................................................................... 4
1.4 Fuel Recommendations ................................................................................................................................ 11
1.5 Distillate Diesel Fuel ..................................................................................................................................... 11
1.6 Biodiesel Fuel ................................................................................................................................................. 27
2 - Lubricate Oil ............................................................................................................................................................. 36
2.1 Basic Information of Lube Oil .................................................................................................................... 36
2.2 Environmental Protection ............................................................................................................................ 37
2.3 Storage of Lube Oil ....................................................................................................................................... 37
2.4 Function of Lube Oil .................................................................................................................................... 38
2.5 Engine Oil Category ...................................................................................................................................... 39
2.6 Recommendation of Lube Oil..................................................................................................................... 46
2.7 Oil Drain Interval .......................................................................................................................................... 50
2.8 Oil Sampling ................................................................................................................................................... 51
2.9 Oil Analysis ..................................................................................................................................................... 53
3 - Coolant ....................................................................................................................................................................... 59
3.1 General Coolant Information ...................................................................................................................... 59
3.2 Coolant Function Introduction ................................................................................................................... 60
3.3 Coolant Compositions .................................................................................................................................. 61
3.4 Coolant Classifications .................................................................................................................................. 70
3.5 Coolant Standard ........................................................................................................................................... 71
3.6 Coolant Selection Standard .......................................................................................................................... 71
3.7 Coolant Maintenance .................................................................................................................................... 77
4 – APPENDIX .......................................................................................................................................................... 79
Diesel
1 – Diesel
1.1 General Guidelines

 Discuss the application specific fuel concerns, needs, and requirements with a reputed fuel supplier.
Purchase the fuel from a reputed supplier.
 Use fuel that meets or exceeds WEICHAI requirements for distillate diesel fuel. Refer“WEICHAI
Specification for Distillate Diesel Fuel ” table in this Special Publication, “Distillate Diesel Fuel”
article.
 Confirm with the filter manufacturer that the fuel filter/filters are compatible with the fuel type that
will be filtered.
 Use a properly designed and maintained bulk storage fuel tank.
 The use of water separators or water coalesces is also recommended at points of fuel filtration.
 Test for microbial contamination on a regular basis and take proper corrective action if
contamination is present. Properly dispose of cleanup waste according to all applicable regulations
and mandates.
 Every 3 months, or sooner if problems are suspected, have a complete analysis of the bulk storage
fuel as per the “WEICHAI Specification for Distillate Diesel Fuel” table in the, “Distillate Diesel
Fuel” article. Take corrective action if necessary. Corrective actions may include, but are not limited
to, treating the fuel, cleaning of the fuel storage tank/system, and replacing the problematic fuel with
fresh fuel.
 Keep the fuel storage tank clean of water, debris and sediment. Drain water and sediment from the
fuel storage tank weekly. Drain water and sediment before the tank is refilled. As required, clean the
inside of the engine fuel tank and the inside of the bulk storage fuel tank.
 Install fuel/water separators at the bulk storage fuel tank dispensing point and install fuel/water
separators on the engine. Drain the water from the fuel/water separators daily.
 Change fuel filters at the scheduled interval. Never fill the new secondary fuel filter with fuel before
installation. Use the fuel priming pump to remove air from the system.
Note!
 These general recommendations and guidelines concerning maintenance and care of fuel and fuel
storage systems are not intended to be all inclusive. Discuss proper fuel safety and health, handling,
and maintenance practices with your fuel supplier. Use of these general recommendations and
guidelines does not reduce the engine owners and/or fuel supplier's responsibility to follow all
industry standard practices for fuel storage and for fuel handling.
 WEICHAI filters are designed and built to provide optimal performance and protection of the fuel
system components.
 Do not add new engine oil, waste engine oil or any oil product to the fuel unless the engine is
designed and certified to burn diesel engine oil.
 Adding oil products to the fuel may raise the sulfur level of the fuel and it may cause fouling of the
fuel system and loss of performance
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Diesel
1.2 Diesel Fuel Information
1.2.1 No.1 and No.2 Diesel Fuel

The two basic types of distillate diesel fuel are No.1 diesel fuel and No.2 diesel fuel.
No.1 diesel fuel is a winter grade diesel fuel and No.2 diesel fuel is the most commonly available summer
grade diesel fuel. During the winter, fuel suppliers will typically blend No.1 and No.2 diesel fuels in various
proportion to meet the historical low ambient temperature cold flow needs for a given area or region.
No.2 diesel fuel is a heavier diesel fuel than No.1 diesel fuel. In cold weather, heavier fuels can cause
problems with fuel filters, fuel lines, fuel tanks, and fuel storage. Heavier diesel fuels such as No.2 diesel
fuel can be used in diesel engines that operate in cold temperatures with an appropriate amount of a well
proven pour point depressant additive. For more information on fuels which include blends of No.1 and
No.2 diesel fuel, consult your fuel supplier.
When you use No.2 diesel fuel or other heavier fuels, some of the fuel characteristics may interfere with
successful cold-weather operation.
Additional information about the characteristics of diesel fuel is available. This information contains a
discussion on the modification to the characteristics of diesel fuel. There are several possible methods that
can be used to compensate for the fuel qualities that may interfere with cold-weather operation.
 Compensation methods
These methods include the use of starting aids, engine coolant heaters, fuel heaters, and deicers. In
addition, the manufacturer of the fuel can add cold flow improvers and/or blend No. 1 and No. 2 diesel in
various percentages.
 Starting aids
The use of a starting aid is a conventional method of assistance for cold starts in low temperature
conditions. A variety of starting aids are available for WEICHAI engines. Follow the recommendations
that are provided by the manufacturer of the starting aid.
 Engine coolant heaters
Engine Coolant Heaters heat the engine coolant. The heated coolant flows through the cylinder block. The
flow of heated coolant keeps the engine warm. A warm engine is easier to start in cold weather. Most
coolant heaters use electrical power. A source of electricity is necessary for this type of heaters. Other
heaters that burn fuel are available as a source of heat. These heaters may be used in place of the electrical
heaters.
With either type of heater, starting aids and/or fuels with higher cetane numbers are less important because
the engine is warm.
Problems with fuel cloud point can cause the plugging of fuel filters. Problems with fuel cloud point
cannot be corrected by engine coolant heaters. This is especially true for fuel filters that are cooled by air
flow during operation.
 Fuel heaters
The fuel heater heats the fuel above the cloud point before the fuel enters the fuel filter. This prevents wax
from blocking the filter.
Fuel can flow through pumps and lines at temperatures below the cloud point. The cloud point is often
above the pour point of a fuel. While the fuel can flow through these lines, the wax in the fuel can still plug
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Diesel
the fuel filter.

In extreme temperatures, heating of the fuel may be required to prevent the filters from plugging. There
are several types of fuel heaters that are available. The heaters typically use either engine coolant or exhaust
gas as a heat source. These systems may prevent filter waxing problems without the use of deicers or cold
flow improvers.
Use of a fuel heater can help eliminate some cold-weather problems. A fuel heater should be installed so
that the fuel is heated before flowing into the fuel filter. But these systems may be ineffective when the fuel
contains a large amount of dirt or of water.
 Deicers
Deicers lower the freezing point of the moisture in the fuel. De-icers are not generally needed when fuel
heaters are used. If you face trouble, consult your fuel supplier for recommendations of a compatible
commercial deicer.
Note!
 When you use fuel heaters, do not allow the fuel temperature to reach above 52°C (125°F). Never
exceed 75°C (165°F) with straight distillate fuel. The high fuel temperatures affect the fuel
viscosity. When the fuel viscosity falls below 1.8 cSt, pump may damage.
 Overheating the fuel or the fuel filter can result in personal injury and/or damage to the engine. Use
extreme care and caution for heating of the fuel and/or the fuel filter.
 Disconnect the fuel heater or deactivate the fuel heater in warm weather. There will be an
unacceptable loss of fuel viscosity and engine power if the fuel supply temperature is too hot.
1.2.2 Sulfur Contained in Diesel Fuel

Sulfur is a natural component of diesel fuels. According to the sulfur level contained in diesel fuels, it can
be classified into 3 types: Low Sulfur Diesel (LSD), Ultra-Low Sulfur Diesel (ULSD) and Sulfur-free
Diesel.
 Low sulfur diesel
Low Sulfur Diesel have a maximum of 0.035 % (350ppm (mg/kg)) sulfur by weight. Both Ultra-Low
Sulfur Diesel and Low Sulfur Diesel must meet the fuel requirements outlined in the most current revision
level of “EN 590”.
 Ultra-low sulfur diesel
Ultra-Low Sulfur Diesel have a maximum of 0.005 % (50ppm (mg/kg)) sulfur by weight.
The removal of sulfur and other compounds in Ultra Low Sulfur Diesel fuel decreases the conductivity of
Ultra-Low Sulfur Diesel and increases its ability to store static charge. Refineries may have treated the fuel
with a static dissipating additive. However, there are many factors that can reduce the effectiveness of the
additive over time. Static charges can build up in Ultra-Low Sulfur Diesel fuel while it is flowing through
fuel delivery systems. Static electricity discharge when combustible vapors are present could result in a fire
or explosion. Therefore, it is important to ensure that the entire system used to refuel your machine (fuel
tank, fuel supply pump, fuel pipe, nozzle, and others) is properly grounded and bonded. Consult with your
fuel or fuel system supplier to ensure the delivery system is in compliance with fueling standards for proper
grounding and bonding practices.
Note!
Ultra-low sulfur diesel poses a greater static ignition hazard than earlier diesel formulations, with a
higher sulfur content, which may result in a fire or explosion. Consult with your fuel or fuel system
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Diesel
supplier for details on proper grounding and bonding practices.

 Sulfur-free diesel fuel
Ultra-low sulfur diesel fuel have a maximum of 0.0010 % (10ppm (mg/kg)) sulfur and is typically referred
to as “sulfur-free”. This sulfur level is defined in “European Standard EN 590:2004”.
1.2.3 Fuel Additives

There are a number of fuel additives available which reduces the pour point and cold filter plugging point
(CFPP) of diesel fuel. These are commonly referred as pour point depressant additives, cold flow improver
additives, wax crystal modifiers, or fluidity improver additives (and can be collectively termed “Winter
Additives”).
Certain additives can reduce the Pour Point by as much as 21°C [ 70°F ] and the CFPP by as much as
-1°C [ 30°F ]. A survey of winter blend fuels revealed that a large percentage of the commercially
marketed diesel fuels had been treated with a winter additive. Before purchasing such an additive to treat
fuel, ask the fuel supplier whether the fuel already contains a winter additive. Depending on the amount
and type of additive already in the fuel, additional additives will or will not be necessary.
These additives alter the size and shape of wax crystals, allowing pumping of fuel at lower temperatures.
Although certain additives can be very effective, they are not a cure all. Their performance varies
depending on the paraffin type and content of the fuel treated. Severe weather applications can require fuel
warmers in addition to additives.
1.2.4 Fuel Tank Care and Maintenance

Tank cleaning is a major operation which requires complete draining of the tank, and should only be done
by professionals. It is therefore carried out infrequently, normally on the schedule of several years,
coinciding with (statutory) inspection and maintenance requirements. Good care can help to extend tank
cleaning period.
Water bottom measurements can be made on an appropriate time interval (via automatic gauging or regular
tank dipping with water finding paste) and water can be removed when necessary. This is important since
any water and sediment can be stirred up when the tank is filled.
It is virtually impossible to stop water from entering the supply chain; therefore, good housekeeping is
essential. Hardware, tanks, and pumping systems should be routinely inspected and maintained. Fuel
should be checked periodically for water contamination to make sure that there is no free water present in
the fuel entering the engine, and dissolved (emulsified) water does not exceed 200 ppm.
1.3 Diesel Characteristics

Fuel characteristics include kinematic viscosity, cetane number, lubricity, etc. Different fuels have different
fuel characteristics. These fuel characteristics affect the starting performance, storage performance and
flow performance.
 Viscosity
The viscosity of the fuel is significant because the fuel serves as a lubricant for fuel system components.
Proper viscosity provides adequate lubricating characteristics to fuel system components. The fuel must
lubricate the fuel system in both extremely cold and in extremely hot temperatures. If the kinematic
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Diesel
viscosity of the fuel is too low as supplied to the fuel injection pump or unit injectors, excessive scuffing
and seizure may occur.
For distillate fuel configured engines, WEICHAI recommends a fuel viscosity as delivered to fuel injection
pumps of between 1.8 cSt and 8.0 cSt (the viscosity is measured at 20°C).
If a fuel with a low viscosity is used, cooling of the fuel may be required to maintain 1.8 cSt or greater
viscosity at the fuel injection pump. Fuels with a high viscosity might require heaters to lower the viscosity
to 8.0 cSt or less.
 Cetane number
Cetane number is a measurement of the combustion quality of diesel fuel during compression ignition. The
cetane number of the fuel affects the ability of the engine to start. In cold weather or in service with
prolonged low loads, a higher cetane number is desirable.
Generally, the starting temperature can be improved approximately 7 to 8°C (12 to 15°F) for every
increase of ten in the cetane number.
Most fuels that have a cetane number above 45 will permit acceptable engine starts in warmer outside
temperatures. During average starting conditions, direct injection diesel engines require a minimum cetane
number of 45. A higher cetane value may be required for operation in high altitudes or for cold-weather
operation.
 Modifying the cetane number
The cetane number of a fuel can be changed if the fuel is mixed with a fuel that has a different cetane
number. Generally, the cetane number of the mixture is directly in relation to the ratio of the fuels that
were mixed. Your fuel supplier can provide the information about the cetane number of a particular fuel.
You may use additives to improve the cetane number of fuel. Additives are evaluated through testing in
special test engines. However, the fuel characteristics of additives used to improved fuel cetane number are
different than the naturally occurring proper cetane fuel. While both fuels may be rated as having the same
cetane number, starting may be different.
 Cloud point
The cloud point of the fuel is the temperature at which crystals of paraffin wax first appear. You may
detect crystals by the cloudiness of the fuel.
This wax is not a contaminant in the fuel. The wax has high fuel energy content and the wax has a high
cetane value. Removal of the heavier wax lowers the cloud point of the fuel.
The cloud point of the fuel is important because the cloud point can limit the performance of the fuel filter.
The wax can alter the fuel characteristics in cold weather.
Solid wax can fill the fuel filters. The solidified wax stops the flow of fuel. Fuel filters are necessary to
remove the dirt from the fuel. The filters block the foreign material, and the filters protect the parts for the
fuel injection system. Since fuel must flow through the filters, installing a fuel heater is the most practical
way to prevent the problem. A fuel heater will keep the fuel above the cloud point as the fuel flows
through the fuel system. The fuel heater permits the wax to flow through the filters with the fuel.
 Modifying the cloud point
You can lower the cloud point of a diesel fuel by mixing the diesel fuel with a different fuel that has a
lower cloud point.
The below illustration contains a table that can be used to find the necessary mixture for two fuels with
different cloud points. To use the table, you should know the exact fuel cloud point of each fuel. This
specification is normally available from personnel at the source of the fuel supply.
The manufacturer of the fuel may add cold flow improvers to the fuel. Cold flow improvers modify the
5
Diesel
wax crystals in the fuels. The cold flow improvers do not change the cloud point. However, the cold flow
improvers keep the wax crystals small enough to pass through standard fuel filters.
Use a fuel heater to prevent problems that are caused by fuel cloud point at low temperatures. In most
applications, fuel heaters can be used at a lower cost than fuel mixtures.
Figure1 cloud point of fuel mixtures
 Pour point
The fuel pour point is a temperature below the fuel cloud point. Fuel stops flowing below the pour point.
The pour point is the temperature which limits movement of the fuel inside of the pumps.
At the pour point, the wax gets solidified out of the fuel. The fuel is more solid than the liquid. The pour
point of the fuel can be improved without the removal of important elements. This process is the same
process that is used to improve the cloud point of a fuel.
A fuel's pour point should be at least 6°C(10°F) below the lowest ambient temperature that is required
for engine start-up and for engine operation. To operate the engine in cold weather, the fuel of lower pour
point may be necessary.
 Modifying the pour point
You can lower the fuel's pour point by using additives. You can also lower the pour point by mixing the
diesel fuel with a fuel that has a lower pour point. No.1 diesel fuel may be used to lower the pour point of
a diesel fuel.
The bellow illustration contains a table that can be used to find the necessary mixture for two fuels with
different pour points. To use the table, you should know the exact pour point of each fuel. This
specification is normally available from personnel at the source of the fuel supply.
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Diesel
Figure2 pour point of fuel mixtures
To calculate the amount of lighter fuel that is required to be blended with the heavier fuel, perform the
following steps:
a. Obtain the specification for the pour point of both fuels from your fuel supplier.
b. Locate the pour point of the heavier fuel on the left side of the table. Mark the point on the table.
c. Locate the pour point of the lighter fuel on the right side of the table. Mark the point on the table.
d. Draw a line between the two points that were established. Label this line “A”.
e. Determine the lowest outside temperature for machine operation. Find this point on the left side of
the table. Mark this point. Draw a horizontal line from this point. Stop the line at the intersection of
line “A”. Label this new line “C”.
f. Line “C” and line “A” intersect. Mark this point. Draw a vertical line from this point. Stop the
line at the bottom of the table. Label this line “B”. The point at the bottom of line “B” reveals
the percentage of lighter fuel required to modify the cloud point or the pour point.
The above example shows that the blending will require a 30 % mixture of lighter fuel.
 Depression of pour point
Additives are a good method to use in order to lower the pour point of a fuel. These additives are known
by the following names: pour point depressants, cold flow improvers and wax modifiers.
These additives must be mixed thoroughly into the fuel at temperatures that are above the cloud point. The
fuel supplier should be contacted in order to blend the fuel with the additives. The blended fuel can be
delivered to your fuel tanks.
 Lubricity
The fuel lubricity is important. Consider the fuel lubricity whenever you operate the equipment in
temperature extremes, whether hot or cold. Also, consider the fuel lubricity whenever you use fuels that are
lower in viscosity or that have been hydrotreated.
The fluid lubricity describes the ability of the fluid to reduce the friction between surfaces that are under
load. This ability reduces the damage that is caused by friction. Fuel injection systems rely on the
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Diesel
lubricating properties of the fuel.

