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Caterpillar C4.4, C6.6, C7.1

A&I Manual, Publication # TPD1746E.10 of 88

US TIER 4 Interim/Final, EU Stage IIIB/IV

APPLICATION AND INSTALLATION TEST PROCEDURES Caterpillar C4.4, C6.6, C7.1 Four and six cylinder diesel engines for agricultural, industrial and construction applications Developed to meet EU off-road mobile machinery Stage IIIB/IV and EPA off-road Tier 4 Interim/Final legislation Note: Information in this manual is preliminary and is subject to change or withdrawal. TPD1657 Publication: Supplement to TPD1742E.3 (LEBH0007-00) Date: June 2013 The information is correct at the time of print.



AIR INLET RESTRICTION TEST......................................................................................................5

PURPOSE ........................................................................................................................................5 DISCUSSION: ...................................................................................................................................5 DEFINITIONS: ...................................................................................................................................5 METHOD:.........................................................................................................................................5 ACCEPTANCE CRITERIA: ...................................................................................................................7 INFORMATION REQUIRED: .................................................................................................................7 PREPARATION AND INSTRUMENTATION:.............................................................................................7 TEST PROCEDURE: ..........................................................................................................................8 REPORTING: ....................................................................................................................................8

AIR CHARGE COOLER RESTRICTION TEST................................................................................9

PURPOSE: .......................................................................................................................................9 DISCUSSION ....................................................................................................................................9 METHOD..........................................................................................................................................9 ACCEPTANCE CRITERIA....................................................................................................................9 PREPARATION AND INSTRUMENTATION............................................................................................10 TEST PROCEDURE. ........................................................................................................................12 DATA REDUCTION ..........................................................................................................................13 REPORTING ...................................................................................................................................13

AIR CHARGE COOLER EFFICIENCY TEST.................................................................................14

PURPOSE: .....................................................................................................................................14 DISCUSSION ..................................................................................................................................14 METHOD........................................................................................................................................14 ACCEPTANCE CRITERIA..................................................................................................................14 INFORMATION REQUIRED................................................................................................................15 PREPARATION AND INSTRUMENTATION............................................................................................15 TEST PROCEDURE. ........................................................................................................................17 DATA REDUCTION ..........................................................................................................................18 REPORTING ...................................................................................................................................19

INSTALLED ENGINE COOLING TEST..........................................................................................20

PURPOSE ......................................................................................................................................20 DISCUSSION ..................................................................................................................................20 DEFINITIONS ..................................................................................................................................20 METHOD........................................................................................................................................21 ACCEPTANCE CRITERIA..................................................................................................................22 PREPARATION AND INSTRUMENTATION............................................................................................23 TEST PROCEDURE .........................................................................................................................25 DATA REDUCTION ..........................................................................................................................25 REPORTING ...................................................................................................................................28

COOLANT FILL RATE TEST .........................................................................................................29

PURPOSE ......................................................................................................................................29 DISCUSSION: .................................................................................................................................29 METHOD:.......................................................................................................................................29 ACCEPTANCE CRITERIA: .................................................................................................................30 INFORMATION REQUIRED: ...............................................................................................................30 PREPARATION AND INSTRUMENTATION:...........................................................................................30 TEST PROCEDURE: ........................................................................................................................30 REPORTING: ..................................................................................................................................31 RECORD OF AMENDMENT: ..............................................................................................................31



HOT SHUT DOWN TEST................................................................................................................33

PURPOSE ......................................................................................................................................33 DISCUSSION: .................................................................................................................................33 METHOD:.......................................................................................................................................33 ACCEPTANCE CRITERIA: .................................................................................................................34 UNDER HOOD TEMPERATURES .......................................................................................................35 INFORMATION REQUIRED: ...............................................................................................................35 PREPARATION AND INSTRUMENTATION:...........................................................................................35 TEST PROCEDURE: ........................................................................................................................36 UNDER-HOOD TEMPERATURE TEST.................................................................................................37 REPORTING: ..................................................................................................................................38

EXHAUST BACK PRESSURE TEST .............................................................................................39

