Interpretacion Curso Cat

Page 1
SOS Services Alert Level Help Sheet

Identified

Increasing Wear
Compartment
Status

Measures of:
Deterioration
Contamination
Formulation
Urgent
Stop
Diagnose
Repair

Indicators
Monitor
Proceed with
Caution
Investigate

Normal
Continue
Informational
Cost Savings
Page 2

Page 3
Reference Materials for SOS Services Interpretation I

Many of the materials referenced in these training modules are updated on a regular basis. The
most recent versions of these documents are available on the Cat intranet system and on the World
Wide Web. The underlined portion of the entry indicates the best place to view the specified
material.

The material available on the Cat intranet system is identified by the following codes: SIS, KN, and
GSL. All of these Cat intranet sites require a Corporate Web Security (CWS) username and password.
The following notes explain how to access this information from each location.

Service Information System (SIS): Type the following address into your browser:
https://sis.cat.com and press enter. The CWS page will appear; type in your CWS
username and password. The SIS home page will appear next. On the SIS home page, go to Media
Search and type in the media number.

Global Sales Library (GSL): Type the following address into your browser:
https://gsl.cat.com/cda/layout?m=348519&x=7and press enter. The CWS page will appear; type
in your CWS username and password. Click on SEARCH at the top of the GSL home page;
type in the media number in the QUICK SEARCH box.

Knowledge Network (KN): Type the following address into your browser:
https://kn.cat.com and press enter. The KN home page will appear; click the menu item
labeled Search KN. In the search box, type in SOS Services and press enter. Select
SOS Services from the list of KN communities. At the SOS Services site, select the menu item
labeled Tools/Guides. Click on the menu item labeled Data Analysis Guides.

Cat.com: To find fluids information on the http://www.cat.com/site, go to the Products menu
and select Parts. In the Parts menu, select Fluids. Go to the desired menu item to obtain data
sheets, fluids recommendations, and Cat specifications.

General Information on Fluids
SEBD0640 Oil and your engine SIS
SEBD0970 Coolant and your engine SIS
SEBD0518 Know Your Cooling System
SEBD0717 Diesel Fuel and your engine SIS
PEGJ0045 Reporting Particle Count by ISO Code GSL

SOS Interpretation Guides
PEDP8025 Optimizing Oil Change Intervals KN
PEGP9818 Coolant Analysis KN
Wear Tables Wear Tables in .pdf format KN

SOS Services Data Sheets
PEGJ0046 Understanding SOS Services Tests GSL
PEGJ0047 How to Take a Good Oil Sample GSL
PEHP7052 Making the Most of SOS Services GSL
PEHJ0191 SOS Services GSL

Cat Fluid Recommendations
SEBU6250 Caterpillar Machine Fluids Recommendations SIS
SEBU6251 Caterpillar Commercial Diesel Engine Fluids Recommendations SIS
SEBU6385 Caterpillar On-Highway Diesel Truck Engine Fluids Recommendations SIS
SEBU7003 3600 Diesel Engine Fluids Recommendations for Lubricants, Fuels, and Coolants SIS
SEBU6400 Caterpillar Gas Engine Lubricant, Fuel, and Coolant Recommendations SIS
Page 4
Cat Fluids Data Sheets
PEHJ0059 Diesel Engine Oil (DEO) (Western Hemisphere excluding Brazil) GSL
PPHJ0072 Diesel Engine Oil (DEO) (Brazil only) GSL
PEHJ0021 Diesel Engine Oil (DEO) (Eastern Hemisphere excluding UAE, Saudi Arabia, Egypt) GSL
PEHP7062 Full Synthetic DEO
PEHP7506 Transmission/Drive Train Oil (TDTO) GSL
PEHP8035 Synthetic Blend Transmission/Drive Train Oil (TDTO TMS) GSL
PEHJ0009 Hydraulic Oil (HYDO) (North America)
PEHP9544 Hydraulic Oil (HYDO) (outside of North America) GSL
PEHP6047 Biodegradable Hydraulic Oil (HEES) GSL
PELE0905 Hydraulic Oil Formulation Change GSL
PEHP9530 Final Drive and Axle Oil (FDAO) GSL
PEHP9570 Final Drive and Axle Oil Synthetic (FDAO Syn) GSL
PEHP7508 Gear Oil (GO) GSL
PEHJ0030 Synthetic Gear Oil (Synthetic GO) GSL
PEHP0004 Natural Gas Engine Oil (NGEO) GSL
PEHP9574 Natural Gas Engine Oil EL250 (NGEO EL250) GSL
PEHJ0006 Natural Gas Engine Oil EL350 (NGEO EL350) GSL
PEHJ0067 Extended Life Coolant (ELC) GSL
PEHP9554 Diesel Engine Antifreeze/Coolant (DEAC) GSL
PEHJ0040 Natural Gas Engine Coolant Premix 50/50 (NGEC) GSL
PEHJ0237 Cat Diesel Fuel System Cleaner GSL

Cat Fluids Specifications & Industry Standards
Cat ECF-1 Diesel Engine Oil Requirements Cat.com
Cat EC-1 Extended Life Coolant available on request from Cat Fluids Engineering
Cat FD-1 Final Drive & Axle Oil Cat.com
Cat TO-4 Transmission and Drive Train Oil Requirements Cat.com
Cat TO-4M Multigrade Transmission and Drive Train Oil Requirements Cat.com
Cat BF-1 Biodegradable Hydraulic Fluid Requirements Cat.com

API Oil Classifications American Petroleum Institute www.API.org
Engine Oil Licensing and Certification System
SAE Viscosity Grades Society of Automotive Engineers International www.SAE.org
J300 Viscosity grades for engine oils
J306 Viscosity grades for gear oils
ASTM Standards American Society of Testing and Materials Int. www.ASTM.org
D3306 Automobile and Light Duty Coolant
D4985 Heavy Duty Coolant
D4485 Standard Specification for Performance of Engine Oils

More Information
IRM PELJ1065 Cat Diesel Fuel System Cleaner GSL
IRM PELJ0525 Cat 256-4968 Diesel Fuel Conditioner GSL or SIS
TIBU4910 Fuel Dilution of Engine Oil SIS
TIBU5064 Elevated Amounts of Potassium and Aluminum in Oil Samples on 2007
Caterpillar Engines SIS
PEGJ0042 Drive Train, Engine, Hydraulic Repair Indicator Quick Reference Guide GSL or SIS
SEBF9066 Guideline for Examining Failed Parts SIS
PEPJ0143 SIS Training CD through Media Logistics, see next entry
SEBF1021 Improving Component Durability series available through Media Logistics by
calling 1-800-566-7782 from the United States or Canada or 309-266-0942 from outside the
United States or Canada. Alternatively, you may e-mail Media Logistics
at media_logistics@cat.com .
Page 5
13-March 2009

Caterpillar SOS Services Interpretation I
Acronym Help Sheet

API American Petroleum Institute. This is a global organization that, along with
other activities, produces standards and specifications for petroleum products.
ASTM International This is an organization that develops technical standards
for materials, products, systems and services. They originated as the American
Society for Testing and Materials.
Cat BF-1 A Caterpillar biodegradable fluid specification.
Cat DEAC Diesel Engine Antifreeze/Coolant
Cat DEO Diesel Engine Oil
Cat DEO SYN Synthetic Diesel Engine Oil
Cat DEO-ULS Diesel Engine Oil-Ultra Low Sulfur
Cat ECF Caterpillar Engine Crankcase Fluid. This is a series of oil
specifications that CAT has developed.
Cat ELC Extended Life Coolant
Cat FDAO Final Drive and Axle Oil
Cat GO Gear Oil
Cat MTO Multipurpose Tractor Oil
Cat TDTO Transmission Drive Train Oil
Cat TDTO TMS -Transmission Multi-Season
Cat TO-4 A Caterpillar transmission and drive train oil specification. TO does
not specifically stand for anything.
CF A series of oil classifications from the API. These replace and update the
CD and CE classifications.
CGI Clean Gas Induction. This is a proprietary Caterpillar process designed to
recirculate exhaust gas to ultimately provide cleaner emissions.
CG-4 An oil classification from the API. This standard addresses oil
formulations designed for engines that must comply with 1994 EPA emissions
regulations.
CH-4 An oil classification from the API. This standard addresses oil
formulations designed for engines that must comply with 1998 EPA emissions
regulations.
CI-4 An oil classification from the API. One reason this new standard was
introduced was to address oil conditions in engines utilizing EGR technology.
CJ-4 An oil classification from the API. This standard addresses oil
formulations designed for engines that must comply with 2007 model year on-
highway emissions standards. In addition to addressing oil conditions in EGR
engines, this classification also address oils for other advanced aftertreatment
and particulate filtering engine technologies.
DPF Diesel Particulate Filter
ECM Electronic Control Module
EGR Exhaust Gas Recirculation. A technology utilized by diesel engine
manufacturers to produce cleaner emissions.
Page 6
HEUI Hydraulically Actuated Electronically Controlled Unit Injector
KN Knowledge Network. A series of communities managed by Caterpillar.
These contain information bulletins, guides and tools as well as discussion
groups.
NLGI- National Lubricating Grease Institute. This is a global organization
that promotes technical advancements and improvements in lubrication. The
NLGI also provides standards for lubricants.
OMM Operations and Maintenance Manual
ppm parts per million. This is a way to describe very dilute concentrations.
PSSR Parts Sales and Service Representatives
PSOR Parts and Service Operations Representative.
SCA- Supplemental Coolant Additive
SAE Society of Automotive Engineers. This is a global organization that
creates and manages engineering standards. These include viscosity standards
for oils.
SIS Service Information System. This is a software tool produced by Caterpillar
that contains product information.
TC Technical Communicator.
TGA Thermogravimetric Analysis. This analysis involves heating a sample and
measuring the changes in weight as compounds decompose due to higher
temperatures.
UFM Unsubtracted FTIR Method. A way to analyze oils using FTIR that does
not require reference oil.
Page 7
S O S
SM
Services Position on Machine Profiles

Machine Profiles were documents that contained specific information on
Caterpillar machine models and engines. The primary purpose of these
documents was to provide the SOS Services interpreter with specifications and
guidelines for cooled and lubricated compartments on Cat equipment. Machine
Profiles were last published about fifteen years ago. At that time, this
information was typically found in many different paper documents.

Most of the information that was in the Machine Profiles can be gathered from a
variety of accurate electronic sources. The chart on the following page shows a
list of items that were covered by the Machine Profiles. For each item in the list,
there are two or three sources available to obtain the desired information. All of
the primary and secondary sources of information are electronic files. These files
are available to Caterpillar dealer personnel.

Three of these items may require additional intervention: Oil Transfer,
Uncommon Contaminants, and Uncommon Wear Elements. Problems like these
three are generally rare. Also, these problems are usually confined to a small
population of machines or engines. If the interpreter suspects one of these
unusual problems, a Community Discussion can be initiated on the SOS
Services Knowledge Network. Community Discussion items are responded to by
other dealers, and by SOS Services personnel at Caterpillar.

Ultimately, it may be necessary to contact the dealerships Technical
Communicator (TC) and request assistance. The TC can search the Dealer
Solutions Network (DSN) for similar problems. If a similar problem is not found,
the TC can submit a DSN request for information. This is the most efficient way
to report these types of problems. If the DSN discovers a significant product
problem, additional Caterpillar resources will be summoned to contain and solve
the problem.

The use of these information sources surpasses the support that was provided
by Machine Profiles. The electronic data sources contain more information and
the information has a higher degree of accuracy. Additionally, the DSN is in
place to support the dealership, when new or unusual problems occur in Cat
equipment. The DSN can bring these problems to the forefront. Service
engineers and product engineers will then take action on these problems.
Therefore, SOS Services will not be producing new Machine Profiles. Fifteen
years ago, they met a need in the program; now these needs can be met with a
variety of new and improved sources.

Caterpillar SOS Services
July 2010

Item Primary Source Secondary Source Tertiary Source
Serial Number Prefixes SIMSi validate serial number SIS SOS Services Manager
Machine Description Performance Handbook Global Sales Library
Engine Power Rating Performance Handbook TMI Web Global Sales Library
Powertrain Descriptions Performance Handbook SIS - Specifications Global Sales Library
Other Systems Performance Handbook SIS - Specifications Global Sales Library
Oil Change Interval SIS - OMM PM Checklist SOS Services Manager
Coolant Change Interval SIS - OMM PM Checklist SOS Services Manager
Filter Change Interval SIS - OMM PM Checklist SOS Services Manager
Sampling Intervals - All SIS - OMM PM Checklist SOS Services Manager
Sampling Procedures PEGJ0047 Global Sales Library-video
Oil Capacity SIS - OMM PM Checklist SOS Services Manager
Coolant Capacity SIS - OMM PM Checklist SOS Services Manager
Fuel Capacity SIS - OMM PM Checklist SOS Services Manager
Recommended Fluids SEBU6250 (latest version) SIS - OMM
Oil Transfer SIS Parts Identification SIS - TIB SM SI Dealership TC and DSN
Common Contaminants Interpretation 1 Training Interp. 1 Help Sheets on KN SOS KN Knowledge Entries
Uncommon Contaminants SOS KN Knowledge Entries SIS - TIB SM SI Dealership TC and DSN
Common Wear Elements Interpretation 1 Training Interp. 1 Help Sheets on KN
Uncommon Wear Elements SOS KN Knowledge Entries SIS - TIB SM SI Dealership TC and DSN
Wear Tables SOS Services Manager SOS KN Request to SOS Services

SIS = Service Information System
SIMSi = Service Information Management System
TMI = Engine Technical Marketing Information (access on SIS)
OMM = Operation and Maintenance Manual
PM Checklist = Planned Maintenance Checklist (access on SIS)
PEGJ0047 = How To Take A Good SOS Sample
SEBU6250 = Caterpillar Machine Fluids Information (available on SIS, and Cat.com)
TIB = Technical Information Bulletin
SM = Service Magazine
SI = Special Instruction
TC = Technical Communicator
DSN = Dealer Solutions Network
KN = Knowledge Network

Page 8
Page 9
SOS Services Oil Analysis Help Sheet

The Overall Question
about Wear

1. Has the wear rate increased?
2. Has the oil deteriorated?
3. Is the oil contaminated?
4. Is this the correct oil?

SOS Services
Oil Tests
Four Questions about Wear
1 2 3 4
Wear Rate Deterioration Contamination Formulation
Aluminum
Al
X

X

Barium
Ba

X
Boron
B
X X
Calcium
Ca

X
Chromium
Cr
X

Copper
Cu
X

Iron
Fe
X

Lead
Pb
X

Magnesium
Mg

X
Molybdenum
Mo
X

X
Nickel
Ni
X

Phosphorus
P

X
Potassium
K

X

Silicon
Si
X

X X
Sodium
Na

X

Tin
Sn
X

Zinc
Zn

X
Nitration

X

Oxidation

X

Soot

X

Sulfation

X

Particle Count X

X

Fuel

X

Glycol

X

Water

X

Viscosity

X X X
Page 10
SOS Services Coolant Analysis Help Sheet

1. What type of coolant is being used?
2. Is freeze/boil protection adequate?
3. Is coolant condition acceptable?
4. Is coolant contaminated?