The maximum allowable wear scar is 0.46 mm at 60°C. If the lubricity of a fuel does not meet the
minimum requirements, consult your fuel supplier. Do not treat the fuel without consulting the fuel
supplier. Some additives are not compatible. These additives can cause problems in the fuel system.
The process that is most commonly used to remove sulfur from fuel is called hydro-treatment. This
process is also the most economical process. Each source of crude oil contains different amounts of sulfur.
Crude oils typically require hydro-treatment to obtain the 0.035 % maximum sulfur limit. Crude oils with
high sulfur require a more severe treatment.
The hydro-treatment removes the fuel sulfur as well as other components. While the removal of sulfur has
shown no detrimental effects to the engine, the removals of other compounds have lowered the lubricity
of the fuel. As a result of the lowered lubricity, the fuel is less tolerant of contamination by water and dirt.
Fuels that have a low lubricity may not provide adequate lubrication to plungers, and to injectors.
Maximum life of the fuel system can be achieved by performing the following tasks: using a preferred
distillate diesel fuel, using a reliable fuel supplier and performing proper maintenance of the fuel system.
Fuel filters are required for diesel engines that run on diesel fuel in order to provide maximum life to the
fuel system.
 Fuel sulfur
Sulfur is a natural component of diesel fuels. High sulfur in the fuel can be reduced through refining
technologies.
Sulfur levels in the fuel affect the durability of engine components and also affect engine exhaust emissions.
Modern diesel engines are designed to meet mandated gaseous emissions requirements. To meet these
emissions requirements, the engines are tested and developed with specific sulfur levels in the fuel.
The maximum allowable fuel sulfur level is controlled by various emissions laws, regulations, and mandates.
Consult local authorities for guidance on fuel requirements for your area.
In addition to the emission regulations, factors that affect maximum allowed and/or acceptable fuel sulfur
level include：
 Engine model/design
 Engine application
 Overall fuel quality
 Using recommended fluids, including but not limited to engine oil quality
 Environmental factors and other site specific operating conditions
 Fuel costs versus risk of shortened engine/engine component life
 Fuel costs versus shortened oil drain intervals
 Maintenance intervals and other maintenance practices
 Diesel fuel sulfur impacts
Sulfur in the fuel results in the formation of sulfur dioxide (𝑆𝑂2 ) and sulfur trioxide (𝑆𝑂3 ) gases during the
combustion process. When combined with water in the exhaust gas 𝑆𝑂2 and 𝑆𝑂3 can form acids. The
acids can impact engine components and engine lubricants.
Use of fuels with higher than recommended or maximum allowed fuel sulfur levels can:
 Increase wear of engine components
 Increase corrosion of engine components
 Increase deposits
 Increase soot formation
 Shorten the time period between oil drain intervals
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Diesel
 Lower fuel economy

 Increase overall operating costs
Depending on operating conditions, and depending on maintenance practices, the potential issues stated
above may take place with fuel sulfur levels that are at or below the recommended fuel sulfur levels, or that
are at or above the maximum allowable fuel sulfur levels.
 Oil drain intervals
Fuel sulfur level impacts the oil drain interval. Oil analysis is recommended. Oil analysis is required to
determine oil drain intervals when using fuel with sulfur levels above 0.5% (5000 ppm). Consult your
dealer for guidance when fuel sulfur levels are above 0.1% (1000 ppm).
Note!
Fuel sulfur levels above 0.1% (1000ppm (mg/kg)) may significantly shorten the oil change interval.
 Moisture content
At low temperatures, moisture causes special problems. There are three types of moisture in fuel:
Dissolved moisture (moisture in solution), Free and dispersed moisture in the fuel and Free and settled at
the bottom of the tank.
 Dissolved moisture
Most diesel fuels have some dissolved moisture. Just as the moisture in air, the fuel can only contain a
specific maximum amount of moisture at any one temperature. The amount of moisture decreases as the
temperature is lowered.
 Free and dispersed moisture
Free and dispersed moisture is a fine droplets of water that are suspended in the fuel. Since the water is
heavier than the fuel, the water will slowly become free and settled at the bottom of the tank.
The small drops of water cause a cloudy appearance in the fuel. When the fuel temperature is lowered
rapidly to freezing temperature, the moisture that comes out-of-solution changes to fine particles of ice
instead of small drops of water.
The ice particles are lighter than the fuel, so do not settle to the bottom of the tank. When this type of
moisture is mixed in the fuel, this moisture will fill the fuel filters. The ice crystals will plug the fuel filters
in the same way as wax plugs the fuel filters.
If a filter is plugged and fuel flow is stopped, perform the following procedure to determine the cause:
 Remove the fuel filters.
 Cut the fuel filters open.
 Inspect the fuel filter before the filter warms. This inspection shows that the filter is filled with
particles of either ice or wax.
 Free and settled moisture
The moisture which is free and settled at the bottom of the tank can become mixed with the fuel. The
force of any pumping action will mix the moisture with the fuel whenever fuel is transferred. This moisture
then becomes free and dispersed water. This moisture can cause ice in the filters. This moisture can cause
other problems with filters at any temperature. Generally, the same force that mixes the water into the fuel
will also mix dirt and rust from the bottom of the tank. The result is a dirty mixture of fuel and water
which can also fill the filters and stop fuel flow.
 The thermal stability and oxidation stability of fuel
Diesel fuels can deteriorate rapidly for various reasons. When the fuel is stressed and stored for long
intervals. Degradation and oxidation can occur, degradation and oxidation are complex chemical
changes. These changes lead to deposits or sediment from certain hydrocarbons and traces of naturally
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Diesel
occurring nitrogen and sulfur containing compounds in the fuel. Fuel composition and environmental
factors influence the process.
Diesel fuel is being used as a coolant for high pressure fuel injection systems with high temperature fuel
wetted walls. The fuel in the fuel system will be stressed. The thermal stress and an increase in recirculation
fuel temperature is often responsible for fuel degradation. Gums, resins, sediment, and deposits will form,
which can cause fuel flow restriction through fuel filters and fuel injection systems.
Certain products are often stored for long periods with the fuel in the fuel system. The fuel is exposed to
oxygen. Complex reactions between the oxygen and the fuel components can generate fuel particulates.
The particulates in the fuel system can turn into the sludge that is found in fuel tanks, fuel lines, and the
fuel filters. The performance of the fuel system will deteriorate. Degradation also leads to a plugged fuel
filter, a restriction to the fuel line and deposit formation in the fuel injection nozzle.
Biodiesel and blends of biodiesel have poor thermal stability and oxidation stability compared to petroleum
distillate diesel fuels. The use of these biodiesels and blends of biodiesel can accelerate the problems that
are addressed in this Special Publication. Using biodiesel blends above the maximum level approved or the
engine is not recommended.
Thermal and oxidative degradation of diesel fuel can result in a darkening of fuel color. Fuel color is not
necessarily an indication of excessive degradation that will lead to the problems outlined in this Special
Publication. But darkened fuel color can be an indicator of degradation leading to concerns about the
stability of darkened fuel. Thermal oxidation and oxidative stability tests should be run to confirm actual
fuel degradation.
 Thermal stability
WEICHAI recommends the use of the "Accelerated Fuel Oil Stability Test (ASTM D6468)". This test
method determines the instability of a fuel subjected to a thermal degradation process. This test exposes
the fuel to conditions that are similar to actual operating conditions when the fuel cools the injectors
during the engine operation.
The test is performed by using a spectrophotometer. The percentage reflectance of fuel should not be less
than 80 percent after aging for 3 hours at a temperature of 150°C (302°F).
 Oxidative stability test
As per the specification "EN590:2004 Automotive Fuels- Diesel", a test for a direct measurement of
oxidation stability is the test method IS0 12205 Petroleum products - Determination of the oxidation
stability of middle distillate diesel fuels".
The fuel sample is heated at 95° C (203° F) for 16 hours while bubbles of oxygen travel through the
sample. The resulting amount of solid oxidation by products is then measured. This test simulates the
oxidation of fuel during long-term storage. For diesel fuel the maximum amount of insoluble formed
should not exceed 25 g per cubic meter.
WEICHAI recommends that for diesel, biodiesel, or biodiesel blends that are going to be used several
months after purchase, artificially aging the fuel to predict the storage stability, followed by an analysis of
the fuel. For most distillate fuels that age the fuel for 7 days at 80° C (176° F) can simulate storage for 4
to 8 months at typical ambient storage temperatures. Analysis of this matured fuel as per the methods
discussed in this document can then be used to aid in predicting the stability of the fuel after numerous
months of storage. Analysis of Diesel fuel should include "Thermal Stability - ASTM D6468" "Fuel Gums
-ASTM D381" and "Fuel Sediments -ASTM 473", Analysis of biodiesel fuel and biodiesel fuel blends
should include "Oxidation-EN14112", "Acid Value STM D664", "Viscosity -ASTM D445" and
"Sediments - ASTM D2709".
10
Diesel
1.4 Fuel Recommendations

Diesel engines may burn a wide variety of fuels. These fuels are divided into two general groups. The two
groups are called the preferred fuels and the permissible fuels.
 Preferred fuels
The preferred fuels provide maximum engine service life and performance. The preferred fuels are
distillate fuels. These fuels are commonly called diesel fuel, furnace oil, gas oil, or kerosene. These fuels
must meet the “WEICHAI Specification for Distillate Diesel Fuel” found in this Special Publication.
 Permissible fuels
The permissible fuels are some crude oils, some blends of crude oil with distillate fuel, and some marine
diesel fuel. These fuels are not suitable for use in all engine applications. The acceptability of these fuels for
use is determined on a case by case basis. A complete fuel analysis is required. Consult your WEICHAI
dealer for further information.
Biodiesel fuel is a kind of permissible fuel. Follow all the recommendations and guidelines given in this
Special Publication, “Biodiesel” article.
Note!
Use of permissible fuels can result in higher maintenance costs and reduced engine service life.
Use of fuels that do not meet at least the minimum performance recommendations and/or requirements
may lead to lower component performance and/or component failure. Problems/failures that are caused
by using fuels that do not meet the minimum recommended and/or required performance level are not
WEICHAI factory defects and therefore are NOT covered by the WEICHAI warranty. The fuel supplier
and customer are responsible for such problems.
1.5 Distillate Diesel Fuel
1.5.1 Diesel Specification

Note!
For WEICHAI diesel engine fluids requirements, refer to specific engine Operation and Maintenance
Manuals, and also refer to the most current revision level of Special Publication, "WEICHAI Diesel
Engine Fluids Recommendations".
Also consult your WEICHAI dealer.
WEICHAI is not in the position to continuously evaluate and monitor all of the many worldwide distillate
diesel fuel specifications and their on-going revisions that are published by governments and technological
societies.
The "WEICHAI Specification and Test methods for Diesel Fuel" provides a known reliable baseline to
judge the expected performance of distillate diesel fuels that are derived from conventional sources (crude
oil, shale oil, oil sands, etc.) when used in WEICHAI diesel engines.
Using the distillate diesel fuel specification as the baseline, it is much easier to determine any potential
economic and/or performance trade-offs, and overall acceptability when using fuels of varying
characteristics and quality levels.
11
Diesel
 When required, get the diesel fuel that either is being used or is planned to be used, tested per the
distillate diesel fuel specification.
 Use the distillate diesel fuel specification as a fuel quality baseline for comparison of distillate diesel
fuel analysis results, and/or a baseline for comparison of other distillate diesel fuel specifications.
 Typical fuel characteristics can be obtained from the fuel supplier.
 Some fuel parameters that are outside of the specification limits can be compensated for (e.g. fuel can
be cooled to address low viscosity; etc.).
 Some fuel parameters that are outside of specification limits may be able to be improved with the use
of appropriate amounts of well proven fuel additives.
To help ensure optimum engine performance, a complete fuel analysis should be obtained before engine
operation. The fuel analysis should include all of the properties that are listed in the "WEICHAI
Specification and Test methods for Diesel Fuel ", Table 1.
Note!
The diesel fuel should not have any visually apparent sediment, suspended matter, or undissolved water
particles. If it is so, then consult your WEICHAI dealer.
Diesel Fuels that meet the specifications in Table 1 will help provide maximum engine service life and
performance.
Table 1 is for diesel fuels that are distilled from conventional sources (crude oil, shale oil, oil sands
etc.). Diesel fuels from other sources could exhibit detrimental properties that are not defined or controlled
by this specification.
Engine operating conditions play a key role in determining the effect that fuel sulfur will have on engine
deposits and on engine wear.
 Risk of non-recommended fuel
Using fuels with higher than recommended fuel sulfur levels can or will:
 Reduce engine efficiency and durability
 Increase wear
 Increase corrosion
 Increase deposits
 Shorten the time interval between after treatment device service intervals (cause the need for more
frequent service intervals)
 Negatively impact the performance and life of after treatment devices (cause loss of performance)
 Reduce regeneration intervals of after treatment devices
 Lower fuel economy
 Shorten the time period between oil drain intervals (cause the need for more frequent oil drain
intervals)
 Increase overall operating costs
Note!
 WEICHAI recommends the filtration of distillate fuel and/or biodiesel/biodiesel blends through a
fuel filter with a rating of four microns(c) absolute or less.
 Operating with fuels that do not meet WEICHAI recommendations can cause the following effects:
starting difficulty, reduced fuel filter service life, poor combustion, deposits in the fuel injectors,
reduced service life of the fuel system, deposits in the combustion chamber and reduced service life
of the engine.
 The owner and the operator of the engine has the responsibility of using the correct fuel that is
12
Diesel
recommended by the manufacturer and allowed by the regulatory agencies.

 WEICHAI Specification and Test Methods for Diesel Fuel
For additional guidance related to many of the fuel characteristics that are listed, refer to "WEICHAI
Specification and Test methods for Diesel Fuel ", table 1.
For example：
The values of the fuel viscosity given in table 1 are the values as the fuel is delivered to the fuel injection
pumps. For ease of comparison, fuels should also meet the minimum and maximum viscosity requirements
at 20°C (84°F) that are stated by the use of either the "ASTM D445" test method or the “ISO 3104"
test method. If a fuel with a low viscosity is used, cooling of the fuel may be required to maintain1.8 cSt or
greater viscosity at the fuel injection pump.
The lubricity of a fuel is a concern with low sulfur and ultra-low sulfur fuel. To determine the lubricity of
the fuel, use the "ASTM D6079 High Frequency Reciprocating Rig (HFRR)" test. There are many
aftermarket additives that are available to treat fuel. If the lubricity of a fuel does not meet the minimum
requirements, consult your fuel supplier for proper recommendations regarding fuel additives. Do not treat
the fuel without consulting the fuel supplier. Some additives are not compatible. These additives can cause
problems in the fuel system.
Table 1a: WEICHAI Specification and Test methods for Diesel Fuel（III）
WEICHAI Specification and Test methods for Diesel Fuel（III）
Specifications Requirements ASTM Test ISO Test
Aromatics 11% maximum “D1319” “ISO 3837”
Ash 0.01% maximum(weight) “D482” “ISO 6245”
Carbon Residue on 10% Bottoms 0.30% maximum(weight) “D524” “ISO 4262”
Oxidation stability (mg/100 mL) No. 2.5 maximum “D1319” “ISO 3837”
Cetane Number (1)
45 minimum “D613” or
“ISO 5165”
Cetane Index 43 minimum “D6890”
The cloud point must not exceed the
Cloud Point “D2500” “ISO 3015”
lowest expected ambient temperature.
Copper Strip Corrosion No. 1 maximum “D130” “ISO 2160”
50% at 300°C (572°F) maximum
Distillation 90% at 355°C (671°F) maximum
(2)
“D86” “ISO 3405”
(2)
95% at 365°C (689°F) maximum
Flash Point Legal limit “D93” “ISO 2719”
840 kg/m³ minimum
Density at 20°C (64°F)
(3)
“D287” -
850 kg/m³ minimum
“D5453” or “ISO
Sulfur (mg/kg) 350 maximum
“D2622” 20884”
Table 1a: WEICHAI Specification and Test methods for Diesel Fuel（III）
WEICHAI Specification and Test methods for Diesel Fuel（III）
1.8 cSt minimum and 8.0 cSt maximum
Kinematic Viscosity as delivered to the rotary fuel injection - -
pumps
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Diesel
Water Tracks “D1744” -

Mechanical impurity No - -
0.46 mm (0.0181 inch) maximum at
Lubricity “D6079” -
60°C (140°F)
Condensation point Legal limit “D7397” -
Fatty acid methyl ester 0.5% minimum “D1946” ISO 5509
Cleanliness (4) “D7619” “ISO 4406”
1) Alternatively, to ensure a minimum cetane number of 45, distillate diesel fuel should have a minimum
cetane index of 43 when the "ASTM D4737-96a" test method is used. A fuel with a higher cetane
number may be required for operation at a higher altitude or in cold weather.
2) Distillation of maximum 95% at 365°C (689°F) is recommended for Stage IV engines and
preferred for all the engines. Distillation of 95% at 365°C (689°F) is equivalent to 90% at 355°C
(671°F), Distillation of 90% al 355°C (671°F) maximum is acceptable for Pre- Stage IV engines.
3) Fuel density varies depending on the sulfur level, where high sulfur fuels have higher densities. Some
unblended (neat) alternative fuels have lower densities, which are acceptable if the other properties
fall within this spec.
4) Recommended cleanliness level for fuel as dispensed into the machine or engine fuel tank is "ISO
18/16/13" or cleaner per "ISO 4406" or "ASTM D7619". Refer to the "WEICHAI
Recommendations for Cleanliness of Fuels" in this chapter.
Note!
 In order to meet expected fuel system component life, 4 micron(c) absolute or less secondary fuel
filtration is required for all the WEICHAI diesel engines that are equipped with common-rail fuel
systems. Also, 4-micron(c) ab solute or less secondary fuel filtration is required for all the WEICHAI
diesel engines that are equipped with independent unit of injected fuel system.
 Mixing alcohol or gasoline with diesel fuel can produce an explosive mixture in the engine crank case
or fuel tank.
 Personal injury and damage to the engine may result. WEICHAI recommends against this practice.
WEICHAI Specification and Test methods for Diesel Fuel (continue)
14
Diesel
Table 1b: WEICHAI Specification and Test methods for Diesel Fuel（IV）
WEICHAI Specification and Test methods for Diesel Fuel（IV）
“ISO
Aromatics 11% maximum “D1319”
3837”
“ISO
Ash 0.01% maximum(weight) “D482”
6245”
Acidity（mg/100 mL） 7 maximum
“ISO
Carbon Residue on 10% Bottoms 0.30% maximum(weight) “D524”
4262”
“ISO
Oxidation stability (mg/100 mL) No. 2.5 maximum “D1319”
3837”
Cetane Number (1)
45 minimum “D613” or “ISO
Cetane Index 43 minimum “D6890” 5165”
The cloud point must not exceed the “ISO
Cloud Point “D2500”
lowest expected ambient temperature. 3015”
“ISO
Copper Strip Corrosion No. 1 maximum “D130”
2160”
50% at 300°C (572°F) maximum
“ISO
(2)
“D86”
(2)
3405”
95% at 365°C (689°F) maximum
“ISO
Flash Point No.45 minimum “D93”
2719”
840 kg/m³ minimum
(3)
“D287” -
850 kg/m³ minimum
Table 1b: WEICHAI Specification and Test methods for Diesel Fuel（IV）
WEICHAI Specification and Test methods for Diesel Fuel（IV）
“D2622” 20884”
1.8 cSt minimum and 8.0 cSt
Kinematic Viscosity maximum as delivered to the rotary - -
fuel injection pumps
60°C (140°F)
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Diesel
Table 1d: WEICHAI Specification and Test methods for Diesel Fuel（V）
WEICHAI Specification and Test methods for Diesel Fuel（V）
“ISO
3837”
“ISO
6245”
“ISO
4262”
“ISO
3837”
Cetane Number(1) 47 minimum “D613” or “ISO

“ISO
2160”
50% at 300°C (572°F) maximum
“ISO
(2)
“D86”
(2)
3405”
95% at 365°C (689°F) maximum
“ISO
2719”
840 kg/m³ minimum
(3)
“D287” -
845 kg/m³ minimum
“D2622” 20884”
Table 1d: WEICHAI Specification and Test methods for Diesel Fuel（V）
WEICHAI Specification and Test methods for Diesel Fuel（V）
60°C (140°F)
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Diesel

Table 1c: WEICHAI Specification and Test methods for Diesel Fuel（VI）
WEICHAI Specification and Test methods for Diesel Fuel（VI）
“ISO
3837”
“ISO
6245”
“ISO
4262”
“ISO
3837”
Cetane Number(1) 47 minimum “D613” or “ISO

“ISO
2160”
Contaminant (mg/kg) No. 24 maximum
50% at 300°C (572°F) maximum
“ISO
(2)
“D86”
(2)
3405”
95% at 365°C (689°F) maximum
“ISO
2719”
840 kg/m³ minimum
(3)
“D287” -
850 kg/m³ minimum
Table 1c: WEICHAI Specification and Test methods for Diesel Fuel（VI）
WEICHAI Specification and Test methods for Diesel Fuel（VI）
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Diesel
“D2622” 20884”
60°C (140°F)
 Recommendations for the use of distillate diesel fuel

