Fluids Analysis

Interpretation Guide S•O•SSM

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

Index of Chapters:

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

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

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

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

13 October 2010 ©2005 Caterpillar All Rights Reserved

 S•O•SSM Coolant Analysis Interpretation Guide
Coolant Analysis Overview

Foreword

The Importance of Coolant

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

How critical is it?

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

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

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

For all of the above critical reasons, S•O•S Coolant Analysis is highly recommended to achieve
optimum performance and the full life designed into today’s machines and engines.

2
 Chapter 1

Coolant Analysis Overview

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

Troubleshooting with S•O•S Coolant Analysis ........................................................................4

S•O•S Coolant Analysis Interpretation Method........................................................................5

S•O•S Coolant Analysis: A Two Level Program........................................................................7

Recommended Intervals for S•O•S Coolant Analysis..............................................................7

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

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

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

Reference Material ....................................................................................................................10

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

3
The Purpose of Coolant Analysis In recent years, Caterpillar has changed from
the former Diesel Engine Coolant/Antifreeze
There are three primary goals of the S•O•S (DEAC) to a significantly superior product,
Coolant Analysis program: Caterpillar Extended Life Coolant (ELC).
1. Fluid Condition – Indicates if coolant use The advantages of ELC over DEAC in terms of
can be continued or if it needs to be both protection to the cooling system and in
discarded and replenished with new. cost of operation are great. However, cooling
2. Component Failure – Indicates when systems require periodic testing to assure
an engine or cooling system failure has that they are operating adequately.
occurred. Such failures include a blown
There are two primary reasons for
head gasket, a corroded ground, or a
deterioration of coolant in diesel engines:
blocked coolant line.
• Improper maintenance practices
3. Life Cycle Management – Provides
(topping up with only water, SCA
indications of shortcomings in equipment
added to ELC, over/under
operational practices and maintenance
concentration of SCA’s etc.)
procedures.
• Cooling system problems (localized
overheating, exhaust gas entry,
electrolysis, etc.)
Troubleshooting with S•O•S
Coolant Analysis Regardless of the type of coolant, periodic
analysis of samples should be a consistent
The chemistry of diesel engine coolant is part of any maintenance program.
complex. The chemical changes the coolant
experiences in service are even more complex ELC is superior to DEAC in all respects.
and variable. The objective of the S•O•S Although ELC is initially more expensive, its
Coolant Analysis program, as with S•O•S longer life coupled with the fact that it does
Oil Analysis, is to help assure that Caterpillar not require maintenance to add SCA results
machines achieve their full design life while in a cost per operating hour that is half (or
providing maximum productivity with the less) than that of DEAC.
lowest expense. To some observers, Coolant
Analysis may seem to focus more on the
chemical changes within the coolant, and
therefore coolant condition; whereas Oil
Analysis, while considering oil condition,
appears to focus more on contamination
of the oil. However, the objective is the
same for both programs: to determine if
a problem exists and to determine and
correct the cause.

4
S•O•S Coolant Analysis Interpretation Method
S•O•S Coolant Analysis, like S•O•S Oil Analysis, is a multiple variable analysis. A holistic
approach must be taken to interpretation. Normally, no single test parameter would be a reason
to drain the coolant. The interpretation process involves evaluating a combination of parameters
to make recommendations to the customer. These recommendations may involve maintenance
practices or cooling system problems.

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

Classic combinations of Coolant Analysis

Primary Secondary Probable Problem

Test Parameter Test Parameter Potential Effect Area/Causes
High Glycol High Lead Solder Corrosion Glycol level maint.

High Glycol Precipitate Water Pump Seal Glycol/SCA maint.

leak, Blocked tubes

Oil in Coolant High Copper Cooler cores Poor flushing

after using a cleaner

High Glycolate High Iron Thermostats, Low coolant level,

Cylinder liners reduced air flow,
Insufficient pressure

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

High Aluminum Low inhibitors Water pump, SCA level maint.

Spacer deck

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

High Copper Ammonia odor Radiator/cooler cores Poor flushing

after using a cleaner

5
The chemical differences between ELC and DEAC result in some differences in the manner in
which they perform or react with contaminants. The two charts below outline, in a very general
form, some of these differences.

Factors Affecting Performance of DEAC

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

Factors Affecting Performance of ELC

Coolant System Coolant Additive
Condition & Maintenance Depletion Contaminants
Stray current Depletion of nitrites Hard water salts (Ca & Mg)*
Poor ground Drop in pH Chlorides*
Air leakage in system Increase of Conductivity Sulfates*
Cooling system run hot Dilution with water* Carbon dioxide
Local hot spots in cooling system Depletion of molybdates Oxygen
Faulty or mis-set block heater Depletion of sebacate Cooling system cleaners
Poor coolant concentration control Depletion of tolyltriazole Diesel fuel
Using SCA or SCA Filters Oil
Degradation Products, Corrosion, and Deposits
Glycolates & Acetates Iron Virtually No Deposits
Formates Aluminum
Oxalates Copper
Solvents (ketones) Lead
Nitrates Zinc
Carbonates Tin
* From topping up with water rather than with ELC pre-mix.
6
S•O•S Coolant Analysis:
A Two Level Program
There are two levels of tests within the S•O•S
Coolant Analysis program. The Level 1 analysis
is performed by a trained Caterpillar dealer
technician. The Level 2 analysis is a more
comprehensive chemical evaluation of the
cooling system performed by a qualified
laboratory.
S•O•S Level 1 Coolant Analysis
S•O•S Level 1 Coolant Analysis is a system
maintenance check.
Level 1 Coolant Analysis consists of the
following tests:
• Glycol concentration, freeze and
boil protection by refractometer
• Coolant acidity by pH meter
• Coolant conductivity by conductivity
meter
• Nitrite level by titration
• Test for magnetic solids by strong
magnet
Additionally, each Level 1 sample is evaluated
by the trained technician for the following
sensory analysis:
• Odor
• Color and appearance
• Precipitate
• Oil or fuel contamination
• Foam
S•O•S Level 2 Coolant Analysis
Level 2 analysis is a comprehensive chemical
evaluation of the coolant, as well as a check
of the overall condition of the cooling system.
Level 2 analysis will help determine the amount
of erosion or corrosion damage within the
cooling system and recommendations to
correct possible causes.
Recommended Intervals for S•O•S
Coolant Samples
Type
of coolant Level 1 Level 2
Every
Cat DEAC 250 hours (1) Annually(1)(2)(3)
Cat ELC Not required Annually(3)
(1)
This is the recommended coolant sampling interval
for all heavy duty coolant/antifreeze. This is also
the recommended coolant sampling interval for
commercial coolants that meet EC-1 (Engine
Coolant specification — 1).
(2)
The Level 2 Coolant Analysis should be performed
sooner if identified by a Level 1 Coolant Analysis.
New systems, refilled systems and converted
(3)
systems should be sampled for Level 2 Coolant
Analysis at 500 hours or one year, whichever
interval occurs first.
Source SEBU6250
Coolant Analysis and Oil Analysis
Go Together
Whenever you interpret a coolant sample it
is very important to evaluate it in concert with
oil samples taken at the same maintenance
interval. The effects of engine overheating may
be evident in both oil and coolant samples.
For example, if an engine oil sample has a
significant level of oxidation, obtain a coolant
sample for analysis as soon as possible.
The oil oxidation problem may be related
to a cooling system problem.
The life cycle of transmissions and hydraulic
systems are also directly affected by coolant
temperature.
Engines:
High coolant temperatures cause high oil
temperatures, reducing the oil’s operating
viscosity (and, thereby its hydrodynamic
lubricity) and contributing to oil oxidation,
with resultant engine wear. The result may
be evident as reduced component life or
failure (ring sticking, piston glazing or
varnishing, valve wear, etc.) which masks
the fact that a cooling system problem was
a contributing factor.
7
Transmissions:
An overheated cooling system can also be a
factor in reduced transmission life. For example,
transmission disc slippage may occur as a
result of reduced oil viscosity at elevated
temperatures. Transmission slippage creates
more heat—can cause oil oxidation—and a
vicious cycle is established.
Hydraulics:
Hydraulic pumps and motors become less
efficient at elevated temperatures, and may
suffer reduced life of valves, pump slippers,
barrels, plungers and seals due to oil oxidation
and reduced oil viscosity.
Sometimes, a failure to the engine, transmission
or hydraulics may be repaired with no attention
paid to the serious cooling system problem
which precipitated it. The end result will be
shortened component life and a customer
less than satisfied with the performance of
the machine or engine.
Always review the oil analysis records for
each machine or engine whenever you
interpret a coolant sample. Strive to provide
each customer with the full measure of value
for the money spent on S•O•S analysis.
Coupling your interpretation of both oil
and coolant samples will assure increased
customer value within the S•O•S program.
Obtaining a Representative
Coolant Sample
Coolant Sampling Valves
Many cooling systems have a coolant sampling
valve. It is also possible to install the valve
on machines not so equipped.
8
Do not install oil sampling valves in cooling
systems. The large particulates typically found
in coolant have been found to plug the valve
and cause it to seep. For this reason, the
coolant sampling valve is equipped with
a screen.
In terms of location, the coolant sampling valve
should be located at a point where the coolant
is flowing freely. A location on or near the
water temperature regulator housing is an
excellent location. Another good location is
downstream of the oil cooler where the coolant
reenters the cylinder block. The location varies
by engine model due to accessibility of the
sampling valve. The part numbers of the
coolant valves are listed at the end of this
chapter.
Sampling from Radiator
Safety Notice
Do not remove radiator cap while coolant
is hot. Severe scalding and burns
could result.
Do NOT draw a sample from the overflow tank,
or from any cooling system drain valve, as
samples from these sources will not be
representative of the coolant in the system.
While taking coolant samples from a radiator
please observe safety precautions. The sample
should be taken after the coolant has been
well circulated. However, do NOT remove the
radiator cap if the coolant is HOT. The best
time to take samples is after the engine has
been shut down for an hour or two after a
normal work day. Start the engine to circulate
the coolant again. Then shut the engine off.
CAREFULLY remove the radiator cap and take
the sample using a vacuum pump similar to
that used to sample non-pressurized oil
compartments.
The vacuum pump used to draw coolant Coolant Sampling Valve Dust Cover
samples should NOT be used to obtain oil
samples. Although the fluid does not enter The dust cover for the coolant sampling valve
the barrel of the pump, a residue of glycol is made of red rubber to distinguish it from
from the coolant remains and can contaminate the oil sampling valves.
oil samples. This will cause a “false positive”
glycol alert for the oil sample indicating a
coolant leak into the oil system. Coolant Analysis Sample
Information Card
Similarly, oil residue could possibly contaminate
coolant samples. So, it is important to clearly Below is the information card to be submitted
designate each vacuum pump as to whether with each coolant sample. It is very important
it is for oil or coolant samples. that all the information be included,
especially the hours, miles or kilometers on
Submit Samples Promptly the coolant and the engine. Supplies of the
coolant analysis card may be ordered as form
Coolant samples should be submitted for
No. PEEP5032 (English) or PESP5032
analysis promptly after the sample is taken
(Spanish).
from the cooling system. Some of the inhibitor
chemicals and many contaminants in used
coolants have limited solubility and may
precipitate over time. The most accurate
sample results, and therefore the most
accurate interpretation, will result from
processing of the sample within a week
of its extraction from the cooling system.