SOS Services
Coolant Tests
Four Questions about Coolant
1 2 3 4

Coolant Type
Freeze/Boil
Protection

Condition

Contamination
Label Information
X

Glycol Concentration X
Calculated
Freeze Protection

X

Calculated
Boil Protection

X

pH X X
Conductivity X X
Nitrite X
Precipitate X
Appearance X
Odor X X
Color X X
Foam X
Oil / Fuel Presence X
Page 11
Services Test Result Relationships

Common Problems in Multiple Compartments

Problem: Elevated Cu
Compartments: All compartments with cooper core oil coolers, including most
engines, powershift transmissions, hydraulic systems, steering systems, and
some axles
Abnormal Results:
Cu

Problem: Elevated Ag
Compartments: All compartments that contain rolling contact bearings, also
referred to as antifriction bearings. Compartments included are: transmissions,
hydraulic systems, steering systems, axles, differentials, and final drives.
Abnormal Results:
Ag

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

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

Problem: Water Entry
Compartments: All
Abnormal Results:
Positive water (0.5% or more)
Fe
Si & Al (from probable dirt entry)
Page 12

Problem: Bronze Component Wear
Compartments: All
Abnormal Results:
Cu & Pb
Cu & Sn
Cu, Pb & Sn
Fe

Problems within a Specific Compartment

Compartment: Diesel Engine
Problem: Soot
Abnormal Results:
Soot
Fe, Pb, Cr, Sn
Viscosity increase

Compartment: Diesel Engine
Problem: Fuel Dilution
Abnormal Results:
Viscosity decrease
Positive fuel on Set-a-Flash (4% maximum)
Fe (cylinder liners, crankshaft, camshaft, pushrods)
Pb & Sn (bearing overlay)
Cr & Mo (piston rings)
Cu, Pb, & Sn (bronze bushings)

Compartment: Diesel or Gas Engine
Problem: Coolant Entry
Abnormal Results:
K and / or Na
Cu (if Cu oil cooler is present)
Si, B, Mo, & P (elements in coolant additives)
Fe (cylinder liner)
Viscosity increase
Page 13

Compartment: Diesel or Gas Engine
Problem: Dirt Entry
Abnormal Results:
Fe (cylinder liners, crankshaft, camshaft, pushrods)
Cr & Mo (piston rings)
Cu, Pb, & Sn (bronze bushings)

Compartment: Gas Engine
Problem: Oxidation or Nitration
Abnormal Results:
Pb and Sn (bearing overlay)
Viscosity increase
Fe

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

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

Problem: Dirt Entry
Abnormal Results:
Fe (separator plates, gears)
Page 14

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

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

Compartment: Hydraulic Brake System
Problem: Friction Material Wear
Abnormal Results:
Si (friction materials)
Fe (steel separator plates)

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

Compartment: Differentials & Final Drives
Problem: Brake Wear (only for axles with wet brakes)
Abnormal Results:
Si (friction material)
Fe (separator plates)
Oxidation
Viscosity increase

Compartment: Radiator
Problem: Incorrect Glycol Level
Abnormal Results:
% Glycol <30% or >65% or inappropriate for ambient temperature
Page 15

Problem: Oil/Fuel Contamination
Abnormal Results:
Visible oil/fuel layer/drops
Odor (abnormal, fuel, solvent)

Problem: Overheating or Restricted Flow
Abnormal Results:
Low nitrites (NO
2
)
Low pH
Odor (burnt, abnormal, ammonia)
Mix of magnetic and non-magnetic black solids

Problem: Internal Reaction - Al
Abnormal Results:
Low nitrites (NO
2
)
High pH
Odor (abnormal, ammonia)
ELC color change (red->red/light)

Problem: Incomplete Fast Acting Cleaner Flush
Abnormal Results:
Ammonia Odor
High pH
Foam

Problem: SCA Overdosing
Abnormal Results:
High nitrites, NO
2
>2600ppm
High conductivity

Problem: Exhaust
Gas Abnormal Results:
Low nitrites (NO
2
)
Low pH (<6.5)
Odor (abnormal, fuel)

Page 16

Problemas comunes en varios compartimentos

Problema: Cu elevados
Todos los compartimentos: compartimentos con enfriadores de aceite de cobre
fundamentales, incluidas la mayora de los motores, transmisiones elctricas,
sistemas hidrulicos, sistemas de direccin, y
algunos ejes
Los resultados anormales:
Cu

Problema: La elevacin de Ag
Los compartimentos: Todos los compartimentos que contienen los rodamientos
de contacto, tambin conocidas como rodamientos. Los compartimentos que se
incluyen son: transmisiones, sistemas hidrulicos, sistemas de direccin, ejes,
diferenciales y mandos finales. Los resultados anormales:
Ag

Problema: Los compartimentos de suciedad de entrada: todos los resultados
anormales:
Si y Al, wih valores de IE de 3 a 5 veces ms altos que los valores de Al
Fe
Partculas Conde
Ca, Mg, K, Na + (a partir de elementos naturales en la tierra)

Problema: Entrada del refrigerante
Todos los compartimientos: "agua" compartimentos refrigerados, incluyendo la
mayora de los motores, transmisiones elctricas, sistemas hidrulicos, sistemas
de direccin, y los ejes de algunos
K y / o Na
Cu (si es fresco Cu aceite est presente)
Si A, B, Mo, y P (elementos de aditivos de refrigerante)
aumento de la viscosidad

Problema: Los compartimientos de agua de entrada: todos los resultados
anormales:
Positivo agua (0,5% o ms)
Fe
Si y Al (a partir de la entrada de tierra probable)

Problema: desgaste de los componentes de bronce
Todos los compartimientos:
Cu y Pb
Cu y Sn
Cu, Pb y Sn
Page 17

Fe

Los problemas dentro de un compartimiento especfico

Compartimiento: Motor Diesel
Problema: El holln
El holln
Fe, Pb, Cr, Sn

Compartimiento: Problema de motor diesel: Los resultados anormales de
combustible de dilucin:
disminuir la viscosidad
Combustible positiva en el conjunto-a-Flash (el 4% como mximo)
Fe (camisas de cilindro, cigeal, rbol de levas, varillas de empuje)
Pb y Sn (superposicin de rodamiento)
Cr y Mo (aros de pistn)
Cu, Pb, y Sn (bujes de bronce)

Compartimiento: motor diesel o de gas
K y / o Na
Fe (camisa)

Problema: La suciedad de entrada

Compartimiento: Problema de gas del motor: Resultados de oxidacin o nitracin
anormales:
Fe

Page 18

Compartimiento: Transmisin Powershift
Problema: el desgaste por friccin de materiales
Si o Cu y Pb (materiales de friccin)
Fe (placas separadoras)
Partculas Conde o el aumento PQI
Oxidacin

Compartimiento: Problema de transmisin Powershift: Resultados de cojinetes o
bujes de fallo anormales:
Cu y Pb y Cu y Sn (lavadora buje o empuje)
Cr (cojinete de rodadura)
Fe (cojinete de rodadura, el eje, alojamiento de hierro)

Bloqueo FE (placas separadoras, engranajes)

Compartimiento: sistema hidrulico o de direccin
Fe, Cr, (varillas de los cilindros, cilindros, componentes de acero de la bomba)
Cu y Pb y Cu y Sn (componentes de la bomba de bronce)
Aumento del recuento de partculas

Problema: El fluido incorrecto
Zn <900 PPM
Fe (desgaste de la bomba de componentes)

Compartimiento: sistema de freno hidrulico
Si (materiales de friccin)
Fe (placas de acero de separacin)

Compartimiento: Diferenciales y mandos finales
Page 19

Fe (engranajes, vivienda)
Cr (rodamientos de elementos)
Partculas aumento Count o PQI aumento
Partculas en la tapa envasadoras de aceite de
Partculas en tapn de drenaje magntico
Agua

Problema: Desgaste de frenos (nicamente para los ejes con frenos hmedos) de
los resultados anormales:
Si (material de friccin)
Oxidacin

Compartimiento: Radiador
Problema: El nivel de glicol incorrecta
% de glicol <30% o> 65% o inadecuado para la temperatura ambiente

Problema: Petrleo / Combustible contaminacin
El aceite de Visible / capa de combustible / gotas
Olor (anormal, combustible, disolvente)

Problema: Flujo de sobrecalentamiento o Restringidas
Los nitritos bajos (NO2)
pH bajo
Olor (quemar, amonaco anormal)
Mezcla de slidos negros magnticos y no magnticos

Problema: La reaccin interna - Al
pH alto
Olor (amonaco anormal)
ELC cambio de color (rojo-> rojo / luz)

Problema: Incompleto Fast Flush Limpiador interino
Page 20

Amonaco Olor
pH alto
Espuma

Compartimiento: Problema del radiador: SCA La sobredosis de los resultados
anormales:
Los nitritos altos, NO2> 2600ppm
Alta conductividad

Compartimiento: Problema del radiador: Resultados anormales de gases de
escape:
Un pH bajo (<6,5)
Olor (combustible anormal)
Problemas comunes en varios compartimentos

Problema: Cu elevados
Todos los compartimentos: compartimentos con enfriadores de aceite de cobre
fundamentales, incluidas la mayora de los motores, transmisiones elctricas,
sistemas hidrulicos, sistemas de direccin, y
algunos ejes
Cu

Problema: La elevacin de Ag
Los compartimentos: Todos los compartimentos que contienen los rodamientos
de contacto, tambin conocidas como rodamientos. Los compartimentos que se
incluyen son: transmisiones, sistemas hidrulicos, sistemas de direccin, ejes,
diferenciales y mandos finales. Los resultados anormales:
Ag

Problema: Los compartimentos de suciedad de entrada: todos los resultados
anormales:
Fe
Partculas Conde
Ca, Mg, K, Na + (a partir de elementos naturales en la tierra)

Todos los compartimientos: "agua" compartimentos refrigerados, incluyendo la
mayora de los motores, transmisiones elctricas, sistemas hidrulicos, sistemas
de direccin, y los ejes de algunos
K y / o Na
Page 21

Problema: Los compartimientos de agua de entrada: todos los resultados
anormales:
Positivo agua (0,5% o ms)
Fe
Si y Al (a partir de la entrada de tierra probable)

Problema: desgaste de los componentes de bronce
Todos los compartimientos:
Cu y Pb
Cu y Sn
Cu, Pb y Sn
Fe

Los problemas dentro de un compartimiento especfico

Compartimiento: Motor Diesel
Problema: El holln
El holln
Fe, Pb, Cr, Sn

Compartimiento: Problema de motor diesel: Los resultados anormales de
combustible de dilucin:
disminuir la viscosidad
Combustible positiva en el conjunto-a-Flash (el 4% como mximo)

K y / o Na
Fe (camisa)

Page 22


Compartimiento: Problema de gas del motor: Resultados de oxidacin o nitracin
anormales:
Fe

Si o Cu y Pb (materiales de friccin)
Oxidacin

Compartimiento: Problema de transmisin Powershift: Resultados de cojinetes o
bujes de fallo anormales:
Cr (cojinete de rodadura)
Fe (cojinete de rodadura, el eje, alojamiento de hierro)

Bloqueo FE (placas separadoras, engranajes)

Fe, Cr, (varillas de los cilindros, cilindros, componentes de acero de la bomba)
Cu y Pb y Cu y Sn (componentes de la bomba de bronce)
Aumento del recuento de partculas

Problema: El fluido incorrecto
Page 23

Zn <900 PPM
Fe (desgaste de la bomba de componentes)

Compartimiento: sistema de freno hidrulico
Si (materiales de friccin)
Fe (placas de acero de separacin)

Fe (engranajes, vivienda)
Cr (rodamientos de elementos)
Partculas aumento Count o PQI aumento
Partculas en la tapa envasadoras de aceite de
Partculas en tapn de drenaje magntico
Agua

Problema: Desgaste de frenos (nicamente para los ejes con frenos hmedos) de
los resultados anormales:
Si (material de friccin)
Oxidacin

Problema: El nivel de glicol incorrecta
% de glicol <30% o> 65% o inadecuado para la temperatura ambiente

Problema: Petrleo / Combustible contaminacin
El aceite de Visible / capa de combustible / gotas
Olor (anormal, combustible, disolvente)

Problema: Flujo de sobrecalentamiento o Restringidas
Page 24

pH bajo
Olor (quemar, amonaco anormal)
Mezcla de slidos negros magnticos y no magnticos

Problema: La reaccin interna - Al
pH alto
Olor (amonaco anormal)
ELC cambio de color (rojo-> rojo / luz)

Problema: Incompleto Fast Flush Limpiador interino
Amonaco Olor
pH alto
Espuma

Compartimiento: Problema del radiador: SCA La sobredosis de los resultados
anormales:
Los nitritos altos, NO2> 2600ppm
Alta conductividad

Compartimiento: Problema del radiador: Resultados anormales de gases de
escape:
Un pH bajo (<6,5)
Olor (combustible anormal)

S O S Services - Oil Analysis Guidelines
28 April 2011

Diesel Engine Oils

Gas Engine Oils

Test Parameters Guideline Test Parameters Guideline
Wear Elements Fe Cr Cu Si Al Sn Pb Wear Tables
1.
1.

Additive Elements Ca Mg Zn P Mo Ba B Help Sheet
2.
2.

Coolant (monitor) Na or K 25 ppm to 250 ppm Coolant (monitor) Na or K 25 ppm to 250 ppm
Coolant (action required) Na or K >250 ppm Coolant (action required) Na or K >250 ppm
Oxidation UFM
34 max Oxidation UFM

20 max
Sulfate UFM
34 max Nitration UFM

12 max
Soot UFM Absorbance 60
Soot TGA %weight of soot 1.50%
Viscosity change cSt @ 100 C +/- 3 cSt Viscosity change cSt @ 100 C +/- 3 cSt

Fuel Dilution - Positive
3.

viscosity decrease below SAE Grade
GC fuel dilution >4%
Water - Positive >0.5% Water - Positive >0.5%
Water - Trace 0.1% to 0.5% Water - Trace 0.1% to 0.5%
Glycol - Positive (optional) 0.1% max Glycol - Positive (optional) 0.1% max

Transmission Oils, Hydraulic Oils, & Gear Oils
Test Parameters Guideline
1.
2.

