Gorivo

Application
Engineering
Bulletin
Title: This AEB is for the following applications:
Automotive and Bus Installation
Requirements – Fuel Systems - Pre-2010 Automotive Industrial Marine
Diesel
G-Drive Genset
Filtration Emission Solutions

Date: 1 August 2013 Refer to AEB 9.01 for Safety Practices, AEB Number: 21.33
Guidelines and Procedures
Engine Models included: All Automotive (Diesel) Pre-2010
Owner: Javier Lara Approver: per Procedure VPI-GAE-0001 Page 1 of 33
This AEB supersedes AEB 21.33 dated January 26, 2012.
The objective of this AEB is to present design guidelines, recommendations and requirements for the engine
Fuel System. This bulletin should be used by OEMs to assist in machine/vehicle design but is not a substitute
for validation of machine/vehicle systems.
Table of Contents
1 Installation Requirements................................................................................................................................. 4
2 Installation Recommendations ......................................................................................................................... 6
3 Fuel System: General Discussion .................................................................................................................... 8
3.1 Introduction .............................................................................................................................................. 8
3.2 Fuel Supply System ................................................................................................................................ 8
3.2.1 Fuel Supply Restriction ....................................................................................................................... 8
3.2.2 Fuel System Protection ....................................................................................................................... 9
3.3 Fuel Supply and Return Line Size, Routing and Support ....................................................................... 9
3.4 Supply and Return Fuel Lines Material Requirements.......................................................................... 10
3.4.1 Impact to the Engine if AEB Requirements are Not Met ................................................................... 10
3.5 Fuel Filtration ......................................................................................................................................... 11
3.5.1 Filter Location .................................................................................................................................... 11
CUMMINS PROPRIETARY: This information is confidential and classified PROPRIETARY per CORP-10-01-21-03, and shall not be disclosed to others in hard
copy or electronic form, reproduced by any means, or used for any purpose without the written consent of Cummins Inc.
Revision 16 9 July1 2013 Page 1 of 33 © Copyright 2013 Cummins Inc

.
Automotive and Bus Installation Requirements – Fuel Systems AEB 21.33
3.5.2 Filter Specifications ........................................................................................................................... 11

3.6 Fuel Tank Design .................................................................................................................................. 12
3.6.1 Fuel Tank Function and Construction ............................................................................................... 12
3.6.2 Fuel Tank Connections ..................................................................................................................... 13
3.6.3 Fuel Tank Expansion Space and Venting ......................................................................................... 13
3.6.4 Fuel Tank Vent Design ...................................................................................................................... 14
3.7 Fuel Return System ............................................................................................................................... 14
3.7.1 Fuel Return Restriction ...................................................................................................................... 14
3.8 Fuel Quality ........................................................................................................................................... 15
3.8.1 Special Circumstances ...................................................................................................................... 15
3.9 Fuel System Priming as a Service Procedure....................................................................................... 15
3.10 Fuel System Priming During Vehicle Assembly .................................................................................... 16
3.10.1 Initial Start Up ................................................................................................................................ 16
3.10.2 Maintain Fuel Cleanliness During Priming .................................................................................... 16
3.11 Fuel Temperature Control ..................................................................................................................... 16
3.11.1 Fuel Cooler .................................................................................................................................... 17
3.11.2 Cold Weather Operation ................................................................................................................ 18
3.11.3 Use of Arctic Fuel .......................................................................................................................... 19
4 Definitions ...................................................................................................................................................... 19
5 Reference Documentation ............................................................................................................................. 19
Appendix A Fuel Filter and Filtration Requirements ......................................................................................... 20
Cummins PT and Celect Fuel Systems ................................................................................................................ 20
6 Cummins HPI Fuel System ............................................................................................................................ 20
7 Cummins HPI Fuel Systems With EGR Emission Control Devices ............................................................... 21
8 Cummins ISC05/ISL05 Engines equipped with a Cummins High Pressure Common Rail Fuel System ...... 21
9 Cummins B & C series engines equipped with a BOSCH Pump line nozzle fuel system ............................. 22
9.1 Suction side filter specifications: ........................................................................................................... 22
9.2 Cummins ISB99 Engines designed equipped with a Cummins BOSCH VP44 fuel system: ................ 22
10 Cummins ISB Engines equipped with a BOSCH HPCR fuel system and NO EGR emission control
devices, including Euro 3, 4, and 5 ....................................................................................................................... 22
10.1 Suction side filter specifications: ........................................................................................................... 22
11 Cummins ISB07 Engines designed with EGR emission control devices and equipped with a BOSCH
HPCR fuel system ................................................................................................................................................. 23
11.1 OEM Suction side filter specifications: .................................................................................................. 23
11.2 Requirements for the suction side filter priming feature: ....................................................................... 24
Appendix B Fuel Supply Restriction Test Procedure ........................................................................................ 25
Revision 16 1 August 2013 Page 2 of 33 © Copyright 2013 Cummins Inc.

Appendix C Fuel Return Restriction Test Procedure ........................................................................................ 26

Test Data Sheet for Fuel Supply and Return Restriction Tests ............................................................................ 27
Appendix D Fuel Temperature Test Procedure ................................................................................................ 28
1 Data Analysis ................................................................................................................................................. 29
2 Fuel Temperature Test Duty Cycles .............................................................................................................. 29
2.1 On-Highway Truck, RV, Motorcoach, Dump Truck ............................................................................... 29
2.2 Urban Delivery Truck ............................................................................................................................. 29
2.3 Transit Bus ............................................................................................................................................ 30
2.4 Refuse Truck ......................................................................................................................................... 30
2.5 Concrete Mixer ...................................................................................................................................... 30
2.6 Pumper Firetruck ................................................................................................................................... 31
Change Log ........................................................................................................................................................... 32

1 Installation Requirements
In order to obtain Cummins concurrence with a vehicle fuel system, the following requirements are to be met:
Fuel Supply Restriction

1. Maximum Fuel Supply: The complete fuel supply system, including any optional equipment such as fuel
heaters or fuel filter arrangements, must meet the “Maximum Fuel Supply Restriction at Pump Inlet -
With Clean Fuel Filter Element(s) at Maximum Fuel Flow” on the Engine Data Sheet per the test
procedure at the end of this document.
Valid measurements can be made under worst case operating conditions (such as a cooling or
dynamometer test) or by generating maximum fuel pump flow.
See 3.2.1: Fuel Supply Restriction.
Fuel System Protection
2. Fuel System Protection Check Valve Requirements:
a. For ISX engines and engines using the PT fuel system, if the full level of the vehicle fuel tank is
at or above the level of the engine cylinder head, check valves must be used in the fuel supply
and return line.
See 3.2.2: Fuel System Protection
3. Fuel Line Routing: Fuel lines should be routed such that fuel could not leak onto hot piping under any
operating conditions.
See 3.3: Fuel Supply and Return Line Size, Routing and Support.
a. On engines equipped with a DPF, fuel lines should be routed at least 5 cm (2 in) away from the
DPF and all hot piping between the turbo and DPF.
4. Fuel Lines Material Requirements: The materials used in the supply and return hoses must be
compatible with fuel oil and not kink, swell, collapse or otherwise degrade during vehicle operation.
See 3.4: Supply and Return Fuel Lines Material Requirements
5. Fuel Filter Requirements: Supply fuel must be filtered with the filter supplied with the engine or filters
which meet the same fuel filtration and water separation requirements.
a. The supply fuel must be filtered with the Cummins pressure side filter, when required, and a
Cummins or OEM supplied suction side filter which meets the fuel filtration, priming (ISB07
Engines designed with EGR emission control devices and equipped with a BOSCH HPCR fuel
system only), and water separation requirements as shown in Appendix A.
See 3.5: Fuel Filtration.
Fuel Tanks
6. Fuel Tank Legal/Emission Requirements: The machine fuel tank must meet all legal requirements.
See 3.6: Fuel Tank Design.

7. Fuel Tank Water Drain Requirements: The fuel tank must have provisions to periodically drain water
and sediment from the tank.
See 3.6: Fuel Tank Design.
8. Fuel Tank Fuel Return Location: The return must be separated from the supply connection in the tank
by a minimum of 305 mm (12 in).
See 3.6.2: Fuel Tank Connections
a. For engines 10L and larger, the fuel return flow from the engine must enter the tank in a location
which prevents fuel heating and aeration of the supply fuel.
b. For engines below 10 L, the fuel return flow from the engine must enter the tank below the fuel
level in the tank and be separated from the supply connection in the tank by a minimum of 12 in
(305 mm).
9. Fuel Tank Expansion Space Requirement: There must be a minimum of 5% expansion space above the
full level of the tank.
See 3.6.3: Fuel Tank Expansion Space and Venting
10. Fuel Tank Vent Filter Requirements: The tank vent must be adequately filtered or protected to prevent
fuel contamination by dust, debris and liquids.
See 3.6.4: Fuel Tank Vent Design
11. Fuel Tank Vent Capability: A vent which meets the minimum fuel tank vent capability requirement given
on the Engine Data Sheet is required.
See 3.6.4: Fuel Tank Vent Design.
12. Maximum Fuel Drain Restriction: The fuel return system must not exceed the “Maximum Fuel Drain
Restriction (total head)” on the Engine Data Sheet when tested per the appropriate test procedure. See
the test procedures in the appendices for your specific engine.
See 3.7.1: Fuel Return Restriction
General Requirements
13. In areas of the world with fuel quality that does not meet Cummins Bulletin 3379001 “Fuels for Cummins
Engines,” additional fuel filtration may be required. Fuel Compatibility: Fuel compatibility for Cummins
engines is documented in Cummins Fuel Service Bulletin 3379001.
See 3.8: Fuel Quality.
14. Fuel Supply Temperature: The vehicle fuel system must supply fuel to the engine at or below the
Maximum Fuel Inlet Temperature on the Engine Data Sheet when tested per the test procedure in the
appendix.
If the machine is equipped with fuel heaters, these heaters should be self-regulating, thermostatically
controlled, or integrated into the heating system so that fuel heating is eliminated in warmer weather.
See 3.11: Fuel Temperature Control.