PURPOSE ......................................................................................................................................39 DISCUSSION: .................................................................................................................................39 DEFINITIONS: .................................................................................................................................39 METHOD:.......................................................................................................................................39 ACCEPTANCE CRITERIA: .................................................................................................................40 TEST PROCEDURE: ........................................................................................................................42 REPORTING: ..................................................................................................................................42

STARTER CIRCUIT RESISTANCE TEST......................................................................................45

PURPOSE ......................................................................................................................................45 METHOD:.......................................................................................................................................45 ACCEPTANCE CRITERIA: .................................................................................................................47 INFORMATION REQUIRED: ...............................................................................................................48 PREPARATION AND INSTRUMENTATION:...........................................................................................48 TEST PROCEDURE: ........................................................................................................................48 SUPPLEMENTARY TESTS ................................................................................................................56 REPORTING: ..................................................................................................................................57

COLD START TEST........................................................................................................................58

PURPOSE ......................................................................................................................................58 DISCUSSION ..................................................................................................................................58 METHOD........................................................................................................................................59 ACCEPTANCE CRITERIA..................................................................................................................59 INFORMATION REQUIRED................................................................................................................60 INSTRUMENTATION AND PREPARATION ............................................................................................61 INSTRUMENTATION.........................................................................................................................61 ENGINE PREPARATION ...................................................................................................................61 BATTERY PREPARATION .................................................................................................................62 COLD CHAMBER ............................................................................................................................62 COOLING SYSTEM..........................................................................................................................62 TEST PROCEDURE .........................................................................................................................63 ETHER START (ELECTRONIC ENGINES ONLY)..................................................................................63 DATA REDUCTION & REPORTING ....................................................................................................64 RECORD OF AMENDMENTS .............................................................................................................65

AUXILIARY REGENERATION DEVICE TEST (INTERIM ENGINES ONLY) ................................66

PURPOSE ......................................................................................................................................66 DISCUSSION ..................................................................................................................................66 METHOD........................................................................................................................................66 ACCEPTANCE CRITERIA..................................................................................................................67 INFORMATION REQUIRED ................................................................................................................67 PREPARATION AND INSTRUMENTATION............................................................................................67 TEST PROCEDURE..........................................................................................................................67 REPORTING ...................................................................................................................................70 RECORD OF AMENDMENT .............................................................. ERROR! BOOKMARK NOT DEFINED.



FUEL SYSTEM TEST......................................................................................................................71

PURPOSE ......................................................................................................................................71 DISCUSSION: .................................................................................................................................71 DEFINITIONS: .................................................................................................................................71 METHOD:.......................................................................................................................................71 AIR-COOLED ECM - RECOMMENDED ADDITIONAL TEST WORK ..........................................................73 ACCEPTANCE CRITERIA: .................................................................................................................74 REMOTE SECONDARY FUEL FILTER ONLY .......................................................................................75 INFORMATION REQUIRED: ...............................................................................................................75 PREPARATION AND INSTRUMENTATION:...........................................................................................75 TEST PROCEDURE: ........................................................................................................................77 FUEL SYSTEM SAFETY REQUIREMENTS...........................................................................................77 REPORTING: ..................................................................................................................................79

C4.4 / C6.6 / C7.1 SERIES AIR INLET TEMPERATURE OFFSET TEST .....................................80

PURPOSE ......................................................................................................................................80 DISCUSSION ..................................................................................................................................80 DEFINITIONS ..................................................................................................................................80 METHOD........................................................................................................................................81 ACCEPTANCE CRITERIA..................................................................................................................81 PREPARATION AND INSTRUMENTATION............................................................................................81 TEST PROCEDURE .........................................................................................................................82 DATA REDUCTION ..........................................................................................................................83 REPORTING ...................................................................................................................................83

UNDERHOOD THERMAL ANALYSIS TEST .................................................................................84

PURPOSE: .....................................................................................................................................84 DISCUSSION ..................................................................................................................................84 DEFINITIONS ..................................................................................................................................84 METHOD........................................................................................................................................84 ACCEPTANCE CRITERIA..................................................................................................................85 INFORMATION REQUIRED................................................................................................................85 PREPARATION AND INSTRUMENTATION............................................................................................85 TEST PROCEDURE. ........................................................................................................................87 DATA REDUCTION ..........................................................................................................................87 REPORTING ...................................................................................................................................87



