Professional Documents
Culture Documents
APPLICATION and
INSTALLATION GUIDE
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3
Engine Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
19
37
Air Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
69
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
75
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
79
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
93
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
INTRODUCTION
Reliability of machinery is a major factor affecting satisfactory performance. Engines must be properly installed
in an acceptable environment if reliability of each engine
system and the total installation are to be achieved.
The objective of this guide is to outline application and
installation requirements of Caterpillar Diesel Engines
applied in material handling and agricultural applications
and to provide the installer with data needed to complete an installation with satisfactory results.
A layout for engine installation should include space for
connections to functional systems, including ventilation,
and working space or access allowing performance of
repair and scheduled maintenance.
Current technical information for all engines other than
the 3000 Family can be found on-line using the
Technical Marketing Information (TMI) program
(https://tmiweb.cat.com). 3000 Family information is on
CD and can be ordered through the Media Logistics
System asking for LERH9330.
View specification sheets, Product News bulletins, the
3400 Performance and Drawing Book (LEBH9181), and
other industrial engine information including this book
on the Electronic Media Center (EMC). The URL address
is http://emc.cat.com
A complete library of installation drawings for all Caterpillar
Engines is available on CD by ordering LERQ2015.
Subscribers to this library will automatically receive updates four times a year.
The goal of each engine sale should be a good installation
in an appropriate application.
ENGINE SELECTION
Page
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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ENGINE SELECTION
GENERAL
The purpose of this section is to discuss
power demand, engine ratings, and engine
selection to result in satisfactory machine
performance and engine life.
POWER REQUIREMENTS
Comparison with Past Experience
Before selecting an engine model and rating,
power demand must be analyzed. This task
is simplified if experience is available with
a similar machine powered by an engine of
known rating and fuel rate performance.
This experience provides a basis for deciding
whether the machine was under powered,
correctly powered, or over powered.
Horsepower, Torque, and Machine
Productivity
To better understand torque and horsepower, consider that a very small engine
can provide sufficient torque for a very
large machine, if there is enough speed
reduction. But, although the machine could
have sufficient torque, it would operate at
such a slow speed as to be unproductive.
Productivity of most machines is approximately proportional to horsepower input.
5252 bhp
T = ________
N
33,000 ft-lb
1 hp = _________
min
Where: T = Torque, ft-lb
N = rpm
Calculated Horsepower Demand
An estimate of machine load demand can
be made mathematically, when no actual
machine experience is available to serve
as a baseline of comparison. Using basic
engineering principles on work and energy
and data on the type of task to be accomplished, it is possible to convert all functions of a machine to ft-lb per minute and
then convert to horsepower demand. Mathematical calculation may be the only way
available to estimate power requirements
at the start of a new machine design. Of
course, this approach is accurate only to
the extent that all factors are considered
and assumptions are correct. For certain
applications such as pumps or other continuous loads, where demand is known
quite well, calculated values are quite accurate. In other applications, actual demand
can be significantly different than calculated
levels.
Dynamometer Measured
Horsepower Demand
Actual load demand measurement by
powered dynamometer is the most accurate way to determine power demand of
components or of a total machine. It is recommended that a manufacturer do this to
more accurately determine where power is
being consumed. This can identify a device
or system which is using more power than
it should and is in need of redesign for
improved efficiency. For example, this occasionally happens with hydraulic systems.
However, a dynamometer normally measures only the steady-state power demand.
More sophisticated instrumentation is
required to measure load demand under
dynamic, transient conditions. If this type of
measuring apparatus is available, the dynodriven load must accurately simulate the real
machine operation to yield accurate data.
Estimated h.p. loss due to: 1) torque converter, 2) transmissions, 3) generators, 4)
belt drives, 5) gear reducers.
Engine Measured Horsepower Demand
Usually, the most practical way to assess
power demand, and capability of an engine
to perform adequately, is to make a logical
selection based on calculation or comparison with past experience and test it. There
is no substitute for a rigorous evaluation of
an engine in the machine or application.
This provides the final proof of machine
performance acceptability, or it will identify
shortcomings in need of correction.
Torque Rise % =
(Peak
Torque) (Rated Torque)
__________________________
x 100
Rated Torque
Cat Diesel Engines typically provide high
torque rise to perform well in a wide variety
of applications.
A torque curve is the graphical representation of torque versus speed.
Some modification to a torque curve is
possible in those cases where this is
required to achieve satisfactory machine
performance. Consult your engine supplier
if this need exits.
If torque rise is higher than necessary,
those parts of the machine driveline ahead
of the transmission may be subjected to
torque levels which may shorten the life of
gearing and bearings. For this reason it is
sometimes desirable to let the machine
operator shift to a lower gear to increase
engine speed, instead of always lugging
the engine without a gear change. So, the
decision to use an extra high torque rise
engine must also consider driveline capability. By contrast, an engine with insufficient torque rise will seem weak and may
even stop running before the operator has
time to make a shift change. This is not
acceptable either. The best compromise is
to use enough torque rise to satisfy
machine performance requirements, but
not so much that driveline life becomes
unacceptable.
Devices such as blowers, pumps, and propellers cannot lug an engine because
power demand drops off much more quickly than engine capability as speed is
reduced. The amount of torque rise available in these applications is generally
meaningless because torque rise is not
required, except as it may contribute to the
ability to accelerate the load.
Heating value of the fuel affects power output because fuel is delivered to the engine
on a volumetric basis. Allowance should
be made for a fuel with lower heat content
(higher API than standard) where the
power level is critical. Caterpillar Diesel
ratings are based on use of 35 API fuel
with HHV of 19,590 Btu/lb (45570 kJ/kg) or
138,000 Btu/gal.
Auxiliary Loads
In addition to the main load carried by the
engine, allowance must also be made for
all other engine-driven auxiliary loads. Extra
loads imposed by a cooling fan, alternator,
steering pump, air compressor, and hydraulic
pump may represent a significant proportion of total engine power available.
SAE Standard Conditions
Engine ratings express actual usable power
available under standard SAE (Society of
Automotive Engineers) specified conditions of 29.38 in Hg (99.2 kPa) barometer,
85F (30C). Devices, such as the oil pump,
fuel pump, and jacket water pump, which
are part of a runnable engine, do not subtract from rated power.
Determining Total Power Needs
After establishing main load power demand
and adding all auxiliary power demands,
some additional power should be allowed
for peak loads (such as grades and rough
terrain) and reserve for acceleration.
Simulating Performance
of a Smaller Engine
If a machine is thought to be overpowered
and a change to a smaller engine is being
considered, it is possible to simulate a
lower horsepower engine by resetting the
fuel system on the larger engine to some
lower horsepower. Then, an experienced
operator can fully evaluate machine performance at the lower horsepower. Although
performance will not be exactly the same,
because of greater rotational inertia and
displacement (which both improve ability
to handle sudden load changes), this will
roughly simulate performance to be expected with a smaller engine. This may demonstrate that a smaller engine is a viable possibility which should be tested further. Or,
such testing may show that the lower power
level cannot meet the peak demands satisfactory; that the larger engine will deliver
sufficient performance advantage to justify
its cost.
Life Related to Load Factor
Use of an oversized engine contributes to
longer engine life because it runs at a lower
overall load factor. It also provides quicker
response to sudden load changes. Load
factor is the ratio of average fuel rate to the
maximum fuel rate the engine can deliver
when set at a rating appropriate for a particular application, expressed as a percent.
Fuel usage is a better indicator of engine
life than engine hours.
ENGINE RATINGS AND
CONFIGURATIONS
Rating Curves
Consult TMI for Industrial Engine rating
curves which show available ratings at various speeds for each model and configuration. Specification sheets also carry some
of this information, for preliminary sizing
purposes.
Continuous Rating Defined
The CONTINUOUS rating is the power
and speed capability of the engine, which
can be used without interruption or load
cycling. Few industrial or agricultural applications require a rating as low as the continuous rating because load and speed
fluctuation is usually present. However, the
continuous rating will extend engine life
and reliability in any application.
Intermittent Rating Defined
The INTERMITTENT rating is the power and
speed capability of the engine which can be
utilized for about one hour followed by an
hour of operation at or below the continuous
rating. Any rating with the horsepower or
engine speed above the continuous rating
is also considered an intermittent rating.
An intermittent rating, when properly applied,
provides excellent engine life in a broad
10
Today, with turbocharged engines, a maximum rating has even less significance. An
engine can often produce power levels
well beyond approved application ratings;
but, unless the effect of these ratings on
engine life in a particular application is
known, there is no basis for judging conservatism of ratings. Use of maximum ratings
was also encouraged, unfortunately, by
competitive pressures between manufactures trying to extend the apparent capability of their engines. Appropriate Caterpillar
ratings are established for each application
or type of duty. Rely upon these recommendations rather than attempts at comparison with almost meaningless maximum ratings.
Application Ratings
Ratings other than continuous and intermittent are approved for certain specific
applications. Examples of these application
ratings are irrigation pumping continuous,
off-highway truck, and locomotive.
Special Ratings
Homologation
Most engine applications are well understood and utilize one of the above existing
published ratings which have been confirmed by thousands of hours of successful
experience. However, occasionally, a unique
application merits special rating consideration because of unusually low load factor
or unusually short life requirements. In this
case, consult dealer. Factory application
engineers will require that a special rating
request data sheet be submitted for review
before a special rating can be considered
for approval.
Altitude Derating
Each model and rating has established
maximum altitude capabilities for lug and
for nonlug applications. For higher altitude
operation, power settings must be reduced
approximately 3% per 1000 ft (305 m) above
the altitude limit for that rating. Diesel
engines do not self-derate enough so that
the fuel setting can be left unchanged. If
they are not reset to appropriate power levels, naturally aspirated engines may smoke
badly and turbocharged engines may suffer
excessive thermal and mechanical loading,
resulting in internal damage, without giving
external indication of distress.
Regulatory Requirements
Regulatory requirements often dictate the
use of specific regulatory agency-approved
rating levels, as required in underground
mining and in mobile industrial equipment
designed to be self-propelled on-highway.
Caterpillar works with certain of these agencies (for example, Mine Safety and Health
Administration [MSHA] and Environmental
Protection Agency [EPA]) to provide preapproved ratings. Compliance with these regulations can make it difficult to get special ratings or to derate the engine.
12
Battery Recommendations
Engine
Aftercooling Configurations
Versus Ratings
Depending upon the type of engine configuration, a variety of ratings is available.
Naturally aspirated (NA) engines have the
lowest ratings. Turbocharged (T) configurations are next, and ratings are higher
with various types of turbocharged aftercooled (TA) engines. The jacket water
aftercooled (JWAC) system is based on
175F (80C) average temperature water
to the aftercooler, while a higher rating is
possible by the use of separate circuit
water to the aftercooler. For example, a
rating designated SCAC 85F (30C)
would require 85F (30C) water at appropriate flow required for a particular model.
(See TIF for flow requirements.)
System
Voltage
32 19C
3406
12
24
30/32
1740
800
800
1800
870
870
2000
1000
870
3408/3412
24
30/32
870
870
1000
870
1260
1260
WIRING
Mechanically Governed Engines
Because of the variety of attachments and
starter/alternator combinations available, it
is difficult to generalize, other than to refer
to wiring schematics and installation guides
for any given attachments. One word of
caution would be to consider ambient temperature, engine size, and primary battery
cable length recommendations given in
Application and Installation manuals when
specing starting circuit components. Cable
recommendations are as follows:
Total Cable Length
Cable Size
awg
12V m
24-32V m
1.22
4.57
00
1.52
5.49
000
1.83
6.40
0000
2.29
8.24
13
14
15
Safety
Every 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.
____
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.
____
8.
____
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.
16
____
6BR1 UP .....3406E
4CR1 UP .....3412E
Acknowledge
1.
____
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.
____
6.
____
7.
____
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.
____
____
____
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).
____
17
Acknowledge
1.
____
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 electrics 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.
____
7.
Wire size for EMS = (+) & () BAT.14AWG; ALL OTHER 16AWG dedicated to
CAT electronics only (other machine functions not permitted).
____
8.
____
9.
____
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 Guide
SENR1073 (change level 01 dated February 98) 6 Cyl Troubleshooting
SENR1065 (change level 01 dated March 98) 8 & 12 Cyl Troubleshooting
LEXH7530 (change level 00 dated 1997) EMS Operators Guide
LEXH6427 (dated Nov. 1996) Engine Monitoring System (EMS) for Caterpillar
Industrial Engines
18
POWER TRANSMISSIONS
Page
General Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
20
21
21
21
21
22
22
22
22
22
23
24
25
Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
25
Mechanical Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic, Semiautomatic, and Preselector-Type Transmissions . . . . . . . . . . . . . . . . . . . . .