2 Installation Recommendations
1. Fuel Supply: To minimize restriction in the fuel supply system use an adequate line size, reduce the number
of fittings, and place the tank at the same height as the engine.
2. Fuel Supply Flow Area: For common rail engines less than 10 L displacement, Cummins recommends fuel
system components in the OEM supply and return plumbing to have at least 7.5 mm (~5/16 in) flow area.
3. Fuel Filtration: In cases where a “water in fuel” sensor is not required, Cummins recommends that they be
used.
4. Fuel Filtration: For fuel with high contaminant levels or fuels other than #2 diesel, additional fuel filtration or
additives may be needed.
5. Remote Filters: The optimum mounting elevation is between the fuel tank full level and the injectors.
Remote filters should be mounted so as to reduce the potential for contamination of the system during filter
change. The remote fuel filter head should incorporate a check valve to minimize loss of fuel in the line
between the filter head and engine as well as between the filter head and the tank when the filter is
changed.
6. Fuel Tank Design: Locate the lowest edge of the pickup tube no less than 25 mm (1 in) above the bottom of
the tank to allow space for condensate and dirt to collect. The end of the drop tube should be cut on
opposite sides at 45 degree angles in order to form a pointed end.
7. Fuel Tank Filler Neck: The fuel tank filler neck and fuel cap are typically elevated above the surface of the
tank to lessen debris entry when the cap is removed. It is recommended to use a safety chain for the fuel
cap if it is not hinge type to further reduce debris entry into the tank.
8. Fuel Tank Venting: Locate the vent and fuel inlet cap such that water or road spray cannot enter the tank.
9. Fuel Return System: Fuel return lines should be routed on the machine to protect them from hazards, and
supported to allow sufficient flexibility so that the motion of the engine in the mounts does not kink or
damage the line or fittings.
10. Fuel System: Supply and return lines should be routed as directly as possible from the tank to the engine,
avoiding both upward and downward loops. Upward loops can act as air traps, which can cause erratic
engine operation, and downward loops can act as water traps, which can freeze and block fuel flow.
11. Fuel Temperature Control: If the fuel heater is plumbed into the heater circuit, it should be plumbed
downstream of the heater core. Care should be taken to prevent excessive restriction, which may reduce
heater performance.
12. Adequate clearance for scheduled maintenance should also be considered when selecting the mounting
location of the suction side filter. In order to service the filter, the installation should allow access to the filter
and means to re-prime the fuel system.
13. Fuel Supply Restriction: If the supply restriction is found to be excessive, all components in the fuel supply
system should be examined to determine the source of the excessive restriction. Restriction measurements
can be taken at various points in the fuel supply system to determine component restrictions.
14. Fuel Lines Materials: The nylon lines should have a 1 mm wall thickness. A 2 mm thick Santoprene coating
should then be applied to the lines, which provides a flame retardant coating and also provides abrasion
resistance. Always seek supplier recommendations for temperature and environmental considerations. This
material shall only be used on the suction side of the fuel system.

15. Fuel Lines Sizes: Do not use disproportionately large fuel lines with small inlet fittings, such as 1 in hose
with ¼ in fittings.
16. Fuel Filtration: If a remotely mounted suction side filter will be used, care should be taken in choosing a
mounting location. The optimum mounting elevation is between the fuel tank full level and the injectors.
Mounting a suction side filter below the full level of the fuel tank increases the potential for fuel spillage
during filter change. Mounting a suction side fuel filter high above the engine necessitates an upward
plumbing loop which may act as an air trap.
17. Fuel Filtration: Adequate clearance for scheduled maintenance should also be considered when selecting
the mounting location of the suction side filter. In order to service the filter, the installation should allow
access to the filter and means to re-prime the fuel system.
18. Fuel Filtration: Suction side filters should not be mounted in very dirty areas such as wheel wells, to reduce
the potential for contamination of the system during filter change. The suction side fuel filter head should
incorporate a check valve to minimize loss of fuel in the line between the filter head and engine when the
filter is changed.
19. Fuel Tank Connections: The fuel return should be located at least 305 mm (12 in) from the fuel supply to
allow mixing of the warm return fuel in the tank.
20. Fuel Tank Vent: Fuel tank vents are typically designed with a check ball to prevent fuel loss in the event of
vehicle rollover. The vent should be located in the tank such that in the event of fuel sloshing, the check ball
does not stick in the closed position, leading to pressurization of the tank.
21. Fuel Tank Vent Filter: For high pressure common rail equipped applications that operate in dusty
environments, use a fuel tank air vent filter of 3 micron at 98.7% efficiency or better to prevent fuel
contamination by dust, debris and liquids. Non common rail fuel systems operating in dusty environments
should use a fuel tank air vent filter of 10 micron at 98.7% efficiency or better.
22. Recommendations for the suction side filter priming feature as a service procedure: Fuel System Priming:
The priming/lift pump should be sized to minimize the number of priming strokes (recommend less than 20
strokes) to fill the fuel filters and tubing and ensure the engine will start in less than 7 seconds (typical
volume of filters and lines is 2015 ml). Note that filters can be pre-filled before priming as long as there is a
device which prevents fuel entering on the clean side of the filter.
During priming, fuel pump inlet maximum pressure is 5 bar (148 in Hg) absolute. During engine idling, fuel
pump inlet restriction should be less than 0.14 bar (4 in Hg).
Filters should be pre-filled with fuel on the inlet or "dirty" filter side to prevent potential contamination of the
fuel system components. If a priming feature is not present the packaging should allow for installation of pre-
filled suction side and pressure side, when required, filter(s) without spilling.
25. Fuel system priming during vehicle assembly: In order to avoid damaging fuel system components, no more
than 69 kPa (10 psi) pressure should be applied to the fuel tank to prime the system. Some engines
incorporate an integral electric fuel system priming pump. This should be used whenever possible to prime
the fuel system.
26. Fuel Cooler: When adding a fuel cooler to a vehicle, it should be plumbed into the line returning fuel from
the engine to the fuel tank, because this line contains the warmest fuel available. If the vehicle runs at
moderate to high average road speed, a fuel cooler which is mounted to receive ram airflow will be effective
at controlling fuel temperatures. See Table 2.

27. Fuel Cooler: If the fuel heater is plumbed into the cab heater circuit, it should be plumbed downstream of the
heater core, and care should be taken to prevent excessive flow restriction which may reduce cab heater
performance.
3 Fuel System: General Discussion
3.1 Introduction
The engine fuel system is generally made up of a lift pump, fuel pump, pressure side filter, and injectors. These
components determine the quantity and timing of fuel delivered to each engine cylinder, and generate the high
fuel injection pressures necessary to promote efficient combustion with low emissions. The engine fuel system
components are machined to very tight tolerances and depend on the incoming fuel to provide cooling and
lubrication. The fuel system as supplied by Cummins is not a candidate for aftermarket upfit of third party
components, only use the Cummins components specifically released for your engine.
The vehicle fuel system generally includes a fuel pickup in the fuel tank, check valve, suction side filter, and
hoses and fittings connecting to the engine. This system may also include shutoff valves, fuel warmers, and
additional fuel filters. The vehicle fuel system must deliver fuel to the engine within the temperature and
restriction limits on the Engine Data Sheet to allow the engine fuel system to operate correctly and the engine to
produce rated power output.
Recommendations and requirements covered in this AEB cover the aspects of the vehicle fuel system that
impact the performance of the engine fuel system. This AEB does not cover such things as legal requirements
of fuel tanks or design aspects associated with component durability, which are the responsibility of the vehicle
manufacturer.
3.2 Fuel Supply System

3.2.1 Fuel Supply Restriction
Requirement 1: Maximum Fuel Supply: The complete fuel supply system, including any optional
equipment such as fuel heaters or fuel filter arrangements, must meet the “Maximum Fuel Supply
Restriction at Pump Inlet - With Clean Fuel Filter Element(s) at Maximum Fuel Flow” on the Engine Data
Sheet per the test procedure at the end of this document.
Requirement Background: Excessive fuel inlet restriction will result in reduced fuel filter service life, low power,
surging, dump valve faults and/or engine fueling control faults.
The fuel supply system transfers fuel from near the bottom of the fuel tank(s) to the engine fuel system inlet.
This system generally includes a fuel pickup in the fuel tank, and lines and fittings connecting to the engine. This
system may also include shutoff valves, fuel filters, fuel warmers, and water separators.
The complete fuel supply system, including any optional equipment such as fuel heaters or additional fuel filter
arrangements, must meet the Maximum Fuel Supply Restriction at Pump Inlet with Clean Fuel Filter Element(s)
listed on the Engine Data Sheet. Good design practice to minimize restriction in the fuel supply system is to use
an adequate line size, reduce the number of fittings and minimize the length of hose between the engine and
fuel tank.
Supply restriction can be measured using the test procedure in Appendix B, in which restriction is checked at
the maximum fuel flow condition listed on the Engine Data Sheet with a half tank of fuel. If the supply restriction
is found to be excessive, all components in the fuel supply system should be examined to determine the source
of the excessive restriction. Restriction measurements can be taken at various points in the fuel supply system
to determine component restrictions.