Air Inlet Restriction Test

Purpose

To establish that with clean air filter element(s) fitted that the certified restriction of the

air system at turbo charger inlet is not exceeded at full load rated speed (or the maximum

load that the machine tested is capable of applying)

Discussion:

US Tier 4 Interim / EU Stage IIIB Legislation requires that the air inlet restriction of IPSD

engines do not exceed the levels stated by IPSD in the certification.. In common with

previous tiers of legislation the air inlet restriction is recorded in the certification

documentation as a critical engine parameter and must therefore be accurately recorded for

each application at the worst case loading condition for the application

Definitions:

SMU Service Meter Units (Hours)

ET / EST Engine Technician / Engine Service Tool (Diagnostic Tool)

ESM Engine Specification Manual

PTO Power Take Off (In this context capable of taking full engine power and

torque)

Method:

Air inlet restriction must always be recorded after the engine has reached its normal

operating temperature, and at the stage where the engine is developing its maximum

power at its rated speed.

For machines with a PTO and capable of using full power i.e. Agricultural Tractor the

engine can be run against a dynamometer and the back pressure recorded with the engine

lugged back to its rated speed.

Tolerance (+ 0Rpm – 50 Rpm)

For mobile or static equipment capable of using full power i.e. Machine with mechanical

or Torque converter transmissions the machine must be operated so that the engine is

lugged to rated speed Tolerance (+ 0Rpm – 50 Rpm) This can be verified by also

measuring exhaust temperature and using ET / EST Fuel Rate and % Load functions

For mobile or static equipment incapable of using full engine power i.e. Compressors,

Pump drives ad some Hydrostatic machines it is not possible to lug the engine to the rated

speed due to the power reserve that the OEM has included in the design. In these

situations the machine must be operated at its maximum loading as close as possible to

full load rated speed and the air inlet restriction and speed recorded along with ET / EST

Fuel Rate and % Load readings. These results must be discussed with the OEM to

establish that they correlate to the expected load condition of the machine



Manometers to read up to (-) 10 kPa vacuum or vacuum transducers of equivalent range

must be used to record restriction.

A tapping should be made into the induction system as shown in the diagram, i.e. in a straight pipe section as close as possible to the turbocharger inlet.

Depression measurement should be made at a point P positioned not less than 0.5D nor

more than 4D

from the intake (where D = internal diameter of intake).

Where measurement on a bend is unavoidable, the tapping should be perpendicular to the

plane of the bend,

as illustrated below.



Note: For a given system restriction, the restriction reading is dependent on the cross-

sectional area of the

Pipe section in which the measurement is made. In order to register the restriction as 'seen'

by the engine, the pipe section into which the manometer tapping is made must therefore

have the same internal diameter/cross-sectional area as that of turbocharger inlet.

Acceptance criteria:

Air inlet restriction is acceptable when the vacuum recorded in accordance with the above

method falls below maximum level stated in the Engine Specification Manual Chapter 7

(In most instances this will be

(-) 5kPa but the ESM and if necessary the engine certification documents should be

referred to as a cross check

Information required:

• Serial No. of Engine and After treatment

• Serial No of Machine and record of as tested configuration / machine options

• Engine rating information and Flash File part number

• SMU of Engine

• Confirmation that engine is operated at normal operating temperatures

• Confirmation of test method used

• ET / EST Fuel Rate and % Load readings

• Air Inlet restriction measurements

Preparation and Instrumentation:

Instrumentation must be both calibrated and traceable

A/ Tachometer or ET/EST to check and record engine speed

B/ Following hand held Manometers are acceptable

• Digitron, P200-H (0 → 2000mbar),

• Comark C9557 (0 - 6900 mbar

For machines that are mobile and can only achieve the maximum full load rated speed

when mobile it is recommended to utilize damped pressure/vacuum transducers and a data

logger (Min 1 Hz logging interval)

Instrumentation used must be zeroed before commencing test. It is recommended that at

least 2 tests be conducted to verify correct readings



Test Procedure:

• Install new air cleaner element(s)

• Ensure that any OEM optional components such as rain caps, cyclones etc that can

increase restriction are installed

• Operate machine to ensure that the engine and driven equipment are at normal

operating conditions; guidance should be sought from the OEM if this condition is

not obvious

• Install vacuum instrument ensuring that cables and instrument lines are clear of hot

surfaces

• Operate the machine to the full load rated speed condition (Refer to Section 4)

• Record results

• Repeat to validate initial readings

Additional check on customers Restriction Indicator setting

When connected to a tapping point close to the turbocharger inlet the operating setting of

the indicator should correspond to the maximum permissible restriction for the particular

engine type.