Speed Increasers/Reducers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Compounds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stub Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fluid (Hydraulic) Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Torque Converters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Single-Stage Torque Converters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multistage Torque Converters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Special Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Side Loading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overhung Power Transmission Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wet Flywheel Housings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
26
28
28
29
30
30
30
32
32
32
32
33
34
Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
34
Misalignment Capability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stiffness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Serviceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Coupling Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
35
35
35
36
Auxiliary Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
36
Gear Drives. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Belt Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Crankshaft Pulleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Gear Drive Pulleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
19
POWER TRANSMISSIONS
GENERAL CONSIDERATIONS
The first decision in designing an engine
installation is selection of the coupling and
drive method to connect the engine to the
driven equipment.
The coupling and drive selection connections are closely related to the proper
selection of engine support and mounting. This ensures a successful troublefree installation from the standpoint of
both the engine and driven equipment,
as well as the power transmission components. (Refer to Mounting and
Alignment section.)
CLUTCHES
General Description and Selection
Considerations
Engine starting capability is normally limited and the direct connection of large mass
driven equipment makes starting difficult
or impossible, therefore, a type of clutch or
disconnect device may not only be desirable but necessary.
20
Light-Duty (LD)
A light-duty clutch is used primarily to disconnect and pick up light inertia loads, but
does more work during engagement than
cut-off duty.
These clutches (power takeoffs) will be covered in greater detail under the following
classifications (clutch rating definitions), as
well as the specific selection considerations
for the type of clutch and application.
Figure 1
22
Figure 2
23
Air Clutches
Air-type clutches are commercially available in sizes to fit the entire Caterpillar
Diesel Engine line. Basically, engagement
friction is maintained by air pressure. This
feature is particularly advantageous when
remote control of the engagement/disengagement functions is required.
Air clutches utilize an expanding air bladder for the clutch element. (See Figure 3.)
Figure 3
AIR CLUTCH
24
Centrifugal Clutches
TRANSMISSIONS
Centrifugal clutches are commercially available in sizes to fit the entire Caterpillar
Diesel Engine line. The centrifugal clutch
accomplishes the engagement/disengagement functions by centrifugal force which is
generated by the engine operating speed. It
provides a power engagement/disengagement function controlled strictly by the
engine governor speed control (throttle).
Over the years rapid technological advances have enabled numerous commercial
manufacturers to offer a broad range of
transmissions with nearly unlimited features and options.
25
Mechanical Transmission
The mechanical transmission provides the
lowest cost method of providing multiple
output speeds when the driven equipment
input speed range or torque requirements
exceed the operating capability of the diesel
engine. Mechanical transmissions are usually equipped with some type of clutch
assembly to facilitate not only engine starting but also to change gear ratios.
Figure 4
MECHANICAL TRANSMISSION
26
Figure 5
AUTOMATIC TRANSMISSIONS
27
Speed Increasers/Reducers
Compounds
Although infrequently found in material handling/agriculture applications, specific designs may require an engine compound.
Figure 6
SPEED REDUCER
Figure 7
28
Figure 8
Stub Shafts
Where the application permits, a stub shaft
will provide a low cost, simple method of
direct power transmission.
Figure 9
29
Hydraulic Drives
Hydraulic drive devices generally fall into
two major classifications: fluid or hydraulic
couplings and torque converters.
The theory involved is similar in all types of
hydraulic drives although the internal
design may vary. Basically, the engine output is absorbed by a turbine-type pump.
The oil or fluid in the pump housing is accelerated outward, and the engine power is
transmitted to the outer edge of the pump
as kinetic energy in the form of high velocity fluid. This energy is then transferred
back towards the center of the output
shaft. This is where the differences occur
between a hydraulic or fluid coupling and a
torque converter.
Fluid (Hydraulic) Couplings
In the fluid couplings, the high velocity fluid
is directed into a matching turbine located
very close to the turbine-type pump which
is engine driven. The matching turbine
absorbs the energy as the fluid is directed
back toward the center of the coupling and
the energy is delivered to the output shaft.
The primary advantage of a hydraulic coupling is the total lack of a mechanical connection between the driving engine and the
driven equipment.
This isolates or greatly reduces the transfer
of mechanical shocks, vibration, and undesirable torsional effects between the driven
load and the engine.
A hydraulic coupling will prevent engine stall
under load; however, the engine can be
pulled down in speed by varying degrees
depending on the hydraulic coupling fluid
cooling capacity. It also permits starting high
inertia-driven loads without the use of a cutoff clutch.
The main disadvantages of a hydraulic coupling are the reduced efficiency over a
mechanically coupled drive and its inability
to generate a torque multiplication as is
possible with a torque converter.
Normally, hydraulic couplings are best suited to applications which are constant speed
applications where the slip capability is
desirable to compensate for shock loads,
overloads, high inertia load startups, and
assist in torsional vibration reduction.
Torque Converters
As with hydraulic couplings, torque converters differ considerably in internal construction and refinement but can generally be
placed in two classifications: single-stage
and multistage. These differences will be
expanded later in this section.
Figure 10
HYDRAULIC COUPLING
30
in such a manner as to produce a multiplication of the input torque to the output shaft
at reduced output speeds (rpm).
Figure 11
TORQUE CONVERTER
Figure 12
The necessity of matching a torque converter to the engine cannot be overemphasized. An improperly sized converter, one
with the wrong blading or one which operates in a highly inefficient speed range, will
prove unsatisfactory. An improperly matched
torque converter can result in engine overload, high inefficiency, high fuel consumption, poor engine response, and other
undesirable results.
The torque converter manufacturer generally has computer programs which, when
coupled to the performance characteristics
of the engine, can ensure a correct match
for any installation/application. Most converter manufacturers have performance
data on the Caterpillar Diesel Engine models or data can be obtained from your
Caterpillar dealer. This data is covered in
the Caterpillar Technical Information File
(TIF). Performance data for nonstandard
ratings is also available from your
Caterpillar dealer.
TORQUE CONVERTERS
31
Additionally, cooling of the torque converter fluid is required. Torque converter cooling must be provided for the equivalent of
at least 30% of the total engine heat rejection when using a precombustion chamber-type engine. When using a direct injection-type engine, torque converter cooling
must be provided for the equivalent of at
least 50% of the total engine heat rejection.
Caterpillar offers, as price list attachments,
either jacket water connections for heat
exchanger-type coolers or, on the 3200,
3300, and 3400 Series Engines, complete
heat exchanger cooling packages.
It is imperative that the cooling package be
of adequate capacity. The capacity of
Caterpillar-supplied cooling systems can
be obtained from your Caterpillar dealer.
Most commercially available converters
are also offered with attachment cooling
packages.
If the engine cooling system is used to cool
the torque converter, adequate reserve
radiator capacity must be provided. (Refer
to Cooling section.)
32
Figure 13
33
34
Figure 14
A. Misalignment Capability
The coupling must be capable of
compensating for any misalignment
between the engine and equipment
to prevent damage to the machine
and/or diesel engine crankshaft and
bearings.
35
Belt Drives
Several options exist for belt driving various
auxiliary attachments. Both of the following
methods are available from Caterpillar:
A. Crankshaft Pulleys
Additional stack-on pulleys can be
added to the front of the crankshaft.
The number of additional grooves
which can be added depends on other
belt-driven equipment such as cooling
fans and charging alternators and the
amount of total side load which will be
imposed on the front of the crankshaft.
B. Gear Drive Pulleys
The gear drive auxiliary positions
may be equipped with output pulleys.
AUXILIARY DRIVES
Many applications have a requirement for
auxiliary drive capability to power charging
alternators, air compressors, hydraulic
steering pumps, etc.
Caterpillar offers, as price list attachments,
various auxiliary drive options for all engine
models. These attachments provide either
mechanical gear or belt drive capability.
Gear Drives
These drives are suitable for direct mounting of air compressors and hydraulic
pumps for power assist steering, etc.
36
Figure 15
38
38
38
39
40
40
40
40
41
41
41
42
42
42
42
43
44
45
46
47
48
48
49
49
51
51
52
53
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54
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55
55
56
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56
56
56
57
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58
60
60
60
60
60
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61
61
61
62
62
63
63
63
66
37
Figure 16
38
Fixed installations offer positive benefits in that they involve fewer mounting
and design problems than the other
categories; but conditions may dictate
isolation against vibration or sound,
which will complicate the engine
mounting.
B. Semimobile Installations
In these installations, although part of
a machine is occasionally moved, the
engine is not generally used as
motive power to move the machine,
nor is it normally operated while the
machine is in motion. Examples of
semimobile installations would be
rock crushers, batch plants, concrete
mixers, airport support vehicles, portable air compressors, conveyors, and
portable irrigation engine drives. Within this category are several examples
of machines which do move while the
engine is in operation, but only at a
slow, steady pace. Examples of these
machines are continuous pavers or
overlayers, paving finishers, certain soil
FIXED INSTALLATION
Figure 17
SEMIMOBILE INSTALLATION
Figure 18
39
GENERAL CONSIDERATIONS
40
Engine Construction
BASES
41
Thermal Growth
Design consideration must also be given
to compensate for the change in distance
between the mounting bolts, which secure
the diesel engine to the base, occurring
when engine temperature changes from
cold to operating temperature level. As
engine temperature increases to operating
level, the entire engine grows in length due
to thermal expansion.
Cast iron has a coefficient of expansion of
0.0000055, 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 increased
from 50F (10C) to 200F (98.8C). Using
0.0000063 as the plate steel coefficient of
expansion, a steel weldment of 94 in
(238.8 cm) will grow 0.089 in (0.226 cm)
through the same temperature range. The
small difference in growth between the
block and the lubricating oil pan is compensated for in the design of the engine by
making the holes in the flange of the
attached component (rails) larger than the
attaching bolts.
Due to the growth resulting from thermal
expansion, the engine must not be dowel
located in more than one location. It is
recommended that a dowel locator be used
only on one engine mounting rail located at
the flywheel housing. Clearance between
the mounting bolts and the mounting brackets to the base will then allow slip to compensate for thermal growth.
Type of Engine Mountings
There are five basic types of engine
mounting, with variations possible within
each of the basic categories.
A. Rigid Mounting
Although frequently utilized in heavyduty applications such as earthmoving
42
Figure 19
C. Skid Mounting
The skid mounting, conceptually, is
identical to the subbase; however, a
properly designed skid mounting will
be heavier than the subbase mounting.
Skid mounts are generally most suitable for the semimobile type of
power unit or fixed installation which
Figure 20
may be subject to the need for occasional relocation. The unit cannot be
operated during such movement as
the skid base is not supported on a
machine subframe.
Skid mounting is normally used when
the engine drives pumps, blowers,
generators, air compressors, or if an
outboard bearing is used.
SKID MOUNTING
43
D. Semi-flexible Mounting
This type of mounting is occasionally
used in semimobile types of machines
and nearly always used for mobile
applications. Rare exceptions to the
above statement are where a rigid
mounting is used in heavy machines
where the weight of frame rigidity is
not a problem.
The semi-flexible mounting concept
is not applicable to the 3500 Family
Engines and should be considered
only for mobile equipment diesel
engine arrangements. The mobile
equipment engine arrangements utilize a front mount which has the flexibility to effect a three-point mounting.
Figure 21
44
Caution: The industrial-type front supports must not be used for semi-flexible
mounting. They lack the flexibility of a
three-point mounting and will allow
frame distortion to cause engine
mounting component failure.
A semi-flexible engine mounting will
always require the use of a flexible
coupling or universal joint-type drive
unless the drive load is directly
mounted to the engine flywheel housing. An example of this is a hydraulic
pump where hose connections provide the flexibility to completely isolate the engine pump system.
SEMI-FLEXIBLE MOUNTING
E. Flexible Mounting
Full flexible mounting systems are
rarely required or suitable for most
material handling applications, however, there may be specific installations where the characteristics of this
concept are desirable.
Probably the most common usage of
flexible mounting is in the propellerdriven airplane. The engine and propeller are directly and positively connected, and the power package is
nearly completely isolated vibration
wise from the machine structure. No
external shafts, belts, chains, or other
types of drives are connected
hence, the power package has great
freedom of movement.
The degree of expertise and complications involved in developing a successful flexible mounting, coupled with
the fact that such mounting is seldom
required or desirable in agriculture/
material handling applications, deems
it inappropriate to devote further discussion in this publication.
It is strongly recommended that if you
or your customer finds it necessary to
utilize a flexible-type mounting that
your Caterpillar dealer be contacted
for consultation before any significant
effort is invested in design development. Should all concur that such a
system is desirable, a team effort of
the involved parties is necessary to
develop a suitable system.
45
FOUNDATIONS
For fixed installations it is frequently preferred to install a permanent foundation of
reinforced concrete.
Historically, concrete foundations have been
massive structures. The Caterpillar multicylinder modern speed engine does not
require the enormous traditional structure.
If a concrete foundation is required, some
minimum design guidelines to consider are:
The foundation length and width
should exceed the length and width
of the engine-driven equipment a
minimum of 1 ft (0.305 m) on all sides.
The foundation depth should be sufficient to attain a minimum weight
equal to the engine-driven equipment
package wet weight.