3.2.2 Fuel System Protection
Requirement 2: Fuel System Protection Check Valve Requirements:
For ISX engines and engines using the PT fuel system, if the full level of the vehicle fuel tank is at or
above the level of the engine cylinder head, check valves must be used in the fuel supply and return
line.
Requirement Background: Check valves and shutoff valves keep supply fuel from leaking into a cylinder after
shutdown, and prevent open nozzle injector systems from experiencing fuel drain back.
If the machine fuel tank is located so that the maximum fuel level is at or above the level of the engine cylinder
head gasket, some engine fuel systems may allow fuel to enter an engine cylinder by flowing through the fuel
lines and an injector after engine shutdown. If fuel enters an engine cylinder, it may cause a hydraulic lock at
startup, which may result in severe engine damage.
To prevent hydraulic lock, check valves are required in the fuel supply and return lines with ISX, Signature
engines and engines with the Cummins PT fuel system if the full fuel level is at or above the engine cylinder
head.
The maximum fuel level in the tank may be higher than the actual fill point due to thermal expansion of the fuel.
When the machine fuel tank is located so that fuel level is below the fuel inlet point, the vertical distance must be
used in the calculation of fuel supply restriction. Also, provisions should be used to prevent the engine from
losing prime during storage for fuel pumps without internal check valves.
3.3 Fuel Supply and Return Line Size, Routing and Support
Requirement 3: Fuel Line Routing: Fuel lines should be routed such that fuel could not leak onto hot
piping under any operating conditions.
3.a On engines equipped with a DPF, fuel lines should be routed at least 5 cm (2 in) away from the DPF
and all hot piping between the turbo and DPF.
Requirement Background: Proper routing reduces the risks if leaks occur in the system.
Fuel supply and return hoses should be routed on the vehicle to protect them from road or work hazards, and
supported to allow sufficient flexibility so that the motion of the engine in the mounts does not kink or damage
the hose or fittings. Supply and return hoses should be routed as directly as possible from the tank to the
engine, avoiding both upward and downward loops. Upward loops may act as air traps, which may cause erratic
engine operation. Downward loops may act as water traps, which may freeze and block fuel flow.
Fuel inlet fittings on the engine are sized to be compatible with typical fuel line sizes on the engine. It may be
necessary to use larger fuel lines if the fuel tank is located a long distance from the engine or if the fuel supply
system includes high restriction components. Do not use disproportionately large fuel lines with small inlet
fittings, such as 1 in hose with ¼ in fittings. See Table 1 for general fuel line size recommendations.
Table 1 General fuel line size recommendations for lines shorter than 3 m (10 ft)
Maximum Fuel Flow to Pump Supply Line Size Return Line Size
90-180 kg/hr (200-400 lb/hr ) 10 mm (No. 8 12/32 in) ID 8 mm (No. 6 5/16 in) ID
180-320 kg/hr (400-700 lb/hr ) 12.5 mm (No. 10 ½ in) ID 10 mm (No. 8 13/32 in) ID
Over 320 kg/hr (over 700 lb/hr) 12.5 mm (No. 10 ½ in ) ID 10 mm (No. 8 13/32 in) ID

3.4 Supply and Return Fuel Lines Material Requirements

Requirement 4: Fuel Lines Material Requirements: The materials used in the supply and return hoses
must be compatible with fuel oil and not kink, swell, collapse or otherwise degrade during vehicle
operation.
Requirement Background: Fuel line leaks, flaking and increased restriction impacting reliability may result if the
requirement is not followed.
All fuel supply and return line materials must:

• Be compatible with fuel oil
• Be capable of continuous operation from -40 °C (-40 °F) to 100 °C (212 °F)
• Does not swell or degrade after long term exposure to fuel oil, engine oil, and water
• Resist kinking when bent
• Resist abrasion
• Not contain copper or zinc in the form of galvanize or passivate coatings. See below for further
discussion.
• Be resistant to electrostatic discharge. See below for further discussion
• Supply lines must not deform under 25 mm Hg (20 in Hg) vacuum.
• Return lines must be rated up to at least 2500 mm Hg (100 in Hg).
It is recommended that all fuel wetted O-rings and seals used in fuel hoses, lines, and fittings be of a
fluorocarbon FKM material as defined in ASTM D1418 to ensure a leak-free system. Exposure to fuels with
different aromatic content may cause the non-fluorocarbon O-rings and seals to shrink, which might result in air
intrusion and a minor fuel leak.
Example: Exposing non-fluorocarbon O-rings and seals to low sulfur fuel and then changing to ultra-low sulfur
fuel (which has a lower aromatic content) may cause seals to shrink.
See AEB 24.20 for more information on fuel line selection.
Do not use zinc in the form of galvanized or passivate coatings on any fuel lines, tanks or fittings. The zinc
reacts with the fuel to form flakes, which may clog injectors and fuel filters. Do not use copper tubing for fuel
lines as it work-hardens and age-hardens, and is then prone to cracking, creating fuel or air leaks.
Fuel lines that are resistant to electrostatic discharge are required. Electrostatic discharge may cause fuel leaks
under certain conditions. Fuel lines with a braided outer covering that do not have a braided inner lining are not
accepted. The following recommendations are from CES 98148:
• All steel braided hose shall conform to SAE J517, 100R14 Type B. This type of hose has a conductive inner
lining, and prevents fuel leaks from the hose due to pinholes caused by static discharge.
• Acceptable nylon materials are PA 11-PHLY and PA 12- PHLY (reference DIN 73378). This material is
advised for suction side fuel systems and where the peak operating temperatures are below 115 °C (240
°F). The nylon lines should have a 1 mm wall thickness. A 2 mm thick Santoprene coating should then be
applied to the lines, which provides a flame retardant coating and also provides abrasion resistance. Always
seek supplier recommendations for temperature and environmental considerations. This material shall only
be used on the suction side of the fuel system.
3.4.1 Impact to the Engine if AEB Requirements are Not Met

Meeting clean system inlet restriction requirements is critical to engine performance in service as well as a
factor in service interval of the fuel filter. As restriction increases in service there is a corresponding loss of the
flow through the injection pump and increase fuel tank fuel temperature (increase in fuel injection pump outlet
fuel temperatures) for certain fuel systems. For midrange engines with "non-compensating" fuel systems

(Stanadyne DB4, Bosch VE, A, MW, P-3000 and P-7100), expect a 2% loss of power for every 5.6 °C (10 °F)
increase in fuel temperature over 40°C (104 °F).
As inlet restriction increases beyond the dirty filter limit, entrained air in the fuel will begin to expand and become
a large percentage, by volume, of the fuel being delivered to the injection pump. This is inherent on the suction
side of any diesel fuel delivery system. When entrained air expands under increasing negative pressures, the
mass flow of fuel is reduced significantly. Under these conditions injection pump fuel outlet temperatures will
increase sharply and customers may experience low power, surging, hard to start engines, fuel pump damage,
and fuel system fault codes.
3.5 Fuel Filtration

Requirement 5: Fuel Filter Requirements: Supply fuel must be filtered with the filter supplied with the
engine or filters which meet the same fuel filtration and water separation requirements.
5.a: The supply fuel must be filtered with the Cummins pressure side filter, when required, and a
Cummins or OEM supplied suction side filter which meets the fuel filtration, priming (ISB07 Engines
designed with EGR emission control devices and equipped with a BOSCH HPCR fuel system only), and
water separation requirements as shown in Appendix A.
Requirement Background: Reliability issues including injector failures may result if OEM supplied fuel filters do
not meet the same requirements as factory supplied fuel filters.
The Cummins suction side filter has been engineered to provide filtration and water separation performance to
protect the engine fuel system from damage. Cummins recommends that this suction side filter be used with the
engine.
If the customer desires other features such as fuel heating, clear water collection bowls or larger filter capacity,
suction side filter options are available from Cummins Filtration which provide these features. Some of these
suction side filter options are designed to be mounted on-engine, and others remote from the engine.
3.5.1 Filter Location

If a remotely mounted suction side filter will be used, care should be taken in choosing a mounting location. The
optimum mounting elevation is between the fuel tank full level and the injectors. Mounting a suction side filter
below the full level of the fuel tank increases the potential for fuel spillage during filter change. Mounting a
suction side fuel filter high above the engine necessitates an upward plumbing loop which may act as an air
trap.
Adequate clearance for scheduled maintenance should also be considered when selecting the mounting
location of the suction side filter. In order to service the filter, the installation should allow access to the filter and
means to re-prime the fuel system.
Suction side filters should not be mounted in very dirty areas such as wheel wells, to reduce the potential for
contamination of the system during filter change. The suction side fuel filter head should incorporate a check
valve to minimize loss of fuel in the line between the filter head and engine when the filter is changed.
3.5.2 Filter Specifications

If a non-Cummins suction side filter is to be used with the engine, it must meet the same filtration and water
separation requirements as outlined in Appendix A in order to adequately protect the fuel system. Cummins
does not warrant fuel system failures resulting from inadequate filtration or water separation resulting from the
use of an inadequate filter or water separator.
Cummins engines must use the pressure side Cummins filter, when required, supplied with the engine and a
Cummins or OEM supplied suction side filter.

3.6 Fuel Tank Design

3.6.1 Fuel Tank Function and Construction
Requirement 6: Fuel Tank Legal/Emission Requirements: The machine fuel tank must meet all legal
requirements.
Requirement Background: Failure to comply with local legal requirements that apply to the operational area the
machine will be used in can result in fines or other penalties.
Requirement 7: Fuel Tank Water Drain Requirements: The fuel tank must have provisions to periodically
drain water and sediment from the tank.
Requirement Background: Reliability issues including Injector failures may result if water and sediments are not
periodically purged from the fuel tank.
The vehicle fuel tank acts as a fuel reservoir and has a secondary function of cooling the fuel. The fuel tank
(tanks) must be constructed of a material that will not contaminate the supply fuel with debris such as rust,
scale, dirt, or coating that delaminates over time. Materials which have proven successful for fuel tanks are
aluminum or protective coated steel. Do not use galvanized steel for the tank or any fittings because the coating
reacts with diesel fuel to form flakes which may clog filters and damage fuel system components. If the tank is
welded, clean the weld spatter or slag from the tank after manufacture.
The various features of a fuel tank are shown in Figure 1. The basic components are fuel supply and return
connections, filler neck, fuel level sending unit and vent and drain ports. The vehicle fuel tank must meet all
legal requirements in addition to the requirements outlined in this section.
Fuel tanks must include a drain to allow periodic and convenient removal of water or other contaminants from
the tank. A pipe plug is not recommended for this because it would rarely be used and skill is required to drain
the contaminants without losing excessive amounts of fuel. Cummins recommends the use of a well or settling
basin for the drain area in order to concentrate the contaminants.
A fuel level sending unit is also included in most fuel tank designs.
Figure 1. Typical Fuel Tank Design Features
1 3 4
1. Fuel Return 10 L and greater
2. Expansion Space
6 5 3. Vent
2 4. Raised Fuel Filler
5. Extended Fill Neck
6. Optional vent hole (if no vent filter
required)
9 8 7. Water and Sediment Drain
8. Fuel Supply
7 9. Fuel Return below 10 L
displacement
10 10. 305 mm (12 in) minimum