S.O.S Services
Se es
SM

Do Not Take Sample

From Overflow Tank:

❑ Extended Life Coolant

❑ Conventional Antifreeze/Coolant
Was coolant changed at this time? ❑ Yes ❑ No ❑
Was coolant additive or extender added at this sample time? ❑ Yes ❑ No (other)

9
Reference Materials LEDQ7330 A Close Look at Cat Extended
Life Coolant (customer
The following list is provided for your discussion piece)
convenience in referencing the various media
and parts available from Caterpillar concerning PEEP5027 ELC Decal (indicated cooling
S•O•S Coolant Analysis, Caterpillar Extended system filled with ELC)
Life Coolant and Cooling Systems.
Knowledge Network
Literature and Training Materials
Coolant Sampling Valves
Media
Number Title Note: Use of either 154-9024 or 154-9025
is recommended. These two valves
PEHP7057 S•O•S Coolant Analysis have pipe threads which are normally
(customer discussion piece) used in cooling systems.

PEHP7036 S•O•S Fluid Analysis Part

(customer discussion piece; Number Description
briefly describes both oil
analysis and coolant analysis) 154-9024 Coolant Valve 3⁄8-18 NPTF
external thread
PEEP5032 Coolant Analysis Sample Card
(English) 154-9025 Coolant Valve 1⁄4-18 NPTF
external thread
PESP5032 Coolant Analysis Sample Card
(Spanish) 154-9023 Coolant Valve 7⁄16-20 STO
Port external thread
SEBD0970 Coolant and your Engine
(customer training booklet) 3J7354 O-Ring for 154-9023

PEVN4287 Extended Life Coolant – 157-0670 Dust Cap-Engine Coolant

Better Performance –
Less Cost (video tape- Vacuum Pump Sampling Gun
Earthmoving Version)
Part
LEVN6411 Extended Life Coolant – Number Description
Better Performance –
1U5718 Vacuum Pump Sampling Gun
Less Cost (video tape-Truck
Engine Version) 1U5719 Seal Kit for 1V5718
Vacuum Pump
SEBD0518 Know Your Cooling System

PEHJ0067 Extended Life Coolant

Specification Sheet

SEBU6250 Caterpillar Machine Fluids

Recommendations

10
 Chapter 2

Level 1 Coolant Analysis and Interpretation

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

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

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

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

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

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

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

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

6. Glycol Level – Refractometer Test................................................................................21

Glycol Level – ELC ....................................................................................................22
Glycol Level – DEAC ..................................................................................................23

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

(contents continued on next page)

11
 8. Nitrite Level ....................................................................................................................25
Nitrite Limits (Both ELC and DEAC) ........................................................................25
General Troubleshooting Guidelines Concerning Nitrite Level..............................25
Nitrite Test Result Recommendations – ELC ..........................................................25
Nitrite Test Result Recommendations – DEAC ........................................................26

9. pH – A Measure of Acidity or Alkalinity ......................................................................27

Coolant pH Limits ......................................................................................................28
pH Test Result Recommendations – ELC ................................................................28
pH Test Result Recommendations – DEAC..............................................................29

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

Extended Life Coolant (ELC) – Caterpillar Extended Life Coolant

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

12
Level 1 Tests
Caterpillar urges that all dealers acquire the
equipment and have trained personnel to
perform Level 1 Coolant Analysis and to
advise customers concerning cooling system
matters. There are five relatively inexpensive
testing devices required for Caterpillar dealers
to perform Level 1 Coolant Analysis.
These are:
• Refractometer for Glycol Concentration,
Freeze and Boil Protection
• pH meter
• Conductivity Meter
• Apparatus for Nitrite Titration
• Strong Magnet
Additionally, the technician must be trained and
experienced in the following sensory analysis:
• Odor
• Color and Appearance
• Precipitate
• Oil or Fuel Contamination
• Foam
Note: All of the Level 1 tests are included
as part of the Level 2 tests.
Summary of Acceptable Limits for
Level 1 Tests
The following chart summarizes the acceptable
limits or observed criteria for each Level 1
test. Each is discussed in more detail later
in this bulletin.

Test Minimum Maximum Recommended Ideal

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

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

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

pH (ELC)* 7.0 10.0 7.5-9.5 8.5

pH (DEAC)* 8.5 11.0 8.5-10.5 9.5

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

Precipitate If precipitate is present, observe quantity, color, and general appearance

(flocculent, fine, large particles, etc.). Note whether precipitate is magnetic,
partially magnetic or not magnetic. Other than quantity, describe the
precipitate in the observations section of the customer report.

Oil or Fuel Contamination Note the quantity. Any amount of oil indicates a problem to be corrected.

Foam Note amount and persistence of foam after shaking.

Odor Note on the customer report any unusual odor to fluid (e.g. ammonia,
burnt or solvent)

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

13
Level 1 – Test Sequence A change in color is significant because it
generally indicates a chemical change within
The sensory tests are generally performed the coolant, or mixing of coolants or inhibitors
before the instrument tests. In each instance, (SCA or Extender). If you are uncertain of the
the sensory test results should be noted for original color of the coolant, you should note
inclusion on the customer report. the observed color of the sample on the
customer’s report form and inquire about
The suggested test sequence is as follows: the original color. Obtain a sample of new
1. Color and Appearance coolant, if possible, for comparison with
2. Precipitate used coolant samples.
3. Oil or Fuel Contamination If a DEAC sample appears clear or yellow it is
4. Foam becoming acidic. The chemical phenolphthalein
5. Odor in DEAC begins to turn clear when the coolant
6. Glycol Level pH drops below about 9.0, depending upon
the concentration of the coolant-to-water
7. Conductivity
mixture. The yellow color, if present, is iron
8. Nitrite Level rust. ELC contains no phenolphthalein and
9. Coolant pH does not turn clear or yellow in this manner.