Figure 22
46
W
Foundation Depth (ft) = ___________
150 2 B 2 L
W
Foundation Depth (m) = _____________
2402.8 2 B 2 L
W = Total wet weight of enginedriven equipment pounds
(kg).
150 = Density of concrete (pounds
per cubic foot).
2402.8 = Density of concrete (kilograms per cubic meter).
B = Foundation width feet
(meters).
L = Foundation length feet
(meters).
When effective vibration isolation equipment is used, the depth of floor concrete
required need only support the static
weight of the load. If isolators are not used,
dynamic loads will be transmitted to the
facility floor and the floor must be designed
to support 125% of the engine-driven
equipment package weight.
Collision Stops
47
Isolation Antivibration/Noise
Mounting
Caterpillar Engines are capable of withstanding all self-induced vibrations and no
isolation is required to prolong service life.
However, vibrations from surrounding equipment, if severe, can harm an engine which
is inoperative for long periods of time. If
these vibrations are not isolated, the lubricating oil film between bearings and shafts
can be reduced to the point where damage
could result.
For a fixed installation where a reinforced
concrete foundation is utilized, a separate
method of isolation is possible. The system
is covered under Bulk Isolation, Page 45.
For all other types of installations, flexibletype isolators are used.
CAUTION: MOST COMMERCIAL ISOLATION DESIGN HAS LIMITED SIDE LOAD
CAPABILITY. FLEXIBLE-TYPE ISOLATORS ARE ONLY GENERALLY ACCEPTABLE FOR DRIVES NOT IMPOSING
HIGH SIDE LOADS.
Flexible Isolation
Several commercial isolators are available
which will provide varying degrees of isolation. Care must be taken to select the
best isolator for the application. Generally,
Figure 23
48
the lower the natural frequency of the isolator (soft), the greater the deflection and
the more effective the isolation. However,
the loading limit of the isolator must not be
exceeded.
No matter what type of isolation is used, it
should be sized to have its natural frequency as far removed from the exciting
frequencies of the engine as possible. If
these two frequencies were similar, the
entire unit would be in resonance.
The static weight of the machinery must
load a resilient mount close to the center of
its deflection range. Therefore, the weight
that will rest on each isolator must be known
and the isolators properly matched in
respect to the load and its center of gravity.
The most effective isolators are of the steel
spring design. They are capable of isolating up to 96% of all vibrations, provide
overall economy, and permit mounting the
power unit on a surface which need only
be capable of supporting the static load.
No allowance for torque or vibratory loads
is required. Spring isolators are also available with rubber side thrust isolation for
use when the engine is side loaded or
located on a moving surface.
Figure 24
Shimming
The modern diesel engine, as well as most
driven equipment, must be mounted on a
surface which is true to prevent prestressing
the engine or driven equipment frame when
torquing it to the mounting structure, when
more than three support points are used.
Large Caterpillar Diesel Engines such as
3500 Family are fastened to the mounting
structure at four or more points. All mounting
points must bear equally on the mounting
49
Figure 25
50
Shim packs should be of nonrusting material. Handle shims carefully. After alignment, each mounting surface must carry its
portion of the load.
Before the engine and driven equipment
can be aligned, each foot must carry its
portion of the load. Failure to do this can
result not only in misalignment, but also in
springing of the substructure causing resonant vibrations, high stress in welds or
base metal, and high twisting forces in the
engine or generator.
This same requirement for a true plane
(flat) mounting is also necessary for most
driven equipment. If specific instructions
are not provided by the driven equipment
manufacturer, the same principles as recommended for the engine can be applied.
ALIGNMENT
Principles
To provide the necessary alignment between
the diesel engine and all mechanically driven components, an understanding of the
types of misalignment and the methods of
measurement is required.
Many crankshaft and bearing failures are
the result of improper alignment of drive
systems at the time of initial engine installation. Misalignment always results in
some type of vibration or stress loading.
CAUTION: BEFORE MAKING ANY
ATTEMPTS TO MEASURE RUN OUT OR
ALIGNMENT, IT IS IMPORTANT THAT
ALL SURFACES TO BE MEASURED OR
MATED BE COMPLETELY CLEAN AND
FREE FROM GREASE, PAINT, OXIDATION, OR RUST AND DIRT ALL OF
WHICH CAN CAUSE INACCURATE MEASUREMENTS.
Figure 26
51
Figure 27
52
Figure 28
Figure 29
53
Figure 30
54
Couplings
Figure 31
55
ALIGNMENT INSTRUCTIONS
General Considerations
Alignment methods will vary depending on
the coupling method selected. On Caterpillar
Diesel Engines either a flexible-type or rigidtype coupling is acceptable, depending on
the specific installation characteristics and
the results of the Torsional Analysis.
56
Figure 32
2. Flywheel Concentricity
Remove the pry bar and check to
ensure that the dial indicator has
returned to zero. If not, reset. Rotate
the crankshaft, in the normal direction
only, and record the Total Indicator
Reading (TIR) when the flywheel
positions (A), (B), (C), and (D) are at
the top. (Refer to Page 58 for proper
tolerances.)
3. Crankshaft End Play
Ensure the crankshaft-flywheel
assembly is completely to the rearmost position of the engine assembly. Reset the dial indicator to zero.
Relocate the pry bar and move
crankshaft-flywheel assembly forward in the engine assembly. The
dial indicator reading in this position
is the crankshaft end play.
Figure 34
Figure 33
Figure 35
58
11. Install the bolts which secure the coupling to the flywheel and torque as
recommended.
12. Check crankshaft end play to ensure
that the proper relationship exists
between the engine mounting face
depth Step 6 and the driven equipment mounting face depth Step 8.
Place a pry bar between the flywheel
assembly and the flywheel housing.
The crankshaft should move both forward and backward within the engine
and, in both positions, remain fixed
when pressure on the pry bar is
relaxed. Any tendency of the crankshaft to move when pry bar pressure
is released indicates that the driven
equipment and coupling assembly
are imposing a horizontal force on the
crankshaft, which will result in thrust
bearing failure. If this condition exists,
readjust the thickness of shims used
between the driven equipment input
shaft and the coupling as described
in Step 8.
B. Flexible-Type Couplings
Remote-Mounted Driven Equipment
1. Droop
Mount a dial indicator on the engine
flywheel housing. Mark the flywheel
at points A, B, C, and D in 90 increments as shown in Figure 36. The
indicator tip must contact the pilot
diameter of the flywheel assembly.
With the dial indicator in position (A),
set the reading to zero. Place a pry
bar under the flywheel assembly at
position (C) and, by prying against a
floor mounted support, raise the flywheel until it is stopped by the main
bearings. (Caution: Do not pry against
the flywheel housing.) Record the
reading of the dial indicator. This is
the amount of droop in the crankshaft
which results from engine bearing
clearances and natural droop as a
result of the overhung weight of the
flywheel.
The flywheel should be raised several times to get a feel for the bearing
clearance to prevent excessive lift
which means reverse bending of the
crankshaft.
Figure 36
60
2. Flywheel Concentricity
Remove the pry bar and check to
ensure that the dial indicator has returned to zero; if it is not, reset. Rotate
the crankshaft, in the normal direction only, and record the TIR when
the flywheel positions (A), (B), (C),
and (D) are at the top. (Refer to Page
58 for proper tolerances.)
3. Crankshaft End Play
Ensure the crankshaft-flywheel assembly is completely to the rearmost position of the engine assembly. Reset
the dial indicator to zero. Relocate the
pry bar and move crankshaft-flywheel assembly forward in the engine
assembly. The dial indicator reading in
this position is the crankshaft end play.
4. Flywheel Face Run out
Set the tip of the indicator on the face
of the flywheel Figure 36. Position the
crankshaft to the front of its end play
and zero the indicator. Shift the crankshaft to the rear of its end play and
record the TIR. With the crankshaft at
the rear of its end play, zero the indicator. Rotate the crankshaft and
record the TIR when the flywheel positions (A), (B), (C), and (D) are at the
top. Remove all end play before
recording each reading. Remove the
flywheel housing access cover. Then
place a pry bar between the rear face
of the flywheel housing and the front of
the flywheel assembly. Move the crankshaft-flywheel assembly to the rear of
the engine, removing all end play.
5. Mounting
The engine and the driven equipment
should be mounted so that any necessary shimming is applied to the driven
equipment. The centerline of the engine
crankshaft should be lower than the
centerline of the driven equipment by
approximately 0.0065 in (0.165 mm) to
allow for thermal expansion of the
engine. The value 0.0065 in (0.165 mm)
allowed for thermal expansion is for the
engine only. If it is anticipated that thermal expansion will also affect the driven equipment centerline to mounting
plane distance, that value must be subtracted from the engine thermal expansion value in order to establish the total
engine centerline to driven equipment
centerline distance. When measuring
this value, the TIR will be 0.013 in
(0.330 mm) plus the droop as established in Step 1.
Shim packs under all equipment
should be 0.200 in (5 mm) minimum
thickness to provide for later corrections which might require the removal
of shims.
6. Coupling
Attach the driven member of the coupling to the flywheel and tighten all
bolts to the specified torque value.
Gear-type couplings, double sets of
plate-type rubber block drives, and Cat
viscous-damped couplings are the only
ones that can be installed prior to making
the alignment check. Most couplings
are stiff enough to affect the bore alignment and give a false reading.
7. Angular Alignment
Mount a dial indicator to read between
the driven equipment input flange and
the flywheel face and measure angular
misalignment. Adjust position of driven
equipment until TIR is within 0.008 in
(0.20 mm).
8. Linear Relationship
Mount dial indicator to the driven
equipment side of the flexible coupling
and indicate on the outside diameter of
the flywheel side of the coupling. Zero
the indicator at 12 oclock and rotate
the engine in its normal direction of
rotation and check the total indicator
reading at every 90. Subtract the full
droop from the bottom reading to give
the corrected alignment reading.
The value of the top-to-bottom reading
should be 0.008 in (0.20 mm) or less
under operating temperature conditions, with the engine indicating low.
Adjust all shims under the feet of the
driven equipment the same amount
to obtain this limit.
The final value of the top-to-bottom
alignment should include a factor for
vertical thermal growth.
61
Figure 37
62
Figure 38
FREQUENCY
CYCLES PER MINUTE (CPM)
63
Figure 41
Figure 39
Figure 40
MASS-SPRING SYSTEM
64
Figure 42
F = Frequency in
cycles per minute
(cpm).
65
Torsional Vibration
Torsional vibration occurs as an engine
crankshaft twists and returns.
Torsional vibration originates with the
power stroke of the piston. The simplified
drive train in Figure 43 illustrates the relationship of shaft diameter, length, and inertia on the natural frequency of the system.
To ensure the compatibility of an engine
and the driven equipment, a theoretical
torsional vibration analysis is necessary.
Disregarding the torsional compatibility of
the engine and driven equipment can
Figure 43
66
67
68
AIR INTAKE
Page
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
70
Service Life . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Restriction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Service Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Cleaner Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Performance Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dust Particle Size Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Two-Stage Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Bath Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
70
70
70
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71
71
71
72
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System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
73
Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flexibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pipe Ends and Hose Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Breakaway Joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Piping Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Straight Section Before Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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69
AIR INTAKE
The function of the air intake system is to
furnish an adequate supply of clean, dry,
low temperature air to the engine. Failing
this, increased maintenance costs and/or
performance problems are certain to result.
The following recommendations must be
observed in order to obtain a satisfactory
installation:
A. Every installation must include an efficient provision for removing dirt particles from the intake air.
B. The air inlet location and piping routing
must be chosen to best obtain cool air.
All joints should be air tight and all
pipes properly supported. The air inlet
must be designed to minimize the
ingestion of water from rain storms,
road splash, or during the engine
washing process.
C. The system maximum restriction recommended values must be adhered to.
THE DIRTY AIR CLEANER MAXIMUM
IS 25 IN. H2O (6.2 kPa) FOR NATURALLY ASPIRATED ENGINES AND
30 IN. H2O (7.5 kPa) FOR TURBOCHARGED ENGINES. For specific
engine 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, piston
rings, valves, valve guides and, in fact, any
engine moving part is subjected to accelerated wear when undue amounts of dirt
are contained in the inlet air. Therefore,
careful air cleaner selection is vital to a
good engine installation.
Dry-type air cleaners are recommended
for Caterpillar Engines.
70
Service Indicator
71
E. Exhaust Ejector
In extremely dusty environments where
dust and other particles cause air cleaners to plug up quickly, precleaners are
often used to extend the service life of air
cleaner elements. However, at the same
time, precleaners can often become an
added maintenance problem.
72
SYSTEM
The dry-type filter efficiency is not affected
by angle of orientation on the vehicle.
Special care should be taken, though, in
arranging the filter housing and the piping,
to ensure that dirt retained in the filter
housing is not inadvertently dumped into
the engine air supply by service personnel
during the air cleaner service operation. A
vertically mounted air cleaner with bottommounted engine supply pipe would be particularly vulnerable to this occurrence. For
applications involving off-highway operation, a filter design incorporating a secondary or safety element which remains
undisturbed during many change periods
should be used. Its higher initial cost is offset by its contribution to longer engine life.