Refer table 2 for the details about distillate fuel requirements.
In order to be acceptable, the diesel fuel must meet the requirements that are listed in “WEICHAI
Specification for Distillate Fuel” in this Special Publication, the latest edition of "ASTM D975", and/or
the latest edition of “EN590”.
Table 2 Recommendations for Distillate Diesel Fuel

Recommendations for Distillate Diesel Fuel
Tier/Stage Specification and Test methods
Tier 2 / Stage II or earlier Emissions
Regulations Specification and Test methods for Diesel Fuel（III）
Tier 3 Interim / Stage III
Tier 4 Interim / Stage IV Specification and Test methods for Diesel Fuel（IV）
Stage V Specification and Test methods for Diesel Fuel（V）
Stage VI and beyond Specification and Test methods for Diesel Fuel（VI）
1.5.2 Contamination Control for Fuels

Fuels of "ISO 18/16/13" cleanliness level or cleaner as dispensed into the engine or machine fuel tank
should be used to reduce the power loss, failures and related down time of engines.
This cleanliness level is particularly important for new fuel system designs such as Common Rail injection
systems and unit injection systems. These new injection system designs utilize higher fuel pressures and are
designed with tight clearances between moving parts to meet required stringent emissions regulations. Peak
injection pressures in current fuel injection systems may exceed 30,000 psi.
To reduce the downtime due to contamination, follow these fuel maintenance guidelines in addition to the
"Contamination Control Recommendations" given in this Chapter:
 Use high quality fuels as per recommended and required specifications.
 Fill the machine fuel tanks with fuels of "ISO 18/16/13" cleanliness level or cleaner, for engines with
common rail and unit injection systems. When you refuel the machine, filter the fuel through a 4 μm
absolute filter to reach the recommended cleanliness level.
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Diesel
 Drain the water separators daily per the Operation and Maintenance Manual of your machine.
 Drain your fuel tanks of sediment every 500 hours or 3 months per the Operation and Maintenance
Manual of your machine.
 Follow proper practices of fuel transport and filtration from storage tank to the machine to allow the
delivery of clean fuel to machine tank. Install the fuel filtration each transport stage to keep the fuel
clean.
 Cover, protect and ensure cleanliness of all connection hoses, fittings and dispensing nozzles.
1.5.2.1 Water contamination
Free water (non-dissolved) in the fuel can freeze at low temperatures resulting ice crystals which can plug
the fuel filters causing fuel starvation. Care must be taken to keep fuel storage tanks dry.
Stick the tanks with water detecting paste (usually obtainable from fuel suppliers) to ensure they are dry. If
water is detected, it must be pumped out.
About keeping the bulk fuel storage tanks dry is already mentioned above, however, if this is a persistent
issue, a dryer (fuel-water separator) can be installed on the bulk fuel dispensing system.
Condensation in the fuel tank(s) occurs when the air in the fuel tank(s) cools down during a shutdown
period. This moisture can be reduced by filling the fuel tank before engine shutdown to reduce the air
space above the fuel.
Dissolved water comes out of solution as fuel cools. As fuel cools from 4 to -29°C, [39 to -20°F] the
solubility of water in the fuel reduces 70 %. Therefore, fuel pumped from a relatively warm underground
tank into an engine which sits overnight in sub-zero temperatures can cause some free water to separate.
However, this source of free water is almost negligible, because even at high temperatures, fuel will
dissolve very little water (0.1 mass-percent at 71°C) [160°F]).
Note!
For more cold weather engine operation recommendations, refer to engine operation and maintenance
manual.
1.5.2.2 Microbial contamination of diesel fuel
Note!
 Although most of the microbes that will live in fuel tanks are common bacteria to which humans are
constantly exposed, contact with microbes or fungi in a fuel tank must be avoided. When a fuel
system is contaminated and cleaning is necessary, workers must be protected. Remember that the
fungi produce reproductive bacteria and when dry, these can easily become airborne, so breathing
protection must be provided, or the microorganisms must be kept wet. Dispose the water and sludge
from fuel tanks properly.
 Never place these materials in sanitary sewer system since they can kill bacteria used in sewage
treatment. Never place them in storm sewers or surface water streams since they can kill fish and
other aquatic animals.
 The most common problem associated with exposure to these microbes is dermatitis which in some
people can be quite serious. Any exposed skin must be thoroughly washed with warm, soapy water.
 Avoid eating, drinking and smoking while working with these microbes. Any ingestion of the
microbes or exposure to broken skin must be considered serious. It is recommended that if this
happens the worker be taken to a doctor, along with a sample of the microbes.
 Biocides are generally only mildly toxic to humans and animals but must still be handled carefully. In
cases of ingestion or contact with the eye, follow manufacturer's recommendations. Seek medical
attention.
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Diesel
 Microbial contamination
To deal with fuel shortages, many users store the fuel and, as a result, the frequency of microbial
contamination has increased.
Microbial contamination of fuel, though not a new concern, is more common in metalworking industries
which uses water-soluble oils as cutting fluids or in long-term storage of hydrocarbon fuels than it is in
diesel fleet operations. All hydrocarbon fuels are essentially sterilized by the high temperatures encountered
in the refining process. However, they can become contaminated soon after leaving the refinery by
microorganisms. These microorganisms, primarily bacteria and fungi, exist rather harmlessly in
moisture-free fuel, passing through fuel systems without having any negative effects.
However, in the presence of water, these microorganisms begin to grow and reproduce. The rate of growth
depends on how well the environment suits the particular microorganism's needs.
 Evidence of microbial contamination
The growth of a large colony of microorganisms in a fuel system can cause several issues.
The first and most obvious is fuel filter plugging with a greenish-black or brown slime, frequently
accompanied by a foul odor. This slimy, string-like colony can also plug sharp bends in fuel lines, fuel
meters, and other restrictions.
The second issue these microorganisms can cause is corrosion due to the acid by-products some of them
produce. It is also possible, if the microorganisms pass through the fuel filter, that they will form deposits
and cause damage in the fuel pump and injectors.
Some indicators of microbial contamination are:
 Slime deposits on tank walls, piping, or other surfaces which are exposed to fuel. These deposits are
usually greenish-black or brown and are slick to the touch.
 Black or brown "stringy" material suspended in tank water bottoms.
 Swelling or blistering of any rubber surface (washers, hoses, connectors, and so forth) that comes in
contact with fuel.
 Sludge or slime deposits on filter surfaces.
 Foul odor resembling that of rotten eggs (hydrogen sulfide).
 Microbial control
When it’s found that microbial contamination is present and action must be taken, there are several
approaches. The most obvious solution is prevention. Most of the bacteria and fungi involved are soil
bacteria which can become airborne or waterborne. Prevention of the entrance of microorganisms is not
possible because these bacteria can enter the fuel through many different routes.
Growth of these microorganisms can be prevented. Since all metabolic processes of an organism are
conducted in water, denying the microorganism access to water will prevent growth, thus preventing the
development of large, troublesome colonies. Therefore, the first and most important step in prevention is
to keep fuel systems dry. Keeping a fuel system entirely dry is impossible. In cases where microbial
contamination is a recurring issue, a microbicide can be used to chemically treat the fuel or the water.
 Biocides
There are three general classes of biocides: water-soluble, fuel-soluble, and universally soluble.
 Fuel-soluble biocides
Fuel-soluble biocides are best suited for treating the fuels which are to pass through several storage steps in
the distribution process. A fuel-soluble biocide injected into the fuel early in the distribution system is
carried with the fuel through the entire downstream system, effectively sterilizing the fuel until usage.
Fuel-soluble biocides are easier to add to the fuel system since the exact amount needed to treat a volume
20
Diesel
of fuel is easily determined and they have a low toxicity to human and other life forms. The obvious
disadvantage to fuel-soluble biocides is cost; each batch of new fuel added to the system must be treated
since the biocide is consumed as the fuel is consumed.
 Water-soluble biocides
Water-soluble biocides are more economical for use in treating one step in a fuel distribution system, such
as the end-user's storage tank. The water-soluble biocides, since they are insoluble in fuel, stay where they
are placed until the water bottoms are pumped from the tank; therefore, the total amount of biocide
purchased is less.
There are a number of disadvantages to water soluble biocides:
 Since no biocide is carried downstream by the fuel, each successive tank in the system must be
individually treated.
 There is some difficulty in determining how much biocide to place in a tank, since that depends on
how much water is in the tank.
 The biocide can’t be thoroughly mixed with the water in the bottom of a tank. Water-soluble
biocides are much more easily taken in by humans and other life forms: and therefore, must be
disposed of properly when water bottoms are pumped from a tank.
Water bottoms containing a water-soluble biocide must not be placed in a sanitary sewer system because
the biocide can destroy the bacteria used by sewage treatment plants. These water bottoms must be treated
as an acidic, industrial oily waste.
 Universally soluble biocides
Universally soluble biocides are soluble in both water and diesel fuel. They allow you to treat the entire
downstream system. However, each subsequent load of fuel does not need to be treated.
The biocide will remain in any water that has collected at the bottom of the storage tank and continue to
inhibit microbial growth. With certain types of biocides, the interval between treatments can be as long as
six months. Like water-soluble biocides, universally soluble biocides are more easily taken up by humans
and other forms of life. They also tend to be more expensive than the other types of biocides.
 Fuel system cleaning
Treating a fuel tank that is infested with a large population of microorganisms will kill the microorganisms,
but it will not eliminate the filter plugging they can be causing. The water and sludge containing the
microorganisms must be removed from the fuel systems.
 First, clean the fuel system thoroughly.
 Then add a fuel-soluble or universally soluble biocide to the next few batches of fuel to kill any
remaining microorganisms.
 Finally, the addition of a water soluble or universally-soluble biocide can be continued for at least
several months to be sure the microorganisms are all dead.
If microbial contamination is a recurring issue, it is recommended that use of the water-soluble or
universally soluble biocide to be continued permanently, since this will be the most cost effective solution
to the problem. This can be done by determining the amount of water that accumulates in tank bottoms
between pump outs and adding about double or triple the amount of water-soluble biocide recommended
to treat that volume of water.
For example: you normally pump out approximately 379 liters [100 gallons] of water bottoms. In this case,
after pumping the bottoms, immediately add to two or three times the amount of biocide normally used to
treat 379 liters [100 gallons] of water. Since the biocide is denser than fuel, it will settle to the bottom of the
tank and will dissolve in the water as it accumulates.
21
Diesel
After refilling a fuel tank, the biocide must be allowed to settle before drawing fuel from it to keep from
pumping the biocide out with the fuel.
1.5.2.3 Fuel discoloration (black fuel)
In some WEICHAI engines, normal operation can cause the diesel fuel in the engine and fuel tank to
appear dark or black in color.
Discoloration of the fuel can be caused by the following:
 engine lubricating oil mixing with the fuel during operation
 the formation of asphaltenes
 degradation of fuel from storage, or from the practice of blending lubricating oil with fuel to be
burned by the engine
1.5.3 Aftermarket Fuel Additives

Diesel Fuel Additive helps to address many of the challenges that various fuels present in regards to fuel
life/stability, engine startability, injector deposits, fuel system life, and long term engine performance.
Diesel Fuel Additive is designed to improve:
 Fuel economy (through fuel system cleanup)
 Lubricity
 Oxidative stability
 Detergency/dispersancy
 Moisture dispersancy
 Corrosion protection
 Cetane (typically 2-3 cetane numbers)
There are many different types of fuel additives that are available to use. WEICHAI does not generally
recommend the use of fuel additives.
In special circumstances, WEICHAI recognizes the need for fuel additives. Fuel additives need to be used
with caution. The additive may not be compatible with the fuel. Some additives may precipitate. This
action causes deposits in the fuel system. The deposits may cause seizure. Some additives may plug fuel
filters. Some additives may be corrosive, and some additives may be harmful to the elastomers in the fuel
system. Some additives may damage emission control systems. Some additives may raise fuel sulfur levels
above the maximum allowed by the regulatory agencies.
WEICHAI recommends that Diesel Fuel Additive to be used with biodiesel and biodiesel blends. Diesel
Fuel Additive is suitable for use with biodiesel/biodiesel blends that meet biodiesel recommendations and
requirements. Note that not all the fuel additives are suitable for use with biodiesel/biodiesel blends. Also,
refer to this Special Publication, "Distillate Diesel Fuel" article and also refer to the "Biodiesel"
article, which includes biodiesel recommendations and requirements.
Consult your fuel supplier for those circumstances when fuel additives are required. Your fuel supplier can
make recommendations for additives to use and for the proper level of treatment.
Note!
 Metallic fuel additives can cause fuel system/ injector fouling and after treatment device fouling.
WEICHAI discourages the use of metallic fuel additives in most applications.
 Diesel fuel additives may not improve significantly poor diesel fuel properties enough to make them
acceptable for use.
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Diesel
1.5.4 Diesel Fuel System Cleaner

Diesel Fuel System Cleaner is specifically designed for cleaning deposits that form in the fuel system.
Deposits in the fuel system reduce system performance and can increase fuel consumption. Diesel Fuel
System Cleaner addresses the deposits formed due to the use of degraded diesel fuel, poor quality diesel
fuel, and diesel fuel containing high quantities of high molecular weight compounds. Diesel Fuel System
Cleaner addresses deposits formed due to the use of biodiesel, biodiesel blends and biodiesel that does not
meet the appropriate quality specifications. Continued use of Diesel Fuel System Cleaner is proven to
inhibit the growth of new deposits.
Diesel Fuel System Cleaner can be added directly to diesel fuel, biodiesel, or biodiesel blends. Diesel Fuel
System Cleaner can be used with Ultra Low Sulfur Diesel Fuel. In addition to this cleaner is appropriate for
use with other ultra-low, low, and higher sulfur diesel fuels around the world.
Diesel Fuel System Cleaner is used to perform the following:
 Clean performance-robbing fuel system deposits.
 Restore fuel economy losses resulting from injector deposits.
 Restore power losses resulting from injector deposits.
 Eliminate visible black exhaust smoke resulting from injector deposits.
 Prevent the formation of new fuel-related deposits.
Note!
 Use of Diesel Fuel System Cleaner or Diesel Fuel System Additives does not lessen the responsibility
of the engine owner and/or responsibility of the fuel supplier to follow all industry standard
maintenance practices for fuel storage and for fuel handling.
 Additionally, use of Diesel Fuel System Cleaner or Diesel Fuel System Additives should NOT
minimize the responsibility of the owner of the engine to use appropriate diesel fuel.
WEICHAI recommends that Diesel Fuel System Cleaner be used with biodiesel and biodiesel
blends. Diesel Fuel System Cleaner is suitable for use with biodiesel/biodiesel blends that meet biodiesel
recommendations and requirements. Note that not all fuel cleaners are suitable for use with
biodiesel/biodiesel blends.
Note!
When used as directed, Diesel Fuel System Cleaner will not raise fuel sulfur levels measurably in the final
fuel/additive blend. Follow all applicable national, regional, and local laws mandates, and regulations
concerning the use of diesel fuel additives.
1.5.5 Fuel Wax

All middle (or intermediate) distillate fuels, such as jet fuels, heating fuels, and diesel fuels, contain paraffin
wax. Paraffin wax is a solid, crystalline mixture of straight-chain or normal hydrocarbons melting in the
approximate range of 40 to 60°C [104 to 140°F]. This paraffin wax occurs naturally in the crude oil
from which fuel oils are distilled. The wax content of a distillate fuel varies greatly, depending on the crude
oil from which the fuel is produced and in the processing of the fuel.
Generally, higher boiling distillate fuels have a higher concentration of paraffin wax than lower boiling
distillate fuels, such as jet fuel.
Because of the strong relationship between temperature and solubility of wax, wax separation is a problem
23
Diesel
in handling and using diesel fuel during cold weather. As fuel cools, a temperature is reached at which the
soluble paraffin wax in the fuel begins to generate (Cloud Point), any further cooling will cause wax to
separate out of solution.
The temperature at which a certain fuel will become saturated with wax and causes filter plugging problems
is termed the Cold Filter Plugging Point (ASTM D6371). The temperature at which fuel will no longer flow
is the Pour Point (ASTM D97). At the pour point, most of the fuel is still liquid, although it is very thick or
viscous and trapped in a honeycomb-like network of wax crystals.
1.5.6 Fuel Cleanliness

Modern fuel systems have been developed to reduce emissions and fuel consumption, and improve engine
performance. These high-pressure systems operate at pressures approaching 2200 bar [31,908 psi] and with
component match clearances typically from 2 to 5 microns for injectors. At these pressures, very small,
hard particles are potential sources of fuel system malfunction.
Excessive contamination of diesel fuel can cause premature clogging of diesel fuel filters and/or premature
wear of critical fuel injection system parts. Depending on the size and nature of the particles, this can lead
to:
 Reduced component life.
 Component malfunction.
 Fuel system and/or engine failure.
Determining fuel cleanliness requires measuring both the size and number of particles per size class in the
fuel, i.e. the particle size distribution. The International Standards Organization (ISO) has developed a
protocol for expressing the level of contamination by coding the size distribution called ISO 4406.
ISO 4406 cleanliness codes are expressed as a series of three numbers (x/x/x), which correspond
respectively to the number of particles greater than 4, 6, and 14 microns. For example, the numbers in the
ISO 4406 rating of 18/16/13 translate to:
 18 - Up to 2,500 particles larger than 4µm (per mL of fuel)
 16 - Up to 640 particles larger than 6µm (per mL of fuel)
 13 - Up to 80 particles larger than 14µm (per mL of fuel)
Engine builders and fuel injection equipment manufacturers have found that the particles of size
approaching the 4 and 6 micron ISO checkpoints are particularly critical to the durability of the fuel
injection system.
1.5.7 Degradation of Fuel from Storage

Refer to the “Microbial Contamination of Diesel Fuel” section of this service bulletin.
Darkening of diesel fuel due to the mixing of lubricating oil or asphaltene formation does not indicate a
manufacturing defect or other warrantable malfunction, and is a function of normal operation. Customers
should continue using the equipment as is, unless the discoloration has resulted from fuel overheating, fuel
contamination, or if fuel filter life is being reduced and causing operational difficulties with the equipment.
1.5.8 Fuel Sampling

WEICHAI recommends collection and analysis of diesel fuel at periodic intervals to make sure bulk fuel
24
Diesel
supply continues to meet all the requirements in T able 1 and provides adequate performance and
protection of the engine and components.
WEICHAI sampling frequency recommendations are applicable to all engines, all markets, and all fuel
types; however the practicality of maintaining as delivered fuel quality is most applicable to customers
utilizing bulk fuel delivery and storage systems. The optimal frequency and level of analysis recommended
will differ based on equipment type, user application, duty cycle, region, and environmental considerations.
Given the large number of variables to consider, WEICHAI recommends all customers to use the below
schedule as best practice but work with the fuel supplier to custom tailor a fuel sampling and analysis
program best suited for the situation.
 Sampling frequency and methods
Several critical environmental, chemical, and handling events should be used to initiate fuel sampling and
analysis. At a minimum, WEICHAI recommends fuel sampling and analysis to be completed quarterly
and/or after a full bulk inventory turn (cycle), whichever comes first. Additional triggers to consider
include:
 New/adjusted fuel blends and change overs (summer vs. winter fuel)
 Addition/changes to additive packages (injector deposit cleaner, cetane improvers, lubricity
improvers, etc.)
 Change of fuel supplier
 New installations or customer operations
 Change over from LSD to ULSD
 Blending/concentration change of biodiesel
 Significant weather changes (rapid temperature swings, dust storms, heavy rain/snow, etc.)
Fuel sampling techniques will depend on the location within the fuel supply chain to be sampled.
WEICHAI recommends fuel samples be taken directly from vehicle/equipment at the inlet to suction side
fuel filter. WEICHAI recommends fuel analysis at a professional testing facility. Contact the local
WEICHAI Distributor for more information.
 Analysis recommendations
WEICHAI recommends fuel analysis be completed by an ISO/IEC 17025 certified laboratory, with
experience in diesel fuel analysis and capability to perform tests defined in Table 1. The quantity and type
of test to be performed will determine the cost of the associated sampling. It is the customer responsibility
to understand and maintain the quality of the fuel used in their engine.
A basic list of fuel sample analysis tests follows in Table 3 below：
25
Diesel
Table 3 Recommended Fuel Sample Test Properties

