Caterpillar Industrial Engine Application & Installation Guide LEBH0504

INDUSTRIAL

APPLICATION andINSTALLATION GUIDE

TABLE OF CONTENTS

Page

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Engine Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Engine Installation Considerations:Power Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Mounting and Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Air Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

Fuel Governing and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99

Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111

Instrumentation, Monitoring, and Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

Application and Installation Audit Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

Start-Up Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

Maintenance and Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

Conversion Tables and Rules of Thumb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149

© 2000 Caterpillar Tractor Co.

1

INTRODUCTION

Reliability of machinery is a major factor affecting satis-factory performance. Engines must be properly installedin an acceptable environment if reliability of each enginesystem and the total installation are to be achieved.

The objective of this guide is to outline application andinstallation requirements of Caterpillar Diesel Enginesapplied in material handling and agricultural applicationsand to provide the installer with data needed to com-plete an installation with satisfactory results.

A layout for engine installation should include space forconnections to functional systems, including ventilation,and working space or access allowing performance ofrepair and scheduled maintenance.

Current technical information for all engines other thanthe 3000 Family can be found on-line using theTechnical Marketing Information (TMI) program(https://tmiweb.cat.com). 3000 Family information is onCD and can be ordered through the Media LogisticsSystem asking for LERH9330.

View specification sheets, Product News bulletins, the3400 Performance and Drawing Book (LEBH9181), andother industrial engine information including this bookon the Electronic Media Center (EMC). The URL addressis http://emc.cat.com

A complete library of installation drawings for all CaterpillarEngines is available on CD by ordering LERQ2015.Subscribers to this library will automatically receive up-dates four times a year.

The goal of each engine sale should be a good installationin an appropriate application.

3

5

ENGINE SELECTION

Page

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Comparison with Experience . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Horsepower, Torque, and Machine Productivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Calculated Horsepower Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Dynamometer Measured Horsepower Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Engine Measured Horsepower Demand. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Torque Rise Effect on Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Response Effect on Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Adequate Machine Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Tolerances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Fuel Heating Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Auxiliary Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8SAE Standard Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Determining Total Power Needs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Simulating Performance of a Smaller Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Life Related to Load Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Engine Ratings and Configurations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Engine Capability Determines Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Power Setting Determines Maximum Fuel Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Factors Involved in Establishing a Rating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Engine Usage Determines Rating Validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Engines are Developed for Specific Rating Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Rating Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Continuous Rating Defined . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Intermittent Rating Defined . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Maximum Rating Discussed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Application Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Special Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Altitude Derating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Regulatory Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Homologation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Actual Power Output Derives From Load Demand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Laboratory Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Engine Configuration Variations Provide Rating Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Aftercooling Variations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Aftercooling Configurations Versus Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Mechanically Governed Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13Electronically Governed Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

GENERAL

The purpose of this section is to discusspower demand, engine ratings, and engineselection to result in satisfactory machineperformance and engine life.

POWER REQUIREMENTS

Comparison with Past Experience

Before selecting an engine model and rating,power demand must be analyzed. This taskis simplified if experience is available witha similar machine powered by an engine ofknown rating and fuel rate performance.This experience provides a basis for decidingwhether the machine was under powered,correctly powered, or over powered.

Horsepower, Torque, and MachineProductivity

To better understand torque and horse-power, consider that a very small enginecan provide sufficient torque for a verylarge machine, if there is enough speedreduction. But, although the machine couldhave sufficient torque, it would operate atsuch a slow speed as to be unproductive.Productivity of most machines is approxi-mately proportional to horsepower input.

Horsepower is the time rate of doing work.Or restated, horsepower is proportional tothe product of torque times rpm. Some basicrelationships are:

T x Nbhp = _____

5252

5252 bhpT = ________

N

33,000 ft-lb1 hp = _________

min

Where: T = Torque, ft-lbN = rpm

Calculated Horsepower Demand

An estimate of machine load demand canbe made mathematically, when no actualmachine experience is available to serveas a baseline of comparison. Using basicengineering principles on work and energyand data on the type of task to be accom-plished, it is possible to convert all func-tions of a machine to ft-lb per minute andthen convert to horsepower demand. Mathe-matical calculation may be the only wayavailable to estimate power requirementsat the start of a new machine design. Ofcourse, this approach is accurate only tothe extent that all factors are consideredand assumptions are correct. For certainapplications such as pumps or other con-tinuous loads, where demand is knownquite well, calculated values are quite accu-rate. In other applications, actual demandcan be significantly different than calculatedlevels.

6

ENGINE SELECTION

Dynamometer MeasuredHorsepower Demand

Actual load demand measurement bypowered dynamometer is the most accu-rate way to determine power demand ofcomponents or of a total machine. It is rec-ommended that a manufacturer do this tomore accurately determine where power isbeing consumed. This can identify a deviceor system which is using more power thanit should and is in need of redesign forimproved efficiency. For example, this occa-sionally happens with hydraulic systems.However, a dynamometer normally mea-sures only the steady-state power demand.More sophisticated instrumentation isrequired to measure load demand underdynamic, transient conditions. If this type ofmeasuring apparatus is available, the dyno-driven load must accurately simulate the realmachine operation to yield accurate data.Estimated h.p. loss due to: 1) torque con-verter, 2) transmissions, 3) generators, 4)belt drives, 5) gear reducers.

Engine Measured Horsepower Demand

Usually, the most practical way to assesspower demand, and capability of an engineto perform adequately, is to make a logicalselection based on calculation or compari-son with past experience and test it. Thereis no substitute for a rigorous evaluation ofan engine in the machine or application.This provides the final proof of machineperformance acceptability, or it will identifyshortcomings in need of correction.

Torque Rise Effect on Performance

For machines which are capable of luggingthe engine (i.e., applying sufficient load topull the engine speed down below ratedspeed, at full throttle), it is important to con-sider two other characteristics of engineperformance. These are torque rise andresponse to sudden load change.

Torque Rise % =(Peak Torque) – (Rated Torque) __________________________ x 100

Rated Torque

Cat Diesel Engines typically provide hightorque rise to perform well in a wide varietyof applications.

A torque curve is the graphical representa-tion of torque versus speed.

Some modification to a torque curve ispossible in those cases where this isrequired to achieve satisfactory machineperformance. Consult your engine supplierif this need exits.

If torque rise is higher than necessary,those parts of the machine driveline aheadof the transmission may be subjected totorque levels which may shorten the life ofgearing and bearings. For this reason it issometimes desirable to let the machineoperator shift to a lower gear to increaseengine speed, instead of always luggingthe engine without a gear change. So, thedecision to use an extra high torque riseengine must also consider driveline capa-bility. By contrast, an engine with insuffi-cient torque rise will seem weak and mayeven stop running before the operator hastime to make a shift change. This is notacceptable either. The best compromise isto use enough torque rise to satisfymachine performance requirements, butnot so much that driveline life becomesunacceptable.

Devices such as blowers, pumps, and pro-pellers cannot lug an engine becausepower demand drops off much more quick-ly than engine capability as speed isreduced. The amount of torque rise avail-able in these applications is generallymeaningless because torque rise is notrequired, except as it may contribute to theability to accelerate the load.

7

Response Effect on Performance

A naturally aspirated engine has the fastestresponse to sudden load increase becauserequired combustion air is immediatelyavailable.

A turbocharged engine will not respondquite as fast because it takes a moment forthe turbo to accelerate upon sudden loadincrease. Steady progress in turbochargerdevelopment has produced smaller, fasterresponding turbochargers and, therefore,turbocharged engines which respond quick-ly to sudden load increase. In a steady loadand speed situation, turbo response is ofno consequence. Air/fuel ratio controllers,also called smoke limiters, momentarilylimit fuel delivery until sufficient air is avail-able for combustion. They respond to inletmanifold boost pressure. The air/fuel ratiosetting is a compromise between machineresponsiveness and acceptable level oftransient smoke for a particular application.

Adequate Machine Performance

Manufacturers and customers developtheir own ideas of what constitutes ade-quate machine performance. Insufficientpower causes low productivity and userdissatisfaction. Excessive power costsmore to purchase, requires heavier drive-line components, and may reducemachine life if the operator is careless. Theideal machine is responsive, productive,and durable, satisfying the owner’s needfor performance and overall value.

Tolerances

Actual engine horsepower output may varyby up to ±3% from nameplate value on anew engine. Similarly, where load demandof some work-producing device is pub-lished, the manufacturer’s toleranceshould be added to demand horsepower ifpower needs are to be met in all cases.

Fuel Heating Value

Heating value of the fuel affects power out-put because fuel is delivered to the engineon a volumetric basis. Allowance shouldbe made for a fuel with lower heat content(higher API than standard) where thepower level is critical. Caterpillar Dieselratings are based on use of 35 API fuelwith HHV of 19,590 Btu/lb (45570 kJ/kg) or138,000 Btu/gal.

Auxiliary Loads

In addition to the main load carried by theengine, allowance must also be made forall other engine-driven auxiliary loads. Extraloads imposed by a cooling fan, alternator,steering pump, air compressor, and hydraulicpump may represent a significant propor-tion of total engine power available.

SAE Standard Conditions

Engine ratings express actual usable poweravailable under standard SAE (Society ofAutomotive Engineers) specified condi-tions of 29.38 in Hg (99.2 kPa) barometer,85°F (30°C). Devices, such as the oil pump,fuel pump, and jacket water pump, whichare part of a runnable engine, do not sub-tract from rated power.

Determining Total Power Needs

After establishing main load power demandand adding all auxiliary power demands,some additional power should be allowedfor peak loads (such as grades and roughterrain) and reserve for acceleration.

8

Simulating Performance of a Smaller Engine

If a machine is thought to be overpoweredand a change to a smaller engine is beingconsidered, it is possible to simulate alower horsepower engine by resetting thefuel system on the larger engine to somelower horsepower. Then, an experiencedoperator can fully evaluate machine perfor-mance at the lower horsepower. Althoughperformance will not be exactly the same,because of greater rotational inertia anddisplacement (which both improve abilityto handle sudden load changes), this willroughly simulate performance to be expect-ed with a smaller engine. This may demon-strate that a smaller engine is a viable pos-sibility which should be tested further. Or,such testing may show that the lower powerlevel cannot meet the peak demands sat-isfactory; that the larger engine will deliversufficient performance advantage to justifyits cost.

Life Related to Load Factor

Use of an oversized engine contributes tolonger engine life because it runs at a loweroverall load factor. It also provides quickerresponse to sudden load changes. Loadfactor is the ratio of average fuel rate to themaximum fuel rate the engine can deliverwhen set at a rating appropriate for a par-ticular application, expressed as a percent.

Fuel usage is a better indicator of enginelife than engine hours.

ENGINE RATINGS ANDCONFIGURATIONS

A major concern in applying engines is theproper application of engine horsepower toobtain desired performance, economic oper-ation, and satisfactory engine life. Successfulapplication of engines requires an under-standing of how they are rated and how toproperly select and use these ratings.

Engine Capability Determines Ratings

Horsepower rating capability is determinedby engine design. Combined capability anddurability of all engine components deter-mine how much horsepower can be pro-duced successfully in a particular application.

Power Setting Determines MaximumFuel Rate

The horsepower output of a basic enginemodel can be varied within its design rangeby changing the engine fuel setting or speedsetting. Both of these settings affect theengine’s maximum fuel rate and, therefore,the power output capability. Thermal andmechanical design limits will not beexceeded, if an appropriate engine andrating is selected.

Factors Involved in Establishinga Rating

Some of the application conditions consid-ered by a manufacturer in determining a rat-ing for an application are: load factor, dutycycle, annual operating hours, and histori-cal experience at a particular rating level.

Engine Usage Determines Rating Validity

A properly maintained engine in actual usewill determine whether or not a particularrating level is appropriate. Ratings whichare validated by acceptable field experi-ence are retained. Continuing enginedevelopment results in on-going engineimprovement, and some increases in rat-ings result from this process.

9

Engines are Developed for SpecificRating Levels

Engines are designed and developed toproduce specific power levels for particularapplications. Subsequent lab and fieldexperience confirms the validity of theseratings. Increasing the engine horsepowerbeyond approved levels by increasing thefuel rate, to compensate for excessive load,is not an acceptable practice. Excessiveengine wear or damage can result andcould invalidate the warranty. Publishedratings express engine power and speedcapability under specified loading condi-tions or for specific applications.

Rating Curves

Consult TMI for Industrial Engine ratingcurves which show available ratings at var-ious speeds for each model and configura-tion. Specification sheets also carry someof this information, for preliminary sizingpurposes.

Continuous Rating Defined

The CONTINUOUS rating is the powerand speed capability of the engine, whichcan be used without interruption or loadcycling. Few industrial or agricultural appli-cations require a rating as low as the con-tinuous rating because load and speedfluctuation is usually present. However, thecontinuous rating will extend engine lifeand reliability in any application.

Intermittent Rating Defined

The INTERMITTENT rating is the power andspeed capability of the engine which can beutilized for about one hour followed by anhour of operation at or below the continuousrating. Any rating with the horsepower orengine speed above the continuous ratingis also considered an intermittent rating.An intermittent rating, when properly applied,provides excellent engine life in a broad

range of applications characterized by thefluctuating load and speed. The majority ofmaterial handling and agricultural applica-tions are in this category.

Maximum Rating Discussed

Maximum rating developed when only nat-urally aspirated engines were available.Although this was never intended as ausable rating, it was used by some as apoint of reference. The actual rating wassometimes compared with the maximum,and the difference was somewhat erro-neously considered to be a power reserveor an indication of degree of conservatismof the rating.

Today, with turbocharged engines, a maxi-mum rating has even less significance. Anengine can often produce power levelswell beyond approved application ratings;but, unless the effect of these ratings onengine life in a particular application isknown, there is no basis for judging conser-vatism of ratings. Use of maximum ratingswas also encouraged, unfortunately, bycompetitive pressures between manufac-tures trying to extend the apparent capa-bility of their engines. Appropriate Caterpillarratings are established for each applicationor type of duty. Rely upon these recom-mendations rather than attempts at com-parison with almost meaningless maxi-mum ratings.

Application Ratings

Ratings other than continuous and inter-mittent are approved for certain specificapplications. Examples of these applicationratings are irrigation pumping continuous,off-highway truck, and locomotive.

10

Special Ratings

Most engine applications are well under-stood and utilize one of the above existingpublished ratings which have been con-firmed by thousands of hours of successfulexperience. However, occasionally, a uniqueapplication merits special rating considera-tion because of unusually low load factoror unusually short life requirements. In thiscase, consult dealer. Factory applicationengineers will require that a special ratingrequest data sheet be submitted for reviewbefore a special rating can be consideredfor approval.

Altitude Derating

Each model and rating has establishedmaximum altitude capabilities for lug andfor nonlug applications. For higher altitudeoperation, power settings must be reducedapproximately 3% per 1000 ft (305 m) abovethe altitude limit for that rating. Dieselengines do not self-derate enough so thatthe fuel setting can be left unchanged. Ifthey are not reset to appropriate power lev-els, naturally aspirated engines may smokebadly and turbocharged engines may sufferexcessive thermal and mechanical loading,resulting in internal damage, without givingexternal indication of distress.

Regulatory Requirements

Regulatory requirements often dictate theuse of specific regulatory agency-approvedrating levels, as required in undergroundmining and in mobile industrial equipmentdesigned to be self-propelled on-highway.Caterpillar works with certain of these agen-cies (for example, Mine Safety and HealthAdministration [MSHA] and EnvironmentalProtection Agency [EPA]) to provide preap-proved ratings. Compliance with these regu-lations can make it difficult to get special rat-ings or to derate the engine.

Homologation

Machine manufacturers who plan to exportproduct to other countries should investigatethe need for homologation (approval) in thatcountry. This may affect acceptability ofengines, ratings, and other machine features.Ultimately the end user is responsible to makesure his engine complies with all regulations.

Actual Power Output Derives from Load Demand

Regardless of engine rating (power andspeed setting), the actual power devel-oped by an engine derives from the loadimposed by driven equipment. For exam-ple, an engine set to produce 500 hp(373 kW) will actually produce only 40 hp(30 kW), if the driven load demands only40 hp (30 kW). For this reason, average fuelconsumption is an indicator of average loaddemand. Average fuel consumption is alsoused as an indicator of load severity on theengine by comparing it with maximum fuelrate associated with the approved rating forthat application. When this ratio is expressedas a percent, it is called load factor.

Laboratory Testing

Engine ratings are set at levels which pro-vide both satisfactory performance andengine life. This requires consideration ofmany operating variables used to assessseverity of operation on internal engineparts. To provide data for this purpose, allengine models are run in the laboratory toacquire part load data. It shows how eachof the significant operating parameters varieswith load and speed. Measured parame-ters include turbo speed, exhaust temper-ature before and after turbocharger, fuelconsumption, boost, smoke level, and fuellimit setting position. To assure good per-formance and long life, limits on each ofthese parameters are established. Theseare run under controlled reference condi-tions so that valid comparison with otherdata and with other ambient conditions canbe made.

11

Engine Configuration VariationsProvide Rating Range

On a given engine model, a horsepowerrange capability is created by providing different engine configurations such asnaturally aspirated, turbocharged, and tur-bocharged-aftercooled. Internally, theseengines may differ significantly.

Also, Caterpillar offers both direct injected(DI) and prechamber injected (PC) enginesto provide a more complete product offer-ing. Each system has its own advantage.

Increasing horsepower output by injectingmore fuel requires additional air for com-plete combustion and internal cooling. Thisrequires additional mechanical strength ofinternal components and additional designfeatures, such as oil jet cooling for pistons.In an engine, the mass flow of air supplied

to each cylinder determines the amount offuel which can be efficiently burned. But, theentire engine must be designed for strengthand durability at approved power levels.

The limit on a naturally aspirated enginehorsepower rating is usually the amount ofair available for combustion, because ofexhaust temperature and smoke levels.

Turbocharging, using energy from wasteexhaust gas, provides an efficient meansto increase air flow. Compression of the airby the turbocharger increases the air tem-perature. The horsepower rating of a tur-bocharged engine is usually limited by theinternal temperatures, turbocharger speed,and structural limits.

An aftercooler between the turbocharger andthe engine intake manifold cools the hotcompressed air. Cooling the air increasesits density and allows more air to bepacked into the cylinder and more fuel tobe burned. The rating is typically limited byinternal temperature limits, turbochargedspeed, and structural limits.

Because the effect of turbochargers andaftercoolers is to provide more air to theengine, and fuel rate can usually beincreased to use this extra combustion air,engine component loading or turbo speedbecome the limit on rating. Caterpillar DieselEngines do not utilize turbos or aftercoolersas add-ons. Rather, engines are designedand developed in all aspects for thesehigher loading levels. Then they are testedthoroughly to assure long life and satisfac-tory performance.

Aftercooling Variations

Engine jacket water is usually used in theaftercooler to cool the turbocharger-com-pressed air. This jacket water aftercooled(JWAC) configuration includes the after-cooler and piping required to flow enginejacket water through the aftercooler. Thisis the most reliable aftercooling systembecause it is an integral part of the enginejacket water circuit and a separate waterpump is not required.

Lower aftercooler water temperatures per-mit higher engine ratings because cooler,denser air allows the burning of more fuelwithout exceeding exhaust temperaturelimits. The use of a separate circuit after-cooled (SCAC) engine configurationrequires a separate source of lower tem-perature aftercooler water. This is notpractical in most material handling and agapplications.

12

Aftercooling ConfigurationsVersus Ratings

Depending upon the type of engine config-uration, a variety of ratings is available.Naturally aspirated (NA) engines have thelowest ratings. Turbocharged (T) configu-rations are next, and ratings are higherwith various types of turbocharged after-cooled (TA) engines. The jacket wateraftercooled (JWAC) system is based on175°F (80°C) average temperature waterto the aftercooler, while a higher rating ispossible by the use of separate circuitwater to the aftercooler. For example, arating designated SCAC 85°F (30°C)would require 85°F (30°C) water at appro-priate flow required for a particular model.(See TIF for flow requirements.)

WIRING

Mechanically Governed Engines

Because of the variety of attachments andstarter/alternator combinations available, itis difficult to generalize, other than to referto wiring schematics and installation guidesfor any given attachments. One word ofcaution would be to consider ambient tem-perature, engine size, and primary batterycable length recommendations given inApplication and Installation manuals whenspecing starting circuit components. Cablerecommendations are as follows:

Electronically Governed Engines

In addition to the same starter and alter-nator considerations for mechanical gov-erned engines, electronically governedengines have additional electronic/electri-cal considerations. These additional con-siderations involve electrical/control, dis-play, sensors external to the engine, powersupply to the engine/display electronics,grounding, and finally customer parameterprogramming via service tool. Consideringthe following will help prevent potentialwiring/electrical installation problems.

1. Electronic capability, equipment, andfeatures change rapidly, so consult themost recent engine wiring schematics

and installation guides avail-able before engine installa-tion.

2. Do NOT modify or splice into the on-engine wiring harness that comes withthe engine from the factory. Communi-cate with the engine only through the40-pin customer connector (usuallyidentified on wiring schematics asJ3/P3).

3. Switching circuits and grounds forelectronic components (engine ECM,displays) are very critical. An AWG 4ground wire from the engine groundstud (located on the customer con-nector mounting bracket) to the bat-tery negative buss must be installed.Ground paths through machine framesare NOT permitted

Battery Recommendations

System Cold Cranking Amperes ¤ –18°C

Engine Voltage 0°C & Up –18 — –1°C –32 — –19°C

3406 12 1740 1800 200024 800 870 1000

30/32 800 870 870

3408/3412 24 870 1000 126030/32 870 870 1260

Total Cable Length

Cable Sizeawg 12V – m 24-32V – m

0 1.22 4.57

00 1.52 5.49

000 1.83 6.40

0000 2.29 8.24

13

4. Other battery positive and negativecontrol wiring should be with AWG 14wire.

5. All other engine, display, sensor, anddata link wiring can be accommodatedby AWG 16.

6. All circuits for engine related power,control and displays must be dedicatedto engine functions (isolated from othermachine electrical/electronic functions)to minimize the risk of introducingelectrical noise into engine relatedcircuits. For example do not operate amachine control solenoid from poweror ground wires also serving engineelectronics.

7. All wire insulation outside diametermust be 2.2 to 3.4 mm to facilitateadequate environmental sealing whenused with Deutsch connectors.

8. Any unused Deutsch connector wirelocation MUST have an 8T-8737 seal-ing plug installed for environmentalsealing.

9. Any wire bundle exiting a Deutschconnector must have at least twicethe bundle diameter as a bend radiusif a bend is necessary. This is to avoidexcessive stress on the back-sideDeutsch connector environmentalseals. A minimum straight length of25 mm is recommended for wiresexiting a Deutsch connector.

10. Do not paint Deutsch connectors.Paint will wick into the mating con-nector components and prevent easyfuture disassembly if required.

11. The recommended master disconnectswitch is between the engine ECMpower/start switch and the unswitchedpower connection to the engine ECM.

12. J1587 (ATA) and CAT Data Link (CDL)positive and negative leads must beunshielded twisted pairs (1 twist per25 mm) within each data link (notcombined). These leads must NOT beinstalled in a metal conduit, becausethe conduit acts as a shield.

13. The J1939 (CAN) data link MUST beshielded and its positive and negativeleads must be twisted (1 twist per25 mm). Consult the engine’s wiringschematic for proper routing of the wireshield. Extended wire end Deutsch pinsand sockets are available to facilitateshield routing through Deutsch con-nectors (133-0967 & 133-0969).

14. All wire bundles must be adequatelyprotected from accidental damage(stepping, dropping hard objects,pinch points, or grabbing).

15. The only electrical connections (notconsidering the starter circuit) requiredto allow an electronic engine to startand achieve low idle are all positiveand negative battery connections tothe engine ECM. It may be advanta-geous for the initial start-up of a newmachine powered by an electronicengine to start with the basic positiveand negative battery circuits for theinitial start, then connect one circuitat a time to the customer connector tovalidate each circuit (one at a time).

16. Caterpillar electronic engines leave thefactory with all customer programm-able parameters/features programmedto default values. Consult the most cur-rent version of the Electronic Applicationand Installation Guide (SENR1025) fordefault and parameter/feature ranges/options. To change any customerparameter, an electronic engine ser-vice tool is required. Currently theElectronic Technician (ET) and theElectronic Computer Analyzer Pro-grammer (ECAP) are the only two

14

industrial electronic engine service toolssupported by Caterpillar. All Caterpillarindustrial engines have a service tool con-nection as part of the on-engine wire har-ness. The service tool connector is locatedon the customer interface connector(J3/P3) mounting bracket.

17. A Caterpillar electronic engine instal-lation audit checklist is included inthis manual on page 137.

18. Caterpillar also provides detailedelectronic troubleshooting manuals.Contact your servicing CAT dealer orFactory contact for this appropriateelectronic engine manual. This manu-al MUST be used in any electronicdiagnostic troubleshooting journey fora comprehensive orderly diagnosticjourney.

19. Caterpillar currently has an industrialelectronic engine display attachment.This display is referred to as anElectronic Monitoring System (EMS).The EMS consists of three separateunits: a main unit (warning lamps andscrollable parameter window), a tacho-meter unit (engine speed), and a quadgauge unit (oil pressure, water tem-perature, battery voltage, and fueltransfer pump pressure). If any of thedisplay units are used, the main unitmust be used (it decodes the CDLdata link information for itself and theother two units). The tachometer andquad gauge units are optional. Multipledisplay units can be used, and a max-imum total wire length of 33 meters issuggested. Refer to the engine wiringschematics or EMS wiring schematic(148-5625) for proper wiring and fea-ture implementation. The EMS requires24V for operation even though theengine ECM may operate on 12Vpower. A 12V to 24V converter isavailable (127-8853). Caterpillar hasavailable an EMS interconnect har-ness (160-1050) if more than themain unit is utilized.

20. The most up-to-date indications ofelectronic features available can befound by referring to the customerconnector (J3/P3) pin-out descrip-tions given on the industrial enginewiring schematic. Please note thatcustomer connector pin-outs HAVEminor differences between industrialinline six cylinder and vee engines,and possibly major differences betweenon-highway truck, marine, machineand EPG applications. So, while anelectronic capability might be similarto another non-industrial application,the capability probably will NOT beidentical (e.g. cruise control for on-highway vs. PTO mode for industrial— cruise control operates on vehicle

ground speed, PTO operateson engine speed). Please referto the most current version ofSENR1025 for the latestindustrial electronic descrip-tions.

21. Please be aware that the service toolwill not allow anyone the capability ofdamaging the engine by features acti-vated or operational limits selected.The OEM has the ability to select anyrating available (A – E tier) containedwithin the personality flash file with-out factory passwords for any givenfamily of industrial iron. It IS the respon-sibility of the OEM or engine sellingdealer to make sure the appropriatetier rating for the application is select-ed. If an OEM or customer arbitrarilyselects a higher rating, drive traindamage or reduced engine time tooverhaul could result. If drive traindamage occurs because of misap-plied rating, Caterpillar is NOT respon-sible for drive train damage. OEM’shave the option of locking out criticalparameters to prevent tampering —e.g. rating. If a parameter is lockedout, factory passwords are requiredto unlock the parameter.

15

16

SafetyEvery machine manufacturer is concerned about the safety of those who will own, operate, or be near any machine. The following suggestions/considerations may help minimize the risk of injury: ✓ Acknowledge

1. Guard or shield all rotating exposed components ____(e.g. fans, belt drives, drive shafts).

2. Locate the fuel filler where it is convenient for service and will not allow ____spilling of fuel on the engine, even by a careless operator. Make sure the fuel tank is vented and contains enough expansion volume to allow fuel expansion as it warms.

3. Route, enclose, and clip all electrical wires to avoid wearing through ____the insulation and causing an electrical short. Also route wiring away from hot components.

4. Guard hot parts (exhaust manifold, water lines, air lines from the turbocharger ____(air-to-air aftercooling systems)) to help prevent contact by the operator unless the component is adequately surrounded by machine features to prevent accidental contact.

5. Route, clip, and guard hydraulic/fuel lines and hoses away from sharp ____edges, hot engine components, and pinch points to avoid damage. Supplementary shielding may be necessary.

6. Install a fire extinguisher on the machine for quick access in the case of ____an emergency.

7. Provide instruction and warning labels where needed to inform the ____operator against improper actions.

8. Factory supplied engine operation and maintenance literature must be ____available to the owner/operator of the machine.

9. Consider means for locking open inspection doors, shields, and guards. ____to avoid accidental closure.

10. Consider non-slip steps and grab handles for routine inspections, ____especially for radiator coolant level/fill checks.

17

Application/Engine: Industrial — S/N Prefixes:2AW1 — UP .....3176C 1DW1 — UP .....3196 6BR1 — UP .....3406E3LW1 — UP ......3456 7PR1 — UP ......3408E 4CR1 — UP .....3412E

General Wiring Considerations: (Ref. SENR1025) — read before auditSpecial note: pg. 17 voltage thresholds; pg. 32 sensor return; pg. 25 welding (SENR1025-03; Jun 98) ✓ Acknowledge

1. Caterpillar does not accept warranty responsibilities for customer wiring. ____

2. An AWG 4 wire must be installed between the ground lug on the J3/P3 ____mounting bracket and the battery negative buss. Using a frame member as a ground conductor is not acceptable for engine electronics.

3. A maximum of three terminal lugs per any single electrical lug recommended. ____

4. Wire insulation outside diameter is 2.2 — 3.4 mm when used with Deutsch ____connectors. This assures proper environmental sealing.

5. Allen head bolt lock torque on Deutsch connectors = 2.26 N•m. ____

6. 8T-8737 sealing plugs must be installed in every unused Deutsch connector ____pin location.

7. Every wire exiting a Deutsch connector must withstand a 45 N pull test. ____

8. Wire bundle exiting Deutsch connectors should have a minimum bend radius ____of 2X bundle diameter, and 25 mm straight before bend starts.

9. Deutsch connector back seals are not stressed allowing moisture entry. ____

10. All wires — bundled, secured, and protected from accidental damage ____(stepping, dropping hard objects, pinch points, grabbing).

11. All electronic features utilized by the customer have been demonstrated. ____

12. Deutsch connectors are not painted. Paint will wick and impair serviceability. ____

13. Logged faults caused by installation audit activity cleared, and any other logged ____faults corrected and cleared.

14. Customer instructed on how operational and configuration checks can be ____made before shipment to end user, so consistent engine operation is insured for a given application.

15. No modifications to on-engine wire harness permitted. ____

16. Suggested battery master disconnect is between engine pwr/start switch and ____ECM unswitched positive battery junction. If master disconnect is located in the battery negative cable, the last hour of ECM job data will be lost (sw opened).

17. The J1587 data link (143-5018) must be unshielded twisted pair (1 twist/25 mm). ____

18. The CDL data link (143-5018) must be unshielded twisted pair (1 twist/25 mm). ____

19. The J1939 data link (153-2707) must be shielded twisted pair (1 twist/25 mm). ____

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Application/Engine: Industrial — All Engines with Cat Data Link

Engine Monitoring System (EMS) Considerations: ✓ Acknowledge

1. Reference EMS wiring schematic 148-5625 for wiring instruction. ____

2. If display option is utilized, EMS main unit must be used. Other two units of ____EMS display (quad gauge, tach) are optional.

3. Caterpillar interconnect harness between EMS units is available (160-1050) – used? ____

4. If auxiliary temperature and pressure sensors are utilized, trip points must be ____programmed via, ET for enunciation on the main EMS unit.

5. EMS requires 24V supply. If 12V electric’s are utilized, install a 127-8853 converter. ____Is a jumper wire across the negative battery in and out terminals on the converter in place?

6. Caterpillar does not supply engine to EMS wire harness. ____

7. Wire size for EMS = (+) & (–) BAT.14AWG; ALL OTHER 16AWG dedicated to ____CAT electronics only (other machine functions not permitted).

8. Battery positive supply must be 5A circuit breaker protected (single unit). ____

9. Multiple EMS display stations are permitted. Ref. page 59 in SENR1025-03 or ____LEXH6427 (Product News) for details (NON-shielded data link wire required).

10. Total length of CAT data link cable should not exceed 33 m. ____

11. Cat data link cable must be a twisted pair (1/25 mm) non-shielded. ____

REF. SENR1025 (change level 03 dated June 98) Electronic A&I GuideSENR1073 (change level 01 dated February 98) 6 Cyl TroubleshootingSENR1065 (change level 01 dated March 98) 8 & 12 Cyl TroubleshootingLEXH7530 (change level 00 dated 1997) EMS Operators GuideLEXH6427 (dated Nov. 1996) Engine Monitoring System (EMS) for CaterpillarIndustrial Engines

19

POWER TRANSMISSIONS

Page

General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

General Description and Selection Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20Engine-Mounted Enclosed Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21Light-Duty (LD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21Normal-Duty (ND) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21Heavy-Duty (HD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21Extra Heavy-Duty (EHD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22Typical Light-Duty (LD) Clutch Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22Typical Normal-Duty (ND) Clutch Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22Typical Heavy-Duty (HD) Clutch Applications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22Typical Extra Heavy-Duty (EHD) Clutch Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22Automotive-Type Clutches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23Air Clutches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24Centrifugal Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Mechanical Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26Automatic, Semiautomatic, and Preselector-Type Transmissions . . . . . . . . . . . . . . . . . . . . . 26Speed Increasers/Reducers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28Compounds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28Stub Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29Hydraulic Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30Fluid (Hydraulic) Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30Torque Converters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Single-Stage Torque Converters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32Multistage Torque Converters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

Special Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32Side Loading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32Overhung Power Transmission Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33Wet Flywheel Housings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Misalignment Capability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35Stiffness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35Serviceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35Coupling Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Auxiliary Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Gear Drives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36Belt Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Crankshaft Pulleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36Gear Drive Pulleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

GENERAL CONSIDERATIONS

The first decision in designing an engineinstallation is selection of the coupling anddrive method to connect the engine to thedriven equipment.

The coupling and drive selection con-nections are closely related to the properselection of engine support and mount-ing. This ensures a successful trouble-free installation from the standpoint ofboth the engine and driven equipment,as well as the power transmission com-ponents. (Refer to Mounting andAlignment section.)

A rigid precision-type mounting systemmust be provided for both the engineand driven equipment if a solid or nearlysolid driveline is utilized.

Drive components which utilize universaljoints, drive shafts or belts, and chain-type drives permit slightly greater align-ment deviations.

When selecting the power transmissionsystem, the possible need for a com-plete torsional analysis must be consid-ered. System incompatibility will result inpremature and/or avoidable failures.(Refer to Mounting and Alignment sec-tion, Page 33, Torsional.)

CLUTCHES

General Description and SelectionConsiderations

Engine starting capability is normally limit-ed and the direct connection of large massdriven equipment makes starting difficultor impossible, therefore, a type of clutch ordisconnect device may not only be desir-able but necessary.

Exceptions, if properly sized to the enginestarting capability, may be centrifugalpumps, fans or propellers, and generatorswhich provide a direct connected load witha low starting torque requirement. Certaincompressors which utilize a starting “unload-ing device” may also be direct connected.

Piston-type pumps, most compressors,belt- and chain-driven equipment, and allmobile vehicles will require an engine dis-connect system.

The engine disconnect feature provides animportant safety and service function. It per-mits rotating the engine for service andadjustment, as well as servicing the drivenequipment without disconnecting the drive-train. It also permits engine warm up beforeapplying load — an accepted requirementfor extended engine life. On multipleengine installations driving into a commoncompound or driven machine, it permitsoperating at less than full power level ifdesired, as well as at partial power shouldone engine be down for routine service orbecause of failure.

Numerous devices are available for con-nection or engagement of the engine tothe driven machine. The device selectionwill depend on the desired engagementfunction; however, several general consid-erations must be made regardless of thedevice selected.

The selected device must have adequatecapacity to transmit the maximum enginetorque to the driven equipment. With theexception of “dog-type” clutches, which aregenerally not acceptable on material han-dling equipment, clutches rely on frictionfor power transmission.

(Dog-type clutches provide a direct mechan-ical connection and cannot be engagedduring operation nor do they have anymodulating [slipping] capability.)