3.6.2 Fuel Tank Connections
Requirement 8: Fuel Tank Fuel Return Location: The return must be separated from the supply
connection in the tank by a minimum of 305 mm (12 in).
8.a: For engines 10L and larger, the fuel return flow from the engine must enter the tank in a location
which prevents fuel heating and aeration of the supply fuel.
8.b: For engines below 10 L, the fuel return flow from the engine must enter the tank below the fuel level
in the tank and be separated from the supply connection in the tank by a minimum of 12 in (305 mm).
Requirement Background: Following these requirements prevents aeration and excessive heating of the supply
fuel.
The fuel supply connection is typically located on the side of the tank near the bottom or on the top of the tank
with a drop tube used to pick up fuel near the bottom of the tank. Good design practice is to pick up fuel near the
center of the tank to minimize sloshing effects, and locate the pick up a short distance (about 25 mm (1 in))
above the bottom of the tank to allow space for condensate and dirt to collect. If a drop tube is used, it must be
well supported to prevent cracking due to vibration in service. The drop tube assembly must be completely
airtight to prevent aeration of the fuel supply.
The fuel return connection is also typically on the top or side of the tank and either returns fuel to the expansion
space at the top of the tank or near the bottom of the tank. The fuel systems used on various Cummins engines
have unique requirements which impact the design of the fuel return system.
The fuel systems used on Cummins engines below 10 L displacement require the fuel to be returned to the fuel
tank below the fuel level in the tank. This is necessary to prevent siphoning of fuel from the fuel pump after
engine shutdown, which would require priming of the system at startup. The fuel return should be located at
least 305 mm (12 in) from the fuel supply to allow mixing of the warm return fuel in the tank.
The fuel systems used on Cummins engines above 10 L displacement cause air to be entrained in the fuel
return flow to the fuel tank under some operating conditions. Therefore it is necessary to design the fuel return
to the fuel tank so that any air entrained in the return fuel will not enter the supply fuel flow.
The preferred method of preventing entrained air in the fuel return flow from aerating the supply fuel is to return
the fuel to the tank above the fuel level in the tank (engines 10 L and larger). Experience has shown that
returning the fuel above the fuel level in the tank is successful in preventing aeration of the supply fuel.
If locating the return fuel connection to the tank above the fuel level is undesirable, and both fuel supply and
return are desired below the fuel level in the tank with an engine 10 L or larger, special care must be taken to
prevent aeration of the supply fuel to the engine.
3.6.3 Fuel Tank Expansion Space and Venting
Requirement 9: Fuel Tank Expansion Space Requirement: There must be a minimum of 5% expansion
space above the full level of the tank.
Requirement Background: Expansion space eliminates fuel overflow during normal thermal expansion.

3.6.4 Fuel Tank Vent Design
Requirement 10: Fuel Tank Vent Filter Requirements: The tank vent must be adequately filtered or
protected to prevent fuel contamination by dust, debris and liquids.
Requirement Background: Reliability issues including Injector failures may occur as the result of contamination
by dust, debris and liquids if the vent is not filtered properly.
Requirement 11: Fuel Tank Vent Capability: A vent which meets the minimum fuel tank vent capability
requirement given on the Engine Data Sheet is required.
Requirement Background: Fuel tank pressurization may result if not followed.

The fuel filler neck and fuel cap are typically elevated above the surface of the tank to lessen debris entry when
the cap is removed. The filler neck is either located slightly below the top of the tank or includes an extension
into the tank to provide 5% of the tank volume above the full level for expansion space. An open mesh screen at
the base of the filler neck prevents large debris from entering the tank and deters fuel theft through siphoning.
The fuel tank vent limits tank pressurization due to the expansion of the fuel or the entry of air in the return fuel.
The vent must meet the Minimum Fuel Tank Vent Capability requirement on the Engine Data Sheet with the
tank pressurized to a maximum of 4.5 kPa (18 in of water).This venting requirement is higher on engine models
above 10 L displacement because these engines entrain more air in the return fuel. Vehicles using dual fuel
tanks, with dual supply and return lines, must have a fuel vent in each tank to prevent tank pressurization.
Fuel tank vents are typically designed with a check ball to prevent fuel loss in the event of vehicle rollover. The
vent should be located in the tank such that in the event of fuel sloshing, the check ball does not stick in the
closed position, leading to pressurization of the tank. Additional information on the function of fuel tank vents
can be obtained from GT Development Corporation (www.gtdev.com) or Temco Metal Products
(www.temcousa.com).
It is also important to locate the vent and fuel inlet cap such that water or road spray cannot enter the tank.
For high pressure common rail equipped applications that frequently operate in very dusty environments, use a
fuel tank air vent filter of 3 micron at 98.7% efficiency or better to prevent fuel contamination by dust, debris and
liquids. Non common rail fuel systems should use fuel tank air vent filter of 10 micron at 98.7% efficiency or
better.
3.7 Fuel Return System

Fuel Return Description
The fuel return system transfers the fuel from the return fitting on the engine to the fuel tank. This system
generally includes the line from the return fitting to the fuel tank. This system may also include a fuel cooler, fuel
shutoff valve(s), a check valve, and a drop tube in the tank.
3.7.1 Fuel Return Restriction
Requirement 12: Maximum Fuel Drain Restriction: The fuel return system must not exceed the
“Maximum Fuel Drain Restriction (total head)” on the Engine Data Sheet when tested per the
appropriate test procedure. See the test procedures in the appendices for your specific engine.
Requirement Background: Excessive drain line restriction may result in low power, hot start knock and unstable
idle.

The complete fuel return system, including any optional hardware, must meet the Maximum Fuel Drain
Restriction limit on the Engine Data Sheet. Good design practice is to minimize the line length between the
engine and tank, use an adequate line size (see Table 1) and fitting size, and minimize restriction of additional
components such as balancing valves, shutoff valves and coolers.
The fuel return to the fuel tank must be located to prevent warming and aeration of the fuel supply.
The fuel return restriction should be measured using the test procedure in Appendix C in which restriction is
measured at the maximum fuel flow condition listed on the Engine Data Sheet. If it is found to be excessive, the
restriction of each component in the system should be measured to determine the cause. Fuel line sizes larger
than listed in Table 1 may be necessary if balancing valves, shutoff valves or coolers add significant restriction
to the fuel return system or if the fuel tank is located a long distance from the engine.
If the vehicle fuel tank is located so the full fuel level is at or above the level of the engine cylinder head, some
engine fuel systems may allow fuel to enter an engine cylinder by flowing through the fuel lines and an injector
after engine shutdown. If fuel enters an engine cylinder, it may cause a hydraulic lock upon startup which may
result in severe engine damage. To prevent this problem, check valves are required in the fuel supply and return
lines with ISX, Signature engines and engines with the Cummins PT fuel system if the full fuel level is at or
above the engine cylinder head.
3.8 Fuel Quality

Requirement 13: In areas of the world with fuel quality that does not meet Cummins Bulletin 3379001
“Fuels for Cummins Engines,” additional fuel filtration may be required. Fuel Compatibility: Fuel
compatibility for Cummins engines is documented in Cummins Fuel Service Bulletin 3379001.
Requirement Background: Performance issues will result if the proper fuel is not used.
Failure to do so may permanently damage engine and aftertreatment systems within a short period of time. This
damage could cause the engine to become inoperable and affect the warranty coverage on the engine system.
Supply fuel must meet standards defined in Service Bulletin 3379001 “Fuels for Cummins Engines.”
3.8.1 Special Circumstances

For fuel with high contaminant levels or fuels other than #2 diesel, additional fuel filtration or additives may be
required. Please see your Cummins Application Engineer (AE) to receive and review further details or access
www.quickserve.cummins.com. Some Cummins engines may be used with certain light fuels when they
incorporate the use of a fuel filter with a lubricity enhancing additive. See AEB 74.14 “Slow Release Lubricity
Additive Fuel Filter Technical Package” for more information.
3.9 Fuel System Priming as a Service Procedure

An OEM installed priming/lift pump is required on ISB07 Engines designed with EGR emission control devices
and equipped with a BOSCH HPCR fuel system automotive engines. This feature is intended for priming the
fuel system after a filter change. Cummins ISB suction side filter heads include an integral manual priming
pump. If the OEM chooses not to use the Cummins suction side filter, then the priming feature requirements for
ISB engines are stated below:
Requirements for the suction side filter priming feature:
Table 1 The priming/lift pump should be sized to minimize the number of priming strokes (recommend
less than 20 strokes) to fill the fuel filters and tubing and ensure the engine will start in less than
7 seconds (typical volume of filters and lines is 2015 ml). Note that filters can be pre-filled
before priming as long as there is a device which prevents fuel entering on the clean side of the
filter.