Coolant (monitor) Na or K 25 ppm to 250 ppm
Coolant (action required) Na or K >250 ppm
Oxidation UFM 17 max

Viscosity change cSt @ 100 C +/- 2 cSt

Water - Positive >0.5%
Water - Trace 0.1% to 0.5%
Glycol - Positive (optional) 0.1% max
Particle Analysis ISO code or cap image Trend Analysis

Caterpillar: Confidential Yellow

1. Wear Tables are written into SOS Services Manager, and are
available on the SOS Services Knowledge Network
2. Help Sheets are available on the SOS Services Knowledge Network
that provide typical ranges for additive elements
3. Confirmation of positive fuel dilution requires a viscosity decrease,
and fuel dilution in excess of 4%. Specific fuel dilution guidelines
are available on the SOS Services Knowledge Network

These guidelines are
intended for use by a trained
interpreter of oil sample test
results. Exceeding any of
these guidelines does not
indicate imminent failure of
the component. Likewise,
operating within all of these
guidelines does not assure
that component will not fail,
or wear out prematurely.

Page 16
Page 17
Classic Wear Combinations V4

Diesel Engines
Test Parameter Source
Fe, Cr cylinder liner, piston rings
Fe, Cr, Al cylinder liner, piston rings, aluminum piston skirt
Pb lower rod and main bearing overlay
Pb, Al, Fe lower rod and main bearings, crankshaft
K and/or Na, Cu ELC coolant contamination
Na, Si, Cu conventional coolant or DEAC contamination
Si >Al, Fe, Cr dirt, cylinder liner, piston rings
Si >Al, Fe, Pb, Cr dirt, cylinder liner, bearing overlay, piston rings
Cu > Pb or Cu > Sn bronze bushing or thrust washer
Cu > Pb, Sn bronze bushing or thrust washer
Soot, Fe, Pb, Cr Soot wear on cylinder liner, piston rings, bearings
Soot, Fe, Mo, Cr
Soot wear on older engine with moly plasma coated top
rings and on cylinder liners
Cu Cu oil cooler core leaching
Oxidation, Fe, Pb overheated oil, overextended oil drain
Sulfation, Fe high sulfur fuel, overextended oil drain
Viscosity increase,
Oxidation, Fe, Pb
overheated oil, wear on cylinder liners, bearing overlay,
and piston rings
Viscosity increase, Soot, Fe,
Pb
very high soot, wear on cylinder liners, bearing overlay,
and piston rings
Viscosity decrease multigrade oil permanent viscosity shear
Viscosity decrease, Pb fuel dilution, wear on bearing overlay
Viscosity decrease, Fe,Pb
severe fuel dilution, wear on cylinder liners, crankshaft,
and bearing overlay
Mo, B, Ba, Cu possible additive elements
water coolant entry, condensation, pressure washing
Page 18

Gas Engines
Oxidation, Pb overextended oil drain, overheated oil, A/F ratio
Oxidation, Pb, Fe, viscosity
increase

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

Differentials & Final Drives
Positive Water, Si > Al, Fe, Na water entry, gear wear, dirt
Si > Al, Fe, Cr, Ni, ISO code dirt entry, gear wear, bearing wear
Ag Ag leaching from antifriction bearing cages or races
Fe, Cr, Ag, ISO code gear and bearing wear (possible pre-load problem)
Fe, ISO code Gears
Si, Fe, ISO code brake friction materials and separator plates
Cu, Pb, Fe, ISO code bronze brake materials and separator plates
Oxidation, viscosity increase overheated oil, overextended oil drain
viscosity decrease lower viscosity top-off oil
water worn or damaged seals, pressure washing
Page 19

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

Hydraulic & Steering Systems
Fe, Cr, Cylinders
Si >Al, Fe, Cr, Cu, ISO code dirt, pump wear, cylinder & rod wear
Fe, Cr, Cu, ISO code pump or motor wear
Fe, Cr, Cu, Pb, Sn, ISO code pump or motor wear
Fe, Al, Cu, ISO code pump or motor wear
Fe, Cr, Ag, ISO code antifriction bearings
Si, Fe, ISO code wet brake friction material and separator plates
Zn < 900 PPM industrial hydraulic oil
water coolant entry, condensation, pressure washing
Page 20

SOS Interpretation Training Tool: Wear Table Overview

Engine Transmission Hydraulic Differential Final Drive

Average NAR MC NAR MC NAR MC NAR MC NAR MC Average
Fe 41 51 56 74 24 32 105 134 145 185 Fe
Si 9 12 13 17 17 21 19 25 40 52 Si
Al 5 6 4 5 4 6 3 4 8 11 Al
Pb 5 6 25 34 4 6 4 6 2 3 Pb
Sn 4 6 4 6 4 5 4 6 3 4 Sn
Cu 8 10 30 39 29 38 22 30 17 22 Cu
Cr 2 3 1 2 2 2 1 2 2 3 Cr

MAX NAR MC NAR MC NAR MC NAR MC NAR MC MAX
Fe 81 101 213 294 40 53 186 229 290 366 Fe
Si 13 16 28 36 46 57 30 39 90 119 Si
Al 9 11 7 9 8 11 5 6 17 22 Al
Pb 10 14 82 117 14 20 9 14 4 6 Pb
Sn 9 12 7 10 6 9 6 9 5 8 Sn
Cu 14 17 54 65 68 88 35 46 58 72 Cu
Cr 6 8 1 2 4 5 2 3 10 12 Cr

min NAR MC NAR MC NAR MC NAR MC NAR MC min
Fe 21 26 18 23 15 19 45 56 81 106 Fe
Si 5 6 9 11 10 13 13 17 21 27 Si
Al 2 3 3 4 3 4 2 3 5 7 Al
Pb 2 3 3 4 2 3 1 2 2 3 Pb
Sn 0 1 3 4 2 3 2 3 2 3 Sn
Cu 5 7 17 24 16 21 9 12 4 6 Cu
Cr 1 2 0 1 1 2 1 2 1 2 Cr

Engine Transmission Hydraulic Differential Final Drive

Table was constructed using 15 Existing Wear Tables corresponding to three different product families: five Excavators (315C, 320C, 330L, 365B, 385B),
five Off-Highways Trucks(769C, 775E, 777, 785, 793B) and five Track-Type Tractors (D4C, D5C, D7G, D9H, D11R). The values presented in the
table correspond to the average, maximum (MAX) & minimum (min) Wear Table No Action Required (NAR) and Monitor Compartment (MC) table values.

Disclaimer: This table is intended as a training tool to provide inisight to new interpreters into the general Wear Table levels. It is not
intended as an interpretation guideline and it is not meant to replace any Wear Table.
Page 21

2 0.02 95 10
6 0.06 87 26
13 0.13 74 52
20 0.2 63 74
30 0.3 50 100
35 0.35 45 110
40 0.4 40 120
45 - 46 0.45 - 0.46 35 130
52 - 53 0.52 - 0.53 30 140
60 - 61 0.60 - 0.61 25 150
69 - 70 0.69 - 0.70 20 160
81 - 83 0.81 - 0.83 15 170
98 - 102 0.98 - 1.02 10 180
126 - 134 1.26 - 1.34 5 190
231 2.31 0 200

UFM INTERPRETATION SYNOPSIS

SOS
sm
Services will now be reporting FT-IR results in a new format. The results for soot, oxidation,
sulfation, and nitration will be unitless whole numbers (UFM Unsubtracted FT-IR Method number) that
no longer represent % Allowable values. Please note that this new method is still to be utilized as a
trending module. There will be samples and oil types that do not fit this model. Please refer to the
technical paper Un-Subtracted FTIR Methodology for SOS
sm
Services for further details. Also note
that all information in this document was gathered utilizing a Perkin Elmer Oil Express FT-IR with
Spectrum One software and the SOS
sm
Services Manager laboratory information management
software.

Shown below is a chart with comparisons for new soot values and the corresponding absorbance, %T, and
% allowable values. Since soot is only the measure of light passage through a sample, there is a
direct relationship between the absorbance value obtained at the instrument level and the resulting UFM,
%T, and % allowable values.

UFM # Absorbance %T
Soot %
Allow. Component Compartment
UFM
Guidelines
Soot Diesel Engine 30
Oxidation Diesel Engine 34
Oxidation Nat. Gas Engine 20

Oxidation
Hydraulic &
Non-engine

17
Nitration Nat. Gas Engine 12
Sulfate / COC Diesel Engine 34

* - Please note that this model does not include UFM guidelines
for soot, nitration and sulfation in non-engine compartments.
Those components do not provide crucial information for non-
engine compartments.

Water Screen % Water UFM #
Possible 0.10% 31
Probable 0.50% 35

The UFM values for oxidation, sulfation, and nitration are not directly related to the absorbance value
obtained at the instrument level. Absorbance is a single point measurement, whereas our new method
of FT-IR analysis actually measures the peak area in a specific wavenumber range. Because this new
measurement is no longer a single point, we are not able to directly correlate previous % allowable
values with the UFM values you will see on your reports. Shown above is a table summarizing the
values for oxidation, sulfation, and nitration to be used as guidelines during oil interpretation. Please
refer to the technical paper listed above for more details.

The water screen information comes out of the Spectrum One software as Water Petroleum Lube. The
value in this area is also a UFM number, and does not represent % water in the sample (see above
table). Also, the % water and corresponding UFM number do not exhibit a linear relationship.
Therefore, you cannot extrapolate % water data using the UFM number. A sample with a water
petroleum lube UFM number of less than 31 will be negative for water screen. SOS
sm
Services
Manager will assign a water test to this sample and complete the test by entering a negative value. A
sample with a water petroleum lube UFM number of 31 to 34 will indicate a possible for water screen,
SOS
sm
Services Manager will assign a water test, and it will remain incomplete until a technician
performs a physical confirmation of presence of water and enters the result. A sample with a water
petroleum lube UFM number of 35 or greater will indicate a probable for water screen, SOS
sm
Services
Manager will assign a water test, and it will remain incomplete until a technician performs a physical
Page 22

confirmation of presence of water and enters the result.

S
o
o
t

-

T
G
A

S
o
o
t

-

%

A
l
l
o
w
a
b
l
e

200
180
160
140
120
100
80
60
40
20
0
SOS Services Soot Help Sheet
18 Dec 2008

Cat Soot in % Allowable vs Cat UFM number

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
220 230 240

UFM number

TGA Soot in %Weight vs Cat UFM number

8

7

6

5

4

3

2

1

0
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360
UFM number
Page 24

Interpretation Guidelines for Fuel Dilution Results in Caterpillar Off-
Highway Diesel Engines

Two Caterpillar service documents were released to address the subject of fuel
dilution in off-highway diesel engines. These documents are a Special
Instruction REHS3007, and a Technical Information Bulletin TIBU4910. These
service documents provide test guidelines for the oil viscosity test and the GC
fuel dilution test. These documents do not provide interpretation guidelines for
SOS Services interpreters at the dealership.

This document provides a series of interpretations that can be used when
relaying fuel dilution recommendations to a customer. Use of these
interpretations will provide the customer with a clear understanding of the
problem, and the recommended action. These interpretations will also provide a
level of commonality between Cat dealers. This is especially important to
customers that use more than one dealer for their oil analysis business.

These example interpretations are written with the assumption that the customer
is sampling at a recommended oil change interval. If the sample has very few
hours of operation, or if the sample has been run for an extended period of time,
the interpreter may need to adjust the recommendation and change the alert
level. In other words, these interpretations may not exactly fit every scenario;
however, they do provide a common framework that addresses the most
common sample results. The interpreter should always use their experience and
equipment history to make the best recommendation.

none 11.0 to 12.4 4 P MC
none 9.0 to 11.0 4 P
AR
none <9.0 4 P
AR
Registered Measured Fuel Alert
Visc. Grade Viscosity PFc Dilution Level Interpretation for Cat Off-Highway Diesel Engines
none 11.0 to 12.4 <4 N NAR (No comment regarding viscosity or fuel dilution) Confirm the viscosity grade of the oil.

Oil viscosity and the fuel test indicate fuel dilution. Confirm the viscosity grade of the oil.
Intervention is not needed at this time. Consider sampling at half the normal interval.

The fuel test indicates a high level of fuel dilution. Intervention is needed. At your earliest
convenience, inspect engine. Possible causes of fuel dilution are: leaking injectors, injector o-
rings, failed injectors, fuel transfer pump, and engine over fueling. Resample after repairs.

Low oil viscosity and the fuel test indicate a high level of fuel dilution. Intervention is needed.
Stop machine and inspect engine. Possible causes of fuel dilution are: leaking injectors,

injector o-rings, failed injectors, fuel transfer pump, and engine overfueling.

15W-40

11.0 to 12.4

<4

N

NAR

Viscosity is low for a 15W-40 oil. Confirm the viscosity grade of the oil. Continue normally

scheduled sampling.
15W-40 11.0 to 12.4 4 P
MC
Low oil viscosity and the fuel test indicate a moderate level of fuel dilution. Intervention is not

needed at this time. Consider sampling at half the normal interval.
15W-40 9.0 to 11.0 4 P
AR

At your earliest convenience, inspect engine. Possible causes of fuel dilution are: leaking

injectors, injector o-rings, failed injectors, fuel transfer pump, and engine over fueling.
15W-40 <9.0 4 P
AR


injector o-rings, failed injectors, fuel transfer pump, and engine over fueling.