A. Intake
The air inlet should be shielded against
direct entrance of rain or snow The
most common practice is to provide a
cap or inlet hood which incorporates a
coarse screen to keep out large
objects. This cap should be designed
to keep air flow restriction to a minimum. Some users have designed a
front air intake which gives a direct air
inlet and an internal means of achieving water separation.
Precleaners and prescreeners incorporated into the intake cap design are
also available. They can be used where
special conditions prevail or to increase
the air cleaner service life. These
devices can remove 70% to 80% of the
dirt. The prescreener is designed to
protect the inlet system when trash is
encountered.
B. System Design
Routing
In addition to locating the inlet so that
the coolest possible air from outside the
engine compartment is used, and
engine exhaust gas is not used, it is best
to locate the air piping away from the
vicinity of the exhaust piping when possible to do so. Air temperature to the air
inlet should be no more than 20F
(11C) above ambient air temperature.
Diameter
Piping diameter should be equal to or
larger than the air cleaner inlet and outlet and the engine air inlet. A rough guide
for pipe size selection would be to keep
maximum air velocity in the piping in
the 2,000 fpm to 3,000 fpm (10 m/s to
15 m/s) range.
Flexibility
To allow for minor misalignment due to
manufacturing tolerances, engine-toenclosure relative movement and isolate vibrations, segments of the piping
should consist of flexible rubber fittings.
These are designed for use on diesel
engine air intake systems and are commercially available. These fittings include
hump hose connectors and reducers,
rubber elbows, and a variety of special
shapes. Wire reinforced flexible hose
should not be used. Most material
available is susceptible to damage from
abrasion and abuse and is very difficult
to seal effectively at the clamping
points unless special ends are provided on the hose.
73
Piping Support
Beaded pipe ends at hose joints are recommended. Sealing surfaces should be
round, smooth, and free of burrs or sharp
edges that could cut the hose. The tubing
should have sufficient strength to withstand the hose clamping forces. Avoid the
use of plastic tubing since it can lose much
of its strength when subjected to temperatures of 300F (149C) or above. Either T
bolt-type or SAE-type F hose clamps providing 360 seal should be used. They
should be top quality clamps. Double
clamps are recommended on connections
downstream of the air cleaner.
Breakaway Joints
A breakaway joint allows the cab or hood to
tilt away from the engine compartment for
accessibility and servicing of the engine.
Half of the rubber seal flange remains on the
engine air intake and the other half of the
flange is secured to the enclosure or hood.
Breakaway joints may, if carefully designed,
be used upstream of the air cleaner but
never between the air cleaner and engine.
When breakaway joints are required choose
a joint designed for lifetime sealing under
the most severe conditions and needing little or no maintenance.
74
EXHAUST
Page
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
76
76
Exhaust Backpressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
76
Piping
.................................................................
77
Exhaust Pyrometers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
78
75
EXHAUST
GENERAL
In order for an engine to produce its rated
horsepower, attention should be given to
exhaust gas flow restriction. Stringent legislation requirements on vehicle noise limits may require more restrictive exhaust
systems.
When checked by Caterpillars recommended method, the exhaust backpressure must not exceed limit given on the
Industrial Engine Data Sheet.
The exhaust piping must allow for movement and thermal expansion so that undue
stresses are not imposed on the turbocharger structure or exhaust manifold.
Never allow the turbocharger to support
more than 25 lb (11.3 kg).
Where:
P = Pressure drop (backpressure)
measured in inches of water.
L = Total equivalent length of pipe in
feet.
Q = Exhaust gas flow in cubic feet per
minute.
D = Inside diameter of pipe in inches.
T = Exhaust temperature in F.
EXHAUST BACKPRESSURE
Nominal
Pipe Diameter
In Inches
____________
3.0
3.5
4.0
5.0
6.0
76
Actual
Inside Pipe
Diameter
In Inches ____
D5
_________
2.88
198.
3.38
441.
3.88
879.
4.88
2768.
5.88
7029.
PIPING
When routing the exhaust system, each of
the following factors should be considered:
1. Flexible joints are needed to isolate
engine movement and vibration and to
offset piping expansion and contraction. From its cold state, a steel pipe will
expand 0.0076 in per foot per 100F
(0.63 mm per meter per 37.8C) temperature rise. For example, the expansion of 10 ft (3.05 m) of pipe with a temperature rise of 50F to 850F (10C to
400C) is 0.61 in (15.49 mm). If not
accounted for, the piping movement
can exert undue stress on the turbocharger structure and the pipe supports.
The maximum allowable load that the
turbocharger is permitted to support is
25 lb (11.3 kg). This usually requires that
a support be located within 4 ft (1.2 m)
of the turbocharger, with a flexible connection located between the turbocharger and the support. Manifolds for
naturally aspirated engines can support up to 50 lb (22.7 kg).
Flexible joints should be located in a
longitudinal run of pipe rather than on a
transverse section. This allows flexibility
for engine side motion.
2. Water must not be permitted to enter
the engine through the exhaust piping.
On mobile machine installations, a low
horizontal exhaust pipe mounting is
sometimes used, but it is difficult to find
a place under the chassis where the
exhaust gas can be discharged without
adversely affecting some aspect of
machine design. The tailpipe should be
tipped to the side and inboard to avoid
noise bouncing off the road and excessive heat on the tires.
77
A vertical silencer mounting is more common. The exhaust outlet should be located
so that fumes do not enter the air cleaner
or the cab under any operating condition of
the machine. Water protection for vertical
systems can involve these items:
A. Rain cap.
B. A bend at the outlet is quite common. If
it is the sole method of excluding moisture, the bend should be a full 90, and
the exhaust outlet directed towards the
rear of the machine. However, local laws
should be considered since silencing
effectiveness may be altered.
78
C. Drain holes near a low point in the piping are used. Holes smaller than 1/8 in
(3.17 mm) have a tendency to become
plugged, and unfortunately holes of that
size or larger are likely to be a source
of noise and focus for corrosion.
Consider installing a small drained expansion chamber to the piping.
EXHAUST PYROMETERS
An exhaust pipe thermocouple and related
instrument panel-mounted pyrometer is
sometimes installed. Care should be taken
in mounting the thermocouple so as to not
increase the exhaust backpressure.
COOLING
Page
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
80
Radiator Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
81
Cooling Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
82
Filling Ability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
83
Pump Cavitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
83
83
Air/Gas Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
84
Shunt-Type Radiators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
84
85
Radiator Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Water Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Antifreeze Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Coolant Conditioners and Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Plumbing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
87
Fan Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Fan Diameter and Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Fan Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Fan Shrouds and Fan Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Air Flow Losses and Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Obstructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Gauges and Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
90
91
Expansion Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
92
79
COOLING
GENERAL
A No. 2 diesel fuel, when mixed with the
proper amount of air and compressed to the
ignition temperature, will produce in excess
of 19,500 Btu/lb of fuel (45,500 kJ/kg). As a
general rule, one-third of this energy will be
used to produce useful work, one-third will
be discharged into the exhaust system, and
one-third will be rejected into the cooling
system of an engine.
The cooling system consists of two parts
which must be compatible to perform the
Figure 44
RADIATOR COOLING
CONTROLLED OUTLET THERMOSTATS
Figure 45
80
81
COOLING CAPABILITY
Caterpillar requires the maximum coolant
discharge temperature to the radiator to be
210F (98C) for sea level operation and
recommends a minimum ambient capability
of 110F (42.9C) during full load operation at all operating speeds. This includes
all additional heat loads which might be
imposed on the cooling system such as
torque converter coolers or air-to-oil coolers
which might be added in front of the radiator.
As indicated in EDS 50.5, certain measuring devices are required to evaluate cooling capability. A suitable method for measuring engine power could be a fuel meter,
fuel setting indicator (rack position), or
dynamometer. Additional measured data
are engine speed, coolant temperatures in
and out of radiator, air temperature to the
radiator (several locations), and ambient
air temperature which is sampled far
enough from the machine to eliminate
effects of heat generated by the operating
machine.
Location of the test site should be such
that heated air which has passed through
the radiator is not forced back through the
radiator in an unrealistic manner by walls
or other adjacent structures (recirculation
of air). Recirculation of air can also be an
inherent characteristic of the cooling system, but should be avoided. Locating narrow strips of cloth on small pieces of wire
fastened at various locations around the
outside surface of the radiator provides an
excellent flow path indicator. Another useful tool for indicating air flow path can be
made by attaching a narrow strip of cloth
to the end of a long piece of wire which
can be used as a probe around the engine
or radiator periphery. Baffling of the radiator or air flow directors are often necessary
to ensure that unheated ambient air is
directed to the radiator for most effective
cooling. This is an insidious problem which
should not be overlooked.
82
83
84
Figure 46
Radiator Core
Core frontal area should be as large as
possible to minimize restriction to air flow.
Low radiator core restriction usually results
in being able to provide a larger diameter,
quieter, slower turning fan, which demands
less drive horsepower. Radiators which
are nearly square can provide the most
effective fan performance. They can be
installed with a minimum of unswept core
area. As a general rule, keep core thicknesses to a minimum with a maximum of
11 fins per inch. Increasing the number of
fins per inch does increase the radiator
heat rejection for a given air velocity
through the core but at the cost of increasing the resistance to air flow. While the
most economical initial cost will be maximum core thickness and fins per inch, this
involves higher fan horsepower with consequent operating cost and noise penalties throughout the life of the installation. In
addition, a radiator with more fins per inch
is much more susceptible to plugging from
insects and debris.
85
Water Treatment
Antifreeze Protection
Of prime consideration in any closed cooling system is the proper treatment of the
cooling water. The water should be treated
to ensure that neither corrosion nor scale
forms at any point in the system. Usually
water hardness is expressed in grains per
gallon; one grain being equal to 17.1 parts
per million (ppm) expressed as calcium
carbonate. Water containing up to 3.5 grains
per gallon is considered soft and causes
few deposits.
6.5 to 8
100 ppm
500 ppm
200 ppm
86
PLUMBING
FAN RECOMMENDATIONS
A. Fan Diameter and Speed
As a general rule, the most desirable
fan is one having the largest diameter
and turning at the lowest speed to deliver the required air flow. This also results
in lower fan noise and lowest fan horsepower draw from the engine. Blade tip
speed, while being only one of the elements of cooling fan design, is an item
easily changed with choice of fan drive
pulley diameter. An optimum fan tip
velocity of 14,000 fpm (7112 cm/s) is a
good compromise for meeting noise legislation requirements and cooling system
performance requirements. Maximum
acceptable tip speed is 16,000 fpm
(9144 cm/s) for Caterpillar fans.
87
B. Fan Performance
Proper selection and placement of the
fan is critical to the efficiency of the
cooling system. It requires careful
matching of the fan and radiator by
determining air flow needed and static
air pressure which the fan must overcome. This must be done since most
discrepancies between cooling system
calculated performance and test results
are traceable to the air side and directly related to items affecting fan air flow.
There are two major considerations for
proper fan selection:
1. Air flow needed to provide the
required cooling.
2. Select a fan that provides the
required air flow, and one that is relatively insensitive to small changes in
static pressure. This desired design
point is where a small change in static pressure does not cause a large
change in air flow. Selecting a lower
pressure point is not recommended
as it could be in the unstable stall
area where a small change in static
pressure causes a large change in
air flow. Performance curves for
available Caterpillar fans are shown
as air flow (cfm), static pressure
head, (inches of water, gauge) and
horsepower in TMI. The Caterpillar
curves are based on standard air
density, an efficient fan shroud, and
no obstructions.
This is a theoretical air flow which is
seldom possible because of some
obstruction. Theoretical air flow sometimes can be approached with the
fan in a properly designed close fitting shroud with no more than
0.0625 in (1.6 mm) blade tip clearance. Such a close fitting shroud is
88
rpm 2
____
rpm1
Ps2 = Ps1
( )
( )
hp2 = hp1
rpm 2
____
rpm1
rpm 2
____
rpm1
Ps2 = Ps1
hp2 = hp1
( )
( )
( )
Dia 2
____
Dia1
Dia 2
____
Dia1
Dia 2
____
Dia1
r2
___
r1
hp2 = hp1
r2
___
r1
nT2 = nT
( )
cfm1 0.7
____
0.
cfm 2 .
( )
rpm
1
____
0.
rpm 2 .
0.7
89
C. Block Heaters
Devices which heat engine coolant to
provide faster engine warm-up are commonly called engine block heaters.
They fall into two categories: internal or
immersion type and external or tank type.