Recommended Fuel Sample Test Properties
Property/Item Test Priority & Frequency Purpose/Importance
Prevent rapid erosion of fuel
injection equipment – poor
Particle Count (ISO 4406) Every Sample
performance and component
failure.
Corrosion prevention, rapid fuel
injection equipment wear out
Water Content (ASTM D6304) Every Sample
mechanisms. Prevention of
deposit formation (IDID’s)
Prevention of deposit formation
ICP Metals Every Sample (IDID’s), indicates presence of
lube oil in fuel.
Annually. Or prior to cold Prevent fuel filter and system
Cloud Point/Pour Point
season. plugging due to waxing/gelling
Prevent premature fuel injection
equipment wear put. Fuel and
Sulfur Content Every Sample
lube oil system corrosion
prevention.
Table 3 Recommended Fuel Sample Test Properties

Recommended Fuel Sample Test Properties
Property/Item Test Priority & Frequency Purpose/Importance
Prevent premature fuel engine
Simulated Distillation Every Sample component wear out due to
cavitation or lube oil dilution.
Prevent premature fuel injection
Thermal Stability Every Sample equipment wear put. Corrosion
prevention.
Corrosion prevention, premature
Biological Contamination Quarterly
fuel filter plugging.
HFRR (ASTM D 6079) Prevent premature fuel injection
Quarterly
ISO 12156/1 equipment wear out.
26
Diesel
1.6 Biodiesel Fuel

Note!
There recommendations are subject to change with-out notice. Consult WEICHAI for the most up to date
recommendations.
Biodiesel is a fuel that includes vegetable oils, animal fat, and waste cooking oil. Soybean oil and rapeseed
oil are the primary vegetable oil sources. The raw oils or animal fats are chemically processed (esterified) to
form a fatty acid methyl ester (referred to as FAME).
The esterified product (FAME) is biodiesel fuel that can be used in compression ignition engines. Without
chemical processing or esterification, the oils or fats are not suitable to use as fuel in compression ignition
engines. The oil or fat must be esterified and the water and contaminants removed.
Fuel made of 100 % FAME is referred to as B100 biodiesel or neat biodiesel.
Biodiesel can be blended with distillate diesel fuel. The blends can be used as fuel. The most commonly
available biodiesel blends are B5, which is 5 % biodiesel and 95 % distillate diesel fuel, and B20, which is
20 % biodiesel and 80 % distillate diesel fuel.
The percentages are volume-based.
U.S. distillate diesel fuel specification “ATSM D975-09a” includes up to B5 (5 %) biodiesel. Currently,
any diesel fuel in the U.S. may contain up to B5 biodiesel fuel.
European distillate diesel fuel specification “EN 590” includes up to B5 (5 %) and in some regions up
to B7 (7 %) biodiesel. Any diesel fuel in Europe may contain up to B5 or in some regions up to B7
biodiesel fuel.
Note!
The user of the engine has the responsibility of using the correct fuel that is recommended by the
manufacturer. The fuel must comply with the appropriate regulatory agencies.
WEICHAI is not liable to evaluate the variations of biodiesel and the long-term effects on performance
durability, or compliance to emissions standards for WEICHAI products.
Note!
 WEICHAI follows the latest revision of “ASTM D7467” specification for B6-B20 blends.
Biodiesel fuel must meet defined quality stands.
 Failures that result from the use of any fuel are not WEICHAI factory defects. Therefore, the cost of
repair would NOT be covered by the WEICHAI warranty for materials and/or the warranty for
workmanship.
1.6.1 Recommendations for Biodiesel

 Warranty and the use of biodiesel fuel
WEICHAI Engine Warranty covers failures that are result of defects in material or factory workmanship.
Engine damage, service issues, and/or performance issues determined by WEICHAI to be caused by the
use of biodiesel fuel not meeting the specifications outlined in this Service Announcement are not
considered to be defects in material or workmanship and are not covered under WEICHAI engine
warranty.
 Requirements for using biodiesel fuel
27
Diesel
 Oil sampling
For high horsepower engines, it will be needed to determine the appropriate oil change interval. Oil
samples should be taken every 250 hours of operation and analyzed. This process should be repeated for at
least three oil change intervals to ensure consistent oil performance.
 Fuel-Water separation
 Biodiesel has a natural affinity to water, and water accelerates microbial growth. Storage tanks must
be equipped with a fuel water separator to make sure that water is stripped out before entering the
fuel tank. Make sure the storage tanks are kept full to reduce the potential condensation accumulating
in the fuel tank.
 Due to the solvent nature of biodiesel, and the potential for “cleaning” of the fuel tank and lines,
new fuel filters must be installed when switching to biodiesel on used engines. Fuel filters will need to
be replaced at half the standard interval for the next two fuel filter changes.
 Preventing water from entering the fuel supply (storage) remains very important.
 Biodiesel fuel storage
 Use biodiesel fuel within 6 months of its manufacture. Biodiesel has poor oxidation stability, which
can result in long term storage problems. For this reason, WEICHAI does not recommend using
biodiesel for low use applications, such as standby power, recreational marine, or seasonal
applications. Consult your fuel supplier for oxidation stability additives.
 The poor oxidation stability qualities of biodiesel can accelerate fuel oxidation in the fuel system,
especially at increased ambient temperatures.
Caution!
Avoid storing equipment with biodiesel blends in the fuel system for more than three months, or fuel
system damage can occur.
 If biodiesel is used for seasonal applications, the fuel system must be purged before storage by
running the engine on pure diesel fuel for a minimum of 30 minutes.
 Care must also be taken when storing biodiesel in bulk storage tanks. All storage and handling
systems must be properly cleaned and maintained. Steps must be taken to minimize moisture and
microbial growth in storage tanks. Consult your fuel supplier for assistance in storing and handling
biodiesel.
 Energy content
B100 biodiesel provides approximately 5 % to 8 % less energy per gallon of fuel when compared to
conventional diesel fuels. Operation with B20 biodiesel blends can potentially result in a slight decrease in
fuel economy and/or power, depending on the application. To avoid engine problems when the engine is
converted back to 100 % Petro-diesel, do not change the engine rating to compensate for the potential
power loss when operated with biodiesel fuels.
 Materials compatibility
The WEICHAI engines are compatible with biodiesel blends up to B20. However, the following must be
taken into account:
Natural rubber, butyl rubber, and some types of nitrile rubber (depending on chemical composition,
construction, and application) may be particularly susceptible to degradation. Also, copper, bronze, brass,
tin, lead, and zinc can cause deposit formations. The use of these materials and coatings should be
avoided for fuel tanks and fuel lines. Fuel fittings and connectors are acceptable due to the small surface
area in contact with the fuel.
 Low temperature performance
28
Diesel
Biodiesel fuel properties change at low ambient temperatures, which can pose problems for both storage
and operation. Precautions need to be taken at low ambient temperatures, such as storing the fuel in a
heated building or a heated storage tank, or using cold temperature additives.
The fuel system can require heated fuel lines, filters, and tanks. Filters can plug and fuel in the tank can
solidify at low ambient temperatures if precautions are not taken. A fuel heater is recommended for
ambient temperatures below -5°C [23°F]. Consult your fuel and additive supplier for assistance in
attaining proper cloud point fuel.
 Microbial growth
Biodiesel fuel is an excellent medium for microbial growth. Microbes cause fuel system corrosion and
premature filter plugging. The effectiveness of all commercially available conventional anti-microbial
additives, when used in biodiesel, is not known. Consult your fuel and additive supplier for assistance.
1.6.2 Additional Maintenance Requirement

When biodiesel fuel is used, crank case oil and aftertreatment systems may get influenced by chemical
composition and characteristics of biodiesel fuel, such as density and volatility. Chemical contaminants can
be present in this fuel, such as phosphorous, alkali, and alkaline metals (sodium, potassium, calcium, and
magnesium).
 Crankcase oil fuel dilution can be higher when biodiesel and/or biodiesel blends are used.
This increased level of fuel dilution when using biodiesel and/or biodiesel blends is related to the
typically low volatility of biodiesel. In-cylinder emissions control strategies utilized in many of the
latest engine designs which may lead to a higher level of biodiesel concentration in the sump. The
long-term effect of biodiesel concentration in crankcase oil is currently unknown. The oil analysis is
strongly recommended when B20 (20 %) and lower biodiesel blends are used, and required when
using biodiesel/biodiesel blends that are B20 or above (when requesting oil analysis, be sure to note
the level of biodiesel being used (B5, B20, and so on)).
 Biodiesel fuel contains metal contaminants (phosphorous, sodium, potassium, calcium, and/or
magnesium) that from ash products upon combustion in the diesel engine.
The ash can affect the life and performance of aftertreatment emissions control devices. The ash
accumulation may cause the need for more frequent ash service intervals and/or cause loss of
performance.
1.6.3 Fuel System Deposits

Biodiesel and biodiesel blends are known to cause an increase in fuel system deposits, most significant of
which are deposits within the fuel injector. These deposits can cause a loss in power due to restricted or
modified fuel injection or cause other functional issues associated with these deposits.
Diesel Fuel System Cleaner, used as needed or on an on-going basis, is most effective in cleaning and
preventing the formation of deposits. Diesel Fuel System Cleaner helps to limit deposit issues by
improving the stability of biodiesel while also hindering the production of new deposits. Therefore, the use
of Diesel Fuel System Cleaner and/or Diesel Fuel Additives is recommended when running biodiesel and
biodiesel blends, especially when using B20 or higher blend levels.
For Diesel Fuel System Cleaner and/or Diesel Fuel Additives, Consult your fuel supplier for more
29
Diesel
information.
 Guidelines
Biodiesel that meets the requirements that are listed in the “Specification for Biodiesel Fuel”, the latest
edition of “ASTM D6751”, or the latest edition of “EN 14214” is not expected to pose major
problems when blend with an acceptable distillate diesel fuel at the maximum stated percentages.
However, the following recommendations should be followed:
Note!
The recommendations, the cautions and guidelines applicable to biodiesel (B100) are also applicable to
biodiesel blends (B2, B5, B20, and so on). The impacts of biodiesel blends higher than B20 are, in general,
more severe than the impacts of biodiesel blends of B20 or lower. Refer to Table 5 of this Biodiesel
section for more details.
Information provided in this table refers to biodiesel and biodiesel blends that fully comply with the
appropriate specifications as described in the “Biodiesel” section of this Special Publication. It also
covers handling and maintenance procedures that follow recommended guidelines.
Table 4 Risks and Guidelines associated with the use of Biodiesel and Biodiesel Blends
𝐑𝐢𝐬𝐤𝐬 𝐚𝐧𝐝 𝐠𝐮𝐢𝐝𝐞𝐥𝐢𝐧𝐞𝐬 𝐚𝐬𝐬𝐨𝐜𝐢𝐚𝐭𝐞𝐝 𝐰𝐢𝐭𝐡 𝐭𝐡𝐞 𝐮𝐬𝐞 𝐨𝐟 𝐛𝐢𝐨𝐝𝐢𝐞𝐬𝐞𝐥 𝐚𝐧𝐝 𝐛𝐢𝐨𝐝𝐢𝐞𝐬𝐞𝐥 𝐛𝐥𝐞𝐧𝐝𝐬 (𝟏)
Paragraph
Risk/Recommendation B5 B6-B20 B21-B100
reference
Risk of reduction of oil change
1 Negligible Low Medium
interval
2 Risk of fuel filters compatibility Negligible Low Medium
Risk of reduction of fuel filter change
3 Negligible Medium High
interval
≤4 microns ≤4 microns ≤4 microns

4 Bulk filtration of biodiesel
absolute absolute absolute
Similar to Minor loss of Detectable loss

5 Energy content of biodiesel
Diesel 1-2 % of 5-8 %
6 Compatibility with elastomers Low Low-Medium High

Risk of low ambient temperature
7 problems for both storage and Medium Medium-High High
operation
8 Feedstock impact Medium Medium High
Risk of oxidation stability and
9 Low Medium High
injector deposits
30
Diesel
Oxidation stability-Duration of Similar to

10 8 months (2) 4 months (3)
storage Diesel fuel
Table 4 Risks and Guidelines associated with the use of Biodiesel and Biodiesel Blends
𝐑𝐢𝐬𝐤𝐬 𝐚𝐧𝐝 𝐠𝐮𝐢𝐝𝐞𝐥𝐢𝐧𝐞𝐬 𝐚𝐬𝐬𝐨𝐜𝐢𝐚𝐭𝐞𝐝 𝐰𝐢𝐭𝐡 𝐭𝐡𝐞 𝐮𝐬𝐞 𝐨𝐟 𝐛𝐢𝐨𝐝𝐢𝐞𝐬𝐞𝐥 𝐚𝐧𝐝 𝐛𝐢𝐨𝐝𝐢𝐞𝐬𝐞𝐥 𝐛𝐥𝐞𝐧𝐝𝐬 (𝟏)
Paragraph
Risk/Recommendation B5 B6-B20 B21-B100
reference
Use in engines with limited Maximum
11 Unacceptable Unacceptable
operational time allowed
Risk of microbial contamination and
12 Medium High High
growth
13 Need for water removal Medium High High
14 Water Removal Capability Medium High High
15 Oil-side seal incompatibility Negligible Medium High
16 Metal incompatibility Negligible Low High
(1) Refer to the paragraph reference number for details of each listed Risk/Recommendation.
(2) Testing of B20 blends is recommended at 4 months of storage and on a monthly basis thereafter. Tests should
include oxidation, acid number, viscosity, and sediments.
(3) B100 stored for over 2 months should be tested every 2 weeks to ensure that the fuel is not degraded. Tests
should include oxidation, acid number, viscosity, and sediments. The use of appropriate additives is required if
B100 is stored for more than 4 months. Consult your fuel supplier for more information. B100 should be stored
at temperatures of 3 °C to 6 °C (5 °F to 10 °F) above the cloud point.
 Reference numbers
1. The oil change interval can be negatively affected by the use of biodiesel. Use oil analysis to monitor
the condition of the engine oil. Oil analysis will also help to determine the oil change interval that is
optimum.
2. Confirm with the filter manufacturer that the fuel filter/filters to be used are compatible with biodiesel.
Fuel water separators are preferred when biodiesel is used.
3. Conversion to biodiesel can loosen fuel system deposits. Fuel filter change intervals should be
shortened for an extended period to allow for this cleaning effect when converted engine to biodiesel
used. Filter change interval of 50 hours or less is recommended following the initial conversion to B20
biodiesel blend.
4. Filter biodiesel and biodiesel blends through a fuel filter with a rating of four microns(c) absolute or
less. Filters should be located on the device that dispenses the fuel to the fuel tank for the engine.
Filters should be located on the device that dispenses fuel from the bulk storage tank. Series filtration
is recommended.
5. In a comparison of distillate fuels to biodiesel, neat biodiesel (B100) typically provides less energy per
gallon by 5 % to 8 %. Do NOT attempt to change the engine rating to compensate for the power loss.
Engine problems may occur when the engine is converted back to 100 % distillate diesel fuel. Any
adjustments to the engine in service may result in violation of emissions regulations.
6. Compatibility of elastomers with biodiesel is currently being monitored. The condition of seals and
hoses should be monitored regularly. Biodiesel may soften, degrade, or leak from some types of
elastomers used in seals and hoses. The higher biodiesel blend has a greater the risk of
elastomer-related issues.
31
Diesel
 Weichai engines uses Viton seals and Viton O-rings in some of the fuel system. Viton is
compatible with biodiesel.
 Nitrile hoses typically used in some fuel transfer lines are not compatible with biodiesel. Monitor
the condition of the hoses and confirm with the hose manufacturer that the hoses are compatible
with the biodiesel blend used. If necessary, replace with hoses of compatible materials.
7. Biodiesel may cause low ambient temperature problems for both storage and operation. At low
ambient temperatures, biodiesel fuel may need to be stored in a heated building or a heated fuel lines,
filters, and tanks. Filters may plug and fuel in the tank may solidify at low ambient temperatures if
precautions are not taken. Consult your biodiesel supplier for assistance in the blending and attaining
of the proper cloud point for the fuel.
Note!
The performance of cold flow improvers can be reduced in the presence of biodiesel fuel. Consult the fuel
supplier for appropriate cold flow improvers if needed.
8. Biodiesel can be produced using various renewable sources. The source used can affect product
performance. Two of the fuel characteristics affected are cold flow and oxidation stability. Cold flow
affects filter plugging and oxidation stability affects deposit formation and biodiesel fuel storage
duration and life. Consult your fuel supplier for guidance.
9. Biodiesel has poor oxidation stability, which may accelerate fuel oxidation in the fuel system. Engines
with an electronic fuel system operate at higher temperatures, which may accelerate fuel oxidation.
Oxidized fuel can form deposits in fuel injection systems and in fuel systems in general.
10. Poor oxidation stability of biodiesel can result in long-term storage problems. Biodiesel should be used
within a limited time from production. To ensure appropriate storage duration, testing of the stored
biodiesel is recommended.
Tests should include oxidation, acid number, viscosity, and sediments. Tests should be conducted
periodically to ensure that biodiesel is as per specification.
Antioxidants are recommended to improve stability of biodiesel. Appropriate commercial additives are
recommended. Consult your fuel supplier for more information.
 B20 biodiesel blend can generally be stored up to 6 months. Testing of B20 blends is
recommended at 3 months of storage and thereafter monthly to ensure that the fuel has not
degraded.
 B100 biodiesel can generally be stored up to 4 months. Testing of B100 is recommended at
2months of storage and thereafter every two weeks to ensure that the fuel has not degraded. The
use of appropriate additives is required if B100 is stored more than 4months. Consult your fuel
supplier for more information.
 B100 should be stored at temperatures of 3 °C to 6 °C (5 °F to 10 °F) above the cloud
point.
11. Due to poor oxidation stability and other potential issues, engines with limited operational time (such
as seasonal use or standby power generation) either not to use biodiesel/biodiesel blends or, with
some risk, limit the biodiesel use up to B5.
Examples of applications that should limit the use of biodiesel are the following: Standby Generator
sets and certain emergency vehicles. For more information, refer to the “Seasonal Operation”
section.
 Addition of Diesel Fuel Additives is recommended for standby generator sets and emergency
vehicles using biodiesel/biodiesel blends. The Additive should be added when the engine is
32
Diesel
fueled or as early as possible when the fuel is delivered and stored. Preferably, the additive
should be added as soon as possible after the fuel is produced.
 For standby generator sets and emergency vehicles that use biodiesel, sample the fuel in the
engine tank monthly. Test the fuel for acid number and oxidation stability. If the test results
show that the fuel is degraded and not in specification (provided in Table 5 in this “Biodiesel”
section), drain the tank, flush the engine by running with high-quality fuel. Repeat the process
until the system is clean. Refill with high-quality fuel following the recommendations provided in
this “Fuel” section.
 For standby generator sets and emergency vehicles that use biodiesel, use the fuel with oxidation
stability 10 hours or more as per “EN 14212” test method.
12. Biodiesel is an excellent medium for microbial contamination and growth. Microbial contamination
and growth can cause corrosion in the fuel system and premature plugging of the fuel filter. Consult
your supplier of fuel and additive for assistance in selecting appropriate anti-microbial additives.
13. Care must be taken while removing water from fuel tanks. Water accelerates microbial contamination
and growth. When biodiesel is compared to distillate fuels, water is naturally more likely to exist in the
biodiesel.
14. Biodiesel dilution of engine oil may result in oil side leaks due to incompatibility of the seals that are
typically used on the oil side. Liner seals and oil cooler seals may be affected by biodiesel dilution.
Monitor the condition of the oil side seals and consult your WEICHAI dealer for appropriate
replacement if needed.
15. Biodiesel is not compatible with some metals. Biodiesel higher than B20, will oxidize and form
sediments upon long-term contact with lead, zinc, tin, copper, and copper alloys such as brass and
bronze. Consult your dealer for more information.
Note!
The use of biodiesel at a B2 level improves the lubricity of the final blend by an estimated 66 percent.
Increasing the blend level higher than B2 does not improve the lubricity any further.
 Seasonal Operation
Flush the fuel systems and fuel tanks of seasonally operated engines with conventional diesel fuel before
prolonged shutdown periods. Perform the following process before shutting down the engine for
prolonged periods:
Operate the engine until the fuel level in the tank is low. Refill the fuel tank with high quality conventional
distillate diesel fuel. Repeat the above steps minimum twice before the engine is shut down for prolonged
periods.
If distillate fuel is not available to operate the engine as described above, while accepting some risk, limit
biodiesel to a maximum of B5.
1.6.4 Biodiesel Specification

The final blend of biodiesel used in the engine must meet the requirements stated in table 5 this
"Biodiesel" article. B100 intended to bleed into diesel fuel that is expected to give satisfactory vehicle
performance at fuel temperatures at or below -12° C (10.4° F) shall comply with a cold soak filterability
limit of 200 seconds maximum. Passing "ASTM D6751" 200 seconds Cold Soak Filterability test limit does
not guarantee cold performance for all biodiesel blends at all the possible fuel temperatures, but biodiesel
that fails this Cold Soak Filterability test requirement will produce biodiesel blends that will likely plug fuel
33
Diesel
filters when fuel temperatures are below -12° C (10.4° F).