Table 2 During priming, fuel pump inlet maximum pressure is 5 bar (148 in Hg) absolute. During engine
idling, fuel pump inlet restriction should be less than 0.14 bar (4 in Hg).
Table 3 The fuel pump is not allowed to run dry for more than 10 seconds.
Table 4 An electric lift pump is allowed as long as the above priming conditions are met. Continuously
running lift pumps are not allowed.
For all other engines applicable in this AEB, the priming of the fuel system needs to be done by pre-filling the
suction and pressure side, when required, filter(s) manually. Filters should be pre-filled with fuel on the inlet or
"dirty" filter side to prevent potential contamination of the fuel system components. If a priming feature is not
present the packaging should allow for installation of pre-filled suction side and pressure side, when required,
filter(s) without spilling.
3.10 Fuel System Priming During Vehicle Assembly

3.10.1 Initial Start Up
During the initial start up of the engine at the vehicle assembly plant, it is important to properly prime the fuel
system. This will enable the engine to start more quickly, lessening the time the starting motor needs to crank
the engine. To prime the system, connect a vacuum pump to the Compuchek fitting at the highest location on
the fuel system. Pull fuel through the fuel system until clear fuel is observed. The priming system/device must
have a means to catch the overflow fuel. The overflow fuel can be routed back to the fuel tank if possible. Limit
fuel system vacuum pressure to 355 mm (14 in) of Hg.
Another common method of priming the fuel system during vehicle assembly is to attach a vent line to the
engine fuel inlet and slightly pressurize the fuel tank, pushing fuel into the engine. In order to avoid damaging
fuel system components, no more than 69 kPa (10 psi) pressure should be applied to the fuel tank to prime the
system. Some engines incorporate an integral electric fuel system priming pump. This should be used whenever
possible to prime the fuel system.
3.10.2 Maintain Fuel Cleanliness During Priming

Whatever priming method is used, make sure that unfiltered fuel is not introduced to the clean side of the fuel
system.
3.11 Fuel Temperature Control

Requirement 14: Fuel Supply Temperature: The vehicle fuel system must supply fuel to the engine at or
below the Maximum Fuel Inlet Temperature on the Engine Data Sheet when tested per the test
procedure at the end of this document.
Requirement Background: Fuel system performance and durability will be compromised if the requirement is not
followed.
The vehicle fuel system must maintain supply fuel to the engine at or below the Maximum Fuel Inlet
Temperature at Pump Inlet on the Engine Data Sheet. Excessive fuel temperature causes engine power loss
and may shorten the life of injectors and other fuel system components.
Modern high pressure electronically controlled fuel systems perform work on the fuel as it passes through the
pump and injectors, causing warming of the fuel returning from the engine to the tank. The amount of work and
consequent warming typically increases with increasing engine speed.

3.11.1 Fuel Cooler

The vehicle fuel tank or tanks act as natural fuel coolers when the vehicle is in motion and ambient air is flowing
over the tanks. Fuel tanks are effective coolers even when partially covered by aerodynamic shrouding,
because the bottom and inner surface of the tanks remain exposed to cooling airflow.
The amount of fuel warming by the engine depends on engine speed, and the amount of natural cooling from
the fuel tanks depends on vehicle speed; therefore fuel temperatures seen during vehicle operation are specific
to each application’s engine speed/vehicle speed duty cycle.
Vehicles which operate mostly at high vehicle speeds, such as on-highway long haul trucks, benefit from
abundant natural cooling from the vehicle fuel tanks, and generally require no special fuel cooling treatment
beyond circulating fuel through both fuel tanks.
Other applications which operate at lower vehicle speeds and may run the engine at high engine speeds with
the vehicle stationary or at low vehicle speeds generate more heating of the fuel with less natural cooling from
the fuel tank, resulting in higher fuel temperatures.
Because the maximum fuel temperature seen by a vehicle depends on the engine and vehicle speed duty cycle,
number, size and location of fuel tanks, and fueling practices of the operator, each vehicle and vocation will
have a unique maximum fuel temperature.
A test procedure to allow an evaluation of the fuel temperatures of many vehicle configurations and vocations is
included at the end of this document. General engine and vehicle speed duty cycles are also included for
common applications to facilitate this testing. If fuel temperature testing is impractical or otherwise undesirable,
follow the guidelines in Table 2.
If fuel temperature testing shows fuel supply temperatures exceeding the allowable limit, then additional fuel
cooling is needed. This can be done by circulating fuel to both tanks if the vehicle has dual tanks, adding a fuel
cooler, or increasing the fuel cooler size or airflow through the fuel cooler on the vehicle.
When adding a fuel cooler to a vehicle, it should be plumbed into the line returning fuel from the engine to the
fuel tank, because this line contains the warmest fuel available. If the vehicle runs at moderate to high average
road speed, a fuel cooler which is mounted to receive ram airflow will be effective at controlling fuel
temperatures. See Table 2.
If the vehicle duty cycle includes a large proportion of slow speed or stationary operation including periods of
high engine speed PTO operation, such as many vocational applications, add a fuel cooler with forced air flow
through it. See Table 2. Fan airflow through the cooler may be obtained from the engine cooling fan or an
auxiliary fan.
Table 2 Guidelines for fuel cooling treatment for automotive applications
Vehicle Design and application Fuel Temperature Control
Engine size below 10 L Engine size 10 L and up
On-highway truck with dual tanks Circulate fuel through both tanks
On-highway truck with single tank No treatment needed No treatment needed
Urban Delivery truck with single tank No treatment needed Fuel cooler in ambient airflow
Transit Bus, Coach, School Bus, RV No treatment needed No treatment needed
Refuse Truck, Cement Mixer, Pumper Fuel cooler with fan airflow Fuel cooler with fan airflow
Firetruck, Truck with Turboconveyor, Oilfield
Service Equipment
Applications which run over 1000 rpm PTO Fuel cooler with fan airflow Fuel cooler with fan airflow
operation for long periods (not including cold
weather idling)

Table 3 A fuel cooler which has proven successful in many applications meets the following specifications:
Minimum Recommended burst pressure 10340 kPa (1500 psi)
Fuel Supply Temperature 82 ºC (180 ºF)
Air Supply Temperature 43 ºC (110 ºF)
Fuel Flow rate 318 kg/hr (700 lb/hr)
Air Flow rate 305 m/min (1000 fpm)
Required Heat Rejection 1.8 kw (100 btu/min)
Maximum Fuel Side Pressure Drop 5 mm Hg (0.2 in Hg)
3.11.2 Cold Weather Operation
Requirement 14: If the machine is equipped with fuel heaters, these heaters should be self-regulating,
thermostatically controlled, or integrated into the heating system so that fuel heating is eliminated in
warmer weather.
Requirement Background: Fuel system performance and durability will be compromised if not followed.
As stated in the section discussing fuel supply line sizing, larger fittings and fuel line size may be needed to
reduce the fuel supply restriction. A vehicle that will be domiciled in cold climates may require larger fuel supply
lines and fittings to reduce fuel supply restriction as the fuel temperature approaches the pour point
temperature.
A variety of fuel warming devices are available to prevent fuel supply restriction, including electrically heated fuel
filter heads, coolant fuel heaters and electrically heated fuel lines. Wax crystals begin to form in diesel fuels
when the fuel reaches the cloud point temperature, and will no longer flow when it reaches the pour point
temperature. Wax crystals in cold fuel clog fuel lines, fittings and filters
These devices are effective at controlling fuel waxing problems by warming fuel in cold weather, but must be
controlled so they do not heat the fuel in warm weather and contribute to warm fuel problems. Fuel supply
temperature above the recommended limit cause engine power loss and may shorten life of injectors and other
fuel system components.
To avoid problems with fuel heaters warming fuel in warm weather, all fuel heaters used on Cummins engines
must be thermostatically controlled, self regulating or manually regulated by the cab heater control.
The thermostat or regulating feature must stop heating the fuel when the fuel temperature at the heater reaches
a maximum of 30 °C (85 °F). A fuel temperature rise of 1.1 °C (2 °F) or less through the fuel heater at fuel
temperatures above 30 °C (85 °F) is acceptable.
Electric fuel heaters typically use a thermostatic sensor to shut off any fuel heating when warm fuel is sensed.
Some electric fuel line warmers have lower resistance at higher fuel temperatures, which significantly reduces
any fuel heating at warmer fuel temperatures.
Fuel heaters which use coolant to heat fuel either use a thermostat to shut off coolant flow at higher fuel
temperatures, or can be plumbed into the cab heater circuit so the coolant flow is shut off to the fuel heater
when the cab heater is shut off in warmer weather.

Plumbing the fuel heater into the cab heater circuit can only be done on vehicles in which the cab heater
controls shut the coolant off to the heater core when the heater controls are moved to “cold.” Vehicles which
continuously flow coolant through the heater core regardless of heater control position must use thermostatically
controlled fuel heaters rather than plumbing them into the heater circuit.
If the fuel heater is plumbed into the cab heater circuit, it should be plumbed downstream of the heater core, and
care should be taken to prevent excessive flow restriction which may reduce cab heater performance.
3.11.3 Use of Arctic Fuel

If arctic fuel (very low pour point) is used for cold weather operation, it must only be used according to the
guidelines in service bulletin #3379001 (Fuels for Cummins Engines). Lubricity, thermal stability, and Cetane
index of this fuel varies and must be verified to be in accordance with the requirements in bulletin #3379001.
Refer to service bulletin #3379009 (Operation of Diesel Engines in Cold Climates) for more information.
4 Definitions
Term Definition
Must This is used to indicate a mandatory practice or requirement.
Shall This is used to indicate a mandatory practice or requirement.
Should This is used to indicate a strongly recommended practice.
May Indicates guidance only. A practice that can be deviated from.
FKM Fluoroelastomers that contain vinylidene fluoride as a monomer
IFSM Integrated Fuel System Module
WIF Water in Fuel
5 Reference Documentation
AEB /
Document
Number Title
AEB 74.14 Slow Release Lubricity Additive Fuel Filter Technical Package

Appendix A Fuel Filter and Filtration Requirements
This information outlines the specifications for the fuel filters used on Cummins engines. The fuel filtration
specifications are grouped by engine model and fuel system type.
Cummins PT and Celect Fuel Systems