Correct installation of the external type
is very important to ensure adequate
coolant circulation through the cylinder
90
HEAT EXCHANGER
Most shell and tube heat exchangers are
of either the single-pass or the two-pass
type. This designation refers to the flow in
the cold water circuit of the exchanger. In
the two-pass type, the cold water flows
twice through the compartment where
jacket water is circulated; in the singlepass type only once. See Figure 48. When
using a single-pass exchanger, the cold
water should flow through the exchanger
in a direction opposite to the flow of jacket coolant to provide maximum differential
temperature and heat transfer. This results
in improved heat exchanger performance.
In a two-pass exchanger, cooling will be
equally effective using either of the jacket
water connection points for the input and
the other for return.
For a given jacket water flow rate, the performance of a heat exchanger depends on
both the cold water flow rate and differential temperature. To reduce tube erosion,
the flow rate of the cold water through the
tubes should not exceed 6 fps (183 cm/s).
The heat exchanger should be selected to
accommodate the cold water temperature
and flow rate needed to keep the temperature differential of the jacket water below
about 15F (8.3C) at maximum engine heat
rejection. Thermostats must be retained in
the jacket system to assure that the temperature of the jacket water coolant returned to
the engine is approximately 175F (79C).
Heat exchangers should be sized to accommodate a heat rejection rate approximately
10 percent greater than the tabulated engine
heat rejection. The additional capacity is
91
92
Provision is made in all Caterpillar expansion tanks to deaerate the jacket water to
prevent the formation of air pockets within
the system and minimize pump cavitation.
Entrained air encourages both corrosion
and erosion in the engine. Coolant may be
lost because air will expand more than
water when it is heated. Entrained air is
caused by air trapped during a fill operation, combustion gases leaking into the
cooling system, leaks in piping (particularly on inlet side of pump), or low water level
in the expansion tank. A low velocity area
is provided where deaeration can occur.
Entrained air separates from the water
because the tanks are sized and baffled to
slow the full water flow to less than 2 fps
(60 cm/s).
The expansion tank is the highest point in
the jacket water circuit. The heat exchanger must be mounted at a level lower than
the coolant in the expansion tank, preferably several feet. The system should be
designed so the total jacket water flows
from the engine outlet to the heat exchanger, to the expansion tank, and back to the
jacket water pump inlet. This facilitates
purging of air and also creates a positive
pressure at the jacket water pump inlet.
Caterpillar expansion tanks should be
used on all installations with heat exchanger cooling, unless customer-supplied tank
has successfully met all Caterpillar cooling
system test criteria.
LUBRICATION
Page
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
94
Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
94
95
95
96
96
Remote Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
97
Tilt Angles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
97
Lubricating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
97
93
LUBRICATION
GENERAL
PRELUBRICATION
94
95
Figure 50
96
REMOTE FILTERS
TILT ANGLES
Some Caterpillar Engines have the capability for remote mounting the oil filter when
space limitation or serviceability is a problem. However, authorization from Caterpillar
Tractor Co. must be obtained before making any modification to the engine lubrication system.
VISCOSITY
TEMPERATURE RANGE
SAE 10W
SAE 10W/30
SAE 20W/40
SAE 30
SAE 40
SAE 10W
ALL TEMPERATURES
97
98
101
102
102
103
103
103
104
104
104
104
104
Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Speed Droop Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Isochronous Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electric Load Sharing Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Governor Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Governor Capabilities and Recommended Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
105
105
106
106
107
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Governor Force and Motion Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Use of Control Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Design for Linkage Over-Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Shutdown Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
108
108
108
108
108
108
Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Fuel Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cetane Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sulfur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Distillation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flash Point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pour Point. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Water and Sediment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Carbon Residue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
109
109
109
109
109
109
110
110
110
110
110
110
99
Fuel Tank
Water Separator or Primary Filter
Transfer Pump
Secondary Filter
Injection Pump
Injection Lines
Injection Valves
Fuel Pressure Regulator
Priming Pump
Fuel Pressure Gauge
Governor and Controls
Low Pressure Lines and Fittings
Figure 52
100
101
Transfer Pump
Secondary Filter
Fuel lines should be routed to avoid formation of traps which can catch sediment
or pockets of water which will freeze in
cold weather.
All connecting lines, valves, and tanks
should be thoroughly cleaned before making final connections to the engine. The
entire fuel system external to the engine
should be flushed prior to connection to
engine and startup.
Fuel lines should be designed with the
application in mind. Especially on mobile,
off-highway equipment, effects of vibration,
shock loads, and motion of parts should be
considered. Fuel lines should be well routed
and clipped, with flexible hose connections
where relative motion is present. Lines
should be routed away from hot parts, like
manifolds and turbochargers, to avoid fuel
heating and potential hazard if a fuel line
should fail.
103
Priming Pump
Injection Pump
Fuel is pumped at a very high pressure to
each cylinder injector by individual injection
pumps. For example, a six-cylinder engine
has six separate injection pumps within the
injection pump group. The fuel volume
pumped on each stroke is controlled by the
rack (scroll system) or sleeve shaft (sleevemetered fuel system) which determines
the effective pumping stroke. The governor
controls the rack or sleeve shaft position,
thereby controlling fuel delivery to produce
a governed speed, regardless of load.
Injection Lines
Individual fuel lines carry fuel at the very
high pressure required for injection, from
individual injection pumps to each cylinder
injector. These lines are heavy-walled,
strong, specially extruded tubing made only
for this purpose. Because the injection
lines carry such high pressure, they should
not be bent or damaged during installation
or operation.
Injectors
The purpose of the injector valve is to
spray the correct pattern of atomized fuel
into the combustion chamber (DI) or into
the precombustion chamber (PC). It has a
spring-loaded valve which requires that
the pressure rise to some elevated level
before valve opens at start of injection.
This is necessary for precision-timed fuel
delivery and assures a sharp cutoff of fuel
at the end of each injection period.
104
105
Governor Selection
D399
G399
D398
G398
D379
G379
D353
D349
D348
G342
3412
3408
3406
3306
3304
3208
Speed
Droop
Governor*
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
PSG
X
X
X
X
X
X
Governor With
Speed Droop
Capability
UG8D
X
X
X
X
X
X
X
X
X
UG8L
X
X
X
X
X
X
X
2301
Load-Sharing
Governor
X
X
X
X
X
X
X
X
X
2301
Standby
Governor
X**
X**
X
X**
X
X**
X
X**
X**
X
X
X
X
X
X
**Speed droop available is dependent upon the specific engine. Contact your Caterpillar
Engine supplier for specifics.
**Standard equipment for standby automatic start-stop applications.
106
Speed
Droop
Governor
PSG
Isochronous
Governor
UG8D
UG8L
Load
Sharing At
Isochronous
Speed
Isochronous
Speed Droop
Air
Throttle
Speed
Adjustment
Shutdown by
Governor
ThrottleDiesel
Manual
Shutoff
PlungerDiesel
DC Shutoff
SolenoidDiesel
Variable
Speed
Operation
Constant
Speed
Operation
Parallel
Operation
(DC or AC)
2301
Speed
Control
Governor
Rheostat
Speed
Adjustment
Electric
Motor Speed
Adjustment
(AC-DC)
2301
LoadSharing
Governor
X
107
CONTROLS
Purpose To input the governor with a
correct speed signal, usually a mechanical
motion, to result in desired engine speed.
Description Typically, the control system will consist of a single lever-linkage
arrangement, or a push-pull cable which
translates operators action to the governor
speed control lever. Sometimes the speed
control can also move the governor to
shut-off position, but more typically, a separate shut-off device (solenoid or mechanical linkage) is attached to the governor for
this purpose.
Controls should be easy to use by the
machine operator. They control engine
speed and shut off fuel to stop the engine.
Governor Force and Motion Data
The TIF contains information on (1) arc of
motion and (2) force level required to operate the governor speed control on each
engine model. This allows the designer to
select or design an appropriate cable control, or some lever-link arrangement.
Use of Control Cable
When there is relative motion between the
engine and the machine, a cable control
may be used to avoid transmitting unwanted motion to the governor control lever
causing unacceptable speed fluctuation
which can be confused with governor surge.
Design for Linkage Over-Travel
Control mechanisms must be designed
with a stop which prevents overloading the
governor lever when it reaches its limit of
travel. But this causes a problem when the
stop on the control linkage is reached
before full speed position of governor lever
108
Fuel Selection
Caterpillar Diesel Engines have the capacity to burn a wide variety of fuels. In general, the engine can use the lowest-priced
distillate fuel which meets the following
requirements.
(Fuel condition as delivered to engine
fuel filters.)
Cetane No. (precombustion chamber
engines) 35 minimum.
Cetane No. (direct injected engines)
40 minimum.
Viscosity 100 SUS at 100F
(37.8C) maximum.
Pour Point 10F (5.5C) below
ambient temperature.
Cloud Point not higher than ambient
temperature.
Sulfur Shorten oil change period for
higher than 0.4% sulfur in fuel.
Water and Sediment 0.1% maximum.
Some fuel specifications that meet the above
requirements:
ASTM D396 No. 1 and No. 2 fuels
(burner fuels).
ASTM D975 No. 1-D and No. 2-D
diesel fuel oil.
BS2869 Class A1, A2, B1, and B2
engine fuels.
BS2869 Class C, C1, C2, and
Class D burner fuels.
DIN51601 diesel fuel.
DIN51603 EL heating oil.
109
Flash Point
Corrosion
To determine corrosion a polished copper strip is immersed in the fuel for three
hours at 122F (50C). Any fuel imparting more than slight discoloration should
be rejected.
Pour Point
This denotes the lowest temperature at
which fuel will flow or pour.
Water and Sediment
The percentage by volume of water and
foreign material which may be removed
from fuel by centrifuging. No more than
a trace should be present.
Carbon Residue
Percentage by weight of dry carbon
remaining when fuel is ignited and
allowed to burn until no liquid remains.
Ash
This is percentage by weight of dirt, dust,
and other foreign matter remaining after
combustion.
110
STARTING
Page
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Electric Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Temperature Versus Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Battery Performance Specific Gravity Versus Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Recommended Total Battery Cable Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Caterpillar Engine Battery Recommendtions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Typical Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
113
113
113
114
115
116
116
117
117
117
117
117
118
119
119
120
120
111
STARTING
GENERAL
ELECTRIC STARTING
112
BATTERIES
Lead-acid storage batteries are the most
common energy source for engine electric
starting systems.
F
80
32
0
Battery Performance
Specific Gravity Versus Voltage
Freezes
Specific Gravity
1.260
1.230
1.200
1.170
1.110
% Charge
100
75
50
25
Discharged
F
70
39
16
02
+17
C
94
56
27
19
08
Cable Size
AWG
mm2
0
00
000
0000
50
70
95
120
1.22
1.52
1.83
2.29
15.0
18.0
21.0
27.0
4.57
5.49
6.40
8.24
113
Model
3208
Voltage
12
24
3304
12
24/30/32
1140
570
1500
750
1740
870
3306
12
24
30/32
1140
570
570
1500
750
750
2000
1000
870
3406
12
24
30/32
1740
800
800
1800
870
870
2000
1000
870
3408/3412
24
30/32
870
870
1000
870
1260
1260
D348
24
30/32
870
870
1000
870
1260
1260
D349
24/30/32
1260
1260
1260
D353
24
30/32
1000
1260
1260
1260
1260
1260
D379/398
24/30/32
1260
1260
1260
D399
24/30/32
1260
1260
114
Figure 53
CHARGING SYSTEMS
Normally, engine-driven alternators are used
for battery charging. When selecting an
alternator, consideration should be given to
the current draw of the electrical accessories to be used and to the conditions in
which the alternator will be operating. An
alternator must be chosen which has adequate capacity to power the accessories
and charge the battery. If the alternator will
be operating in a dusty, dirty environment; a
heavy-duty alternator should be selected.
Consideration should also be given to the
speed at which the engine will operate
most of the time. An alternator drive ratio
should be selected so that the alternator
charges the system over the entire engine
speed range.
115
AIR STARTING
116
117
The following formula may be used to estimate the time required for an air compressor
to raise the pressure in an air receiver to a
specified limit:
Pt 2 Vr
T = _______
Pa 2 N
T = Time in minutes.
Pt = Final pressure of tank (psia or
kPa).
100 psig
(690 kPa)
To Starter
5.8 (0.1641)
5.9 (0.1670)
6.2 (0.1755)
6.4 (0.1811)
7.9 (0.2236)
8.3 (0.2349)
9.2 (0.2604)
6.6 (0.1868)
9.0 (0.2547)
9.5 (0.2688)
9.8 (0.2773)
125 psig
(862 kPa)
To Starter
6.8 (0.1924)
6.9 (0.1953)
7.3 (0.2066)
7.5 (0.2122)
9.0 (0.2547)
9.8 (0.2773)
10.5 (0.2972)
7.8 (0.2207)
10.3 (0.2915)
10.8 (0.3056)
11.3 (0.3198)
150 psig
(1034 kPa)
To Starter
7.7 (0.2179)
7.8 (0.2207)
8.3 (0.2349)
8.6 (0.2434)
10.1 (0.2858)
10.8 (0.3056)
11.8 (0.3339)
8.9 (0.2519)
11.6 (0.3283)
12.2 (0.3453)
12.6 (0.3566)
P min psia
(kPa)
50 (345)
51 (352)
55 (379)
54 (372)
51 (352)
51 (352)
66 (455)
55 (379)
44 (303)
63 (434)
76 (524)
HYDRAULIC STARTING
Hydraulic starting provides highest cranking
speeds and fastest starts. It is relatively
compact. Recharging time is fast, and the
system can be recharged by a hand pump
provided for this purpose. The high pressure of the system requires special pipes
and fittings and extremely tight connections. Oil lost through leakage can easily be
118
STARTING AIDS
Ether
Starting aids are recommended when temperatures fall below certain levels, as shown
in the Operation and Maintenance Guides.