20

POWER TRANSMISSIONS

Engine-Mounted Enclosed Clutches

Caterpillar offers, as price list attachments,a wide selection of “power takeoff” -typeenclosed clutches suitable for most indus-trial-type applications.

These clutches (power takeoffs) will be cov-ered in greater detail under the followingclassifications (clutch rating definitions), aswell as the specific selection considerationsfor the type of clutch and application.

Figure 1

ENGINE MOUNTED ENCLOSED CLUTCH

Enclosed clutch selection for either rear orfront engine mounting must be made inaccordance with the “Horsepower AbsorptionCapability”.

The following rating definitions are applic-able to clutch arrangements offered byCaterpillar.

Light-Duty (LD)

A light-duty clutch is used primarily to dis-connect and pick up light inertia loads, butdoes more work during engagement than“cut-off” duty.

A light-duty clutch should engage withintwo seconds, start the load less than sixtimes per hour, and never heat the pres-sure plate outer surface above hand hold-ing temperature.

Example: Disconnect clutch between engineand hydraulic torque converter with engineabove low idle when engaging clutch, as inpower shovel master clutch, generator, orsimilar drives.

Normal-Duty (ND)

A normal-duty clutch is used to start inertialoads with frequencies up to 30 engage-ments per hour. More important is that theclutch can start the heaviest inertia loadwithin three seconds, and that the productof seconds of clutch slip per engagementtimes number of engagements per hour beunder 90.

A normal-duty application may raise theouter clutch surface temperature to under100°F (37.8°C) rise above ambient airtemperature.

Example: Power takeoff starting averageinertia loads where starting load is 40% ofthe running load.

Heavy-Duty (HD)

A heavy-duty clutch is used to start inertialoads with frequencies up to 60 engage-ments per hour. More important is that theclutch can start the heaviest inertia loadswithin four seconds, and that the productof seconds of clutch slip per engagementtimes number of engagements per hour beunder 180.

21

Heavy-duty applications may raise theclutch outer surface temperature to a max-imum of 150°F (65.6°C ) rise above ambi-ent air temperature.

Example: Power takeoff starting averageinertia loads whose starting load is 80% ofthe running load. Also, rock crusher appli-cations where the clutch is not used to“break loose” jammed loads.

Extra Heavy-Duty (EHD)

An extra heavy-duty clutch is used to startinertia loads requiring over four seconds tostart the heaviest load, with longest slip peri-od per engagement not exceeding 10 sec-onds. Also, when the product of seconds ofclutch slip per engagement times number ofengagements per hour exceeds 180, it isbeyond extra heavy-duty. Contact yourCaterpillar dealer for application approvalof extra heavy-duty-type service.

Example: Power takeoff starting inertialoads whose starting load approaches orexceeds the running load.

Typical Light-Duty (LD)Clutch Applications

A. Agitators — pure liquids.B. Cookers — cereal.C. Elevators, bucket — uniform loads,

all types.D. Feeders — disc-type.E. Kettle — brew.F. Line shafts — light-duty.G. Machines, general — all types with

uniform loads, nonreversing.H. Pumps — centrifugal.

Typical Normal-Duty (ND)Clutch Applications

A. Agitators — solid or semisolids.B. Batchers — textile.C. Blowers and fans — centrifugal

and lobe.D. Bottling machines.E. Compressors — all centrifugal

and lobe-type.F. Elevators, bucket — uniformly

loaded or fed.G. Feeders — apron, belt, screw, or vane.H. Filling machine — can type.I. Mixers — continuous.J. Pumps — three or more cylinders;

gear- or rotary-type.K. Conveyor — uniform load.

Typical Heavy-Duty (HD)Clutch Applications

A. Cranes and hoist — working clutch.B. Crushers — ore and stone.C. Drums — braking.D. Compressors — lobe rotary plus three

or more cylinder reciprocating-type.E. Haulers — car puller and barge-type.F. Mills — ball-type.G. Paper mill machinery — except

calenders and driers.H. Presses — brick and clay.I. Pumps — one- and two-cylinder

reciprocating-type.J. Mud pumps — one- and two-cylinder

reciprocating-type.

Typical Extra Heavy-Duty (EHD)Clutch Applications

A. Compressors — one- and two-cylin-der reciprocating-type.

B. Calenders and driers — paper mill.C. Mills — hammer-type.D. Shaker — reciprocating-type.

22

23

Once all machine parameters have beenestablished, contact your Caterpillar dealerfor selection assistance.

Automotive-Type Clutches

Also known as diaphram or spring-loaded-type clutches, this category is generally alight-duty classification; it is normally usedin strictly mobile applications, such as on-highway trucks or higher speed mobilemachines, which utilize a multispeed trans-mission. The automotive-type clutch isnormally foot-operated for disengagementor is engaged with the friction being gener-ated by spring force acting on an engine-driven plate.

Although this type of clutch is not aCaterpillar price list attachment, on thesmaller engine families, there is offered aselection of flywheels to accommodate themore common commercial models offeredby a number of manufacturers.

If the machine design requires this type ofclutch, the package designer and installershould work very closely with the clutchmanufacturer to ensure proper selection.

CAUTION: THIS TYPE OF CLUTCH, DUETO ITS INHERENT TORQUE CAPACITYLIMITATIONS, SHOULD NOT BE USEDWITH THE LARGER 3500 FAMILYCATERPILLAR ENGINES.

Figure 2

SPRING-LOADED AUTOMOTIVE TYPE CLUTCH

24

Air Clutches

Air-type clutches are commercially avail-able in sizes to fit the entire CaterpillarDiesel Engine line. Basically, engagementfriction is maintained by air pressure. Thisfeature is particularly advantageous whenremote control of the engagement/disen-gagement functions is required.

Air clutches utilize an expanding air blad-der for the clutch element. (See Figure 3.)

Air clutches do not normally have side loadcapability, so if such capability is required,

the output shaft must be supported by twosupport bearings. These bearings must bemounted on a common base with the enginepackage. Air pressure to operate the clutchis supplied by an air connection through thedrilled passage in the output shaft. Clutchalignment tolerances are reduced as airpressure to the clutch increases.

Caterpillar does not offer air clutches on anattachment basis. When selecting an airclutch, the package designer/installer mustwork closely with the clutch manufacturer.

Figure 3

AIR CLUTCH

25

Centrifugal Clutches

Centrifugal clutches are commercially avail-able in sizes to fit the entire CaterpillarDiesel Engine line. The centrifugal clutchaccomplishes the engagement/disengage-ment functions by centrifugal force which isgenerated by the engine operating speed. Itprovides a power engagement/disengage-ment function controlled strictly by theengine governor speed control (throttle).

Centrifugal clutches offer smooth automat-ic engagement of load without complicatedcontrols. Typically, a diesel engine with afull load operating speed of 1800 rpm willbe fitted with a centrifugal clutch whicheffects engagement at a speed of about1000 engine rpm. Once engaged, mostclutches of this type will remain engagedeven if the engine speed is pulled downdue to load — as low as the engagementspeed (i.e., 1000 rpm) or lower (e.g., dis-engagement at 800 rpm). If the load issuch that engine stall speed isapproached, the clutch will disengage.

Centrifugal clutches are not offered byCaterpillar as standard price list attach-ments. As with the air-type clutches, theyhave limited or no side load capability andfor other than in-line drive loads, a sepa-rately supported output shaft with two sup-port bearings must be provided and mustbe mounted on a common base with theengine package.

When selecting a centrifugal clutch, the pack-age designer/installer must work closely withthe clutch manufacturer.

TRANSMISSIONS

Over the years rapid technological ad-vances have enabled numerous commercialmanufacturers to offer a broad range oftransmissions with nearly unlimited fea-tures and options.

For this discussion transmissions will bedivided into three broad classifications allof which transmit power through sets ofmechanical gears, either spur or helicaltypes, or planetary designs. Where multi-speed capability is provided, it is accom-plished either mechanically or automatical-ly (hydraulically, pneumatically, etc.).

Due to the large number of transmissionscommercially available and the fact thatCaterpillar does not offer transmissions (withthe exception of marine transmissions —single speed — forward/reverse functions)as price list attachments, the transmissiondiscussion will be restricted to general oper-ating principles and considerations.

When selecting a transmission, the pack-age designer must work closely with thetransmission manufacturer.

CAUTION: REGARDLESS OF THE TYPEOR BRAND OF TRANSMISSION SELECT-ED, THE DESIGNER MUST ENSURETHAT IT HAS THE CORRECT HORSE-POWER, TORQUE, AND SPEED CAPA-BILITY TO MATCH THE DIESEL ENGINEPERFORMANCE CHARACTERISTICS.

Mechanical Transmission

The mechanical transmission provides thelowest cost method of providing multipleoutput speeds when the driven equipmentinput speed range or torque requirementsexceed the operating capability of the dieselengine. Mechanical transmissions are usu-ally equipped with some type of clutchassembly to facilitate not only engine start-ing but also to change gear ratios.

Figure 4 MECHANICAL TRANSMISSION

This type of transmission is applicable toboth semimobile and mobile installationswhere the momentary loss of power to thedriven equipment when gear changes areeffected does not pose operating problems.Generally, the mechanical transmission isemployed when the gear speed changerequirements are not a constant require-ment and the speed shifts do not have tobe executed rapidly.

Today’s modern mechanical transmission,when properly matched to the engine-dri-ven equipment, will provide reliable trou-ble-free service. Frequent gear changes,however, will accelerate clutch wear andmaintenance costs.

Installation is simplified since mechanicaltransmissions do not normally require oilcooling systems as do the automatic type.

Automatic, Semiautomatic, andPreselector-Type Transmissions

As the names imply, these transmissiontypes effect the gear changes either com-pletely automatically or as predeterminedby the machine operator.

Engine power engagement/disengagementclutching is normally fully automatic anddoes not require the machine operator tophysically move a clutch pedal or lever. Fordisengagement the operator need onlymove the selector lever to a neutral position.

As with the mechanical transmission, theautomatic type must be carefully matchedto the engine operating horsepower, torque,and speed characteristics. However, withthe automatic types, additional match con-sideration may be required since they nor-mally utilize a torque converter, hydrauliccoupling, or other type of nonmechanicalengagement device for the power engage-ment/disengagement function. This is near-ly always accomplished hydraulically.

The automatic-type transmissions provideoperator ease of machine operation, aswell as a nearly constant power flow to thedriven equipment during gear changes.

A number of commercial manufacturersoffer a wide range of automatic-type trans-mission. The package designer/installermust work closely with the transmissionsupplier to ensure the transmission prop-erly matches the machine application andprovides the desired operating features.

Some automatic transmission designs uti-lize a lockup feature. This device, in effect,turns the transmission into a directmechanical drive to eliminate the inherentinefficiencies of the hydraulic clutchingdevice.

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Figure 5 AUTOMATIC TRANSMISSIONS

Generally, the higher cost of an automatictransmission can be justified with a machinerequiring high productivity and frequent loadcycle changes.

When using automatic-type transmissions,other installation considerations are requiredsince most types require a system to coolthe transmission oil. Caterpillar offers jack-et water connections to supply coolingwater to customer or transmission manu-facturer-supplied heat exchangers.

Also offered are complete heat exchangerpackages, but care must be exercised toensure that the Caterpillar system is capa-ble of handling the transmission heat rejec-tion. The cooling system capacity of the sys-tems offered by Caterpillar can be obtainedfrom your Caterpillar dealer and is in theOwner’s Maintenance Manual.

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Speed Increasers/Reducers

These power transmission devices resem-ble a mechanical transmission in thatpower is normally transmitted through amechanical gear set of spur or helicalgears. They are used when the enginespeed range is not compatible with the dri-ven equipment input speed requirementsand when the installation is best suited toan in-line drive arrangement rather thanthe offset belt of chain drive systems.

Figure 6 SPEED REDUCER

Speed increasers/reducers generally uti-lize a mechanical cutoff clutch for enginestarting and are usually of a single-speed,nonreversing design, although exceptionsto the above do exist. They seldom exceedtwo speed ratios.

Speed increasers/reducers are available foreither direct engine mounting or for remotemounting. The remote-mounted type shouldbe on a rigid common base with the enginefor ease of alignment.

Caterpillar does not offer speed increasers/reducers as price list attachments. The pack-age designer/installer must work closelywith the commercial gear supplier to ensureproper selection and installation.

Compounds

Although infrequently found in material han-dling/agriculture applications, specific de-signs may require an engine compound.

Basically, a compound is an enclosed gear orchain device which permits several enginesto provide input power with the power out-put coming from one or more shafts.

Compounds providing a single engine inputand multiple outputs is most common. Anexample would be a hydrostatic machinewhere a single engine provides power tomultiple hydraulic pumps when separatepumps are used for the various functionaldrives of the machine.

Figure 7 MULTIPLE PUMP DRIVE

Multiple engine compounds can be used inapplications where less than the installedhorsepower capability is occasionallycalled upon for part load operation of thedriven machine.

When part load operation is adequate, theexcess capability can be removed bydeclutching engines, reducing overalloperating costs and maintenance.

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Caterpillar does not offer compounds asstandard price list attachments, however, anumber of commercial manufacturers offera variety of different compounds.

The package designer/installer must workclosely with the compound manufacturerto ensure proper selection and installation.

Figure 8 MULTIPLE ENGINE COMPOUND DRIVE

Stub Shafts

Where the application permits, a stub shaftwill provide a low cost, simple method ofdirect power transmission.

Figure 9 FRONT MOUNTED STUB SHAFT

Caterpillar offers, as standard price listattachments, stub shafts for mounting onboth the front and rear of the engine crank-shaft.

Stub shaft drives must not be used whenthe starting load of the driven equipment issufficient to impair engine starting unless adeclutching or unloading device is utilized.Stub shafts also have limited side loadcapability.

Complete details on the physical size, aswell as the power transmission and sideload capability of the Caterpillar-suppliedstub shafts, are available from yourCaterpillar dealer.

Hydraulic Drives

Hydraulic drive devices generally fall intotwo major classifications: fluid or hydrauliccouplings and torque converters.

The theory involved is similar in all types ofhydraulic drives although the internaldesign may vary. Basically, the engine out-put is absorbed by a turbine-type pump.The oil or fluid in the pump housing is accel-erated outward, and the engine power istransmitted to the outer edge of the pumpas kinetic energy in the form of high veloc-ity fluid. This energy is then transferredback towards the center of the outputshaft. This is where the differences occurbetween a hydraulic or fluid coupling and atorque converter.

Fluid (Hydraulic) Couplings

In the fluid couplings, the high velocity fluidis directed into a matching turbine locatedvery close to the turbine-type pump whichis engine driven. The matching turbineabsorbs the energy as the fluid is directedback toward the center of the coupling andthe energy is delivered to the output shaft.

Figure 10 HYDRAULIC COUPLING

The output torque will always equal the inputtorque less internal friction losses which willbe observed as a lower output speed (rpm)than the input speed (engine rpm).

The primary advantage of a hydraulic cou-pling is the total lack of a mechanical con-nection between the driving engine and thedriven equipment.

This isolates or greatly reduces the transferof mechanical shocks, vibration, and unde-sirable torsional effects between the drivenload and the engine.

A hydraulic coupling will prevent engine stallunder load; however, the engine can bepulled down in speed by varying degreesdepending on the hydraulic coupling fluidcooling capacity. It also permits starting highinertia-driven loads without the use of a cut-off clutch.

The main disadvantages of a hydraulic cou-pling are the reduced efficiency over amechanically coupled drive and its inabilityto generate a torque multiplication as ispossible with a torque converter.

Normally, hydraulic couplings are best suit-ed to applications which are constant speedapplications where the slip capability isdesirable to compensate for shock loads,overloads, high inertia load startups, andassist in torsional vibration reduction.

Torque Converters

As with hydraulic couplings, torque convert-ers differ considerably in internal construc-tion and refinement but can generally beplaced in two classifications: single-stageand multistage. These differences will beexpanded later in this section.

The torque converter differs from thehydraulic coupling in that one or more thirdmembers, called stators or turbine reactors,are utilized in addition to the input pump andthe output turbine. These stators or reactormembers are imposed in the fluid flow path

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in such a manner as to produce a multipli-cation of the input torque to the output shaftat reduced output speeds (rpm).

Figure 11 TORQUE CONVERTER

The maximum torque is transmitted to theoutput shaft (driven equipment) at stall con-dition (output shaft is not rotating) when itwill equal from 1.6 to more than 6.0 times theconverter input torque (engine output torque)value. When operating at full rated enginespeed, with the imposed load at a levelwhich permits the output speed to be closeto the engine speed, the torque converteracts in principle like a hydraulic coupling.

The necessity of matching a torque con-verter to the engine cannot be overempha-sized. An improperly sized converter, onewith the wrong blading or one which oper-ates in a highly inefficient speed range, willprove unsatisfactory. An improperly matchedtorque converter can result in engine over-load, high inefficiency, high fuel consump-tion, poor engine response, and otherundesirable results.

The torque converter manufacturer gener-ally has computer programs which, whencoupled to the performance characteristicsof the engine, can ensure a correct “match”for any installation/application. Most con-verter manufacturers have performancedata on the Caterpillar Diesel Engine mod-els or data can be obtained from yourCaterpillar dealer. This data is covered inthe Caterpillar Technical Information File(TIF). Performance data for nonstandardratings is also available from yourCaterpillar dealer.

Figure 12 TORQUE CONVERTERS

Additionally, cooling of the torque convert-er fluid is required. Torque converter cool-ing must be provided for the equivalent ofat least 30% of the total engine heat rejec-tion when using a precombustion cham-ber-type engine. When using a direct injec-tion-type engine, torque converter coolingmust be provided for the equivalent of atleast 50% of the total engine heat rejection.

Caterpillar offers, as price list attachments,either jacket water connections for heatexchanger-type coolers or, on the 3200,3300, and 3400 Series Engines, completeheat exchanger cooling packages.

It is imperative that the cooling package beof adequate capacity. The capacity ofCaterpillar-supplied cooling systems canbe obtained from your Caterpillar dealer.

Most commercially available convertersare also offered with attachment coolingpackages.

If the engine cooling system is used to coolthe torque converter, adequate reserveradiator capacity must be provided. (Referto Cooling section.)

Single-Stage Torque Converters

This type of converter is normally selectedfor light-duty applications. It has a decreas-ing torque absorption curve as the outputspeed approaches stall condition and willnot pull down the engine input speed (lugthe engine).

Multistage Torque Converters

Most applications will utilize a multistageconverter. They provide a broader usablerange and higher torque multiplication valuethan single-stage converters.

Torque converter manufacturers provideexcellent manuals and assistance in theselection of the correct converter for a spe-cific application. Consequently, rather thanelaborating on selection guidelines in thispublication, it is suggested that the pack-age designer/installer counsel with the con-verter manufacturer for expert advice.

In addition to offering the same benefits asa hydraulic drive, the torque converter alsooffers a torque multiplication benefit aswell as, if properly matched, higher powertransmission efficiency. The multistageconverter is particularly preferred for vari-able output speed applications.

As standard price list attachments,Caterpillar offers flywheels to couple tomost commercial torque converters andhydraulic drives.

Special Considerations

With the selection of any of the abovemethods of power transmission, severalgeneral areas must also be given specialconsideration to ensure a successfulinstallation.

Side Loading

Excessive side loading is one of the mostcommonly encountered problems in thetransmission of engine power.

It is impossible to overemphasize the needfor accurate evaluation of side load imposi-tion on all types of power transmissiondevices.

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For Caterpillar-supplied attachment powertakeoffs, the Caterpillar Industrial EnginePrice List LEKI8162 provides completeinstructions and capacity data for side loadevaluation.

For power transmission devices supplied byothers, the manufacturer must be consultedfor a capability analysis of his equipment.

Overhung Power TransmissionEquipment

Power transmission equipment, which isdirectly mounted to the engine flywheelhousing, must be evaluated to ensure thatthe overhung weight is within the tolerablelimits of the engine. If not, adequate addi-tional support must be provided to avoiddamage.

CAUTION: CERTAIN APPLICATIONS,SUCH AS AGRICULTURE MACHINES,DRILLS, OFF-HIGHWAY TRUCK, ETC.,REQUIRE CONSIDERATION OF THEEFFECTS OF THE DYNAMIC BENDINGMOMENT IMPOSED DURING NORMALMACHINE MOVEMENT OR ABRUPTSTARTING AND STOPPING.

The dynamic load limits and the maximumbending moment that can be tolerated bythe flywheel housing can be obtained fromyour Caterpillar dealer.

For determination of the bending momentof overhung power transmission equipmentinstallations, see Figure 13.

Figure 13 DETERMINATION OF BENDING MOMENT FOR OVERHUNGTRANSMISSION INSTALLATION

To compensate for power transmissionsystems which create a high bendingmoment due to overhung load, a thirdmount is required. Proper design of thesupport is essential. Forces and deflec-tions of all components of the mountingsystem must be resolved. If the thirdmount is in the form of a spring, with a ver-tical rate considerably lower than verticalrate of the rear engine support, the effectof the mount is in a proper direction toreduce bending forces on the flywheelhousing due to downward gravity forces,but the overall effect may be minor at highgravity force levels. The use of supportswith a vertical rate higher than the enginerear mount is not recommended sinceframe bending deflections can subject theengine power transmission equipmentstructure to high forces. Another precau-tion is to design the support so that it pro-vides as little resistance as possible toengine roll. This also helps to isolate theengine/transmission structure from mount-ing frame or base deflection.

Wet Flywheel Housings

Certain types of power transmission equip-ment require a “wet” flywheel housing.

Wet housing equipment requires that theflywheel housing be able to accommodate adegree of flooding by the fluid medium of thepower transmission equipment. The stan-dard Caterpillar Diesel Engine does not:

A. Contain sufficient provisions for seal-ing in the area of the rear crankshaftseal to prevent the transfer of thepower transmission fluid into theengine lubricating oil reservoir (pan).

B. Have the capability of evacuating thetransmission fluid from the flywheelhousing back to the transmissionreservoir to prevent engine crank-shaft seal flooding.

These provisions can be provided onCaterpillar Engines but additional cost willnormally be incurred.

COUPLINGS

Unless a belt, chain, or universal joint-typedrive is taken directly from the output shaftof the engine-driven power transmissiondevice, the use of some type of mechani-cal coupling device is recommended.

The coupling must be installed betweenthe power transmission output shaft andthe input drive shaft of the driven machine.On close-coupled driven equipment, the useof a coupling can be avoided if two basiccriteria are met:

A. Is the torsional compatibility of thedriven machine compatible with theengine to the point that lack of a cou-pling will not cause either engine ordriven machine problems?

B. Is the package base sufficiently rigid toavoid any distortion during operation?Does it contain sufficient alignmentcontrol features to successfully retainalignment during operation to precludethe need for the misalignment toler-ance capability of a coupling?

Seldom can both of these questions beanswered affirmatively.

A large number of commercial couplingdesigns, are available to the packagedesigner/installer.

CAUTION: THE COUPLING MUST BETORSIONALLY COMPATIBLE.

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Commercial couplings make use of resilientmaterials ranging from rubber and toughfabrics to springs and air-filled tubes anddrums in order to absorb minor mechani-cal misalignment and relative movementbetween engine and load. It is important tohave the best possible alignment and put aminimum load and reliance on the flexiblecoupling. Air clutches are not flexible cou-plings and imposing misalignment on themwill cause damage.

Figure 14 VULKAN RESILIENT COUPLING

Four distinct characteristics must be takeninto account in the selection of a suitablecoupling:

A. Misalignment Capability

The coupling must be capable ofcompensating for any misalignmentbetween the engine and equipmentto prevent damage to the machineand/or diesel engine crankshaft andbearings.

If single bearing equipment is used,the coupling must be torsionally andradially rigid to transmit the load andsupport the weight of the driven equip-ment input shaft. It must be flexible tocompensate for angular misalignmentdue to:1. Thermal growth differences be-

tween the diesel engine and drivenequipment.

2. Dimensional tolerances betweenthe two units and dynamic condi-tions, such as torque reaction.

3. Momentary misalignment due toshock or other transient conditions.

B. Stiffness

The coupling must be of proper tor-sional stiffness to prevent criticalorders of torsional vibration fromoccurring within the operating speedrange. For single-bearing driven equip-ment, a complete torsional analysis isnecessary to ensure compatibility. Fortwo-bearing driven equipment, a sim-pler type of analysis is adequate. Acomplete torsional vibration analysiscan be obtained from your CaterpillarEngine supplier, as can mass-elasticdata on the diesel engine to permitcustomer analysis.

C. Serviceability

When selecting a coupling, ease ofinstallation and service is an impor-tant consideration. If spacers can beused to permit removal and installa-tion of the coupling without disturbingthe diesel engine driven machinealignment, time can be saved if ser-vice or replacement of the coupling isever required.

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When selecting a coupling, ensurethat the design can withstand reason-able misalignment without materiallydecreasing the service life of the flex-ible elements.

When coupling design demandsextremely close alignment, one of themajor purposes for using a couplingis defeated.

D. Coupling Selection

In any installation, the couplingshould be the weakest part of theentire power train; the first part to fail.If failure does occur, the chance ofdamage to the diesel engine and dri-ven machine is minimized. Safetymeasures must be considered to pre-vent major equipment damage shouldcoupling failure occur. The use of astandard, commercially available cou-pling offers the benefit of parts avail-ability and reduced downtime in caseof failure.

AUXILIARY DRIVES

Many applications have a requirement forauxiliary drive capability to power chargingalternators, air compressors, hydraulicsteering pumps, etc.

Caterpillar offers, as price list attachments,various auxiliary drive options for all enginemodels. These attachments provide eithermechanical gear or belt drive capability.

Gear Drives

These drives are suitable for direct mount-ing of air compressors and hydraulicpumps for power assist steering, etc.

Belt Drives

Several options exist for belt driving variousauxiliary attachments. Both of the followingmethods are available from Caterpillar:

A. Crankshaft Pulleys

Additional stack-on pulleys can beadded to the front of the crankshaft.The number of additional grooveswhich can be added depends on otherbelt-driven equipment such as coolingfans and charging alternators and theamount of total side load which will beimposed on the front of the crankshaft.

B. Gear Drive Pulleys

The gear drive auxiliary positionsmay be equipped with output pulleys.

Figure 15

Complete data on the available attachmentdrives, their power transmission ratings,and usage limitations are available fromyour Caterpillar dealer and IndustrialEngine Price List LEKI8162.

Because of the large number of optionsoffered, they will not be detailed in thispublication.

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MOUNTING AND ALIGNMENTPage

General Discussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38Fixed Installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38Semimobile Installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38Mobile Installations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40Out-of-Balance Driven Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40Engine Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Bases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41Purpose and Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41Thermal Growth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42Types of Engine Mountings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Rigid Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42Subbase Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42Skid Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43Semi-flexible Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44Flexible Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Foundations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46Collision Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47Isolation — Antivibration/Noise Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

Flexible Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48Bulk Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

Shimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51Checking Face Run Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52Checking Outside Diameter Run Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53Checking Parallel Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53Checking Angular Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54Torque Reaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54Belt and Chain Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

Alignment Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56Single-Bearing Driven Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

Flexible-Type Couplings — Flywheel Housing-Mounted Driven Equipment. . . . . . . . . . . . 56Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56Flywheel Concentricity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56Crankshaft End Play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56Flywheel Face Run Out. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57Flywheel Housing Concentricity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57Engine Mounting Face Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57Driven Equipment Mounting Face Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

Flexible-Type Coupling — Remote-Mounted Driven Equipment . . . . . . . . . . . . . . . . . . . . 60Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60Flywheel Concentricity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60Crankshaft End Play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60Flywheel Face Run Out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61Coupling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61Angular Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61Linear Relationship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61Crankshaft End Play . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62

Tolerances and Torque Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62Vibration and Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63Linear Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63Torsional Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

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MOUNTING AND ALIGNMENTGENERAL DISCUSSION

The correct mounting and coupling to theload are essential to the success of anyengine installation. (See Power Transmissionsection.)

Agriculture and material handling installa-tions may incorporate all types of mountingmethods; consequently, no single systemwill be universally successful. It is just aspossible to encounter problems from anextremely rigid constrained mounting sys-tem if improperly applied as it is with a flex-ible mounting if incorrectly applied to theinstallation or machine to be powered.

All installations will fall into three basic cat-egories:

A. Fixed Installations

Where usable, fixed installations offerpositive benefits. Some examples aremore permanent plant installationssuch as mine ventilation blowers, cot-ton gins, pumps, standby power sys-tems, etc.

Fixed installations offer positive bene-fits in that they involve fewer mountingand design problems than the othercategories; but conditions may dictateisolation against vibration or sound,which will complicate the enginemounting.

B. Semimobile Installations

In these installations, although part ofa machine is occasionally moved, theengine is not generally used asmotive power to move the machine,nor is it normally operated while themachine is in motion. Examples ofsemimobile installations would berock crushers, batch plants, concretemixers, airport support vehicles, port-able air compressors, conveyors, andportable irrigation engine drives. With-in this category are several examplesof machines which do move while theengine is in operation, but only at aslow, steady pace. Examples of thesemachines are continuous pavers oroverlayers, paving finishers, certain soil

Figure 16 FIXED INSTALLATION

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shredders, and continuous miningmachines, as well as certain types ofcranes, shovels, and draglines.

Figure 17 SEMIMOBILE INSTALLATION

Although similar to the fixed installa-tion, semimobile installations involveother considerations in the area ofpower transmission components.Mounting considerations are impera-tive to minimize machinery stress andmaintain proper alignment.

C. Mobile Installations

Installations in this category moveduring the performance of their job.Examples are off-highway trucks,mining machines, personnel carriers,and support vehicles as well asheavy-duty construction equipment,and many special purpose machines.The installed engine normally propelsthe machine and also operates itsauxiliary functions, either electrically,hydraulically, or mechanically.

Retention of alignment and provi-sions for movement are a prime con-sideration in this category.

Figure 18 MOBILE MACHINE INSTALLATION

GENERAL CONSIDERATIONS

The Caterpillar Diesel Engine is a rigid,self-contained structure which will operateand maintain its inherent alignment unlesssubjected to extreme external stresses.

Due to the diversity of types of installations,no one mounting system or method is universally acceptable. If the engine is notmounted in a manner suited to the specificapplication, taking into account the charac-teristics of the engine, the driven loads, andthe operating cycle of the machine, one ormore of the following results will occur.

Vibration

Transmission of undesirable vibration todriven equipment or to the machine struc-ture may occur. In certain types of heavymobile installations such as rock crushers,the engine vibration is insignificant com-pared to the drive equipment vibration ofthe operating machine. In this case themachine vibration could be detrimental tothe engine and its mounting and couldpossibly result in cracking of fatigue of astructural member which happened tovibrate in natural harmony with the engine.

The same amplitude and frequency ofvibration generated by the engine couldresult in structural damage if a fixed instal-lation were housed in a building or close tosensitive instruments or equipment suchas computers. (For a more complete dis-cussion of vibrations, refer to IsolationAntivibration/Noise Mounting, Page 44.)

Out-of-Balance Driven Equipment

The engine itself is designed and built to runvery smoothly. Objectionable vibration gen-erally arises from either poor driveline com-ponent match to the engine or unbalance ofthe driven equipment. Reciprocating com-pressors, for example, can cause prema-ture failure of the mounting structure orundesirable vibration even though the unitis properly mounted and isolated from theengine.

Even though the engine and the drivenload are in balance, it is also possible toencounter undesirable and damaging vibra-tion as a result of the driving or connectingequipment having a misalignment or out-of-balance condition. Long shafts, drives,gear assemblies, clutches, or any type ofcoupling where misalignment, out of bal-ance, or mass shifting may occur are prob-able sources of vibration.

Alignment

An unsatisfactory engine mounting nearlyalways results in alignment problemsbetween the engine and the driven machin-ery. Assuming that failure of the drivenequipment does not occur first, the forcesor loads transmitted to the engine in theform of pounding, twisting, flexing, or thrustcould result in engine crankshaft and bear-ing failure. Costly failures of this nature canbe avoided if, at the design and installationstage, the importance of proper alignmentbetween the engine and driven load andproviding an adequate mounting to main-tain alignment is considered.

Should this for some reason be impossible,a suitable flexible coupling must be incor-porated into the drive train to compensatefor misalignment. (For further detail, seeAlignment, Page 47.)

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Engine Construction

As previously stated, the Caterpillar DieselEngine is built as a rigid, self-supportingstructure within itself. If the engine ismounted on a foundation which is true(flat) or on a pair of longitudinal beams, thetops of which are in the same plane, theengine will hold it own alignment. If sub-jected to external forces or restrained fromits thermal growth by the mounting, affect-ed tolerances will easily result in bearingor crankshaft failure.

The main structural strength of an engineis the cast-iron block. On the 3200, 3300,and 3400 Series Engines, engine mount-ing is by mounts on both sides of the fly-wheel housing and by a front mountsecurely mounted to the engine blockthrough the front cover. Mobile equipmentarrangements differ from the industrialconfigurations in that the front mountingbracket or yoke is a trunnion-type or nar-row rigid mount which, in effect, offers athree-point mounting. This is most desir-able in any type of mobile application.Some engine families are mounted by theplate steel lube oil pan. This pan is a deepheavy weldment which has mountingbrackets or lugs welded to the sides whichare used to mount the engine. The3500 Family Engines should be mountedwith the brackets to a set of rigid railswhich, in turn, are flex mounted to thefoundation or machine frame.

BASES

Purpose and Function

The first design consideration for anengine base is its physical dimensions.The base must provide the proper mount-ing holes for the diesel engine and all otherbase-mounted components. The holesmust also make allowance for servicing ofthe engine and other components and pro-vide clearance and provisions for properalignment.

A prime consideration in base design isrigidity. A base must be torsionally rigid toprevent twisting forces from passing to thediesel engine. The base must also offerrigidity adequate to oppose the twist due totorque reaction from the diesel engine.This is especially critical on drives wherethe driven equipment is mounted on theengine base assembly but not bolted direct-ly to the diesel engine flywheel housing.

The base design must also consider themain structural members of the machinewhich support the base assembly. Crossbracing must also be used to provide lateralstability.

Lack of adequate stability both torsionallyand laterally can result in natural frequen-cies within the operating speed range ofthe unit. These frequencies can, if theyoccur in a noncompatible band, amplify theexciting forces present, resulting in criticallinear vibrations.

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Thermal Growth

Design consideration must also be givento compensate for the change in distancebetween the mounting bolts, which securethe diesel engine to the base, occurringwhen engine temperature changes fromcold to operating temperature level. Asengine temperature increases to operatinglevel, the entire engine grows in length dueto thermal expansion.

Cast iron has a coefficient of expansion of0.0000055, and that of steel is 0.0000063.This means that the block of an engine 94 in(238.8 cm) in length will grow 0.083 in(0.212 cm) if its temperature is increasedfrom 50°F (10°C) to 200°F (98.8°C). Using0.0000063 as the plate steel coefficient ofexpansion, a steel weldment of 94 in(238.8 cm) will grow 0.089 in (0.226 cm)through the same temperature range. Thesmall difference in growth between theblock and the lubricating oil pan is com-pensated for in the design of the engine bymaking the holes in the flange of theattached component (rails) larger than theattaching bolts.

Due to the growth resulting from thermalexpansion, the engine must not be dowellocated in more than one location. It isrecommended that a dowel locator be usedonly on one engine mounting rail located atthe flywheel housing. Clearance betweenthe mounting bolts and the mounting brack-ets to the base will then allow slip to com-pensate for thermal growth.

Type of Engine Mountings

There are five basic types of enginemounting, with variations possible withineach of the basic categories.

A. Rigid Mounting

Although frequently utilized in heavy-duty applications such as earthmoving

equipment, locomotives, etc., this typeof mounting is generally not desir-able. It is suitable only on machineswhere the frame is so rigid that nooperating-induced stresses or distor-tions are transmitted to the engine.This is normally possible only inmachines where weight is desirable;hence, the use of extremely heavyframes will impose no operating orcost problems. Rigid mounting is suit-able for all fixed installations; however,engine vibration and driven equipmentvibration will be transmitted to anyadjoining areas unless the foundationis isolated. (See Isolation, Page 44.)