10W-30

8.0 to 9.2

<4

N

NAR

Viscosity is low for a 10W-30 oil. Confirm the viscosity grade of the oil. Continue normally

scheduled sampling.
10W-30 8.0 to 9.2 4 P
MC
Low oil viscosity and the fuel test indicate a moderate level of fuel dilution. Intervention is not

needed at this time. Consider sampling at halft the noramal interval.
10W-30 7.0 to 8.0 4 P
AR

At your earliest convenience, inspect engine. Possible causes of fuel dilution are: leaking

injectors, injector o-rings, failed injectors, fuel transfer pump, and engine overfueling.
10W-30 <7.0 4 P
AR

injector o-rings, failed injectors, fuel transfer pump, and engine overfueling.
Page 24

SOS Services Oil Viscosity Help Sheet 01Sep2008

From SAE J300 November 2007

From SAE J306 June 2005

Page 25

SOS Services Oil Identification Help Sheet

Diesel Engine Oils
Possible Range of Concentrations
PPM PPM
Compartments

Typical additive Elements
Ca 0 4000 Diesel Engine Hydraulic
Systems Steering
Systems
Mg 0 3000
Zn 900 1500
P 800 1400
Si 0 15

Possible Additive Elements
Mo 0 500
B 0 500
Ba 0 500
Cu 0 100
Gas Engine Oils Possible Range of Concentrations Compartments

Ca 0 2000 Gaseous Fuel Engines
Mg 0 500
Zn 0 400
P 0 350
Si 0 15

Mo 0 600
B 0 300
Ba 0 2000
TO-4 Oils Possible Range of Concentrations Compartments

Ca 2500 4000 Powershift Transmission
Differential & Final Drive
Braking Systems
Hydraulic Systems
Steering Systems
Zn 1100 1500
P 1000 1400
Mg 0 100
Si 0 15
Hydraulic Oils Possible Range of Concentrations Compartments

Ca 0 4000 Hydraulic Systems
Steering Systems Mg 0 3000
Zn 900 1500
P 800 1400
Si 0 15

Mo 0 500
B 0 500
Ba 0 500
Cu 0 100
FD-1 Oils Possible Range of Concentrations Compartments

Ca 200 400 Final Drives
Differentials without
friction materials
B 50 150
P 200 400
Zn 10 50
GL-5 Oils Possible Range of Concentrations Compartments
Typical Additive Elements
P 500 1500 Final Drives
Differentials in Scrapers B 50 250
MTO Oils Possible Range of Concentrations Compartments

Ca 2700 3700 Final Drives &
Differentials in Backhoe
Loaders Hydraulic
Systems
B 50 150
Zn 800 1400
P 900 1500

Page 26

30 3 217 -16 103
31 2 217 -17 103
32 1 217 -17 103
33 -1 218 -18 103
34 -2 218 -19 103
35 -4 219 -20 104
36 -6 219 -21 104
37 -8 219 -22 104
38 -10 220 -23 104
39 -12 220 -24 104
40 -14 220 -26 104
41 -16 221 -27 105
42 -18 221 -28 105
43 -20 221 -29 105
44 -22 222 -30 106
45 -24 222 -31 106
46 -26 223 -32 106
47 -28 223 -33 106
48 -30 224 -34 107
49 -32 224 -36 107
50 -34 225 -37 107
51 -37 225 -38 107
52 -40 226 -40 108
53 -43 226 -42 108
54 -46 227 -43 108
55 -49 227 -45 108
56 -52 227 -47 108
57 -55 228 -48 109
58 -58 228 -50 109
59 -61 229 -52 109
60 -64 229 -53 109
61 -68 230 -56 110
62 -72 231 -58 111
63 -76 232 -60 111
64 -80 233 -62 112
65 -84 234 -64 112

66 -88 235 -67 113
67 -92 236 -69 113
68 -96 237 -71 114
69 -92 238 -69 114
70 -88 239 -67 115
71 -84 240 -64 116
72 -80 241 -62 116
73 -76 243 -60 117
74 -72 244 -58 118
75 -68 245 -56 118
76 -64 246 -53 119
77 -60 248 -51 120
78 -56 249 -49 121
79 -52 251 -47 122
80 -48 253 -44 123
81 -44 255 -42 124
82 -42 257 -41 125
83 -39 259 -39 126
84 -36 261 -38 127
85 -33 263 -36 128
86 -30 264 -34 129
87 -28 268 -33 131
88 -26 270 -32 132
89 -24 272 -31 133
90 -22 275 -30 135
91 -20 279 -29 137
92 -18 283 -28 139
93 -16 287 -27 142
94 -14 291 -26 144
95 -12 295 -24 146
96 -10 299 -23 148
97 -8 303 -22 151
98 -6 307 -21 153
99 -4 311 -P2a0ge 2 155
100 -2 314 -19 157

GLYCOL and TEMPERATURE HELP SHEET

% EG FP (
o
F) BP (
o
F) FP (
o
C) BP (
o
C) % EG FP (
o
F) BP (
o
F) FP (
o
C) BP (
o
C) % EG FP (
o
F) BP (
o
F) FP (
o
C) BP (
o
C)
1 32 212 0 100
2 31 212 -1 100
3 30 212 -1 100
4 29 212 -2 100
5 28 212 -2 100
6 27 212 -3 100
7 26 212 -3 100
8 25 213 -4 101
9 24 213 -4 101
10 23 213 -5 101
11 22 213 -6 101
12 21 213 -6 101
13 20 214 -7 101
14 19 214 -7 101
15 18 214 -8 101
16 17 214 -8 101
17 16 214 -9 101
18 15 214 -9 101
19 14 215 -10 102
20 13 215 -11 102
21 12 215 -11 102
22 11 215 -12 102
23 10 215 -12 102
24 9 215 -13 102
25 8 216 -13 102
26 7 216 -14 102
27 6 216 -14 102
28 5 216 -15 102
29 4 216 -16 102

7

Modified Stray Current Test

The standard test for stray current measures the current (AC & DC) from (a) coolant to
ground of battery, (b) from top of radiator, near clamp, to battery ground, (c) the outside
of the engine block to the battery ground.

This is done under the following conditions: (1) the engine and all accessories off, (2)
the starter engaged accessories off, (3) all accessories turned on.

If there is a stray current only when more than one accessory is turned on, turn off the
accessories sequentially until the stray current disappears. This will indicate the source
of the stray current. This test, as designed, will determine a normal stray current (positive
for a negative ground system & negative for a positive ground system) where the batter
ground is the system ground for all component systems.

There is no common ground in many of our power generation applications, which allows
the possibility (with these floating grounds) of a positive or negative stray current (with
respect to either the engine ground, radiator ground or a true earth ground).

If a positive stray current exists (normal stray current condition), the metal acts
as an anode and serious corrosion occurs at the anode (ex: high iron seen in coolant
analysis report). If a negative stray
current exists (if all normal negative grounds were tied together this condition
would be impossible), the metal would act as a cathode and no corrosion would occur.
However, the reduction of the nitrite and nitrate in the coolant could occur, which
enables the production of ammonia. Ammonia can destroy
the radiator, oil cooler cores, or any other copper alloy component it contacts in short
order.

It is necessary to check the voltage on the coolant with respect to the battery
ground, earth ground, and the block, and to determine if the current is positive or
negative. It is also necessary to check for any potential difference between the block,
radiator, battery ground, and the earth ground.

Page 28

Fluids Analysis
Interpretation Guide S
S
SM

Coolant Analysis Interpretation Guides

Coolant Analysis Overview

Confidential
This publication is intended for the use of
authorized Caterpillar dealers only. Any distribution
of this form to unauthorized personnel must be avoided
to maintain Caterpillar leadership in the fluids analysis field.

Index of Chapters:

Chapter 1............Coolant Analysis Overview ......................................................................3

Chapter 2............Level 1 Coolant Analysis and Interpretation ........................................11

Chapter 3............Level 2 Coolant Analysis and Interpretation ........................................31

Chapter 4............Source Water Quality and Testing ........................................................38

13 October 2010 2005 Caterpillar All Rights Reserved
2

SOS
SM
Coolant Analysis Interpretation Guide

Foreword

The Importance of Coolant

Everyone understands the importance of oil, but another key fluid in Caterpillar engines, machine
design and maintenance is the engine coolant.

How critical is it?

An estimated 50% of all engine failures or poor performance incidents are associated with
cooling system problems. For this reason, Caterpillar developed the SOS Coolant Analysis
program. SOS Coolant Analysis is recommended for cooling systems, regardless of type of
coolant used. This includes Caterpillar Extended Life Coolant (ELC) systems or standard coolant
systems, including Caterpillar Diesel Engine Antifreeze/Coolant (DEAC).

Coolant requirements for diesel engines are more severe than for automotive engines.
Diesel engines are designed to operate at higher temperatures and higher energy levels than
engines in cars and small trucks. Todays heavy diesels produce a tremendous amount of power
from a small package. Additionally, most of todays Caterpillar products rely on the engine cooling
system to absorb heat from the engine, transmission, and hydraulic oils. These factors increase
the requirements and demands placed on the cooling system.

Used coolant disposal requirements have become more stringent and expensive. Used coolant
disposal must be done in accordance with local, state, and federal laws. Customers may be
extending coolant drain intervals, recycling coolants and reconditioning coolants to reduce
disposal costs.

For all of the above critical reasons, SOS Coolant Analysis is highly recommended to achieve
optimum performance and the full life designed into todays machines and engines.
3

Chapter 1


Contents

The Purpose of Coolant Analysis..............................................................................................4

Troubleshooting with SOS Coolant Analysis ........................................................................4

SOS Coolant Analysis Interpretation Method ........................................................................5

SOS Coolant Analysis: A Two Level Program........................................................................7

Recommended Intervals for SOS Coolant Analysis ..............................................................7

Coolant Analysis and Oil Analysis Go Together ......................................................................7

Obtaining a Representative Coolant Sample ..........................................................................8

Coolant Analysis Sample Information Card ............................................................................9

Reference Material ....................................................................................................................10
Literature and Training Materials ......................................................................................10
Coolant Sampling Valves ..................................................................................................10
Vacuum Pump Sampling Gun ..........................................................................................10
4

The Purpose of Coolant Analysis

There are three primary goals of the SOS
Coolant Analysis program:
1. Fluid Condition Indicates if coolant use
can be continued or if it needs to be
discarded and replenished with new.
2. Component Failure Indicates when
an engine or cooling system failure has
occurred. Such failures include a blown
head gasket, a corroded ground, or a
blocked coolant line.
3. Life Cycle Management Provides
indications of shortcomings in equipment
operational practices and maintenance
procedures.

Troubleshooting with SOS
Coolant Analysis

The chemistry of diesel engine coolant is
complex. The chemical changes the coolant
experiences in service are even more complex
and variable. The objective of the SOS
Coolant Analysis program, as with SOS
Oil Analysis, is to help assure that Caterpillar
machines achieve their full design life while
providing maximum productivity with the
lowest expense. To some observers, Coolant
Analysis may seem to focus more on the
chemical changes within the coolant, and
therefore coolant condition; whereas Oil
Analysis, while considering oil condition,
appears to focus more on contamination
of the oil. However, the objective is the
same for both programs: to determine if
a problem exists and to determine and
correct the cause.
In recent years, Caterpillar has changed from
the former Diesel Engine Coolant/Antifreeze
(DEAC) to a significantly superior product,
Caterpillar Extended Life Coolant (ELC).
The advantages of ELC over DEAC in terms of
both protection to the cooling system and in
cost of operation are great. However, cooling
systems require periodic testing to assure
that they are operating adequately.

There are two primary reasons for
deterioration of coolant in diesel engines:
Improper maintenance practices
(topping up with only water, SCA
added to ELC, over/under
concentration of SCAs etc.)
Cooling system problems (localized
overheating, exhaust gas entry,
electrolysis, etc.)

Regardless of the type of coolant, periodic
analysis of samples should be a consistent
part of any maintenance program.

ELC is superior to DEAC in all respects.
Although ELC is initially more expensive, its
longer life coupled with the fact that it does
not require maintenance to add SCA results
in a cost per operating hour that is half (or
less) than that of DEAC.

5

SOS Coolant Analysis Interpretation Method

SOS Coolant Analysis, like SOS Oil Analysis, is a multiple variable analysis. A holistic
approach must be taken to interpretation. Normally, no single test parameter would be a reason
to drain the coolant. The interpretation process involves evaluating a combination of parameters
to make recommendations to the customer. These recommendations may involve maintenance
practices or cooling system problems.

The customers application and operation must be considered during the interpretation process.
This is necessary to provide the best interpretation. The following chart shows possible test
result combinations with the effects on the cooling system and associated recommendations.

Classic combinations of Coolant Analysis

Primary
Test Parameter
Secondary
Test Parameter

Potential Effect
Probable Problem
Area/Causes
High Glycol High Lead Solder Corrosion Glycol level maint.

High Glycol Precipitate Water Pump Seal
leak, Blocked tubes
Glycol/SCA maint.

Oil in Coolant High Copper Cooler cores Poor flushing
after using a cleaner

High Glycolate High Iron Thermostats,
Cylinder liners
Low coolant level,
reduced air flow,
Insufficient pressure

Very Low pH Possible high sulfate Cylinder liners
Cylinder block
Cylinder manifold
Exhaust gas entry

High Aluminum Low inhibitors Water pump,
Spacer deck
SCA level maint.

Very Low Nitrite Low Glycolate Cylinder block
Cylinder liners
Cylinder head
Positive stray current

High Copper Ammonia odor Radiator/cooler cores Poor flushing
after using a cleaner
6

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

Factors Affecting Performance of DEAC

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

Factors Affecting Performance of ELC

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

* From topping up with water rather than with ELC pre-mix.
7

SOS Coolant Analysis:
A Two Level Program

There are two levels of tests within the SOS
Coolant Analysis program. The Level 1 analysis
is performed by a trained Caterpillar dealer
technician. The Level 2 analysis is a more
comprehensive chemical evaluation of the
cooling system performed by a qualified
laboratory.

SOS Level 1 Coolant Analysis

SOS Level 1 Coolant Analysis is a system
maintenance check.

Level 1 Coolant Analysis consists of the
following tests:
Glycol concentration, freeze and
boil protection by refractometer
Coolant acidity by pH meter
Coolant conductivity by conductivity
meter
Nitrite level by titration
Test for magnetic solids by strong
magnet

Additionally, each Level 1 sample is evaluated
by the trained technician for the following
sensory analysis:
Odor
Color and appearance
Precipitate
Oil or fuel contamination
Foam

SOS Level 2 Coolant Analysis

Level 2 analysis is a comprehensive chemical
evaluation of the coolant, as well as a check
of the overall condition of the cooling system.
Level 2 analysis will help determine the amount
of erosion or corrosion damage within the
cooling system and recommendations to
correct possible causes.
Recommended Intervals for SOS
Coolant Samples

Type
of coolant

Level 1

Level 2

Cat DEAC
Every
250 hours
(1)

Annually
(1)(2)(3)
Cat ELC Not required Annually
(3)

(1)
This is the recommended coolant sampling interval
for all heavy duty coolant/antifreeze. This is also
the recommended coolant sampling interval for
commercial coolants that meet EC-1 (Engine
Coolant specification 1).
(2)
The Level 2 Coolant Analysis should be performed
sooner if identified by a Level 1 Coolant Analysis.
(3)
New systems, refilled systems and converted
systems should be sampled for Level 2 Coolant
Analysis at 500 hours or one year, whichever
interval occurs first.
Source SEBU6250

Coolant Analysis and Oil Analysis
Go Together
Whenever you interpret a coolant sample it is
very important to evaluate it in concert with oil
samples taken at the same maintenance
interval. The effects of engine overheating may
be evident in both oil and coolant samples.
For example, if an engine oil sample has a
significant level of oxidation, obtain a coolant
sample for analysis as soon as possible.
The oil oxidation problem may be related
to a cooling system problem.
The life cycle of transmissions and hydraulic
systems are also directly affected by coolant
temperature.
Engines:
High coolant temperatures cause high oil
temperatures, reducing the oils operating
viscosity (and, thereby its hydrodynamic
lubricity) and contributing to oil oxidation,
with resultant engine wear. The result may
be evident as reduced component life or
failure (ring sticking, piston glazing or
varnishing, valve wear, etc.) which masks
the fact that a cooling system problem was
a contributing factor.
8

Transmissions:

An overheated cooling system can also be a
factor in reduced transmission life. For example,
transmission disc slippage may occur as a
result of reduced oil viscosity at elevated
temperatures. Transmission slippage creates
more heatcan cause oil oxidationand a
vicious cycle is established.