Glow plugs and/or ether starting aids are
sufficient for most conditions, with oil and
coolant heating necessary in extremely
low ambients (refer to Operations and
maintenance Guides for further data on
cold weather procedures).
Glow Plugs
Glow plugs are available for all precombustion chamber Caterpillar Engines.
These glow plugs mount in each cylinders
precombustion chamber. Depending on
the size of the engine, they alone are adequate for temperatures as low as 0F
(15C) before ether or other starting aids
are needed. Glow plugs function by supplying a source, other than compression,
to raise the air-fuel mixture to combustion
temperature.
Glow plugs are simple to use and easy to
install. An ample wiring circuit is the only
requirement. Each glow plug, regardless
of voltage, is rated at 150 watts. Current
draw for a 12-volt glow plug is 12.5 amps
and 6.25 amps for a 24-volt glow plug.
119
Heaters
When operating in areas which experience
long winter seasons or temperatures consistently in the 0F (18C) range, it may
be desirable to use an engine coolant
heating system.
This system should maintain the engine
coolant at a temperature of approximately
90F (32C) to ensure quick starting, provide
faster warm-up, save fuel during starting,
reduce engine wear, and extend battery life.
The coolant heaters are normally supplied
to operate on single-phase alternating current, and an outside electrical source is
required. For additional information see
Block Heaters in Cooling section.
Driven Load Reduction Devices
Effect of driven equipment loads during cold
weather engine starting must be considered. Hydraulic pumps, air compressors,
and other mechanically driven devices
120
124
124
124
124
124
121
Oil pressure
Ammeter/Voltmeter
Air cleaner restriction
2. Minimum recommended electronically
governed engine instrumentation
includes:
Engine warning lamp
Engine diagnostic lamp
Engine monitoring mode set to at least
warn (factory default)
Air cleaner restriction
122
water aftercooled engines operate at a significantly higher inlet manifold air temperature than do the engines rated for 85F
(29.9C) or 110F (43.3C) aftercooler water
temperatures.
EXHAUST TEMPERATURE GAUGE
(Pyrometer)
The pyrometer measures exhaust gas temperatures, normally after the turbocharger.
On Vee engines with two turbochargers, a
single instrument is supplied with dual
temperature read-out for both banks. On
engines with single turbochargers, one
instrument with a single read-out is provided. DO NOT USE EXHAUST TEMPERATURE AS A LOAD SETTING INDICATOR
WITH TURBOCHARGED AND TURBOCHARGED/AFTERCOOLED ENGINES.
The pyrometer should be used only to
monitor changes in the combustion system and to warn of required maintenance.
AMMETER
An ammeter measures electrical current to
or from the battery.
ALARM CONTACTORS
Low oil pressure and high water temperature alarms are recommended for every
engine installation. These are preset temperature and pressure switches that will
activate a customer-supplied alarm, or light,
when temperature or pressure limits of the
switch are exceeded. In addition, a low
water level alarm switch can be provided to
warn of a low water level condition. It may
123
Shutoff Detent
This shutoff can be activated by pushing
the governor speed control lever from
the high position to the low idle position,
then snapping through the low idle position into the shutoff position. To use this
feature, the linkage must be designed
and sized to tolerate full loading reversal
without undue stress or deflection.
Mechanical Shutoff
This attachment provides a mechanical
shutoff system that will automatically
shut down the engine in case of low oil
pressure or high coolant temperature.
The system is hydraulically operated and
contains a shutoff control group which
forces the engine governor rack to shut
off if a malfunction occurs.
Hydra-Mechanical Shutoff
Solenoid Shutoff
The shutoff solenoid is mounted on the
governor shutoff housing and can be
activated either by an instrument panelmounted switch or by switches which
sense critical engine or driven-equipment
functions. Shutoff solenoids are available
in either energized-to-shutoff or energizedto-run versions.
Manual Shutoff
The manual shutoff shaft extends from
the engine governor shutoff housing. To
utilize this shaft, a separate linkage system (usually a push-pull cable) must be
provided. The shaft must be held in shutoff position until the engine stops. Consult the Industrial Engine Drawing Book
for manual shutoff shaft rotation range.
124
129
129
129
130
130
130
131
131
131
131
132
125
126
Date ________________________
______________________________________________________
Use additional paper to provide more complete data where required.
Application Approval Information
Industrial Data
__________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
9. Transmission make _____________________ Model __________
______________________________________________________
26. Distance from centerline of PTO drive to front face of crankshaft
__________________________ (in/cm)
__________________________ (in/cm)
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
______________________________________________________
HP required _________________
15. Alternator make ____________________ Model ______________
______________________________________________________
30. Anticipated number hours to major overhaul __________________
Automotive Data
24. Vehicle or body frontal area ______________________________
______________________________________________________
______________________________________________________
______________________________
______________________________________________________
22. Expected maximum altitude of operation ____________________
feet (meters)
23. Expected maximum ambient air temperature for this application
______________ F (C)
____________
HP required ________________
Printed in U.S.A.
FORM NO. 40-083187-02 (05.00)
127
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).
__________________________________________________________
Company Name
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
Individuals Name
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
__________________________________________________________
Title
__________________________________________________________
__________________________________________________________
Telephone
Signed
________________________________________________
___________________________________________
Title
____________
Date
128
PC
_______________ Aspiration
Rating: ____________________ HP, ____________________ RPM, ____________________ Hi Idle, ____________________ Low Idle
Estimated annual sales __________ units
Coupling
Wet,
No
Yes
No
Yes
No
Yes
No
__________________________________________________________: Engine
Wired:
Single Bearing
Volts/Hz
Series Boost:
Yes
Two Bearing
Constant Voltage
No
Remarks:
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:
129
Exhaust System
1. Exhaust Backpressure __________ in-H2O (_________ mm-H2O)
At Rated Load.
Solid
Flex
Dual
5. Yes
No
6. Yes
No
____________________________________________________________________________________
Remarks:
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 cooling
system 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,
2. Shutters: Yes
Heat Exch.,
No
Cooling Tower,
Other______________________________________
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.
Yes
4. Is JW Heater Used?
No
________________________________________________
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)
Yes
No.
Yes
No.
8. Capacity __________ Qt. (__________ Liter). Shunt Line I.D.? __________ in (__________ mm).
Yes
No.
Cross Flow
Suction
Blower
13. Fan Mfgr. _____________________________ Part No. _____________________________ Fan Drive Ratio _______________ 2 1.0 Engine
Fan CL to Crank CL __________ in (__________ mm)
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. ____________________________________________________________________________________________________________
Yes
No
No
22. Yes
No
23. Yes
No
24. Yes
No
25. Yes
No
Cooling System Test Results are Attached (Not Required for Cat Supplied System).
*Radiator Drawing Must be Submitted for Review, Unless Sent Earlier with Application Approval.
Remarks:
Lube System
1. Oil Pan Sump:
Front
3. Tilt Requirement:
Front Up __________;
130
Center
Rear.
Engine Mounted
Yes
Remote Mounted.
Front Down __________;
No
Mfgr. __________
(__________ liter)
(__________ mm)
(__________ mm)
No
Manufacturer ____________________ Model ____________________
Yes
No
Yes
No
5. Does Tank Have Drain?
Vent?
Cable,
Linkage, or
Actuator,
6. Governor Type? ________________________________________ Control Device:
4. Is Water Separator Used?
Powered by
__________________________________________.
Yes
No
If Not, Why Not?________________________________________________________
____________________________________________________________________________________________________________________________
Yes
No
Up
Down
2. Alternator Manufacturer ___________________ Model ____________________ Volts __________ Amps __________ Speed __________ X Engine RPM
3. Battery Volts ___________________ Total CCA Rating ___________________ Amps (0F) Number of Batteries? ___________________
4. Battery Cable Size? ___________________ Total Length? __________ in (_________ mm)
Yes
No,
5. Starting Aids:
Glow Plugs
__________ Volts
Yes
No,
Ether Aid
Sprays __________ cc per Injection.
Yes
No,
JW Heater
__________ Watts.
Air Heater
Yes
No,
Mfgr. _________________________
6. What Portion of Load, if Any, Cannot be Disconnected from Engine During Starting? ________________________________________________________
____________________________________________________________________________________________________________________________
Yes
No
Gauge
Gauge
Gauge
Gauge
Gauge
Warning Light
Warning Light
Warning Light
Warning Light
Warning Light
Alarm
Alarm
Alarm
Shutdown
Shutdown
Shutdown
Alarm
Alarm
Shutdown
Shutdown
at __________F
(__________)
at __________PSI
(__________)
at __________
(__________)
at __________
(__________)
at __________
(__________)
Remarks:
10
Serviceability Checklist
1.
Too
Daily Maintenance
3. Remove, Repair
Replace
Too
OK
Difficult
Add Oil
Replace Thermostat
Replace Belts
OK
Difficult
Fill Radiator
Remove Starter
2. Periodic Maintenance
Remove Alternator
Replace Radiator
Adjust Rack
In-Frame Overhaul
Replace Engine
____________________________________________________________________
Adjust Clutch
____________________________________________________________________
____________________________________________________________________
Remarks:
131
11
Photos Required
Photos Attached?
Yes
No
1.
Yes
No
2.
Yes
No
3.
Yes
No
4.
Yes
No
5.
Radiator, Fan, Shroud & Coolant Lines (Not Required On Caterpillar Supplied System).
Yes
No
6.
Yes
No
7.
Yes
No
8.
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
132
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mounting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Jacket Water Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lube System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel, Governing, & Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting & Charging Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Monitoring System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical For Electronic Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Serviceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Photographs Required. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
140
140
141
141
141
142
142
142
143
143
143
144
133
START-UP CHECKLIST
GENERAL
MOUNTING SYSTEM
MISCELLANEOUS
Is fuel in tank?
Check oil pressure and dipstick, if calibrated for checking while engine is running. Oil
should be at running full mark.
Simulate shutdowns.
During the course of an installation checkout, some bolts or parts will probably be
adjusted, loosened, or removed. The question then is how tightly should the bolts be
torqued? On Caterpillar Engines this problem is simplified because only Grade 8 bolts
135
bolts are used, chart shows how to identify their grade. (See Figure 55.)
Figure 54
General tightening torque. Caterpillar supplied bolts, nuts, and studs.
Figure 55
136
14
15A
16
N/O
Not connected
16
Battery voltage
16
16
16
16
Voltage supply
16
10
TPS input
16
OPT
11
16
12
16
N/O
13
16
1A
14
16
15
16
16
16
17
16
18
16
19
16
N/C
20
Not connected
Not used
21
Not connected
Not used
22
16
23
Not connected
Not used
24
16
1A
25
16
1A
26
14
15A
N/O
27
16
N/O
28
16
N/O
29
16
N/O
30
16
N/O
31
16
32
16
33
16
34
Not connected
Not used
35
Not connected
Not used
36
16
37
Not connected
Not used
38
16
N/O
39
16
N/O
40
16
N/O
137
14
15A
14
15A
24 volt only
Not connected
Not Used
16
Battery voltage
16
16
16
16
Voltage supply
16
10
TPS input
16
OPT
11
16
12
16
N/O
13
16
1A
14
16
Voltage supply
15
16
16
Not connected
Not used
17
Not connected
Not used
18
Not connected
Not used
19
16
20
16
21
Not connected
Not used
22
16
23
Not connected
Not used
24
16
1A
25
16
1A
26
14
15A
24 Volt only
27
16
N/O
28
Not connected
29
16
N/O
30
16
N/O
31
16
32
16
33
16
34
35
36
16
37
Not connected
Not used
38
16
N/O
39
16
N/O
40
16
N/O
138
24 volt only
Customer/System Parameters
OEM:________________________ Date: __________ Eng: __________ Eng S/N: __________
Application: ________________________________________________________________________
Rating number
21
F (flash file)
Spec. order
F (rating no.)
Spec. order
F (rating no.)
F (rating no.)
F (rating no.)
Test spec.
F (flash file)
F (rating no.)
22
Equipment id
21
None
21
None
0xx00000
F (ECM)
None
Actual ECM
21
None
Actual P/M
None
Actual P/M
Total tattletail
F (no. of chg)
F (prev. chg)
F (prev. chg)
21
1 -> 3
23, 43
9999
37
Ramp u/d
-> set/res.