Appearance refers to two conditions:

1. Color and Appearance – the degree of clarity
– whether there is a separation or
Color should be noted. It is of significance stratification within the sample
to observe if the color varies from that of the
coolant when new (if the new color can be Color determination is a subjective matter.
determined). ELC is described as “orange-red”.
Most borate-based coolants, such as
Caterpillar DEAC, are described as “magenta”.
Many phosphate based coolants are shades
of green, and phosphate-molybdate coolants
are often blue or green.

14
Note: New coolant is described as
having the following colors:
ELC (Except European product) – Orange/Red
ELC (European product) – Orange (Fl)
DEAC – Magenta
The degree of clarity should be noted as:
– clear
– slightly cloudy
– cloudy
– opaque
Cloudiness of the sample is caused by either
a partially dispersed, insoluble contaminant
or by exceeding the solubility of a component
in the sample. Hard water salts can react with
components of the inhibitor package such as
silicates or phosphates to cause cloudiness.
Hard water minerals can also react with
oxidation products of the glycol to form a
dispersed precipitate and cause the coolant
to appear cloudy. Highly dispersed oil or fuel
contamination can also cause the sample to
appear cloudy.
2. Precipitate
Precipitate is undissolved solid material in
the sample. It usually results from corrosion
of metal components of the cooling system
or precipitation of additives from the engine
coolant. Iron corrosion will usually show as
a brown non-magnetic precipitate (rust) or
a black magnetic precipitate (scale).
Lead corrosion will usually show as a dense,
white or gray, non-magnetic precipitate.
Aluminum corrosion will show as a white
flocculent precipitate—similar to silica fallout.
With ELC the mono and dibasic acid soaps
can precipitate (as a hard water soap scum)
in the presence of hard water salts.
(This precipitate is normally kept dispersed by
the excess potassium soaps in the coolant.)
With DEAC, silicate in the coolant will
precipitate as a flocculent white precipitate
when the pH drops or when hard water salts
enter the system. Phosphates in some
coolants and SCAs will precipitate in the
presence of hard water salts.

A separation line noted within a sample after

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

Oil, fuel, and solvents will form separate layers

on top of the aqueous coolant solution.

15
The following terms may be used to and compare it with the first. If the sample
describe precipitate. is not representative of the coolant in the
system, ignore the results (and get a new
PRECIPITATE sample). If it is representative of the system
proceed to step 4.
Amount Appearance 4a. ELC
If significant gray or white flocculent
None Flocculent precipitate is present, and all other
Trace Dense parameters are within range, continue to
Light Granules use the coolant but check for the addition
of hard water to the system. (ELC should
Moderate Chunks
not be made up with water under normal
Excessive Flakes circumstances—it is prediluted.)
Other
4b. DEAC
If significant gray or white flocculent is
Color Magnetism present, and all other parameters are
within range, continue to use the coolant
Black None but obtain a sample of the source water for
Brown Somewhat a source water analysis and recommend
White Mixture
a Level 2 analysis in 250 hours or
15,000 miles (25 000 km). (To determine
Gray Magnetic
if the precipitate is from the use of hard
Tan water or lead salts from corrosive attack
Black-Brown of solder.)
Black-White 5a. ELC
Brown-White If a heavy brown or black, magnetic or
Other partially magnetic precipitate is present and
– all other parameters are not well within
Precipitate – Test Result Recommendations range; drain and flush the cooling
system and replenish with ELC.
1. If minimal white or gray nonmagnetic – if the other parameters are well within
precipitate or no precipitate is present, the acceptable ranges, check to see
and the other results are okay—continue if a previous charge of coolant had a
to the Oil Contamination evaluation. serious problem. If the precipitate was
2. If minimal brown or black precipitate is left in the system from a previous
present, evaluate the other analysis more problem, flush and clean the system
critically than normal. (Particularly the with an appropriate cleaner when it is
inhibitor levels) convenient to do so. (Keep in mind
3. If a moderate to heavy precipitate is present, these particles are probably abrasive
determine if the precipitate is representative and will increase wear.) Make sure the
of the sample or if it results from the system is thoroughly flushed (at least
sampling technique. One should be 3 times) after using a cleaner as these
suspicious of a bad sample if the sample products are typically aggressive and
contains a heavy precipitate and the other remove most passivating barriers as
tests look good. The best ways to assess well as deposits and corrosion.
the sample is to talk with the person who
took the sample or request a second sample

16
5b. DEAC
If a heavy brown or black, magnetic or
partially magnetic precipitate is present
and:
– all other parameters are not well within
range; drain and flush the coolant
system and replenish with 50/50
DEAC/distilled water.
– if the other parameters are well within
the acceptable ranges, check to see
if a previous charge of coolant had a
serious problem. If the precipitate was
left in the system from a previous
problem, flush and clean the system
with an appropriate cleaner when it
is convenient to do so. (Keep in mind
these particles are probably abrasive
and will increase wear.) Make sure the
system is thoroughly flushed (at least
3 times) after using a cleaner as these
products are typically aggressive and
remove most passivating barriers as
well as deposits and corrosion.
6. If a very fine, floating, black, nonmagnetic
precipitate or a relatively low density, black,
nonmagnetic, chunky type precipitate is
present, check to make sure fuel or oil is
not present. Then check the condition of
the hoses (particles are probably from
rubber degradation). If the hoses have
deteriorated, further evaluation of rubber
o-ring seals (e.g. cylinder liner o-rings)
or oil cooler end sheets may be necessary.
Also, check oil samples from water cooled
compartments for indicators of glycol
contamination.
Running the coolant abnormally hot will cause
any polymers (rubber) in the cooling system
to degrade at an accelerated rate (and it
will also increase the oxidation rate of
the engine oil).
3. Oil or Fuel Contamination
Recommendations –
Both ELC and DEAC
Oil and fuel contaminants will float on top of
the coolant sample. The presence of oil in
the sample is an indication of a leak between
the cooling system and one of the oil systems
(engine, hydraulic, etc.). Fuel contamination
generally occurs on engines with unit fuel
injectors and can result from a failure of
injector sleeves or fuel pre-heater.
If there is significant oil in the sample, there
is an urgent problem. Immediately check on
the oil analysis results for all water cooled oil
systems to determine if they show any signs
of contamination with coolant. If there are no
signs of coolant entry into the oil, either check
with the person who took the sample or
recheck the cooling system to make sure the
oil did not come from the sampling process
(oil in the sampling gun or an oily sample
bottle). Next, check the engine for corrosion of
the oil coolers or leakage of a seal or gasket
between the cooling system and an oil
containing system. Recommend that the
current sample be submitted for Level 2
analysis (with “written documentation” to
explain the situation).
Particularly if coolant was found in the oil, the
cause of the problem must be found and
corrected before further damage is done.
This problem must be corrected before the
engine is put back into use. When the problem
has been corrected, drain and flush the cooling
system and replenish with ELC. Follow the
cleaning procedure for oil entry in Know Your
Cooling System.
17
4. Foam
Foam can be caused by some foreign
contaminants (surfactants) or by loss of
the anti-foamant while the coolant is in use.
Exhaust gases entering the cooling system
can cause severe foaming as well as a
significant drop in pH with resultant pitting
and corrosion.
If foaming is found, be certain to determine
if the cooling system had been flushed
recently. Any Fast Acting Radiator Cleaner
left in the system can cause foaming.
An ammonia odor is an indicator of residual
cleaner. If there is reason to suspect that
cleaner remains in the system, request a
Level 2 Analysis on the sample.
Both ELC and DEAC contain anti-foamants.
Anti-foamants work by introducing a
discontinuity in the surface of the bubbles
causing them to break.
Excessive foam can cause entrainment of air
and decrease the coolant’s heat transfer ability.
Air has much poorer heat transfer properties
than coolant. Entrained air can cause severe
water pump cavitation damage.
Entrained air or foam also accelerates
oxidation of metal components of the system
and of the glycol itself. The Coolant Analysis
report form should identify foam as “normal”
or “excessive”.
18
Foam – ELC
ELC uses a modified silicone defoamant
which can plate out of the coolant under
certain conditions. If the sample foams more
than normal or the foam is more stable than
normal (takes longer to break), note this on
the report and request that the customer
check for the possibility of external
contaminants such as residual cleaner
or an additive to the cooling system.
Foam – DEAC
DEAC typically uses a block copolymer type
defoamant (e.g. Pluronic L61) which can plate
out of the coolant under certain conditions.
If the sample foams more than normal or the
foam is more stable than normal (takes longer
to break), note this on the report and request
that the customer check for the possibility of
external contaminants such as residual cleaner
or an addition to the cooling system.
5. Odor
Odor can be one of the most effective tools
for indicating a problem with the coolant.
The first time the coolant is smelled, the
process should be done cautiously by drawing
the air over the sample to your nose with your
hand. If the sample has no strong odor, then
the cap should be replaced, and the sample
shaken. Remove the cap, with nose as close
as possible, to smell the sample. A faint
abnormal odor using this very sensitive
technique can indicate a problem.