Hydraulics:

Hydraulic pumps and motors become less
efficient at elevated temperatures, and may
suffer reduced life of valves, pump slippers,
barrels, plungers and seals due to oil oxidation
and reduced oil viscosity.

Sometimes, a failure to the engine, transmission
or hydraulics may be repaired with no attention
paid to the serious cooling system problem
which precipitated it. The end result will be
shortened component life and a customer
less than satisfied with the performance of
the machine or engine.

Always review the oil analysis records for
each machine or engine whenever you
interpret a coolant sample. Strive to provide
each customer with the full measure of value
for the money spent on SOS analysis.
Coupling your interpretation of both oil
and coolant samples will assure increased
customer value within the SOS program.

Obtaining a Representative
Coolant Sample

Coolant Sampling Valves

Many cooling systems have a coolant sampling
valve. It is also possible to install the valve
on machines not so equipped.
Do not install oil sampling valves in cooling
systems. The large particulates typically found
in coolant have been found to plug the valve
and cause it to seep. For this reason, the
coolant sampling valve is equipped with
a screen.

In terms of location, the coolant sampling valve
should be located at a point where the coolant
is flowing freely. A location on or near the
water temperature regulator housing is an
excellent location. Another good location is
downstream of the oil cooler where the coolant
reenters the cylinder block. The location varies
by engine model due to accessibility of the
sampling valve. The part numbers of the
coolant valves are listed at the end of this
chapter.

Sampling from Radiator

Safety Notice
Do not remove radiator cap while coolant
is hot. Severe scalding and burns
could result.

Do NOT draw a sample from the overflow tank,
or from any cooling system drain valve, as
samples from these sources will not be
representative of the coolant in the system.

While taking coolant samples from a radiator
please observe safety precautions. The sample
should be taken after the coolant has been
well circulated. However, do NOT remove the
radiator cap if the coolant is HOT. The best
time to take samples is after the engine has
been shut down for an hour or two after a
normal work day. Start the engine to circulate
the coolant again. Then shut the engine off.
CAREFULLY remove the radiator cap and take
the sample using a vacuum pump similar to
that used to sample non-pressurized oil
compartments.

9

The vacuum pump used to draw coolant
samples should NOT be used to obtain oil
samples. Although the fluid does not enter
the barrel of the pump, a residue of glycol
from the coolant remains and can contaminate
oil samples. This will cause a false positive
glycol alert for the oil sample indicating a
coolant leak into the oil system.

Similarly, oil residue could possibly contaminate
coolant samples. So, it is important to clearly
designate each vacuum pump as to whether
it is for oil or coolant samples.

Submit Samples Promptly

Coolant samples should be submitted for
analysis promptly after the sample is taken
from the cooling system. Some of the inhibitor
chemicals and many contaminants in used
coolants have limited solubility and may
precipitate over time. The most accurate
sample results, and therefore the most
accurate interpretation, will result from
processing of the sample within a week
of its extraction from the cooling system.
Coolant Sampling Valve Dust Cover

The dust cover for the coolant sampling valve
is made of red rubber to distinguish it from
the oil sampling valves.

Coolant Analysis Sample
Information Card

Below is the information card to be submitted
with each coolant sample. It is very important
that all the information be included,
especially the hours, miles or kilometers on
the coolant and the engine. Supplies of the
coolant analysis card may be ordered as form
No. PEEP5032 (English) or PESP5032
(Spanish).

S
.
O
.
S
SM

Services

Do Not Take Sample
From Overflow Tank:

Was coolant changed at this time? Yes No
Was coolant additive or extender added at this sample time? Yes
No
Extended Life Coolant
Conventional Antifreeze/Coolant

(other)

10

Reference Materials

The following list is provided for your
convenience in referencing the various media
and parts available from Caterpillar concerning
SOS Coolant Analysis, Caterpillar Extended
Life Coolant and Cooling Systems.

Literature and Training Materials

Media
Number Title

PEHP7057 SOS Coolant Analysis
(customer discussion piece)

PEHP7036 SOS Fluid Analysis
(customer discussion piece;
briefly describes both oil
analysis and coolant analysis)

PEEP5032 Coolant Analysis Sample Card
(English)

PESP5032 Coolant Analysis Sample Card
(Spanish)

SEBD0970 Coolant and your Engine
(customer training booklet)

PEVN4287 Extended Life Coolant
Better Performance
Less Cost (video tape-
Earthmoving Version)

LEVN6411 Extended Life Coolant
Better Performance
Less Cost (video tape-Truck
Engine Version)

SEBD0518 Know Your Cooling System

PEHJ0067 Extended Life Coolant
Specification Sheet

SEBU6250 Caterpillar Machine Fluids
Recommendations
LEDQ7330 A Close Look at Cat Extended
Life Coolant (customer
discussion piece)

PEEP5027 ELC Decal (indicated cooling
system filled with ELC)

Knowledge Network

Coolant Sampling Valves

Note: Use of either 154-9024 or 154-9025
is recommended. These two valves
have pipe threads which are normally
used in cooling systems.

Part
Number Description

154-9024 Coolant Valve
3
8-18 NPTF
external thread

1
4-18 NPTF
external thread

7
16-20 STO
Port external thread

3J7354 O-Ring for 154-9023

157-0670 Dust Cap-Engine Coolant

Vacuum Pump Sampling Gun

Part
Number Description

1U5718 Vacuum Pump Sampling Gun

1U5719 Seal Kit for 1V5718
Vacuum Pump

11

Chapter 2

Level 1 Coolant Analysis and Interpretation

Contents

Level 1 Tests ..............................................................................................................................13

Summary of Acceptable Limits................................................................................................13

Level 1 Test Sequence ..........................................................................................................14

1. Color and Appearance ..................................................................................................14

2. Precipitate ......................................................................................................................15

3. Oil or Fuel Contamination ............................................................................................17

4. Foam................................................................................................................................18

5. Odor ................................................................................................................................18

6. Glycol Level Refractometer Test................................................................................21
Glycol Level ELC ....................................................................................................22
Glycol Level DEAC ..................................................................................................23

7. Conductivity....................................................................................................................24
Conductivity Test Result Limits (Both ELC and DEAC) ..........................................24
Conductivity Test Result Recommendations ELC ............................................24
Conductivity Test Result Recommendations DEAC..........................................24

(contents continued on next page)
12

8. Nitrite Level ....................................................................................................................25
Nitrite Limits (Both ELC and DEAC) ........................................................................25
General Troubleshooting Guidelines Concerning Nitrite Level..............................25
Nitrite Test Result Recommendations ELC ..........................................................25
Nitrite Test Result Recommendations DEAC ........................................................26

9. pH A Measure of Acidity or Alkalinity ......................................................................27
Coolant pH Limits ......................................................................................................28
pH Test Result Recommendations ELC ................................................................28
pH Test Result Recommendations DEAC..............................................................29

Note: For purposes of the bulletin please be aware of the following definitions:

Extended Life Coolant (ELC) Caterpillar Extended Life Coolant
Standard Diesel Engine Antifreeze/Coolant (DEAC) Any standard diesel engine
antifreeze/coolant, whether Caterpillar brand or other.
13

Level 1 Tests

Caterpillar urges that all dealers acquire the
equipment and have trained personnel to
perform Level 1 Coolant Analysis and to
advise customers concerning cooling system
matters. There are five relatively inexpensive
testing devices required for Caterpillar dealers
to perform Level 1 Coolant Analysis.
These are:
Refractometer for Glycol Concentration,
Freeze and Boil Protection
pH meter
Conductivity Meter
Apparatus for Nitrite Titration
Strong Magnet

Additionally, the technician must be trained and
experienced in the following sensory analysis:
Odor
Color and Appearance
Precipitate
Oil or Fuel Contamination
Foam

Note: All of the Level 1 tests are included
as part of the Level 2 tests.

Summary of Acceptable Limits for
Level 1 Tests

The following chart summarizes the acceptable
limits or observed criteria for each Level 1
test. Each is discussed in more detail later
in this bulletin.

Test Minimum Maximum Recommended Ideal

Glycol by Refractometer
Glycol Concentration (ELC) 30% 65% 45-55% 50%
Glycol Concentration (DEAC) 30% 65% 40-60% 50%

Corrected Conductivity** 0 S/cm 7,500** S/cm <6,000** S/cm <6,000** S/cm

Nitrite Concentration (ELC) 250 ppm 4,000 ppm 250-2,000 ppm 550 ppm
Nitrite Concentration (DEAC) 1,000 ppm 6,000 ppm 1,000-2,600 ppm 1,200 ppm

pH (ELC)* 7.0 10.0 7.5-9.5 8.5
pH (DEAC)* 8.5 11.0 8.5-10.5 9.5

Color and Appearance Note clarity of fluid and any unusual color. Clarity may be noted as
clear, cloudy, very cloudy, or opaque.

Precipitate If precipitate is present, observe quantity, color, and general appearance
(flocculent, fine, large particles, etc.). Note whether precipitate is
magnetic, partially magnetic or not magnetic. Other than quantity,
describe the precipitate in the observations section of the customer
report.

Oil or Fuel Contamination Note the quantity. Any amount of oil indicates a problem to be corrected.
Foam Note amount and persistence of foam after shaking.
Odor Note on the customer report any unusual odor to fluid (e.g. ammonia,
burnt or solvent)

* Also, for any coolant the pH must not vary more than 20% from new.
** Refer to detailed explanation under the heading Conductivity.
14

Level 1 Test Sequence

The sensory tests are generally performed
before the instrument tests. In each instance,
the sensory test results should be noted for
inclusion on the customer report.

The suggested test sequence is as follows:
1. Color and Appearance
2. Precipitate
3. Oil or Fuel Contamination
4. Foam
5. Odor
6. Glycol Level
7. Conductivity
8. Nitrite Level
9. Coolant pH

1. Color and Appearance

Color should be noted. It is of significance
to observe if the color varies from that of the
coolant when new (if the new color can be
determined). ELC is described as orange-red.
Most borate-based coolants, such as
Caterpillar DEAC, are described as magenta.
Many phosphate based coolants are shades
of green, and phosphate-molybdate coolants
are often blue or green.
A change in color is significant because it
generally indicates a chemical change within
the coolant, or mixing of coolants or inhibitors
(SCA or Extender). If you are uncertain of the
original color of the coolant, you should note
the observed color of the sample on the
customers report form and inquire about
the original color. Obtain a sample of new
coolant, if possible, for comparison with
used coolant samples.

If a DEAC sample appears clear or yellow it is
becoming acidic. The chemical phenolphthalein
in DEAC begins to turn clear when the coolant
pH drops below about 9.0, depending upon
the concentration of the coolant-to-water
mixture. The yellow color, if present, is iron
rust. ELC contains no phenolphthalein and
does not turn clear or yellow in this manner.

Appearance refers to two conditions:
the degree of clarity
whether there is a separation or
stratification within the sample

Color determination is a subjective matter.

15

Note: New coolant is described as
having the following colors:

ELC (Except European product) Orange/Red

ELC (European product) Orange (Fl)
DEAC Magenta
The degree of clarity should be noted as:
clear
slightly cloudy
cloudy
opaque

Cloudiness of the sample is caused by either
a partially dispersed, insoluble contaminant or
by exceeding the solubility of a component in
the sample. Hard water salts can react with
components of the inhibitor package such as
silicates or phosphates to cause cloudiness.
Hard water minerals can also react with
oxidation products of the glycol to form a
dispersed precipitate and cause the coolant
to appear cloudy. Highly dispersed oil or fuel
contamination can also cause the sample to
appear cloudy.

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

Oil, fuel, and solvents will form separate layers
on top of the aqueous coolant solution.
2. Precipitate

Precipitate is undissolved solid material in
the sample. It usually results from corrosion
of metal components of the cooling system
or precipitation of additives from the engine
coolant. Iron corrosion will usually show as
a brown non-magnetic precipitate (rust) or
a black magnetic precipitate (scale).
Lead corrosion will usually show as a dense,
white or gray, non-magnetic precipitate.
Aluminum corrosion will show as a white
flocculent precipitatesimilar to silica fallout.

With ELC the mono and dibasic acid soaps
can precipitate (as a hard water soap scum)
in the presence of hard water salts.
(This precipitate is normally kept dispersed by
the excess potassium soaps in the coolant.)

With DEAC, silicate in the coolant will
precipitate as a flocculent white precipitate
when the pH drops or when hard water salts
enter the system. Phosphates in some
coolants and SCAs will precipitate in the
presence of hard water salts.
16

The following terms may be used to
describe precipitate.

PRECIPITATE

Amount Appearance

None Flocculent
Trace Dense
Light Granules
Moderate Chunks
Excessive Flakes
Other

Color Magnetism

Black None
Brown Somewhat
White Mixture
Gray Magnetic
Tan
Black-Brown
Black-White
Brown-White
Other

Precipitate Test Result Recommendations

1. If minimal white or gray nonmagnetic
precipitate or no precipitate is present,
and the other results are okaycontinue
to the Oil Contamination evaluation.
2. If minimal brown or black precipitate is
present, evaluate the other analysis more
critically than normal. (Particularly the
inhibitor levels)
3. If a moderate to heavy precipitate is present,
determine if the precipitate is representative
of the sample or if it results from the
sampling technique. One should be
suspicious of a bad sample if the sample
contains a heavy precipitate and the other
tests look good. The best ways to assess
the sample is to talk with the person who
took the sample or request a second sample
and compare it with the first. If the sample
is not representative of the coolant in the
system, ignore the results (and get a new
sample). If it is representative of the system
proceed to step 4.
4a. ELC
If significant gray or white flocculent
precipitate is present, and all other
parameters are within range, continue to
use the coolant but check for the addition
of hard water to the system. (ELC should
not be made up with water under normal
circumstancesit is prediluted.)
4b. DEAC
If significant gray or white flocculent is
present, and all other parameters are
within range, continue to use the coolant
but obtain a sample of the source water for
a source water analysis and recommend
a Level 2 analysis in 250 hours or
15,000 miles (25 000 km). (To determine
if the precipitate is from the use of hard
water or lead salts from corrosive attack
of solder.)
5a. ELC
If a heavy brown or black, magnetic or
partially magnetic precipitate is present and
all other parameters are not well within
range; drain and flush the cooling
system and replenish with ELC.
if the other parameters are well within
the acceptable ranges, check to see
if a previous charge of coolant had a
serious problem. If the precipitate was
left in the system from a previous
problem, flush and clean the system
with an appropriate cleaner when it is
convenient to do so. (Keep in mind
these particles are probably abrasive
and will increase wear.) Make sure the
system is thoroughly flushed (at least
3 times) after using a cleaner as these
products are typically aggressive and
remove most passivating barriers as
well as deposits and corrosion.