Cummins Engines equipped with a Cummins PT and Celect fuel system can use the Cummins suction side filter
supplied on engine or a remotely mounted suction side filter.
Should the Cummins/Cummins Filtration filter recommended for this engine not be used, a filter with the
following specification may be used:
1. A filter rated at 10 micron with water separation and drain valve. The filter must have a 52 g
minimum capacity per SAE J905.
2. 98.7% efficiency (or greater) using ISO A2 test dust per SAE J1985 Fuel Filters - Single Pass
Efficiency Test Methods.
3. The filter must remove 95% (or more) of coarse water droplets over the life of the filter, per SAE J
1839 Coarse Droplet Fuel Water Separation Test Procedure.
4. The filter must remove 95% (or more) of emulsified water over the life of the filter, per SAE J 1488
Emulsified Water/ Fuel Separation Test Procedure.
5. Must be capable of meeting the above specifications at the maximum fuel flow as published on the
engine data sheet.
6. Return fuel location to the fuel tank(s) above fuel level in the tank (recommended location) or such
that supply fuel to the engine is not aerated.
7. Should a remote chassis mounted filter be located below the fuel pump, use a check valve between
the filter head exit and the fuel pump.
6 Cummins HPI Fuel System

Cummins Engines equipped with a Cummins HPI fuel system may use the Cummins suction side filter supplied
on engine or a remotely mounted suction side filter.
Should the Cummins/Cummins Filtration filter recommended for this engine not be used, a filter with the
following specification may be used:
1. A filter rated at 25 micron with water separation and drain valve.
2. The filter must have a 52 g minimum capacity per SAE J905.

engine data sheet.
8. Should a remote chassis mounted filter be used a check valve is needed between the filter head
intake and the fuel tank. The top of the remote filter cannot exceed the elevation of the cylinder
head gasket.
7 Cummins HPI Fuel Systems With EGR Emission Control Devices

Cummins engines designed with EGR emission control devices and equipped with a Cummins HPI fuel system
must use the Cummins pressure side filter supplied on engine.
A suction side filter (located between the fuel tank and OEM connection point) is to be supplied by the engine
installer (OEM).
Suction side filter specifications:
1. A filter to be not less than 25 Micron and 600 sq in media area, or not to exceed 150 Micron wire
mesh media and greater than 0.045 sq m (70 sq in).
2. The filter must have a 52 g minimum capacity per SAE J905 or adequate capacity to reach the oil
change interval as outlined in the Operation and Maintenance manual for the engine.
engine data sheet.
6. A check valve located at the fuel inlet to the remote suction side filter head is recommended. The
top of the remote filter cannot exceed the elevation of the cylinder head gasket.
8 Cummins ISC05/ISL05 Engines equipped with a Cummins High Pressure Common

Rail Fuel System
Cummins ISC05/ISL05 Engines equipped with a Cummins High Pressure Common Rail fuel system must use
the Cummins pressure side filter supplied with the engine and a remotely mounted OEM supplied suction side
filter. Below are the specifications for the suction side filter, not the pressure side filter.
Suction side filter specifications:
1. A filter rated at 10 micron with water separation and drain valve.
2. The filter must have a 36 g minimum capacity per SAE J905 or adequate capacity to reach the oil
change interval as outlined in the Operation and Maintenance manual for the engine.

Emulsified Water/Fuel Separation Test Procedure.
6. WIF sensor must meet the specifications as defined in AEB 15.79 (OEM Components) and must be
connected to the ECM through the supplied engine harness.
engine data sheet.
8. Return fuel location to the fuel tank(s) below fuel level in the tank.
9 Cummins B & C series engines equipped with a BOSCH Pump line nozzle fuel
system
Cummins B & C series engines equipped with a BOSCH Pump line nozzle fuel system must use the Cummins
pressure side filter supplied with the engine. Cummins offers engine options to remote mount the Cummins
pressure side filter. A remotely mounted suction side filter is required.
9.1 Suction side filter specifications:

1. A filter rated at 100 to 120 mesh screen located between the fuel tank and the lift pump.
9.2 Cummins ISB99 Engines designed equipped with a Cummins BOSCH VP44 fuel
system:
Cummins ISB99 Engines designed equipped with a Cummins BOSCH VP44 fuel system must use the Cummins
pressure side filter supplied with the engine. A suction side filter between the fuel tank and the lift pump is not
required. These engines have an inlet screen in the lift pump.
1. The return fuel location to the fuel tank(s) should be below the fuel level in the tank.
10 Cummins ISB Engines equipped with a BOSCH HPCR fuel system and NO EGR
emission control devices, including Euro 3, 4, and 5
Cummins ISB Engines equipped with a BOSCH HPCR fuel system and NO EGR emission control devices (Tier
3, Euro 4) must use the Cummins pressure side filter supplied with the engine and a remotely mounted suction
side filter with water separation and WIF sensor.
10.1 Suction side filter specifications:

1. A filter rated at 25 micron with water separation, hand primer, WIF sensor, and drain valve.
4. The filter must remove 95% (or more) of emulsified water, over the life of the filter, per SAE J 1488

5. WIF sensor must meet the specifications as defined in AEB 15.79 (OEM Components) if connected
to the ECM:
6. An OEM specified WIF sensor may be used. The output of the sensor would illuminate an
independent WIF light in the dash.
engine data sheet.
11 Cummins ISB07 Engines designed with EGR emission control devices and
equipped with a BOSCH HPCR fuel system
Cummins ISB07 Engines designed with EGR emission control devices and equipped with a BOSCH HPCR fuel
system must use the Cummins pressure side filter supplied with the engine and a remotely mounted suction
side filter. The suction side filter can be OEM or Cummins supplied. Below are the specifications for an OEM
supplied suction side filter.
11.1 OEM Suction side filter specifications:

1. A filter rated at 10 micron with water separation, priming feature (see specifications below), WIF
sensor and drain valve.
3. The filter must have a minimum contaminant capacity of 52 g per SAE J905 or adequate
capacity to reach the filter change interval as outlined in the Operation and Maintenance manual
for the engine.
4. The filter must remove 95% (or more) of coarse water droplets, over the life of the filter, per
SAE J 1839 Coarse Droplet Fuel Water Separation Test Procedure.
5. The filter must remove 95% (or more) of emulsified water, over the life of the filter, per SAE J
1488 Emulsified Water/ Fuel Separation Test Procedure.
6. Maximum design fuel flow rate: 229 L/hr (60.5 gal/hr).
7. WIF sensor must meet the specifications as defined in AEB 15.79 (OEM Components) if
connected to the ECM.
8. An OEM specified WIF sensor may be used. The output of the sensor would illuminate an
independent WIF light in the dash.
9. Must be capable of meeting the above specifications at the maximum fuel flow as published on
the engine data sheet.

11.2 Requirements for the suction side filter priming feature:

1. The priming pump (feature) should be sized to minimize the number of priming strokes
(recommend less than 20 strokes) to fill the fuel filters and tubing and ensure the engine will
start in less than 7 seconds. (Typical volume of filters and lines is 2015 mL). Note that filters can
be pre-filled before priming as long as there is a device which prevents fuel entering on the
clean side of the filter. During priming, fuel pump inlet maximum pressure is 5 bar abs. During
engine idling, fuel pump inlet restriction should be less than 10.16 cm Hg (4 in Hg).
2. The fuel pump is not allowed to run dry for more than 10 seconds.
3. An electric lift pump is allowed as long as the above priming conditions are met. Continuously
running lift pumps are not allowed.

Appendix B Fuel Supply Restriction Test Procedure

1. Attach a vacuum gauge scaled to read at least 500 mm Hg (20 in Hg) vacuum through suitable
fittings to the fuel supply line as close to the engine as possible or to the fuel supply restriction
fitting on the engine if applicable. Acceptable fittings are Cummins ST-434-1 for #8 line, ST-434-2
for #10 line and 3375845 for #12 line.
2. Review the Performance Data section of the Engine Data Sheet to determine the engine speed at
which the greatest maximum fuel flow to pump occurs. This will be the engine speed used for fuel
supply restriction testing.
3. Install any optional fuel system hardware such as remote fuel filter/water separators, shutoff valves
or fuel heating devices. If the vehicle has optional fuel tank locations, the fuel tank location which
requires the longest fuel supply line should be tested.
4. Fill the fuel tank(s) up to approximately half full. If this is not feasible, measure the fuel level in the
tank and estimate how many mm (in) above or below half full the fuel level is during testing.
5. Mount the vacuum gauge at the same elevation as the point on the engine or fuel line where the
hose to the gauge is attached. Make sure that the hose to the gauge does not contain any fuel or
other fluids. The hose from the fuel line to the gauge should be either horizontal or looped upward,
but must not have any downward loops, which may allow fuel to enter the hose.
6. On Celect, Celect Plus, ISM, ISX and Signature engines, fuel supply restriction can be measured
with the engine at the correct engine speed, but with no load on the engine. All other engines
require the engine be run at full load at the engine speed at which the maximum fuel flow occurs.
If running the test on a dynamometer, manipulate the throttle and dyno controls to achieve this
condition. If running on the road, a long uphill grade will be needed. It may be necessary to repeat
the hill climb in a number of gears and/or use the service brakes to stabilize at the appropriate
engine speed at full throttle. Record the engine speed and fuel supply restriction measurement on
the attached sheet. Some Engines use electric priming pumps in the fuel system. The fuel supply
restriction test is to be performed with the pump not running.
7. If the fuel level in the tank was not at half full, the measured supply restriction must be adjusted with
the following formula:
Measured Fuel Supply Restriction (mm Hg) (in Hg) + Fuel level in tank over half full (mm) (in) /
15.48 = Corrected Fuel Supply Restriction
If the fuel level in the tank was above half full, the corrected restriction will be higher than measured,
and if the fuel level was below half full, the corrected value will be lower than measured.