CAUTION
When the coolant is smelled the process
should be done cautiously – by drawing
the air over the sample to your nose with
your hand rather than placing the sample
against your nose.
Although the detection of various odors is
somewhat subjective and requires a certain
amount of experience, the following terms
may be of value.
ODOR
Ammonia
Burnt Odor
Diesel Fuel
Solvent
Ketone
Fungal
Sulfide
Other
1. Be particularly alert for an ammonia odor.
Ammonia can enter the cooling system as
a contaminant after repairing or cleaning the
system. Many Fast Acting Radiator Cleaners
contain ammonium salts. Some solder flux
used in radiator repairs contains ammonium
chloride. Ammonia can be produced within
the system from cathodic reduction of nitrite
and/or nitrate, poor coolant flow through
the turbocharger or hot shutdowns of
turbocharged systems.
opened. Refer to Know Your Cooling System
for more information on proper flushing
procedures. Proper flushing is especially
important if Fast Acting Cleaners were
used in the system. Cleaners are aggressive
and will remove protective chemical layers
along with scale, etc. Other indications of
residual cleaner are foaming and lowered
pH. If the pH is below 8.0, the ammonia
odor may not be detected.
It is equally important that the source of
the ammonia be discovered and corrected.
This may require some information from the
customer on recent repairs, maintenance
performed and operational practices.
The cooling system should be thoroughly
circulated for a few hours with a new charge
of coolant. A sample should be taken for
Level 2 analysis to set a baseline and ensure
ammonia has been removed from the
system. Resample for Level 2 in 250 hours
or 15,000 miles (25 000 km) to verify the
root cause of the problem has been
corrected.
Determine whether recycled coolant was
used. If so, check the new recycled coolant
for ammonia odor.