17

5b. DEAC
If a heavy brown or black, magnetic or
partially magnetic precipitate is present
and:
all other parameters are not well within
range; drain and flush the coolant
system and replenish with 50/50
DEAC/distilled water.
if the other parameters are well within
the acceptable ranges, check to see
if a previous charge of coolant had a
serious problem. If the precipitate was
left in the system from a previous
problem, flush and clean the system
with an appropriate cleaner when it
is convenient to do so. (Keep in mind
these particles are probably abrasive
and will increase wear.) Make sure the
system is thoroughly flushed (at least
3 times) after using a cleaner as these
products are typically aggressive and
remove most passivating barriers as
well as deposits and corrosion.
6. If a very fine, floating, black, nonmagnetic
precipitate or a relatively low density, black,
nonmagnetic, chunky type precipitate is
present, check to make sure fuel or oil is
not present. Then check the condition of
the hoses (particles are probably from
rubber degradation). If the hoses have
deteriorated, further evaluation of rubber
o-ring seals (e.g. cylinder liner o-rings)
or oil cooler end sheets may be necessary.
Also, check oil samples from water cooled
compartments for indicators of glycol
contamination.

Running the coolant abnormally hot will cause
any polymers (rubber) in the cooling system
to degrade at an accelerated rate (and it
will also increase the oxidation rate of
the engine oil).
3. Oil or Fuel Contamination
Recommendations
Both ELC and DEAC

Oil and fuel contaminants will float on top of
the coolant sample. The presence of oil in
the sample is an indication of a leak between
the cooling system and one of the oil systems
(engine, hydraulic, etc.). Fuel contamination
generally occurs on engines with unit fuel
injectors and can result from a failure of
injector sleeves or fuel pre-heater.

If there is significant oil in the sample, there is
an urgent problem. Immediately check on the
oil analysis results for all water cooled oil
systems to determine if they show any signs
of contamination with coolant. If there are no
signs of coolant entry into the oil, either check
with the person who took the sample or
recheck the cooling system to make sure the
oil did not come from the sampling process
(oil in the sampling gun or an oily sample
bottle). Next, check the engine for corrosion of
the oil coolers or leakage of a seal or gasket
between the cooling system and an oil
containing system. Recommend that the
current sample be submitted for Level 2
analysis (with written documentation to
explain the situation).

Particularly if coolant was found in the oil, the
cause of the problem must be found and
corrected before further damage is done.
This problem must be corrected before the
engine is put back into use. When the problem
has been corrected, drain and flush the cooling
system and replenish with ELC. Follow the
cleaning procedure for oil entry in Know Your
Cooling System.
18

4. Foam

Foam can be caused by some foreign
contaminants (surfactants) or by loss of
the anti-foamant while the coolant is in use.
Exhaust gases entering the cooling system
can cause severe foaming as well as a
significant drop in pH with resultant pitting
and corrosion.

If foaming is found, be certain to determine
if the cooling system had been flushed
recently. Any Fast Acting Radiator Cleaner
left in the system can cause foaming.
An ammonia odor is an indicator of residual
cleaner. If there is reason to suspect that
cleaner remains in the system, request a
Level 2 Analysis on the sample.

Both ELC and DEAC contain anti-foamants.
Anti-foamants work by introducing a
discontinuity in the surface of the bubbles
causing them to break.

Excessive foam can cause entrainment of air
and decrease the coolants heat transfer ability.
Air has much poorer heat transfer properties
than coolant. Entrained air can cause severe
water pump cavitation damage.

Entrained air or foam also accelerates
oxidation of metal components of the system
and of the glycol itself. The Coolant Analysis
report form should identify foam as normal
or excessive.
Foam ELC

ELC uses a modified silicone defoamant
which can plate out of the coolant under
certain conditions. If the sample foams more
than normal or the foam is more stable than
normal (takes longer to break), note this on
the report and request that the customer
check for the possibility of external
contaminants such as residual cleaner
or an additive to the cooling system.

Foam DEAC

DEAC typically uses a block copolymer type
defoamant (e.g. Pluronic L61) which can plate
out of the coolant under certain conditions.
If the sample foams more than normal or the
foam is more stable than normal (takes longer
to break), note this on the report and request
that the customer check for the possibility of
external contaminants such as residual cleaner
or an addition to the cooling system.

5. Odor

Odor can be one of the most effective tools
for indicating a problem with the coolant.
The first time the coolant is smelled, the
process should be done cautiously by drawing
the air over the sample to your nose with your
hand. If the sample has no strong odor, then
the cap should be replaced, and the sample
shaken. Remove the cap, with nose as close
as possible, to smell the sample. A faint
abnormal odor using this very sensitive
technique can indicate a problem.

19

CAUTION
When the coolant is smelled the process
should be done cautiously by drawing
the air over the sample to your nose with
your hand rather than placing the sample
against your nose.

Although the detection of various odors is
somewhat subjective and requires a certain
amount of experience, the following terms
may be of value.

ODOR

Ammonia
Burnt Odor
Diesel Fuel
Solvent
Ketone
Fungal
Sulfide
Other

1. Be particularly alert for an ammonia odor.
Ammonia can enter the cooling system as
a contaminant after repairing or cleaning the
system. Many Fast Acting Radiator Cleaners
contain ammonium salts. Some solder flux
used in radiator repairs contains ammonium
chloride. Ammonia can be produced within
the system from cathodic reduction of nitrite
and/or nitrate, poor coolant flow through
the turbocharger or hot shutdowns of
turbocharged systems.

However ammonia enters the cooling
system, the consequence is the destruction
of copper and copper alloy (brass, etc.)
components. It is critical that systems with
ammonia present be drained, thoroughly
flushed, and recharged. To thoroughly flush
a cooling system, fill the cooling system at
least 3 times with water. This is necessary
because no more then 70% of the coolant
can be drained from the system even if all
drains in the radiator and engine block are
opened. Refer to Know Your Cooling System
for more information on proper flushing
procedures. Proper flushing is especially
important if Fast Acting Cleaners were
used in the system. Cleaners are aggressive
and will remove protective chemical layers
along with scale, etc. Other indications of
residual cleaner are foaming and lowered
pH. If the pH is below 8.0, the ammonia
odor may not be detected.

It is equally important that the source of
the ammonia be discovered and corrected.
This may require some information from the
customer on recent repairs, maintenance
performed and operational practices.

The cooling system should be thoroughly
circulated for a few hours with a new charge
of coolant. A sample should be taken for
Level 2 analysis to set a baseline and ensure
ammonia has been removed from the
system. Resample for Level 2 in 250 hours
or 15,000 miles (25 000 km) to verify the
root cause of the problem has been
corrected.

Determine whether recycled coolant was
used. If so, check the new recycled coolant
for ammonia odor.
20

ELC
2a. If there is a burnt odor, the coolant is
probably being overheated while the
engine is running. Natural gas and
landfill gas engines are particularly
prone to running hot. Investigate and
correct the problem.
a. If the pH is lower than 7.0, drain and
flush the cooling system and replenish
with ELC.
b. If the pH is greater than 7.0 continue
to use the coolant. But in either case,
check for a source of overheating in
the cooling system and recommend a
Level 2 analysis at the next regular
sample interval.
c. If the pH is greater than 8.5, check to
see if there was a burnt previous charge
which may have caused the odor.
Determine the age of the coolant
and rate of coolant, Extender or SCA
additions. Adding coolant, SCA or
Extender will keep pH at a higher level.

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

21

6. Glycol Level Refractometer Test

Ethylene or propylene glycol is the
active ingredient of most engine coolants.
Glycol solutions provide three major benefits;
increase the boiling point of the coolant,
suppress the freezing point and reduce
the ability of the coolant to cause corrosion.

ELC is provided with a glycol concentration of
50%. If greater freeze protection is needed,
ELC concentrate is available. New Caterpillar
machines are filled with a 50/50 ELC
glycol/water mixture unless a cold weather
option is requested in which a 60/40 mixture
is used.

DEAC is normally mixed 50/50 (ethylene glycol
with acceptable water) for most climates.

The following chart indicates the freeze
protection provided by various glycol levels
for both ELC and Caterpillar DEAC.

Protection Temperatures for Ethylene
Glycol Concentrates
Glycol Based Coolant Concentration
Freeze Protection to: (Glycol/Water)
15 C (5 F) 30% / 70%
24 C (12 F) 40% / 60%
37 C (34 F) 50% / 50%
52 C (62 F) 60% / 40%

Hand-held coolant and battery refractometers
provide a quick and relatively accurate reading
of the coolant freeze point. There are separate
scales for ethylene and propylene glycol
coolants. The same device can also evaluate
battery acid to determine the degree of charge
within the battery.
In using the refractometer, it is important that
the coolant and refractometer be at the same
temperature. Incorrect readings will occur if a
refractometer at ambient temperature is used
to test hot coolant. For this reason, use the
sampling stick provided with the refractometer
and allow the coolant sample a few moments
to reach the temperature of the refractometer
before reading the result.

Only a few drops are needed for the test.
The 5P0957 Tester provides the freeze
point temperature in degrees Fahrenheit.
The 5P3514 Tester displays the reading
in degrees Celsius.

Refer to Fluid Analysis Laboratory Guide
Bulletin Refractometer, SEBF3204, for
detailed instructions on its use.

It is recommended that all users of Caterpillar
equipment be urged to periodically check the
freeze protection of their coolant, particularly
as the winter season approaches in
temperate climates.

Note

The standard Leica Fahrenheit refractometer
(Leica DC 70 Coolant & Battery Tester F
#7584L) is marked in 5 F increments from
+25 to 60 F. The next divisions represent
70 F, 80 F, 90 F, and 96 F. Between
zero and 50% the freeze point should be
read from the refractometer and converted
to % glycol. Between 59 F and 70 F the %
glycol is more readily determined directly
and then converted to the freeze point.

Above 70 F a 50% dilution should be made
before testing. The determined % must then
be doubled and converted to the freeze point.
The Leica Celsius refractometer should be
used in a similar manner.
22

Glycol Level ELC

ELC concentrate is typically treated as
100% glycol.

Caterpillar Extended Life Coolant contains
50% ethylene glycol. Significant variation in
the glycol concentration of ELC indicates
coolant concentrate or water has been added.
A calculator and more information are
available on the SOS knowledge network.

1. If the glycol concentration is between 45%
and 55%, this result is satisfactory (unless
a different concentration is required for
greater freeze protection)Continue to
the conductivity test.
2. If the glycol level is between 40% and 45%
or between 55% and 60%, the product will
still function properly, but has not been
properly maintained. Determine and
correct the cause.
3. If the glycol level is between 60% and
65%, note this and determine whether
this concentration is necessary for freeze
protection or boil protection (high altitude
operation).
4. The chart below provides a rough guide
of how much coolant to drain and replenish
with ELC concentrate (100%), if the glycol
concentration is less than 40%.

Glycol % <12% 13-20% 21-29% 30-40%
Drain
1
2
2
5 (40%)
1
3
1
4

A more precise indication of the percent
of coolant to drain may be calculated by
using the following formula:
Percent to be Drained = [100 (50
glycol % of sample) (100 glycol %)]
The quantity to be drained and replenished
may be calculated by multiplying the (% to
be Drained) times the System Capacity:
Drain Quantity = (% to be Drained)
(System Capacity)

This formula has the secondary
advantage that the percent glycol in the
coolant mixture can be managed to any
desired percentage. For example for a
desired concentration of 60%:

After draining the system of the specified
percentage or amount of engine coolant, the
system should be recharged to full volume
with ELC concentrate. The concentration
should be verified with a refractometer after
the system has run for an hour or more.

1. The chart below provides a rough guide of
how much coolant to drain and replenish with
distilled water, if the glycol concentration is
greater than 65%.

Glycol % 66-
70%
71-
80%
81-
90%

>90%
Drain
1
4
1
3
2
5
(40%)
1
2

A more precise indication of the percent of
coolant to drain may be calculated by using
the following formula:
Percent to be drained = [100 (glycol % of
sample 50)/(% glycol of sample)]
may be calculated by multiplying the percent
to be drained times the system Capacity:
Drain Quantity = (% to be Drained)(System
Capacity)
This formula has the secondary advantage
that the percent glycol in the coolant mixture
can be managed to any desired percentage.
For example for a desired concentration of 60%:
Percent to be Drained = [100 (glycol % of
sample 60)/% glycol of sample]
system should be recharged to full volume with
distilled or deionized water. The concentration
23

Glycol Level DEAC

Most standard, fully formulated antifreeze
concentrates, including Caterpillar DEAC,
contain between 94% and 97% glycol.
The antifreeze concentrate is typically treated
as 100% glycol. Caterpillar DEAC contains
inhibitors in the concentrate and it is assumed,
for the purpose of this interpretation, that any
concentrate added contains the necessary
inhibitors. If this is not the case an SCA
must be added with a recharge and major
concentrate additions.

and 60%, this result is satisfactory (verify
trend based on customers operation)
Continue to the conductivity test.
and 65%, note this and determine whether
this concentration is necessary based on
customers application and operation.
Dilute with distilled water, if necessary.
how much coolant to drain and replenish
with DEAC concentrate, if the glycol
concentration is less than 40%.

Glycol % <12% 13-20% 21-29% 30-40%
Drain
1
2
2
5 (40%)
1
3
1
4

A more precise indication of the percent
of coolant to drain may be calculated by
using the following formula:
Or, the quantity to be drained and
replenished may be calculated by
multiplying the Percent to be Drained
times the System Capacity:
Drain Volume = (Percent to be Drained)
(System Capacity)
that the percent glycol in the coolant
mixture can be managed to any desired
percentage. For example for a desired
concentration of 60%:
percentage or amount of engine coolant,
the system should be recharged to full
volume with a fully formulated antifreeze
concentrate. The concentration should be
verified with a refractometer after the
system has run for an hour or more.
how much coolant to drain and replenish with
distilled water, if the glycol concentration is
greater than 65%.

Glycol % 66-
70%
71-
80%
81-
90%

>90%
Drain
1
4
1
3
2
5
(40%)
1
2
A more precise indication of the percent of
coolant to drain may be calculated by using
the following formula:
Percent to be drained = [100 (glycol % of
sample 50)/(% glycol of sample)]
may be calculated by multiplying the percent
to be drained times the system Capacity:
Drain Quantity = (% to be Drained)(System
Capacity)
that the percent glycol in the coolant mixture
can be managed to any desired percentage.
For example for a desired concentration of 60%:
Percent to be Drained = [100 (glycol % of
sample 60)/% glycol of sample]
system should be recharged to full volume with
distilled or deionized water. The concentration
24

7. Conductivity

Conductivity is a measure of how well
the coolant conducts an electrical current.
Dissolved salts will raise the conductivity by
increasing the ionic strength. Increased glycol
concentrations will decrease the conductivity
by decreasing the coolants tendency to ionize.