Appendix C Fuel Return Restriction Test Procedure

1. Attach a pressure gauge scaled to read at least 500 mm Hg (20 in Hg) through suitable fittings to
the fuel return line as close to the engine as possible or to the fuel return restriction fitting on the
engine if applicable. Acceptable fittings are Cummins ST-434-1 for #8 line, ST-434-2 for #10 line.
2. Review the Performance Data section of the Engine Data Sheet to determine the engine speed at
which the greatest maximum fuel flow to pump occurs. This will be the engine speed used for fuel
return restriction testing.
3. Install any optional fuel system hardware such as fuel tank balancing valves, shutoff valves or fuel
coolers. If the vehicle has optional fuel tank locations, the fuel tank location which requires the
longest fuel return line should be tested.
4. Mount the pressure gauge at the same elevation as the point on the engine or fuel line where the
hose to the gauge is attached. Make sure that the hose to the gauge does not contain any fuel or
other fluids. The hose from the fuel line to the gauge should be either horizontal or looped upward,
but must not have any downward loops, which may allow fuel to enter the hose.
5. On Celect, Celect Plus, ISM, ISX and Signature engines, fuel return restriction can be measured
with the engine at the correct engine speed, but with no load on the engine. All other engines
require the engine be run at full load at the engine speed at which the maximum fuel flow occurs.
If running the test on a dynamometer, manipulate the throttle and dyno controls to achieve this
condition. If running on the road, a long uphill grade will be needed. It may be necessary to repeat
the hill climb in a number of gears and/or use the service brakes to stabilize at the appropriate
engine speed at full throttle. Record the engine speed and fuel return restriction measurement on
the attached sheet.

Test Data Sheet for Fuel Supply and Return Restriction Tests
Date ________________ Location _________________________ Observer _____________________
Vehicle Make and Model _____________________________ Engine Model/Rating ________________
Number and size of fuel tanks ___________________________________________________________
Fuel Supply System Description: line ID, length, fuel filter/water separator, fittings, shutoff valves, fuel warmers
___________________________________________________________________________________
___________________________________________________________________________________
___________________________________________________________________________________
Fuel Return System Description: line ID, length, balancing valve, fittings, shutoff valve, coolers ________
___________________________________________________________________________________
___________________________________________________________________________________
Are there optional components which can be installed in either the supply or return system which are not being
tested? Listing of these options and estimated restriction of these components including fittings at the maximum
fuel flow of the engine being tested: ______________________________________________________
___________________________________________________________________________________
Restriction Measurements at the Maximum Fuel Flow:
Measured fuel supply restriction: _______________________________ (mm Hg) (in Hg)
Measured fuel return restriction: _______________________________ (mm Hg) (in Hg)
Height of fuel above half full level in fuel tank: ______________ (mm) (in)
Correction factor for fuel tank level = Fuel height above half full / 15.48 = ____________ (mm Hg) (in Hg)
Corrected fuel supply restriction measurement = Measured value + correction factor = _______________
Supply and Return Restriction Limits on Engine Data Sheet: Supply ________________ Return ______
Do the measured values with correction factors if any meet the Data Sheet Limits yes ______ no ______
Comments:

Appendix D Fuel Temperature Test Procedure

1. Install a thermocouple or other temperature measurement device in the fuel supply line as close to the
engine as possible. Adapter fittings ST-434-1 for #8 line, ST-434-2 for #10 line and 3375845 for #12 line
can be used. Install a thermocouple outside of the vehicle to measure ambient air temperature. This
should be located on the side of the vehicle away from the radiator, grill, engine compartment and
muffler.
2. At least eight hours before the test is to be done, fill the fuel tank(s) to a half full or lower fuel level. It is
preferable to fill the tanks the day before the test. This is necessary to allow the fuel load to reach
ambient temperature before the test. The testing is started at half full tanks because fuel temperatures
are the warmest when the last half of the fuel load is being used. If it is necessary to accelerate warming
of the fuel load before the test, run the engine until the fuel load temperature reaches ambient.
3. The vehicle should be equipped with all optional fuel warming devices offered for cold weather
operation. Some of these devices heat the supply fuel slightly even in warmer weather. The vehicle
should have the smallest fuel tank size offered on the model, or the fuel level in the tank(s) reduced to
represent half full tanks on the smallest fuel tanks offered.
4. If a fuel cooler design is to be evaluated in the test, thermocouples in the fuel return line before and after
the fuel cooler may be desirable to measure the cooler performance. It may also be desirable to mount
one or more thermocouples upstream of the cooler to measure air temperature entering the cooler.
Using a thermocouple to measure air temperature leaving the engine turbo compressor provides an
indication of engine operating condition and may be useful in data analysis during duty cycle testing.
5. The ambient, fuel supply and other thermocouples should be connected to a suitable datalogger
capable of scanning all thermocouples at 15 second intervals or faster for 8-9 hours.
6. Start the datalogger and drive the vehicle through a duty cycle which matches the vocation of the
vehicle. If a typical duty cycle for the vehicle application is unknown, the duty cycles in the following
section can be used. Duty cycles are provided for on-highway truck, dump truck, RV, motorcoach, urban
delivery truck, refuse truck, pumper firetruck, and concrete mixer.
7. Because the purpose of the fuel temperature testing is to determine what fuel temperatures would exist
at high ambient temperatures, the testing must be done in no lower than (70 °F) ambient temperature. It
is difficult to accurately project to high ambient temperatures if testing is done below 21 °C (70 °F)
ambient.
8. As the vehicle is run through the appropriate duty cycle for the type of vehicle operation, the fuel supply
temperature will rise and approach a stabilized temperature. This stabilized temperature should be
reached in 6-8 hours of running. If the fuel supply temperature has not stabilized after 8 hours of
running, terminate the test and record the maximum temperature as the “stabilized” temperature.
9. The half full tank level should be sufficient to run the vehicle through the appropriate duty cycle for the
vocation without running out of fuel. If there is not enough fuel to perform the test without running out, it
is acceptable to increase the fuel level to 3/4 full.
10. After completion of the 6-8 hour test, turn off the datalogger. Download the recorded data into a plot or
table so that fuel supply and ambient temperatures throughout the test can be examined.
11. If running a series of fuel temperature tests, refuel the vehicle to the half full level for the next test, to
allow the fuel temperature to reach ambient prior to the next test the following day.

1 Data Analysis
Stabilized Fuel Supply Temperature ________________ = SFST
Ambient Temperature When Stabilized Fuel Supply Temperature Occurred ________________ = Tamb
Fuel Supply Temperature over Ambient = FST - Tamb = _______________ = Fsdelta
Design Ambient Temperature for the application. (not to be less than 38 °C, 100 °F) _______________ = DAT
The Design Ambient Temperature (DAT) can be greater than 38 °C (100 °F) to reflect the environmental
operating conditions of the equipment.
Fuel Supply Temperature at a DAT. = Fsdelta + DAT F = ____________ = FST@ DAT F
Is FST@DAT F less than or equal to the Maximum Fuel Temperature on the Engine Data Sheetyes ________
no ________ . If yes, the vehicle application has fuel temperatures which meets Cummins requirements.
Other vehicle test details: Vehicle Make and Model __________________________________________
Engine Model ___________________________ Number and Size of Fuel Tanks _______________
Fuel Level at Start of Test _______________ Duration of Test _____________
Type of Duty Cycle Tested _______________________
Fuel Warming Equipment on Vehicle when tested _________________________________________
2 Fuel Temperature Test Duty Cycles
2.1 On-Highway Truck, RV, Motorcoach, Dump Truck

1. Start the engine, warm it up for 30-60 seconds at idle. The vehicle should be 1/2 full of fuel and the
fuel should be at ambient temperature at the start of the test. The vehicle should be loaded to 70-
100 % of the gross weight rating. The ambient temperature should be higher than 21 °C (70 °F).
2. Drive to the selected highway and cruise at 80-113 km/hr (50-70 mph) at 1400-1800 rpm engine
speed. Run at least three hours continuously without a break. Record temperature data for at least
8 hours running time.
3. If necessary to stop or to turn around, idle the engine during the stop rather than shutting it off.
4. Some operation in city traffic is permissible if it does not exceed 25% of the total running time (about
2 hours out of the test time of 8 hours).
5. Do not refuel the vehicle during the test.
2.2 Urban Delivery Truck

1. Identify a route which will allow the vehicle to pull off the road safely every .8-1.6 km (0.5 to 1 mile)
of driving in an urban environment. The best route would include many traffic lights or stop signs in
addition to the simulated delivery stops.
2. Start the engine and idle for 30-60 seconds. The truck should be 1/2 full of fuel and the fuel should
be at ambient temperature at the start of the test. The vehicle should be loaded to 50-100% of the
gross weight rating. The ambient temperature should be higher than 21 °C (70 °F).

3. Drive the vehicle in an urban environment, stopping every 0.8-1.6 km (0.5 to 1 mi.) and idling for 15
minutes at each stop to simulate deliveries. The vehicle speed should never exceed 40 mph. A
route which includes a number of stop lights or stop signs to reduce average vehicle speed is
preferable.
4. Continue this duty cycle for at least 8 hours. If a break is required, idle the engine during the break.
Do not refuel the vehicle during the test.
2.3 Transit Bus

1. Identify an urban route which will allow the vehicle to stop safely at least four times per km (seven
times per mile). A route which includes many traffic signals and stop signs is preferable.
2. Start the engine and idle for 30-60 seconds. The vehicle should be 1/2 full of fuel and the fuel
should be at ambient temperature at the start of the test. The vehicle should be loaded to 50-100%
of the gross weight rating. The ambient should be higher than 21 °C (70 °F).
3. Drive the vehicle on the chosen route, stopping at least four times per km (seven times per mile)
and idling for 30 seconds at each stop to simulate dropping off and picking up passengers. Do not
exceed 30 mph road speed at any time during the route.
4. Continue this duty cycle for at least 8 hours. If a break is needed during the test, idle the engine
during the break. Do not refuel the vehicle during the test.
2.4 Refuse Truck

1. Identify an urban route which will allow the vehicle to stop safely at least four times per km (seven
times per mile). A route which includes many traffic signals or stop signs is preferable.
3. Drive the vehicle on the chosen route, stopping at least four times per km (seven times per mile)
and idling for 30 seconds at each stop to simulate picking up used food. Every 7th stop, the engine
should be run at 1000-1100 rpm in PTO mode for 30 seconds while stationary in addition to the
normal idle period. This simulates packing used food. Do not exceed 30 mph road speed at any
time during the route.
4. Continue this duty cycle for at least 8 hours. If a break is needed during the test, idle the engine
during the break. Do not refuel the vehicle during the test.
2.5 Concrete Mixer

1. Identify a route with a location where the vehicle may stop safely for long periods of time. A
suburban route with a mixture of urban driving and rural highways is preferable.
3. With the vehicle stationary, run the engine at 1500-1700 rpm in PTO for 15 minutes. This simulates
mixing a load of concrete.