However ammonia enters the cooling

system, the consequence is the destruction
of copper and copper alloy (brass, etc.)
components. It is critical that systems with
ammonia present be drained, thoroughly
flushed, and recharged. To thoroughly flush
a cooling system, fill the cooling system at
least 3 times with water. This is necessary
because no more then 70% of the coolant
can be drained from the system even if all
drains in the radiator and engine block are
19
ELC
2a. If there is a burnt odor, the coolant is
probably being overheated while the
engine is running. Natural gas and
landfill gas engines are particularly
prone to running hot. Investigate and
correct the problem.
a. If the pH is lower than 7.0, drain and
flush the cooling system and replenish
with ELC.
b. If the pH is greater than 7.0 continue
to use the coolant. But in either case,
check for a source of overheating in
the cooling system and recommend a
Level 2 analysis at the next regular
sample interval.
c. If the pH is greater than 8.5, check to
see if there was a burnt previous charge
which may have caused the odor.
Determine the age of the coolant
and rate of coolant, Extender or SCA
additions. Adding coolant, SCA or
Extender will keep pH at a higher level.
DEAC
2b. If there is a burnt odor, the coolant is
probably being overheated while the
engine is running. Natural gas and
landfill gas engines are particularly
prone to running hot. Investigate and
correct the problem.
a. If the pH is lower than 8.0, drain and
flush the cooling system and replenish
with 50/50 DEAC concentrate/water
mixture.
b. If the pH is greater than 8.0, but less
than 8.5 continue to use the coolant.
But in either case, check for a source
of overheating in the cooling system
and recommend a Level 2 analysis at
the next regular sample interval.
c. If the pH is greater than 8.5, check to
see if there was a burnt previous charge
which may have caused the odor.
Determine the age of the coolant and
20
the rate of coolant or SCA additions.
Adding coolant or SCA will keep pH at a
higher level.
3. If there is a solvent odor similar to acetone
(fingernail polish remover), the coolant is
being overheated locally in an area of low or
no circulation. The most probable sources of
this problem are either a 1) thermostatically
controlled block heater that is set too high or
is malfunctioning on an idle engine (e.g.
standby generator), or 2) lack of coolant
flow such as a restricted turbocharger
coolant line.
Burnt coolant could also be caused by hot
shutdowns, particularly on engines with
water cooled turbochargers. If a burnt
sample is from an engine with a customized
cooling system, such as an electric set or
marine installation, be alert for the possibility
of hot spots such as water cooled
turbochargers with poor circulation.
If the solvent odor is strong, other
parameters are usually significantly out
of control (e.g. low nitrite, low pH, black
magnetic precipitate, etc.). In any case
the solvent will attack polymerics (seals,
etc.) in the cooling system. The cooling
system should be drained, well flushed,
and recharged with new coolant.
Recommend a Level 2 analysis in
250 hours or 15,000 miles (25 000 km).
4. If there is a solvent odor similar to diesel
fuel, or Safety Kleen’s Stoddard Solvent,
diesel fuel may have entered the cooling
system. The volatile components in diesel
fuel quickly flash off in an operating cooling
system and the resultant product smells
more like solvent or paint thinner than
diesel fuel.
Check with the person who sampled the
system to determine that the solvent is from
the cooling system and not a sampling bottle
or sampling pump contaminant. If the solvent
is in the system, drain and flush the system
immediately. Recharge the system with new
coolant. Check hoses, seals and gaskets
for deterioration.
6. Glycol Level – Refractometer Test
Ethylene or propylene glycol is the
active ingredient of most engine coolants.
Glycol solutions provide three major benefits;
increase the boiling point of the coolant,
suppress the freezing point and reduce
the ability of the coolant to cause corrosion.
ELC is provided with a glycol concentration
of 50%. If greater freeze protection is needed,
ELC concentrate is available. New Caterpillar
machines are filled with a 50/50 ELC
glycol/water mixture unless a cold weather
option is requested in which a 60/40 mixture
is used.
DEAC is normally mixed 50/50 (ethylene glycol
with acceptable water) for most climates.
The following chart indicates the freeze
protection provided by various glycol levels
for both ELC and Caterpillar DEAC.
Protection Temperatures for Ethylene
Glycol Concentrates
Glycol Based Coolant Concentration
Freeze Protection to: (Glycol/Water)
–15° C (5° F) 30% / 70%
–24° C (–12° F) 40% / 60%
–37° C (–34° F) 50% / 50%
–52° C (–62° F) 60% / 40%
Hand-held coolant and battery refractometers
provide a quick and relatively accurate reading
of the coolant freeze point. There are separate
scales for ethylene and propylene glycol
coolants. The same device can also evaluate
battery acid to determine the degree of charge
within the battery.
In using the refractometer, it is important that
the coolant and refractometer be at the same
temperature. Incorrect readings will occur if a
refractometer at ambient temperature is used
to test hot coolant. For this reason, use the
sampling stick provided with the refractometer
and allow the coolant sample a few moments
to reach the temperature of the refractometer
before reading the result.
Only a few drops are needed for the test.
The 5P0957 Tester provides the freeze
point temperature in degrees Fahrenheit.
The 5P3514 Tester displays the reading
in degrees Celsius.
Refer to Fluid Analysis Laboratory Guide
Bulletin “Refractometer,” SEBF3204, for
detailed instructions on its use.
It is recommended that all users of Caterpillar
equipment be urged to periodically check the
freeze protection of their coolant, particularly
as the winter season approaches in
temperate climates.
Note
The standard Leica Fahrenheit refractometer
(Leica DC 70 Coolant & Battery Tester °F
#7584L) is marked in 5° F increments from
+25 to –60° F. The next divisions represent
–70° F, –80° F, –90° F, and –96° F. Between
zero and 50% the freeze point should be
read from the refractometer and converted
to % glycol. Between 59° F and 70° F the %
glycol is more readily determined directly
and then converted to the freeze point.
Above 70° F a 50% dilution should be made
before testing. The determined % must then
be doubled and converted to the freeze point.
The Leica Celsius refractometer should be
used in a similar manner.
21
Glycol Level – ELC
ELC concentrate is typically treated as
100% glycol.
Caterpillar Extended Life Coolant contains
50% ethylene glycol. Significant variation in
the glycol concentration of ELC indicates
coolant concentrate or water has been added.
A calculator and more information are
available on the S•O•S knowledge network.
1. If the glycol concentration is between 45%
and 55%, this result is satisfactory (unless
a different concentration is required for
greater freeze protection)—Continue to
the conductivity test.
2. If the glycol level is between 40% and 45%
or between 55% and 60%, the product will
still function properly, but has not been
properly maintained. Determine and
correct the cause.
3. If the glycol level is between 60% and
65%, note this and determine whether
this concentration is necessary for freeze
protection or boil protection (high altitude
operation).
4. The chart below provides a rough guide
of how much coolant to drain and replenish
with ELC concentrate (100%), if the glycol
concentration is less than 40%.
Glycol % <12% 13-20% 21-29% 30-40%
Drain 1
⁄2 2
⁄5 (40%) 1
⁄3
A more precise indication of the percent
of coolant to drain may be calculated by
using the following formula:
Percent to be Drained = [100  (50 –
glycol % of sample)  (100 – glycol %)]
The quantity to be drained and replenished
may be calculated by multiplying the (% to
be Drained) times the System Capacity:
Drain Quantity = (% to be Drained)
(System Capacity)
22
This formula has the secondary
advantage that the percent glycol in the
coolant mixture can be managed to any
desired percentage. For example for a
desired concentration of 60%:
Percent to be Drained = [100  (60 –
glycol % of sample)  (100 – glycol %)]
After draining the system of the specified
percentage or amount of engine coolant, the
system should be recharged to full volume
with ELC concentrate. The concentration
should be verified with a refractometer after
the system has run for an hour or more.
1. The chart below provides a rough guide of
how much coolant to drain and replenish with
distilled water, if the glycol concentration is
greater than 65%.
Glycol % 66- 71- 81-
70% 80% 90% >90%
Drain 1
⁄4 1
⁄3 2
⁄5 1
⁄2
(40%)
A more precise indication of the percent of
coolant to drain may be calculated by using
the following formula:
Percent to be drained = [100  (glycol % of
sample – 50)/(% glycol of sample)]
The quantity to be drained and replenished
may be calculated by multiplying the “percent
to be drained” times the system Capacity:
1
⁄4
Drain Quantity = (% to be Drained)(System
Capacity)
This formula has the secondary advantage
that the percent glycol in the coolant mixture
can be managed to any desired percentage.
For example for a desired concentration of 60%:
Percent to be Drained = [100  (glycol % of
sample – 60)/% glycol of sample]
After draining the system of the specified
percentage or amount of engine coolant, the
system should be recharged to full volume with
distilled or deionized water. The concentration
should be verified with a refractometer after
the system has run for an hour or more.
Glycol Level – DEAC
Most standard, fully formulated antifreeze
concentrates, including Caterpillar DEAC,
contain between 94% and 97% glycol.
The antifreeze concentrate is typically treated
as 100% glycol. Caterpillar DEAC contains
inhibitors in the concentrate and it is assumed,
for the purpose of this interpretation, that any
concentrate added contains the necessary
inhibitors. If this is not the case an SCA
must be added with a recharge and major
concentrate additions.
1. If the glycol concentration is between 40%
and 60%, this result is satisfactory (verify
trend based on customers operation)—
Continue to the conductivity test.
2. If the glycol concentration is between 60%
and 65%, note this and determine whether
this concentration is necessary based on
customers application and operation.
Dilute with distilled water, if necessary.
3. The chart below provides a rough guide of
how much coolant to drain and replenish
with DEAC concentrate, if the glycol
concentration is less than 40%.
Glycol % <12% 13-20% 21-29% 30-40%
Drain 1
⁄2 2
⁄5 (40%) 1
⁄3 1
⁄4
A more precise indication of the percent
of coolant to drain may be calculated by
using the following formula:
Percent to be Drained = [100  (50 –
glycol % of sample)  (100 – glycol %)]
Or, the quantity to be drained and
replenished may be calculated by
multiplying the Percent to be Drained
times the System Capacity:
Drain Volume = (Percent to be Drained)
(System Capacity)
This formula has the secondary advantage
that the percent glycol in the coolant
mixture can be managed to any desired
percentage. For example for a desired
concentration of 60%:
Percent to be Drained = [100  (60 –
glycol % of sample)  (100 – glycol %)]
After draining the system of the specified
percentage or amount of engine coolant,
the system should be recharged to full
volume with a fully formulated antifreeze
concentrate. The concentration should be
verified with a refractometer after the
system has run for an hour or more.
4. The chart below provides a rough guide of
how much coolant to drain and replenish with
distilled water, if the glycol concentration is
greater than 65%.
Glycol % 66- 71- 81-
70% 80% 90% >90%
Drain 1
⁄4 1
⁄3 2
⁄5 1
⁄2
(40%)
A more precise indication of the percent of
coolant to drain may be calculated by using
the following formula:
Percent to be drained = [100  (glycol % of
sample – 50)/(% glycol of sample)]
The quantity to be drained and replenished
may be calculated by multiplying the “percent
to be drained” times the system Capacity:
Drain Quantity = (% to be Drained)(System
Capacity)
This formula has the secondary advantage
that the percent glycol in the coolant mixture
can be managed to any desired percentage.
For example for a desired concentration of 60%:
Percent to be Drained = [100  (glycol % of
sample – 60)/% glycol of sample]
After draining the system of the specified
percentage or amount of engine coolant, the
system should be recharged to full volume with
distilled or deionized water. The concentration
should be verified with a refractometer after
the system has run for an hour or more.
23
7. Conductivity
Conductivity is a measure of how well
the coolant conducts an electrical current.
Dissolved salts will raise the conductivity by
increasing the ionic strength. Increased glycol
concentrations will decrease the conductivity
by decreasing the coolants tendency to ionize.
For the purpose of this interpretation,
correct the conductivity of the sample
for the glycol concentration. This leaves
the dissolved salts as the main contributor
to the conductivity.
If glycol concentration is 0-40%, the
readings may be read directly, with
no need for correction
If glycol concentration is 40-49%, multiply
reading by 1.1.
If glycol concentration is 50-59%, multiply
reading by 1.3.
If glycol concentration is 60-69%, multiply
reading by 1.6.
If glycol concentration is >69%, do not
interpret conductivity.
Conductivity Test Result Limits
(Both ELC and DEAC)
Min. Max. Rec.
Corrected
Conductivity 0.0 7,500* <6,000*
* Conductivity is lower with increasing glycol
concentration. ALWAYS report the value
displayed on the meter, however, determine
corrected conductivity as shown above.
24
Conductivity – Test Result
Recommendations – ELC
1. If the corrected conductivity is less than
7,500 μS/cm, this result is satisfactory.
Continue to Nitrite Test.
2. If the corrected conductivity is greater than
9,000 μS/cm, recommend that the cooling
system be drained, flushed, and replenished
with ELC. Recommend the customer
evaluate potential sources of contamination.