For the purpose of this interpretation,
correct the conductivity of the sample
for the glycol concentration. This leaves
the dissolved salts as the main contributor
to the conductivity.
If glycol concentration is 0-40%, the
readings may be read directly, with
no need for correction
If glycol concentration is 40-49%, multiply
reading by 1.1.
reading by 1.3.
reading by 1.6.
If glycol concentration is >69%, do not
interpret conductivity.

Conductivity Test Result Limits
(Both ELC and DEAC)

Min. Max. Rec.
Corrected
Conductivity 0.0 7,500* <6,000*

* Conductivity is lower with increasing glycol
concentration. ALWAYS report the value
displayed on the meter, however, determine
corrected conductivity as shown above.
Conductivity Test Result
Recommendations ELC

1. If the corrected conductivity is less than
7,500 S/cm, this result is satisfactory.
Continue to Nitrite Test.
2. If the corrected conductivity is greater than
9,000 S/cm, recommend that the cooling
system be drained, flushed, and replenished
with ELC. Recommend the customer
evaluate potential sources of contamination.
7,400 S/cm and a significant brown or
black precipitate is present, drain and
with ELC.
4. If minimal or no precipitate is present,
the corrected conductivity is greater than
7,500 S/cm and less than 9,000 S/cm,
the pH is greater than 7.0, and all other
Level 1 parameters are within their specified
range, drain 50% of the coolant and make
up with ELC. Recommend a Level 2 analysis
at the next regular sampling. (An ionic
contaminant is entering the system.)

Conductivity Test Result
Recommendations DEAC

1. If the corrected conductivity is less than
7,500 S/cm, this result is satisfactory.
Continue to the Nitrite Test.
10,000 S/cm, recommend that the cooling
system be drained, flushed, and replenished
with a 50/50 DEAC/distilled water mixture.
Recommend the customer re-evaluate his
current SCA and/or coolant concentrate
and send in samples of each for analysis.
7,500 S/cm and a significant brown or
black precipitate is present, drain and flush
the cooling system and replenish with a
50/50 DEAC/distilled water mixture.

25

4. If minimal or no precipitate is present,
the corrected conductivity is greater than
7,500 S/cm and less than 10,000 S/cm,
the pH is greater than 8.0, and all other
Level 1 parameters are within their specified
range, drain 50% of the coolant and make
up with a 50/50 DEAC/distilled water
mixture. Recommend a Level 2 analysis
at the next regular sampling.

8. Nitrite Level

Sodium Nitrite is an additive in the coolant
which provides protection against cavitation
corrosion. It also provides general corrosion
protection to iron components in the cooling
system.

Nitrite Limits (Both ELC and DEAC)

Nitrite
Concentration Min. Max. Rec. Ideal

ELC 250 4,000 250- 550
ppm ppm 2,000 ppm
ppm

DEAC 1,000 6,000 1,000-
1,200
ppm ppm 2,600 ppm
ppm

Be aware nitrite levels vary with other brands
of coolant. If the sample is not Caterpillar ELC
or DEAC it is important to know the specified
Nitrite level for the brand of coolant being
analyzed. In particular, a blue coolant with
<900 ppm nitrite may be in specification for
a coolant with molybdates. These coolants
should be checked using test strips provided
by that coolant manufacturer.
General Troubleshooting Guidelines
Concerning Nitrite Level
If there is an electrical problem, nitrites
will be converted to nitrates with no
significant oxidation of glycol to
glycolates and no significant
odor change.
With normal aging, nitrites are
slowly converted to nitrates with a
corresponding increase of glycolates
and no significant odor change.
With severe aeration and overheating,
nitrites are quickly converted to nitrates
with a significant increase in glycolates,
a large drop in pH, and no significant
odor change.
With localized overheating, and under
no-flow conditions, nitrites are reduced
by the aldehydes and ketones (formed
from glycol thermo-degradation) and
are depleted without the formation of
nitrates (ketone odor is present).
With localized or severe overheating,
and under reduced aeration conditions,
the nitrite is depleted without the
formation of nitrates and a burnt
and solvent type odor is present.
A nitrite level above 2,000 ppm in ELC
usually indicates the addition of SCA
to ELC.

Nitrite Test Result
Recommendations ELC

Sodium Nitrite is present at 550 ppm in new
ELC. A normal treatment level of Caterpillar
ELC Extender (2% of cooling system capacity)
provides 800 ppm of nitrite.

1. If the nitrite concentration is between
250 ppm and 2,500 ppm, the result is
acceptableContinue to the Coolant
pH Test.
26

2. If the nitrite concentration is less than
250 ppm, recommend an immediate
Level 2 analysis, and recommend a
maintenance dose of Extender.
Also check for the following conditions:
a. If the pH is less than 7.5, check for air
leaks into the system.
b. If the pH is above 7.5, check the system
for stray current or loose ground.
c. If the pH is less than 5.5, check for
exhaust gas entry into the cooling system. d.
If there is a burnt odor, with or without an
associated solvent odor, look for either
localized overheating with low flow
(perhaps a turbocharger problem) or fairly
severe general overheating (some landfill
gas generator applications).
e. If there is a solvent odor, alone (similar
to acetone or fingernail polish remover)
check for an oversized block heater
on an idle piece of equipment or a
malfunctioning thermostatically controlled
heater on a standby generator.
3. If the nitrite level is over 2,500 ppm but less
than 4,000 ppm note the relatively high
nitrite level on the report. Check for possible
Extender overdosing or addition of SCA.
4. If the nitrite level is greater than 4,000 ppm,
drain and flush the system. Replenish with
ELC and check procedure for adding
Extender to determine reasons for
overdosing.
5. If the glycol concentration is adjusted
according to the Glycol Level portion
of this guide, the nitrite level will be
impacted. The following equation can
be used to determine how much nitrite is
being removed from the cooling system:
New Nitrite concentration = ppm nitrite
[(% drained/100) ppm nitrite]
For more information or help with the
calculation, go to the SOS Knowledge
Network.

Nitrite Test Results
Recommendations DEAC

Sodium Nitrite is present at 1,200 ppm in new
DEAC. A normal treatment level (3% of cooling
system capacity) of Caterpillar SCA provides
1,200 ppm of nitrite.

1. If the nitrite concentration is between
1,000 ppm and 3,000 ppm, this result is
satisfactory. Continue to the Coolant pH Test.
2. If the nitrite concentration is less than
1,000 ppm, make a normal SCA addition.
Recommend a Level 2 analysis within
500 hours. Also check for the following
conditions:
a. If the nitrite is depleted to near zero and
the pH is less than 8.5, check for air leaks
into the system and/or overheating.
b. If the nitrite is depleted to near zero and
the pH is above 8.5, check the system
for stray current or a loose ground.
c. If the pH is less than 6.0, check for
exhaust gas entry into the cooling system.
d. If there is a burnt odor, with or without
an associated solvent odor, look for
either localized overheating with low
flow (perhaps a turbocharger problem)
or fairly severe general overheating
(some landfill gas generator applications).
e. If there is a solvent odor, alone (similar
to acetone or fingernail polish remover)
check for an oversized block heater
on an idle piece of equipment or a
malfunctioning thermostatically controlled
heater on a standby generator.

27

3. If the nitrite level is over 3,000 ppm but less
than 6,000 ppm note the relatively high
nitrite level on the report. Check for possible
SCA overdosing.
4. If the nitrite concentration is greater than
6,000 ppm, drain and flush the system.
Replenish with DEAC and check procedure
for adding SCA to determine reasons for
overdosing.
5. If the glycol concentration is adjusted
according to the Glycol Level portion of
this guide, the nitrite level will be impacted.
The following equation can be used to
determine how much nitrite is being
removed from the cooling system:
New Nitrite concentration = ppm nitrite
[(% drained/100) ppm nitrite]
For more information or help with the
calculation, go to the SOS Knowledge
Network.
9. pH A Measure of Acidity
or Alkalinity

pH is a term used to describe the hydrogen
ion activity of a solution and thus is a measure
of the acidity or alkalinity of the solution. pH is
the negative log (base 10) of the hydrogen ion
activity of a solution. Water with a pH of
7.0 is neutral. Because pH is a logarithmic
scale a change of 1 pH unit is actually a ten-
fold change in acidity or alkalinity. For example,
a pH of 6 is ten times more acidic than a pH
of 7. A pH of 5 is a thousand times more
acidic than a pH of 8.

New coolant is alkaline. The pH of new ELC
is approximately 8.5. DEAC concentrate has a
pH of about 11.3. Caterpillar DEAC has a pH,
when mixed, of about 10.0 depending upon
the pH of the water used. The acceptable pH
range for water to be used with DEAC is 5.5
to 9.0, assuming all other parameters of the
water are acceptable. Refer to Coolant
Analysis Chapter 4 Source Water Quality
and Testing.

pH is an instantaneous snapshot of a coolants
acidity or alkalinity. It provides no real indication
of the coolants ability to maintain its pH, but
it does help indicate the coolants present
ability to protect metals and neutralize acids.
This along with the acid production rate and
the rate of alkaline addition (SCA or Extender)
will help predict when the coolant will become
too acidic to protect the cooling system from
corrosion.

Several factors may impact pH. High levels
of heat and vibration in modern diesel engines
create a chain of events which accelerates
glycol deterioration. This leads to the formation
of organic acids which lowers the coolants pH.
Air entry and entrainment will also accelerate
glycol oxidation leading to a lower pH. Exhaust
gas contains acid and if it enters the cooling
system, will lower the pH of the coolant.
28

The Level 1 test for pH uses a potassium
chloride saturated calomel electrode that
introduces chlorine ions into the sample.
This test should be run on a portion of the
sample to be discarded and not used for
the other tests. Or, if the quantity of sample
is small, run the pH as the final test on
the sample.

If a Level 2 analysis is to be performed it
must be done on a portion of the sample
not contaminated by this test. A Level 2 test
run on a sample contaminated by the pH
test electrode will result in erroneously high
chloride and conductivity readings.

Coolant pH Limits

Acceptable Range: 7.0 to 10.5 for ELC, or
8.5 to 11.0 for DEAC, and within 20% of the
original pH. Both of these conditions must
be met. The ideal operating level pH is about
8.5 for ELC and about 9.5 to 10.0 for
Caterpillar DEAC.

When the pH level exceeds 11.0 the coolant
will attack aluminum. If the pH drops below
7.0 for ELC or 8.5 for DEAC, the coolant will
attack ferrous metals and solder.
pH Test Result Recommendations ELC

Min. Max. Rec. Ideal
pH 7.0 10.5 7.5-9.5 8.5

1. If the pH is between 7.0 and 10.5, this
result is satisfactory.
2. If the pH is over 10.5 drain and thoroughly
flush the coolant system. Check with the
customer for possible sources of alkaline
contaminants entering the cooling system.
Such contaminants may include SCA, SCA
cartridges or cooling system cleaners.
After thoroughly flushing and correcting
the source of contamination replenish
with ELC.
3. If the pH is less than 5.5, check for blow-by
entering the cooling system. This is usually
a sign of a blown head gasket, or a cracked
cylinder head or engine block.
4. If pH is less than 7.0 drain and flush
the coolant system. Replenish with ELC.
Check the age of the coolant that was in
the system. If the coolant has been used
less than 1,000 hours or 60,000 miles
(100 000 km) check for air leaks in the
system and/or hot spots in the cooling
system. Recommend a Level 2 analysis
at the next regular sample interval to
determine if excess glycol oxidation
is occurring.

29

5. If pH is less than 7.5, but greater than
7.0 examine other test results (particularly
precipitate) to determine the general quality
of the coolant and look at the following:
a. If the other tests do not indicate any
problems, continue to use the coolant.
Recommend a Level 2 analysis at the
next regular sample interval.
b. If the nitrite level is less than 250 ppm
and there is no more than a minimal
amount of rust colored precipitate, and
the corrected conductivity is less than
6,000 S/cm recommended a Level 2
analysis at the next regular sample
interval.
c. If the corrected conductivity is over
6,000 S/cm or significant rust colored
precipitate is present; drain and flush the
cooling system. Replenish with ELC.
d. If all other tests indicate no problems,
and no additional Extender may be added
without exceeding either the maximum
nitrite concentration or maximum
allowable corrected conductivity limit;
drain and flush the coolant system.
Replenish with ELC Premix.
pH Test Result Recommendations DEAC

Min. Max. Rec.
pH 8.5 11.0 9.0-10.5

1. If the pH is between 8.5 and 11.0,
this result is satisfactory.
2. If the pH is over 11.0 drain and flush the
cooling system. Check with the customer
for possible sources of alkaline
contaminants entering the cooling system.
Such contaminants may include excessive
SCA, SCA cartridges used in addition to
liquid SCA or cooling system cleaners.
After thoroughly flushing and correcting
the source of contamination replenish
with 50/50 DEAC/distilled water mixture.

3. If the pH is less than 5.5, check for blow-by
entering the cooling system. This is usually
a sign of a blown head gasket, or a cracked
cylinder head or engine block.
4. If the pH is less than 8.5 drain and flush
the coolant system. Replenish with 50/50
DEAC/distilled water mixture. Check the
age of the coolant that was in the system
and if the coolant was less than 250 hours
or 15,000 miles (25 000 km) check for air
leaks in the system and/or hot spots in
the cooling system.
30

5. If pH is less than 9.0 but greater than 8.5,
examine other tests (particularly precipitate)
to determine the general quality of
the coolant.
a. If the other tests do not indicate any
problems, continue to use the coolant.
Recommend a Level 2 analysis at the
next regular sample interval.
b. If the nitrite level is less than 1,000 ppm
and there is no more than a minimal
amount of rust colored precipitate, and
the corrected conductivity is less than
6,000 S/cm; make a normal SCA
addition and recommend a Level 2
analysis at the next regular sample
interval.
c. If the corrected conductivity is over
6,000 S/cm or significant rust colored
precipitate is present; drain and flush
the coolant system. Replenish with
50/50 DEAC/distilled water mixture.
d. If all other tests indicate no problems,
and no additional SCA can be added
without exceeding either the maximum
nitrate concentration or the maximum
allowable corrected conductivity limit;
drain and flush the coolant system.
Replenish with 50/50 DEAC/distilled
water mixture.

31

Chapter 3

Level 2 Coolant Analysis and Interpretation

Contents

The Coolant Analysis Level 2 Test Result Limits ..................................................................32

Level 2 Test Result Explanations ............................................................................................33
Nitrite/Nitrate Levels and Ratios ......................................................................................33
Nitrite/Nitrate vs. Glycolate Levels and Ratios ..............................................................34
Lead/Tin Levels and Ratios ..............................................................................................34
Glycolate Level and Ratio ................................................................................................34
Sodium Level ......................................................................................................................35
Sebacate Level ..................................................................................................................35
Potassium Level ................................................................................................................35
Borate Level........................................................................................................................35
Molybdate Level ................................................................................................................35
32

The Coolant Analysis Level 2 Test
Result Limits

The Level 1 Coolant Analysis tests are
intended to be a coolant system check.
If all Level 1 test results are satisfactory, the
coolant can generally continue to be used
without concern about damage to the engine.
The Level 2 Analysis goes beyond the Level 1
tests to evaluate the chemistry of the coolant
or to reveal the migration of metals which may
have occurred as a result of coolant or system
problem such as cavitation, corrosion or
electrolysis. Level 2 Analysis may not pinpoint
the precise problem, but it will indicate that
a problem exists and its severity.