Table 5 WEICHAI Specification for Biodiesel Fuel
WEICHAI Specification for Biodiesel Fuel
Property Test Method Test Method Units Limits
Specific Properties
United States International
of fuel
“ASTM
Density at 15°C “ISO 3675” g/ m³ 0.86-0.90
D1298”
Viscosity at 40°C “ASTM D445” “ISO 3104” mm2/s (cSt) 1.9-6.0
Flash Point “ASTM D93” “ISO 3679” °C 93 minimum
6°C (10°F)
Pour Point
minimum below
-Summer “ASTM D97” “ISO 3016” °C
ambient
-Winter
temperature
“ASTM
Cloud Point °C Report
D2500”
“ASTM “ISO 20846”
Sulfur Content Percent weight 0.0015 maximum
D5453” “ISO 20884”

Distillation
“ASTM To Be Determined
-10 % Evaporation °C
D1160” 360
-90 % Evaporation
Specific Properties
United States International
of fuel
Carbon Residue, “ASTM
“ISO 10370” Percent weight 0.05 maximum
Conradson (CCR) D4530”
Cetane Number “ASTM D613” “ISO 5165” 45 minimum
Sulfated Ash “ASTM D874” “ISO 3987” Percent weight 0.02 maximum
Water/Sediment “ASTM
“ISO 12937” Percent volume 0.05 maximum
Content D2709”
Copper Corrosion “ASTM D130” “ISO 2160” No. 1
Oxidation Stability “EN 14112” “EN 14112” Hours 3 minimum
Esterification “EN 14103” “EN 14103” Percent volume 97.5 minimum
Acid Value “ASTM D664” “EN 14104” Mg KOH/g 0.5 maximum
Methanol Content “EN 14110” “EN 14110” Percent weight 0.2 maximum
Monoglycerides “ASTM “EN 14105” Percent weight 0.8 maximum
34
Diesel
D6584”
“ASTM
Diglycerides “EN 14105” Percent weight 0.2 maximum
D6584”
“ASTM
Triglycerides “EN 14105” Percent weight 0.2 maximum
D6584”
“ASTM
Free Glycerin “EN 14105” Percent weight 0.02 maximum
D6584”
“ASTM
Total Glycerin “EN 14105” Percent weight 0.24 maximum
D6584”
Phosphorus “ASTM
“EN 14107” Percent weight 0.001
Content D4951”
Calcium and
Magnesium “EN 14538” “EN 14538” ppm 5 maximum
combined
Sodium and
Potassium “EN 14538” “EN 14538” ppm 5 maximum
combined
Cold Soak “ASTM
- seconds 360 maximum
Filterability D7501”
“ASTM
Cleanliness “ISO 4406” - (1)
D7619”
(1) Recommended cleanliness level for fuel as dispensed into machine or engine fuel tank “ISO 18/16/13” or
cleaner per “ISO 4406” or “ASTM D7619”.
Note!
Fuels that meet the most current revision level of “ASTM D6751” or “EN 14214” may be used for
blending with an acceptable distillate fuel. The conditions, recommendations, and limits that are noted in
this Biodiesel section apply.
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Lubricate Oil
2 - Lubricate Oil
2.1 Basic Information of Lube Oil

 Basic instruction of lube oil
The lube oil is a kind of fluid specially manufactured to be used in the lubrication system of the engine.
When the engine stops, the lube oil is contained in the oil sump. When the engine is running, the lube oil is
pumped into the lubricant system in the engine to perform the followed functions:
 Keeping the engine clean
 Preventing rust and corrosion
 Acting as a coolant
 Reducing friction and wear
 Cost analysis of lube oil
The following costs are associated with the maintenance of the engine lubrication system:
 Initial fill
 Consumption
 Analysis of the engine lube oil
 Replacement of the engine oil and engine filter
 Disposal of the used engine oil
Maintaining the engine lubrication system is usually between 10 and 20 percent of the total cost of the
engine maintenance. This percentage can be affected by the type of gaseous fuel, the engine duty cycle, and
the maintenance practices.
The temperature of the cooling system, extended operation at light loads, and the condition of the engine
has an effect on the rate of consumption and on the engine oil service life.
Maintenance costs may significantly increase because of use of wrong engine oil. Inadequate lubrication
that destroys moving parts causes expensive unscheduled down time.
 Risk of incorrect oil using:
The following problems can result from the use of the incorrect engine oil:
 Buildup of glazing in the cylinder liners
 Damage to the bearings
 Deposits on the valves that can lead to guttering of the valves
 Oil coking in the turbocharger
 Piston rings and valves that stick
To achieve the lowest maintenance costs for the lubrication system, use the recommended gas engine oils.
The superior quality lube oils provide the following benefits:
 Reduction of the formation of carbon and sludge
 Resistance to foaming
 Protection against cylinder liner wears
 Protection of valves and of valve seats
 Improved cleanliness of pistons
 Protection against scoring of the pistons and scuffing of the pistons
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Lubricate Oil
2.2 Environmental Protection

 Prevention of oil spilling:
Don’t drain the used oil directly onto the ground. Prepare a proper drip pan or other kind of container to
collect the used oil. Make sure that no oil gets into the sewerage system or seeps into the ground to prevent
the risk of contamination of clean water.
 Handling the spilled oil:
 Land Spill: Stop the leakage if you can do it without risk. Wipe it out with cloth immediately or
recover with suitable absorbent.
 Water Spill: Stop the leakage if you can do it without risk. Remove from the surface by skimming or
suitable absorbents. Seek the advice of a specialist before using dispersants.
 Large Spills: Dike far ahead of liquid spill for later recovery and disposal. Prevent entry into
waterways, sewers, basements or confined areas.
 Water spill and land spill recommendations are based on the most likely spill scenario for this material;
however, geographic conditions, wind, temperature may greatly influence the appropriate action to be
taken. For this reason, consult local experts.
 Dispose of the oil:
Always hand in leftover and used oil to an authorized waste disposal contractor, or consult WEICHAI
dealer for getting help.
Note!
Lubricants contain poisons and environmentally hazardous substances. In the event of a spill or accidental
release, notify relevant authorities in accordance with all applicable regulations.
2.3 Storage of Lube Oil

 Container:
 Store the lube oil in correctly marked containers away from unauthorized persons.
 Keep in the original container or an approved alternative made from a compatible material, kept
tightly closed when not in use.
 Do not store in open or unlabeled containers.
 Store and use only in equipment/containers designed for use with the lube oil.
 Containers that have been opened must be carefully resealed and kept upright to prevent leakage.
 Keep container tightly closed and sealed until ready for use.
 Environment:
 Store between the following temperatures: 5 to 25℃(41 to 77℉).
 Store the lube oil in a cool, dry and well-ventilated place, away from incompatible materials.
 Keep away from heat and direct sunlight.
 Keep away from ignition sources such as heat/sparks/open flame. No smoking.
 Keep the container away from the rain or water. If the lube oil container needs to be stored outdoor,
cover the container with waterproof material to avoid the water/rain dropped onto the surrounding
area of the ports of the container.
 Concentrations of mist, fumes and vapors in enclosed spaces may result in the formation of explosive
atmospheres. Excessive splashing, agitation or heating must be avoided.
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Lubricate Oil
 Eating, drinking and smoking should be prohibited in areas where this material is stored.
Note!
Store lube oils in accordance with local regulations.
2.4 Function of Lube Oil

The primary function of lube oil includes lubrication, wear control, cleaning, corrosion protection,
oxidation control, cooling, sealing.
 Lubrication
The primary function of engine oil is to lubricate moving parts. The oil forms a protective film between
metal surfaces, preventing metal-to-metal contact and reducing friction and heat. When the oil film is not
sufficient, polishing, scuffing, galling, or seizing can occur.
 Metal wear control
Modern lubricants contain extreme pressure and anti-wear additives. At high-pressure, these additives form
a chemically bonded molecular film on the metal surface to prevent direct contact and wear when a full oil
film is not present.
 Cleaning
Detergents in oil act as a cleaning agent in the engine. They help to reduce sludge varnish, and oxidation
buildup on the pistons, rings, valve stems, and seals; which could lead to severe engine damage. Oil
formulated with the optimal additives holds contaminants in suspension until they are removed by the oil
filtration system or during an oil change.
Corrosion inhibiting additives provide a protective barrier, isolating metals to prevent corrosion. Some
metals like copper, bronze, and lead are susceptible to corrosion. Corrosion can result in the removal of
metal from engine parts which can lead to further wear. Additionally, oils are formulated with acid
neutralizing additives that neutralize acids formed by combustion and thermal degradation.
 Oxidation control
Antioxidant additives prevent the oxidation of the petroleum base oil. Oxidation can lead to the formation
of acids, increased viscosity, and increased tendency to form deposits.
 Cooling
Lubricating oil functions as a heat transfer medium and helps cool internal engine components that the
primary cooling system can’t. Heat is transferred to the oil through contact with various components and
is then transferred to the primary cooling system at the oil cooler.
 Sealing
Oil acts as a seal filling the surfaces of the cylinder liner, piston, valve stem, and other internal engine
components.
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Lubricate Oil
2.5 Engine Oil Category
2.5.1 SAE Viscosity Grade

The proper SAE viscosity grade of oil is determined by the minimum ambient temperature during the cold
engine start-up and the maximum ambient temperature during the engine operation.
Use the lube oil has a highest oil viscosity when the oil meets the ambient temperature requirements. In
accordance with the SAE standard with a focus on the oil viscosity grade, the category is as following.
Table 6 Category of SAE Viscosity Grade
Ambient temperature
No. SAE viscosity grade
Minimum Maximum
1 30 5℃ 35℃
2 40 10℃ 40℃
3 0W-20 -35℃ 20℃
4 0W-30 -35℃ 30℃
5 0W-40 -35℃ 40℃
6 0W-50 -35℃ 45℃
7 5W-30 -30℃ 30℃
8 5W-40 -30℃ 40℃
9 5W-50 -30℃ 45℃
Table 6 Category of SAE Viscosity Grade

Ambient temperature
No. SAE viscosity grade
Minimum Maximum
10 10W-30 -25℃ 30℃
11 10W-40 -25℃ 40℃
12 10W-50 -25℃ 45℃
13 15W-30 -20℃ 30℃
14 15W-40 -20℃ 40℃
15 20W-20 -15℃ 20℃
16 20W-40 -15℃ 40℃
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2.5.2 Diesel Engine Oil Category

The technical information in this chapter complies with the use of heavy duty diesel engine manufactured
by WEICHAI. The following categories are based on the lube oil quality grade.
2.5.2.1 API lube oil categories
The American Petroleum Institute is the professional agent of lube oil researching. API has a long history
to establish the lube oil category based on the oil performance and quality. Also the API is professional
engine oil licensing and certification department.
The API oil category is established with the support from the ASTM and SAE. The first API standard was
published in 1924. The following is basic introduction of the release history of the API standards.
 CF-4
CF-4 grade lube oil applies for the high speed four stroke diesel engines manufactured after 1990. Its’
performance of oil consumption and deposits preventing is better than CE category.
 CG-4
CG-4 standard was released in 1995 for engines using low sulfur fuel only.
 CH-4
CH-4 standard was released in 1998 for the turbocharged diesel engine that uses low sulfur fuel (lower than
5,000ppm).
 CI-4
CI-4 standard was released in 2002 and can be used in the diesel engine with EGR and SCR.
 CJ-4
CJ-4 grade lube oil is just for the engines using ultra low sulfur fuel and can be used in the engine with
DPF.
 CK-4, FA-4
CK-4 and FA-4 standard was released in 2016. It has a better fuel economy performance than CJ-4 and
just for the engines using ultra low sulfur fuel. It can be used in the engine with DPF. Compared with the
CK-4 class, the FA-4 class lube oil has a very low viscosity to reduce the fuel consumption and can just be
used in the newly manufactured engines.
2.5.2.2 API certification system
API has the professional test system to evaluate the lube oils. The API test system includes laboratory tests
and engine tests.
 The laboratory tests items include viscosity grades, high temperature corrosion bench test, foam test,
shear stability, volatility, etc.
 The engine tests items include Mack T-8E, Mack T-9, Cummins M-11, Caterpillar 1P, Caterpillar 1K,
Roller Follower Wear Test, Engine Oil Aeration Test, Sequence IIIF/IIIG/IIIH, etc.
For the manual user’s reference, the detail test items of API CK-4 category are list in the following.
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Lubricate Oil
Table 7 - Heavy-Duty Diesel Engine Oil Requirements for API CK-4

Requirements Test Method Properties Unit Limits
1. LABORATORY TESTS FOR API CK-4
1.1 Viscosity Grades SAE J300 xW-3,xW-40
1.2 High Temperature/ ASTM D4683 or Viscosity @ 150℃
High Shear ASTM D4171 or xW-30 Grades cP 3.5 min
ASTM D5481 xW-30 Grades cP n/a
xW-40 Grades cP Meets SAE J300
1.3 Shear Stability ASTM D7109 KV after 90 pass, shearing, @ 100℃
xW-30 cSt 9.3 min
0W-40 cSt 12.5 min
Other xW-40 cSt 12.8 min
HTHS Viscosity @150℃ min xW-30 grades cP 3.4 min
1.4 Chemical Limits ASTM D4951 Mass fraction phosphorous % 0.12 max
ASTM D4951 Mass fraction sulfur % 0.4 max
ASTM D874 Mass fraction sulfated ash % 1.0 max
1.5 Noack Volatility ASTM D5800 Evaporative loss @250℃ % 13 max
1.6 Foaming ASTM D892 Sequence I tend/ 10/0 max
Sequence II stab 20/0 max
Sequence III ml 10/0 max
1.7 High Temperature ASTM D6594 Copper, used oil increase ppm 20 max
Corrosion Bench Test, Lead, used oil increase ppm 120 max
135℃ Copper Strip Rating - 3 max
1.8 Seal Compatibility ASTM D7216 Volume Change, % Hardness, pts Tensile strength, % Elongation, %
Nitrile(NBR)
+5/-3 +7/-5 +10/-TMC 1006 +10/-TMC 1006
Silicone(VMQ)
+TMC 1006/-3 +5/-TMC 1006 +10/-45 +20/-30
Polyacrylate(ACM)
+5/-3 +8/-5 +18/-15 +10/-35
Fluoroelastomer(FKM)
+5/-2 +7/-5 +10/-TMC 1006 +10/-TMC 1006
Vamax G
+TMC 1006/-3 +5/-TMC 1006 +10/-TMC 1006 +10/-TMC 1006
2. ENGINE TESTS FOR API CK-4 Rated or Measured Parameter Unit Primary Performance Criteria
1Test 2Tests 3Tests
2.1 Mack T-11 ASTM D7156 TGA%Soot @4.0 cSt % 3.5min 3.4min 3.3min
TGA%Soot @12.0 cSt % 6.0min 5.9min 5.9min
TGA%Soot @15.0 cSt % 6.7min 6.6min 6.5min
2.1a Sooted Oil MRV ASTM D6896 Viscosity, 180 hour sample from Mack T-11 or
T-11A cP 25,000 max
Viscosity @-20℃ Pa </= 35 max
Yield Stress
2.2 Mack T-12 ASTM D7422 Top Ring Mass Loss mg <35 max 105 max 105 max
μm
Cylinder Liner Wear 24.0 max 24.0max
2.3 Cummins ISB ASTM D7484 Slider tappet mass loss, average mg 100 max 108 max 112 max
Cam lobe wear, average μm 55 max 59 max 61 max
mg
Crosshead mass loss, average Report Report Report
2.4 Cummins ISM ASTM D7468 Merit rating Merits 1000 min 1000 min 1000 min
Top Ring Mass Loss mg 100 max 100 max 100 max
2.5 Caterpillar 1N ASTM D6750 Weighted demerits(WDN) Demerits 286.2 max 311.7 max 323.0 max
Top groove fill (TGF) % 20 max 23 max 25 max
Top land heavy carbon (TLHC) % 3 max 4 max 5 max
g/kWh
Oil consumption (0-252h) 0.54 max 0.54 max 0.54 max
Piston, ring, and liner scuffing None None None
Piston ring sticking None None None
2.6 Caterpillar C13 ASTM D7549 Merit rating Merit 1000 min 1000 min 1000 min
Hot stuck piston rings None None None
2.7 COAT ASTM D8047 Average Aeration, 40h to 50h % 11.8 max 11.8 max 11.8 max
2.8 Roller Follower Wear Test ASTM D5966 Average pin wear mils(μm) 0.30 max 0.33 max 0.36 max
(7.6 max) (8.4 max) (9.1 max)
2.9 Volvo T-13 ASTM D8048 T-13 FTIR Peak Height Oxidation at EOT,Abs. cm2 125 130 133
Kinematic Viscosity Increase at 40℃ (300 h-360 h) % 75 85 90
max g/h Report Report Report
Avg. Oil Consumption, 48 h to 192 h, max
2.5.2.3 ACEA lube oil categories

ACEA is the abbreviation of the “European Automobile Manufacturers Association”.
The ACEA European Oil Sequences for service-fill oils comprise 3 classes of sequences:
 Gasoline and light duty diesel engines;
(A3/B3, A3/B4&A5/B5) for gasoline and light duty diesel engines
 Gasoline and light duty diesel engines with after treatment devices
(C1, C2, C3, C4, C5) specifically for engines with after treatment devices
 Heavy duty diesel engines.
(E4, E6, E7, E9) for heavy duty diesel engines.
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Lubricate Oil
The oil sequences define the minimum quality level of a product for self-certification to EELQMS
(European Engine Lubricants Quality Management System) and presentation to ACEA members.
Individual member companies may indicate performance parameters other than those covered by the tests
shown or more stringent limits.
Each set of oil sequences is designated for consumer use by a 2-part code comprising a letter to define the
CLASS, and a number to define the CATEGORY (e.g. C1)
The CLASS indicates oil intended for a general type of engine-currently there are:
A/B=Gasoline and Light Duty Diesel Engines
C=Catalyst compatible oils for Gasoline and Light Duty Diesel Engines with after treatment devices.
E=Heavy Duty Diesel Engines
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Lubricate Oil
Table 8 – Test Items for ACEA E Categories