3. If the corrected conductivity is greater than
7,400 μS/cm and a significant brown or
black precipitate is present, drain and
flush the cooling system and replenish
with ELC.
4. If minimal or no precipitate is present,
the corrected conductivity is greater than
7,500 μS/cm and less than 9,000 μS/cm,
the pH is greater than 7.0, and all other
Level 1 parameters are within their specified
range, drain 50% of the coolant and make
up with ELC. Recommend a Level 2 analysis
at the next regular sampling. (An ionic
contaminant is entering the system.)
Conductivity – Test Result
Recommendations – DEAC
1. If the corrected conductivity is less than
7,500 μS/cm, this result is satisfactory.
Continue to the Nitrite Test.
2. If the corrected conductivity is greater than
10,000 μS/cm, recommend that the cooling
system be drained, flushed, and replenished
with a 50/50 DEAC/distilled water mixture.
Recommend the customer re-evaluate his
current SCA and/or coolant concentrate
and send in samples of each for analysis.
3. If the corrected conductivity is greater than
7,500 μS/cm and a significant brown or
black precipitate is present, drain and flush
the cooling system and replenish with a
50/50 DEAC/distilled water mixture.
4. If minimal or no precipitate is present,
the corrected conductivity is greater than
7,500 μS/cm and less than 10,000 μS/cm,
the pH is greater than 8.0, and all other
Level 1 parameters are within their specified
range, drain 50% of the coolant and make
up with a 50/50 DEAC/distilled water
mixture. Recommend a Level 2 analysis
at the next regular sampling.
8. Nitrite Level
Sodium Nitrite is an additive in the coolant
which provides protection against cavitation
corrosion. It also provides general corrosion
protection to iron components in the cooling
system.
Nitrite Limits (Both ELC and DEAC)
Nitrite
Concentration Min. Max. Rec. Ideal
ELC 250 4,000 250- 550
ppm ppm 2,000 ppm
ppm
DEAC 1,000
000 6,000
1,0 6 1,000- 1,200
ppm ppm 2,600 ppm
ppm
Be aware nitrite levels vary with other brands
of coolant. If the sample is not Caterpillar ELC
or DEAC it is important to know the specified
Nitrite level for the brand of coolant being
analyzed. In particular, a blue coolant with
<900 ppm nitrite may be in specification for
a coolant with molybdates. These coolants
should be checked using test strips provided
by that coolant manufacturer.
General Troubleshooting Guidelines
Concerning Nitrite Level
• If there is an electrical problem, nitrites
will be converted to nitrates with no
significant oxidation of glycol to
glycolates and no significant
odor change.
• With normal aging, nitrites are
slowly converted to nitrates with a
corresponding increase of glycolates
and no significant odor change.
• With severe aeration and overheating,
nitrites are quickly converted to nitrates
with a significant increase in glycolates,
a large drop in pH, and no significant
odor change.
• With localized overheating, and under
no-flow conditions, nitrites are reduced
by the aldehydes and ketones (formed
from glycol thermo-degradation) and
are depleted without the formation of
nitrates (ketone odor is present).
• With localized or severe overheating,
and under reduced aeration conditions,
the nitrite is depleted without the
formation of nitrates and a burnt
and solvent type odor is present.
• A nitrite level above 2,000 ppm in ELC
usually indicates the addition of SCA
to ELC.
Nitrite Test Result
Recommendations – ELC
Sodium Nitrite is present at 550 ppm in new
ELC. A normal treatment level of Caterpillar
ELC Extender (2% of cooling system capacity)
provides 800 ppm of nitrite.
1. If the nitrite concentration is between
250 ppm and 2,500 ppm, the result is
acceptable—Continue to the Coolant
pH Test.
25
2. If the nitrite concentration is less than
250 ppm, recommend an immediate
Level 2 analysis, and recommend a
maintenance dose of Extender.
Also check for the following conditions:
a. If the pH is less than 7.5, check for air
leaks into the system.
b. If the pH is above 7.5, check the system
for stray current or loose ground.
c. If the pH is less than 5.5, check for
exhaust gas entry into the cooling system.
d. If there is a burnt odor, with or without an
associated solvent odor, look for either
localized overheating with low flow
(perhaps a turbocharger problem) or fairly
severe general overheating (some landfill
gas generator applications).
e. If there is a solvent odor, alone (similar
to acetone or fingernail polish remover)
check for an oversized block heater
on an idle piece of equipment or a
malfunctioning thermostatically controlled
heater on a standby generator.
3. If the nitrite level is over 2,500 ppm but less
than 4,000 ppm note the relatively high
nitrite level on the report. Check for possible
Extender overdosing or addition of SCA.
4. If the nitrite level is greater than 4,000 ppm,
drain and flush the system. Replenish with
ELC and check procedure for adding
Extender to determine reasons for
overdosing.
5. If the glycol concentration is adjusted
according to the Glycol Level portion
of this guide, the nitrite level will be
impacted. The following equation can
be used to determine how much nitrite is
being removed from the cooling system:
New Nitrite concentration = ppm nitrite –
[(% drained/100)  ppm nitrite]
For more information or help with the
calculation, go to the S•O•S Knowledge
Network.
26
Nitrite Test Results
Recommendations – DEAC
200 pp
Sodium Nitrite is present at 1,200 ppm in new
DEAC. A normal treatment level (3% of cooling
system capacity) of Caterpillar SCA provides
1,200 ppm of nitrite.
concentratio is between
1. If the nitrite concentration
000 ppm and 3,000 pp
1,000 ppm, this result is
satisfactory. Continue to the Coolant pH Test.
2. If the nitrite concentration is less than
1,000 ppm, make a normal SCA addition.
Recommend a Level 2 analysis within
500 hours. Also check for the following
conditions:
a. If the nitrite is depleted to near zero and
the pH is less than 8.5, check for air leaks
into the system and/or overheating.
b. If the nitrite is depleted to near zero and
the pH is above 8.5, check the system
for stray current or a loose ground.
c. If the pH is less than 6.0, check for
exhaust gas entry into the cooling system.
d. If there is a burnt odor, with or without
an associated solvent odor, look for
either localized overheating with low
flow (perhaps a turbocharger problem)
or fairly severe general overheating
(some landfill gas generator applications).
e. If there is a solvent odor, alone (similar
to acetone or fingernail polish remover)
check for an oversized block heater
on an idle piece of equipment or a
malfunctioning thermostatically controlled
heater on a standby generator.
3. If the nitrite level is over 3,000 ppm but less
than 6,000 ppm note the relatively high
nitrite level on the report. Check for possible
SCA overdosing.
4. If the nitrite concentration is greater than
6,000 ppm, drain and flush the system.
Replenish with DEAC and check procedure
for adding SCA to determine reasons for
overdosing.
5. If the glycol concentration is adjusted
according to the Glycol Level portion of
this guide, the nitrite level will be impacted.
The following equation can be used to
determine how much nitrite is being
removed from the cooling system:
New Nitrite concentration = ppm nitrite –
[(% drained/100)  ppm nitrite]
For more information or help with the
calculation, go to the S•O•S Knowledge
Network.
9. pH – A Measure of Acidity
or Alkalinity
“pH” is a term used to describe the hydrogen
ion activity of a solution and thus is a measure
of the acidity or alkalinity of the solution. pH
is the negative log (base 10) of the hydrogen
ion activity of a solution. Water with a pH of
7.0 is “neutral”. Because pH is a logarithmic
scale a change of 1 pH unit is actually a ten-
fold change in acidity or alkalinity. For example,
a pH of 6 is ten times more acidic than a pH
of 7. A pH of 5 is a thousand times more
acidic than a pH of 8.
New coolant is alkaline. The pH of new ELC
is approximately 8.5. DEAC concentrate has a
pH of about 11.3. Caterpillar DEAC has a pH,
when mixed, of about 10.0 depending upon
the pH of the water used. The acceptable pH
range for water to be used with DEAC is 5.5
to 9.0, assuming all other parameters of the
water are acceptable. Refer to Coolant
Analysis Chapter 4 “Source Water Quality
and Testing.”
pH is an instantaneous snapshot of a coolant’s
acidity or alkalinity. It provides no real indication
of the coolant’s ability to maintain its pH, but
it does help indicate the coolant’s present
ability to protect metals and neutralize acids.
This along with the acid production rate and
the rate of alkaline addition (SCA or Extender)
will help predict when the coolant will become
too acidic to protect the cooling system from
corrosion.
Several factors may impact pH. High levels
of heat and vibration in modern diesel engines
create a chain of events which accelerates
glycol deterioration. This leads to the formation
of organic acids which lowers the coolant’s pH.
Air entry and entrainment will also accelerate
glycol oxidation leading to a lower pH. Exhaust
gas contains acid and if it enters the cooling
system, will lower the pH of the coolant.
27
The Level 1 test for pH uses a potassium
chloride saturated calomel electrode that
introduces chlorine ions into the sample.
This test should be run on a portion of the
sample to be discarded and not used for
the other tests. Or, if the quantity of sample
is small, run the pH as the final test on
the sample.
If a Level 2 analysis is to be performed it
must be done on a portion of the sample
not contaminated by this test. A Level 2 test
run on a sample contaminated by the pH
test electrode will result in erroneously high
chloride and conductivity readings.
Coolant pH Limits
Acceptable Range: 7.0 to 10.5 for ELC, or
8.5 to 11.0 for DEAC, and within 20% of the
original pH. Both of these conditions must
be met. The ideal operating level pH is about
8.5 for ELC and about 9.5 to 10.0 for
Caterpillar DEAC.
When the pH level exceeds 11.0 the coolant
will attack aluminum. If the pH drops below
7.0 for ELC or 8.5 for DEAC, the coolant will
attack ferrous metals and solder.
28
pH Test Result Recommendations – ELC
Min. Max. Rec. Ideal
pH 7.0 10.5 7.5-9.5 8.5
1. If the pH is between 7.0 and 10.5, this
result is satisfactory.
2. If the pH is over 10.5 drain and thoroughly
flush the coolant system. Check with the
customer for possible sources of alkaline
contaminants entering the cooling system.
Such contaminants may include SCA, SCA
cartridges or cooling system cleaners.
After thoroughly flushing and correcting
the source of contamination replenish
with ELC.
3. If the pH is less than 5.5, check for blow-by
entering the cooling system. This is usually
a sign of a blown head gasket, or a cracked
cylinder head or engine block.
4. If pH is less than 7.0 drain and flush
the coolant system. Replenish with ELC.
Check the age of the coolant that was in
the system. If the coolant has been used
less than 1,000 hours or 60,000 miles
(100 000 km) check for air leaks in the
system and/or hot spots in the cooling
system. Recommend a Level 2 analysis
at the next regular sample interval to
determine if excess glycol oxidation
is occurring.
5. If pH is less than 7.5, but greater than
7.0 examine other test results (particularly
precipitate) to determine the general quality
of the coolant and look at the following:
a. If the other tests do not indicate any
problems, continue to use the coolant.
Recommend a Level 2 analysis at the
next regular sample interval.
b. If the nitrite level is less than 250 ppm
and there is no more than a minimal
amount of rust colored precipitate, and
the corrected conductivity is less than
6,000 μS/cm recommended a Level 2
analysis at the next regular sample
interval.
c. If the corrected conductivity is over
6,000 μS/cm or significant rust colored
precipitate is present; drain and flush the
cooling system. Replenish with ELC.
d. If all other tests indicate no problems,
and no additional Extender may be added
without exceeding either the maximum
nitrite concentration or maximum
allowable corrected conductivity limit;
drain and flush the coolant system.
Replenish with ELC Premix.
pH Test Result Recommendations – DEAC
Min. Max. Rec.
pH 8.5 11.0 9.0-10.5
1. If the pH is between 8.5 and 11.0,
this result is satisfactory.
2. If the pH is over 11.0 drain and flush the
cooling system. Check with the customer
for possible sources of alkaline
contaminants entering the cooling system.
Such contaminants may include excessive
SCA, SCA cartridges used in addition to
liquid SCA or cooling system cleaners.
After thoroughly flushing and correcting
the source of contamination replenish
with 50/50 DEAC/distilled water mixture.
3. If the pH is less than 5.5, check for blow-by
entering the cooling system. This is usually
a sign of a blown head gasket, or a cracked
cylinder head or engine block.
4. If the pH is less than 8.5 drain and flush
the coolant system. Replenish with 50/50
DEAC/distilled water mixture. Check the
age of the coolant that was in the system
and if the coolant was less than 250 hours
or 15,000 miles (25 000 km) check for air
leaks in the system and/or hot spots in
the cooling system.
29
5. If pH is less than 9.0 but greater than 8.5,
examine other tests (particularly precipitate)
to determine the general quality of
the coolant.
a. If the other tests do not indicate any
problems, continue to use the coolant.
Recommend a Level 2 analysis at the
next regular sample interval.
b. If the nitrite level is less than 1,000 ppm
and there is no more than a minimal
amount of rust colored precipitate, and
the corrected conductivity is less than
6,000 μS/cm; make a normal SCA
addition and recommend a Level 2
analysis at the next regular sample
interval.
30
c. If the corrected conductivity is over
6,000 μS/cm or significant rust colored
precipitate is present; drain and flush
the coolant system. Replenish with
50/50 DEAC/distilled water mixture.
d. If all other tests indicate no problems,
and no additional SCA can be added
without exceeding either the maximum
nitrate concentration or the maximum
allowable corrected conductivity limit;
drain and flush the coolant system.
Replenish with 50/50 DEAC/distilled
water mixture.
 Chapter 3