Where however the restriction indicator is fitted to the air filter tapping of a remote-

mounted filter, the operating setting of the indicator must be reduced to ensure that the

indicator registers correctly when the depression at the turbocharger air intake reaches the

appropriate level. The restriction incurred between the filter and the engine, due to pipe

friction and air velocity effects, must therefore be established by measurement, readings

being made both close to the induction manifold/turbocharger inlet, and at the tapping on

the air filter. This check to establish the offset will ensure that the indicator setting is such

that the maximum “dirty” restriction of the engine is not exceed and also that the indicator

setting is not so conservative as to reduce the service life of the air cleaner elements

Reporting:

Record the results of the test in the Application Audit Report Form .The report should

include references to documentation and personnel through which the test conditions can

be traced.

Before commencing this or any other test it it is of the utmost importance that the operator

understands clearly what is required and that the machine is operated in a safe and controlled

manner. Ensure that the machine controls particularly brakes and shut off control are functioning

correctly and that the test area is partitioned off from pedestrians and other site personnel. Ensure

that test equipment is secured and does not present a fire risk.



Air Charge Cooler restriction Test

Purpose:

To measure the air charge cooler system pressure drop and confirm that it meets the

legislative and product requirements

Discussion

On air-to-air charge cooled engines the performance of the air charge cooler directly

affects in cylinder temperature and consequently the combustion process. An effective

charge cooler system reduces in cylinder temperatures and is an essential element in

reducing the oxides of nitrogen. This is mandatory for emissions compliance and in

addition the reduced cylinder temperatures have direct benefits on power, SFC, and

durability. This test procedure defines the measurement, recording and analysis of the air

charge cooler system restriction to ensure that it conforms to the specified requirements.

Definitions

ACC – Air Charge Cooler ET / EST – Electronic Technician / Electronic

service Tool

NRS- NOx Reduction System FLRS – Full Load Rated Speed

Method

The assessment of charge cooler performance is comparatively straight forward if a

dynamometer is available to provide the load on the engine and maintain the constant

full load rated speed condition. For some self-propelled machine this is either not

available or practical. In these situations the “worst case” working cycle has to be

established and repeated for the test. The Installation manual offers some examples; the

OEM should also be consulted to determine the appropriate test condition.

There are a limited number of machines in which the power absorption is limited to a

value below the engine maximum, e.g. air compressors, and certain equipment where the

engine drives a hydraulic pump set to limit the power absorption. In these cases the

charge cooler should be evaluated at the maximum possible power, and the engine power

and speed recorded.

For specific ratings the engineer should check in advance that the certified restriction

corresponds with the full load rated speed condition, in certain curves incorporating a

power bulge these may not be the same

Acceptance Criteria



The results should be compared with the limits specified on the engine certification

documentation and the engine technical database.

Information Required

Air Charge Cooler Pipe work

ACC Manufacturer

Turbo to ACC pipe Length & Diameter

ACC Part No

ACC to inlet manifold pipe Length & Diameter

ACC Drawing Pipe and Hose material specifications

ACC Type

ACC Fin spacing (Fins/inch or mm/fin)

ACC Core area

Customer & Machine type

Machine Serial No

Rated power & speed

Rating information / Flash file Part Number

Test equipment details

Temperature & pressure probe locations

Engine List & Serial No

Test Procedure used

Preparation and Instrumentation.

The evaluation involves the measurement of pressure and temperature across the total

charge cooler system including connecting pipe work.

It is recommended that a differential pressure gauge, or transducers with a damper

should be used to minimise errors in calculating the pressure loss across the system.