REQUIREMENTS TEST METHOD PROPERTIES UNIT LIMITS
E4 E6 E7 E9
1. LABORATORY TESTS
1.1 Viscosity SAE J300 No restriction except as defined by shear stability and HTHS
Latest Active Issue requirements. Manufacturers may indicate specific viscosity
requirements related to ambient temperature.
1.2 Shear stability CEC L-014-93 or Kinematic Viscosity at 100℃ after 30 cycles mm2/s Stay in
ASTM D6278 or grade
ASTM D7109
ASTM D7109 Kinematic Viscosity at 100℃ after 90 cycles mm2/s Stay in grade
1.3 HTHS Viscosity CEC L-036-90 Dynamic Viscosity at 150℃ and Shear Rate mPa.s >=3.5
of 106s-1
Dynamic Viscosity at 100℃ and Shear Rate mPa.s Report
of 106s-1
1.4 Evaporative Loss CEC L-040-93 Max. weight loss % <=13
(Noack) after 1h at 250℃
1.5 Sulphated Ash ASTM D874 % m/m <=2.0 <=1.0 <=2.0 <=1.0
1.6 Phosphorus ASTM D5185 % m/m <=0.08 <=0.12
1.7 Sulphur ASTM D5185 % m/m <=0.3 <=0.4
1.8 Oil/Elastomer CEC L-112-16 Max. variation of characteristics after immersion for RE6 RE7 RE8 RE9
Compatibility 7 days in fresh oil without pre-ageing
-Tensile Strength
-Elongation at Break % Report Report Report Report
-Volume Change % -70/+20 -65/+15 -51/+9 -65/+19
% -5.5/+2.1 -1.8/+8.9 0.0/+12 -2.5/16
1.9 Foaming Tendency ASTM D892 Tendency - stability ml Sequence I (24℃) 10-nil Seq I 10/0
without option A ml Sequence I (94℃) 50-nil Seq II 20/0
ml Sequence I (24℃) 10-nil Seq III 10/0
1.10 High Temperature ASTM D6082 Tendency - stability ml Sequency IV (150℃) 200-50
Foaming Tendency
1.11 Oxidation CEC L-085-99 Oxidation induction time min >=65
(PDSC)
1.12 Corrosion ASTM D6594 Copper increase ppm Report Report <=20
Lead increase ppm Report <=100 <=100
Copper strip rating max Report Report 3
1.13 TBN ASTM D2896 mg >=12 >=7 >=9 >=7
KOH/g
1.14 Low Temperature CEC L-105-12 MRV mPa.s According to SAE
Pumpability Yield stress Pa J300 for fresh oil
(MRV at SAE J3000 Temperatures
applicable for the fresh oil viscosity grade)
1.15 Oil Oxidation with CEC L-109-16 Oxidation increase after 168h KV100 increase after A/cm <=90 <=80 <=120 <=90
Biodiesel 168h % <=130 <=130 <=300 <=150
2. ENGINE TESTS
2.1 Wear OM646LA Cam wear outlet μm <=140 <=140 <=155 <=155
2.2 Soot in Oil Mack T-8E Test duration 300h <= <= <= <=
Relative viscosity at 4.8% soot and 50% shear loss 1 2.1/2.2/2.3 2.1/2.2/2.3 2.1/2.2/2.3 2.1/2.2/2.3
test/2tests/3tests average
2.3 Bore Polishing OM501LA Piston cleanliness average Bore polishing. Average Merit >=26 >=26 >=17 >=17
Piston Cleanliness Oil consumption Engine sludge, average % <=1.0 <=1.0 <=2.0 <=2.0
kg/Test <=9 <=9 <=9 <=9
Merit Report Report Report Report
2.4 Soot Induced Wear Cummins ISM Merit
Crosshead weight loss
1 test/2test/3test average mg <=7.5/7.8/7.9 <=7.1
Engine sludge kPa <=55/67/74 <=19
>=8.1/8.0/8.0
1test/2test/3test average Merit >=8.7
Adj.screw weight loss mg <=49
2.5 Liner-ring-bearing Mack T12 Merit >=1000 >=1000 >=1000
Cylinder liner wear μm <=26 <=26 <=24
Top ring weight loss mg <=117 <=117 <=105
End of test lead ppm <=42 <=42 <=35
Delta lead 250-300 hrs ppm <=18 <=18 <=15
Oil consumption g/hr <=95 <=95 <=85
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Lubricate Oil
2.5.4 Gas Engine Oil Category

 Function of the sulfated ash:
The deposits from combustion of the ash producing additives in the oil lubricate the gas engine air valves.
Due to this fact, the valves could keep a low level of recession.
If the sulfated ash level is too high, there will be excessive deposits on the valves, spark plug, and
combustion chamber. The excessive deposits can lead to valve burning, early firing, and abnormal wear.
So it is essential to use the oil with proper ash level.
 Classification based on ash:
Based on the sulfated ash mass percent, the gas engine oil can be classified as following.
Table 9 Classification Based on Sulfated Ash Mass Percent
Sulfated ash level TBN, approx.
No.
(Weight %) （mg KOH/g）
1 ≤0.15% 1~3
2 0.15%~≤1.0% 3~9
3 >1.0% 9~12
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Lubricate Oil
2.5.5 Base Stock of Lube Oil

The base stock weight percent of the finished lubricant is about 70%~95%.
The API has divided base stocks into five groups. The groups are identified by the viscosity index and
chemical composition. The different groups provide different performance in the finished lubricants. The
interchanging of base stocks between those groups is not recommended. The API base stock group can’t
be easily detected in the finished lubricant. Therefore, the oil company must inform the customer about
the type of base stock in the finished lubricant.
Table10 Classification of Base Stock
No. Category Producing method
1 Group I
Extracted from the petroleum
2 Group II
3 Group III Refined from petroleum and processed by adding chemicals
4 Group IV
Made of different kinds of chemical material
5 Group V
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Lubricate Oil
2.6 Recommendation of Lube Oil

Note!
WEICHAI recommends the use of oil that is formulated specifically for heavy-duty gas engines. Do not
use oil that is specially formulated for gasoline engines or diesel engine.
Use the oil recommended in this manual only. Never use oil other than that specified in this manual. The
use of inappropriate oil will result in sticking of the piston rings, premature wear of bearings and moving
parts, and significantly shortens the service life of the engine.
2.6.1 Viscosity Grade

 General method to decide the proper viscosity:
To select the proper SAE viscosity grade, refer to the table 2.5.1
 The influence of viscosity:
The oils that have the higher oil viscosity will maintain the highest possible oil film thickness. Excessively
high oil viscosity causes power loss and an abnormal rise of oil temperature, while excessively low oil
viscosity accelerates wear due to inadequate lubrication.
 Single-grade oil:
For the stationary gas engine, WEICHAI recommends the customer to select the single-grade natural gas
engine lubricant oil. For the ambient temperature from the 5℃ to +35℃ , SAE 30 lubricant oil is
recommended. For the ambient temperature from the +10 ℃ to +40℃, SAE 40 lubricant oil is
recommended. Do not use single-grade SAE40 engine oil in case of cold-starting.
 Multi-grade oil:
If the ambient air temperature is too low to select the single grade oil, customer can decide to select one
kind of multi-grade lubricant oils according to the table 6.1.
2.6.2 Diesel Engine Oil Recommendation

WEICHAI recommends using the following API category diesel engine lube oil in your specific diesel
engine.
 Recommendation for commercial vehicle application
Table 11 Recommendation for Commercial Vehicle Application
No. Emission regulation fulfilled Technology used API category recommended Remark
1 EU Ⅱ MP CF-4
2 CR CH-4
EU Ⅲ
3 MP+EGR CI-4
4 CR+SCR CI-4
5 EU Ⅳ CR+EGR+DOC+POC CI-4
6 CR+EGR+2-DOC CI-4
7 CR+SCR CI-4
8 EU Ⅴ CR+EGR+DPF CK-4
9 CR+EGR+DOC+DPF CK-4
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10 CR+EGR+DOC+DPF+SCR CK-4
EU Ⅵ
11 CR+DOC+DPF+SCR CK-4
Reference:
The meaning of the abbreviations used in the table is:
“MP” = Mechanical Fuel Pump
“CR” = Common Rail system
“EGR” = Exhaust Gas Recirculation
“SCR” = Selective Catalytic Reduction
“DOC” = Diesel Oxidation Catalyst
“POC” = Particulate Oxidation Catalyst
“DPF” = Diesel Particulate Filter
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 Recommendation for off-road machinery application

Table 12 Recommendation for off-road machinery application
No. Emission regulation fulfilled Technology used API category recommended Remark
1 MP+EGR CI-4
2 EU Stage ⅢA CR CH-4
3 MP+EGR CI-4
4 CR+SCR CI-4
EU Stage ⅢB or EPA Tier 4I
5 CR+EGR+DOC CI-4
6 CR+DOC+SCR CI-4
EU Stage Ⅳ or EPA Tier 4F
7 CR+EGR+DOC+DPF CK-4
8 MP CF-4
IMO Tier2
9 CR CH-4
10 MP+SCR CF-4
IMO Tier3
11 CR+SCR CH-4
Basically the CH-4 can replace the CF-4, and the CI-4 can replace CF-4&CH-4 no matter what kind of fuel
you are using.
But the CK-4 can’t always replace the CF-4, CH-4, and CI-4.It must be noted that API CK-4 category is
just developed for the engines running with really low Sulphur level fuel. If your fuel is the very low
Sulphur diesel fuel, you can also use the API CK-4 diesel engine oil on your WEICHAI engine.
The oil supplier is responsible of the correspondence of oil to specification of the oil.
2.6.3 Gas Engine Oil Recommendation

 sweet gas:
The sweet natural gas source like the pipeline natural gas, CNG, LNG are filtered and processed before
using, with a hydrogen sulfide (H2S) content about ≤0.43mgH2S/MJ.
 Lube oil for sweet gas:
The lubricant oil with sulfated ash content of ≤1.0% is recommended by WEICHAI to use in the
application of sweet natural gas. Typical sulfated ash content of lubrication oil for WEICHAI gas engine is
approx. 0.9%.
 Bio-gas:
The Bio-gas generated from landfill or digester gas power plants usually contain more sulfur compounds
with more than 0.43 mgH2S/MJ.
 Sulfur components can reduce the service life of the engine and of the engine oil. When the sulfur
compounds are combined with water, acids are produced in the engine oil. These acids attack the
metals in the engine oil passage.
 To minimize the effects of these sulfur compounds, WEICHAI recommends using of equipment for
treating gaseous fuel.
 Lube oil for Bio- gas:
 Consulting your engine distributor for help in case of that your gas belongs to bio-gas.
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Lubricate Oil
2.6.4 Commercial Oil Recommendation

 Commercial Diesel Engine Oil
To access the information of commercial lube oil has been certificated by API, search via following link:
https://engineoil.api.org/Directory/EolcsSearch
 Commercial Gas Engine Oil
Consult your local engine distributor for help.
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2.6.5 Prohibition
 Aftermarket oil additives
WEICHAI prohibits the use of aftermarket additives in the oil.
Fully formulated, finished oils consist of base stock and of commercial additive packages. These additive
packages are blended into the base stock at precise percentage to help provide finished oils with
performance characteristics that meet industry standards.
There are no industry standard tests that evaluate the performance or the compatibility of aftermarket
additives in finished oil. Aftermarket additives may not be compatible with the finished oil additive package,
which could lower the performance of the finished oil.
The aftermarket additive could fail to mix with the finished oil that could produce sludge in the crankcase.
 Break-In Oils
Break-in oils are prohibited to use in any WEICHAI engine. These oils are not designed to meet our wear
standards and may negatively affect durability.
 Friction Modifiers
Engine oil that contains friction modifiers should not be used. Friction modifiers can compete with the
anti-wear additives in your engine oil to compromise wear performance.
 Re-Refined Oils
WEICHAI don’t recommend use of the re-refined oil.
2.7 Oil Drain Interval

Note!
Under very severe, dusty, wet or freezing cold operating conditions more frequent oil replacement than
specified in the Maintenance Manual may be necessary.
Refer to the Operation and Maintenance Manual of your engine to determine drain interval. The actual
operating environment of the engine also governs the drain interval schedule.
 Oil Drain Interval Extending
 Basic requirement:
Oil analysis is not enough to provide an indication of the rate of formation of lacquer, varnish, and/or
carbon on pistons and other engine surfaces.
To reduce the potential risk of failures associated with extended oil drain periods; it is recommended that
oil drain interval only be extended based on oil analysis and subsequent engine inspections.
Following this recommendation will help to ensure that excessive component wear does not take place in
each application. In an oil drain optimization program, it is strongly suggested that oil drain extensions be
limited to 100 hour intervals. For example, if the standard oil drain is 500 hours, and the oil appears to
have additional life, the first extension should not exceed 600 hours. The 600 hour oil drain interval should
be evaluated for three service periods, before another extension is considered.
 Reference:
Refer to the Chapter 2.8&2.9 for the detail information of the oil sampling and oil analysis.
Note!
Failures that result from extended oil drain periods are not WEICHAI factory defects and therefore are
not covered by WEICHAI’s warranty.
50
Lubricate Oil
2.8 Oil Sampling
2.8.1 Requirements of Sampling

 Always collect oil in a clean, dry container.
 Collect a minimum of 118 ml [4 oz.] of oil.
 Take the oil sample before adding any new oil to the engine.
 Bring the engine to operating temperature prior to sampling. This will insure contaminant levels in
the oil sample are representative.
 Samples must be taken in the same manner and from the same location.
2.8.2 Information to Be Recorded

As oil circulates in an engine during normal operation, wear metals and contaminants should accumulate at
a steady rate. The amount of contaminants in the oil at the time of sampling generally depends on the
length of time since the last oil change. To detect changes in the wear pattern of an engine, the duration
the oil has run must be recorded when collecting the oil sample.
 Information to be recorded with each sample:

Table15 Sampling Information
No. Items to be recorded
1 Date
2 Engine serial number
3 Engine application
4 Hours of engine running
5 Hours of oil use
6 Oil used (brand, category, and viscosity grade)
7 Amount of new oil added since previous oil drain
8 Recent engine maintenance
2.8.3 Methods of Sampling

 Method 1, Sampling when engine runs in idle:
51
Lubricate Oil
The following instruments will be used, see figure 3

 Oil draining valve, part number 1003459514
 Oil pipe , part number 1003566026
 Pipe joint, part number 1003499898
 Bracket, part number 1003499897
 Clean and dry container
Figure 3 Running Sampling Instruments
Step 1 Idle the engine and bring to operating temperature.

Step 2 Clean the outside of the sampling valve by wiping out with a clean, dry rag.
Step 3 Purge the sample port by allowing a small amount of oil to flow through the valve, and then return
the oil to the sump through the oil fill tube.
Step 4 Collect the sample into a clean, dry bottle from the oil stream being pumped by the idling engine.
Step 5 Paste the recorded information listed in table9.2 onto the container.
 Method 2, Sampling when engine is shut down:
52
Lubricate Oil
1- Oil sample hose, 2- Fluid vacuum pump, 3- Clean and dry container
Figure 4 Shut Down Sampling Instruments
Step 1 Hold a new, clean piece of tube against the dipstick and mark on the tube, the location where the
dipstick seats. Cut the tube so it reaches 25 to 50 mm (1 to 2 inches) below the oil level in the oil sump. See
figure 5
Step 2 Insert the sample tube into the dipstick tube until the mark on the tube mentioned in previous step
is aligned with the location where the dipstick seats.
Step 3 Use a manual vacuum pump to pump oil into a clean, dry bottle.
Step 4 Paste the recorded information listed in table9.2 onto the container.
Figure 5 Method to Make Sampling Pipe
Note!
The sample must be obtained as soon as possible after stopping the engine, so the oil is still warm and is
not settled. Do not draw oil from the bottom of the oil pan because excess debris may get collected
providing incorrect sampling results.
2.9 Oil Analysis

Note!
Analysis of new oil must be performed to establish a baseline. New oil analysis samples must be taken each
time the oil type or oil supplier is changed, or at a minimum, twice a year. Samples must be taken from the
bulk supply tanks to determine the makeup of the oil and also from the engine to confirm that no
contaminants are being introduced by the storage or transfer system.
2.9.1 The Purpose of Oil Analysis

 Oil analysis is conducted for the following reasons.
 To monitor engine oil contaminant levels
 To identify system malfunctions such as faulty air filtration, coolant leaks, or increase in component
wear.
 Although oil analysis is beneficial in identifying early signs of wear and tear, there are some
limitations to what oil analysis can detect.
 Unable to detect the large particle.
 Unable to identify rapidly developing malfunctions. To identify a potential problem, a malfunction
would have had to be in progress at the time the last oil sample was taken. Some malfunctions
progress so quickly that they will not be identified in oil analysis.
53
Lubricate Oil
2.9.2 Analysis Items of Diesel Oil

Proper analysis of oil samples is important for maintaining successful engine life and operation. Wear
metals, oil contaminants, and oil properties that provide the most reliable indicators to detect a potential
problem can be found in Table 10.2. The flag limits in Table 10.2 are to identify adverse trends in oil
analysis that require further investigation. The flag limits come from laboratory data and are not to be used
to extend oil drain intervals. If a flag limit is reached, contact your local WEICHAI service provider.
Table 16 Analysis Items of Diesel Oil
Category Parameter(Unit) Permits Test Method
>2 or 50% of
Total Base Number(mg KOH/g) ASTM D4739
new oil
Total Acid Number(mg KOH/g) <2.5 ASTM D664
Oil Health Oxidation(abs/cm) <16.2

ASTM E2412
Nitration(abs/cm) <7.8
±20% of new
Viscosity @ 100°C(cSt) ASTM D445
oil
Fuel dilution(mass percent ) <5% ASTM D8004
Contamination Glycol in oil(mass percent) 0 ASTM E2412M
Water in oil(mass percent) <0.2% ASTM D6304
Table 16 Analysis Items of Diesel Oil

TGA Hot Weight

Soot in oil(mass percent) <2.5%
Analysis
Pentane insoluble(mass percent) <2% ASTM D893
Contamination Na(ppm) <30 ASTM D6595
K(ppm) <20 ASTM D6595
Si(ppm) <30 ASTM D6595
V(ppm) <50 ASTM D6595
Fe(ppm) <100 ASTM D6595
Pb(ppm) <20 ASTM D6595
Cu(ppm) <50 ASTM D6595

Wear Metals
Al(ppm) <30 ASTM D6595
Sn(ppm) <50 ASTM D6595
Cr(ppm) <20 ASTM D6595

Note!
It is recommended to work with an oil analysis lab to establish the warning and critical flag limits using ASTM
54
Lubricate Oil

method D7720-11.
Table 10.2 should only be used as a reference if flag limits cannot be established through statistical analysis.
2.9.3 Analysis Items of Gas Oil

Table 17 Analysis Items of Gas Oil
>2 or 50% of
Total Base Number(mg KOH/g) ASTM D2896
new oil
Total Acid Number(mg KOH/g) <2 ASTM D664
Oil Health Oxidation(abs/cm) <20

ASTM E2412
Nitration(abs/cm) <20
±20% of new
Viscosity @ 100°C(cSt) ASTM D445
oil
Glycol in oil(mass percent) 0 ASTM E2412M
Water in oil(mass percent) <0.2% ASTM D6304
Soot in oil(mass percent) <2.5% ASTM E1131
Contamination Pentane insoluble(mass percent) <1.5% ASTM D893
Na(ppm) <30 ASTM D6595
K(ppm) <20 ASTM D6595
Si(ppm) <30 ASTM D6595
Fe(ppm) <80 ASTM D6595

Wear Metals
Pb(ppm) <20 ASTM D6595
Table 17 Analysis Items of Gas Oil
Cu(ppm) <50 ASTM D6595
Al(ppm) <30 ASTM D6595

Wear Metals
Sn(ppm) <50 ASTM D6595
Cr(ppm) <20 ASTM D6595
2.9.4 Results Analysis

The Table 18 provides information to understand the main specifications of the oil and the potential
sources of common contaminants in the oil.
Table 18 Main Specifications of the Oil and Potential Sources of Contaminants
No. Parameter Description
55
Lubricate Oil
The property of oil measured at a certain temperature that resists the oil to
1 Viscosity flow. Viscosity increases after thermal degradation and can decrease with
mechanical shear.
Total Acid Number. A measure of oil's acidity. New oil has a certain level.
2 TAN
TAN increases with the using time increases.
Total Base Number A measure of the oil's ability to neutralize acid. New oil
3 TBN
has a certain level. TBN decreases over time due to contact with acid.
4 Soot Excessive soot can suggest issues with combustion.