Ramp up/dwn
37, 38
5 -> 1000
50
23
2310
23
700
23
2310
39
Lo idle
35
0 -> 120
34
0 -> 2900
24, 40
m-hrs; a-hrs;
m-fuel; a-fuel; off
Off
24, 40
m-hrs 100
-> 750
m-fuel 3785
-> 28930
250
Liters
Engine oil capacity
9463
Unavailable
24
Warn
34
Not install
41
Cont.; pulsed
Continuous
33
None
None
31, 35
None
Not install
21
64 -> +63.5
Customer password #1
21
8 characters
None
Customer password #2
21
8 characters
None
21
FLS
21
FTS
21
F (appl./tier)
None
F (test cell)
Yes
None
F (test cell)
Yes
139
OEM: __________________________________________________________
Address: ____________________________________________________
Cat Dealer:______________________________________________________
Location: ____________________________________________________
Position: ________________________
Phone: ____________________
Equipment/Type: ________________________________________________________________________________________________________________
Application: ____________________________________________________________________________________________________________________
Engine Model: ________________________
DI
PC
NA
S/N: ________________________
TA-JW
TA-ATAAC
EEC
PA/PL: __________________
NONCERT
__________________________________
Coupling
Type: __________________________
Make: ______________________
Model: ________________________
Size/Type: ______________________
Make: ______________________
Model: ________________________
P/N: __________________________
Dry
Wet
Item: ______________________
Item: ______________________
Item: ______________________
4. Yes
No
Yes
No
Yes
No
Yes
No
____________________________________________
______________________________ 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
2. Rear:
F/W Hsg
Trunion
Solid
Resilient
Transmission
Solid
Within limits?
Front: Down
Up
Yes
No
Yes
No
Left Side: Down
Resilient
Up
140
Make: __________________________
Yes
2. Safety Element:
No
Precleaner:
Dia: _______ mm
Yes
No
Yes
Model:
No
Ln: _______ mm
____________________
Type: ________________________
Location: ______________
Beaded Connect?
Yes
______________
Setting: ______________
No
Dia: _______ mm
Yes
Ln: _______ mm
Mtrl:____________________
No
Physically Secured?
Dia: _______ mm
Ln: _______ mm
Yes
Mtrl:____________________
7. Is pressure drop between turbo comp outlet and intake manifold less than 13.5 kPa @ rated?
Yes
No
No
Beaded Connections:?
Yes
8. At Rated, Max Design Intake Manifold Temp @ 25C Ambient Temp = ____________________ C
9. Corrected Intake Manifold Air Temp @ rated = __________ C (test)
Beaded Connections:?
Yes
No
No
(spec. value)
Yes
No
Remarks: __________________________________________________________________________________________________________________
__________________________________________________________________________________________________________________________
4 EXHAUST SYSTEM
1. Muffler:
Make: __________________________
Dia: _______ mm
Ln: _______ mm
No
Single
Dual
Model: ________________________
Yes
Cap
Bend
Drain
Shield
Refer to EDS 50.5 for specific instructions. Cooling test results must be attached to this report.
1. Radiator
Heat Exchanger
2. Radiator/Heat Exch.
Expansion Tank
Make: ____________________________
Model: ____________________________
__________________________sq. Meters
Fin Density:__________fins/25 mm
Front Area:
Pressure Cap Setting:
______________________________kPa
Shunt System
Dia: _______ mm
Yes
No________________
No. of Blades:
__________________
____________deg
Yes
Type: ______________________________
Sucker
Blower
Other
Winter Front:
______________
Yes
No
No
I/O Eng Location: ______________
Fan Posit. Relative to Shroud (2/3 upstream recommended):________________________________________ Fan LE to Core Clearance: ________mm
Fan Clutched?
Yes
No
6. Describe and aux. Coolers stacked over the radiator and cooling air flow considerations:
7. Coolant Used for Test:
Water
50/50 Mix
Yes
No
Yes
No
Yes
No
Yes
No
Yes
No
Meets requirement?
Remarks: __________________________________________________________________________________________________________________
__________________________________________________________________________________________________________________________
141
6 LUBE SYSTEM
1. Oil Pan Sump:
Front
Center
Rear
2. Dipstick:
Left
Right
Front
Rear
3. Oil Filler:
Left
Right
Top
Front
Rear
4. Oil Filter:
Left
Right
On Engine
Remote:
5. Auxiliary Filter:
Yes
No
Left
Right:
Mfg: _____________
Up
Front:
Yes
Dwn
________deg
Left Side:
Up
Dwn
No
Remarks: __________________________________________________________________________________________________________________
__________________________________________________________________________________________________________________________
7 FUEL, GOVERNING, & CONTROL
1. Fuel Tank Volume: _____ Liters
Yes
Vented Cap:
No
Yes
Drain:
No
2. Location of Eng. Supply Tank Inlet: ____________________________ Location of Eng. Return Tank Outlet: __________________________________
3. Water separator used?
Yes
No
Secondary Filter:
Hydramech
Cable
PSG
Micron: __________
Yes
Linkage
Make: __________
No
Electronic
Actuator
Yes
No
TPS
Pneumatic
No
Hydraulic
Filters Serviceable?
Motor
Yes
Switch
No
Remarks: __________________________________________________________________________________________________________________
__________________________________________________________________________________________________________________________
8 STARTING & CHARGING SYSTEMS
1. Starter:
Electric
Volts: ____
2. Alternator:
Make:
__________________
Volts: __________________
Amps: __________________
3. Battery:
No.:______________________
Volts: __________________
CCA: __________________
Solenoid:
UP
Down
Pneumatic
Press:_____ kPa
Hydraulic
6. Starting Aids:
Glow Plugs
Yes
No
Ether Inj
Yes
No
Continuous
Pulsed
JW Heater
Yes
No
Fuel Fired
Electric
Circulation
Air Heater
Yes
No
Fuel Fired
Electric
ECM Controlled
Yes
No
Yes
No
142
9 MONITORING SYSTEM
Off
Warn
Derate
Shutdown
Warn/Shutdown @ ____________ C
Gauge:
Yes
No
Gauge:
Yes
No
Overspeed:
Tach:
Yes
No
______________________
Warn/Shutdown @ ______________
Gauge:
Yes
No
No
No
______________________
Warn/Shutdown @ ______________
Gauge:
Yes
______________________
Warn/Shutdown @ ______________
Gauge:
Yes
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?
5. Engine monitoring system used?
Yes
Yes
No
No
Yes
Checklist attached?
Yes
No
Checklist attached?
Yes
No
No
Remarks: __________________________________________________________________________________________________________________
__________________________________________________________________________________________________________________________
11 SERVICEABILITY
1. Daily Maintenance:
3. Remove/Repair/Replace:
2. Periodic Maintenance
Replace Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Replace Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Remove Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Remove Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Remove Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Adjust Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Adjust Linkages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Remove Service Air Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . .
Remove Turbo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Replace Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Remove Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
In-Frame Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Replace Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Remarks: __________________________________________________________________________________________________________________
__________________________________________________________________________________________________________________________
143
12 PHOTOGRAPHS REQUIRED
1.
Yes
No
2.
Yes
No
3.
Yes
No
4.
Yes
No
5.
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Yes
No
6.
Yes
No
7.
Yes
No
8.
Yes
No
9.
Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Yes
No
Yes
No
Yes
No
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
Yes
No
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 __________________________________________________________
______________________________________________________
144
__________________________________________________________
146
146
146
147
Records. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
145
146
Component Replacement
In some situations owners have found
that unscheduled downtime is so
inconvenient and costly that it is better
economy to replace certain items,
which typically wear out after a somewhat predictable service period, before
they fail. Factory Service Department
recommendations aided by user experience with a particular model, application, and job environment should be the
guide to timely component replacement
on a preventive maintenance (PM) basis.
B. RECORDS
An accurate, complete log of all maintenance and repair activities, by engine
serial number and date, should be
kept. This should include complete
information on amount of coolant and
lube oil added, adjustments made, and
parts replaced.
147
148
150
150
151
151
151
152
152
153
153
153
153
153
154
154
154
154
154
155
155
155
155
155
155
155
155
155
155
155
156
157
158
149
MULTIPLY BY
TO FIND
SYMBOL
Btu
Btu/hph
1055.06
0.001 42
1055.06
JOULE
MEGAJOULES/KILOWATTHOUR
JOULES/HOUR
MJ/kWh
J/h
0.017 58
KILOWATT
kW
C
cu ft
cu ft/h
cfm
cu in
cu in
F
ft/min
ft
ft H2O
gph
gpm
hp
in Hg
in
in H2O
kW
[(1.8 C) + 32]
0.028 32
0.028 32
0.028 32
0.016 39
0.000 02
[0.5555 (F-32)]
0.3048
0.3048
2.988 98
3.785 41
3.785 41
0.7457
3.376 38
25.4
0.249 08
56.869 03
F
m3
m3/h
m3/min
L
m3
C
m/min
m
kPa
L/h
L/min
kW
kPa
mm
kPa
Btu/min
lb
lb
lb ft (ft-lb)
lb in (in-lb)
lb/in
lb in
lb/HP-h
lb/h
m3
psi
US qt
ft2
in2
US gal
LITER
MICRON
POUND
POUND
POUND FOOT
POUND INCH
POUNDS/INCH
POUNDS/INCH
POUND/HORSEPOWER-HOUR
POUND/HOUR
CUBIC METER
POUNDS/SQUARE INCH
US QUART
SQUARE FEET
SQUARE INCH
US GALLON
61.0237
1.0
0.453 59
4.448 22
1.355 82
0.112 99
0.175 13
175.127
608.277
0.453 59
61 023.7
6.894 76
0.946 35
0.0929
6.4516
3.785 41
FAHRENHEIT (DEGREES)
CUBIC METER
CUBIC METER/HOUR
CUBIC METER/MINUTE
LITER
CUBIC METER
CELSIUS (DEGREES)
METER/MINUTE
METER
KILOPASCAL
LITER/HOUR
LITER/MINUTE
KILOWATT
KILOPASCAL
MILLIMETER
KILOPASCAL
BRITISH THERMAL
UNIT/MINUTE
CUBIC INCH
MICROMETER
KILOGRAM (MASS)
NEWTON (FORCE)
NEWTON METER
NEWTON METER
NEWTON/MILLIMETER
NEWTON/METER
GRAM/KILOWATT HOUR
KILOGRAM/HOUR
CUBIC INCH
KILOPASCAL
LITER
SQUARE METER
SQUARE CENTIMETER
LITER
Btu/h
Btu/min
AREA EQUIVALENTS
150
UNIT
SQ. CM.
SQ. IN.
1 Sq. Cm.
0.155
SQ. M.
SQ. FT.
1 Sq. In.
6.4516
.00064516
.006944
1 Sq. M.
10,000
1 Sq. Ft.
929
1550
10.764
144
0.0929
cu in
m
kg
N
NM
NM
N/mm
N/m
g/kWh
kg/h
cu in
kPa
L
m2
cm2
L
in3
ft3
yd3
cm3
m3
US gal
Imp gal
in3
0.000 58
0.000 02
16.3871
0.000 02
0.004 32
0.003 61
liter
0.016 39
ft3
1728
0.037 04
28 316.8
0.028 32
7.480 52
6.228 83
28.3169
yd3
46 656
27
764 554
0.764 55
201.974
168.178
764.555
cm3
0.061 02
0.000 04
0.000 26
0.000 22
0.001
m3
61 023.7
35.3147
1.30795
1 000 000
264.172
219.969
1000
US gal
231
0.133 68
0.004 95
3785.41
0.003 78
0.832 67
3.785 41
Imp gal
277.419
0.160 54
0.005 95
4546.09
0.004 55
1.200 95
4.546 09
liter
61.0237
0.03531
0.001 31
1000
0.001
0.264 17
0.219 97
acre ft
43 560
1613.33
1233.48
325 851
271 335
LENGTH EQUIVALENTS
UNIT
cm
in
ft
yd
km
cm
0.3937
0.032 81
0.010 94
0.01
0.000 01
mile
in
2.54
0.083 33
0.027 78
0.0254
0.000 03
ft
30.48
12
0.333 33
0.3048
0.000 30
yd
91.44
36
0.9144
0.000 91
100
39.3701
3.280 84
1.093 61
0.001
0.000 62
km
100 000
39 370.1
3280.84
1093.61
1000
0.621 37
mile
160 934
63 360
5280
1760
1609.34
1.609 34
151
UNIT
mm Hg
(0 C)
in Hg
(0 C)
in H2O
(39 F)
ft H2O
(39 F)
mm Hg
0.039 37
0.535 25
0.0446
in Hg
25.4
13.5954
1.132 96
in H2O
1.868 27
0.073 55
0.083 33
ft H2O
22.4193
0.882 65
12
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
0.070 31
0.068 95
0.068 05
6.894 76
kg/cm2
14.2233
0.980 67
0.967 84
98.0665
bar
14.5037
1.019 72
0.986 92
100
atm
14.6959
1.033 23
1.013 25
101.325
kPa
0.145 04
0.010 09
0.010 00
0.009 87
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 Miners
Inch is still used in some localities for irrigation and hydraulic mining, but is not suitable for general use.