Pressure transducers and a data logger are essential if the driving test procedure is used

Before starting the test procedure the engine should be run and all ACC and instrument

tappings should be inspected for potential air leaks. The charge cooler hose specification

and clips must be checked to ensure that meet the requirements specified in the General

Installation Manual.

The pressure tappings should be made as close as possible to the turbo, ACC and inlet

manifolds in a straight parallel section of pipe. Were measurement on a bend is

unavoidable; the tapping should be perpendicular to the plane of the bend.



Instrumentation

Data logger

2off 0 - 4 bar Pressure transducers accurate to +/- 1 kPa (alternative - hand held digital

differential pressure gauge)

2 off Pressure dampers

5 off Temperature probes

Equipment to record engine speed

Temperature positions

T1 - Ambient temperature outside the engine compartment.

T2 - Temperature at turbo outlet

T3 - Temperature of air at charge cooler inlet. (Optional see note 1)

T4 - Temperature of air at charge cooler outlet (Optional see note 1)

T5 - Temperature of air into intake of the NRS.

Pressure positions

P1 - Pressure of air at turbo outlet

P2 - Pressure of air at charge cooler inlet. (See note 1)

P3 - Pressure of air at charge cooler outlet (See note 1)

P4 - Pressure of air into intake of the NRS.

Speed

S1 - Engine speed

Note 1 – Temperatures and pressures results across the charge cooler are only required if

the total ACC system, including pipes, does not meet the specification. This will assist

with the analysis of the cause of the problem.



Test Procedure.

Safety

Environmental test cell / Towing dynamometer

Stabilize cell temperature at 25 deg C (test cell only)

Run engine on max throttle to achieve normal operating temperatures

Increase load on brake to reduce the engine speed to rated speed

Maintain until air charge cooler temp and pressure has stabilised

Repeat items 3 & 4 at max power if this is higher than the power at rated speed

Record the following:

Pressures at turbo outlet and intake of the NRS. (Inlet manifold – pre mixer)

Temperatures at turbo outlet and NRS. (Inlet manifold – pre mixer)

Cell Ambient

Engine power

Engine speed

Shut down..

If the result exceeds the specified limit repeat the procedure recording the pressure drop

across the charge cooler (P2, P3) to establish if the problem is with the cooler or

associated pipe work

b) Driving test procedure



lugged to rated speed Tolerance (+ 0Rpm – 50 Rpm)


Pump drives ad some Hydrostatic machines it is not possible to lug the engine to the

rated speed due to the power reserve that the OEM has included in the design. In these


full load rated speed (or engine certification speed if not FLRS) and the air inlet

restriction and speed recorded along with ET / EST Fuel Rate and % Load readings.

These results must be discussed and recorded with the OEM to establish that they

correlate to the expected load condition of the machine.

Maintain this condition for a period of 2 minutes * and record the following

Pressures at turbo outlet and engine air inlet.

Temperatures at turbo outlet and engine intake of the NRS or customer connection .

Cell Ambient








Fan speed

Engine power

Engine speed

*Note. It has been seen on certain applications where the return line from the charge

cooler is routed close to the exhaust system that 2 minutes is in sufficient to stabilise the

temperature/pressure to the NRS air inlet connection. Care should be taken to monitor

this temperature and the engineer needs to be satisfied that a stable condition exists

Shut down

If the result exceeds the specified limit repeat the test procedure recording the pressure

drop across the charge cooler (P2, P3). This will establish if the problem is with the

cooler restriction or associated pipe work

Data Reduction

Total ACC system pressure drop = P1 (Pressure at turbo outlet) - P4 (Pressure of air into

intake of the NRS)

ACC Pressure Drop = P2 (Pressure of air at ACC inlet) - P3 (Pressure of air at ACC

outlet)

Reporting

The test procedure, results, conclusions and recommendations to be included within the

Installation Appraisal Report. This report should also include the approval or rejection

of the ACC system.



Air Charge Cooler Efficiency Test

Purpose:

To evaluate the installed air charge cooler system to ensure it has the capacity to reduce

the charge air to the meet the legislative and product requirements.