Unburned fuel in lubricating oil, injectors, or fuel pump can be source of

Fuel
5 contamination. Engine operation, such as frequent starts, excessive idling, and
dilution
cold weather operation can also lead to fuel dilution.
A generic measure of the breakdown of the oil due to age and exposure to
6 Oxidation
high temperature. High oxidation number indicates oil is beyond its useful life.
A generic indicates the excessive "blow by" and also indicates the presence of
nitric acid formed by nitric oxide, when the engine operates too lean. Nitric
7 Nitration
acid can attack metal surfaces in the engine and result in corrosive wear. Nitric
acid can accelerate oil oxidation.
Crankshaft and camshaft thrust bearings, camshaft bushings, heat exchanger

8 Al cooler brazing flux, connecting rod, gear train bushings, pistons (some
applications).
Connecting rod and main bearings, turbocharger bearings, connecting rod

bushings, camshaft bushings, idler gear and accessory drive bushings and
9 Cu
thrust washers, cam follower pins, rocker lever bushings, lube pump bushings,
copper brazed oil coolers

Cylinder liner, pistons (some applications), gears, crankshaft, camshaft,

10 Fe
camshaft.
Some applications: Rod and main bearings, turbocharger bearings, camshaft

11 Pb bushings, idler gear and accessory drive bushings and thrust washers, lube
pump bushings.
Element contained in some coolant additive packages, which indicates coolant

12 K
contamination of oil
Sand, dirt, silicon sealants and gasket materials, oil additives, cooling system
13 Si
inhibitor
14 Na Element contained in some coolant additive packages which indicates coolant
56
Lubricate Oil
contamination of oil
57
Lubricate Oil
2.9.5 Trend Analysis

Figure 6 is an example of a graph for the trends of wear mental analysis and of infrared analysis.
The trend analysis of oil sampling indicates the level of different specification of oil that can be an assistant
to the oil sampling analysis.
Figure 6 Trend Analysis
58
Coolant
3 - Coolant
3.1 General Coolant Information

 Importance of coolant
About 30 percent of the heat generated by the engine is transferred to the atmosphere by the coolant.
More than 20% of engine failures are directly related to failures in the cooling system.
In heavy-duty engine applications, more than 40% of engine downtime is directly related to the failure of
the cooling system
The following problems are related to cooling system failures:
 Overheating
 Leakage of the water pump
 Plugged radiators or heat exchangers
 Pitting of the cylinder liners
These failures can be avoided with proper cooling system maintenance. Cooling system maintenance is as
important as maintenance of the fuel system and the lubrication system. Quality of the coolant is as
important as the quality of the fuel and the lubricating oil.
Warning!
 The cooling system operates under pressure which is controlled by the radiator pressure cap.
 Removing the cap while the system is hot may allow the escape of hot coolant and steam, causing
serious burns.
 Before you remove the radiator cap, allow the system to cool. Use a thick cloth and turn the radiator
cap slowly to the first stop to allow pressure to escape before fully removing the cap.
 Avoid contact with coolant.
 Never add coolant to an overheated engine. Because this will do harm to your engine, wait for the
engine to cool first.
 Air pockets may develop in the cooling system if the rate of filling the coolant is greater than 20L per
minute, the maximum filling-coolant rate should be less if the engine is smaller. After you refill the
coolant, operate the engine without the filler cap until the coolant level stabilizes, make sure the
coolant level is proper.
 If the engine is to be stored in, or shipped to an area with below freezing temperatures, the cooling
system must be either protected to the lowest outside temperature or drained completely in order to
prevent damage caused by freezing coolant.
 Never operate an engine without water temperature thermostat in the cooling system. Water
temperature thermostat help to maintain the engine coolant at the proper operating temperature.
Cooling system problems can develop without water temperature thermostat.
59
Coolant
3.2 Coolant Function Introduction

Coolant circulates as one of the most important medium in the cooling system during the operation of the
engine. It removes the heat generated during engine operation to ensure the engine works at stable
temperature range. Coolant effectively prevents the damage of engine internal parts caused by high
temperature, thus extending the service life of the engine.
At the same time, anti-freeze coolant has anti-freeze, anti-corrosion and other functions, which plays an
extremely important role in heavy duty engine cooling system, ensuring the safe operation of liquid-cooled
engine in various extreme low & high temperature environments.
 Heat management
When the engine is working, the gas temperature in the cylinder may get as high as than 2500 degrees
Celsius. If it is not cooled in time, the temperature of the engine parts will be too high. Parts that are in
direct contact with the high-temperature gas will be affected by thermal expansion, which will lead to the
blocking or even strangling of moving parts. In addition, high temperature will also cause the decline of
mechanical strength of the engine parts, so that is the role of the lubricant.
The coolant circulates and cools the engine water-jacket, the EGR cooler, the air compressor, the
after-treatment cooling system, the turbocharger, the water-cooled intercooler, and other areas, transferring
heat and kinetic energy, and maintaining temperature.
 Antifreeze
It prevents the coolant from freezing at low temperature and resulting in volume expansion, resulting in
damage to related parts.
The freezing point of water is 0 degrees, which will cause the engine cooling system to swell and crack as
the volume increases. The antifreeze contained in the engine cooling fluid, such as ethylene glycol or
propylene glycol, can reduce the freezing point of the coolant and ensure that the coolant will not freeze at
a specific low temperature.
At present, the mainstream antifreeze of the market is ethylene glycol coolant.
 Anti- boiling
Prevent the coolant from boiling, boiling can create large amounts of steam and bubbles, the bubbles break
up with vibration and cause damage to the metal surface, forming local pitting and perforation.
The qualified coolant can not only prevent freezing in winter, but also prevent boiling in summer. The
boiling point of the coolant can reach 106-110 degrees.
Engine cooling system generally consists of six metals: cast iron, cast aluminum, steel, brass, copper and
soldering tin. High quality coolant can obviously slow down the corrosion of various metals. Corrosion
inhibitor composition contained in the coolant can form a protective film layer on the surface of various
metal materials, so that the metal surface is isolated from the corrosive medium, thus inhibiting the
corrosion process.
 Prevent cavitation
Cavitation is a kind of corrosion, coolant forced circulation, usually will produce bubbles, the bubbles burst
in the cooling system and strike the metal surface to form cavitation. The two places where easiest to
produce cavitation is: wet engine cylinder liner, the water pump impeller and pump body, cavitation is an
enemy of engine life, the coolant adding high quality corrosion inhibitor has excellent cavitation corrosion
resistance performance, can prolong the service life of the engine.
60
Coolant
 Anti-scale
Calcium and magnesium ions in water are easy to form inorganic scale in the cooling system. When the
scale covers the water-jackets of the cylinder block and head, it will decline the heat transfer efficiency of
the engine cooling system, causing local high temperature, poor lubrication and accelerated engine wear.
The scale inhibitor in the coolant can avoid the formation of scale deposits and prevent heat transfer
obstruction and local overheating.
 PH buffer
Engine coolant can only provide effective protection and corrosion inhibition to metal within the
appropriate PH range. The PH value of modern coolant is generally between 7.5 and 11. When the PH
value drops to a certain degree, the coolant will lose its anti-corrosion function.
Reasons for the decrease of PH value of the coolant used for a long time:
 The ethylene glycol and other antifreeze agents in the coolant were oxidized by the dissolved oxygen
in the coolant, resulting in the formation of acidic substances, resulting in the decrease of PH value;
 The coolant will absorb the acidic exhaust of the engine in a long time, resulting in a decrease in PH
value.
High quality coolant can adjust the PH value of coolant and delay the decrease of PH value for a long time.
 De-foaming :
Foam is usually produced when the coolant is forced to circulate under the high speed rotation of the
water pump. A large amount of foam affects heat transfer efficiency and exacerbates cavitation corrosion
in aluminum water pumps. Antifoaming agent needs to be added to the coolant, which can greatly reduce
the formation of foam.
3.3 Coolant Compositions

The coolant is mainly composed of water, antifreeze and additives. According to different requirements,
the mixing ratio of the three components is different.
3.3.1 Water
Water in the water/glycol coolants is more effective than glycol alone in transferring heat. Distilled water
or deionized water is recommended to add to glycol or to water based coolants in engine cooling systems.
Do not use the following type of water in cooling systems: hard water, softened water that has been
conditioned with salt and sea water.
 Water function
The volume of water is approximately 50% in coolant, water is in charge of:
 Heat transferring
 Dissolving the additives
 Keep good fluidity of the coolant that can be pumped through the cooling system easily.
 Water quality requirements
When preparing coolant mixtures, if distilled water or deionized water is not available, use water that meets
or exceeds the minimum acceptable water requirements that are listed in Table 19
Table 19 Suggested water quality limits
Property Specific Values Test Method
Total solids, 340 (20) max Fed Method 2540B
61
Coolant
µg/g(ppm(grains/gal))
Total hardness, 170 (10) max ASTM D1126
µg/g(ppm(grains/gal))
Chloride (Cl), μg/g (ppm 40 (2.4) max ASTM D4327
(grains/gal))
Sulfate (SO4), μg/g (ppm 100 (5.9) max ASTM D4327
(grains/gal))
pH 5.5 to 9.0 ASTM D1293
For a water analysis, consult one of the following sources:
 Weichai dealer
 Local water utility company
 Agricultural agent
 Independent laboratory
Periodic analysis of water that is used to add to the coolant is recommended. Water quality can be affected
by various factors including malfunctioning purification equipment, earthquakes, and droughts.
Note!
Never use water alone as a coolant. Water alone is corrosive at engine operating temperatures. In addition,
water alone does not provide adequate protection against boiling or freezing
3.3.2 Antifreeze
 Antifreeze function
The antifreeze can reduce the freezing point, increase the boiling point, the common antifreezes are
ethylene glycol or propylene glycol.
The coolant should be maintained between 40 and 60 % of glycol by volume, depending on the engine
operating environment.
 Freeze protection
Freeze protection will be provided in accordance with the following Table.
Table 20 Ethylene glycol freeze protection
Approximate Boiling
Approximate Freeze Protection
Ethylene glycol content，% Protection
Temperature, °C (°F)
40 –24 (–12) 106 (223)
50 –37 (–34) 107 (225)
60 –52 (–62) 110 (230)
62
Coolant
Table 21 Propylene glycol freeze protection

Approximate Boiling
Approximate Freeze Protection
Propylene glycol content，% Protection
40 –21 (–6) 104 (219)
50 –32 (–26) 105 (221)
60 –48 (–54) 107 (225)
The freezing point of the coolant changes with the concentration of ethylene glycol contained in it. When
the volume of the concentration is below 60%, the freezing point decreases with increase of the
concentration of ethylene glycol. However, after the concentration exceeds 60%, the freezing point of the
coolant shows an upward trend as the concentration of ethylene glycol continues to increase.
Ethylene glycol has good fluidity, it is recommended to use ethylene glycol type coolant in extremely cold
regions. Do not use ethylene glycol in concentrations that exceed 60 percent glycol because of the reduced
heat transfer capability.
The relationship between the freezing point of the coolant and the volume content of ethylene glycol is as
follows:
63
Coolant
Table 22 Coolant freeze point with the ethylene glycol volume content
 Propylene glycol:
Propylene glycol may also be used but it has low toxicity. In a 50 percent by volume of glycol in the
finished coolant, ethylene and propylene glycol provides similar protection against freezing and boiling.
Refer to the tables 20 and 21.
Do not use propylene glycol in concentrations that exceed 50 percent glycol because of the reduced heat
transfer capability.
The relationship between the freezing point of the coolant and the volume content of propylene glycol is
as follows:
64
Coolant
Table 23 Coolant freeze point with the propylene glycol volume content
Coolant freezepoint
0
-5
-10
Feezepoint °C
-15
-20
-25
-30
-35
-40
-45
-50
0.00% 10.00% 20.00% 30.00% 40.00% 50.00% 60.00%
Glycol volume content
3.3.3 Additives
 Additives function
Volume ratio of additives is 1%-10%.
Additives function: anti-corrosion and anti-cavitation, PH buffer, anti-scale.
A lack of coolant additives, insufficient amounts of additives, or improper additives for the application can
cause the following conditions to occur:
 Corrosion
 Formation of mineral deposits
 Rust
 Scale
 Pitting and erosion from cavitation of the cylinder liner
 Foaming of the coolant
Additives must be added at the proper concentration. Overconcentration of additives can cause the
inhibitors to drop out-of-solution. The deposits can enable the following problems to occur:
 Formation of gel compounds
 Reduction of heat transfer
 Leakage of the water pump seal
 Plugging of radiators, coolers, and small passages
 Engine cooling system material:
Table 24 Main material of engine cooling system
Parts Name Material
Water pump Cast iron, aluminum alloy, phenolic resin, nylon
Oil cooler Aluminum alloy, cast iron, stainless steel
65
Coolant
Cylinder head Aluminum alloy, magnesium alloy, cast iron, brass

Thermostat Brass, aluminum alloy, cast iron
Radiator Aluminum alloy, brass, soldering tin
Hose and rubber ring SBR, NBR, EPDM, VMQ, FPM
 Important additives introduction
66
Coolant
Table 25 Important additives information

Application
Additives Suitable metal PH Value Advantages Disadvantages
prospect
Promote heat
It is restricted
transfer corrosion
Borax Zinc, steel 8-9.5 Cheap, easy to get in some
of aluminum alloy,
coolant
toxic
Can be Easy to react with
It is restricted
Aluminum, used as Cheap, easy to get, calcium and
Phosphate in some
steel, iron corrosion Buffering capacity magnesium ions in
coolant
inhibitor water to form scale
Cheap, easy to
Own critical Used in heavy
Nitrite Steel, cast iron -- get，Prevent cast
concentration, toxic load coolant
iron pitting
Strong ability to It is restricted
Steel, iron,
Nitrate -- prevent aluminum Strong oxidizing in some
aluminum
pitting corrosion coolant

Application
prospect
Poly-metallic Used in heavy
Molybdate Poly-metallic -- High price
protection load coolant
Special corrosion
Aluminum, inhibitors for
Poor stability in
steel, aluminum and Mainly used to
Silicate >9 long-term storage
nonferrous aluminum alloys, solve stability
and use
metals reduce heat
transfer corrosion
It precipitates when
the PH value drops.
Copper and Anodic corrosion
MB >9 Oxidation occurs in Be substituted
the alloy inhibitor
presence of the
oxidant

Application
prospect
Copper and Special corrosion Corrosion
BTA -- On service
the alloy inhibitor for inhibition effect
67
Coolant
copper will be reduced

With the presence
of oxidant and
chlorine
Aromatic
Cast iron -- No local corrosion Mixed with oxidizer Restricted
acid salt
Low
consumption,
Be used as better heat As a long life
Fatty acids Poly-metallic No introduction
a buffer transfer product
performance for
aluminum alloy
 Borax
Borax is colorless, translucent crystal or white crystal powder. Soluble in water and glycerol, aqueous
solution is alkaline. Borax acidification produces boric acid, which is used in engine coolant to protect
iron metals, solder and brass from corrosion and neutralize the acid produced by oxidation. A
protective film is formed on the metal surface, which can strip the corrosion products existing in the
cooling system from the cylinder block and prevent them from corroding the cylinder block further.
But at high temperature, borax will promote heat transfer corrosion of aluminum alloy.
 Phosphate
Phosphate is both a buffer and a corrosion inhibitor. When Ca2+ and Mg2+ accumulate in the
coolant, insoluble substances get produced. Therefore, the use of phosphate is restricted in Europe
with high water hardness. Inorganic phosphates are prone to precipitate, while organic phosphates
have the function of hard water stabilizer, which can form stable protective film with metal and have
corrosion inhibition effect. In engine coolant, it is used to prevent steel, cast iron and aluminum
corrosion, it can be also used to prevent aluminum pump cavitation corrosion.
 Nitrite
Nitrite mainly refers to NaNO2.Nitrite is an effective corrosion inhibitor for steel, which can
effectively prevent cavitation corrosion of iron in heavy load engine coolant, but it must be controlled
above a certain concentration. Below the critical concentration, pitting will occur, corrosion of steel
will be accelerated.
 Nitrate
It mainly includes sodium nitrate, potassium nitrate, ammonium nitrate, calcium nitrate, lead nitrate
and so on. Nitrate is a strong oxidant in high temperature or alkaline aqueous solution, but it has little
oxidation in alkaline or neutral aqueous solution. Nitrates can be reduced to nitrites by bacteria. Both
nitrate and nitrite can prevent corrosion of iron metals.
 Molybdate
Molybdate has low toxicity, it’s non-oxidation corrosion inhibitor, generally need to cooperate with
oxidant. Molybdate and nitrite have synergistic effect, they are applied in heavy load engine.
Molybdate is a long-acting corrosion inhibitor of iron in engine coolant to prevent corrosion of lead
solder and aluminum pump cavitation corrosion.
 Silicate
Silicates are compounds of silicon, oxygen, and other chemical elements. It is a special corrosion
inhibitor of aluminum in engine coolant, mainly used to prevent aluminum pump cavitation corrosion,
68
Coolant
and also has a protective effect on cast iron and other metals. However, it is sensitive to pH value.
When the pH value is lower than 7, gelatinous precipitate gets generated in the process of use. If
phosphate is included in the formula, the gelation will be accelerated. Stabilizers need to be added to
the cooling system to prevent gelation.
 MBT
Copper corrosion inhibitor MBT can be used as copper corrosion inhibitor in cooling system.
Copper corrosion inhibitor MBT mainly relies on chemical adsorption of active copper atoms or
copper ions on the surface of copper to form a tight and firm protective film, so that copper
equipment is well protected.
MBT is the earliest copper specific corrosion inhibitor, but its disadvantage is that the solubility
decreases with the decrease of pH value. MBT can be oxidized to form dark deposits under oxidation,
so that the cooling system will be blocked. It has already been abandoned in Europe.
 BTA
Copper-silver corrosion inhibitor BTA can be adsorbed on the metal surface to form a very thin film,
protecting copper and other metals from the corrosion of harmful media. BTA can be used with
many kinds of scale inhibitors and fungicides in the cooling system, which has a good corrosion
inhibition effect on the cooling system.
 Aromatic acid
Sodium benzoate is a typical aromatic salt. Sodium benzoate, which is used in engine coolant, is a
kind of non-oxidation corrosion inhibitor. It shows better corrosion inhibition performance under
aerobic conditions, and will not cause local corrosion even when the concentration is low.
 Fatty acids
In engine coolant, organic carboxylic acid has a protective effect on steel, aluminum, solder and other
metals. It can penetrate into the interior of the metal to form complex and prevent metal corrosion,
cavitation corrosion and aging for a long time. It should be used in combination with copper
corrosion inhibitors, the disadvantage is that it is easy to blacken aluminum. It is the development
trend of coolant to use organic acid additives to replace inorganic salts such as silicate.
 Other additives introduction
 Buffer
During the use of the coolant, under the catalysis of the heat load and the metal in the system, the
dihydric alcohol will produce acidic substances, and the leakage of acidic gas into the cooling system
will reduce the coolant pH value. In order to keep the coolant pH stable within the normal range, pH
buffers must be added, which can be measured by reserve alkalinity.
The reserve alkalinity of the coolant depends on the pH buffer in the additive. In the range of
alkalinity, inorganic and organic salts of strong alkali and weak acid in additives can play a buffering
role, keep the coolant pH stable. It can also ensure to make full use of corrosion inhibitors. Many
corrosion inhibitors themselves are salts of strong base and weak acid, and have buffering effect.
 Anti-scaling agent
The water in the coolant will generally contain calcium and magnesium ions, so scale will be formed
on the inner surface of the cooling system, and the accumulation of scale will narrow the pipeline of
the cooling system, affecting the normal heat dissipation. Anti-scale agent can form stable complex
with calcium and magnesium ions in water, which is easily soluble in water and can loosen or flake a
previously formed scale.
 De-foaming agent
69
Coolant
At high pump speed, the coolant circulation in cooling system can create foam. Large amount of
foam affects heat transfer efficiency and aggravates cavitation corrosion of aluminum pump. To
reduce the harm of foam, de-foaming agent is usually added to the coolant.
 Stain
Coolant fluids are required to have a striking color so that it is easy to diagnose the location of the
cooling system leakage.
 Silicate stabilizer
Silicate is a special corrosion inhibitor of aluminum and aluminum alloys. It has certain protection
ability on steel and non-ferrous metals.
 Embitterment
Ethylene glycol is a toxic chemical with a naturally sweet taste. To avoid accidental excessive
ingestion by humans or animals, coolants may contain embittering agents that make the coolant taste
bad
However, the main problem of silicate in the use process is that its stability becomes worse after a certain
period of storage and use, and it is easy to form gelatinous precipitation. This not only leads to the
degradation of corrosion inhibition, but also tends to block the engine coolant channel and attach to the
internal surface of the radiator, reducing the heat transfer effect. The most effective way to inhibit silicate
gels is to use silicate stabilizers.
3.4 Coolant Classifications