The Coolant Analysis Level 2 report provides
the following results on each Level 2 sample.
The various Level 2 test results can be
divided into several categories:

Coolant Properties Min. Max. Recommended Ideal
Glycol Concentration (ELC) 30% 65% 45%-55% 50%
Glycol Concentration (DEAC) 30% 65% 40%-60% 50%
pH (ELC)* 7.0 10.0 7.5-9.5 8.5
pH (DEAC)* 8.5 11.0 8.5-10.5 9.5
Corrected Conductivity** 0 S/cm 7,500 S/cm <6,000 S/cm <6,000 S/cm
Coolant Inhibitors

Nitrite (DEAC) 1,000 ppm 6,000 ppm 1,000-2,600 ppm 1,200 ppm
Nitrite (ELC) 250 ppm 4,000 ppm 250-2,000 ppm 550 ppm
Silicate (DEAC only)*** 80 ppm 400 ppm 100-300 ppm 200 ppm (DEAC)
Sebecate 990 ppm 2,000 ppm 110-1,500 ppm 1,300 ppm (ELC)

Corrosion Products Borderline Concern Problem
Aluminum (Al) 3 ppm 4 ppm 5 ppm
Copper (Cu) 3 ppm 4 ppm 5 ppm
Iron (Fe) (no precip.) 5 ppm 10 ppm 15 ppm
Iron (Fe) (w/precip.) 15 ppm 25 ppm 35 ppm
Lead (Pb) 15 ppm 25 ppm 35 ppm
Zinc (Zn) 15 ppm 25 ppm 35 ppm
Contaminants

Total Hardness + 50 ppm 65 ppm 80 ppm
Ammonia 50 ppm 100 ppm >100 ppm
Chloride (Cl) 80 ppm 100 ppm >110 ppm
Sulfate 600 ppm 800 ppm 1,000 ppm
Phosphates ++ 4,500 ppm 5,500 ppm 7,000 ppm
Oxidation Products
Glycolate 1,000 ppm 1,500 ppm 2,000 ppm
Carbonate 2,000 ppm 2,500 ppm 3,000 ppm
33

Additionally, the five sensory tests (Color & Appearance, Precipitate, Oil Contamination, Odor
and Foam) are reported. Refer to Chapter 2, Level 1 Coolant Analysis and Interpretation.

* Also, for any coolant the pH must not vary more than 20% from new.

** Conductivity should be corrected for glycol % by multiplying by appropriate factor: 0% to
40 % = (no correction needed); 41% to 50% = Multiply by 1.1; 51% to 60% = Multiply by
1.3; 61% to 70% = Multiply by 1.6; 71% and above = (not valid)

*** DEAC only. ELC contains no Silicates. If found in ELC the Silicate is either a contaminant
or the result of topping up with DEAC or adding SCA.

+ Total Hardness is the combined total of Magnesium hardness and Calcium hardness
(Reported as ppm)

++ Caterpillar DEAC and ELC contain no Phosphates. Other brands may contain Phosphates.
The presence of Phosphates in DEAC or ELC indicates that the system has been topped
up with a competitive coolant or SCA.

Level 2 Test Laboratory

Within North America one qualified SOS
Level 2 Coolant Analysis laboratory has the
ability to perform the Level 2 test.
This is:
Caterpillar SOS Services Lab
Product Support Center
501 S.W. Jefferson Ave.
Peoria, IL 61630-0003
(309) 494-5884

Each Level 2 analysis contains an explanation
of the test results along with the recommended
action. The following discusses certain
aspects of the Level 2 test results.
Level 2 Test Result Explanations

Nitrite/Nitrate Levels and Ratios

DEAC contains both Nitrite and Nitrate.
ELC contains only Nitrite.

Under normal engine conditions nitrite is
gradually oxidized into nitrate. Therefore, with
DEAC, the ratio of nitrite to nitrate decreases
over the life of the coolant.

New ELC contains no nitrate, thus, if significant
nitrate is present without a corresponding
decrease in nitrite it is probable that either
DEAC or SCA has been added.

In very old or abused coolant (at a low pH)
the nitrite and/or nitrate can form nitrogen
compounds with the organics present or
can even evolve as NOx if the pH gets
extremely low.
34

Nitrite/Nitrate vs. Glycolate Levels
and Ratios

A rapid depletion of the nitrite (into nitrate)
with a corresponding increase in glycol
oxidation products usually indicates either
localized or general overheating of the
cooling system.

A rapid depletion of the nitrite (to nitrate)
without a corresponding increase in glycol
oxidation products (glycolate & formate)
generally indicates nitrite oxidation by a
positive stray current. Once the nitrite is
depleted this same stray current (anodic)
will attack the metals in the system.

Refer to Chapter 2, Level 1 Coolant Analysis
and Interpretation for more information
of Nitrites.

Lead/Tin Levels and Ratios

High lead levels indicate solder corrosion.
If the lead concentration exceeds 10 times
the tin concentration (when the lead is greater
than 30 ppm) the cooling system probably
contains a component with high lead solder.
High lead solder contains less than 3% tin.

If there is not a correspondingly high tin
content, it is probable that a high lead solder
is present in the radiator under question (the
use of high lead solder is needed for some
applications). High lead solder is more difficult
to protect than standard solder (70:30 or 60:40,
lead:tin) with standard coolant. Nitrate protects
solder by forming a protective coating when
it reacts with the tin in the solder 5 to 10%
tin is necessary for this protection to be
effective. ELC contains organic additives
which protects both standard solder and
high lead solder. High chloride levels can
increase tin levels. If high lead solder is
present, the coolant must be maintained
near its new level for organic additives.
Glycolate Level and Ratio

Under normal engine conditions ethylene
glycol gradually oxidizes to acetic acid, then
to glycolic acid, then to oxalic acid or formic
acid, and finally to carbonic acid (carbon
dioxide and water). The acetic and glycolic
acids are not separated by either ion
chromatography or capillary ion analysis
and, therefore, the glycolate level truly
represents both in the analysis. All of these
products are acidic and result in a reduction
in the pH level of the coolant.

Where hard water salts or soluble corrosion
metals are present, the oxalic acid quickly
precipitates out of solution (and is not seen by
our analysis). Under severe conditions (general
or localized overheating of the coolant) this
process proceeds much quicker. Excess air
entrainment will also accelerate this oxidation
process. Comparing these numbers with the
hours on the fluid can give an indication of
how closely proper operational procedures
are being followed.

35

Sodium Level

Sodium is more useful in analyzing ELC than
DEAC because ELC has a lower sodium level.
It is present at around 1,700 ppm in ELC.
Much higher levels than this indicate that
something else has been added to the
coolant system (e.g. SCA, DEAC, salty
make-up water, etc.).

DEAC contains about 5,000 ppm sodium.
However, even with DEAC, exceptionally
high sodium levels can point to improper
maintenance. Coolants from other
manufacturers contain a sodium
level as low as 1,000 ppm or as
high as 12,000 ppm.

Sebacate Level

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

There is typically no significant amount of
potassium in DEAC. ELC contains about
5,000 ppm potassium.

Borate Level

Borates provide the main buffering capacity
of DEAC. Borate level is an indicator of the
amount of DEAC or SCA in the cooling
system. No borate is found within ELC.

Molybdate Level

Molybdate is an additive that aids the nitrite
in cavitation damage protection.
36

Chapter 4

Source Water Quality and Testing

Contents

Water Quality for Use as Source Water ..................................................................................37

Source Water Selection ............................................................................................................37

Source Water Testing ................................................................................................................39

Minimum Acceptable Source Water Criteria ..........................................................................39

Taking a Good Source Water Sample ......................................................................................39
37

Water Quality for Use
as Source Water

Many cooling system problems are
caused by poor quality water. Diesel Engine
Antifreeze/Coolant (DEAC) is sold as a
concentrate and requires an approximate
50% water dilution before using. Poor quality
water may enter the cooling system, in that
manner, or as make-up water added during
maintenance.

The use of poor quality water is one of the
major reasons Caterpillar developed its special
Extended Life Coolant (ELC). ELC is premixed
with distilled water avoiding the problem of
poor water quality entering during filling of
the cooling system. It is possible, however,
that a cooling system filled with ELC may be
topped off with poor quality water during
service, thereby introducing problems.

Machine and engine users should be aware
that any cooling system which requires
make-up coolant on a regular basis has a
problem which should be addressed. If the
reason for the make-up water addition is not
corrected, sooner or later, the cooling system
will cause or contribute to a larger problem
or failure.

Sometimes, inexperienced maintenance crews
add water unnecessarily. They remove the
radiator cap of each engine while the engines
are cool and find the coolant level to be visible
but not up to the top of the radiator top tank.
They add water, perhaps daily, believing it
is necessary. The coolant expands upon
heating and pushes the excess water out.
Therefore, each day the maintenance crew
dilutes the coolant chemicals and introduces
contaminants into the system. SOS Coolant
Analysis can help identify improper
maintenance practices such as this.
There are only three reasons a cooling
system may be using coolant:
a leak
boil over
excessive topping off

Obviously, any leak should be located and
repaired as soon as possible. If the coolant
is escaping as steam from boiling, the cooling
system has a problem. The problem may be
as simple as an externally plugged radiator,
or as complex as internal scale clogging the
radiator core, cooler cores, or water passages
within the engine block or cylinder head.

Source Water Selection

All water, except distilled or deionized
water, contains some salts and impurities.
At operating temperatures of modern diesel
engines, these contaminants can form scale
deposits or cause corrosion which reduce the
cooling system life and lead to expensive
downtime and failures.

Caterpillar recommends using distilled water
or deionized water to maximize the effect of
the various inhibitors and reduce the potential
of chemical incompatibility within the cooling
system. If distilled or deionized water is
not available, use water that meets the
specifications provided in the source
water testing section.
38

Never use salt water
NEVER USE WATER ALONE
AS COOLANT

Water used in cooling systems with DEAC
must conform to established criteria for:
chloride level
sulfates content
total hardness
total solids
pH levels

It is suggested that Caterpillar dealer personnel
involved with the SOS Fluids Analysis
Program become aware of the quality and
various attributes of water in different regions
within their service territory to better advise
customers concerning coolant maintenance.

Water quality varies from area to area.
For example, high chloride contents are
often found in coastal regions where saline
treatment plants are used. However, some
inland ground water is also high in chlorides.
High sulfate contents are often found in
the vicinity of coal mining operations.
Water containing high levels of chlorides,
sulfates, or total dissolved solids must
be treated before use in coolant systems.
Many water companies have industrial
divisions which offer such treatment.

Water should never be used alone as a
diesel engine coolant. Water is extremely
corrosive, particularly at engine operating
temperatures and pressures. This is especially
true of distilled or deionized water which is
sometimes called hungry water because of
its propensity to attack almost any metal
with which it has prolonged contact without
inhibitors. However, because distilled or
deionized water has a low ionic content, it is
the easiest to inhibit and recommended for
use with DEAC.
The characteristics of the source water
determine the level of scale and deposit
formation on metal surfaces within the cooling
system. In particular, the pH level, total
hardness, levels of calcium and magnesium
and system operating temperature are
contributing factors. The most common
deposits include calcium carbonate, calcium
sulfate, iron, silicate and lead. Scale and
deposits are harmful because they act as
insulators and barriers to effective heat transfer.

Machine or engine owners in warm climates
occasionally use water with Supplemental
Cooling Additive (SCA), rather than ELC or
DEAC. This is generally done because they
believe they are saving money not buying
more expensive coolant. This is false economy.

Such owners should be made aware that a
quality coolant contains glycol which, not only
reduces the freezing point of the coolant
(which they know is unnecessary), but also
increases the boiling point. This is especially
important in warm climates, because the
coolant may reach the boiling point and be
lost as steam resulting in the frequent top
off routine. Emphasize that proper coolant is
not only an antifreeze product, it is also
an anti-boil.

Furthermore, they should be aware that the
chemicals found in SCA, while similar to those
of DEAC, are not as effective as those in ELC
which has a superior chemical package to last
longer and better protect their machines and
engines. It is not recommended to drain
ELC, which is in the cooling systems of
all new Caterpillar machines built today,
and replace it with DEAC, water/SCA or
another alternative coolant.

39

Source Water Testing

The local water company in many locations
is required to provide information to customers
concerning the characteristics of the water
they provide. This information may provide
a general idea of any potential problems.
However, it may still be prudent to have the
water tested periodically by a qualified
laboratory because the properties of the
water within a system may vary from time-
to-time or by location with that system.

Within North America one qualified SOS
Level 2 Coolant Analysis laboratory has the
ability to test and make recommendations
concerning the quality of water for possible
use as coolant. This is:
Caterpillar SOS Services Lab
Product Support Center
501 S.W. Jefferson Ave.
Peoria, IL 61630-0003
(309) 494-5884

Additionally, many local independent
laboratories can perform water testing
service, but would be unqualified to comment
knowledgeably on its possible use with diesel
engine coolant. If using an independent lab,
be certain the ASTM Test Methods specified
below are employed. Other test methods
may result in less accurate data.
Minimum Acceptable
Source Water Criteria

The tests and limits for water to be used
with coolant are listed below.

Taking a Good Source
Water Sample*

1. Make sure the bottle being used for
sampling is clean and free of contaminates.
2. Run the cold water for about one minute
before filling the sample bottle.
3. Fill the sample bottle gently and to the top.
This is so air is not introduced into the
sample from filling or in shipping the
sample.
4. Fill the sample label out completely.
Be sure you note from what location
the sample was taken.

* From Preventive Coolant Maintenance by
Elizabeth Nelson. Used with permission.

Minimum Acceptable Water Criteria for Use in Engine Cooling Systems
Properties Limits ASTM
1
Test Methods
Chloride (Cl), gr/gal (ppm) 2.4 (40) max. D512b, D512d, D4327
Sulfate (SO4), gr/gal (ppm) 5.9 (100) max. D516b, D516d, D4327
Total Hardness, gr/gal (ppm) 10 (170) max. D1126b
Total Solids, gr/gal (ppm) 20 (340) max. Fed method 2540B
2

pH 5.5-9.0 D1293

1
American Society for Testing Materials
2
Federal Method 2540B, Total Dissolved Solids Dried at 103-105 C.

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SOS Services Alert Level Help Sheet

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