UNITS
1 U.S. Gallon per
Minute (U.S. G.P.M.)
U.S.
GAL. PER
MINUTE
MILLION
U.S. GAL.
PER DAY
CUBIC
FEET PER
SECOND
CUBIC
METERS
PER HOUR
LITER
PER
SECOND
.001440
.00223
.2270
.0631
694.5
1.547
157.73
43.8
448.8
.646
101.9
28.32
4.403
.00634
.00981
.2778
15.85
.0228
.0353
3.60
152
UNITS OF POWER
UNIT
hp
ft lb/min
kW
metric hp
Btu/min
hp
33 000
745.70
0.745 70
1.014
42.456
ft lb/min
0.0226
0.001 28
0.001 34
44.25
0.001
0.001 36
0.056 87
kW
1.341 02
44 250
1000
1.359 62
56.8690
metric hp
0.986 32
32 550
735.498
0.735 49
41.8271
Btu/min
0.023 58
778.2
17.5843
0.017 58
0.023 91
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
BMEP psi (4-cycle) = _________________
RPM 2 Displacement
Displacement 2 BMEP
T (lb ft) = __________________
150.8
396,000 2 hp
BMEP psi (2 cycle) = _________________
RPM 2 Displacement
33000 2 hp 5252 2 hp
T (lb ft) = __________ = __________
2p 2 RPM
RPM
150.8 2 Torque
BMEP psi = _____________
Displacement
BAROMETRIC PRESSURE
ALTITUDE
See Level
1000 Ft.
2000 Ft.
3000 Ft.
4000 Ft.
5000 Ft.
6000 Ft.
7000 Ft.
8000 Ft.
9000 Ft.
10000 Ft.
11000 Ft.
12000 Ft.
13000 Ft.
14000 Ft.
15000 Ft.
INCHES
MERCURY
29.92
28.86
27.82
26.81
25.84
24.89
23.98
23.09
22.22
21.38
20.58
19.75
19.03
18.29
17.57
16.88
In.
In.
In.
In.
In.
In.
In.
In.
In.
In.
In.
In.
In.
In.
In.
In.
LB. PER
SQUARE INCH
14.69
14.16
13.66
13.16
12.68
12.22
11.77
11.33
10.91
10.50
10.10
9.71
9.34
8.97
8.62
8.28
P.S.I.
P.S.I.
P.S.I.
P.S.I.
P.S.I.
P.S.I.
P.S.I.
P.S.I.
P.S.I.
P.S.I.
P.S.I.
P.S.I.
P.S.I.
P.S.I.
P.S.I.
P.S.I.
FEET WATER
33.95
32.60
31.42
30.28
29.20
28.10
27.08
26.08
25.10
24.15
23.25
22.30
21.48
20.65
19.84
18.07
Ft.
Ft.
Ft.
Ft.
Ft.
Ft.
Ft.
Ft.
Ft.
Ft.
Ft.
Ft.
Ft.
Ft.
Ft.
Ft.
POINT WATER
BOILING
212 F
210.1 F
208.3 F
206.5 F
204.6 F
202.8 F
201 F
199.3 F
197.4 F
195.7 F
194 F
192 F
190.5 F
188.8 F
187.1 F
185.4 F
153
GEOMETRIC FORMULAS
HEAT REJECTION:
% of Fuel Energy
BHP
Jacket Water
Exhaust
Radiation
Circumference: Circle 2r
Area: Circle
Ellipse
Sphere
Cylinder
Triangle
Volume: Ellipsoid of
Sphere
Cylinder
Cone
Analytical: Circle
Ellipse
Hyperbola
Parabola
Line
r2
ab
4r2
2r (r + l)
1
/2 ab
revolution
Jacket Water
Turbocharged Engines
Btu/min = 42 2 BHP
Naturally-Aspirated, Roots Blown and Spark-lgnited
Engines
Btu/min = 45 2 BHP
Oil Cooler
Btu/min =
5 2 BHP
Watercooled Manifold
Btu/min =
7 2 BHP
Torque Converter
Btu/min = 42.4 2 BHP input 2
(100 conv. eff.)
100
4/3b2a
4/3r3
r2l
b2a
12
2
2
x__
+ y__
+
=1
r2 + r2
2
2
x__
+ y__
+
=1
2
a + b2
2
2
x__
+ y__
+
=1
a2 + b2
y2 = 2px
y = mx + b
MATHEMATICAL EXPRESSIONS
Trigonmetric Relations
y
sin O = __
r
Laws of Exponents
ax 2 ay = ax y
ax 2 ay = ax y
Laws of Logarithms
1
x
ax = a
In (y ) = 2 In y
ax
(ab)x = ax 2 bx ay = ax y
(ax)y = axy
In (ab) = In a + In b
a = 1
In
( ab ) = In a In b
Diesel
Gasoline
Natural Gas*
kW = GPH fuel 2 10
x
cos O = __
r
y
tan O = __
x
GAS COMPRESSOR:
Diesel
BHP = 22 RcVS
Where: Rc = Stage Compression Ratio
V = Million cu ft/day
S = Number of Stages
Sin2 O + cos2 O = 1
Law of Cosines
a2 + b2 2ab cos O = c2
154
Consumed
30%
30%
30%
10%
COOLING:
Heat Exchanger Flow Rate
Raw water to jacket water 1:1 to 2:1
Submerged Pipe Cooling
1
/2 sq. ft. surface area per HP
With 85 F flowing water
ELECTRICITY:
Generator Capacity Required
Motors:
1 kW per nameplate hp (motor running cool or warm
to touch)
11/4 kW per nameplate hp (motor running hot to touch)
Horsepower Requirements
kW
11/2 BHP per kW of load or ________________
0.746 2 Gen. Eff.
CONVEYORS: 15 to 20 Incline.
Vertical lift in feet 2 tons per hour
BHP = ____________________________
500
PUMPS:
Feet of lift per 1000 GPM
Deep Well BHP = ______________________
3
Pipe Line BHP = Barrels per hour 2 psi 2 0.00053
GPM 2 lb/gal (Liquid) 2 feet of head
Any Liquid BHP = ______________________________
33,000 2 pump efficiency*
*Efficiency: Centrigugal
Single impeller, double suction
Single impeller, side suction
Deep well turbine
Reciprocating
ELECTRIC SETS:
Motor Starting Requirements
Inrush kVA (Code F motor) = 5.5 2 BHP
Inrush Current (Code F motor) = 6.2 2 Full load rated
current
1 kVA per HP at full load
Generator full load rated current capacity
Voltage
Rated Current
120
6.01 2 kW
208
3.47 2 kW
240
3.01 2 kW
480
1.50 2 kW
2400
0.30 2 kW
4160
0.17 2 kW
Generator Cooling Requirements
Air Flow = 20 CFM per kW
Circuit Breaker Trip Selection
1.15 to 1.25 2 full load generator amp rating
Single Phase Rating of 3-Phase Generator
60% of 3-phase rating
Generator Temperature Rise
Increase 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.
latitudes
Electric 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 load
Use two 200 hp engines
(No standby)
REFRIGERATION:
One ton refrigeration = 200 Btu/min = 12,000 Btu/h
One boiler HP = 33,475 Btu/h
One ton compressor rating = One Engine hp
Auxiliary air conditioning equipment requires
1
/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 psi
Increase BHP 10% for 125 psi
Decrease BHP 10% for 80 psi
65-80%
55-75%
65-80%
75%
in Feet
- 4000
- 8000
- 12000
- 16000
BHP Required
75
100
150
200
SAWMILL:
11/2 BHP per inch of saw diameter at 500 RPM
Increase or decrease in proportion to RPM
Swing Cut-Off Saw
24-inch 3 BHP
36-inch 71/2 BHP
42-inch 10 BHP
Table Trimmer 71/2 to 10 BHP
Blower Fan, 12-foot sawdust 3 to 5 BHP
Planer Mill 2 to 4 BHP per 100 board feet per hour
24 to 30-inch planers 15 to 25 BHP
Edgers
2 saws 12 to 15 BHP
3 saws 15 to 25 BHP
Slab Saw
10 BHP
Jack Ladder
10 BHP
Approximate fuel consumption
Softwood 1 gal. per 1000 board feet
Hardwood 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 speed
Three-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 torque
Three-stage 3.6 to 5.4 times engine torque
155
156
PIPE DIMENSIONS
Standard Iron Pipe
NOMINAL SIZE
ACTUAL I.D.
ACTUAL O.D.
Inches
(mm)
Inches
(mm)
Inches
(mm)
Feet Per
Gal.
M Per
Liter
Feet Per
Cu. Ft.
12-1/8
12-1/4
12-3/8
12-1/2
12-3/4
3.18
6.35
9.53
12.7
19.05
0.270
0.364
0.494
0.623
0.824
6.86
9.25
12.55
15.82
20.93
0.405
0.540
0.675
0.840
1.050
10.29
13.72
17.15
21.34
26.68
336.
185.
100.4
63.1
36.1
27
16.1
8.3
5.
2.9
2513.
1383.
751.
472.
271.
21
21-1/4
21-1/2
22
22-1/2
23
23-1/2
25.4
31.75
38.1
50.8
63.5
76.2
88.9
1.048
1.380
1.610
2.067
2.468
3.067
3.548
26.62
35.05
40.89
52.25
62.69
77.9
90.12
1.315
1.660
1.900
2.375
2.875
3.500
4.000
33.4
42.16
48.26
60.33
73.02
88.9
101.6
22.3
12.85
9.44
5.73
4.02
2.60
1.94
1.9
1.03
.76
.46
.32
.21
.16
24
24-1/2
25
26
27
28
101.6
114.3
127.
152.4
177.8
203.2
4.026
4.508
5.045
6.065
7.023
7.982
102.26
114.5
128.14
154.
178.38
202.74
4.500
5.000
5.563
6.625
7.625
8.625
114.3
127.
141.3
168.28
193.66
219.08
1.51
1.205
0.961
0.666
0.496
0.384
.12
.097
.077
.54
.04
.031
29
10
12
228.6
245.
304.8
8.937
10.019
12.000
227.
254.5
304.8
9.625
10.750
12.750
244.48
273.05
323.85
0.307
0.244
0.204
.025
.02
.016
M Per
Cu. M.
27,049
14,886
8,083
5,080
2,917
166.8
96.1
70.6
42.9
30.1
19.5
14.51
1,795
1,034
,760
,462
,324
,210
,156
11.30
9.01
7.19
4.98
3.71
2.87
,122
,097
,077
,054
,040
,031
2.30
1.825
1.526
,025
,019.6
,016.4
157
FLOW
gpm
(l/s)
5
.34
10
.63
15
.95
20
1.26
25
1.58
30
1.9
35
2.21
40
2.52
45
2.84
50
3.15
60
3.79
70
4.42
75
4.73
80
5.05
90
5.68
100
6.31
125
7.89
150
9.46
175 11.05
200 12.62
225 14.20
250 15.77
275 17.35
300 18.93
325 20.5
350 22.08
375 23.66
400 25.24
425 26.81
450 28.39
475 29.97
500 31.55
750 47.32
1000 63.09
1250 78.86
1500 94.64
1750 110.41
2000 126.18
FLOW
gpm
5
10
15
20
25
30
35
40
45
50
60
70
75
80
90
100
125
150
175
200
225
250
275
300
325
350
375
400
425
450
475
500
750
1000
1250
1500
1750
2000
(l/s)
.34
.63
.95
1.26
1.58
1.9
2.21
2.52
2.84
3.15
3.79
4.42
4.73
5.05
5.68
6.31
7.89
9.46
11.05
12.62
14.20
15.77
17.35
18.93
20.5
22.08
23.66
25.24
26.81
28.39
29.97
31.55
47.32
63.09
78.86
94.64
110.41
126.18
158
2"
2-1/2"
3"
5.5
2.5
3.5
13.
3.5
12.
55.
27.
1.2
27.
19.
6.5
3.
4.2
15.
4.2
14.
67.
33.
1.4
33.
23.
8.
3.8
5.2
18.
5.2
17.
82.
41.
1.7
41.
32.
4"
11.
5.
7.
24.
7.
22.
110.
53.
2.3
53.
43.
5"
14.
6.3
9.
31.
9.
27.
140.
70.
2.9
70.
53.
6"
8"
10"
12"
14"
16"
16.
7.5
11.
37.
11.
33.
21.
10.
14.
51.
14.
43.
26.
13.
17.
61.
17.
53.
32.
15.
20.
74.
20.
68.
37
17
24
85
24
78
42
19
27
100
27
88
3.5
100.
4.5
130.
5.8
160.
6.8
200.
8
230
9
260
LEBH0504