Level 2 Coolant Analysis and Interpretation

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

Level 2 Test Result Explanations ............................................................................................33

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

31
The Coolant Analysis Level 2 Test
Result Limits
The Level 1 Coolant Analysis tests are
intended to be a coolant system check.
If all Level 1 test results are satisfactory, the
coolant can generally continue to be used
without concern about damage to the engine.
The Level 2 Analysis goes beyond the Level 1
tests to evaluate the chemistry of the coolant
or to reveal the migration of metals which may
have occurred as a result of coolant or system
problem such as cavitation, corrosion or
electrolysis. Level 2 Analysis may not pinpoint
the precise problem, but it will indicate that
a problem exists and its severity.
The Coolant Analysis Level 2 report provides
the following results on each Level 2 sample.
The various Level 2 test results can be
divided into several categories:

Coolant Properties Min. Max. Recommended Ideal

Glycol Concentration (ELC) 30% 65% 45%-55% 50%

Glycol Concentration (DEAC) 30% 65% 40%-60% 50%
pH (ELC)* 7.0 10.0 7.5-9.5 8.5
pH (DEAC)* 8.5 11.0 8.5-10.5 9.5

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

Coolant Inhibitors

Nitrite (DEAC) 1,000 ppm 6,000 ppm 1,000-2,600

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

Corrosion Products Borderline Concern Problem

Aluminum (Al) 3 ppm 4 ppm 5 ppm

Copper (Cu) 3 ppm 4 ppm 5 ppm
Iron (Fe) (no precip.) 5 ppm 10 ppm 15 ppm
Iron (Fe) (w/precip.) 15 ppm 25 ppm 35 ppm
Lead (Pb) 15 ppm 25 ppm 35 ppm
Zinc (Zn) 15 ppm 25 ppm 35 ppm

Contaminants

Total Hardness + 50 ppm 65 ppm 80 ppm

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

32
Additionally, the five sensory tests (Color & Appearance, Precipitate, Oil Contamination, Odor
and Foam) are reported. Refer to Chapter 2, Level 1 Coolant Analysis and Interpretation.

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

** Conductivity should be corrected for glycol % by multiplying by appropriate factor: 0% to

40 % = (no correction needed); 41% to 50% = Multiply by 1.1; 51% to 60% = Multiply by
1.3; 61% to 70% = Multiply by 1.6; 71% and above = (not valid)

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

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

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

Level 2 Test Laboratory Level 2 Test Result Explanations

Within North America one qualified S•O•S
Level 2 Coolant Analysis laboratory has the
ability to perform the Level 2 test.
This is:
Caterpillar S•O•S Services Lab
Product Support Center
501 S.W. Jefferson Ave.
Peoria, IL 61630-0003
(309) 494-5884
Each Level 2 analysis contains an explanation
of the test results along with the recommended
action. The following discusses certain
aspects of the Level 2 test results.
Nitrite/Nitrate Levels and Ratios
DEAC contains both Nitrite and Nitrate.
ELC contains only Nitrite.
Under normal engine conditions nitrite is
gradually oxidized into nitrate. Therefore, with
DEAC, the ratio of nitrite to nitrate decreases
over the life of the coolant.
New ELC contains no nitrate, thus, if significant
nitrate is present without a corresponding
decrease in nitrite it is probable that either
DEAC or SCA has been added.
In very old or abused coolant (at a low pH)
the nitrite and/or nitrate can form nitrogen
compounds with the organics present or
can even evolve as NOx if the pH gets
extremely low.

33
Nitrite/Nitrate vs. Glycolate Levels
and Ratios
A rapid depletion of the nitrite (into nitrate)
with a corresponding increase in glycol
oxidation products usually indicates either
localized or general overheating of the
cooling system.
A rapid depletion of the nitrite (to nitrate)
without a corresponding increase in glycol
oxidation products (glycolate & formate)
generally indicates nitrite oxidation by a
positive stray current. Once the nitrite is
depleted this same stray current (anodic)
will attack the metals in the system.
Refer to Chapter 2, Level 1 Coolant Analysis
and Interpretation for more information
of Nitrites.
Lead/Tin Levels and Ratios
High lead levels indicate solder corrosion.
If the lead concentration exceeds 10 times
the tin concentration (when the lead is greater
than 30 ppm) the cooling system probably
contains a component with high lead solder.
High lead solder contains less than 3% tin.
Glycolate Level and Ratio
Under normal engine conditions ethylene
glycol gradually oxidizes to acetic acid, then
to glycolic acid, then to oxalic acid or formic
acid, and finally to carbonic acid (carbon
dioxide and water). The acetic and glycolic
acids are not separated by either ion
chromatography or capillary ion analysis
and, therefore, the glycolate level truly
represents both in the analysis. All of these
products are acidic and result in a reduction
in the pH level of the coolant.
Where hard water salts or soluble corrosion
metals are present, the oxalic acid quickly
precipitates out of solution (and is not seen by
our analysis). Under severe conditions (general
or localized overheating of the coolant) this
process proceeds much quicker. Excess air
entrainment will also accelerate this oxidation
process. Comparing these numbers with the
hours on the fluid can give an indication of
how closely proper operational procedures
are being followed.