In normal service most semimobileand mobile installations will undergosome frame twisting and distortion,although it may be limited to a fewthousands of an inch (several mm).Rigid mounting in this type of installa-tion may result in broken enginemounting lugs or cracked flywheelhousing, mount and base failures,and possible crankcase and cylinderblock cracks. Heavy inertia shockloads can also be experienced, asany machine shock such as movingheavy material, or emergency stop,or accident imposes impact loads onthe engine mounting. (See CollisionStops, .)

B. Subbase Mounting

This is the most common method ofengine mounting in semimobile appli-cations and is frequently used in fixedinstallations and occasionally in mobileapplications.

The subbase method allows the pack-age designer/installer to properly sup-port the engine and support and alignthe driven equipment on a common rigid base which can also be isolated

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from the main machine structure. Itssingle disadvantage is additionalweight.

The subbase mounting may use vari-ous designs ranging from a rein-forced concrete slab isolated by cork,rubber, sand, etc., to a rigid steelweldment isolated by rubber mounts

or spring supports to isolate vibrationwithout imposing external forces.

The value of mounting the engineand driven equipment on a commonbase is immeasurable in maintainingproper alignment, particularly if anoutboard bearing is utilized.

Figure 19 LIGHT DUTY BASE

C. Skid Mounting

The skid mounting, conceptually, isidentical to the subbase; however, aproperly designed skid mounting willbe heavier than the subbase mounting.

Skid mounts are generally most suit-able for the semimobile type ofpower unit or fixed installation which

may be subject to the need for occa-sional relocation. The unit cannot beoperated during such movement asthe skid base is not supported on amachine subframe.

Skid mounting is normally used whenthe engine drives pumps, blowers,generators, air compressors, or if anoutboard bearing is used.

Figure 20 SKID MOUNTING

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D. Semi-flexible Mounting

This type of mounting is occasionallyused in semimobile types of machinesand nearly always used for mobileapplications. Rare exceptions to theabove statement are where a rigidmounting is used in heavy machineswhere the weight of frame rigidity isnot a problem.

The semi-flexible mounting conceptis not applicable to the 3500 FamilyEngines and should be consideredonly for mobile equipment dieselengine arrangements. The mobileequipment engine arrangements uti-lize a front mount which has the flexi-bility to effect a three-point mounting.

Caution: The industrial-type front sup-ports must not be used for semi-flexiblemounting. They lack the flexibility of athree-point mounting and will allowframe distortion to cause enginemounting component failure.

A semi-flexible engine mounting willalways require the use of a flexiblecoupling or universal joint-type driveunless the drive load is directlymounted to the engine flywheel hous-ing. An example of this is a hydraulicpump where hose connections pro-vide the flexibility to completely iso-late the engine pump system.

Figure 21 SEMI-FLEXIBLE MOUNTING

The semi-flexible mounting benefitscan be summarized as isolating theengine vibration from the vehiclewhile preventing distortion of thevehicle structure and vehicle vibrationfrom being transmitted to the enginestructure.

This type of mounting requires aknowledge of the frequency, ampli-tude, and planes of vibration to selectthe proper isolation mounts. (SeeVibration and Isolation, Page 59.)

Consideration must also be given toa suitable means of maintaining asmooth working drive between theengine and the driven unit. Each isnormally free to move; however, theirmovement is not necessarily related inan orderly fashion. An example wouldbe a material hauling unit such as amechanical drive off-highway truck.The engine may move in response toinertia loads, ground surface dis-placements, and torque reactions; yetit must be connected to provide asmooth positive drive to an axle whichis subjected to surface displacementand angularity as well as inertia anddriving torque.

A successful semi-flexible mounting,in addition to requiring a high level oftechnical expertise, will normallyrequire lab and field testing for ulti-mate qualification of suitability.

E. Flexible Mounting

Full flexible mounting systems arerarely required or suitable for mostmaterial handling applications, how-ever, there may be specific installa-tions where the characteristics of thisconcept are desirable.

Probably the most common usage offlexible mounting is in the propeller-driven airplane. The engine and pro-peller are directly and positively con-nected, and the power package isnearly completely isolated vibrationwise from the machine structure. Noexternal shafts, belts, chains, or othertypes of drives are connected —hence, the power package has greatfreedom of movement.

The degree of expertise and complica-tions involved in developing a suc-cessful flexible mounting, coupled withthe fact that such mounting is seldomrequired or desirable in agriculture/material handling applications, deemsit inappropriate to devote further dis-cussion in this publication.

It is strongly recommended that if youor your customer finds it necessary toutilize a flexible-type mounting thatyour Caterpillar dealer be contactedfor consultation before any significanteffort is invested in design develop-ment. Should all concur that such asystem is desirable, a team effort ofthe involved parties is necessary todevelop a suitable system.

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FOUNDATIONS

For fixed installations it is frequently pre-ferred to install a permanent foundation ofreinforced concrete.

Historically, concrete foundations have beenmassive structures. The Caterpillar multi-cylinder modern speed engine does notrequire the enormous traditional structure.

If a concrete foundation is required, someminimum design guidelines to consider are:

— The foundation length and widthshould exceed the length and widthof the engine-driven equipment aminimum of 1 ft (0.305 m) on all sides.

— The foundation depth should be suffi-cient to attain a minimum weightequal to the engine-driven equipmentpackage wet weight.

To calculate the necessary foundationdepth, use:

WFoundation Depth (ft) = ___________

150 2 B 2 L

WFoundation Depth (m) = _____________

2402.8 2 B 2 L

W = Total wet weight of engine-driven equipment pounds —(kg).

150 = Density of concrete (poundsper cubic foot).

2402.8 = Density of concrete (kilo-grams per cubic meter).

B = Foundation width feet —(meters).

L = Foundation length feet —(meters).

Figure 22 CONCRETE FOUNDATION INSTALLATION

Suggested concrete mixture by volume is1:2:3 of cement, sand, and aggregate witha maximum 4 in (101.8 mm) slump with a28-day compressive strength of 3000 psi(27,000 N•m2).

The foundation should be reinforced withNo. 8 gauge steel wire fabric or equivalent,horizontally placed on 6 in (152 mm) cen-ters. An alternate method of reinforcing isto place No. 6 reinforcing bars on 12 in(304 mm) centers horizontally. Bars shouldclear the foundation surface a minimum of3 in (76.3 mm).

When effective vibration isolation equip-ment is used, the depth of floor concreterequired need only support the staticweight of the load. If isolators are not used,dynamic loads will be transmitted to thefacility floor and the floor must be designedto support 125% of the engine-drivenequipment package weight.

Also contained in this data are mountingdimensions; however, be aware that thisdata covers only the Caterpillar Engine orEngine-Generator package, and designmodification will be required to accommo-date other driven equipment to be mount-ed on the foundation.

The Caterpillar Industrial Engine DrawingBook also lists foundation constructionhardware available through your CaterpillarEngine supplier.

Rubber, asphalt-impregnated felt, and fiber-glass have also been used for isolating thefoundation block from the subsoil, but theydo not provide significant vibration isola-tion, isolating only those high-frequencyvibrations which cause noise. Whatevermethod is used, the floor slab surroundingthe foundation block should always be

separated from the foundation by expansive joint material. This prohibits the vibra-tion from traveling from the block to thefloor and also eliminates the possibility oflosing tools in the pit during servicing.

Cork is normally not effective with vibrationfrequencies below 1800 cps and, if notkept dry, will rot. For these reasons it is sel-dom used with fixed installations. It can beused as a separator between the unit foun-dation and surrounding floor due to itsresistance to oils, acids, or temperaturesbetween 0°F (–18°C) and 200°F (93°C).

Collision Stops

General practice dictates the installation ofcollision stops in most mobile installationswith non-rigid mounting. Collision stopsare strategically located limit-of-motionstops which prevent the engine-powertrain package from breaking loose from themachine frame or platform due to shockresulting from collision or normal opera-tion. Normally, the stops are designed topermit only very limited movement of thepower package in both the horizontal orlateral planes when subjected to shockloads ranging up to 2-1/2 to 5 times theforce of gravity.

CAUTION: WHEN INSTALLING COLLI-SION STOPS, LEAVE SUFFICIENTCLEARANCE BETWEEN THE STOPSAND THE ENGINE MOUNTING SUP-PORTS TO ALLOW FOR THERMALEXPANSION. (See Page 38). UNLESSSUFFICIENT SPACE IS PROVIDED,THERMAL EXPANSION RESTRICTEDBY THE COLLISION STOPS CAN DIS-TORT THE ENGINE CYLINDER BLOCKAND CRANKSHAFT, CAUSING EXTEN-SIVE ENGINE FAILURE.

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Isolation — Antivibration/NoiseMounting

Caterpillar Engines are capable of with-standing all self-induced vibrations and noisolation is required to prolong service life.However, vibrations from surrounding equip-ment, if severe, can harm an engine whichis inoperative for long periods of time. Ifthese vibrations are not isolated, the lubri-cating oil film between bearings and shaftscan be reduced to the point where damagecould result.

For a fixed installation where a reinforcedconcrete foundation is utilized, a separatemethod of isolation is possible. The systemis covered under Bulk Isolation, Page 45.

For all other types of installations, flexible-type isolators are used.

CAUTION: MOST COMMERCIAL ISOLA-TION DESIGN HAS LIMITED SIDE LOADCAPABILITY. FLEXIBLE-TYPE ISOLA-TORS ARE ONLY GENERALLY ACCEPT-ABLE FOR DRIVES NOT IMPOSINGHIGH SIDE LOADS.

Flexible Isolation

Several commercial isolators are availablewhich will provide varying degrees of iso-lation. Care must be taken to select thebest isolator for the application. Generally,

the lower the natural frequency of the iso-lator (soft), the greater the deflection andthe more effective the isolation. However,the loading limit of the isolator must not beexceeded.

No matter what type of isolation is used, itshould be sized to have its natural fre-quency as far removed from the excitingfrequencies of the engine as possible. Ifthese two frequencies were similar, theentire unit would be in resonance.

The static weight of the machinery mustload a resilient mount close to the center ofits deflection range. Therefore, the weightthat will rest on each isolator must be knownand the isolators properly matched inrespect to the load and its center of gravity.

The most effective isolators are of the steelspring design. They are capable of isolat-ing up to 96% of all vibrations, provideoverall economy, and permit mounting thepower unit on a surface which need onlybe capable of supporting the static load.No allowance for torque or vibratory loadsis required. Spring isolators are also avail-able with rubber side thrust isolation foruse when the engine is side loaded orlocated on a moving surface.

Figure 23

By the addition of a rubber plate beneaththe spring isolator, the high frequencyvibrations which are transmitted throughthe spring are also blocked. These highfrequency vibrations are not harmful butcan result in annoying noise.

CAUTION: THIS SYSTEM REQUIRESTHAT ALL CONNECTIONS TO THEBASE-MOUNTED EQUIPMENT HAVESUITABLE FLEXIBLE CONNECTORS.THIS WOULD INCLUDE SUCH CON-NECTIONS AS EXHAUST, WATER, AIR,FUEL, ELECTRICAL, CRANKCASEBREATHER, ETC.

Fiberglass, felt, composition, and flat rubberof a waffle design do little to isolate majorvibration forces, but do isolate much of thehigh frequency noise. Fabric materials maytend to compress with age and becomeineffective. Because deflection of thesetypes of isolators is small, their natural fre-quency is relatively high compared to theengines. Attempting to stack these isolatorsor apply them indiscriminantly could causethe total system to go into resonance.

Bulk Isolation

Bulk isolating materials can be usedbetween the foundation and supportingsurface but they are not as foolproof as thespring- or rubber-types.

Isolation of block foundations may alsobe accomplished by using 8 in to 10 in(203.2 mm to 254 mm) of wet gravel orsand in the bed of the foundation pit. Sandand gravel are capable of reducing theamount of engine vibration transmitted by asmuch as one-third to one-half. The isolatingvalue of gravel is somewhat greater thansand. To minimize settling of the foundation,the gravel or sand should be thoroughlytamped before pouring the concrete block.

The foundation pit should be made slightlylonger and wider than the foundation blockbase. A wooden form the size and shapeof the foundation is then placed on thegravel or sand bed for pouring the con-crete. After the wooden form is removed,the isolating material is placed around thefoundation sides, completely isolating thefoundation from the surrounding earth.

Figure 24

Shimming

The modern diesel engine, as well as mostdriven equipment, must be mounted on asurface which is true to prevent prestressingthe engine or driven equipment frame whentorquing it to the mounting structure, whenmore than three support points are used.

Large Caterpillar Diesel Engines such as3500 Family are fastened to the mountingstructure at four or more points. All mountingpoints must bear equally on the mounting

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structure. To determine if shims are required,set the engine on the mounting structurebut do not attempt to secure it by bolting itin place. Using a feeler gauge, check allmounting points for clearance between themounting point and the base. If clearanceexists which exceeds 0.005 in (0.127 mm)compensation must be provided.

If the mounting base is a rigid steel struc-ture, the areas where the engine mountsmake contact may be machined to bringthem all into a true plane. If this is imprac-tical, shims should be used.

Shim packs under all equipment should be0.200 in (5 mm) minimum thickness to per-mit later corrections requiring the removalof shims, if necessary.

Shim packs should be of nonrusting mate-rial. Handle shims carefully. After align-ment, each mounting surface must carry itsportion of the load.

Before the engine and driven equipmentcan be aligned, each foot must carry itsportion of the load. Failure to do this canresult not only in misalignment, but also inspringing of the substructure causing res-onant vibrations, high stress in welds orbase metal, and high twisting forces in theengine or generator.

This same requirement for a true plane(flat) mounting is also necessary for mostdriven equipment. If specific instructionsare not provided by the driven equipmentmanufacturer, the same principles as rec-ommended for the engine can be applied.

Figure 25

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ALIGNMENT

Principles

To provide the necessary alignment betweenthe diesel engine and all mechanically dri-ven components, an understanding of thetypes of misalignment and the methods ofmeasurement is required.

Many crankshaft and bearing failures arethe result of improper alignment of drivesystems at the time of initial engine instal-lation. Misalignment always results insome type of vibration or stress loading.

CAUTION: BEFORE MAKING ANYATTEMPTS TO MEASURE RUN OUT ORALIGNMENT, IT IS IMPORTANT THATALL SURFACES TO BE MEASURED ORMATED BE COMPLETELY CLEAN ANDFREE FROM GREASE, PAINT, OXIDA-TION, OR RUST AND DIRT — ALL OFWHICH CAN CAUSE INACCURATE MEA-SUREMENTS.

Common mistakes include failure to detect“run out” of rotating assemblies and paral-lel or angular misalignment of the engineand driven machine.

The run out of a hub or flywheel can bemeasured by turning the part in questionwhile measuring from any stationary pointto the surface being checked. This can bedone with a dial indicator. Note: Measureto the pilot surface being used, not to anadjacent surface, because surfaces notused for pilots normally are not machinedas closely.

This check should be made first on theface of the wheel or hub, as illustrated inFigure 26. Whenever making a face check,make sure the shaft end play does notchange as you rotate it. The crankshaftmust be moved within the diesel engine toremove all end play and that position mustbe maintained throughout the alignmentprocedures.

Figure 26

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Checking Face Run Out

While turning the wheel 360°, note anychange in the dial indicator reading.Any change is caused by face run out.Face run out may be caused by foreignmaterial between a crankshaft flange andflywheel, uneven torquing or from machin-ing variations.

“Cocking” of the wheel being measuredmay cause indications of outside diameter

run out in addition to face run out. For thisreason the face run out is checked first.

After the face run out has been eliminated,outside diameter run out can be checked.This must also be done with a dial indicator.(See Figure 27.)

Figure 27

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Checking Outside Diameter Run Out

While turning the hub through 360° of rota-tion, check for any change in indicatorreading. The indicator is held stationaryand, if the reading changes, the outsidediameter is off center.

After the flywheel or driving hub has beenchecked for run out, the same procedure

should be followed on the driven side ofthe coupling.

After the run out of both the driving and dri-ven sides of the coupling have been foundwithin limits, the engine and load align-ment can be checked. There are two kindsof misalignment: parallel and angular (boreand face). (See Figures 28.)

Figure 28

Figure 29

Checking Parallel Alignment

Parallel misalignment can be detected byattaching a dial indicator, as shown inFigure 29, and observing the dial indicatorreadings at several points around the out-side diameter of the flywheel as the wheelholding the indicator is turned.

As a rule of thumb, the load shaft shouldindicate to be higher than the engine shaftbecause:

A. Engine bearings have more clearancethan most bearings on driven equipment.

B. The flywheel or front drive rotates in a“drooped” position below the center-line of rotation.

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C. The vertical thermal growth of theengine is usually more than that of thedriven equipment. Engine main bear-ing clearance should be consideredwhen adjusting for parallel alignment.

Note: Both parts can be rotated together ifdesired. This would eliminate any out-of-roundness of the parts from showing up inthe dial indicator reading. In most casesrubber driving elements must be removedor disconnected on one end during align-ment since they can give false parallelreadings.

Checking Angular Alignment

Angular misalignment can be determinedby measuring between the two parts to bejoined. The measurement can be easilymade with a feeler gauge, and it should bethe same at four points around the hubsFigure 30.

If the coupling is installed, a dial indicator fromone face to the other will indicate any angularmisalignment. In either case, the readings willbe influenced by how far from the center ofrotation the measurement is made.

Note: the face and bore alignment affecteach other. Thus, the face alignment shouldbe rechecked after the bore alignment andvice versa.

After determining that the engine and loadare in alignment, the crankshaft end playshould be checked to see that bolting andcoupling together does not cause end thrust.

Torque Reaction

The tendency of the engine to twist in theopposite direction of shaft rotation and thetendency of the driven machine to turn inthe direction of shaft rotation is torquereaction. It naturally increases with loadand may cause a torque vibration. Thistype of vibration will not be noticeable atidle but will be felt with load. This usually iscaused by a change in alignment due toinsufficient base strength allowing exces-sive base deflection under torque reactionload. This has the effect of introducing aside to side centerline offset which disap-pears when the engine is idled (unloaded)or stopped.

Figure 30

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Belt and Chain Drives

Belt and chain drives may also cause theengine or driven machine to shift or changeposition when a heavy load is applied.Belts and chains may also cause PTOshaft or crankshaft deflection, which cancause bearing failures and shaft bendingfailures. The driving sprocket or pulleymust always be mounted as close to thesupporting bearing as possible. Side loadlimits must not be exceeded. Sometimes,due to heavy side load, it is necessary toprovide additional support for the drivingpulley or sprocket. This can be done byproviding a separate shaft which is sup-ported by a pillow block bearing on eachside of the pulley or sprocket. This shaftcan then be driven by the engine or clutchthrough an appropriate coupling. The sizeof the driving and driven sprockets or pul-leys is also important. A larger pulley orsprocket will give a higher chain or beltspeed. This allows more horsepower to betransmitted with less chain or belt tension.If it is suspected that the engine or the dri-ven machine is shifting under load, it canbe checked by measuring from a fixedpoint with a dial indicator while loading andunloading the engine. Torque reactivevibrations or torque reactive misalignmentwill always occur under load.

Couplings

A coupling must be torsionally compatiblewith engine and driven load so that tor-sional vibration amplitudes are kept withinacceptable limits. A mathematical studycalled a torsional vibration analysis shouldbe done on any combination of engine-drive-line-load for which successful experiencedoesn’t already exist. A coupling with thewrong torsional stiffness can cause seriousdamage to engine or driven equipment.

All couplings have certain operating rangesof misalignment, and the manufacturersshould be contacted for this information.

Some drives, such as U-joint couplings,have different operating angle limits for dif-ferent speeds.

As a general rule, the angle should be thesame on each end of the shaft. (SeeFigure 31.) The yokes must be properlyaligned and sliding spline connectionsshould move freely. If there is no angle atall, the bearings will brinell due to lack ofmovement.

Figure 31 UNIVERSAL JOINT SHAFT DRIVE

ALIGNMENT INSTRUCTIONS

General Considerations

Alignment methods will vary depending onthe coupling method selected. On CaterpillarDiesel Engines either a flexible-type or rigid-type coupling is acceptable, depending onthe specific installation characteristics andthe results of the Torsional Analysis.

Before attempting any alignments, refer toAlignment Principles, Page 47.

CAUTION: IT IS IMPORTANT THAT THEPACKAGE ALIGNMENT BE CARRIEDOUT AND COMPLETED WITHIN THEPERMISSIBLE TOLERANCES OF THEDRIVEN EQUIPMENT MANUFACTURER.

Alignment Instructions — Single-Bearing Driven Equipment

A. Flexible-Type Couplings — FlywheelHousing-Mounted Driven Equipment

1. Droop

Mount a dial indicator on the engineflywheel housing. Mark the engineflywheel housing. Mark the flywheelat points A, B, C, and D in 90° incre-ments as shown in Figure 32. Theindicator tip must contact the pilotdiameter of the flywheel assembly.With the dial indicator in position (A),set the reading to zero. Place a prybar under the flywheel assembly atposition (C) and, by prying against afloor mounted support, raise the fly-wheel until it is stopped by the mainbearings. (Caution: Do not pry againstthe flywheel housing.) Record thereading of the dial indicator. This isthe amount of droop in the crankshaft,

which results from engine bearingclearances and natural droop as aresult of the overhung weight of the flywheel. The flywheel should beraised several times to get a “feel”for the bearing clearance to preventexcessive lift which means reversebending of the crankshaft.

Figure 32

2. Flywheel Concentricity

Remove the pry bar and check toensure that the dial indicator hasreturned to zero. If not, reset. Rotatethe crankshaft, in the normal directiononly, and record the Total IndicatorReading (TIR) when the flywheelpositions (A), (B), (C), and (D) are atthe top. (Refer to Page 58 for propertolerances.)

3. Crankshaft End Play

Ensure the crankshaft-flywheelassembly is completely to the rear-most position of the engine assem-bly. Reset the dial indicator to zero.Relocate the pry bar and movecrankshaft-flywheel assembly for-ward in the engine assembly. Thedial indicator reading in this positionis the crankshaft end play.

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4. Flywheel Face Run Out

Set the tip of the indicator on the faceof the flywheel Figure 33. Position thecrankshaft to the front of its end playand zero the indicator. Shift the crank-shaft to the rear of its end play, andrecord the TIR. With the crankshaftto the rear of its end play, zero theindicator. Rotate the crankshaft andrecord the TIR when the flywheelpositions (A), (B), (C), and (D) are atthe top. Be sure to remove the crank-shaft end play before recording thesereadings. Remove the flywheel hous-ing access cover and place a pry barbetween the rear face of the flywheelhousing and the front face of the fly-wheel assembly. Move the crankshaft-flywheel assembly to the rear of theengine to remove all end play.

Figure 33

5. Flywheel Housing Concentricity

Mount the dial indicator on the fly-wheel assembly with the tip locatedon the pilot bore of the flywheel hous-ing and set the reading to zero.Rotate the crankshaft in the directionof normal engine rotation and record

the indicator readings at positions (A),(B), (C), and (D). Subtract the droopdimension (Step 1) from the readingindicated at position (C) and subtractone-half the droop dimension fromthe reading indicated at positions (B)and (D) on the flywheel housing todetermine the true concentricity.

Figure 34

6. Engine Mounting Face Depth

With the crankshaft-flywheel assem-bly moved to the frontmost position,place a straight edge across themounting face of the flywheel hous-ing, from position (A) to (C). With ascale measure the distance from therear face of the flywheel housing tothe coupling mounting face of theflywheel as shown in Figure 34.

Repeat the same measurement withthe straight edge located on positions(B) and (D).

Steps 1 through 6 establish the enginetolerances. The following Steps, 7 and8, determine the driven equipment

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tolerances or refer to manufacturersspecifications.

7. Support the driven equipment inputshaft until it is centered (all droop isremoved).

8. Driven Equipment MountingFace Depth

With the driven equipment mountingand driving flange or face centered,as described in Step 7, and the flex-ible coupling attached to the inputshaft, the face depth can be mea-sured. Place a straight edge acrossthe surface of the front face of thecoupling which mates to the flywheelassembly. With a scale measure thedistance from the coupling mountingface to the mounting face of the dri-ven equipment housing as shown inFigure 35.

This dimension must equal the enginemounting face depth Step 6 less one-half of the crankshaft end play asdescribed in Step 4. If not, it must becorrected by changing the adaptingparts, or by shimming if the requiredcorrection is small. Shimming is usu-ally the less desirable approach.

With the engine and driven equip-ment tolerances known, proceed tomount the driven equipment to theengine.

9. Support the driven machine on a hoistand bring it into position with the engine.

10. Align the driven equipment housingmounting flange with the flywheelhousing, using locating dowels ifrequired. Install connecting bolts withsufficient torque to compress thelockwashers, but not to final torque.

Figure 35

11. Install the bolts which secure the cou-pling to the flywheel and torque asrecommended.

12. Check crankshaft end play to ensurethat the proper relationship existsbetween the engine mounting facedepth Step 6 and the driven equip-ment mounting face depth Step 8.Place a pry bar between the flywheelassembly and the flywheel housing.The crankshaft should move both for-ward and backward within the engineand, in both positions, remain fixedwhen pressure on the pry bar isrelaxed. Any tendency of the crank-shaft to move when pry bar pressureis released indicates that the drivenequipment and coupling assemblyare imposing a horizontal force on thecrankshaft, which will result in thrustbearing failure. If this condition exists,readjust the thickness of shims usedbetween the driven equipment inputshaft and the coupling as describedin Step 8.

13. Determine quantity and thickness ofshims required between the drivenequipment mounting pads and thebase assembly; locate the shimpacks and install driven equipmentmounting bolts to the base assembly.

NOTE: Always use metal shims.Tighten the bolts to one-half thetorque recommendation.

14. Loosen the bolts holding the drivenequipment housing to the flywheelhousing until the lockwashers movefreely. Using a feeler gauge, check theclearance between the two housingsto determine if the driven equipmentis properly shimmed. Measurementshould be made in four 90° incre-ments in the vertical and horizontalplanes. If the feeler gauge indicatesany area where the clearance variesby more than 0.005 in (0.13 mm),

readjust the driven equipment hous-ing position by changing the shims.There must be clearance at all pointswhen making this check.

15. With the proper number of shimsinstalled to align the driven equip-ment housing parallel to the flywheelhousing, tighten the bolts securingthe driven equipment housing to theflywheel housing sufficiently to com-press the lockwashers.

16. Torque the bolts holding the drivenequipment frame to the base assemblyto one-half the recommended value.

17. Repeat Step 14. If the feeler gaugemeasurements indicate that misalign-ment is still present, repeat operationdescribed in Steps 14 through 17until proper alignment is obtained.

18. Retorque all coupling and mountingbolts to the specified torque value.

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B. Flexible-Type Couplings — Remote-Mounted Driven Equipment

1. Droop

Mount a dial indicator on the engineflywheel housing. Mark the flywheelat points A, B, C, and D in 90° incre-ments as shown in Figure 36. Theindicator tip must contact the pilotdiameter of the flywheel assembly.With the dial indicator in position (A),set the reading to zero. Place a prybar under the flywheel assembly atposition (C) and, by prying against afloor mounted support, raise the fly-wheel until it is stopped by the mainbearings. (Caution: Do not pry againstthe flywheel housing.) Record thereading of the dial indicator. This isthe amount of droop in the crankshaftwhich results from engine bearingclearances and natural droop as aresult of the overhung weight of theflywheel.

The flywheel should be raised sever-al times to get a “feel” for the bearingclearance to prevent excessive liftwhich means reverse bending of thecrankshaft.

Figure 36

2. Flywheel Concentricity

Remove the pry bar and check toensure that the dial indicator has re-turned to zero; if it is not, reset. Rotatethe crankshaft, in the normal direc-tion only, and record the TIR whenthe flywheel positions (A), (B), (C),and (D) are at the top. (Refer to Page58 for proper tolerances.)


Ensure the crankshaft-flywheel assem-bly is completely to the rearmost posi-tion of the engine assembly. Resetthe dial indicator to zero. Relocate thepry bar and move crankshaft-fly-wheel assembly forward in the engineassembly. The dial indicator reading inthis position is the crankshaft end play.

4. Flywheel Face Run out

Set the tip of the indicator on the faceof the flywheel Figure 36. Position thecrankshaft to the front of its end playand zero the indicator. Shift the crank-shaft to the rear of its end play andrecord the TIR. With the crankshaft atthe rear of its end play, zero the indi-cator. Rotate the crankshaft andrecord the TIR when the flywheel posi-tions (A), (B), (C), and (D) are at thetop. Remove all end play beforerecording each reading. Remove theflywheel housing access cover. Thenplace a pry bar between the rear faceof the flywheel housing and the front ofthe flywheel assembly. Move the crank-shaft-flywheel assembly to the rear ofthe engine, removing all end play.

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5. Mounting

The engine and the driven equipmentshould be mounted so that any neces-sary shimming is applied to the drivenequipment. The centerline of the enginecrankshaft should be lower than thecenterline of the driven equipment byapproximately 0.0065 in (0.165 mm) toallow for thermal expansion of theengine. The value 0.0065 in (0.165 mm)allowed for thermal expansion is for theengine only. If it is anticipated that ther-mal expansion will also affect the dri-ven equipment centerline to mountingplane distance, that value must be sub-tracted from the engine thermal expan-sion value in order to establish the totalengine centerline to driven equipmentcenterline distance. When measuringthis value, the TIR will be 0.013 in(0.330 mm) plus the droop as estab-lished in Step 1.

Shim packs under all equipmentshould be 0.200 in (5 mm) minimumthickness to provide for later correc-tions which might require the removalof shims.

6. Coupling

Attach the driven member of the cou-pling to the flywheel and tighten allbolts to the specified torque value.

Gear-type couplings, double sets ofplate-type rubber block drives, and Catviscous-damped couplings are the onlyones that can be installed prior to makingthe alignment check. Most couplings

are stiff enough to affect the bore align-ment and give a false reading.

7. Angular Alignment

Mount a dial indicator to read betweenthe driven equipment input flange andthe flywheel face and measure angularmisalignment. Adjust position of drivenequipment until TIR is within 0.008 in(0.20 mm).

8. Linear Relationship

Mount dial indicator to the drivenequipment side of the flexible couplingand indicate on the outside diameter ofthe flywheel side of the coupling. Zerothe indicator at 12 o’clock and rotatethe engine in its normal direction ofrotation and check the total indicatorreading at every 90°. Subtract the full“droop” from the bottom reading to givethe corrected alignment reading.

The value of the top-to-bottom readingshould be 0.008 in (0.20 mm) or lessunder operating temperature condi-tions, with the engine indicating low.Adjust all shims under the feet of thedriven equipment the same amountto obtain this limit.

The final value of the top-to-bottomalignment should include a factor forvertical thermal growth.

Subtract one-half the “droop” from the3 o’clock and 9 o’clock reading. Thisshould be 0.008 in (0.20 mm) or less.Shift the driven equipment on themounts until this limit is obtained.

Note: the sum of the side “raw” readingshould equal the bottom reading within0.002 in (0.051 mm). Otherwise themounting of the dial indicator is tooweak to support the indicator weight.

Figure 37

9. The combined difference or readingsat points B and D should not exceeda total of 0.008 in (0.20 mm). (SeeFigure 37.)


The crankshaft end play must berechecked to ensure that the drivenequipment is not positioned in a man-ner which imposes a preload on thecrankshaft thrust washers. (Refer toStep 4.) Place a pry bar between theflywheel assembly and the flywheelhousing. The crankshaft should moveboth forward and backward within theengine and, in both positions, remainfixed when pressure on the pry bar isrelaxed. Any tendency of the crank-shaft to move when pry bar pressureis released indicates that the drivenequipment assembly must be movedrearward on the base assembly or, ifused, the number of shims betweenthe input flange and the flexible cou-pling must be reduced.

Tolerances and Torque Values

Permissible alignment tolerances and torquevalues for Caterpillar standard mountinghardware are available from your CaterpillarEngine supplier and are listed in theCaterpillar service manuals for each spe-cific engine model.

CAUTION: DURING OPERATION,SHOULD A CHANGE IN THE VIBRATIONOR SOUND LEVEL OCCUR, ALIGN-MENT SHOULD BE RECONFIRMED.THIS IS PARTICULARLY TRUE FORSEMIMOBILE INSTALLATIONS AND ONANY FIXED INSTALLATIONS WHICHARE SUBJECT TO INFREQUENT RELO-CATION. ALIGNMENT SHOULD ALSOBE CHECKED ON A PERIODIC BASISOR AT TIME OF MOVEMENT IF INSTAL-LATION IS ON A SUBBASE OR SKID-TYPE BASE.

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VIBRATION AND ISOLATION

Vibration

Any mechanical system which possessesmass and elasticity is capable of relativemotion. If this motion repeats itself after agiven time period, it is known as vibration.An engine produces many vibrations as itoperates due to combustion forces, torquereactions, structural mass and stiffnesscombinations, and manufacturing toler-ances on rotating components. Theseforces require that mounting and drivelinedesign be correct, or they can create a widerange of undesirable conditions, rangingfrom unwanted noise to high stress levelsand ultimate failure of engine or drivenequipment components.

Vibrating stresses can reach destructivelevels at engine speeds which cause reso-nance. Resonance occurs when the natural

frequency of the system coincides with thefrequency of the vibrations. The totalengine-driven equipment system must bedesigned to avoid critical linear or torsion-al vibrations.

Linear Vibration

Linear vibration is usually identified by anoisy or shaking machine. Its exact natureis difficult to define without instrumenta-tion. The human senses are not adequateto detect relationships between the magni-tude of displacement of a vibration and itsperiod of occurrence. For instance, a firstorder (1 2 rpm) vibration of 0.010 in(0.254 mm) displacement may feel aboutthe same as third order measurement of0.002 in (0.051 mm).

Figure 38 FREQUENCY CYCLES PER MINUTE (CPM)

However, as depicted in Figure 38, theseverity of vibration does correlate reason-ably well with levels of perception andannoyance.

Vibration occurs as a mass is deflectedand returned along the same plane, andcan be illustrated as a single mass springsystem Figures 39 and 40.

Figure 39

Figure 40 MASS-SPRING SYSTEM

As long as no external force is imposed onthe system, the weight remains at rest andthere is no vibration. But, when the weightis moved or displaced and then released,vibration occurs. The weight will continueto travel up and down through its originalposition until frictional forces again cause itto rest. When a specific external force,such as engine combustion, continues toaffect the system while it is vibrating, it istermed “forced vibration.”

Figure 41

The period of time required for the weight tocomplete one full movement is a “period.”

The maximum displacement is calledpeak-to-peak amplitude. The displacementfrom the mean position is referred to as thehalf amplitude. Time interval in which themotion is repeated is called the cycle.

If the weight needs one second to completea full cycle, the vibration frequency of thissystem would be one cycle per second.

If one minute, hour, day, etc., were required,its frequency would be one cycle perminute, hour, day, etc. A system that com-pleted its full motion 20 times in one minutewould have a frequency of 20 cycles perminute or 20 cpm.

Establishing the vibration frequency isnecessary when analyzing the type ofproblem. It allows identification of the enginecomponent or mass system which is caus-ing the vibration. The total distance trav-eled by the weight, that is from one peak tothe opposite peak, is referred to as thepeak-to-peak displacement.

This measurement is usually expressed inmils, where one mil equals one-thou-sandth of an inch (0.001 in). It can be usedas a guide in judging vibration severity.

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Vibration amplitude can be expressed aseither a peak-to-peak average value or aroot-mean-square (rms) value which is0.707 times the peak amplitude. Thesereadings are referred to in theoretical dis-cussions.

Another popular method used to deter-mine the magnitude of vibration is to mea-sure that vibration velocity. Note that theweight is not only moving, but also chang-ing direction. This means that the speed ofthe weight is also constantly changing. Atits limit of motion, the speed of the weightis “0.” As it passes through the neutralposition, its speed or velocity is greatest.

The velocity is an extremely importantcharacteristic of vibration but because ofits changing nature, a single point hasbeen chosen for measurement. This is thepeak velocity and is normally expressed ininches per second peak.

Velocity is a direct measure of vibration and,as such, provides the best overall indicatorof machinery condition. It does not, how-ever, reflect the effect of vibration on brittlematerial which fractures or cracks morereadily than ductile or softer materials.