4. Drive the vehicle on the urban/rural mixed route for 1/2 hour to 1 hour. Park and idle the engine for
1 hour. Run the engine at 700-1000 rpm 1/2 hour with the vehicle stationary. This simulates waiting
to deliver the load and then pouring.
5. Drive the vehicle on the urban/rural mixed route for 1/2 hour to 1 hour. This simulates returning for
another load.
6. Repeat Steps 3-5 for two more cycles (total of three deliveries) to complete the 8 hour duty cycle. If
an additional break is needed, idle the engine during the break. Do not refuel the vehicle during the
test.
2.6 Pumper Firetruck

1. The fuel cooling test involves running in the stationary pumping mode, so it may be done in
conjunction with the UL-required pumping test typically done.
should be at ambient temperature at the start of the test. The ambient should be higher than 21 °C
(70 °F).
3. Run the engine at the speed corresponding to the highest pressure and flow delivery rating for the
fire pump mounted on the vehicle.
a) On engines above 10 L displacement, it is not necessary to pump water during this test, just run
at the correct engine speed.
b) On engines below 10 L displacement, it is necessary to pump water during this test, in order to
run the engine at the correct speed and load.
c) If the pumping speed is unknown, run the engine at 1800-1950 rpm. Run the engine at the
maximum pumping condition for 4 hours, or until fuel temperatures stabilize.
4. Idle the engine for 30 seconds before shutting it down at the conclusion of the test.

Change Log
Revision Date Author Description Page(s)

16 8/1/2013 Steve Beem Updated to latest format including recommendations All
section and requirements background.
Added fuel line routing requirements. 4
15 1/26/2012 Javier Lara Changed author to Javier Lara. 1
Added reference to AEB 9.01 in header. 1
Updated Approver number in header. 1
Replaced term “Maximum Restriction @ Pump Inlet – 1, 2
With Clean Filter” with “Maximum Fuel Supply
Restriction at Pump Inlet with Clean Filter Element(s)”.
Replaced term “Maximum Return Line Restriction” with 1
“Maximum Fuel Drain Restriction”.
Specified that: supply fuel must be filtered with the 1, 2
Cummins pressure side filter, when required.
Specified that: supply fuel for certain ISB engines must 1
meet priming requirements.
Replaced term “Minimum Fuel Tank Vent Capability 1
requirement” with “Minimum Fuel Tank Venting
Requirement”.
Replaced term “Maximum Fuel Temperature” with 1, 6
“Maximum Fuel Inlet Temperature”.
Replaced term “transfer” with “lift”. 2
Added “The vehicle fuel system generally includes a 2
fuel pickup in the fuel tank, check valve, suction side
filter, and hoses and fittings connecting to the engine.
This system may also include shutoff valves, fuel
warmers, and additional fuel filters.”
Deleted “Fuel supply hose construction is commonly 2, 4
high quality rubber lined fabric reinforced, or nylon.”.
Revised first paragraph to Fuel Filtration section. 3
Clarified “suction side filter options”. 3
Added paragraph: Adequate clearance for scheduled 3
maintenance should also be considered when selecting
the mounting location of the suction side filter.
Added: Cummins engines MUST use the pressure side 3
Cummins filter, when required, supplied with the engine
and a Cummins or OEM supplied suction side filter.
Added “Priming Feature” section, previously only 3-4
covered in Appendix A.
Added “Tank vent filters are recommended for 6
applications that operate in excessive dusty / dirty
environments.”
Reworded paragraph: fuel temperatures seen during 6
vehicle operation are specific to each application’s
engine speed/vehicle speed duty cycle.
Clarified suction or pressure side filter for all engine 9-11
filtration requirements, even for those engines that
require a single filter.
Deleted 2 steps from the “Urban Delivery Truck” 17
section.

14 24/03/2009 J. Changed author to Jose Cons-Baron. 1

Cons-Baron Changed models included in AEB to Pre-2010 engines 1
13 10/22/2007 Y. Zhuang Deleted WIF interface spec - WIF electrical interface 9, 10
spec is referred to AEB 15.79 (OEM Components)
12 Mar 28, S Penrice Added in Table 2 content for PTO applications 6
2007 Removed CAPS fuel system requirement 9
Change filter requirements Bosch HPCR 25 micron 9
was 300
Change filter requirements Bosch HPCR with EGR 10 10
micron was 300. Requirements for water detection and
separation added
Added requirements of pre-filter priming feature 10
11 Feb, 2006 J Werner Added fluorocarbon material recommendation 2-3
10 Jan, 2005 J Werner Fuel temperature testing- DAT – design ambient 15
temperature
09 Mar, 2004 R McCoy Cold Weather Operation 7
08 Oct, 2003 Fuel Tank Vent Design 6
07 Sep, 2002 ISC/ISL 03 info added 10
06 Jan, 2002 Added Fuel Tank construction material info 4
05 Nov, 2001 Edited Fuel Filtration Text 1,3
Removed Fuel syst. Table 4,
Added appendix A, Fuel Filter and Filtration 8
Requirements
#6 Electric Priming Pump Statement amended on Fuel 11
Supply Restriction Test
04 Apr, 2001 Requirements for 02 Product Added 1, 3, 4
03 Feb, 2001 Water in Fuel Sensor Test Added 3
02 Dec, 2000 Fuel Supply & Fuel Return Restriction Test Procedures 11-12
Added
01 Aug, 2000 Amend Fuel Filtration information 3
00 Jun, 2000 Remove reference to Cummins Standards; Add 1-4
reference to poor quality fuel and fuel filter
requirements
Add information regarding fuel sys. priming during 7
vehicle assy.

Gorivo

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Gorivo

Uploaded by

Copyright:

Available Formats

Application

Filtration Emission Solutions

Engine Models included: All Automotive (Diesel) Pre-2010

Owner: Javier Lara Approver: per Procedure VPI-GAE-0001 Page 1 of 33

This AEB supersedes AEB 21.33 dated January 26, 2012.

Revision 16 9 July1 2013 Page 1 of 33 © Copyright 2013 Cummins Inc

3.5.2 Filter Specifications ........................................................................................................................... 11

Revision 16 1 August 2013 Page 2 of 33 © Copyright 2013 Cummins Inc.

Appendix C Fuel Return Restriction Test Procedure ........................................................................................ 26

Revision 16 1 August 2013 Page 3 of 33 © Copyright 2013 Cummins Inc.

Fuel Supply Restriction

See 3.2.1: Fuel Supply Restriction.

Fuel System Protection

2. Fuel System Protection Check Valve Requirements:

See 3.2.2: Fuel System Protection

See 3.4: Supply and Return Fuel Lines Material Requirements

See 3.5: Fuel Filtration.

See 3.6: Fuel Tank Design.

Revision 16 1 August 2013 Page 4 of 33 © Copyright 2013 Cummins Inc.

See 3.6: Fuel Tank Design.

See 3.6.2: Fuel Tank Connections

See 3.6.3: Fuel Tank Expansion Space and Venting

See 3.6.4: Fuel Tank Vent Design

See 3.6.4: Fuel Tank Vent Design.

See 3.7.1: Fuel Return Restriction

See 3.8: Fuel Quality.

See 3.11: Fuel Temperature Control.

Revision 16 1 August 2013 Page 5 of 33 © Copyright 2013 Cummins Inc.

Revision 16 1 August 2013 Page 6 of 33 © Copyright 2013 Cummins Inc.

Revision 16 1 August 2013 Page 7 of 33 © Copyright 2013 Cummins Inc.

3 Fuel System: General Discussion

3.2 Fuel Supply System

Revision 16 1 August 2013 Page 8 of 33 © Copyright 2013 Cummins Inc.

3.2.2 Fuel System Protection

Requirement 2: Fuel System Protection Check Valve Requirements:

Revision 16 1 August 2013 Page 9 of 33 © Copyright 2013 Cummins Inc.

3.4 Supply and Return Fuel Lines Material Requirements

All fuel supply and return line materials must:

3.4.1 Impact to the Engine if AEB Requirements are Not Met

Revision 16 1 August 2013 Page 10 of 33 © Copyright 2013 Cummins Inc.

3.5 Fuel Filtration

3.5.1 Filter Location

3.5.2 Filter Specifications

Revision 16 1 August 2013 Page 11 of 33 © Copyright 2013 Cummins Inc.

3.6 Fuel Tank Design

Revision 16 1 August 2013 Page 12 of 33 © Copyright 2013 Cummins Inc.

3.6.2 Fuel Tank Connections

3.6.3 Fuel Tank Expansion Space and Venting

Revision 16 1 August 2013 Page 13 of 33 © Copyright 2013 Cummins Inc.

3.6.4 Fuel Tank Vent Design

Requirement Background: Fuel tank pressurization may result if not followed.

3.7 Fuel Return System

3.7.1 Fuel Return Restriction

Revision 16 1 August 2013 Page 14 of 33 © Copyright 2013 Cummins Inc.

3.8 Fuel Quality

3.8.1 Special Circumstances

3.9 Fuel System Priming as a Service Procedure

Revision 16 1 August 2013 Page 15 of 33 © Copyright 2013 Cummins Inc.

3.10 Fuel System Priming During Vehicle Assembly

3.10.2 Maintain Fuel Cleanliness During Priming

3.11 Fuel Temperature Control

Revision 16 1 August 2013 Page 16 of 33 © Copyright 2013 Cummins Inc.

3.11.1 Fuel Cooler

Revision 16 1 August 2013 Page 17 of 33 © Copyright 2013 Cummins Inc.

Vehicle Make and Model _____________ Engine Model/Rating