If there is not a correspondingly high tin

content, it is probable that a high lead solder
is present in the radiator under question (the
use of high lead solder is needed for some
applications). High lead solder is more difficult
to protect than standard solder (70:30 or 60:40,
lead:tin) with standard coolant. Nitrate protects
solder by forming a protective coating when
it reacts with the tin in the solder – 5 to 10%
tin is necessary for this protection to be
effective. ELC contains organic additives
which protects both standard solder and
high lead solder. High chloride levels can
increase tin levels. If high lead solder is
present, the coolant must be maintained
near its new level for organic additives.

34
Sodium Level Potassium Level

Sodium is more useful in analyzing ELC than
DEAC because ELC has a lower sodium level.
It is present at around 1,700 ppm in ELC.
Much higher levels than this indicate that
something else has been added to the
coolant system (e.g. SCA, DEAC, salty
make-up water, etc.).
DEAC contains about 5,000 ppm sodium.
However, even with DEAC, exceptionally
high sodium levels can point to improper
maintenance. Coolants from other
manufacturers contain a sodium
level as low as 1,000 ppm or as
high as 12,000 ppm.
There is typically no significant amount of
potassium in DEAC. ELC contains about
5,000 ppm potassium.
Borate Level
Borates provide the main buffering capacity
of DEAC. Borate level is an indicator of the
amount of DEAC or SCA in the cooling
system. No borate is found within ELC.
Molybdate Level
Molybdate is an additive that aids the nitrite
in cavitation damage protection.

Sebacate Level

Sebecate is one of the two carboxylic acids

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

35
 Chapter 4

Source Water Quality and Testing

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

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

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

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

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

36
Water Quality for Use
as Source Water
Many cooling system problems are
caused by poor quality water. Diesel Engine
Antifreeze/Coolant (DEAC) is sold as a
concentrate and requires an approximate
50% water dilution before using. Poor quality
water may enter the cooling system, in that
manner, or as make-up water added during
maintenance.
The use of poor quality water is one of the
major reasons Caterpillar developed its special
Extended Life Coolant (ELC). ELC is premixed
with distilled water avoiding the problem of
poor water quality entering during filling of
the cooling system. It is possible, however,
that a cooling system filled with ELC may
be topped off with poor quality water during
service, thereby introducing problems.
Machine and engine users should be aware
that any cooling system which requires
make-up coolant on a regular basis has a
problem which should be addressed. If the
reason for the make-up water addition is not
corrected, sooner or later, the cooling system
will cause or contribute to a larger problem
or failure.
Sometimes, inexperienced maintenance crews
add water unnecessarily. They remove the
radiator cap of each engine while the engines
are cool and find the coolant level to be visible
but not up to the top of the radiator top tank.
They add water, perhaps daily, believing it
is necessary. The coolant expands upon
heating and pushes the excess water out.
Therefore, each day the maintenance crew
dilutes the coolant chemicals and introduces
contaminants into the system. S•O•S Coolant
Analysis can help identify improper
maintenance practices such as this.
There are only three reasons a cooling
system may be “using coolant”:
– a leak
– boil over
– excessive topping off
Obviously, any leak should be located and
repaired as soon as possible. If the coolant
is escaping as steam from boiling, the cooling
system has a problem. The problem may be
as simple as an externally plugged radiator,
or as complex as internal scale clogging the
radiator core, cooler cores, or water passages
within the engine block or cylinder head.
Source Water Selection
All water, except distilled or deionized
water, contains some salts and impurities.
At operating temperatures of modern diesel
engines, these contaminants can form scale
deposits or cause corrosion which reduce the
cooling system life and lead to expensive
downtime and failures.
Caterpillar recommends using distilled water
or deionized water to maximize the effect of
the various inhibitors and reduce the potential
of chemical incompatibility within the cooling
system. If distilled or deionized water is
not available, use water that meets the
specifications provided in the source
water testing section.
37
 – Never use salt water
– NEVER USE WATER ALONE
AS COOLANT
Water used in cooling systems with DEAC
must conform to established criteria for:
– chloride level
– sulfates content
– total hardness
– total solids
– pH levels
It is suggested that Caterpillar dealer personnel
involved with the S•O•S Fluids Analysis
Program become aware of the quality and
various attributes of water in different regions
within their service territory to better advise
customers concerning coolant maintenance.
Water quality varies from area to area.
For example, high chloride contents are
often found in coastal regions where saline
treatment plants are used. However, some
inland ground water is also high in chlorides.
High sulfate contents are often found in
the vicinity of coal mining operations.
Water containing high levels of chlorides,
sulfates, or total dissolved solids must
be treated before use in coolant systems.
Many water companies have industrial
divisions which offer such treatment.
Water should never be used alone as a
diesel engine coolant. Water is extremely
corrosive, particularly at engine operating
temperatures and pressures. This is especially
true of distilled or deionized water which is
sometimes called “hungry water” because of
its propensity to attack almost any metal
with which it has prolonged contact without
inhibitors. However, because distilled or
deionized water has a low ionic content, it is
the easiest to inhibit and recommended for
use with DEAC.
38
The characteristics of the source water
determine the level of scale and deposit
formation on metal surfaces within the cooling
system. In particular, the pH level, total
hardness, levels of calcium and magnesium
and system operating temperature are
contributing factors. The most common
deposits include calcium carbonate, calcium
sulfate, iron, silicate and lead. Scale and
deposits are harmful because they act as
insulators and barriers to effective heat transfer.
Machine or engine owners in warm climates
occasionally use water with Supplemental
Cooling Additive (SCA), rather than ELC or
DEAC. This is generally done because they
believe they are saving money not buying
more expensive coolant. This is false economy.
Such owners should be made aware that a
quality coolant contains glycol which, not only
reduces the freezing point of the coolant
(which they know is unnecessary), but also
increases the boiling point. This is especially
important in warm climates, because the
coolant may reach the boiling point and be
lost as steam resulting in the “frequent top
off routine.” Emphasize that proper coolant
is not only an “antifreeze” product, it is also
an “anti-boil.”
Furthermore, they should be aware that the
chemicals found in SCA, while similar to those
of DEAC, are not as effective as those in ELC
which has a superior chemical package to last
longer and better protect their machines and
engines. It is not recommended to drain
ELC, which is in the cooling systems of
all new Caterpillar machines built today,
and replace it with DEAC, water/SCA or
another alternative coolant.
Source Water Testing Minimum Acceptable
Source Water Criteria
The local water company in many locations
is required to provide information to customers The tests and limits for water to be used
concerning the characteristics of the water with coolant are listed below.
they provide. This information may provide
a general idea of any potential problems.
However, it may still be prudent to have the Taking a Good Source
water tested periodically by a qualified
laboratory because the properties of the
Water Sample*
water within a system may vary from time- 1. Make sure the bottle being used for
to-time or by location with that system. sampling is clean and free of contaminates.
Within North America one qualified S•O•S 2. Run the cold water for about one minute
Level 2 Coolant Analysis laboratory has the before filling the sample bottle.
ability to test and make recommendations 3. Fill the sample bottle gently and to the top.
concerning the quality of water for possible This is so air is not introduced into the
use as coolant. This is: sample from filling or in shipping the
Caterpillar S•O•S Services Lab sample.
Product Support Center 4. Fill the sample label out completely.
501 S.W. Jefferson Ave. Be sure you note from what location
the sample was taken.
Peoria, IL 61630-0003
(309) 494-5884 * From Preventive Coolant Maintenance by
Elizabeth Nelson. Used with permission.
Additionally, many local independent
laboratories can perform water testing
service, but would be unqualified to comment
knowledgeably on its possible use with diesel
engine coolant. If using an independent lab,
be certain the ASTM Test Methods specified
below are employed. Other test methods
may result in less accurate data.

Minimum Acceptable Water Criteria for Use in Engine Cooling Systems

Properties Limits ASTM1 Test Methods
Chloride (Cl), gr/gal (ppm) 2.4 (40) max. D512b, D512d, D4327
Sulfate (SO4), gr/gal (ppm) 5.9 (100) max. D516b, D516d, D4327
Total Hardness, gr/gal (ppm) 10 (170) max. D1126b
Total Solids, gr/gal (ppm) 20 (340) max. Fed method 2540B2
pH 5.5-9.0 D1293
American Society for Testing Materials
1

Federal Method 2540B, “Total Dissolved Solids Dried at 103-105° C.”

2

39