The relationship between peak velocityand peak-to-peak displacement can befound by the following formula:

V Peak = 52.3 D F 2 10–6

Where: V Peak = Vibration velocityin inches per second peak.

D = Peak-to-peak displacement in mils(1 mil = 0.001 in).

F = Frequency incycles per minute(cpm).

Vibration acceleration is another importantcharacteristic of vibration. It is the rate ofchange of velocity. In the example, note thatpeak acceleration is at the extreme limit oftravel where velocity is “0.” As the velocityincreases, the acceleration decreases untilit reaches “0” at the neutral point.

Acceleration peak is normally referred to inunits of “g”, where “g” equals the force ofgravity at the earth’s surface. (980 2655 cm/s2 = 386 in/s2 = 32.2 ft/s2.)

The vibration acceleration can be calculat-ed as:

g Peak = 1.42 D F2 2 10–8

Most machinery vibration is complex andconsists of many frequencies. Displace-ment, velocity, and acceleration are allused to diagnose particular problems.Displacement measurements tend to be abetter indication of vibration under condi-tions of dynamic stress and are, therefore,most commonly used. Note that the overallor total peak-to-peak displacement describedin Figure 42 is approximately the sum of allthe individual vibrations.

Figure 42

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Torsional Vibration

Torsional vibration occurs as an enginecrankshaft twists and returns.

Torsional vibration originates with thepower stroke of the piston. The simplifieddrive train in Figure 43 illustrates the rela-tionship of shaft diameter, length, and iner-tia on the natural frequency of the system.

To ensure the compatibility of an engineand the driven equipment, a theoreticaltorsional vibration analysis is necessary.Disregarding the torsional compatibility ofthe engine and driven equipment can

result in extensive and costly damage tocomponents in the drive train, or enginefailure. Conducted at the design stage of aproject, the mathematical torsional analy-sis may reveal torsional vibration problemswhich can be avoided by modification ofdriven equipment shafts, masses or cou-plings. The torsional report will show thenatural frequencies, the significant reso-nant speeds, and either the relative ampli-tudes or a theoretical determination ofwhether the maximum permissible stresslevel is exceeded. Also shown are theapproximate nodal locations in the masselastic system for each significant naturalfrequency.

Figure 43

The following technical data is required toperform a torsional analysis:

A. Operating speed ranges, lowest speedto highest speed, and whether it is vari-able or constant speed operation.

B. Load curve on some types of installa-tions for application with a load depen-dent variable stiffness coupling.

C. With driven equipment on both ends ofthe engine, the horsepower require-ment of each set of equipment isrequired and whether operation at thesame time will occur.

D. A general sketch of the complete sys-tem showing the relative location ofeach piece of equipment and type ofconnection.

E. Identification of all couplings by makeand model, along with WR2 and tor-sional rigidity.

F. WR2 or principal dimensions of eachrotating mass and location of mass onattached shaft.

G. Torsional rigidity and minimum shaftdiameter, or detailed dimensions of allshafting in the driven system whetherseparately mounted or installed in ahousing.

H. If a reciprocating compressor is uti-lized, a harmonic analysis of the com-pressor torque curve under variousload conditions is required. If this is notavailable, then a torque curve of thecompressor under each load conditionis required. The WR2 of the availableflywheels for the compressor should besubmitted.

I. The ratio of the speed reducer orincreaser is required. The WR2 andrigidity that is submitted for a speedreducer or increaser should statewhether or not they have been adjust-ed by the speed ratio squared.

Since compatibility of the installation is thesystem designer’s responsibility; it is alsohis responsibility to obtain the theoreticaltorsional vibration analysis. Upon requestmass elastic systems of items furnished byCaterpillar will be supplied to the customerwithout charge so that he can calculate thetheoretical torsional vibration analysis.

Mass elastic data for the Caterpillar DieselEngine is covered in the TechnicalInformation File, as well as a complete listof the required data should you wishCaterpillar to perform a torsional analysis.There is a nominal charge for this servicefrom Caterpillar.

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AIR INTAKE

Page

Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70

Service Life . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70Service Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

Air Cleaner Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71Performance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71Dust Particle Size Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

Two-Stage Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72Oil Bath Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72Exhaust Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73Flexibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73Pipe Ends and Hose Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74Breakaway Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74Piping Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74Straight Section Before Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

The function of the air intake system is tofurnish an adequate supply of clean, dry,low temperature air to the engine. Failingthis, increased maintenance costs and/orperformance problems are certain to result.The following recommendations must beobserved in order to obtain a satisfactoryinstallation:

A. Every installation must include an effi-cient provision for removing dirt parti-cles from the intake air.

B. The air inlet location and piping routingmust be chosen to best obtain cool air.All joints should be air tight and allpipes properly supported. The air inletmust be designed to minimize theingestion of water from rain storms,road splash, or during the enginewashing process.

C. The system maximum restriction rec-ommended values must be adhered to.THE DIRTY AIR CLEANER MAXIMUMIS –25 IN. H2O (–6.2 kPa) FOR NATU-RALLY ASPIRATED ENGINES AND–30 IN. H2O (–7.5 kPa) FOR TURBO-CHARGED ENGINES. For specificengine limits refer to the TMI.

AIR CLEANER

Dirt is the basic source of engine wear.Most dirt enters the engine via the inlet air.Cylinder walls or liners, pistons, pistonrings, valves, valve guides and, in fact, anyengine moving part is subjected to accel-erated wear when undue amounts of dirtare contained in the inlet air. Therefore,careful air cleaner selection is vital to agood engine installation.

Dry-type air cleaners are recommendedfor Caterpillar Engines.

Caterpillar offers an air cleaner packageas optional equipment for all engines. TheCaterpillar air cleaner is matched to theengine to meet its requirements; however,vehicle requirements often result in thechoice of an alternate package. The follow-ing information will be helpful where modi-fications are made to the Caterpillar sys-tem or where an alternate system is used.

A. Service Life

The air cleaner must be sized so thatinitial restriction is low enough to giveacceptable life within the maximum allow-able restriction of the air inlet system.

Air Flow

Refer to the Industrial Engine Data Sheet.The value given as combustion air flowis for full load bhp at SAE conditions.

Restriction

Pressure drop across a typical air cleanerwill be 6.0 in. H2O (1.5 kPa) when clean.the piping system might typically addanother 3.0 in. H2O (0.75 kPa) pressuredrop. For maximum permissible air restric-tion for a dirty air cleaner element refer tothe Industrial Engine Data Sheet. To pro-vide for satisfactory engine performanceand adequate filter element service life,the element should be sized as large aspractical. The 9.0 in. H2O (2.2 kPa) initialpressure drop is an important measureof the expected element service life.Generally, the maximum initial (clean dry)restriction recommendation is 15 in. H2O(3.7 kPa). See the Industrial Engine DataSheet for specific engine limits.

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AIR INTAKE

Service Indicator

Vacuum sensing devices designed toindicate the need for air cleaner servic-ing are commercially available andwhen added to the air intake system,serve a vital function. Either one of twotypes is recommended for use. One isa trip lock device which indicates thatthe air cleaner condition is either satis-factory or when in need of service; ithas a red display. The trip or latchingtype is preferred. The other type is adirect reading gauge. Both measureinlet restriction and, on NA engines,would be connected to the inlet mani-fold. On turbocharged engines the rec-ommended connection point would beon the straight length of pipe immedi-ately upstream of the turbocharger. Ifthe indicator is mounted on the air clean-er, the setting should be adjusted toindicate need for service before the pointof maximum system restriction, pro-ducing engine performance degrada-tion, is reached (since additional pipingrestriction is encountered downstreamof the air cleaner).

B. Air Cleaner Efficiency

The air cleaner selection should bebased upon the following efficiencyconsiderations:

1. Performance Test

A satisfactory air cleaner must meetthe requirements of the SAE AirCleaner Test Code J726a, Section8.1. The FILTER - SHOULD HAVE99.5% EFFICIENCY MINIMUM ascalculated by this test code with addi-tions and exceptions as follows:

a. Air flow corrected to ft3/min at29.6 in Hg pressure and 90°F(m3/min at 99.9 kPa pressure and32.2°C).

b. Use sonic dust feeder.

c. Use AC fine dust.

d. Dust quantity determined by light-duty class.

e. Filter to be dried and weighed inan oven at 200°F to 225°F (93°Cto 107°C) before and after test.

99.5% filtration of the AC fine dusthas been determined to be a practi-cal combination of the kind of dirtlikely encountered in service at anair cleaner efficiency expected togive optimum engine wear life.

2. Dust Particle Size Effects

The above test procedure will haveestablished sufficient control on thefilter media particle size filtering abili-ty of the tested air cleaner. Variablesneeding further control include:

a. Choose filters supplied by manu-facturers that can best providequality control.

b. Filters should be designed to beresistant to damage at initialassembly or during cleaning. Endseal and filter media both are sub-ject to damage which can result indust leakage into the engine.

c. Dirt can be built into the piping at ini-tial assembly, enter the system dur-ing the filter change, or be suckedinto leaks in the piping system.

Engine wear tests have shown that dustparticles under 1.0 micron (0.001 mm)size have little effect on the engine.99.5% of this dust will pass out through

the engine exhaust. 1.0 micron to

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10 micron (0.001 mm to 0.01 mm) size dusthas a measurable effect on engine life; how-ever, ONE TEASPOONFUL PER HOUR OF125 MICRON (0.125 mm) SIZE DUST WILLWEAR OUT AN ENGINE IN 24 HOURS.Put another way, inlet air dust particle sizeslarger than bearing oil film thicknesses willseriously affect bearing and piston ring life.

C. Two-Stage Air Cleaners

For conditions where dust concentrationsare higher or where increased servicelife is desired air cleaners are availablewith a precleaning stage. This precleanerimparts a swirl to the air, centrifuging outa major percentage of the dirt particleswhich may be collected in a reservoir orexhausted out on either a continuous oran intermittent basis.

D. Oil Bath Air Cleaners

Oil bath air cleaners, while sometimesrequired to meet customer specifications,are not recommended by Caterpillar. Atbest their efficiency is 95% as comparedto 99.5% for dry-type filters. Their rela-tive ease of service and insensitivity towater are advantages easily outweighedby disadvantages such as:

— Lower efficiency— Low ambient temperatures, low oil

level, low air flow (such as at lowidle), and installed tilt anglelessens efficiency further.

— Oil carry-over, whether resultingfrom overfilling or increased airflow, can seriously affect turbo-charger and engine life.

E. Exhaust Ejector

In extremely dusty environments wheredust and other particles cause air clean-ers to plug up quickly, precleaners areoften used to extend the service life of aircleaner elements. However, at the sametime, precleaners can often become anadded maintenance problem.

An improved precleaner has beendesigned as an integral part of anyexhaust aspirated air cleaner system.

Using a louvered body design, the pre-cleaner has a very high separator effi-ciency. It will separate and remove over90% of the dirt and chaff from the incom-ing air stream.

The system provides a good solution toa difficult problem.

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SYSTEM

The dry-type filter efficiency is not affectedby angle of orientation on the vehicle.Special care should be taken, though, inarranging the filter housing and the piping,to ensure that dirt retained in the filterhousing is not inadvertently dumped intothe engine air supply by service personnelduring the air cleaner service operation. Avertically mounted air cleaner with bottom-mounted engine supply pipe would be par-ticularly vulnerable to this occurrence. Forapplications involving off-highway opera-tion, a filter design incorporating a sec-ondary or “safety” element which remainsundisturbed during many change periodsshould be used. Its higher initial cost is off-set by its contribution to longer engine life.

A. Intake

The air inlet should be shielded againstdirect entrance of rain or snow Themost common practice is to provide acap or inlet hood which incorporates acoarse screen to keep out largeobjects. This cap should be designedto keep air flow restriction to a mini-mum. Some users have designed afront air intake which gives a direct airinlet and an internal means of achiev-ing water separation.

Precleaners and prescreeners incorpo-rated into the intake cap design arealso available. They can be used wherespecial conditions prevail or to increasethe air cleaner service life. Thesedevices can remove 70% to 80% of thedirt. The prescreener is designed toprotect the inlet system when trash isencountered.

B. System Design

Routing

In addition to locating the inlet so thatthe coolest possible air from outside theengine compartment is used, andengine exhaust gas is not used, it is bestto locate the air piping away from thevicinity of the exhaust piping when pos-sible to do so. Air temperature to the airinlet should be no more than 20°F(11°C) above ambient air temperature.

Diameter

Piping diameter should be equal to orlarger than the air cleaner inlet and out-let and the engine air inlet. A rough guidefor pipe size selection would be to keepmaximum air velocity in the piping inthe 2,000 fpm to 3,000 fpm (10 m/s to15 m/s) range.

Flexibility

To allow for minor misalignment due tomanufacturing tolerances, engine-to-enclosure relative movement and iso-late vibrations, segments of the pipingshould consist of flexible rubber fittings.These are designed for use on dieselengine air intake systems and are com-mercially available. These fittings includehump hose connectors and reducers,rubber elbows, and a variety of specialshapes. Wire reinforced flexible hoseshould not be used. Most materialavailable is susceptible to damage fromabrasion and abuse and is very difficultto seal effectively at the clampingpoints unless special ends are provid-ed on the hose.

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Pipe Ends and Hose Connections

Beaded pipe ends at hose joints are rec-ommended. Sealing surfaces should beround, smooth, and free of burrs or sharpedges that could cut the hose. The tubingshould have sufficient strength to with-stand the hose clamping forces. Avoid theuse of plastic tubing since it can lose muchof its strength when subjected to tempera-tures of 300°F (149°C) or above. Either “T”bolt-type or SAE-type F hose clamps pro-viding 360° seal should be used. Theyshould be top quality clamps. Doubleclamps are recommended on connectionsdownstream of the air cleaner.

Breakaway Joints

A breakaway joint allows the cab or hood totilt away from the engine compartment foraccessibility and servicing of the engine.Half of the rubber seal flange remains on theengine air intake and the other half of theflange is secured to the enclosure or hood.

Breakaway joints may, if carefully designed,be used upstream of the air cleaner butnever between the air cleaner and engine.When breakaway joints are required choosea joint designed for lifetime sealing underthe most severe conditions and needing lit-tle or no maintenance.

Piping Support

Bracing and supports are required for thepiping. The turbocharger inlet pipe must besupported when its weight exceeds 25 lb(11.3 kg). Unsupported weight on clamp-type joints should not exceed 3 lb (1.4 kg).

Straight Section Before Turbocharger

When possible, the piping to the tur-bocharger inlet should be designed toensure that air is flowing in a straight, uni-form direction into the turbocharger com-pressor. A straight section of at least twoor three times pipe diameter is recom-mended because air striking the compres-sor wheel at an angle can create pulsa-tions which can cause premature com-pressor wheel failure.

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75

EXHAUST

Page

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

Exhaust Silencer Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

Exhaust Backpressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

Piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

Exhaust Pyrometers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

GENERAL

In order for an engine to produce its ratedhorsepower, attention should be given toexhaust gas flow restriction. Stringent leg-islation requirements on vehicle noise lim-its may require more restrictive exhaustsystems.

When checked by Caterpillar’s recom-mended method, the exhaust backpres-sure must not exceed limit given on theIndustrial Engine Data Sheet.

The exhaust piping must allow for move-ment and thermal expansion so that unduestresses are not imposed on the turbo-charger structure or exhaust manifold.

Never allow the turbocharger to supportmore than 25 lb (11.3 kg).

EXHAUST SILENCER SELECTION

The muffler or silencer is generally the sin-gle element making the largest contributionto exhaust backpressure. The factors thatgovern the selection of a silencer include:available space, cost, sound attenuationrequired, allowable backpressure, exhaustflow, and appearance.

Silencer design is a highly specialized art.The silencer manufacturer must be givenresponsibility for the details of construction.For exhaust gas flow see the IndustrialEngine Data Sheet.

EXHAUST BACKPRESSURE

Sharp bends in the exhaust system willincrease exhaust backpressure significantly.The pipe adapter diameter at the turbo-charger outlet is sized for an averageinstallation. This size decision assumes aminimum of short radius bends and reducers.If a number of sharp bends are required, itmay be necessary to increase the exhaustpipe diameter. Since restriction is propor-tional to the fifth power of the pipe diameter,

a small increase in pipe size can cause anappreciable reduction in exhaust pressure.Since silencer restriction is related to inletgas velocity, in most cases a reduction inmuffler restriction for a given degree of soundattenuation will require a larger silencerwith larger pipe connections.

It is essential that the system does notimpose more than the allowable maximumbackpressure.

Excessive backpressure can also causeexcessive exhaust temperature and loss ofhorsepower. To avoid these problems,exhaust system backpressure should becalculated before finalizing the design.

Estimation of the piping backpressure canbe done with this formula.

0.22LQ2

P = ____________

D5 (460 + T)

Where:

P = Pressure drop (backpressure)measured in inches of water.

L = Total equivalent length of pipe infeet.

Q = Exhaust gas flow in cubic feet perminute.

D = Inside diameter of pipe in inches.

T = Exhaust temperature in °F.

Values of D5 for common pipe sizes aregiven below.

ActualNominal Inside Pipe

Pipe Diameter DiameterIn Inches In Inches D5____________ _________ ____

3.0 2.88 198.3.5 3.38 441.4.0 3.88 879.5.0 4.88 2768.6.0 5.88 7029.

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EXHAUST

To determine values of straight equivalentlength for smooth elbows use:

Standard 90° Elbow =33 2 Pipe Diameter

Long Sweep 90° Elbow =20 2 Pipe Diameter

Standard 45° Elbow =15 2 Pipe Diameter

To determine values of straight pipe equiv-alent length for flexible tubing use:

L = Lf 2 2

Exhaust backpressure is measured as theengine is operating under rated conditions.Either a water manometer or a gauge mea-suring inches of water can be used. If notequipped, install a pressure tap on astraight length of exhaust pipe. This tapshould be located as close as possible tothe turbocharger or exhaust manifold on anaturally aspirated engine, but at least12 in (305 mm) downstream of a bend. Ifan uninterrupted straight length of at least18 in (457 mm) is not available (12 in[305 mm] preceeding and 6 in [152 mm]following the tap) care should be taken tolocate the probe as close as possible to theneutral axis of the exhaust gas flow. Forexample, a measurement taken on the out-side of a 90° bend at the pipe surface willbe higher than a similar measurement takenon the inside of the pipe bend. The pressuretap can be made by using a 1/8 NPT “halfcoupling” welded or brazed to the desiredlocation on the exhaust pipe. After the cou-pling is attached, drill a 0.12 in (3.05 mm)diameter hole through the exhaust pipewall. If possible, remove burrs on theinside of the pipe so that the gas flow is notdisturbed. The gauge or gauge hose canthen be attached to the “half coupling.”

PIPING

When routing the exhaust system, each ofthe following factors should be considered:

1. Flexible joints are needed to isolateengine movement and vibration and tooffset piping expansion and contrac-tion. From its cold state, a steel pipe willexpand 0.0076 in per foot per 100°F(0.63 mm per meter per 37.8°C) tem-perature rise. For example, the expan-sion of 10 ft (3.05 m) of pipe with a tem-perature rise of 50°F to 850°F (10°C to400°C) is 0.61 in (15.49 mm). If notaccounted for, the piping movementcan exert undue stress on the tur-bocharger structure and the pipe sup-ports.

The maximum allowable load that theturbocharger is permitted to support is25 lb (11.3 kg). This usually requires thata support be located within 4 ft (1.2 m)of the turbocharger, with a flexible con-nection located between the turbo-charger and the support. Manifolds fornaturally aspirated engines can sup-port up to 50 lb (22.7 kg).

Flexible joints should be located in alongitudinal run of pipe rather than on atransverse section. This allows flexibilityfor engine side motion.

2. Water must not be permitted to enterthe engine through the exhaust piping.

On mobile machine installations, a lowhorizontal exhaust pipe mounting issometimes used, but it is difficult to finda place under the chassis where theexhaust gas can be discharged withoutadversely affecting some aspect ofmachine design. The tailpipe should betipped to the side and inboard to avoidnoise bouncing off the road and exces-sive heat on the tires.

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A vertical silencer mounting is more com-mon. The exhaust outlet should be locatedso that fumes do not enter the air cleaneror the cab under any operating condition ofthe machine. Water protection for verticalsystems can involve these items:

A. Rain cap.

B. A bend at the outlet is quite common. Ifit is the sole method of excluding mois-ture, the bend should be a full 90°, andthe exhaust outlet directed towards therear of the machine. However, local lawsshould be considered since silencingeffectiveness may be altered.

C. Drain holes near a low point in the pip-ing are used. Holes smaller than 1/8 in(3.17 mm) have a tendency to becomeplugged, and unfortunately holes of thatsize or larger are likely to be a sourceof noise and focus for corrosion.

Consider installing a small drained expan-sion chamber to the piping.

EXHAUST PYROMETERS

An exhaust pipe thermocouple and relatedinstrument panel-mounted pyrometer issometimes installed. Care should be takenin mounting the thermocouple so as to notincrease the exhaust backpressure.

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79

COOLING

Page

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

Radiator Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

Cooling Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82

Filling Ability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

Pump Cavitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

Cooling Level Sensitivity (Drawdown) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

Air/Gas Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

Shunt-Type Radiators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

Other Radiator Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85

Radiator Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85Water Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86Antifreeze Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86Coolant Conditioners and Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

Plumbing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

Fan Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

Fan Diameter and Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87Fan Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88Fan Shrouds and Fan Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89Air Flow Losses and Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

Obstructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

Gauges and Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

Water Temperature Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90Warning Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90Block Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91

Expansion Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

80

COOLING

GENERAL

A No. 2 diesel fuel, when mixed with theproper amount of air and compressed to theignition temperature, will produce in excessof 19,500 Btu/lb of fuel (45,500 kJ/kg). As ageneral rule, one-third of this energy will beused to produce useful work, one-third willbe discharged into the exhaust system, andone-third will be rejected into the coolingsystem of an engine.

The cooling system consists of two partswhich must be compatible to perform the

necessary function of limiting the tempera-ture of the engine components. A specificquantity of coolant flow and a flow path isprovided by the engine design. One part ofthe cooling system comprises all the areaswithin the engine that limit component tem-perature and collect the energy transferredduring combustion. The other part is theexternal component that transfers heat tothe atmosphere (radiator) or to a coolingliquid medium (heat exchanger). A typicalradiator and heat exchanger system isshown in Figures 44 and 45, respectively.

Figure 44 — RADIATOR COOLING —CONTROLLED OUTLET THERMOSTATS

Figure 45 — HEAT EXCHANGER COOLER —CONTROLLED INLET THERMOSTATS

Caterpillar provides a radiator or heat ex-changer and expansion tank systemdesigned to perform satisfactorily with eachengine manufactured and to be compatiblewith various power levels selected. Modifi-cations to the cooling packages are notacceptable without approval because ofpossible disturbance to coolant flow paths.

The expansion tank and heat exchangerperform the same function as the radiator.Whereas a radiator fan provides air flowthrough the cooling fins of the radiator totransfer coolant heat to the air, an externalcoolant supply passes through the tubesof the heat exchanger to accomplish heattransfer.

On 3400 and 300 Series Engines the ther-mostats in the heat exchanger systemssense coolant temperature supplied to theengine jacket water circulating pump ratherthan the coolant discharged from theengine cylinder heads, as in radiator andheat exchanger systems of Models 3208,3304, 3306, and D353. The pump inlettemperature-controlled heat exchangersystem provides less variation in tempera-ture because bypass coolant and heatexchanger flow mix at the thermostat sens-ing bulb and in the expansion tank beforepassing to the pump. Water pump inlet pres-sure is greater because the external coolingrestriction is eliminated from the flow path.

The material handling and agriculturalbusiness includes many different applica-tions of industrial engines. But, for the mostpart, the cooling system requirements arenot unique. With the exception of pumpingapplications and some permanent on-sitecompressor applications, radiators are usedfor engine cooling. Although Caterpillar-designed cooling packages are recom-mended for many applications, there areoccasions where equipment manufactur-ers prefer to supply their own radiators,

partly because the large majority of mobileequipment applications cannot be ade-quately served by Caterpillar industrialradiators.

RADIATOR STRUCTURE

Caterpillar industrial radiators such as the3200 and 3300 Series unit constructiontype and the 3400 Series bolted core arenot designed for mobile equipment appli-cations. Applications of these radiatorsrequire isolation from machine vibration,and large impact loads. The maximumtotal amplitude of vibration allowed at anypoint on the radiator core is 10 mil (±5 mil).Core isolation is provided by rubber mountsfrom the radiator frame sufficient to limitcore vibration amplitude for relatively highfrequency vibration; but low frequencyvibration in the order of 15 Hz may amplifyradiator core motion beyond 10 mil. In thesecases special machine frame or radiatorsupport modifications must be made.

Mobile equipment applications requireradiator construction which incorporatesbolted top and bottom tanks with sidechannel support. Reinforcing strips shouldbe used on both sides of the core header-to-tank bolted joint to limit distortion.Compressed rubber is often incorporatedbetween the core and the inboard side ofthe channel members to provide additionalcore support.

Since many of the radiators used by equip-ment manufacturers will not be Caterpillardesigned, a complete evaluation of thecooling system is required to prove thecapability of the system. Reference materialfor such an evaluation is provided by EngineData Sheet EDS 50.5. Another useful ref-erence for evaluating radiator top tankdesign is provided by EDS 52.1.

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82

COOLING CAPABILITY

Caterpillar requires the maximum coolantdischarge temperature to the radiator to be210°F (98°C) for sea level operation andrecommends a minimum ambient capabilityof 110°F (42.9°C) during full load opera-tion at all operating speeds. This includesall additional heat loads which might beimposed on the cooling system such astorque converter coolers or air-to-oil coolerswhich might be added in front of the radiator.

As indicated in EDS 50.5, certain measur-ing devices are required to evaluate cool-ing capability. A suitable method for mea-suring engine power could be a fuel meter,fuel setting indicator (rack position), ordynamometer. Additional measured dataare engine speed, coolant temperatures inand out of radiator, air temperature to theradiator (several locations), and ambientair temperature which is sampled farenough from the machine to eliminateeffects of heat generated by the operatingmachine.

Location of the test site should be suchthat heated air which has passed throughthe radiator is not forced back through theradiator in an unrealistic manner by wallsor other adjacent structures (recirculationof air). Recirculation of air can also be aninherent characteristic of the cooling sys-tem, but should be avoided. Locating nar-row strips of cloth on small pieces of wirefastened at various locations around theoutside surface of the radiator provides anexcellent flow path indicator. Another use-ful tool for indicating air flow path can bemade by attaching a narrow strip of clothto the end of a long piece of wire whichcan be used as a probe around the engineor radiator periphery. Baffling of the radia-tor or air flow directors are often necessaryto ensure that unheated ambient air isdirected to the radiator for most effectivecooling. This is an insidious problem whichshould not be overlooked.

Cooling capability of a radiator and torqueconverter cooler are referenced to a 70%efficiency operating level as a generaldesign consideration. Normally, the perfor-mance characteristics of speed and torqueratio, input and output power, and the heatgenerated by lost power is provided by thetorque converter manufacturer. The effi-ciency characteristic will be associated withan engine speed, and cooling system oper-ating characteristics should be observed atthis engine speed whenever possible.

Equipment manufacturers often find thatimposing a load on the engine is difficult toaccomplish during cooling test operations.Direct drive machines are the most difficultand usually require that some type ofdynamometer or other load absorbingdevice be fastened to the output shaft.Torque converters can be used as loadabsorbing devices if a separate coolingmethod (such as cold plant water) is pro-vided to the cooler. Extended operation atconverter stall can be accomplished allow-ing all coolant temperatures to stabilizewithout excessive torque converter oil tem-perature. Note, however, that the coolingcapability established in this manner doesnot include the equivalent of 30% flywheelhorsepower which would normally becooled by the engine cooling system. Thismust be included by calculation in thesame manner as the calculation shown inEDS 50.5 for extrapolating observed tem-perature data to 210°F (90°C) radiator toptank conditions. The additional heat loadwhich must be added is 30% of flywheelhorsepower multiplied times 42.4 Btu/min/hp.

Some correction factors to the observedambient air temperature capability for themachine must not be overlooked. Altitudeabove sea level reduces the density of airand its ability to cool the radiator. A goodcorrection factor is 2.5°F (1.38°C) deducted

83

from the observed ambient temperaturecapability for each 1,000 ft (304.9 m) abovesea level.

Another correction which must be includedis the effect of antifreeze. The ability totransfer heat diminishes when water ismixed with ethylene glycol. Antifreeze solu-tions of 50% will reduce ambient tempera-ture capability approximately 6°F (3.3°C).

FILLING ABILITY (Reference EDS 50.5)

The cooling system must accept a bucketfill method (interrupted) and continuous fillmethod at a minimum rate of 5 gpm(18.9 L/min) without air lock (false fill). Thecoolant should not be below the qualifiedlow operating level after engine start andwarm-up. The low coolant level is estab-lished during drawdown tests. False fill is apotential problem with all types of radiatorsbut especially with shunt-type radiators onlow profile machines.

Several items regarding filling problemsare worthy of special mention. The engineoutlet hose (to radiator) should slopeupward continuously as should all air ventlines from the engine to the radiator toptank. Vent lines should enter as near to thetop of the tank as possible. The shunt lineon a shunt-type radiator should be as largeas possible, should slope downward con-tinuously toward the water pump, andshould be connected as close as possibleto the inlet of the engine cooling waterpump. The shunt hose opening in the radi-ator should be as low as possible in theupper chamber of the baffled tank. Do notoverlook the effect of filling characteristicswhen the machine is resting on a slope oruneven ground.

PUMP CAVITATION (Reference EDS 50.5)

Given the proper conditions of pressure andtemperature, all liquids will form a gaseous

state (boiling point). In the cooling systempump inlet, a gas or vapor bubble will dis-place liquid and reduce the amount of liquidthat can be pumped. This loss of pumpingvolume can be observed as a loss in waterpump pressure rise. The maximum pumprise loss that is acceptable at the cavitationtemperature is 10% of the pressure riseobserved at 120°F coolant temperature tothe pump while operating at rated speed.The acceptable cavitation temperature fora given engine is 210°F (98°C) minus thetemperature rise across the engine whenfully loaded. EDS 50.5 shows a method forcalculating temperature rise. As a generalrule, the temperature rise will be in therange of 10°F to 15°F (5.5°C to 8.3°C). TheTIF provides heat rejection to jacket waterand pump flow which allows temperaturerise calculations.

Cavitation characteristics observed duringan evaluation can be affected by the sys-tem air venting capability. If air ventingproblems are present, the cavitation tem-perature should be rechecked after a solu-tion to the venting problem is found.

COOLING LEVEL SENSITIVITY(DRAWDOWN) (Reference EDS 50.5)

The drawdown capability from full levelwith 180°F (82°C) pump inlet temperatureand engine operating at rated speed mustbe 12% of the total system volume with nomore than a 10% loss in pump pressurerise. This level, so established, is the lowlevel reference position and should bemarked in such a manner that it can beaccurately detected by visual inspection. Ametal plate or sight glass should be pro-vided. The 12% value is appropriate for asystem which uses a 7 psi pressure cap,but lower pressure systems should provide16% drawdown capability.

An open volume above the cold full levelshould be 10% of the total system volumeto allow for expansion of the coolant duringwarm-up and for additional expansion dueto afterboil, during shutdown of a hot engine.The cold full level should be establishedwith a fill tube which extends into the top tankbelow the top surface enough to establishthe correct volume. See EDS 52.1. A smallair bleed hole (0.12 in. diameter [3.0 mmdiameter]) in filler tube, just below top ofradiator top tank is required to render thisexpansion volume usable.

Shunt-type radiators, and especially thosewhich are used in low profile machines,are occasionally marginal for expansionand afterboil volume. This may cause dis-charge of liquid sufficient to lower the coldlevel near the shunt tube opening. This, incombination with start and warm-up of themachine on a side slope, may allow induc-tion of air into the cooling system. Largequantities of air induction may cause anadditional discharge of liquid. Such a con-dition, if not detected, may cause over-heating. Location of a shunt tube on theside of a top tank accentuates the sensi-tivity to tilted operation.

AIR/GAS VENTING (Reference EDS 50.5)

A certain amount of combustion gas leak-age and entrained air must be vented fromthe cooling liquid. The venting requirementfor each engine is shown in EDS 50.5.Separation of gas from a liquid mediumrequires a low coolant velocity at the top ofthe radiator and a relatively quiescent flow.The coolant velocity across the top of aradiator core should be approximately2 fps (9.4 cm/s). Another way of statingthis limit is based on the rate of change ofthe fluid volume above the core. The max-imum rate of change of volume should be

200 changes per minute. For example, if thevolume of water above the core is 1 gal andthe engine coolant flow rate is 1.10 gpm,the 1 gal volume would be changed110 times per minute. In the case of theshunt-type radiator, the volume betweenthe baffle and core should receive the samemaximum volume change rate.

SHUNT-TYPE RADIATORS

A shunt cooling system helps preventpump cavitation by maintaining a positivepressure head of coolant at the pump inletat all times. The radiator top tank is divid-ed into two compartments (upper andlower) with a small air/coolant bleed or baf-fle vent tube connecting them. A shunt linelocated as low as possible in the upperchamber directs coolant to the circulatingpump inlet. When the coolant reaches thetemperature required to open the thermo-stat, the coolant is directed to the lowerchamber of the radiator top tank, acrossthe top of the radiator core, and downthrough the core to the circulating pumpinlet. The small baffle vent connecting thelower compartment to the upper should belocated remote from the primary entry ofcoolant into the lower chamber. Air or gaswhich is entrained in the coolant tends toseparate from the coolant, if a low velocity isprovided, and it collects above the core onthe bottom of the baffle, to be carried upthrough the small baffle tube where it col-lects at the top of the upper chamber andis eventually discharged through the pres-sure cap. The deaerated coolant in the uppercompartment flows slowly down the shunttube to the pump inlet and provides a near-ly static pressure. The shunt tube shouldpro-gress downward continuously with-out air locks. Use as large an inside diam-eter as possible with one inch minimumpreferred. (See Figure 46.) Any vent tubeprovided from the engine should be con-nected near

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85

Figure 46 SHUNT COOLING SYSTEM

the top of the upper compartment. In someextreme cases, the space allotted to theradiator is so small that the top tank mustbe limited in size. For these cases aremote shunt tank can be used in availablespace to provide the same function as anintegral top tank. Under no circumstancescan the remote tank be located below theradiator top tank or any extremity of theengine cooling system. Design criteria forall expansion and top tanks remains thesame in regard to required expansion vol-umes, reserve, and fill characteristics. SeeEDS 52.1.

OTHER RADIATOR CONSIDERATIONS

Radiator inlet and outlet diameters shouldbe the same or, if possible, larger on theoutlet and should be located on diagonallyopposite sides to limit “channeling” ofcoolant flow on one side of the core. Thebottom tank height of the radiator shouldbe no less than the outlet tube diameter.

Radiator Core

Core frontal area should be as large aspossible to minimize restriction to air flow.Low radiator core restriction usually resultsin being able to provide a larger diameter,quieter, slower turning fan, which demandsless drive horsepower. Radiators whichare nearly square can provide the mosteffective fan performance. They can beinstalled with a minimum of unswept corearea. As a general rule, keep core thick-nesses to a minimum with a maximum of11 fins per inch. Increasing the number offins per inch does increase the radiatorheat rejection for a given air velocitythrough the core but at the cost of increas-ing the resistance to air flow. While themost economical initial cost will be maxi-mum core thickness and fins per inch, thisinvolves higher fan horsepower with con-sequent operating cost and noise penal-ties throughout the life of the installation. Inaddition, a radiator with more fins per inchis much more susceptible to plugging frominsects and debris.

Water Treatment

Of prime consideration in any closed cool-ing system is the proper treatment of thecooling water. The water should be treatedto ensure that neither corrosion nor scaleforms at any point in the system. Usuallywater hardness is expressed in grains pergallon; one grain being equal to 17.1 partsper million (ppm) expressed as calciumcarbonate. Water containing up to 3.5 grainsper gallon is considered soft and causesfew deposits.