 According to antifreeze types
According to antifreeze types, coolant is divided into ethylene glycol type coolant and propylene glycol type
coolant etc.
 According to the concentration of antifreeze
According to the concentration of antifreeze, coolant is divided into concentrates and pre-diluent.
Concentrates are used at 40 to 60 % glycol concentration by volume in water of suitable quality.
Pre-diluted glycol base engine coolants (50 volume % minimum) are used without further dilution, they
function effectively during both winter and summer to provide protection against corrosion, cavitation,
freezing, and boiling.
ASTM D6210 is the standard specification for fully formulated glycol base engine coolant for heavy-duty
Engines, this standard classifies the coolant as follows.
Table 26 Coolant Type
Coolant Type Description
I-FF Ethylene glycol base concentrate
II-FF Propylene glycol base concentrate
III-FF Ethylene glycol pre-dilute (50 volume %)
IV-FF Propylene glycol pre-dilute (50 volume %)
 According to additive types
According to the additive types, coolant is divided into inorganic type, hybrid type, and organic type.
 Inorganic type: The additive in coolant is inorganic salt corrosion inhibitors. Silicates and nitrites are
examples of inorganic inhibitors.
 Hybrid type: The additive in coolant is including both inorganic salt corrosion inhibitors and organic
acid salt corrosion inhibitors.
70
Coolant
 Organic type (OAT): The additive in coolant is organic acid salt corrosion inhibitors. Carboxylate is
an example of organic corrosion and cavitation inhibitors.
3.5 Coolant Standard

There are mainly four countries for the standards of coolant. The coolant standards of WEICHAI engines
are China national standard (GB29743), China petrochemical industry standard (SH/T0521) and American
ASTM D6210:
 American society for testing materials (ASTM D6210)
 Society of automotive engineers standard (SAEJ034)
 Japanese standard (JISK 2234)
 British standard (BS6580)
 China national standard (GB29743)
 China petrochemical industry standard (SH/T0521)
3.6 Coolant Selection Standard

The coolant that meets the ASTM D6210 standard can be used in Baudouin engines, and the coolant
used in M series engines should not contain 2-ethylhexanoate, which has compatibility problems with
silicone rubber.
71
Coolant
3.6.1 Physical and chemical requirements

Table 27 Physical and Chemical Requirements for Concentrates
ASTM Test
Property Type I Type II
Method
Relative density
D1122,
15.5/15.5°C (60/60°F) 1.110 to 1.145 1.030 to 1.065
D5931
Freezing point, °C (°F), D1177,

−36.4 (−33.5) max −31.0 (−23.8) max
50 vol % in DI water D6660
Boiling point, °C (°F),
108 (226) min 104 (219) min D1120
50 vol % in DI water
Ash content, mass % 5 max 5 max D1119
pH, 50 vol % in DI water 7.5 to 11 7.5 to 11 D1287
D3634,
Chloride, μg/g 25 max 25 max
D5827E
Water, mass % 5 max 5 max D1123
Value as agreed upon
Value as agreed upon between
Reserve alkalinity, mL between the supplier D1121
the supplier and the customer.
and the customer.
Table 27 Physical and Chemical Requirements for Concentrates

ASTM Test
Property Type I Type II
Method
Effect on automotive finish
(use clear coat thermoset
no effect no effect D1882G
urethane or acrylic urethane
finish)
Table 28 Physical and Chemical Requirements for Pre-dilute
ASTM Test
Property Type III Type IV
Method
Relative density 15.5/15.5°C D1122,
1.065 min 1.025 min
(60/60°F) D5931
Freezing point, °C (°F), D1177,
−36.4 (−33.5) max −31.0 (−23.8) max
undiluted D6660
Boiling point, °C (°F),
108 (226) min 104 (219) min D1120
undiluted
Ash content, mass % 2.5 max 2.5 max D1119
pH, undiluted 7.5 to 11 7.5 to 11 D1287
Chloride, μg/g 25 max 25 max D3634,
72
Coolant
D5827E
Table 28 Physical and Chemical Requirements for Pre-dilute

ASTM Test
Property Type III Type IV
Method
Water, mass % not applicable not applicable D1123
Value as agreed upon Value as agreed upon
Reserve alkalinity, mL between the supplier and the between the supplier D1121
customer. and the customer.
Effect on automotive finish
(use clear coat thermoset
urethane or acrylic urethane no effect no effect D1882G
finish)
73
Coolant
3.6.2 Performance Requirements

Table 29 Performance Requirements for Pre-dilute and Concentration
ASTM Test Test Solution
Specific
Property Method Concentration,
Values
volume % Product
1) Corrosion in glassware D1384B 33
Weight loss, mg/specimen
copper 10 max
solder 30 max
brass 10 max
steel 10 max
cast iron 10 max
aluminum 30 max
2) Simulated service test D2570C 44
Weight loss, mg/specimen
copper 20 max
solder 60 max
brass 20 max
steel 20 max
cast iron 20 max
aluminum 60 max
3) Corrosion of Cast Aluminum Alloys at Heat-Rejecting Surfaces, 1.0 max D4340D 25

mg/cm2/week
4) Foaming D1881E 33
Volume, mL 150 max
Break time, s 5 max
5) Cavitation-Erosion D2809F 17
Rating for pitting, cavitation, and erosion of the 8 min

water pump
3.6.3 Notes for heavy duty engine coolant

Coolant meeting the chapter 6.1 and chapter 6.2 requirements can be used on light duty engines, and
for the heavy duty engines, in addition to satisfying the above requirements, there is another
requirement to protecting the cylinder liner from cavitation, the coolant meeting the standard on
chapter 6.3.1 or chapter 6.3.2 is regarded to protect the cylinder liner and can be used on heavy duty
engines.
74
Coolant
3.6.3.1 Suggested nitrite and molybdate content in additives

Through experience summary, a proper amount of nitrite and molybdate additives can restrain the
cylinder liner cavitation. Nitrite, or the combination of nitrite and molybdate can be used, the content
acceptance criteria is as followed:
75
Coolant
Table 30 Suggested nitrite and molybdate content in additives
Pre-dilute or
Chemical Composition Acceptance Criteria
Concentrate
Nitrite formulation Pre-dilute Nitrite (as NO2−) of 1200μg/g (ppm) minimum
Nitrite formulation Concentrate Nitrite (as NO2−) of 2400μg/g (ppm) minimum
Combined concentration of nitrite (as NO2−) plus

Combined nitrite and molybdate as (MoO4–2) of 780μg/g (ppm) Minimum;
Pre-dilute
molybdate formulation At least 300μg/g (ppm) each of NO2− and MoO4–2 must
be present.
Combined concentration of nitrite (as NO2−) plus

Combined nitrite and molybdate (as MoO4–2) of 1560μg/g (ppm) minimum;
Concentrate
molybdate formulation At least 600μg/g (ppm) each of NO2− and MoO4–2 must
be present.
So the coolant meeting the standard as followed passes the ASTM D6210 standard:
 chapter 6.1 Physical and Chemical Requirements
 chapter 6.2 Performance Requirements
 chapter 6.3.1 Suggested nitrite and molybdate content in additives
3.6.3.2 ASTM D7583 testing method
If the coolant does not have suggested nitrite and molybdate content in additives, it can also meet the
ASTM D6210 standard by passing the ASTM D7583 Testing Method (JOHN DEERE DIESEL
ENGINE COOLANT CAVITATION TEST).
ASTM D7583 testing method is developed to evaluate the ability of a heavy-duty diesel engine coolant to
provide protection against damage resulting from cylinder liner cavitation corrosion. Coolants that have
completed the Test Method D7583 with a maximum pit count of 200 are regarded as passing ASTM
D6210.
So the coolant meeting the standard as followed also passes the ASTM D6210 standard:
 chapter 6.1 Physical and Chemical Requirements
 chapter 6.2 Performance Requirements
 chapter 6.3.2 ASTM D7583 Testing
3.6.4 Coolant recommendation

A failure result from not using the recommended coolant type is not covered by Baudouin’s warranty.
The coolants that are recommended or acceptable for use in Baudouin diesel engines are given in Table 6.5
below:
76
Coolant
Table 31 Recommendations for Coolants used in Weichai engines
Manufacture Brand Name
Caltex Extended Life Coolant

CALTEX
Pre-Mixed
Castrol Castrol Radicool NF Premix
ExxonMobil Mobil Delvac Extended Life Prediluted Coolant
ExxonMobil Mobil Antifreeze Advanced
ExxonMobil Mobil Antifreeze Extra
ExxonMobil Mobil Antifreeze Special
BASF-SE Glysantin G40
Petronas Lubricants
ACTIFULL OT
International
Valvoline Zerex G05
Valvoline Zerex Extended Life Heavy Duty (618-1)
Valvoline Zerex G40
Valvoline Zerex Nitrite Free Extended Life (640-1)
CCI Corporation L415
3.7 Coolant Maintenance

Table 32 Coolant change suggestion
Coolant type Conventional Hybrid OAT
77
Coolant
Life: Short Medium Long

Maintenance
High Medium Low
Requirements:
Need to use Capable of an
Capable of an extended service
supplemental extended service
Product interval when suggested maintenance
coolant additives interval without
Characteristics: practices are followed. Need to use of
(SCA) to replenish addition of SCA or
SCA to replenish depleted additives.
depleted additives. extender products.
Suggested 4000Hours or 2
6000Hours or 2 Years 9000Hours or 4 Years
Change Interval Years
The maintenance intervals of the coolant from different manufacturers shall be carried out according to
the specific regulations of the manufacturers.
Table 33 the condemning limits for coolant change

Items Index Method
PH range （25℃） 6.0 MIN 12.0 MAX SH/T 0069 ,ASTM D1287
Reserve alkalinity 2MIN(except OAT coolant), <50% SH/T 0091, ASTM D1121
ml(0.1molHCl/L) of new coolant(for OAT coolant)
Boiling point （℃） Compared with new coolant±0.5 SH/T 0089, ASTM D1120
Freezing point （℃） Compared with new coolant±5.0 SH/T 0090, ASTM D1177
Chloride (ppm) 110 MAX SH/T 0621, ASTM D3634
Nitrite ( calculated by NO2) 390 MIN HJ/T84, ASTM D5827

molybdate (calculated by 150 MIN NB/SH/T 0621, ASTM D6130
MoO4)
Note!
 DO NOT add undiluted coolant concentrate as make-up coolant for coolant Types I-FF and II-FF.
 DO NOT add plain water as make-up coolant.
 DO NOT exceed 60 % coolant concentrate in Type I-FF and Type II-FF coolants. A coolant
concentrate level greater than 68 % actually reduces freeze protection in ethylene glycol base coolants.
The maximum recommended coolant concentrate level is 60 % which provides the freeze protection.
 DO NOT reuse coolant that has been drained from a vehicle.
 Mixing different coolant could result in critical additive depletion and unpredictable performance. In
the case of switching from one coolant formulation to another, drain the cooling system completely
and refill with the desired coolant.
78
Index
4 – Index
ACEA lube oil categories ................................................................................................................. 82

Aftermarket Fuel Additives .............................................................................................................. 43
Aftermarket oil additives .................................................................................................................. 92
API certification system ................................................................................................................... 80
API lube oil categories ..................................................................................................................... 79
Base stock ...................................................................................................................................... 116
Base Stock of Lube Oil..................................................................................................................... 85
Basic instruction of lube oil .............................................................................................................. 71
Biocides ........................................................................................................................................... 40
BIODIESEL FUEL......................................................................................................................... 53
Bio-gas ............................................................................................................................................. 90
Break-In Oils ................................................................................................................................... 92
Cetane number ................................................................................................................................... 9
Cloud point ...................................................................................................................................... 10
Commercial Oil Recommendation ................................................................................................... 91
Compensation methods...................................................................................................................... 3
contaminants.................................................................................................................................. 102
Coolant Classifications ................................................................................................................... 125
Coolant Compositions.................................................................................................................... 111
Coolant Function Introduction ...................................................................................................... 108
Coolant Maintenance ..................................................................................................................... 136
Coolant recommendation ............................................................................................................... 134
Coolant Selection Standard............................................................................................................. 127
Coolant Standard............................................................................................................................ 127
Cost analysis of lube oil .................................................................................................................... 71
De-icers ............................................................................................................................................. 5
Diesel Characteristics ......................................................................................................................... 8
Diesel Engine Oil Recommendation ................................................................................................ 87
digester gas....................................................................................................................................... 90
Disclaimer .......................................................................................................................................... 1
Engine coolant heaters ....................................................................................................................... 4
Environmental ................................................................................................................................. 73
Friction Modifiers ............................................................................................................................ 92
Fuel Additives .................................................................................................................................... 7
Fuel heaters ........................................................................................................................................ 4
Fuel Sampling .................................................................................................................................. 48
Fuel sulfur ........................................................................................................................................ 15
Fuel Tank ........................................................................................................................................... 8
Fuel Wax .......................................................................................................................................... 46
79
Index
Function of Lube Oil ....................................................................................................................... 75

Gas Engine Oil Recommendation .................................................................................................... 90
General Coolant Information ......................................................................................................... 106
interval extending ............................................................................................................................. 93
landfill .............................................................................................................................................. 90
Low sulfur diesel ................................................................................................................................ 6
Microbial contamination .................................................................................................................. 38
Moisture content .............................................................................................................................. 17
oil additives ...................................................................................................................................... 92
Oil Analysis ...................................................................................................................................... 98
Oil Drain Interval............................................................................................................................. 93
Oil Sampling .................................................................................................................................... 94
Permissible fuels............................................................................................................................... 21
Pour point ........................................................................................................................................ 11
Preferred fuels .................................................................................................................................. 21
Recommendation of Lube Oil .......................................................................................................... 86
Re-Refined Oils................................................................................................................................ 92
Risk of incorrect oil using: ................................................................................................................ 72
SAE viscosity grade ........................................................................................................................ 111
SAE Viscosity Grade ........................................................................................................................ 77
Safety ................................................................................................................................................. 1
Storage of Lube Oil .......................................................................................................................... 74
Sulfated ash mass percent ............................................................................................................... 113
Sulfur-free diesel fuel.......................................................................................................................... 7
sweet natural gas .............................................................................................................................. 90
Thermal stability............................................................................................................................... 20
Ultra-low sulfur diesel ........................................................................................................................ 6
Warranty ............................................................................................................................................ 1
Water contamination ........................................................................................................................ 36
80
Index
Contact
Address:
197A, Fushou East Street, High-tech Development Zone, 261205 Weifang, China
Website:
www.weichai.com
81

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FLUIDS RECOMMENDATIONS

Diesel – Lubricate Oil – Coolant

Publication for Engine Produced by Weichai www.weichai.com

1.1 General Guidelines

1.2 Diesel Fuel Information

1.2.1 No.1 and No.2 Diesel Fuel

the fuel filter.

1.2.2 Sulfur Contained in Diesel Fuel

supplier for details on proper grounding and bonding practices.

1.2.3 Fuel Additives

1.2.4 Fuel Tank Care and Maintenance

1.3 Diesel Characteristics

Figure1 cloud point of fuel mixtures

Figure2 pour point of fuel mixtures

lubricating properties of the fuel.

 Lower fuel economy

1.4 Fuel Recommendations

1.5 Distillate Diesel Fuel

1.5.1 Diesel Specification

recommended by the manufacturer and allowed by the regulatory agencies.

Water Tracks “D1744” -

The cloud point must not exceed the “ISO

Condensation point Legal limit “D7397” -

The cloud point must not exceed the “ISO

 Recommendations for the use of distillate diesel fuel

Table 2 Recommendations for Distillate Diesel Fuel

1.5.2 Contamination Control for Fuels

1.5.3 Aftermarket Fuel Additives

1.5.4 Diesel Fuel System Cleaner

1.5.5 Fuel Wax

1.5.6 Fuel Cleanliness

1.5.7 Degradation of Fuel from Storage

1.5.8 Fuel Sampling

Table 3 Recommended Fuel Sample Test Properties

Table 3 Recommended Fuel Sample Test Properties

1.6 Biodiesel Fuel

1.6.1 Recommendations for Biodiesel

1.6.2 Additional Maintenance Requirement

1.6.3 Fuel System Deposits

≤4 microns ≤4 microns ≤4 microns

Similar to Minor loss of Detectable loss

6 Compatibility with elastomers Low Low-Medium High

Oxidation stability-Duration of Similar to

1.6.4 Biodiesel Specification

filters when fuel temperatures are below -12° C (10.4° F).

Table 5 WEICHAI Specification for Biodiesel Fuel

2.1 Basic Information of Lube Oil

2.2 Environmental Protection

2.3 Storage of Lube Oil

2.4 Function of Lube Oil

2.5 Engine Oil Category

2.5.1 SAE Viscosity Grade

Table 6 Category of SAE Viscosity Grade

2.5.2 Diesel Engine Oil Category

Table 7 - Heavy-Duty Diesel Engine Oil Requirements for API CK-4

2.5.2.3 ACEA lube oil categories

Table 8 – Test Items for ACEA E Categories

2.5.4 Gas Engine Oil Category

2.5.5 Base Stock of Lube Oil

2.6 Recommendation of Lube Oil

2.6.1 Viscosity Grade

2.6.2 Diesel Engine Oil Recommendation

 Recommendation for off-road machinery application

2.6.3 Gas Engine Oil Recommendation