Usable water must have the following char-acteristics:

pH 6.5 to 8Chloride and Sulfate 100 ppmTotal Dissolved Solids 500 ppmTotal Hardness 200 ppm

Water softened by removal of calcium andmagnesium is acceptable.

A corrosion inhibitor is then added to thesystem to keep it clean, reduce scale andfoaming, and provide pH control. With theaddition of an inhibitor, a pH of 8.5 to 10should be maintained. The inhibitor mustnot damage hoses, gaskets, or seals.

Caterpillar cooling corrosion inhibitor iscompatible with ethylene glycol baseantifreeze but cannot be used withDowtherm 209. A 3% to 6% concentrationof inhibitor is recommended. Soluble oil orchromate solution should not be usedbecause of damaging effects on waterpump seals.

NOTE: In cases where there is a possibili-ty of the cooling water coming into contactwith a domestic water supply, water treat-ment may be regulated by local codes.

Antifreeze Protection

Installations which expose the enginecoolant to subfreezing temperatures neces-sitate the addition of antifreeze to the watersystem. Ethylene glycol or Dowtherm 209are recommended to protect against freez-ing and to inhibit corrosion. Borate-nitritesolutions such as Caterpillar corrosioninhibitor or NALCO 2000 are compatibleonly with ethylene glycol and can be usedto replenish the original corrosion inhibitorsin the antifreeze.

COOLANT FREEZING AND BOILING TEMPERATURES US. ETHYLENE GLYCHOL

CONCENTRATIONFigure 47

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Coolant Conditioners and Filters

All 3400 Series direct injection Enginesrequire the use of a chemical coolant condi-tioner. The conditioner reduces potentialcylinder block and liner pitting and corrosion.

A. Consult the factory for suitable coolantconditioners which should be appliedand maintained in accordance withpublished instructions.

B. If a dry charged additive water filter isselected, the following plumbing rec-ommendations should be followed.

1. The filter inlet and outlet are ordinary0.375 in (9.5 mm) inside diameterrubber hoses. Connect the hoses toobtain the highest possible coolantpressure differential across the unit.Heater hose connecting points atthe coolant pump inlet and the tem-perature regulator housing are rec-ommended. If uncertain, plumb theinlet to a point on the discharge sideof the water pump and the outlet toa point near the water pump inlet.

2. The outlet should be orificed with a0.125 in (3.2 mm) internal diameterorifice. This will prevent excessivecoolant flow through the filter whichcan bypass the radiator core andreduce effectiveness of the coolingsystem. Inlet and outlet lines shouldinclude shutoff valves so the filtercan be serviced without draining thecooling system.

PLUMBING

Piping between the engine and radiatorshould be flexible enough to provide forrelative motion between the two. Hosesless than 6 in (15.24 cm) in length providelittle flexibility and are difficult to install. Ifthe hose is more than 18 in (45.7 cm) inlength, it is susceptible to failure fromvibration or coming loose at the connec-tions. Support the piping with brackets,when necessary, to take weight off a verti-cal joint. High quality hose, clamps, and fit-tings are a prerequisite for long life and arenecessary to avoid premature failure. It isalso necessary to “bead” pipe ends toreduce the possibility of a hose blowing off.Double clamps are desirable for all hoseconnections under pressure. Vent linesand shunt lines must slope downwardwithout high or low areas that may trap airand cause an air lock. In order to maintainthe correct flow relationship in a baffledradiator top tank, it is recommended thatno lines tee into the shunt or vent lines.

FAN RECOMMENDATIONS

A. Fan Diameter and Speed

As a general rule, the most desirablefan is one having the largest diameterand turning at the lowest speed to deliv-er the required air flow. This also resultsin lower fan noise and lowest fan horse-power draw from the engine. Blade tipspeed, while being only one of the ele-ments of cooling fan design, is an itemeasily changed with choice of fan drivepulley diameter. An optimum fan tipvelocity of 14,000 fpm (7112 cm/s) is agood compromise for meeting noise leg-islation requirements and cooling systemperformance requirements. Maximumacceptable tip speed is 16,000 fpm(9144 cm/s) for Caterpillar fans.

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B. Fan Performance

Proper selection and placement of thefan is critical to the efficiency of thecooling system. It requires carefulmatching of the fan and radiator bydetermining air flow needed and staticair pressure which the fan must over-come. This must be done since mostdiscrepancies between cooling systemcalculated performance and test resultsare traceable to the “air side” and direct-ly related to items affecting fan air flow.

There are two major considerations forproper fan selection:

1. Air flow needed to provide therequired cooling.

2. Select a fan that provides therequired air flow, and one that is rela-tively insensitive to small changes instatic pressure. This desired designpoint is where a small change in sta-tic pressure does not cause a largechange in air flow. Selecting a lowerpressure point is not recommendedas it could be in the unstable “stall”area where a small change in staticpressure causes a large change inair flow. Performance curves foravailable Caterpillar fans are shownas air flow (cfm), static pressurehead, (inches of water, gauge) andhorsepower in TMI. The Caterpillarcurves are based on standard airdensity, an efficient fan shroud, andno obstructions.

This is a theoretical air flow which isseldom possible because of someobstruction. Theoretical air flow some-times can be approached with thefan in a properly designed close fit-ting shroud with no more than0.0625 in (1.6 mm) blade tip clear-ance. Such a close fitting shroud is

not practical, and tip clearance isincreased; a 0.5 in (12.7 mm) clear-ance is generally recommended.When a fan speed different fromthose shown in the curves is needed,the additional performance data canbe calculated using these fan rules:

For Speed Changes

cfm2

= cfm1

rpm2____

rpm1

Ps2

= Ps1 (rpm

2)2____rpm1

hp2

= hp1 (rpm

2)3____rpm1

For Diameter Changes

cfm2

= cfm1 (Dia

2)3____Dia1

Ps2

= Ps1 (Dia

2)2____Dia1

hp2

= hp1 (Dia

2)5____Dia1

For Air Density Changes

Ps2

= Ps1

r2___

r1

hp2

= hp1

r2___

r1

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Ambient Capability Adjustments(Air Flow or Fan rpm Changes)

nT2

= nT1 (cfm

1)0.7____

0.cfm2 .

nT2

= nT (rpm1)0.7

____0.

rpm2 .

Maximum Ambient Capability =210 – nT

2

cfm = Air flow in cubic feet per minute.rpm = Fan speed in revolutions per

minute.Ps = Stack pressure in inches of

water.hp = Fan horsepower.

Dia = Fan diameter in inches.r = Air density in pounds per cubic

foot.nT = Coolant top tank temperature

minus ambient air temperature.

C. Fan Shrouds and Fan Location

Two desirable types of shrouds are:venturi and box.

Maximum air flow and efficiency is pro-vided by a tight fitting venturi shroudwith sufficient tunnel length to providestraight air streamlines. Small fanclearances require a fixed fan or anadjustable shroud. Although they aresomewhat less efficient than the ven-turi shroud, box type shrouds are mostcommonly used because of lower cost.Properly positioned, a simple orificeopening in the box shroud is practical.Straight tunnel shrouds are usually lesseffective than venturi or box shrouds.

The fan tip clearance should be 0.5 in(12.7 mm) or less. A properly designedshroud will:

1. Increase air flow.

2. Distribute air flow across core for moreefficient use of available area.

3. Prevent recirculation of air.

As a general rule, suction fans shouldbe no closer to the core than the pro-jected blade width of the fan. Greaterdistance gives better performance.Consider also that engine-mounteditems close to the back side of the fancan introduce vibrations into the fan tocause fan failure, increase fan noise,and reduce air flow. Suction fans shouldbe positioned so that two-thirds of theprojected width is inside a box shroudorifice plate while a blower fan positionis one-third inside the shroud.

D. Air Flow Losses and Efficiency

Obstructions

Particular attention should be given toitems restricting air flow, both in front ofthe radiator and to the rear of the fan.The additive affects of guards, bumpers,grills, and shutters in front of the radiator,pulleys, idlers, engine-mounted acces-sories, and the engine itself behind thefan can drastically reduce air flow.

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GAUGES AND DEVICES

A. Water Temperature Gauges

The size and location of the water tem-perature gauge connection is shown onthe Engine General Dimension Drawingavailable in the Industrial DrawingBook. Be certain the temperature bulbis located in the water flow. Use of a pipefitting reducer may remove the bulbfrom the coolant stream and cause anerroneous reading. The gauge shouldbe marked with a red band or warningat 210°F (98°C) and above.

B. Warning Devices

A large number of warning devices areavailable to indicate high coolant tem-perature, low radiator top tank level,loss of coolant flow, and air in the water.These should be installed in accor-dance with the manufacturer’s recom-mendations. A temperature sensing unitshould be set so that warning is givenat 210°F (98°C) engine outlet (top tank)temperature, or lower. Caterpillar rec-ommends this device be part of everyinstallation and should be of high qualitywith accuracy of ±2°F (±1.1°C). Depend-ing on engine model, this unit should bemounted on the cylinder head or coolantregulator housing to monitor the coolanttemperature as it leaves the engine tothe radiator top tank.

C. Block Heaters

Devices which heat engine coolant toprovide faster engine warm-up are com-monly called engine block heaters.They fall into two categories: internal orimmersion type and external or tank type.

Correct installation of the external typeis very important to ensure adequatecoolant circulation through the cylinder

block and heads when the heater isoperating and to avoid overheatingcaused when coolant recirculatesthrough the heater during normal engineoperation. The principle involved inoperation is called thermosyphoning.The heated coolant rises in the tank orblock. Since the coolant system is aclosed loop, the rising hot coolant willbe replaced by cold coolant and circu-lation results. Some heater systemsincorporate coolant pumps. To preventcoolant bypassing the cylinder headsduring engine operation, a check valvemust be included in the block heatercircuit. Many external heaters havebuilt-in check valves, but test the heaterfirst before installing it to be sure. Pourwater in the outlet of the heater; thecheck valve should prevent the waterfrom flowing through the heater. If theblock heater chosen does not containan integral check valve, one must beinstalled. The check valve should beinstalled on the inlet side of the tank.

The inlet to the heater should be takennear the oil cooler outlet for optimumflow. The outlet should be directedupward to the engine connection with-out loops or downward turns to as higha point in the cylinder heads as possible.The greatest mixing and flow shouldoccur by connecting to the rear of theengine cylinder head. Vee enginesoften require two heaters to provideadequate circulation of coolant throughboth banks.

The outlet from the heater tank shouldbe directed upward to the engine con-nection with no loops or downwardturns. If the engine connection is madeat the normal block drain, a tee fittingand drain plug in this line is recom-mended.

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91

HEAT EXCHANGER

Most shell and tube heat exchangers areof either the single-pass or the two-passtype. This designation refers to the flow inthe cold water circuit of the exchanger. Inthe two-pass type, the cold water flowstwice through the compartment wherejacket water is circulated; in the single-pass type only once. See Figure 48. Whenusing a single-pass exchanger, the coldwater should flow through the exchangerin a direction opposite to the flow of jack-et coolant to provide maximum differentialtemperature and heat transfer. This resultsin improved heat exchanger performance.In a two-pass exchanger, cooling will beequally effective using either of the jacketwater connection points for the input andthe other for return.

For a given jacket water flow rate, the per-formance of a heat exchanger depends onboth the cold water flow rate and differen-tial temperature. To reduce tube erosion,the flow rate of the cold water through thetubes should not exceed 6 fps (183 cm/s).The heat exchanger should be selected toaccommodate the cold water temperatureand flow rate needed to keep the tempera-ture differential of the jacket water belowabout 15°F (8.3°C) at maximum engine heatrejection. Thermostats must be retained inthe jacket system to assure that the temper-ature of the jacket water coolant returned tothe engine is approximately 175°F (79°C).

Heat exchangers should be sized to accom-modate a heat rejection rate approximately10 percent greater than the tabulated engineheat rejection. The additional capacity is

HEAT EXCHANGER TYPESFigure 48

intended to compensate for possible varia-tions from published or calculated heatrejection rates, overloads, or engine mal-functions which might increase the heatrejection rate momentarily. It is not intendedto replace all factors which affect heat tran-sfer, such as fouling factor, shell velocity, etc.

Occasionally, special applications existwhich require an inboard heat exchangersize not available as a Caterpillar unit.When these conditions exist, it is necessaryto obtain a heat exchanger from a supplierother than Caterpillar. Heat exchangersuppliers will provide information and aidin selecting the proper size and materialfor the application.

Since heat exchanger tubes can be cleanedmore easily than the surrounding jacket; thecold water usually is routed through tubesand the engine coolant through the shell.

EXPANSION TANK

Unlike radiators, heat exchangers have nobuilt-in provision for jacket water expan-sion. A surge (expansion) tank or tanksmust be included in a heat exchanger sys-tem. A factory-designed tank is normallyspecified to assure proper performance ofthe total system.

Water expands about 5% of its volumebetween 32°F and 212°F (0°C and 100°C).The expansion tank should have a capacityof at least 20% of the system water volumefor this expansion and coolant reserve. Itmust be vented to the atmosphere or inco-porate a pressure cap to assure systempressure. It must be located after the heatexchanger to prevent the formation of avacuum, a primary cause of cavitation onthe suction side of the pump.

Provision is made in all Caterpillar expan-sion tanks to deaerate the jacket water toprevent the formation of air pockets withinthe system and minimize pump cavitation.Entrained air encourages both corrosionand erosion in the engine. Coolant may belost because air will expand more thanwater when it is heated. Entrained air iscaused by air trapped during a fill oper-ation, combustion gases leaking into thecooling system, leaks in piping (particular-ly on inlet side of pump), or low water levelin the expansion tank. A low velocity areais provided where deaeration can occur.Entrained air separates from the waterbecause the tanks are sized and baffled toslow the full water flow to less than 2 fps(60 cm/s).

The expansion tank is the highest point inthe jacket water circuit. The heat exchang-er must be mounted at a level lower thanthe coolant in the expansion tank, prefer-ably several feet. The system should bedesigned so the total jacket water flowsfrom the engine outlet to the heat exchang-er, to the expansion tank, and back to thejacket water pump inlet. This facilitatespurging of air and also creates a positivepressure at the jacket water pump inlet.

Caterpillar expansion tanks should beused on all installations with heat exchang-er cooling, unless customer-supplied tankhas successfully met all Caterpillar coolingsystem test criteria.

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93

LUBRICATION

Page

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94

Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94

Duplex Oil Filter System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95

Scheduled Oil Sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95

Lubricating Oil Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96

High Sulfur Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96

Remote Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

Tilt Angles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

Lubricating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

Supplemental Bypass Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

GENERAL

The lubricating system of a modern dieselengine accomplishes three purposes. First,it lubricates surfaces to minimize frictionlosses. Second, it cools internal engineparts which cannot be directly cooled bythe engine’s watercooling system. Third, itcleans the engine by flushing away wearparticles.

Proper lubrication requires clean oil, freefrom abrasive particles and corrosive com-pounds. It also requires a lubricant withsufficient film strength to withstand bearingpressures, low enough viscosity index toflow properly when cold, and high enoughto retain film strength when subjected toheat exposure on cylinder and piston walls.The lubricant must also be capable of neu-tralizing harmful combustion products andholding them in suspension for the dura-tion of the oil change period. Your localCaterpillar Dealer should be consulted todetermine the best lubricant for local fuels.

Solid particles are removed from the oil bymechanical filtration. The size of the meshis determined by the maximum particlesize that can be circulated without notice-able abrasive action. The standard oil filtersystems on Caterpillar Engines meetthese requirements and are sized to pro-vide reasonable time intervals betweenelement changes. The filter change inter-vals relate to oil change periods.

Caterpillar filters are designed to provideexcellent engine protection. Use of gen-uine Caterpillar elements is encouragedfor adequate protection of your engine.

PRELUBRICATION

All 3500 Family engines have the capabilityto prelubricate all critical bearing journalsbefore energizing the starting motors. Thisfeature is available regardless of startermotor type (i.e., pneumatic or electric).

The automatic system utilizes an electricmotor powered pump which fills the engineoil galleries from the engine oil sump untilthe presence of oil is sensed at the upperportion of the lubrication system. Thestarter motors are automatically energizedonly after the engine has been adequatelyprelubricated.

The manual system uses the engine’smanually operated sump pump and allowsthe engine operator to fill all engine oil pas-sages after oil changes, filter changes,periods of idleness, and before activatingthe starter motors.

Either prelube system will allow the engineoperator to fill all engine oil passages afteroil changes, filter changes, and beforeactivating the starter motors. Either systemwill allow the engine user to reduce thesometimes severe engine wear associatedwith starting an engine after periods ofidleness.

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LUBRICATION

95

DUPLEX OIL FILTER SYSTEM

The optional Caterpillar duplex oil filtersystem meets the requirements of thestandard filter system plus an auxiliary fil-ter system with the necessary valves andpiping, Figure 49. The system provides themeans for changing either the main or aux-iliary filter elements with the engine run-ning at any load or speed. A filter changeindicator is included to tell when to change

the main filter elements. A vent valveallows purging of air trapped in either themain or auxiliary system when installingnew elements. AIR MUST BE PURGEDFROM THE CHANGED SECTION TO ELIM-INATE POSSIBLE TURBOCHARGER ANDBEARING DAMAGE. The auxiliary systemis capable of providing adequate oil filtra-tion for at least 100 hours under full loadand speed operation. The same filter ele-ments are used in both systems.

DUPLEX LUBE OIL FILTERFigure 49

SCHEDULED OIL SAMPLING

Many Caterpillar Dealers offer ScheduledOil Sampling as a means of determiningengine condition by analyzing lubricating oilfor wear particles. This program will ana-lyze the condition of your engines, indicateshortcomings in engine maintenance,show first signs of excessive wear whichwould mean an upcoming failure, and helpreduce repair costs.

This program will not indicate the conditionof the lube oil nor predict a fatigue or sud-den failure. Caterpillar recommendationsfor oil and oil change periods are publishedin service literature. Caterpillar does notrecommend exceeding the published oilchange recommendations.

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LUBRICATING OIL HEATERS

Heating elements in direct contact withlubricating oil are usually not recommend-ed due to the danger of oil coking. To avoidthis condition, heater skin temperaturesshould not exceed 300°F (150°C) andhave a maximum heat density of 8 W/in2

(12.5 W/1000 mm2).

HIGH SULFUR FUELS

Caterpillar lube oil change period recom-mendations are based on the use of dieselfuels containing 0.4% or less of sulfur byweight. Fuel sulfur can produce rapidengine wear. Fuels of higher sulfur contentthan 0.4% will require reducing the oilchange interval. Shortened oil change

periods reduce the corrosive effect of thesulfuric acid that is formed by the sulfurand other byproducts of combustion. (SeeFigure 50.)

The properties of the specific lube oilused, load factor, and other variables mayaffect the rate of wear due to sulfur. Thelube oil supplier should be consulted forthe analysis parameters and limits whichwill assure satisfactory engine perfor-mance with his products.

The alkaline reserve level of the lube oilis important when high sulfur fuel isused. Caterpillar limits have not yet beenestablished.

Figure 50

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REMOTE FILTERS

Some Caterpillar Engines have the capa-bility for remote mounting the oil filter whenspace limitation or serviceability is a prob-lem. However, authorization from CaterpillarTractor Co. must be obtained before mak-ing any modification to the engine lubrica-tion system.

While remote filters have more potential foroil leaks, they seldom cause problemswhen the following recommendations arefollowed:

A. Exercise cleanliness during removaland installation of oil filters and lines.Keep all openings covered until finalconnections are made.

B. Use medium pressure, high tempera-ture (250°F [120°C]) hose equivalent toor exceeding SAE 100R5 specification.

C. Keep oil lines as short as possible.

D. Support hose as necessary to keep fromchafing or cutting on sharp corners.

E. Use care in connecting oil lines so thedirection of oil flow is correct. (CAUTION:ENGINE DAMAGE WILL OCCUR IFOIL FILTER IS IMPROPERLY CON-NECTED.)

TILT ANGLES

Installations at a permanent tilt or slantangle should be reviewed by CaterpillarTractor Co. to ensure the lubrication sys-tem will function properly.

Transient tilt angle limits are shown for allengines in the TIF.

LUBRICATING OIL

Oils meeting Engine service classificationCD or MIL-L-2104C are recommended forCaterpillar Engines. As shown in Figure 51,multigrade oils are acceptable.

SUPPLEMENTAL BYPASS FILTERS

Caterpillar Engines do not require a sup-plemental bypass oil filter system, but onecan be installed if requested by the user. Ifused, system must have a non-drainbackfeature when the engine is shut down anda 0.125 in maximum diameter orifice limit-ing flow to 2 gpm (7.57 L/min). Refer to theengine general dimension drawings for therecommended bypass filter supply locationand oil return to the crankcase.

Supplemental bypass filters increase theoil capacity and may allow the oil and filterchange periods to be extended. Refer tothe Caterpillar Operation Guide for recom-mended change periods.

RECOMMENDED OIL VISCOSITIES AT VARIOUS STARTING TEMPERATURES

COMPONENT VISCOSITY TEMPERATURE RANGE

DIESEL ENGINE LUBRICATION SYSTEM SAE 10W –20°F to +70°F (–29°C to +21°C)

SAE 10W/30 –10°F to +90°F (–23°C to +32°C)

SAE 20W/40 +15°F to +120°F (–9°C to +49°C)

SAE 30✝ +20°F to 120°F (–7°C to +49°C)

SAE 40 +45°F to 120°F (+7°C to –49°C)

AIR STARTING MOTOR OILER JAR: SAE 10W ALL TEMPERATURES

✝SAE 40 is preferred above +90°F (32°C).

Figure 51

99

FUEL GOVERNING AND CONTROL

Page

System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100

Component Description and Installation Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101Water Separator and Primary Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102Lines and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102Transfer Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103Secondary Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103Fuel Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103Priming Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104Injection Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104Governor and Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104

Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104

Speed Droop Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105Isochronous Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105Electric Load Sharing Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106Governor Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106Governor Capabilities and Recommended Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108Governor Force and Motion Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108Use of Control Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108Design for Linkage Over-Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108Engine Shutdown Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

Fuel Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109Cetane Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109Sulfur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109Distillation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109Flash Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110Pour Point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110Water and Sediment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110Carbon Residue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110Ash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110

100

SYSTEM DESCRIPTION

The diesel engine fuel supply, delivery, andgoverning systems have one primary pur-pose — to deliver clean fuel at the precisequantity and time needed to produce therequired engine performance. To do thismany precision components are needed,but the two major devices are the fuelinjection pump and the governor whichcontrols it. The fuel system supplied on aCat Engine is essentially complete, requir-ing only the hook up of fuel supply andreturn lines to a fuel tank and connectionof governor controls.

A complete fuel system includes all of thefollowing basic devices also shown byschematic below:

1. Fuel Tank2. Water Separator or Primary Filter3. Transfer Pump4. Secondary Filter5. Injection Pump6. Injection Lines7. Injection Valves8. Fuel Pressure Regulator9. Priming Pump

10. Fuel Pressure Gauge11. Governor and Controls12. Low Pressure Lines and Fittings

In addition to these basic features, otherdevices are frequently used to provideadditional functions or to modify one of thebasic functions. Examples are fuel heaters,primary filters, duplex filters, air-fuel ratiocontrollers, load limiters, glow plugs, etheraids, load indicators, flow meters, gauges,and shutoffs.

Fuel is drawn from the tank (1) through thewater separator or primary fuel filter (2) bythe engine-driven fuel transfer pump (3) andpumped through the secondary fuel filter (4)into the injection pump housing reservoir (5)and maintained at low pressure. It is inject-ed by individual high pressure pumps intoeach cylinder through special high pressurefuel lines (6) to individual injectors (7) con-tained in the prechamber (PC) or directly inthe cylinder head (DI).

Fuel in excess of the engine demand isbypassed through a pressure regulatingvalve (8) where all or part of it returns tothe fuel tank along with any air which mayhave been purged out of the system. If thesystem is drained, as during repair or filterchange, a hand operated fuel primingpump (9) is used to fill the system and expelthe air. A pressure gauge (10) shows pres-sure of filtered fuel supplied to the injectionpump. If filters become plugged and require

FUEL GOVERNING AND CONTROL

Figure 52 REPRESENTATIVE BASIC FUEL SYSTEM(CONSULT TIF SCHEMATICS FOR

EACH SPECIFIC MODEL)

replacing, the gauge will read low when theengine is operating at load. The governor(11) controls the stroke of the individualfuel pumps from shutoff to full delivery inorder to achieve desired engine speed,regardless of load.

COMPONENT DESCRIPTION ANDINSTALLATION REQUIREMENTS

Individual components of the fuel systemare described here more completely as topurpose, recommended features, and instal-lation requirements to achieve satisfactoryperformance and life.

Fuel Tank

It provides fuel storage and should have thefollowing features:

Adequate size for the intended applica-tion. Rule of thumb for tank size with 25%reserve is:

0.056 2 _____ hp (average)2 _____ hours (between refills)

2 1.25 = _____ gal (U.S.)0.27 2 _____ kW (average)

2 _____ hours (between refills)2 1.25 = _____ liters

Adequate structural strength to avoid fail-ure under application conditions which mayinclude shock loading and steady vibration.

Appropriate material. Zinc (galvanized orzinc-bearing materials such as brass) reactwith sulphur in fuel oil to form a sludge whichis harmful to the engine’s fuel injection sys-tem. Steel, aluminum, stainless steel, orcopper clad steel is used successfully.

Expansion volume must be adequate toallow for expansion of stored fuel duringtemperature change. Allowance of 5% oftank volume is adequate. This can be pro-vided by extending the filler neck down into

the tank enough to create the requiredexpansion volume. A small vent hole (about0.19 in [4.81 mm] diameter) in filler tube,just below top of tank, is required to makethis volume usable.

Venting to atmospheric pressure is neces-sary to prevent pressure or vacuum buildup.A large tank can be collapsed by vacuum orburst by pressure if not vented properly.

Filler must be adequately sized and locat-ed for convenient filling. It should also belockable. Fuel spillage must not reach hotparts. Also, fuel spillage should not reachitems which can soak up or entrap fuel orbe damaged by fuel.

Filler should be located near center of tankso that parking a mobile machine on a sidetilt will not cause expanding fuel to back upinto filler pipe and overflow. This will alsohelp avoid spilling fuel from a full tankwhen operating on a grade.

Fuel tanks should be shielded or locatedaway from major heat radiating sourcessuch as hot exhaust manifolds and tur-bochargers. Also, the cooling fan blast picksup enough heat from the radiator to raisefuel temperatures significantly if the air isdirected at the fuel tank. This will result insome power loss because of the heated,expanded fuel. Fuel level should not beabove the fuel injectors on the engine toavoid possible seepage of fuel through aleaky injector into the cylinder (and then tothe oil pan) during engine shutdown. Also,to avoid hard starting, the fuel level shouldnot cause total suction lift of more than 12 ft(3.7 m). Much less is better.

A sloping bottom helps collect sedimentand any major amounts of water, and abottom drain is necessary to permit peri-odic removal of these contaminants.

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Fuel supply pickup should be off of thebottom enough to leave 3% to 5% of thefuel in the tank. This should leave sedimentand water in the tank until drained off peri-odically. The pickup line must rise upwardthrough the top of the tank so that the con-nection to fuel lines is above the full levelin the tank.

Fuel return line should normally enter thetank at the top and extend downward, exitingabove the fuel level. Inlet and return linesshould be separated in the tank by at least12 in (304.8 mm) to avoid air pickup in theinlet line.

Baffles reduce sloshing and resulting airentrainment. They also prevent suddenshifts in the tank’s center of gravity, whenin motion, as on a mobile machine.

Strong fastening of the fuel tank to themachine is essential. This is especiallyimportant on a mobile application wheremotion of a full tank generates sizeableforces. It is good practice to use some non-metallic cushioning material between thetank and support members to avoid frettingand wear on the tank.

Water Separator and Primary Filter

Fuel system components can be damagedby water-caused corrosion or by the poorlubricating quality of water. For this reasonseparation and removal of water from thefuel is essential. Also, because water cancollect and freeze at low points in fuel lines,filters, or other components that containfuel, a water separator should be placed asclose to the fuel tank as practical in a visi-ble, serviceable location. Usually, the sep-arator has a see-through feature thatallows a quick visual check for presence ofwater and a quick-drain valve to let thewater out. Because the compact sleevemetering injection pump on the 3208,3304, and 3306 Engines uses fuel as alubricant, it can be damaged more quicklyby water than the scroll-type system.

However, any system can be damaged bywater in the fuel; so the water should beremoved. Fuel system damage by water isalways the responsibility of the user.

The water separator should be sized ade-quately to separate and store enoughwater between periodic drainings to pre-vent overfilling and water carryover into theengine’s fuel system.

The water separator should be mounted ina visible location. If the operator sees water,he is more likely to drain it out periodically.If the device is hard to see or difficult to ser-vice, it may not receive regular attention.

A primary filter is not needed when a waterseparator is used as on the 3200 and 3300Engines.

The installation should include valves whichcan isolate the separator and primary filterwhen the elements are changed.

Lines and Fittings

Pipes, hoses, and fittings must be mechan-ically strong, leak-tight, and resistant todeterioration due to age or environmentalconditions. Sizing must be adequate tominimize flow loss. Routing must be cor-rect, and flex connections, such as hoseassemblies, must isolate engine motionfrom the stationary members in the system.

The fuel supply and return lines should beno smaller in size than the fittings on theengine. Fuel line pressure measured in thereturn line should be kept below 5 psi(34.5 kPa). A check valve can be used inthe fuel return line. A shutoff valve shouldnot be used, because damaging pressurewould result if the valve were left closedwhen engine was started.

102

Black iron pipe is suitable for diesel fuellines. Copper pipe or tubing may be sub-stituted in sizes of 0.5 in (12.7 mm) nomi-nal pipe size or less. Valves and fittingsmay be cast iron or bronze (not brass).Zinc plating or zinc as a major alloy shouldnot be used with diesel fuel because ofinstability in presence of sulphur. The sludgeformed by chemical action is extremelyharmful to an engine’s internal components.

Joints and fittings must be leak-tight toavoid entry of air into the suction side ofthe fuel system. A joint which is leak-tightto fuel can sometimes allow air to enter thefuel system, causing erratic running andloss of power. Pipe joint compound shouldbe used on pipe threads, taking care tokeep it out of the fuel system where it cancause damage.

Fuel lines should be routed to avoid for-mation of traps which can catch sedimentor pockets of water which will freeze incold weather.

All connecting lines, valves, and tanksshould be thoroughly cleaned before mak-ing final connections to the engine. Theentire fuel system external to the engineshould be flushed prior to connection toengine and startup.

Fuel lines should be designed with theapplication in mind. Especially on mobile,off-highway equipment, effects of vibration,shock loads, and motion of parts should beconsidered. Fuel lines should be well routedand clipped, with flexible hose connectionswhere relative motion is present. Linesshould be routed away from hot parts, likemanifolds and turbochargers, to avoid fuelheating and potential hazard if a fuel lineshould fail.

Transfer Pump

This pump delivers low pressure (15 psi to30 psi [103 kPa to 207 kPa]) fuel from thetank to the injection pump housing reser-voir. It is a gear-type pump with some lim-ited priming capability when the pumpinggears are full of fuel. This pump should beprotected from abrasive wear and corrosionby a water separator or primary fuel filter.

Secondary Filter

Because fuel injection pumps and injectorsare precision devices with extremely closeclearances between working parts, parti-cles which can cause damage must beremoved in the secondary filter. This filteris standard equipment on all Cat DieselEngines. When a secondary filter getsplugged, an engine typically loses poweror may run erratically. The fuel pressuregauge will indicate low fuel pressure underthese conditions. Filter media in Caterpillarfuel filters is developed and carefully con-trolled to conform with Cat specificationson filtration efficiency and durability. Use offilters of unknown capability may not pro-tect the precision fuel system from conta-mination.

Fuel Pressure Regulator

Somewhere in the fuel path, before or at theinjection pump, there is a pressure regulat-ing valve which limits the pressure of fuelsupplied to the injection pump housingreservoir. This pressure must be enough tofill the individual injection pump assemblies,but would become excessive if the transferpump could not pump excess fuel through arelief circuit back to the fuel tank. A shutoffvalve should never be placed in the fuelreturn line because pressure would quicklybuild to damaging levels. The return linealso allows air to escape from the system.

103

Priming Pump

When a fuel system has air in it, the handpriming pump is used to fill the system withfuel and purge the air. Once this has beendone, the priming pump will not likely beused again until the fuel system is emptiedfor adjustment or repair.

Injection Pump

Fuel is pumped at a very high pressure toeach cylinder injector by individual injectionpumps. For example, a six-cylinder enginehas six separate injection pumps within theinjection pump group. The fuel volumepumped on each stroke is controlled by therack (scroll system) or sleeve shaft (sleeve-metered fuel system) which determinesthe effective pumping stroke. The governorcontrols the rack or sleeve shaft position,thereby controlling fuel delivery to producea governed speed, regardless of load.

Injection Lines

Individual fuel lines carry fuel at the veryhigh pressure required for injection, fromindividual injection pumps to each cylinderinjector. These lines are heavy-walled,strong, specially extruded tubing made onlyfor this purpose. Because the injectionlines carry such high pressure, they shouldnot be bent or damaged during installationor operation.

Injectors

The purpose of the injector valve is tospray the correct pattern of atomized fuelinto the combustion chamber (DI) or intothe precombustion chamber (PC). It has aspring-loaded valve which requires thatthe pressure rise to some elevated levelbefore valve opens at start of injection.This is necessary for precision-timed fueldelivery and assures a sharp cutoff of fuelat the end of each injection period.

Governor and Controls

The purpose of the governor is to controlengine speed by regulating the amount offuel injected. It does this by controlling therack or sleeve shaft position. The speedcontrol lever on the governor is positionedby the operator using some type of controllever, cable, or remote actuator (air, elec-tric, etc.).

Devices such as fuel-air ratio controls,shutdown solenoids, and manual shutoffsalso operate on the governor which, inturn, operates on the rack or sleeve shaft.

GOVERNORS

All engine models have hydra-mechanicalspeed droop governors standard on indus-trial models, except 3208 and 3300 Engineswhich have mechanical speed droop gov-ernors as standard. Both types containmechanical ball-head-type speed govern-ing devices, but the hydra-mechanical gov-ernors use a pilot valve and servo systemcontrolling flow of engine oil to provide theworking force to move the rack.

Types of governors available for use on allCaterpillar Engines, except the 3208, arespeed droop, isochronous, and electricload sharing. Only the speed droop-type isavailable on the 3208. The engine applica-tion determines which one should be used.Close regulation governors are requiredfor some types of processing operations.For example, a forage harvester cutter heador a rock crusher must operate in a narrowspeed bank for best results.

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Sped Droop Governors

A speed droop governor’s full load speed isless than its no-load speed. This differenceis called speed droop and is expressed as apercentage of full-load speed. For example,a governor with 10% regulation, or speeddroop, with a full-load speed of 2000 rpmwould have a no-load speed (high idle) of2200 rpm.

The speed droop governors available on CatEngines are not all the same in construc-tion, but their speed droop characteristicsare similar. They are generally available innominal 3% and 10% versions.

Engines equipped with speed droop gov-ernors can be shut down by moving thehand throttle beyond a detent into a fuel-offposition. A manual shutoff shaft and provi-sions for mounting an optional DC shutoffsolenoid are standard on most Cat Engines.

The manual shutoff shaft can have a leverinstalled on it to provide a mechanical orpneumatic method of stopping the engine,whereas the solenoid option provides forremote electric shut down of the engine.

Speed droop governors are recommendedfor most mechanical and torque converterdrives where operation is characterized byvarying speeds. If output shaft speed ona torque converter must be controlled orlimited, an output shaft governor must beinstalled.

Constant speed applications, such aspumps and various processing operations,also use speed droop governors success-fully if the effect of speed variation due toload change is not significant.

When operated at less than rated full loadspeed, the governor speed droop percent-age increases. Governor springs can bechanged to restore proper droop.

Isochronous Governors

Isochronous governors, usually referred toas “constant speed or zero percent speeddroop,” are available on all Cat Enginesexcept the 3208. Their no-load and full-load speeds are the same.

The isochronous governors used byCaterpillar are the Woodward PSG, UG8D(dial-type) and UG8L (lever-type), andEG3P-2301. These governors are servicedby Caterpillar.

Although these governors are isochronous,they can be adjusted to provide speeddroop. The speed droop adjustment is exter-nal on the UG8D and newer PSG gover-nors. It is internal on the UG8L.

The PSG governor has its own oil pumpbut operates on engine oil. It is availablefor the smaller engines and can be sup-plied with an electric speed-changingmotor for remote control.

The UG8D and UG8L governors, whichhave a self-contained oil pump and oil sup-ply, are available on the larger engines.

The UG8D is available with a 24-32 Vdc,100 VAC-50 Hz, 115 VAC-60 Hz, speed-changing motor and a 24-32 Vdc shut-down solenoid. The UG8L is available witha 10 psi to 60 psi (69 kPa to 414 kPa) airactuator. The PSG and UG8D are normallyused for generator set applications. Thesegovernors and their applications are dis-cussed more fully, with pictures, in the OilField Application and Installation Guide.

105

106

Governor Selection

Governor WithSpeed Speed Droop 2301 2301Droop Capability Load-Sharing Standby

Governor* PSG UG8D UG8L Governor GovernorD399 X X X X X**G399 X X X X X**D398 X X X X XG398 X X X X X**D379 X X X X XG379 X X X X X**D353 X X X X XD349 X X X X**D348 X X X X**G342 X X3412 X X X X3408 X X X X3406 X X X X3306 X X3304 X X3208 X

**Speed droop available is dependent upon the specific engine. Contact your CaterpillarEngine supplier for specifics.**Standard equipment for standby automatic start-stop applications.

Electric Load Sharing Governors

A Woodward 2301 electric load-sharinggovernor system is available on mostCaterpillar Engines except the 3208s and3300s. This governor is isochronous. Italso has the ability to provide automaticand proportional load division betweenparalleled AC generators, even with differ-ent sized units, and still maintain isochro-nous speed.

An EG3P actuator is mounted on the engine,and the control box is mounted remotely.

Refer to Generator Set Selection andInstallation Guide for more complete infor-mation concerning electric governors.

Governor Selection

The following two charts summarize gov-ernor configurations and their capabilities:

107

Governor Capabilities and Recommended Usage

2301 2301Speed Isochronous Load- Speed Droop Governor Sharing Control

Governor PSG UG8D UG8L Governor GovernorLoad XSharing AtIsochronousSpeed

Isochronous X X X X X

Speed Droop X X X X X X

Rheostat X XSpeedAdjustment

Electric X X XMotor SpeedAdjustment(AC-DC)

Air X XThrottleSpeedAdjustment

Shutdown by XGovernorThrottle-Diesel

Manual X X X X XShutoffPlunger-Diesel

DC Shutoff X X X XSolenoid-Diesel

Variable X X XSpeedOperation

Constant X X X X X XSpeedOperation

Parallel X X X XOperation(DC or AC)

CONTROLS

Purpose — To input the governor with acorrect speed signal, usually a mechanicalmotion, to result in desired engine speed.

Description — Typically, the control sys-tem will consist of a single lever-linkagearrangement, or a push-pull cable whichtranslates operator’s action to the governorspeed control lever. Sometimes the speedcontrol can also move the governor toshut-off position, but more typically, a sep-arate shut-off device (solenoid or mechan-ical linkage) is attached to the governor forthis purpose.

Controls should be easy to use by themachine operator. They control enginespeed and shut off fuel to stop the engine.

Governor Force and Motion Data

The TIF contains information on (1) arc ofmotion and (2) force level required to oper-ate the governor speed control on eachengine model. This allows the designer toselect or design an appropriate cable con-trol, or some lever-link arrangement.

Use of Control Cable

When there is relative motion between theengine and the machine, a cable controlmay be used to avoid transmitting unwant-ed motion to the governor control levercausing unacceptable speed fluctuationwhich can be confused with governor surge.

Design for Linkage Over-Travel

Control mechanisms must be designedwith a stop which prevents overloading thegovernor lever when it reaches its limit oftravel. But this causes a problem when thestop on the control linkage is reachedbefore full speed position of governor lever

is reached. This causes power complaintsbecause the engine is prevented fromoperating at rated power, because the link-age did not allow the engine to developrated speed.

The best approach is to use a springloadedbreak-over governor lever which acceptsmotion of the control linkage beyond thetravel of the governor shaft. Then it is easyto adjust correctly and visually check thatthe governor speed control lever will travelits full range.

Engine Shutdown Control

Engine shutdown is done by shutting offfuel supply in some manner. Usually this isdone with a direct mechanical connectionwhich pulls the rack to shutoff, or with asolenoid which does the same thing.Safety shutoffs are discussed more com-pletely in another chapter.

FUELS

Use clean fuel meeting Caterpillar’s recom-mendations for best service life and perfor-mance. Anything less is a compromise, andthe risk is the user’s responsibility. Dirtyfuel not meeting Caterpillar’s minimum fuelspecifications will adversely affect com-bustion, filter life, startability, and life of inter-nal components.

Clean fuel is of utmost importance to fuelinjection system components if long, trou-ble-free service life is expected. AllCaterpillar Engines are equipped with a fil-tering system that protects the fuel injec-tion pumps and valves. These filters arenot designed to cope with great quantitiesof sediment and water. Both should beremoved by a primary filtering system orwater separator.

108

Fuel Selection

Caterpillar Diesel Engines have the capac-ity to burn a wide variety of fuels. In gener-al, the engine can use the lowest-priceddistillate fuel which meets the followingrequirements.

(Fuel condition as delivered to enginefuel filters.)

Cetane No. (precombustion chamberengines) — 35 minimum.

Cetane No. (direct injected engines) —40 minimum.

Viscosity — 100 SUS at 100°F(37.8°C) maximum.

Pour Point — 10°F (5.5°C) below ambient temperature.

Cloud Point — not higher than ambienttemperature.

Sulfur — Shorten oil change period forhigher than 0.4% sulfur in fuel.

Water and Sediment — 0.1% maximum.

Some fuel specifications that meet the aboverequirements:

ASTM D396 — No. 1 and No. 2 fuels(burner fuels).

ASTM D975 — No. 1-D and No. 2-Ddiesel fuel oil.

BS2869 — Class A1, A2, B1, and B2engine fuels.

BS2869 — Class C, C1, C2, andClass D burner fuels.

DIN51601 — diesel fuel.

DIN51603 — EL heating oil.

The following additional information de-scribes certain characteristics and theirrelation to engine performance.

Cetane Number

This index of ignition quality is determinedin a special engine test by comparisonwith fuels used as standard for high andlow cetane numbers.

Sulfur

Since the advent of high detergent oils,sulfur content has become somewhatless critical. A limit of 0.4% maximum isused for Caterpillar Engines withoutreducing oil change periods. However,the worldwide fuel shortage has causedthis problem to resurface more oftennow because of very high sulfur levels insome fuels. Oil change periods must bereduced with higher sulfur fuel.

Gravity

This measurement is an index of theweight of a measured volume of fuel.Lower API ratings indicate heavier fuelswhich contain more heat value by volume.

Viscosity

This factor is a time measure of flow resis-tance of a fuel. Some low viscosity fuelsare not good lubricants; a viscosity whichis too high makes for poor fuel atomiza-tion, decreasing combustion efficiency.

Distillation

This involves the heating of crude to rela-tively high temperatures. The vapor whichresults is drawn off at various tempera-ture ranges producing fuel of differenttypes. The lighter fuel, such as gasoline,comes off first, and the heavier fuel last.

109

Flash Point

The lowest temperature at which the fuelwill give off sufficient vapor to ignitemomentarily when a flame is applied tothe vapor.

Pour Point

This denotes the lowest temperature atwhich fuel will flow or pour.

Water and Sediment

The percentage by volume of water andforeign material which may be removedfrom fuel by centrifuging. No more thana trace should be present.

Carbon Residue

Percentage by weight of dry carbonremaining when fuel is ignited andallowed to burn until no liquid remains.

Ash

This is percentage by weight of dirt, dust,and other foreign matter remaining aftercombustion.

Corrosion

To determine corrosion a polished cop-per strip is immersed in the fuel for threehours at 122°F (50°C). Any fuel impart-ing more than slight discoloration shouldbe rejected.

The customer should order as heavy afuel as his diesel engine and tempera-ture conditions permit. Fuel costs repre-sent approximately 80% of total operat-ing costs for an engine, so it is goodeconomy to look closely at the largestcost first.

NOTE: Caterpillar Diesel Engine fuel racksettings are based on 35° API (specificgravity) fuel. The use of fuel oil with a higherAPI (lower specific gravity) number will resultin some reduction of power output. Whenusing heavier fuels, a corrected rack settingshould be used to prevent power levelsabove the approved rating. Your CaterpillarEngine supplier should be contacted toobtain the correct rack setting for fuels whichdo not comply with the recommendations.Operation above the approved engine horse-power rating level will result in reducedengine life, increased owning and operatingcosts, and customer dissatisfaction.

110

111

STARTING

Page

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112

Electric Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112

Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

Temperature Versus Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113Battery Performance — Specific Gravity Versus Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . 113Maximum Recommended Total Battery Cable Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113Caterpillar Engine Battery Recommendtions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114Typical Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

Charging Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115

Starting System Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116

Air Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116

Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116Supply Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116Air Storage Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117

Tank Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117Cranking Time Required per Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117Rate of Free Air Consumption. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117Free Air Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118

Hydraulic Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118

Starting Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

Glow Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119Ether . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120Driven Load Reduction Devices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120

GENERAL

An engine starting system must be able tocrank the engine at sufficient speed for fuelcombustion to begin normal firing and keepthe engine running.

There are three common types of enginestarting systems:

A. Electric

B. Air

C. Hydraulic

The choice of systems depends upon avail-ability of the source of energy, availabilityof space for storage of energy, and ease ofrecharging the energy banks.

Startability of a diesel engine is affectedprimarily by ambient temperature, lubricat-ing oil viscosity, and the size of the crankingsystem. The diesel relies on the heat ofcompression to ignite the fuel. This heat isa result of both the cranking speed and thelength of time for cranking. When the engineis cold, a longer period of cranking is re-quired to develop this ignition temperature.On precombustion chamber-type engines,additional heat can be provided by usingglow plugs.

Heavy oil imposes the greatest load on thecranking motor. Both the type of oil and thetemperature can drastically alter its viscosity.An SAE 30 oil will, for example, approachthe consistency of grease at temperaturesbelow 32°F (0°C). The proper engine oilviscosity should be provided according torecommendations in the engine operationmanual.

ELECTRIC STARTING

Electric starting is the most convenient touse. Storage of energy is compact, however,charging the system is slow and difficult incase of emergency. Electric starting be-comes less effective as the temperaturedrops due to loss of battery dischargecapacity and an increase in an engine’sresistance to cranking under those condi-tions. It is the least expensive system andis most adaptable to remote control andautomation.

Damage can result if water enters and isretained in the starting motor solenoid. Toprevent this, engines stored outside shouldbe provided with a flywheel housing cover.If possible, the starting motor should bemounted with the solenoid in an up positionwhich would provide drainage and preventwater from collecting in the solenoid.

Engines which are subject to heavy drivenload during cold start-up should be providedwith a heavy-duty starting motor. See sec-tion on Driven Load Reduction Devices.

112

STARTING

113

Battery Performance

Specific Gravity Versus Voltage

1.260 100 2.10 –70 –941.230 75 2.07 –39 –561.200 50 2.04 –16 –271.170 25 2.01 –02 –191.110 Discharged 1.95 +17 –08

Maximum Recommended Total Battery Cable Length

Direct Electric Starting12 Volt 24-32 Volt

0 50 4.0 1.22 15.0 4.5700 70 5.0 1.52 18.0 5.49000 95 6.0 1.83 21.0 6.400000 120 7.5 2.29 27.0 8.24

MetersFeetMetersFeetmm2AWGCable Size

°C°FVoltage per Cell% ChargeSpecific Gravity

Freezes

BATTERIES

Lead-acid storage batteries are the mostcommon energy source for engine electricstarting systems.

Two considerations in selecting proper bat-tery capacity are:

A. The lowest temperature at which theengine might be cranked.

B. The parasitic load imposed on theengine.

A good rule of thumb is to select a batterypackage which will provide at least four30-second cranking periods (total of twominutes cranking) without dropping below60% of the nominal battery voltage. Anengine should not be cranked continuouslyfor more than 30 seconds or starter motorsmay overheat.

Batteries should be kept warm, if possible,but not over 125°F (52°C) to ensure maxi-mum engine cranking speed. The impactof colder temperatures is described below:

Temperature Versus Output

80 27 10032 0 650 –18 40

The cranking batteries should always besecurely mounted where it is easy to checkwater level, charge condition, and cleanli-ness. They should be located as close to thestarting motors as is practical to minimizevoltage drop through the battery cables. Allbattery connections must be kept tight andcoated with grease to prevent corrosion.

Percent of 80°F (27°C)Ampere Hours Output Rating°C°F

Caterpillar Engine Battery Recommendations

3208 12 1140 1460 160024 570 730 800

3304 12 1140 1500 174024/30/32 570 750 870

3306 12 1140 1500 200024 570 750 1000

30/32 570 750 870

3406 12 1740 1800 200024 800 870 1000

30/32 800 870 870

3408/3412 24 870 1000 126030/32 870 870 1260

D348 24 870 1000 126030/32 870 870 1260

D349 24/30/32 1260 1260 1260

D353 24 1000 1260 126030/32 1260 1260 1260

D379/398 24/30/32 1260 1260 1260

D399 24/30/32 1260 1260 —

**Below 60°F use glow plugs if available.**Below 32°F use ether aid for direct injection engines.

–25°F to –1°F**0°F to 30°F**31°F and Up*VoltageModel

Cold Cranking Amperes at 0°F Temperature

114

115

Figure 53 TYPICAL WIRING DIAGRAMS

CHARGING SYSTEMS

Normally, engine-driven alternators are usedfor battery charging. When selecting analternator, consideration should be given tothe current draw of the electrical acces-sories to be used and to the conditions inwhich the alternator will be operating. Analternator must be chosen which has ade-quate capacity to power the accessoriesand charge the battery. If the alternator willbe operating in a dusty, dirty environment; aheavy-duty alternator should be selected.

Consideration should also be given to thespeed at which the engine will operatemost of the time. An alternator drive ratioshould be selected so that the alternatorcharges the system over the entire enginespeed range.

Engine-driven alternators have the disad-vantage of charging batteries only whilethe engine is running. Trickle chargers areavailable but require an A/C power source.Battery chargers using AC power sourcesmust be capable of limiting peak currentsduring the cranking cycle or must have arelay to disconnect the battery chargerduring the cranking cycle. In applicationswhere an engine-driven alternator and abattery trickle charger are both used, thedisconnect relay must be controlled to dis-connect the trickle charger during crankingand running periods of the engine.

STARTING SYSTEM WIRING

Power carrying capability and serviceabilityare the primary concerns of the wiring system.

Select starter and battery cable size from thesize/length table on Page 109. For correctsize and correct circuit for starting systemcomponents, see typical wiring diagrams.The wiring should be protected by fuses ora manual reset circuit breaker (not shownon the wiring diagrams). Fuses and circuitbreakers should have sufficient capacityand be readily accessible for service.

Other preferred wiring practices are:

— Minimum number of connections,especially with battery cables.

— Positive mechanical connections.

— Permanently labeled or color-codedwires.

— Short cables to minimize voltage drop.

— Ground cable from battery to starteris preferred. If frame connections areused, tin the contact surface. Currentpath should not include high resis-tance points such as painted, bolted,or riveted joints.

— Protect battery cables from rubbingagainst sharp or abrasive surfaces.

AIR STARTING

Air starting usually offers higher crankingspeeds than electric starting. This will usu-ally result in faster starts with less crankingtime; however, remote controls and auto-mation are more complex. On the otherhand, the air system can be quicklyrecharged; but air storage tanks are proneto condensation problems and must beprotected against internal corrosion andfreezing.

The air starting system includes: air startingmotor, air storage tank, starting valve, pres-sure regulator, and oiler. A starting motordischarge air silencer/vapor arrestor is anoptional accessory to the air starting sys-tem. The pressure regulator is designed toreduce inlet line pressure from a maximumof 250 psi to 110 psi (1725 kPa to 759 kPa)regulated air pressure to the motor. Highersupply air pressures may be used by utiliz-ing additional regulators plumbed in series.Unregulated systems must not exceed150 psi (1034 kPa) to the starting motor.

Compressor

The compressor can be operated by eitheran electric motor or an internal combustionengine. Space should be provided for ser-vice accessibility, inspection, and for manualstarting of the internal combustion engine.

Supply Line

The air supply line between the storagetank and the air motor should be short anddirect and of a size equal to the dischargeopening of the air receiver. Black iron pipeis preferable and must be properly sup-ported to avoid vibration damage to thecompressor. Flexible connections betweenthe compressor outlet and the piping arerequired.

116

Air Storage Tank

Air storage tank should meet AmericanSociety of Mechanical Engineers (ASME)pressure vessel specifications and shouldbe equipped with a safety valve and apressure gauge. Safety valves should beregularly checked to guard against possi-ble malfunction. A drain cock must be pro-vided in the lowest part of the air receivertank for draining condensation.

Tank Sizing

Many applications require sizing airreceivers to provide a specified number ofstarts. This can be accomplished using thefollowing equation:

Ns (Vs 2 Pa)Vr = ___________

Pr – P min

Vr = Receiver capacity (cubic feet orcubic meters).

Ns = Number of starts.

Vs = Air volume requirement per start(cubic feet or cubic meters). Usethe free air consumption valuefrom Page 114 — times thecranking time required per start.

Pa = Atmospheric pressure (psia orkPa).

Pr = Receiver pressure (psia or kPa).This is the pressure at start ofcranking.

P min = Minimum receiver pressure (psiaor kPa) required to sustain crank-ing at 100 rpm. (See Page 114.)

The volume of free air required per start(Vs) depends on three factors:

A. Cranking Time Required per Start

The cranking time per start dependsupon the engine model, engine condi-tion, ambient air temperature, oil vis-cosity, fuel type, and design crankingspeed. Five to seven seconds is typicalfor an engine at 80°F (26.7°C). Restartsof hot engines usually take less thantwo seconds.

B. Rate of Free Air Consumption

The rate of free air consumptiondepends on these same variables andalso on pressure regulator setting.Normal pressure regulator setting is100 psig (690 kPa). Higher pressurecan be used to improve starting underadverse conditions up to a maximum of150 psig (1034 kPa) to the startingmotor. 5 f3/s to 15 f3/s (0.14 m3/s to0.42 m3/s) is typical for engines from50 hp to 1200 hp (37 kW to 895 kW).The values shown on Page 114 assumea bare engine (no parasitic load) at50°F (10°C)

C. Operation

The air supply must be manually shutoff as soon as the engine starts, or thesensing system must close the sole-noid air valve, to prevent wasting start-ing air pressure and prevent damage tostarter motor by overspeeding. Watervapor in the compressed air supplymay freeze as the air is expandedbelow 32°F (0°C). A dryer at the com-pressor outlet or a small quantity ofalcohol in the starter tank is suggested.

117

HYDRAULIC STARTING

Hydraulic starting provides highest crankingspeeds and fastest starts. It is relativelycompact. Recharging time is fast, and thesystem can be recharged by a hand pumpprovided for this purpose. The high pres-sure of the system requires special pipesand fittings and extremely tight connec-tions. Oil lost through leakage can easily be

replaced, but recharging the pressurizedgas, if lost, requires special equipment.

Repair to the system usually requires spe-cial tools. The complete system is suppliedby the starter manufacturer. Due to systemcomplexity, hydraulic starting is not recom-mended except where the use of electricalconnections could pose a safety hazard.

118

The following formula may be used to esti-mate the time required for an air compressorto raise the pressure in an air receiver to aspecified limit:

Pt 2 VrT = _______

Pa 2 N

T = Time in minutes.

Pt = Final pressure of tank (psia orkPa).

Pa = Atmospheric pressure (psia orkPa).

Vr = Volume of air receiver (cubicfeet or cubic meters).

N = Net free air delivery of compres-sor (cubic feet per minute orcubic meters per minute).

Free Air Consumption f3/s (m3/s)for a Bare Engine at 50°F (10°C)

3304 5.8 (0.1641) 6.8 (0.1924) 7.7 (0.2179) 50 (345)3306 5.9 (0.1670) 6.9 (0.1953) 7.8 (0.2207) 51 (352)3406 6.2 (0.1755) 7.3 (0.2066) 8.3 (0.2349) 55 (379)3408 6.4 (0.1811) 7.5 (0.2122) 8.6 (0.2434) 54 (372)3412 7.9 (0.2236) 9.0 (0.2547) 10.1 (0.2858) 51 (352)D348 8.3 (0.2349) 9.8 (0.2773) 10.8 (0.3056) 51 (352)D349 9.2 (0.2604) 10.5 (0.2972) 11.8 (0.3339) 66 (455)D353 6.6 (0.1868) 7.8 (0.2207) 8.9 (0.2519) 55 (379)D379 9.0 (0.2547) 10.3 (0.2915) 11.6 (0.3283) 44 (303)D398 9.5 (0.2688) 10.8 (0.3056) 12.2 (0.3453) 63 (434)D399 9.8 (0.2773) 11.3 (0.3198) 12.6 (0.3566) 76 (524)

P min psia(kPa)

150 psig(1034 kPa)To Starter



EngineModel

STARTING AIDS

Starting aids are recommended when tem-peratures fall below certain levels, as shownin the Operation and Maintenance Guides.Glow plugs and/or ether starting aids aresufficient for most conditions, with oil andcoolant heating necessary in extremelylow ambients (refer to Operations andmaintenance Guides for further data oncold weather procedures).

Glow Plugs

Glow plugs are available for all precom-bustion chamber Caterpillar Engines.These glow plugs mount in each cylinder’sprecombustion chamber. Depending onthe size of the engine, they alone are ade-quate for temperatures as low as 0°F(–15°C) before ether or other starting aidsare needed. Glow plugs function by sup-plying a source, other than compression,to raise the air-fuel mixture to combustiontemperature.

Glow plugs are simple to use and easy toinstall. An ample wiring circuit is the onlyrequirement. Each glow plug, regardlessof voltage, is rated at 150 watts. Currentdraw for a 12-volt glow plug is 12.5 ampsand 6.25 amps for a 24-volt glow plug.

Amperage can be measured to check thecondition of glow plugs. If all the glow plugsare in operating condition, the ammeterreading should equal the number of glowplugs times the appropriate amperagedraw per plug. If not, it is reasonable toassume a glow plug(s) has failed or the cir-cuit is inadequate. The amperage in eachglow plug lead can be quickly checked withan amprobe device which snaps over eachwire without making any connections.

Ether

Ether facilitates starting since it is a highlyvolatile fluid which has a low ignition tem-perature. Many types of ether starting aidsare commercially available. The high pres-sure metallic capsule-type is recommend-ed. When placed in an injection device andpierced, the ether passes into the intakemanifold. This has proven to be the bestsystem since few special precautions arerequired for handling, shipping, or storage.

CAUTION: WHEN OTHER THAN FULLYSEALED ETHER SYSTEMS ARE USED,ENSURE ADEQUATE VENTILATION FORVENTING THE FUMES TO THE ATMOS-PHERE TO PREVENT ACCIDENTALEXPLOSION AND DANGER TO OPERAT-ING PERSONNEL.

Ether must be used only as directed by themanufacturer of the starting aid device.The ether system must be such that amaximum of 3.0 cc of ether will bereleased, each time the button is pushed.Caterpillar ether systems are designed torelease 2.25 cc of ether each time the sys-tem is activated. Excessive injection ofether can damage an engine.

119

Heaters

When operating in areas which experiencelong winter seasons or temperatures con-sistently in the 0°F (–18°C) range, it maybe desirable to use an engine coolantheating system.

This system should maintain the enginecoolant at a temperature of approximately90°F (32°C) to ensure quick starting, providefaster warm-up, save fuel during starting,reduce engine wear, and extend battery life.

The coolant heaters are normally suppliedto operate on single-phase alternating cur-rent, and an outside electrical source isrequired. For additional information seeBlock Heaters in Cooling section.

Driven Load Reduction Devices

Effect of driven equipment loads during coldweather engine starting must be consid-ered. Hydraulic pumps, air compressors,and other mechanically driven devices

typically demand more horsepower whenthey are extremely cold at start-up. Theeffect of this horsepower demand may beovercome by providing a means ofdeclutching driven loads until the enginehas been started and warmed up for a fewminutes. This is not always easy or practi-cal, so other means of relieving the load atcold start-up may be required if theengine-load combination cannot be start-ed with sufficient ease using the enginestarting aids described earlier.

Some air compressors provide for shutoffof the air compressor air inlet during coldstarting. This greatly decreases drag onthe engine and improves cold startability.This approach can only be used when theair compressor manufacturer provides thissystem and fully approves of its use. Other-wise, air compressor damage could result.

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121

INSTRUMENTATION, MONITORING, AND SHUTOFF

Page

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

Jacket Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

Intake Manifold Air Temperature Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

Exhaust Temperature Gauge (Pyrometer) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

Engine Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

Engine Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

Fuel Pressure Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

Air Restriction Gauge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

Oil Filter Differential Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

Alarm Contactors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124

Solenoid Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124Manual Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124Shutoff Detent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124Mechanical Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124Hydra-Mechanical Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124

GENERAL

Instrumentation systems are an importantpart of any engine installation. Attention todesign, installation, and testing assures areliable installation that will reduce mainte-nance costs. Suitable instrumentationenables the operator to monitor enginesystems and make corrections before fail-ures occur.

The following gauges can be provided. Manyare not needed or appropriate dependingon size of engine and nature of installation.

Note: Electric gauges must be on a sepa-rate circuit to avoid voltage pulses whichcould give false readings.

INSTRUMENTATION

Instrumentation enables the operator tomonitor engine systems and make correc-tions BEFORE failure or damage occurs.Consider the following:

1. Minimum recommended mechanicallygov-erned engine instrumentationincludes:

Water temperature

Oil pressure

Ammeter/Voltmeter

Air cleaner restriction

2. Minimum recommended electronicallygoverned engine instrumentationincludes:

Engine warning lamp

Engine diagnostic lamp

Engine monitoring mode set to at least“warn” (factory default)

Air cleaner restriction

3. Electric gauges must be on a separatecircuit to avoid transient voltage thatcould give false readings.

4. Warning lights and audible alarms helpa operator from overlooking a develop-ing problem.

5. Be aware of sensor tube or lead routing,and robustness of the gauges/supports/clamps to minimize the risk of failure orleakage possibly causing a fire or falsereadings.

6. Electronic engines provide data link(s)that broadcast engine operating para-meters for Caterpillar or after marketdisplay modules. Utilizing these featuresminimizes duplication of features andcould provide the operator state-of-the-art engine status display information.

TACHOMETER

The tachometer indicates engine rpm. It isa self-powered electric tachometer that isadjustable. The tachometer drive can alsobe used to drive mechanical tachometers.

JACKET WATER TEMPERATURE GAUGE

This gauge indicates the temperature of thejacket water as it leaves the engine. Jacketwater temperature must be maintainedbetween minimum and maximum limits.

Temperature gauge capillary tubes mustbe routed to avoid hot spots, such as man-ifolds or turbochargers, which will causefalse readings.

INTAKE MANIFOLD AIR TEMPERATURE GAUGE

This gauge indicates air temperature between the aftercooler and the cylinder.The limits will vary by engine rating. Jack

122

INSTRUMENTATION, MONITORING, AND SHUTOFF

water aftercooled engines operate at a sig-nificantly higher inlet manifold air tempera-ture than do the engines rated for 85°F(29.9°C) or 110°F (43.3°C) aftercooler watertemperatures.

EXHAUST TEMPERATURE GAUGE(Pyrometer)

The pyrometer measures exhaust gas tem-peratures, normally after the turbocharger.On Vee engines with two turbochargers, asingle instrument is supplied with dualtemperature read-out for both banks. Onengines with single turbochargers, oneinstrument with a single read-out is provid-ed. DO NOT USE EXHAUST TEMPERA-TURE AS A LOAD SETTING INDICATORWITH TURBOCHARGED AND TURBO-CHARGED/AFTERCOOLED ENGINES.The pyrometer should be used only tomonitor changes in the combustion sys-tem and to warn of required maintenance.

ENGINE OIL TEMPERATURE GAUGE

This gauge indicates oil temperature afterthe lube oil cooler. On most engines, theoil is cooled by engine jacket water. A highjacket water temperature or a clogged oilcooler will prevent the engine lube oil frombeing properly cooled.

ENGINE OIL PRESSURE GAUGE

This gauge indicates the pressure of thefiltered oil. Oil pressure will be greatest afterstarting a cold engine and will decreaseslightly as the oil warms up. Oil pressure isgreater at operating speeds than at lowidle rpm. The specified minimum oil pres-sure is for an engine running at continuousrated speed. Plugged oil filter elements willdecrease engine oil pressure. The oil filterservice indicator (where provided) should bechecked regularly for premature filter plug-ging. STOP THE ENGINE IMMEDIATELYIF OIL PRESSURE DROPS RAPIDLY.

FUEL PRESSURE GAUGE

The fuel pressure gauge indicates the pres-sure of the filtered fuel. A power reductionwill occur if the fuel pressure drops too low.Plugged fuel filters decrease fuel pressureHigh fuel pressure can burst fuel filterhousings, damage gaskets, and causeerratic speed control because of increasedfriction drag in injection pumps.

AIR RESTRICTION GAUGE

The air restriction gauge measures thevacuum caused by the air filter restriction.Clogged air cleaners will result in reducedair flow causing high exhaust temperatureand sometimes excessive smoke. The airrestriction gauge should be checked regu-larly, and air filters should be changedwhen restriction limits are reached.

OIL FILTER DIFFERENTIAL GAUGE

This gauge measures the difference inpressure between the filtered and unfil-tered sides of the oil filter; a high readingwill indicate plugged oil filters. This gaugeshould be checked regularly.

AMMETER

An ammeter measures electrical current toor from the battery.

ALARM CONTACTORS

Low oil pressure and high water tempera-ture alarms are recommended for everyengine installation. These are preset tem-perature and pressure switches that willactivate a customer-supplied alarm, or light,when temperature or pressure limits of theswitch are exceeded. In addition, a lowwater level alarm switch can be provided towarn of a low water level condition. It may

123

be installed in the radiator top tank or theheat exchanger expansion tank dependingon the type of cooling system provided.

Any engine function involving speed, tem-perature, and pressure control may besensed with an appropriate alarm or shut-off system.

Alarm switches available from Caterpillar willoperate on AC or DC voltage, from 6 voltsto 240 volts. These switches (single-poledouble-throw) may be used to activatealarm horns or lights up to 5 amp rating.

SHUTOFF

The following engine shutoff’s are availableon Caterpillar Engines. Consult the Indus-trial Engines Price List for shutoff availabilityon a particular engine model. In somecases multiple shutoffs may be provided.

Solenoid Shutoff

The shutoff solenoid is mounted on thegovernor shutoff housing and can beactivated either by an instrument panel-mounted switch or by switches whichsense critical engine or driven-equipmentfunctions. Shutoff solenoids are availablein either energized-to-shutoff or energized-to-run versions.

Manual Shutoff

The manual shutoff shaft extends fromthe engine governor shutoff housing. Toutilize this shaft, a separate linkage sys-tem (usually a push-pull cable) must beprovided. The shaft must be held in shut-off position until the engine stops. Con-sult the Industrial Engine Drawing Bookfor manual shutoff shaft rotation range.

Shutoff Detent

This shutoff can be activated by pushingthe governor speed control lever fromthe high position to the low idle position,then snapping through the low idle posi-tion into the shutoff position. To use thisfeature, the linkage must be designedand sized to tolerate full loading reversalwithout undue stress or deflection.

Mechanical Shutoff

This attachment provides a mechanicalshutoff system that will automaticallyshut down the engine in case of low oilpressure or high coolant temperature.The system is hydraulically operated andcontains a shutoff control group whichforces the engine governor rack to shutoff if a malfunction occurs.

Hydra-Mechanical Shutoff

This system includes provisions to shutdown an engine when either oil pres-sure, coolant temperature, or speed areoutside normal limits. If engine oil pres-sure or coolant temperature exceeds safelimits, the protective system will movethe fuel rack to the shutoff position. If theengine speed exceeds a predeterminedlimit, the air supply will be shut off, inaddition to moving the fuel rack to theshutoff position. In an emergency situa-tion, the system can be manually oper-ated to close off the air supply and movethe rack to the shutoff position.

Caution: Sensing devices must not triggerengine shutdown in applications whereengine provides equipment mobility.

124

125

APPLICATION AND INSTALLATION AUDIT FORMS

Page

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

Serviceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

Application Approval Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

Installation Audit Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

Power Transmission System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129Mounting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130

Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130Lube System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130Fuel System, Governing, and Engine Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131Starting and Charging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131Monitoring System and Gauges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131Serviceability Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131Photos Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132

GENERAL

The goal of all engine sales should be toprovide an application which is within thecapabilities of the engine and to assurethat the engine is installed in a mannerwhich will permit proper operation andmaintenance. To assist in attaining thatgoal, the application approval form and theinstallation audit form, reproduced on thefollowing pages, were created.

The application approval form is designedto be used where a new application isexpected to generate repeat business. Theform should be completely filled out andreturned to the factory where an applica-tion engineer will approve or disapprovethe engine for installation in a pilot model.

Upon completion of the pilot model instal-lation, the installation audit form should befilled out in its entirety, as the engine pack-age is reviewed system by system. Anydeficiencies should be corrected at thattime, assuring the integrity of the installa-tion. Once the form is completed, it can bereturned to the factory where, if accept-able; final approval for multiple productionof identical units will be given.

It is felt that the information gained by com-pleting and retaining these forms is veryuseful in enabling both the factory and theengine installer to provide the customerwith knowledgeable assistance whenquestions or problems arise.

It is considered good practice to use theinstallation audit form as a guide whenreviewing any engine installation. It providesa logical approach to spotting potential prob-lems or areas that can be improved toachieve a more reliable engine installation.

SERVICEABILITY

Good maintenance is a key factor affectingthe life of an engine. Adherence to a goodscheduled maintenance program depends,in part, on the ease with which that main-tenance can be performed. Included in theinstallation audit form is a serviceabilitychecklist. The items on this list should bereviewed to determine if the maintenanceor repairs can be performed easily or ifthey are difficult to the point where they willnot receive the required attention.

Experienced machine builders have learnedthat it is economically advantageous tomake any design changes that may be nec-essary as early as possible in a machine’slife in order to alleviate difficulty in perfor-mance of routine maintenance and repairs.It is equally important to correct any instal-lation deficiencies as soon as they aredetected in order to avoid more costlyproblems at a later date.

126

APPLICATION AND INSTALLATION AUDIT FORMS

127

General Information

1. Data submitted by ______________________________________

Address ______________________________________________

______________________________________________________

2. OEM customer name ____________________________________

Address ______________________________________________

______________________________________________________

3. OEM equipment model or designation ______________________

______________________________________________________

______________________________________________________

Factory Use Only

Pilot Model Application Approval

Reference Number ______________________________________

4. Engine model _____________

5. Engine rating __________ HP at ______________________ RPM

*6. Provide specification sheet, drawing or photograph of equipment if

possible.

7. Potential annual sales ______________________________ units.

Date ________________________

Use additional paper to provide more complete data where required.

Application Approval Information

8. Describe application as completely as possible:________________

______________________________________________________

______________________________________________________

______________________________________________________

______________________________________________________

9. Transmission make _____________________ Model __________

10. Clutch make _____________Model__________ Size __________

11. Torque converter make ______________ Model ______________

12. PTO equipment make ____________ Model __________________

13. Front power takeoff HP required____________________________

How driven: in-line ________________ side load ______________

*Describe, or provide sketch of front driven equipment __________

______________________________________________________

______________________________________________________

______________________________________________________

14. Air compressor make ________________ Model ______________

HP required _________________

15. Alternator make ____________________ Model ______________

Volts ________________ Amps ____________

16. Muffler make _______________________ Model ______________

17. Radiator make ______________________ Model______________

*If radiator to be used is not a Caterpillar furnished radiator, supply a

radiator blueprint with this application.

How are torque converter or auxiliary heat loads cooled? ________

______________________________________________________

______________________________________________________

18. Radiator sized to _____________ btu full load cooling requirements.

19. Angle of engine installation ________________________________

20. Percentage of time engine is operating at full load: ____________

21. Percentage of time engine is idling to total daily operating time

______________________________________________________

22. Expected maximum altitude of operation ____________________

feet (meters)

23. Expected maximum ambient air temperature for this application

______________ °F (°C)

Printed in U.S.A.

Industrial Data

24. HP required at flywheel end of engine ______________________

*25. Describe, or provide sketch of rear driven equipment __________

______________________________________________________

______________________________________________________

______________________________________________________

26. Distance from centerline of PTO drive to front face of crankshaft

pulley (in/cm) ________________ _____________(overhung load)

Diameter of driver pulley __________________________ (in/cm)

Diameter of driven pulley __________________________ (in/cm)

27. Maximum angle of engine operation ________________________

28. Accessories not furnished by CTCo. driven by engine. How and

where driven, HP required ________________________________

______________________________________________________

______________________________________________________

29. Operating hours per day _______________ per year __________

______________________________________________________

______________________________________________________

30. Anticipated number hours to major overhaul __________________

Automotive Data

24. Vehicle or body frontal area ______________________________

25. Type of trailer or body ____________________________________

26. Rear axle ratio(s)________________________________________

27. Overall gear reduction____________________________________

28. Single or tandem drive axle ______________________________

29. Tire size ______________________________________________

30. Maximum GCW or GVW__________________________________

31. Average GCW or GVW __________________________________

32. Top geared speed ______________________________ (mph/kph)

33. Normal top speed when fully loaded ________________ (mph/kph)

empty ________________ (mph/kph)

34. Anticipated miles (km) per day ____________________________

Per year ______________________________________________

35. Air conditioning make ____________________________________

Model ____________ HP required __________________________

36. Power steering make _________________ Model ____________

HP required ________________

FORM NO. 40-083187-02 (05.00)

Caterpillar OEM Pilot Model Application ApprovalTruck-Industrial Engines

128

If this application is currently being performed by another make gasoline or diesel engine, provide the following information, if possible. Engine make ____________

model _______________ gas _______________ diesel _______________ hp _______________ rpm____________________________________fuel consumption

rate _______________ mpg (Km/Liter) or gallons (liters) per hour _______________. Typical top engine overhaul miles/Km/hours __________________________.

Other appropriate operation information____________________________________________________________________________________________________

__________________________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________________

Preliminary approval for a Pilot Model installation engine is requested for the application described. Final approval for multiple production of identical units will be based on

an acceptable Pilot Model Installation Audit (Form 40-681-83188).

This information is correct to the best of my knowledge.

__________________________________________________________

Company Name

__________________________________________________________

Individual’s Name

__________________________________________________________

Title

__________________________________________________________

Telephone ________________________________________________

*Blueprint, sketch, drawing, specifications, or photo required.

Caterpillar approves/disapproves this application as described.

Remarks: __________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

__________________________________________________________

Signed

___________________________________________ ____________

Title Date

Caterpillar Tractor Co.

Marketing Department

Engine Division

Copy returned to ____________________________________________

Company on __________________________________________(date).

129

InstallationAudit No. ____________

Equipment Mfgr. ________________________________________ Address ________________________________________________________________

Cat Dealer ______________________________________________ Location ________________________________________________________________

Cat Dealer Contact ____________________________________________ Position _____________________________________ Phone ________________

Equipment Model/Type ____________________________________________________________________________________________________________

Application ______________________________________________________________________________________________________________________

Engine Model ________________________ SN ____________________ Arrangement Number _________________________ Issue __________________

□ DI □ PC _______________ Aspiration

Rating: ____________________ HP, ____________________ RPM, ____________________ Hi Idle, ____________________ Low Idle

Estimated annual sales __________ units

Audit Test Data and Installation Information Date of Audit __________________________________

1 Power Transmission System

1. Flywheel Driven Equipment: Type ____________________________________ Make ______________ Model __________________

□ Clutch, □ Coupling Size/Type ____________________________________ Make ______________ Model __________________

2. Flywheel Housing is SAE # ______________________, □ Dry, □ Wet, SAE# ____________ to ____________ Adapter Req’d.

3. Auxiliary Equipment Driven from Engine:

__________________ HP____________________ Driven By ____________________________ At ________________ Times Engine speed



4. □ Yes □ No Torsional Analysis Performed? Clutch Side Load:

□ Yes □ No Flywheel Thrust Load Within Limits? Clutch pulley diameter __________ in (__________ mm)

□ Yes □ No Flywheel Side Load Within Limits? Distance from LC of side load to clutch output

□ Yes □ No Auxiliary Drives Within Torque Limits? shaft shoulder __________ in (__________ mm)

5. If This is a Self Propelled Machine, or Automotive:

Transmission Make ____________________________________________________________________Model__________________________________

___________________ Speeds with Following Ratios: __________________________________________________________: Engine

Axle Make ____________________________________ Model ____________________________________ Ratio(s) ____________________________

Remarks:

6. If Electric Power Generator is Involved:

Rating: __________ kW, __________ Volts, __________ Hz, __________ Phase, Wired: □ Y □

Generator Manufacturer ______________________________________________ □ Single Bearing □ Two Bearing

Voltage Regulator Manufacturer ________________________________________ □ Volts/Hz □ Constant Voltage

Series Boost: □ Yes □ No

Remarks:

2 Mounting System

1. Front: □ Solid □ Semi-Soft □ Soft, Isolation Describe ____________________________________________

2. Rear: □ Solid □ Semi-Soft □ Soft, Isolation Describe ____________________________________________

3. Bending Moment at Rear Face of Flywheel Housing _______________ lb-in (_______________ kg-m) caused

by Overhung Transmission or Other Equipment.

Remarks:

3 Air Intake System

1. Air Cleaner Make _______________________________________ Model ________________________ Size/Type________________________________

2. Inlet Pipe Size ___________________________ Length ____________________ Mat’l ____________________ Beaded Connections? ______________

3. Restriction Gauge Used: □ Yes □ No, Setting ________________________________ Location __________________________________________

4. Combustion Air is Taken from □ Outside □ Inside Engine Compartment.

5. ____________in-H2O (_____________ mm-H2O) Inlet Restriction At Full Load.

Remarks:

CATERPILLAR ENGINE INSTALLATION INFORMATION INDUSTRIAL AND TRUCK ENGINES

130

4 Exhaust System

1. Exhaust Backpressure __________ in-H2O (_________ mm-H2O) At Rated Load.

2. Exhaust Pipe I.D. __________ in (__________ mm), Connection at Engine Is: □ Solid □ Flex

3. Muffler Mfgr. ____________________ Model ____________________ □ Single □ Dual

4. Exhaust System Total Length __________ Ft (__________ M) Number of Elbows? ______________________________________________________

5. □ Yes □ No Is Exhaust System Adequately Supported and Free to Expand When Hot?

6. □ Yes □ No Is Rain Protection Provided? If So, How? ____________________________________________________________________

7. Location of Exhaust Outlet Relative to Air Inlet? ____________________________________________________________________________________

Remarks:

5 Cooling System

Refer to Engine Data Sheets 50.5 for test instructions. Engine failure may result from inadequate cooling system design or installation. The CAT specified coolingsystem test should be run on a pilot model machine to find and correct deficiencies before production. Cooling Test Results Must Be Attached to this report,Unless System is Supplied By CAT.

Part 1:

1. System Type is: □ Radiator, □ Heat Exch., □ Cooling Tower, □ Other______________________________________

2. Shutters: □ Yes □ No Mfgr. _______________ Model _______________ Open at _______________ °F (_______________ °C)

3. JW Coolant Out Temp Stabilizes at _______________ °F (_______________ °C) After 20 minutes of most severe expected load cycle

Operation (full load in most cases) with _______________ °F (_______________ °C) ambient air.

4. Is JW Heater Used? □ Yes □ No

Where connected to Engine? ________________________________________________ From Engine? ____________________________________

5. Are Auxiliary Cooler Cores, or Devices Which Restrict Air Flow Used in Front or Behind Radiator? ____________________________________________

____________________________________________________________________________________________________________________________

6. List cooling system components supplied by CAT with group numbers____________________________________________________________________

____________________________________________________________________________________________________________________________

Part II (not Required with Cat Supplied Cooling Package)

7. Is this a Shunt-Type System? □ Yes □ No. Is Auxiliary Expansion Tank Used? □ Yes □ No.

8. Capacity __________ Qt. (__________ Liter). Shunt Line I.D.? __________ in (__________ mm).

9. Does Shunt Line slope continuously downward from radiator to engine? □ Yes □ No.

10. Radiator Supplied* _____________________________ Part Number _____________________________ Model ________________________________

11. □ Vertical Flow □ Cross Flow Fins per inch __________ Tube Rows __________ Core Size _____________ 2 ______________

12. Fan Dia. __________ in (__________ mm) Number of Blades __________, □ Suction □ Blower

13. Fan Mfgr. _____________________________ Part No. _____________________________ Fan Drive Ratio _______________ 2 1.0 Engine

14. Fan Speed at engine rated speed __________ rpm Fan LC to Crank LC __________ in (__________ mm)

15. Drive Pulley Diameter? __________ in; Driven Pulley Diameter?__________ in.

16. Is Fan nearly centered in Radiator Core? □ Yes □ No. Position? __________________________________________________________

17. Fan to Core, clearance is __________ in (__________ mm). Fan to Shroud distance is __________ in (__________ mm).

18. Fan position within Shroud: (Recommend 2/3 of Fan Projection Upstream).

19. Describe position. ____________________________________________________________________________________________________________

20. Pressure Cap used? □ Yes □ No Setting __________ PSI (__________kPa)

21. □ Yes □ No System Meets Filling Requirements?

22. □ Yes □ No System Meets Cavitation Requirement, As Tested.

23. □ Yes □ No System Meets Drawdown Requirement, As Tested.

24. □ Yes □ No System Meets Venting Requirement, As Tested.

25. □ Yes □ No Cooling System Test Results are Attached (Not Required for Cat Supplied System).

Remarks:

6 Lube System

1. Oil Pan Sump: □ Front □ Center □ Rear. Dipstick Shows Full at ____________________________________________ Quarts.

2. Engine Oil Filter is: □ Engine Mounted □ Remote Mounted.

3. Tilt Requirement: Front Up __________; Front Down __________; Tilt Right __________; Tilt Left __________.

4. Is Auxiliary Filter Used? □ Yes □ No Mfgr. __________ Model __________.

Remarks:

*Radiator Drawing Must be Submitted for Review, Unless Sent Earlier with Application Approval.

131

7 Fuel System, Governing, Engine Control

1. Fuel Tank Capacity __________ gal (__________ liter) Number of Tanks? __________

2. Fuel Supply Line I.D. _________ in (__________ mm)

3. Fuel Return Line I.D. _________ in (__________ mm)

4. Is Water Separator Used? □ Yes □ No Manufacturer ____________________ Model ____________________

5. Does Tank Have Drain? □ Yes □ No Vent? □ Yes □ No

6. Governor Type? ________________________________________ Control Device: □ Cable, □ Linkage, or □ Actuator,

Powered by __________________________________________.

7. Does Machine Operate As Intended? □ Yes □ No If Not, Why Not?________________________________________________________

____________________________________________________________________________________________________________________________

8. Are Controls Adjustable for Field Maintenance? □ Yes □ No

Remarks:

8 Starting, Charging Systems

1. Starter Manufacturer ___________________ Model ____________________ Volts ____________________ Solenoid □ Up □ Down

2. Alternator Manufacturer ___________________ Model ____________________ Volts __________ Amps __________ Speed __________ X Engine RPM

3. Battery Volts ___________________ Total CCA Rating ___________________ Amps (0°F) Number of Batteries? ___________________

4. Battery Cable Size? ___________________ Total Length? __________ in (_________ mm)

5. Starting Aids: Glow Plugs □ Yes □ No, __________ Volts

Ether Aid □ Yes □ No, Sprays __________ cc per Injection.

JW Heater □ Yes □ No, __________ Watts.

Air Heater □ Yes □ No, Mfgr. _________________________

6. What Portion of Load, if Any, Cannot be Disconnected from Engine During Starting? ________________________________________________________

____________________________________________________________________________________________________________________________

7. Does Equipment Manufacturer Provide Own Wiring on Engine? □ Yes □ No

8. What Devices Consume Electrical Power from Alternator/Battery? ______________________________________________________________________

__________________________________________________________________ Is Alternator Adequately Sized? □ Yes □ No

Remarks:

9 Monitoring System, Gauges

High JW Temp: □ Gauge □ Warning Light □ Alarm □ Shutdown at __________°F (__________)

Low Oil Pressure: □ Gauge □ Warning Light □ Alarm □ Shutdown at __________PSI (__________)

______________ □ Gauge □ Warning Light □ Alarm □ Shutdown at __________ (__________)



Remarks:

10 Serviceability Checklist

1. Too 3. Remove, Repair Too

Daily Maintenance OK Difficult Replace OK Difficult

Check Oil Level □ □ Replace Belts □ □

Add Oil □ □ Replace Thermostat □ □

Check Coolant Level □ □ Repair Water Pump □ □

Fill Radiator □ □ Remove Oil Pan □ □

Check Water Separator □ □ Remove Rocker Arms □ □

Remove Cylinder Head □ □

Remove Starter □ □

2. Periodic Maintenance □ □ Remove Alternator □ □

Service Air Cleaners □ □ Replace Radiator □ □

Change Oil Filters □ □ Adjust Rack □ □

Drain Oil Pan □ □ In-Frame Overhaul □ □

Service Coolant Treatment □ □ Replace Engine □ □

Drain Cooling System □ □

Adjust All Belts □ □

Adjust Fuel System □ □ Describe Any Other Serviceability Points That Need Improvement.______________

Service Meter Visibility □ □ ____________________________________________________________________

Adjust Clutch □ □ ____________________________________________________________________

Adjust Valve Lash □ □ ____________________________________________________________________

Remarks:

132

11 Photos Required

Photos Attached? Photos Required Showing:

□ Yes □ No 1. Main and Auxiliary Driven Equipment.

□ Yes □ No 2. Front and Rear Supports for Engine and Driven Equipment.

□ Yes □ No 3. Air Intake Ducting, Support, and Connection to Engine.

□ Yes □ No 4. Exhaust System, Support, and Connection to Engine.

□ Yes □ No 5. Radiator, Fan, Shroud & Coolant Lines (Not Required On Caterpillar Supplied System).

□ Yes □ No 6. Remote Oil Filter Mounting & Lines, If Applicable.

□ Yes □ No 7. Governor Control Device Including Actuator, If Any.

□ Yes □ No 8. Overall Views (LH and RH) of Engine Installation.

Miscellaneous Remarks, Recommendations, Observations, Etc.

Note: 1. Attach Cooling System Test Results (Not Required with Cat Cooling System).

2. Attach Radiator Drawing (Not Required with Cat Cooling System).

3. Attach Photos.

4. Use Additional Sheets, If Necessary.

Approvals

Manufacturer Witness Supplier Witness Caterpillar

_____________________________________ _____________________________________ _____________________________________Signature Signature Signature

_____________________________________ _____________________________________ _____________________________________Title Title Title

Upon Factory Acceptance of This Pilot Model Engine Installation Audit, Supplier Will Receive a Copy of This Form with Installation Approval Reference Number.

40-682-83188-02

133

START-UP CHECKLIST

Page

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Power Transmission System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Mounting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Lube System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Fuel System, Governing, and Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135

Starting and Charging Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135

Monitoring Systems and Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135

Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135

Disassembly and Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135

Bolt, Nut, and Taperlock Stud Torque Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136

Electrical Audit Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

Power Transmission System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140Mounting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141Jacket Water Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141Lube System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142Fuel, Governing, & Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142Starting & Charging Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142Monitoring System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143Electrical For Electronic Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143Serviceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143Photographs Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144

GENERAL

The purpose of this section is to provide aquick reference checklist of items to bereviewed before engine start-up. This list isnot necessarily complete for all types ofinstallations but should be considered aminimum list of the most basic items formost installations.

Each engine is fully tested at the factory, priorto painting. But damage during shipping andstorage, incomplete installation, or deficien-cies in the installation can prevent the enginefrom starting or running right. A thoroughstart-up checkout is recommended.

The following checklist is arranged by sys-tem in the same sequence as on theInstallation Audit form and throughout thisApplication and Installation Guide.

POWER TRANSMISSION SYSTEM

Are driveline elements all assembled,tightened, and ready to run?

Are driveline devices filled with oil, if required?

Are hydraulic circuits connected?

Can load be disengaged for start-up?

Are rotating parts safely guarded?

If electrical power generation is involved, isengine-generator frame properly ground-ed? (WARNING: IF UNIT IS ELECTRI-CALLY INSULATED FROM GROUND, ASCOULD HAPPEN ON SOFT RUBBERMOUNTS, AN INTERNAL SHORT-CIR-CUIT TO GROUND COULD IMPOSE ADANGEROUS HIGH VOLTAGE ON ENTIREMACHINE, CREATING A SERIOUS HAZ-ARD FOR THE OPERATOR.)

Are generator leads connected?

Are phases correctly connected?

MOUNTING SYSTEM

Are engine mounts tightly fastened?

AIR INTAKE SYSTEM

Are air cleaner and air piping in place andtightly connected?

Is shipping covering removed from aircleaner element?

Are shipping caps and tape removed so airinlet is unrestricted?

EXHAUST SYSTEM

Check fastening of exhaust piping andmuffler.

Are hoses or wires touching exhaust system?Reroute and clip in place, if necessary.

Will exhaust gas be discharged to a safeplace?

Are exhaust parts safely away from con-tact with operator?

COOLING SYSTEM

Are hoses and pipes properly fastened?

If unit has a shunt system, does shunt lineslope continuously downward, withoutloops or traps?

Is system filled with coolant?

Check fan belts for correct tension.

Will fan clear the shroud and guards safely?

Are fan and drive safely guarded asinstalled in the final installation?

LUBE SYSTEM

Check engine oil level, using marking forstopped engine.

134

START-UP CHECKLIST

FUEL SYSTEM, GOVERNING,AND ENGINE CONTROL

Is fuel in tank?

Are supply and return lines connected androuted safely? (They must not come in con-tact with moving or hot parts.)

Is fuel system bled of air? (Use priming pumpto allow air to escape by slightly looseningeach injection line while fuel is pressurized.)

Is there a reliable way to shut the enginedown, when necessary?

Manual shutoff should operate freely andoperation of electric shutoff should bechecked.

Are governor controls connected and oper-ating freely?

If the governor has its own oil reservoir(UG8), is it full?

Set speed for low idle at start-up, in mostcases other than electric sets.

STARTING AND CHARGING SYSTEMS

Check belt tension on alternator.

Charging circuit should be connected.

Is battery securely fastened down?

Check battery water level.

Are electrical connections tight?

If equipped with air starter, air tanks mustbe up to pressure before starting.

MONITORING SYSTEMS AND GAUGES

Check connections.

MISCELLANEOUS

Remove shipping covers and tape. Removeloose tools used during setup.

Immediately after engine has been started,several other operating checks should bemade.

Check oil pressure and dipstick, if calibrat-ed for checking while engine is running. Oilshould be at “running” full mark.

Note any unusual vibrations or noise whenaccelerating slowly to high idle.

Check function of gauges.

Check operation of governor controls.

Simulate shutdowns.

Recheck coolant level shortly after start-upand again after 10 minutes of warm-up(after releasing cooling system pressurecarefully) at no load. Systems should nothave false fill characteristics, but some-times additional coolant has to be addedafter initial cold fill and running.

Make needed adjustments and run therequired acceptance tests.

If dynamometer testing is required, thor-oughly warm up engine by running at partload and speed for about 15 minutesbefore testing at full load. Observe coolanttemperature under load. It should neverexceed 210°F (99°C)

DISASSEMBLY AND ASSEMBLY

During the course of an installation check-out, some bolts or parts will probably beadjusted, loosened, or removed. The ques-tion then is how tightly should the bolts betorqued? On Caterpillar Engines this prob-lem is simplified because only Grade 8 bolts

135

136

are used. Tighten Caterpillar-suppliedbolts to the values given in the table of bolt,nut, and stud torques Figure 54. If other

bolts are used, chart shows how to identi-fy their grade. (See Figure 55.)

BOLT, NUT AND TAPERLOCK STUD TORQUEThe torque values in the following tables apply to SAE Grade 5 and higher grade bolts, nuts and taperlock studsunless otherwise indicated in the Specifications.

GENERAL TIGHTENING TORQUE

Figure 54General tightening torque. Caterpillar supplied bolts, nuts, and studs.

Figure 55

137

Application/Engines: Industrial — S/N Prefixes:2AW1 — UP .....3176C 1DW1 — UP .....31966BR1 — UP ......3406E 3LW1 — UP ......3456

By J3/P3 Pin: (Not All Pins May Be Used by Application)

1 (+) Bat. (unswitched) 14 15A —

2 Torq. limit sw. input 16 — N/O Sw. to (–) bat. to limit torq.

3 Not connected — — — Not used

4 To inlet air shutoff relay 16 — — Battery voltage

5 Air shutoff relay common 16 — — Inlet air shutoff system

6 Cat data link (–) 16 — — Unshielded twisted pair (1/25 mm) with pin 7 wire

7 Cat data link (+) 16 — — Unshielded twisted pair (1/25 mm) with pin 6 wire

8 Dig. sensor power + 8v 16 — — Voltage supply

9 Dig. sensor return 16 — —

10 TPS input 16 — OPT Could be sw. with multiple TPS’s; lockouts req’d

11 Aux. temp sensor input 16 — — 131-0427 allowable sensor; (0 -> + 120 c range)

12 Maint. clear sw. 16 — N/O Sw. to (–) bat. to clear/reset maint. indicator

13 Maint. over due lamp 16 1A (+) Bat. voltage supplied to lamp — optional

14 Anlg sensor power + 5v 16 — — Voltage supply

15 Anlg sensor return 16 — —

16 J1939 data link shield 16 — — 133-0967; 133-0969 extended wire endpin/socket

17 J1939 data link (+) 16 — — Shielded twisted pair (1/25 mm) with pin 18 wire

18 J1939 data link (–) 16 — — Shielded twisted pair (1/25 mm) with pin 17 wire

19 PTO interrupt sw. 16 — N/C Sw. to (–) bat.; PTO mode set/resume selected



22 Bat. volts to ether relay 16 — —


24 Eng. diagnostic lamp 16 1A — (+) Bat. voltage supplied to lamp — optional

25 Eng. warning lamp 16 1A — (+) Bat. voltage supplied to lamp — required

26 (+) Bat. (switched) 14 15A N/O

27 Remote shutdown sw. 16 — N/O Sw. to (–) bat. to s/d engine; leaves ECM powered

28 Intermediate speed sw. 16 — N/O Sw. to (–) bat. can only lower eng. spd.

29 PTO enable sw. 16 — N/O Sw. to (–) bat.; controls eng. spd. pgm li -> hi

30 PTO ramp up sw. 16 — N/O Sw. to (–) bat. raise/set eng. spd.; rate pgm via ET

31 J1587 data link 16 — — Unshielded twisted pair (1/25 mm) with pin 32 wire

32 J1587 data link (–) 16 — — Unshielded twisted pair (1/25 mm) with pin 31 wire

33 Aux. press. sensor input 16 — — 3e-6114 allowable sensor (0 -> 2894 kPa range)



36 Coolsnt Ivl. sensor input 16 — — 111-3794 allowable sensor; located off engine


38 Starting aid override sw. 16 — N/O Sw. to (–) bat. to supply more ether

39 PTO ramp down sw. 16 — N/O Sw. to (–) bat. lower/res. eng. spd.; rate pgm via ET

40 Overspeed verify sw. 16 — N/O Sw. to (–) bat. to activate at 75% OS limit; eng. S/D &inlet air shutdown relay activated

Caterpillar Electronic Engine Electrical Audit Checklist

138

Application/Engines: Industrial — S/N Prefixes:7PR — UP .....3408E 4CR1 — UP .....3412E

By J3/P3 Pin: (Not All Pins May Be Used by Application)

1 (+) Bat. (unswitched) 14 15A — 24 volt only

2 (+) Bat. (unswitched) 14 15A — 24 volt only

3 Not connected — — — Not Used

4 To inlet air shutoff relay 16 — — Battery voltage

5 Air shutoff relay common 16 — — Inlet air shutoff system

6 Cat data link (–) 16 — — Unshielded twisted pair (1/25 mm) with pin 7 wire

7 Cat data link (+) 16 — — Unshielded twisted pair (1/25 mm) with pin 6 wire

8 Dig. sensor power + 8v 16 — — Voltage supply

9 Dig. sensor return 16 — —

10 TPS input 16 — OPT Could be sw. with multiple tps’s; lockouts req’d

11 Aux. temp sensor input 16 — — 131-0427 allowable sensor; (0 -> + 120 c range)

12 Maint. clear sw. 16 — N/O Sw. to bat. neg. to clear/reset maint. indicator

13 Maint. over due lamp 16 1A — (+) Bat. voltage supplied to lamp — optional

14 Anlg sensor power + 5v 16 — — Voltage supply

15 Anlg sensor return 16 — —




19 Inlet air temp. snsr input 16 — — 107-8618 allowable sensor; install ATAAC ret. line

20 Fuel press. snsr input 16 — — 111-2350 allowable sensor; install in filter base


22 Bat. volts to ether relay 16 — —


24 Eng. diagnostic lamp 16 1A — (+) Bat. voltage supplied to lamp — optional

25 Eng. warning lamp 16 1A — (+) Bat. voltage supplied to lamp — required

26 (+) Bat. (switched) 14 15A — 24 Volt only

27 Remote shutdown sw. 16 — N/O Sw. to (–) bat. to s/d engine; leaves ECM powered


29 PTO enable sw. 16 — N/O Sw. to (–) bat.; controls eng. spd. pgm li -> hi

30 PTO ramp up sw. 16 — N/O Sw. to (–) bat. raise eng. spd.; rate pgm via ET

31 J1587 data link (+) 16 — — Unshielded twisted pair (1/25 mm) with pin 32 wire

32 J1587 data link (–) 16 — — Unshielded twisted pair (1/25 mm) with pin 31 wire

33 Aux. press. sensor input 16 — — 3e-6114 allowable sensor (0 -> 2894 kPa range)

34 Remote tdc probe (+) — — — Used by dealer tech when timing calib. reqd.

35 Remote tdc probe (–) — — — Used by dealer tech when timing calib. reqd.

36 Coolsnt Ivl. sensor input 16 — — 111-3794 allowable sensor; located off engine


38 Starting aid override sw. 16 — N/O Sw. to (–) bat. to supply more ether

39 PTO ramp down sw. 16 — N/O Sw. to (–) bat. lower eng. spd.; rate pgm via ET

40 Overspeed verify sw. 16 — N/O Sw. to (–) bat. to activate at 75% os limit; eng. S/D &inlet air shutdown relay activated

139

Customer/System ParametersOEM:________________________ Date: __________ Eng: __________ Eng S/N: __________Application: ________________________________________________________________________

Rating number 21 F (flash file) Spec. order —

Rated power — Bkw — F (rating no.) Spec. order —

Rated peak torq — N•m — — F (rating no.) —

Top engine speed range — rpm — F (rating no.) F (rating no.) —

Test spec. — F (flash file) F (rating no.) —

Engine power trim — % 22 –3.0 -> +3.0 0 —

Equipment id 21 — None —

Engine serial no. 21 None 0xx00000 —

ECM serial no. F (ECM) None Actual ECM —

Personality module P/N 21 None Actual P/M —

Personality module rel. date — None Actual P/M —

Total tattletail F (no. of chg) — — —

Last tool to chg. customer param. F (prev. chg) — — —

Last tool to chg. system param. F (prev. chg) — — —

Fuel to air ratio mode 21 1 -> 3 3 —

Tachometer calib.

Torque limit — N•m 23, 43 271 -> 9999 9999 —

PTO mode 37 Ramp u/d Ramp up/dwn —-> set/res.

Idle/PTO ramp rate — rpm/sec 37, 38 5 -> 1000 50 —

Top engine limit speed — rpm 23 1600 -> 2310 2310 —

Low idle engine speed — rpm 23 100 -> 1400 700 —

High idle speed — rpm 23 1600 -> 2310 2310 —

Intermediate engine speed — rpm 39 Lo idle -> hi idle Lo idle —

Aux. temp high warning point — c 35 0 -> 120 0 —

Aux. press high warning point — kPa 34 0 -> 2900 0 —

Maintenance indicator mode 24, 40 m-hrs; a-hrs; Off —m-fuel; a-fuel; off

PM1 interval — hours 24, 40 m-hrs 100 250 —-> 750

Liters m-fuel 3785 9463-> 28930

Engine oil capacity Unavailable — — —

Engine monitoring mode 24 off; warn; derate; Warn —shutdown

Coolant level sensor 34 Install; not install Not install —

Ether solenoid configuration 41 Cont.; pulsed Continuous —

Throttle position sensor 33 None None —

Fuel pressure sensor 31, 35 None Not install —

Fuel correction factor 21 64 -> +63.5 0 —

Customer password #1 21 8 characters None —

Customer password #2 21 8 characters None —

Personality module code 21 F (appl./tier) —

FLS 21 None F (test cell) Yes

FTS 21 None F (test cell) Yes

140

Date Of Audit: ________________________ Installation Audit No. __________________________

OEM: __________________________________________________________ Address: ____________________________________________________

Cat Dealer:______________________________________________________ Location: ____________________________________________________

Cat Dealer Contact: ______________________________________________ Position: ________________________ Phone: ____________________

Equipment/Type: ________________________________________________________________________________________________________________

Application: ____________________________________________________________________________________________________________________

Engine Model: ________________________ S/N: ________________________ Core Arr: ________________________ PA/PL: __________________

□ DI □ PC □ NA □ T □ TA-JW □ TA-ATAAC □ EPA □ EEC □ NONCERT

Rating: ______________ Bhp/Bkw Speed: ______________ rpm Hi Idle: ______________ rpm Lo Idle: ______________ rpm

Estimated Annual Machine Sales: __________________________________

1 — POWER TRANSMISSION SYSTEM

1. Flywheel Driven Equipment: Type: __________________________ Make: ______________________ Model: ________________________

□ Clutch □ Coupling Size/Type: ______________________ Make: ______________________ Model: ________________________

2. Flywheel Housing is SAE #:________ □ Dry □ Wet Adapter from SAE#: ____ to ____ P/N: __________________________

3. Auxiliary Equipment Driven from Engine:

Item: ______________________ Max. HP: ________________________ Driven By: __________________ At: ______________X Engine Speed




4. □ Yes □ No Torsional analysis performed? Clutch Side Load: ____________________________________________

□ Yes □ No Flywheel thrust load within limits? Clutch Pulley Diameter: ____________________________________ mm

□ Yes □ No Flywheel side load with limits? Distance from Centerline of Side Load to

□ Yes □ No Auxiliary drives within torque limits? Clutch Output Shaft Shoulder: ______________________________ mm

5. If Equipment Mobile:

Mounting: □ Skid □ Wheeled □ Tracked □ Self-Propelled

If Self-Propelled: Driven By: □ Transmission □ Hydrastat □ Belts/Chains

Make: ________ Model: ________ Ratios: ________ Control: ________

Remarks: __________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________

2 — MOUNTING SYSTEM

1. Front: □ Wide □ Narrow □ Trunion □ Solid □ Resilient

2. Rear: □ F/W Hsg □ F/W Hsg + Transmission Cradle □ Transmission □ Solid □ Resilient

3. Static Bending Moment @ Rear Face of Flywheel Housing: __________ N•M Within limits? □ Yes □ No

4. Overhung transmission/other equipment externally supported other than F/W housing? □ Yes □ No

5. Installed Tilt Angle Relative to Machine: __________deg. Front: □ Down □ Up Left Side: □ Down □ Up

6. Expected Shock/Dynamic loading: G’s

Remarks: __________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________

3 — AIR INTAKE SYSTEM

1. Air Cleaner: Make: __________________________ Model: ____________________ Type: ________________________

2. Safety Element: □ Yes □ No Precleaner: □ Yes □ No Combustion Air From: ____________________________________

3. Line Air Cleaner to Turbo/Manifold: Dia: _______ mm Ln: _______ mm Mtr’l:______________________ Beaded Connect? □ Yes □ No

4. Restriction Gauge Used: □ Yes □ No Location: ______________ Setting: ______________ Res. @Full Load: ______________

IF CHARGE AIR COOLER (ATAAC) SYSTEM USED (Ref. LEXH6521)

5. Line Turbo Comp to CAC: Dia: _______ mm Ln: _______ mm Mtr’l:____________________ Beaded Connections:? □ Yes □ No

200°C compatible? □ Yes □ No Physically Secured? □ Yes □ No

6. Line CAC to Inlet Manifold: Dia: _______ mm Ln: _______ mm Mtr’l:____________________ Beaded Connections:? □ Yes □ No

7. Is pressure drop between turbo comp outlet and intake manifold less than 13.5 kPa @ rated? □ Yes □ No

8. At Rated, Max Design Intake Manifold Temp @ 25°C Ambient Temp = ____________________ °C (spec. value)

9. Corrected Intake Manifold Air Temp @ rated = __________ °C (test) Corrected value <= to spec. value? □ Yes □ No

Remarks: __________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________

4 — EXHAUST SYSTEM

1. Muffler: Make: __________________________ Model: ________________________ □ Single □ Dual

2. Line Turbo to Muffler: Dia: _______ mm Ln: _______ mm Number of Elbows: ____________________________________________

3. Est Weight/Torque @ Engine Interface: ____________________________ Exh Back Pressure Measured Near Turbo @ Rated: __________________

4. Is muffler/pipe adequately supported and free to expand/contract? □ Yes □ No

5. Is adequate rain protection provided? □ Yes □ No Type of Rain Protection: □ Cap □ Bend □ Drain □ Shield

6. Location of Exh Outlet Relative to Air Intake: ________________________________________________________________________________________

Remarks: __________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________

5 — JACKET WATER COOLING SYSTEM

Refer to EDS 50.5 for specific instructions. Cooling test results must be attached to this report.

1. □ Radiator □ Heat Exchanger □ Shunt System □ Expansion Tank □ Other ______________

2. Radiator/Heat Exch. Make: ____________________________ Model: ____________________________ Winter Front: □ Yes □ No

Front Area: __________________________sq. Meters Fin Density:__________fins/25 mm

Pressure Cap Setting: ______________________________kPa Shunt Line Downward Slope: □ Yes □ No

3. Jacket Water Heater Used? □ Yes □ No________________ Type:______________________________ I/O Eng Location: ______________

4. Fan: Dia: _______ mm No. of Blades: __________________ □ Sucker □ Blower rpm/Dr. Ratio @ Rated: ________________

Part No.: ____________ Blade Pitch Angle: ____________deg Blade Tip to Shroud Clearance: __________mm

Fan Posit. Relative to Shroud (2/3 upstream recommended):________________________________________ Fan LE to Core Clearance: ________mm

Fan Clutched? □ Yes □ No Clutch Operation Criteria: ______________________________________________________________________

5. Coolant Flow @ Rated: __________ L/min System Capacity (brim full): __________ liters Max Heat Rej to JW: __________________________kW

6. Describe and aux. Coolers “stacked” over the radiator and cooling air flow considerations:

7. Coolant Used for Test: □ Water □ 50/50 Mix

8. Filling requirements met? □ Yes □ No Cavitation requirement met? □ Yes □ No

Drawdown Requirement met? □ Yes □ No Air venting requirement met? □ Yes □ No

Ambient Capability Requirement with Test Coolant is: __________ °C

Ambient Capability for Test Conditions is: __________ °C Meets requirement? □ Yes □ No

Remarks: __________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________

141

142

6 — LUBE SYSTEM

1. Oil Pan Sump: □ Front □ Center □ Rear Dipstick: Full at _____________ Liters

2. Dipstick: □ Left □ Right □ Front □ Rear

3. Oil Filler: □ Left □ Right □ Top □ Front □ Rear

4. Oil Filter: □ Left □ Right □ On Engine □ Remote: If Remote, Line Ln: ____________ mm

5. Auxiliary Filter: □ Yes □ No □ Left □ Right: Mfg: _____________ Add Oil Capacity: ________________Liters

6. OEM Required Continuous Tilt Operation: _______ deg Front: □ Up □ Dwn ________deg Left Side: □ Up □ Dwn

7. Does engine and installation meet tilt requirements? □ Yes □ No

Remarks: __________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________

7 — FUEL, GOVERNING, & CONTROL

1. Fuel Tank Volume: _____ Liters _____ No. of Fuel Tanks: Vented Cap: □ Yes □ No Drain: □ Yes □ No

2. Location of Eng. Supply Tank Inlet: ____________________________ Location of Eng. Return Tank Outlet: __________________________________

3. Water separator used? □ Yes □ No Secondary Filter: Make: __________ Part No.: __________ Micron: __________

4. Eng. Supply Line ID: _______________ mm Eng. Return Line ID: __________ mm Fuel Cooler Installed: □ Yes □ No

5. Stabilized Fuel Temp to Eng. at Rated = _____ °C Supply Line Press Rest: ________ kPa Return Line Press Rest: __________kPa

6. Governor Type: □ Hydramech □ PSG □ Electronic

7. Eng Spd Control: □ Cable □ Linkage □ Actuator □ TPS □ Pneumatic □ Hydraulic □ Motor □ Switch

8. Control system easily field adjustable/maintainable: □ Yes □ No Filters Serviceable? □ Yes □ No

9. Does machine operate as intended? □ Yes □ No If not, why not? ________________________________________________________

Remarks: __________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________

8 — STARTING & CHARGING SYSTEMS

1. Starter: □ Electric □ Volts: ____ Solenoid: □ UP □ Down □ Pneumatic Press:_____ kPa □ Hydraulic

2. Alternator: Make: __________________ Volts: __________________ Amps: __________________ Drive Ratio: ______________: 1

3. Battery: No.:______________________ Volts: __________________ CCA: __________________ Amp Hr. Cap @ 20 hrs: ______

4. Positive Battery Cable Size: ________________ Total Length: __________ mm

5. Negative Battery Cable Size: ________________ Total Length: __________ mm

6. Starting Aids:

Glow Plugs □ Yes □ No

Ether Inj □ Yes □ No □ Continuous □ Pulsed Shot size = ________ cc

JW Heater □ Yes □ No □ Fuel Fired □ Electric □ Circulation

Air Heater □ Yes □ No □ Fuel Fired □ Electric □ ECM Controlled □ Yes □ No

7. How are parasitic loads reduced during starting? ____________________________________________________________________________________

____________________________________________________________________________________________________________________________

8. OEM provide own wiring? □ Yes □ No

9. What consumes electrical power from alternator/battery? ______________________________________________________________________________

____________________________________________________________________________________________________________________________

Remarks: __________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________

143

9 — MONITORING SYSTEM

1. If electronic eng, monitoring is set to: □ Off □ Warn □ Derate □ Shutdown

2. If attachment High Coolant Temp: Warn/Shutdown @ ____________ °C Gauge: □ Yes □ No

Low Oil Press: Warn/Shutdown @ __________ kPa; Gauge: □ Yes □ No

Overspeed: Warn/Shutdown @ __________ rpm Tach: □ Yes □ No

______________________ Warn/Shutdown @ ______________ Gauge: □ Yes □ No



Remarks: __________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________

10 — ELECTRICAL FOR ELECTRONIC ENGINE

1. System Voltage: ____________________________________________

2. Engine Speed Controlled by: __________________________________ Part Number:______________________________________________________

3. Describe Battery Neg Patch and Wire Size from Gnd Stud on J3/P3 Mounting Bracket to Battery Negative Bus: __________________________________

____________________________________________________________________________________________________________________________

4. General wiring checklist attached? □ Yes □ No

5. Engine monitoring system used? □ Yes □ No Checklist attached? □ Yes □ No

6. Engine Customer Interface (J3/P3) Checklist attached? □ Yes □ No

7. Is Engine Configuration Summary List attached? □ Yes □ No

Remarks: __________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________

11 — SERVICEABILITY

1. Daily Maintenance: 3. Remove/Repair/Replace:

Check Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Replace Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Add Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Replace Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Check Coolant Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Replace Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Add Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Remove Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Check Water Separator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Remove Rocker Arms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Remove Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

2. Periodic Maintenance Remove Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Remove Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Service Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Remove Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Change Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Adjust Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Drain Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Adjust Linkages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Remove Service Air Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Service Coolant Conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Remove Turbo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Drain Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Replace Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Adjust All Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ Remove Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Access to Service Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ In-Frame Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Adjust Valve Lash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ On Engine Wire Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Adjust Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □ ATAAC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Electronic Service Tool Connect . . . . . . . . . . . . . . . . . . . . . . . □ □ Replace Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Service Starting Aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ □

Remarks: __________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________

144

12 — PHOTOGRAPHS REQUIRED

1. Main and Auxiliary Driven Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Yes □ No

2. Front and Rear Engine Supports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Yes □ No

3. Air Intake System, Including Supports and Attachment to Engine . . . . . . . . . . . . . . . . . □ Yes □ No

4. Exhaust System, Including Supports and Attachment to Engine . . . . . . . . . . . . . . . . . . □ Yes □ No

5. Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Yes □ No

6. Remote Oil Filter System, Including Lines and Mounting . . . . . . . . . . . . . . . . . . . . . . . . □ Yes □ No

7. Governor Control Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Yes □ No

8. Ground Circuit Wire Paths for Electronic Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Yes □ No

9. Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Yes □ No

10. Instrument Panel (including data link wire) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Yes □ No

11. Multiple Views of the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Yes □ No

12. Multiple Views of the Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . □ Yes □ No

Remarks: __________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________

GENERAL APPLICATION INFORMATION

1. Maximum Expected Altitude for Operation:__________________________M

2. Maximum Expected Ambient Air Temp for Operation: ________________°C

3. Minimum Expected Ambient Air Temp for Operation: ________________°C

4. Maximum Expected Engine Tilt Angle During Operation: ____________deg What Orientation? __________________________________________

5. Expected Annual Utilization: ________________________________Hours/yr

6. OEM Desired Time to Overhaul: ______________________________Hours Is this the “first” life of the machine? □ Yes □ No

7. If a repower/redesign, what engine was replaced? ____________________ bkW: _______________________ Rpm: ______________________

Remarks: __________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________

NOTE:

The engine installer must assure a safe installation in which moving or hot components are guarded or warning placards in place to avoid risk of personal

injury. This must include consideration of fuel, oil, water, air and electrical line routing to avoid pinch points, sharp edges, climbing step, and grab points.

NOTE:

1. Attach Cooling System Test Results (Ref. EDS 50.5)

2. Attach ATAAC System Test Results (Ref. LEXH6521)

3. Attach Electronic Installation Evaluation Checklists

4. Attach As Shipped Engine Consist

5. Attach Engine Performance Curve Detail

6. Attach Engine Rating Spec. Detail

7. Attach any Pertinent Sketches

8. Attach set of Photographs

Remarks: __________________________________________________________________________________________________________________

__________________________________________________________________________________________________________________________

ACKNOWLEDGEMENTS:

OEM CATERPILLAR

Name ______________________________________________________ Name __________________________________________________________

Title ________________________________________________________ Title __________________________________________________________

Date ______________________________________________________ Date __________________________________________________________

145

MAINTENANCE AND RECORDS

Page

Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146

Filter Changes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146Fluid Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146Component Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147

Records. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147

A Caterpillar Diesel Engine is a highlyengineered, quality-manufactured, preci-sion device. Its performance and lifedepend on maintaining its precision condi-tion. This depends, in large measure, onthe adequacy of maintenance performedby the user.

A. MAINTENANCE

Necessary maintenance can be groupedinto the following broad categories:

Filter Changes

A diesel engine will wear out measur-ably faster, even dramatically faster, ifair, oil, and fuel filters are not effective.Consult Caterpillar service literature forcorrect filter change intervals. Filtersare not the place to “economize,” eitherby prolonging a necessary change orby buying filters of unknown quality andflow capacity characteristics. Either sit-uation can result in expensive, prema-ture wear and mechanical failure.

Fluid Changes

Lube oil should be changed at recom-mended service intervals to preventaccelerated wear on bearings, pistons,rings, crankshaft journals, valves, guides,and gears. A Scheduled Oil Samplingprogram is recommended as an ongo-ing preventive maintenance measureto identify abnormal levels of wear par-ticles. But, it should not be used to tryto extend oil change intervals becauseit does not assess lube oil adequacy.Coolant must also be changed periodi-

cally, and inhibitor and antifreezestrength must be renewed to maintaineffectiveness. Follow factory-recommend-ed practices shown in Caterpillar serviceliterature. Failure to do so may result ininternal corrosion damage to cylinderblock, liners, and cylinder heads. Pro-ducts of corrosion in the system canplug radiator cores and cause over-heating and subsequent damage.

Adjustments

Few devices on a diesel engine needperiodic adjustments. However, valvelash should be checked and adjustedat intervals recommended in the engineservice manual. Belt drives on equip-ment, such as cooling fans, alternators,and pumps, must be periodically adjust-ed to prevent belt slip, overheating, andpremature belt failure. The engineshould also be looked over regularly forleaks, loose bolts, or any other irregu-larities which should be correctedbefore serious problems develop.

Fuel systems on Cat Diesels are essen-tially adjustment-free under normal cir-cumstances. Tinkering by an unquali-fied service mechanic is unwise. Afterany work on a fuel injection pump or itsdrive, any adjustments affected shouldbe reset to factory specifications forbest performance and engine life.Special tools and gauging are essentialfor accurate results.

146

MAINTENANCE AND RECORDS

Component Replacement

In some situations owners have foundthat unscheduled downtime is soinconvenient and costly that it is bettereconomy to replace certain items,which typically wear out after a some-what predictable service period, beforethey fail. Factory Service Departmentrecommendations aided by user expe-rience with a particular model, applica-tion, and job environment should be theguide to timely component replacementon a preventive maintenance (PM) basis.

B. RECORDS

An accurate, complete log of all main-tenance and repair activities, by engineserial number and date, should bekept. This should include completeinformation on amount of coolant andlube oil added, adjustments made, andparts replaced.

Intelligent, regular review of mainte-nance and repair records will returnpositive dividends to the equipmentuser in several ways.

1. Problem causes and trends can beidentified more quickly.

2. Repair cost data will be available forfuture business decisions.

3. Successful experience can alsobe identified from these records,to provide a basis for future busi-ness decisions.

4. Preventive maintenance prac-tices can likely be modified to bemore economical based onrecorded experience.

In summary, there are numerousexamples to show that engine lifebefore major overhaul may beincreased by 200% to 400%, andmore — be adhering to sound main-tenance practices. Good mainte-nance practices will result in loweroverall cost of ownership, operation,and increased machine availability.

147

149

CONVERSION TABLES AND RULES OF THUMB

Page

English to Metric Conversion Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150Area Equivalents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150Volume and Capacity Equivalents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151Length Equivalents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151Units of Pressure and Head. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152Units of Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152Units of Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153Miscellaneous Equivalents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153Brake Mean Effective Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153Barometric Pressures and Boiling Points of Water at Various Altitudes. . . . . . . . . . . . . . . . . . . 153Geometric Formulas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154Mathematical Expressions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154Heat Rejection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154Fuel Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154Gas Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155Electricity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155Electric Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155On Site Power Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155Refrigeration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155Air Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155Conveyors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155Oil Field Drilling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155Sawmill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155Torque Converters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155Velocity Versus Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156Pipe Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157Typical Friction Losses of Water in Pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158

150

ENGLISH TO METRIC CONVERSION FACTORS

SYMBOL WHEN YOU KNOW MULTIPLY BY TO FIND SYMBOL

Btu BRITISH THERMAL UNIT 1055.06 JOULE JBtu/hp•h BRITISH THERMAL UNIT/ MEGAJOULES/KILOWATT-

HORSEPOWER-HOUR 0.001 42 HOUR MJ/kW•hBtu/h BRITISH THERMAL UNIT/ 1055.06 JOULES/HOUR J/h

HOURBtu/min BRITISH THERMAL UNIT 0.017 58 KILOWATT kW

MINUTE°C CELSIUS (DEGREES) [(1.8 C) + 32] FAHRENHEIT (DEGREES) °Fcu ft CUBIC FEET 0.028 32 CUBIC METER m3

cu ft/h CUBIC FEET/HOUR 0.028 32 CUBIC METER/HOUR m3/hcfm CUBIC FEET/MINUTE 0.028 32 CUBIC METER/MINUTE m3/mincu in CUBIC INCH 0.016 39 LITER Lcu in CUBIC INCH 0.000 02 CUBIC METER m3

°F FAHRENHEIT (DEGREES) [0.5555 (F-32)] CELSIUS (DEGREES) °Cft/min FEET/MINUTE 0.3048 METER/MINUTE m/minft FEET 0.3048 METER mft H2O FEET OF WATER 2.988 98 KILOPASCAL kPagph GALLON/HOUR 3.785 41 LITER/HOUR L/hgpm GALLON/MINUTE 3.785 41 LITER/MINUTE L/minhp HORSEPOWER 0.7457 KILOWATT kWin Hg INCH OF MERCURY 3.376 38 KILOPASCAL kPain INCH 25.4 MILLIMETER mmin H2O INCH OF WATER 0.249 08 KILOPASCAL kPakW KILOWATT 56.869 03 BRITISH THERMAL Btu/min

UNIT/MINUTEL LITER 61.0237 CUBIC INCH cu inµ MICRON 1.0 MICROMETER µmlb POUND 0.453 59 KILOGRAM (MASS) kglb POUND 4.448 22 NEWTON (FORCE) Nlb ft (ft-lb) POUND FOOT 1.355 82 NEWTON METER N•Mlb in (in-lb) POUND INCH 0.112 99 NEWTON METER N•Mlb/in POUNDS/INCH 0.175 13 NEWTON/MILLIMETER N/mmlb in POUNDS/INCH 175.127 NEWTON/METER N/mlb/HP-h POUND/HORSEPOWER-HOUR 608.277 GRAM/KILOWATT HOUR g/kW•hlb/h POUND/HOUR 0.453 59 KILOGRAM/HOUR kg/hm3 CUBIC METER 61 023.7 CUBIC INCH cu inpsi POUNDS/SQUARE INCH 6.894 76 KILOPASCAL kPaUS qt US QUART 0.946 35 LITER Lft2 SQUARE FEET 0.0929 SQUARE METER m2

in2 SQUARE INCH 6.4516 SQUARE CENTIMETER cm2

US gal US GALLON 3.785 41 LITER L

AREA EQUIVALENTS

UNIT SQ. CM. SQ. IN. SQ. M. SQ. FT.

1 Sq. Cm. 1 0.155

1 Sq. In. 6.4516 1 .00064516 .006944

1 Sq. M. 10,000 1550 1 10.764

1 Sq. Ft. 929 144 0.0929 1

CONVERSION TABLES AND RULES OF THUMB

151

VOLUME AND CAPACITY EQUIVALENTS

UNIT in3 ft3 yd3 cm3 m3 US gal Imp gal liter

in3 1 0.000 58 0.000 02 16.3871 0.000 02 0.004 32 0.003 61 0.016 39

ft3 1728 1 0.037 04 28 316.8 0.028 32 7.480 52 6.228 83 28.3169

yd3 46 656 27 1 764 554 0.764 55 201.974 168.178 764.555

cm3 0.061 02 0.000 04 — 1 — 0.000 26 0.000 22 0.001

m3 61 023.7 35.3147 1.30795 1 000 000 1 264.172 219.969 1000

US gal 231 0.133 68 0.004 95 3785.41 0.003 78 1 0.832 67 3.785 41

Imp gal 277.419 0.160 54 0.005 95 4546.09 0.004 55 1.200 95 1 4.546 09

liter 61.0237 0.03531 0.001 31 1000 0.001 0.264 17 0.219 97 1

acre — ft — 43 560 1613.33 — 1233.48 325 851 271 335 —

LENGTH EQUIVALENTS

UNIT cm in ft yd m km mile

cm 1 0.3937 0.032 81 0.010 94 0.01 0.000 01 —

in 2.54 1 0.083 33 0.027 78 0.0254 0.000 03 —

ft 30.48 12 1 0.333 33 0.3048 0.000 30 —

yd 91.44 36 3 1 0.9144 0.000 91 —

m 100 39.3701 3.280 84 1.093 61 1 0.001 0.000 62

km 100 000 39 370.1 3280.84 1093.61 1000 1 0.621 37

mile 160 934 63 360 5280 1760 1609.34 1.609 34 1

152

UNITS OF PRESSURE AND HEAD

mm Hg in Hg in H2O ft H2OUNIT (0° C) (0° C) (39° F) (39° F)

mm Hg 1 0.039 37 0.535 25 0.0446

in Hg 25.4 1 13.5954 1.132 96

in H2O 1.868 27 0.073 55 1 0.083 33

ft H2O 22.4193 0.882 65 12 1

psi 51.7151 2.036 03 27.6807 2.306 73

kg/cm2 735.561 28.9591 393.712 32.8094

bar 750.064 29.5301 401.474 33.4562

atm 760 29.9213 406.794 33.8995

kPa 7.500 64 0.295 30 4.014 74 0.334 56

UNIT psi kg/cm2 bar atmospheres kPa

mm Hg 0.019 34 0.001 36 0.001 33 0.001 32 0.133 32

in Hg 0.491 15 0.034 53 0.033 86 0.033 42 3.386 38

in H2O 0.036 13 0.002 54 0.002 49 0.002 46 0.249 08

ft H2O 0.433 51 0.030 48 0.029 89 0.029 50 2.988 98

psi 1 0.070 31 0.068 95 0.068 05 6.894 76

kg/cm2 14.2233 1 0.980 67 0.967 84 98.0665

bar 14.5037 1.019 72 1 0.986 92 100

atm 14.6959 1.033 23 1.013 25 1 101.325

kPa 0.145 04 0.010 09 0.010 00 0.009 87 1

UNITS OF FLOW

Cubic foot per second, also written second-foot, is the unit of flow in the English system used to express rate of flow in large pumps,ditches, and canals. Flow in pipe lines, from pumps and wells is commonly measured in gallons per minute.

Rates of water consumption and measurement of municipal water supply are ordinarily made in million gallons per day. The Miner’sInch is still used in some localities for irrigation and hydraulic mining, but is not suitable for general use.

U.S. MILLION CUBIC CUBIC LITERUNITS GAL. PER U.S. GAL. FEET PER METERS PER

MINUTE PER DAY SECOND PER HOUR SECOND

1 U.S. Gallon perMinute (U.S. G.P.M.) 1 .001440 .00223 .2270 .0631

1 Million U.S. Gal.per Day (M.G.D.) 694.5 1 1.547 157.73 43.8

1 Cubic Foot per Second 448.8 .646 1 101.9 28.32

1 Cubic Meter per Hour 4.403 .00634 .00981 1 .2778

1 Liter per Second 15.85 .0228 .0353 3.60 1

153

UNITS OF POWER

UNIT hp ft lb/min W kW metric hp Btu/min

hp 1 33 000 745.70 0.745 70 1.014 42.456

ft lb/min — 1 0.0226 — — 0.001 28

W 0.001 34 44.25 1 0.001 0.001 36 0.056 87

kW 1.341 02 44 250 1000 1 1.359 62 56.8690

metric hp 0.986 32 32 550 735.498 0.735 49 1 41.8271

Btu/min 0.023 58 778.2 17.5843 0.017 58 0.023 91 1

MISCELLANEOUS EQUIVALENTS

1 Btu = Heat required to raise 1 lb water 1° F = 778 ft lb =0.000 293 kW-h = 0.252 kg-cal = 0.0039 hp-h

1 hp = 746 watts = 33 000 ft lb/min = 550 ft lb/sec =42.45 Btu/min = 1.014 metric hp

1 kW = 1000 watts = 1.341 hp = 3412 Btu/h

1 hp-h = 2544 Btu

BRAKE MEAN EFFECTIVE PRESSURE: TORQUE:

792,000 2 hp Displacement 2 BMEPBMEP psi (4-cycle) = _________________ T (lb ft) = __________________

RPM 2 Displacement 150.8

396,000 2 hp 33000 2 hp 5252 2 hpBMEP psi (2 cycle) = _________________ T (lb ft) = __________ = __________

RPM 2 Displacement 2p 2 RPM RPM

150.8 2 TorqueBMEP psi = _____________

Displacement

BAROMETRIC PRESSURES AND BOILING POINTS OF WATER AT VARIOUS ALTITUDES

BAROMETRIC PRESSURE

INCHES LB. PER POINT WATERALTITUDE MERCURY SQUARE INCH FEET WATER BOILING

See Level 29.92 In. 14.69 P.S.I. 33.95 Ft. 212° F1000 Ft. 28.86 In. 14.16 P.S.I. 32.60 Ft. 210.1° F2000 Ft. 27.82 In. 13.66 P.S.I. 31.42 Ft. 208.3° F3000 Ft. 26.81 In. 13.16 P.S.I. 30.28 Ft. 206.5° F4000 Ft. 25.84 In. 12.68 P.S.I. 29.20 Ft. 204.6° F5000 Ft. 24.89 In. 12.22 P.S.I. 28.10 Ft. 202.8° F6000 Ft. 23.98 In. 11.77 P.S.I. 27.08 Ft. 201° F7000 Ft. 23.09 In. 11.33 P.S.I. 26.08 Ft. 199.3° F8000 Ft. 22.22 In. 10.91 P.S.I. 25.10 Ft. 197.4° F9000 Ft. 21.38 In. 10.50 P.S.I. 24.15 Ft. 195.7° F

10000 Ft. 20.58 In. 10.10 P.S.I. 23.25 Ft. 194° F11000 Ft. 19.75 In. 9.71 P.S.I. 22.30 Ft. 192° F12000 Ft. 19.03 In. 9.34 P.S.I. 21.48 Ft. 190.5° F13000 Ft. 18.29 In. 8.97 P.S.I. 20.65 Ft. 188.8° F14000 Ft. 17.57 In. 8.62 P.S.I. 19.84 Ft. 187.1° F15000 Ft. 16.88 In. 8.28 P.S.I. 18.07 Ft. 185.4° F

GEOMETRIC FORMULAS

Circumference: Circle 2πrArea: Circle πr2

Ellipse πabSphere 4πr2

Cylinder 2πr (r + l)Triangle 1/2 ab

Volume: Ellipsoid of revolution 4/3πb2aSphere 4/3πr3

Cylinder πr2lCone πb2a

12

x2 + y2

Analytical: Circle __ + __ = 1r2 + r2

x2 + y2

Ellipse __ + __ = 1a2 + b2

x2 + y2

Hyperbola __ + __ = 1a2 + b2

Parabola y2 = ± 2pxLine y = mx + b

MATHEMATICAL EXPRESSIONS

Trigonmetric Relationsy

sin O = __r

xcos O = __

r

ytan O = __

x

Sin2 O + cos2 O = 1

Law of Cosines

a2 + b2 – 2ab cos O = c2

HEAT REJECTION:

% of Fuel Energy ConsumedBHP 30%Jacket Water 30%Exhaust 30%Radiation 10%

Jacket WaterTurbocharged Engines

Btu/min = 42 2 BHPNaturally-Aspirated, Roots Blown and Spark-lgnited

EnginesBtu/min = 45 2 BHP

Oil Cooler Btu/min = 5 2 BHPWatercooled Manifold Btu/min = 7 2 BHPTorque Converter Btu/min = 42.4 2 BHP input 2

(100 — conv. eff.)100

Laws of Exponents Laws of Logarithms

ax 2 ay = ax – y 1= a – x In (yx) = 2 In y

ax 2 ay = ax — yax

(ab)x = ax 2 bx ax

= ax – y In (ab) = In a + In bay

(ax)y = axy a° = 1 In ( a ) = In a – In bb

FUEL CONSUMPTION — BHP:

BHP = GPH fuel 2 15 Diesel 1/15 gal. per BHP-h

BHP = GPH fuel 2 9.5 Gasoline 1/10 gal. per BHP-h

BHP = cu ft/h fuel 2 1/8 Natural Gas* 7 to 8cu ft/BHP-h

kW = GPH fuel 2 10 Diesel 1/10 gal/kW-h

*100 Btu gas.

GAS COMPRESSOR:

BHP = 22 RcVSWhere: Rc = Stage Compression Ratio

V = Million cu ft/dayS = Number of Stages

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COOLING:

Heat Exchanger Flow RateRaw water to jacket water 1:1 to 2:1

Submerged Pipe Cooling1/2 sq. ft. surface area per HP

With 85° F flowing water

ELECTRICITY:

Generator Capacity RequiredMotors:

1 kW per nameplate hp (motor running cool or warmto touch)

11/4 kW per nameplate hp (motor running hot to touch)Horsepower Requirements

kW11/2 BHP per kW of load or ________________0.746 2 Gen. Eff.

ELECTRIC SETS:

Motor Starting RequirementsInrush kV•A (Code F motor) = 5.5 2 BHPInrush Current (Code F motor)= 6.2 2 Full load rated

current1 kV•A per HP at full load

Generator full load rated current capacity

Voltage Rated Current120 6.01 2 kW208 3.47 2 kW240 3.01 2 kW480 1.50 2 kW

2400 0.30 2 kW4160 0.17 2 kW

Generator Cooling RequirementsAir Flow = 20 CFM per kW

Circuit Breaker Trip Selection1.15 to 1.25 2 full load generator amp rating

Single Phase Rating of 3-Phase Generator60% of 3-phase rating

Generator Temperature RiseIncrease 1° C for each 330 feet above 3300 feet

ON SITE POWER REQUIREMENTS:

Based on 100,000 sq. ft. of office bldg., etc., and 40° N.latitudesElectric Requirements:

600 kW continuous load(Air conditioning is absorption)Use three – 300 kW units(2 prime and 1 standby)

Air Conditioning Compressor:400 tons prime loadUse two – 200 hp engines(No standby)

REFRIGERATION:

One ton refrigeration = 200 Btu/min = 12,000 Btu/hOne boiler HP = 33,475 Btu/hOne ton compressor rating = One Engine hpAuxiliary air conditioning equipment requires1/4 hp per ton of compressor rating

Ice Plant:Complete power requires 4-5 hp per daily ton capacity

AIR COMPRESSORS:

hp = 1/4 2 cu ft per minute at 100 psiIncrease BHP 10% for 125 psiDecrease BHP 10% for 80 psi

CONVEYORS: 15 to 20° Incline.

Vertical lift in feet 2 tons per hourBHP = ____________________________

500

PUMPS:

Feet of lift per 1000 GPMDeep Well BHP = ______________________

3

Pipe Line BHP = Barrels per hour 2 psi 2 0.00053

GPM 2 lb/gal (Liquid) 2 feet of headAny Liquid BHP = ______________________________

33,000 2 pump efficiency*

*Efficiency: CentrigugalSingle impeller, double suction 65-80%Single impeller, side suction 55-75%

65-80%Deep well turbine 75%

Reciprocating

OIL FIELD DRILLING:

HoistingWeight 2 FPM (assume 100 is unknown)

BHP = ____________________________________33,000 2 0.85 (eff.)

Mud PumpsGPM 2 lb/gal 2 (feet of head)

BHP = ____________________________________33,000 2 pump efficiency (see pumps)

Dry TableDepth in Feet BHP Required12000 - 4000 754000 - 8000 1008000 - 12000 150

12000 - 16000 200

SAWMILL:

11/2 BHP per inch of saw diameter at 500 RPMIncrease or decrease in proportion to RPM

Swing Cut-Off Saw24-inch 3 BHP36-inch 71/2 BHP42-inch 10 BHP

Table Trimmer 71/2 to 10 BHPBlower Fan, 12-foot sawdust 3 to 5 BHPPlaner Mill 2 to 4 BHP per 100 board feet per hour

24 to 30-inch planers 15 to 25 BHPEdgers

2 saws 12 to 15 BHP3 saws 15 to 25 BHP

Slab Saw 10 BHPJack Ladder 10 BHPApproximate fuel consumption

Softwood 1 gal. per 1000 board feetHardwood 1 gal. per 750 board feet

TORQUE CONVERTERS:

Peak output shaft horsepower:Normally 80% of input horsepower for either single

or three-stage converter.Output shaft speed at peak output horsepower:

Single-stage — 0.7 to 0.85 engine full load speedThree-stage — 0.5 to 0.6 engine full load speed

Torque multiplication at or near stall:Single-stage — 2.2 to 3.4 times engine torqueThree-stage — 3.6 to 5.4 times engine torque

155155

157

PIPE DIMENSIONS

Standard Iron Pipe

NOMINAL SIZE ACTUAL I.D. ACTUAL O.D.

Feet Per M Per Feet Per M PerInches (mm) Inches (mm) Inches (mm) Gal. Liter Cu. Ft. Cu. M.

12-1/8 3.18 0.270 6.86 0.405 10.29 336. 27 2513. 27,04912-1/4 6.35 0.364 9.25 0.540 13.72 185. 16.1 1383. 14,88612-3/8 9.53 0.494 12.55 0.675 17.15 100.4 8.3 751. 8,08312-1/2 12.7 0.623 15.82 0.840 21.34 63.1 5. 472. 5,08012-3/4 19.05 0.824 20.93 1.050 26.68 36.1 2.9 271. 2,917

21 25.4 1.048 26.62 1.315 33.4 22.3 1.9 166.8 1,79521-1/4 31.75 1.380 35.05 1.660 42.16 12.85 1.03 96.1 1,03421-1/2 38.1 1.610 40.89 1.900 48.26 9.44 .76 70.6 ,76022 50.8 2.067 52.25 2.375 60.33 5.73 .46 42.9 ,46222-1/2 63.5 2.468 62.69 2.875 73.02 4.02 .32 30.1 ,32423 76.2 3.067 77.9 3.500 88.9 2.60 .21 19.5 ,21023-1/2 88.9 3.548 90.12 4.000 101.6 1.94 .16 14.51 ,156

24 101.6 4.026 102.26 4.500 114.3 1.51 .12 11.30 ,12224-1/2 114.3 4.508 114.5 5.000 127. 1.205 .097 9.01 ,09725 127. 5.045 128.14 5.563 141.3 0.961 .077 7.19 ,07726 152.4 6.065 154. 6.625 168.28 0.666 .54 4.98 ,05427 177.8 7.023 178.38 7.625 193.66 0.496 .04 3.71 ,04028 203.2 7.982 202.74 8.625 219.08 0.384 .031 2.87 ,031

29 228.6 8.937 227. 9.625 244.48 0.307 .025 2.30 ,02510 245. 10.019 254.5 10.750 273.05 0.244 .02 1.825 ,019.612 304.8 12.000 304.8 12.750 323.85 0.204 .016 1.526 ,016.4

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TYPICAL FRICTION LOSSES OF WATER IN PIPE

(OLD PIPE)

FLOW HEAD LOSS IN FEET PER 100 FT. FLOW

(m per 100 m)

gpm (l/s) 3/4" (19.05 mm) 1" (25.4 mm) 1-1/4" 31.75 mm) 1-1/2" (38.1 mm) 2" (50.8 mm) 2-1/2" (63.5 mm) gpm (l/s)5 .34 10.5 3.25 0.84 0.40 0.16 0.05 3" (76.2 mm) 5 .34

10 .63 38.0 11.7 3.05 1.43 0.50 0.17 0.07 10 .6315 .95 80.0 25.0 6.50 3.05 1.07 0.37 0.15 15 .9520 1.26 136.0 42.0 11.1 5.20 1.82 0.61 0.25 20 1.2625 1.58 4" (101.6 mm) 64.0 16.6 7.85 2.73 0.92 0.38 25 1.5830 1.9 0.13 89.0 23.0 11.0 3.84 1.29 0.54 30 1.935 2.21 0.17 119.0 31.2 14.7 5.10 1.72 0.71 35 2.2140 2.52 0.22 152.0 40.0 18.8 6.60 2.20 0.91 40 2.5245 2.84 0.28 5" (127 mm) 50.0 23.2 8.20 2.76 1.16 45 2.8450 3.15 0.34 0.11 60.0 28.4 9.90 3.32 1.38 50 3.1560 3.79 0.47 0.16 85.0 39.6 13.9 4.65 1.92 60 3.7970 4.42 0.63 0.21 113.0 53.0 18.4 6.20 2.57 70 4.4275 4.73 0.72 0.24 129.0 60.0 20.9 7.05 2.93 75 4.7380 5.05 0.81 0.27 145.0 68.0 23.7 7.90 3.28 80 5.0590 5.68 1.00 0.34 6" (152.4 mm) 84.0 29.4 9.80 4.08 90 5.68

100 6.31 1.22 0.41 0.17 102.0 35.8 12.0 4.96 100 6.31125 7.89 1.85 0.63 0.26 7" (177.8 mm) 54.0 17.6 7.55 125 7.89150 9.46 2.60 0.87 0.36 0.17 76.0 25.7 10.5 150 9.46175 11.05 3.44 1.16 0.48 0.22 8" (203.2 mm) 34.0 14.1 175 11.05200 12.62 4.40 1.48 0.61 0.28 0.15 43.1 17.8 200 12.62225 14.20 5.45 1.85 0.77 0.35 0.19 54.3 22.3 225 14.20250 15.77 6.70 2.25 0.94 0.43 0.24 65.5 27.1 250 15.77275 17.35 7.95 2.70 1.10 0.51 0.27 9" (228.6 mm) 32.3 275 17.35300 18.93 9.30 3.14 1.30 0.60 0.32 0.18 38.0 300 18.93325 20.5 10.8 3.65 1.51 0.68 0.37 0.21 44.1 325 20.5350 22.08 12.4 4.19 1.70 0.77 0.43 0.24 50.5 350 22.08375 23.66 14.2 4.80 1.95 0.89 0.48 0.28 10" 254 mm) 375 23.66400 25.24 16.0 5.40 2.20 1.01 0.55 0.31 0.19 400 25.24425 26.81 17.9 6.10 2.47 1.14 0.61 0.35 0.21 425 26.81450 28.39 19.8 6.70 2.74 1.26 0.68 0.38 0.23 450 28.39475 29.97 7.40 2.82 1.46 0.75 0.42 0.26 475 29.97500 31.55 8.10 2.90 1.54 0.82 0.46 0.28 500 31.55750 47.32 7.09 3.23 1.76 0.98 0.59 750 47.32

1000 63.09 12.0 5.59 2.97 1.67 1.23 1000 63.091250 78.86 8.39 4.48 2.55 1.51 1250 78.861500 94.64 11.7 6.24 3.52 2.13 1500 94.641750 110.41 7.45 4.70 2.80 1750 110.412000 126.18 10.71 6.02 3.59 2000 126.18

Flow Restriction of Fittings Expressed as Equivalent Feet of Straight Pipe

Size of Fiting 2" 2-1/2" 3" 4" 5" 6" 8" 10" 12" 14" 16"

90 Ell 5.5 6.5 8. 11. 14. 16. 21. 26. 32. 37 4246 Ell 2.5 3. 3.8 5. 6.3 7.5 10. 13. 15. 17 19Long Sweep Ell 3.5 4.2 5.2 7. 9. 11. 14. 17. 20. 24 27Close Return Bend 13. 15. 18. 24. 31. 37. 51. 61. 74. 85 100Tee — Straight Run 3.5 4.2 5.2 7. 9. 11. 14. 17. 20. 24 27Tee — Side Inlet or Outlet 12. 14. 17. 22. 27. 33. 43. 53. 68. 78 88Globe Valve Open 55. 67. 82. 110. 140.Angle Valve Open 27. 33. 41. 53. 70.Gate Valve Fully Open 1.2 1.4 1.7 2.3 2.9 3.5 4.5 5.8 6.8 8 9Gate Valve Half Open 27. 33. 41. 53. 70. 100. 130. 160. 200. 230 260Check Valve 19. 23. 32. 43. 53.

Caterpillar Industrial Engine Application & Installation Guide LEBH0504

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