Discussion

On air-to-air charge cooled engines the performance of the air charge cooler directly

affects in cylinder temperature and consequently the combustion process. An effective

charge cooler system reduces in cylinder temperatures and is an essential element in

reducing the oxides of nitrogen. This is mandatory for emissions compliance and in

addition the reduced cylinder temperatures have direct benefits on power, SFC, and

durability. This test procedure defines the measurement, recording and analysis of the of

the air charge cooler system to ensure that it has the cooling capacity to conform to the

specified requirements.

Definitions

ACC - Air Charge Cooler

IMT - Inlet Manifold Temperature

NRS- NOx Reduction System

Method

The assessment of charge cooler performance is comparatively straight forward if a


full load rated speed condition. For some self-propelled machine this is either not


established and repeated for the test. The machine test cycles are detailed in the

Installation Manual.

For specific ratings the engineer should check in advance that the certified restriction

corresponds with the full load rated speed condition, in certain curves incorporating a

power bulge these may not be the same

Acceptance Criteria

The results should be compared with the limits specified on the engine certification

document and the engine technical database. The NRS inlet temp corrected to 25 deg C

ambient (T5c) should be below the NRS Inlet temperature (IMT) limit specified on the

legislation documentation and on the engine data sheets.

It should be noted that to protect the EGR system from condensation the engine

controller switches EGR off at 14-15deg C Inlet temperature (mixed EGR & cooled



fresh air) therefore if the charge cooler is oversized a situation can occur that the engine

becomes non-compliant within the NTE zone at ambient temperatures above 0°C

Therefore if (T5c) is substantially lower than the published maximum then the system

should be modified to attain an acceptable T5c of +0 -10°C TBA


Air Charge Cooler

ACC Manufacturer

Turbo to ACC pipe Length & Diameter

ACC Part No

ACC to inlet manifold pipe Length & Diameter

ACC Drawing

Pipe and Hose Material specification

ACC Type

ACC Fin spacing (Fins/inch or mm/fin)

ACC Core Area

Customer & Machine type

Machine Serial No


Rated power & speed

Test Procedure used

Curve No

Test equipment details

Temperature & pressure probe locations

Fan Drive (if variable)

Fan Make

Fan drawing or Diameter & No of blades

Fan part No

Type & method of control

Fan drive ratio (if fixed)


Viscous Fan Drive

Should be operated normally if using an environmental cell

Should be locked on, to give maximum airflow during the test if tested without an

environmental cell

Other Variable speed fan drive

If a hydraulic, pneumatic, or electronically controlled fan drive is fitted it should remain

in its normal operating condition. If the test is conduced in a temperature controlled test

cell or close to 25 deg C then no adjustment for fan speed is necessary. If the test is

conducted in a normal ambient then a judgment should be made on the effect of the

change of fan speed when operating in a 25 deg c ambient.



Thermostat

The engine should be fitted with its standard operating thermostat. Where a blocked

thermostat is already fitted from previous test work this may be acceptable in machines

fitted with a puller fan providing that the core layout does not lead to an artificially low

air to charge cooler core temperature. If doubt exists as to the effect of the thermostat the

test must be repeated with an operating thermostat so that the difference can be analysed

Machines with a pusher fan must be fitted with an operating thermostat, as the effect of a

blocked thermostat will generally to be to artificially reduce the air to core temperature.

Pressure measurements

It is recommended that a damper be fitted before the pressure transducers to minimise

pressure fluctuations

Before starting the test procedure the engine should be run and all ACC and instrument

tappings should be inspected for potential air leaks.

The pressure tappings should be made as close as possible to the turbo, ACC and inlet to

the NRS in a straight parallel section of pipe. Where measurement on a bend is

unavoidable; the tapping should be perpendicular to the plane of the bend.

Instrumentation

Data logger

2 off 0 - 4 bar Pressure transducers - (alternative - hand held digital differential pressure

gauge)

2 off Pressure dampers

5 off Temperature probes

Equipment to record engine speed and fan speed (if variable)


T1 - Ambient temperature outside the engine compartment.

T2 - Temperature of cooling air onto charge cooler core.

T3 - Temperature of combustion air into turbocharger.(After Air Cleaner)

T4 - Temperature of combustion air from turbocharger compressor.

T5 - Temperature of air into intake of the NRS (NOx Reduction System)

Pressure positions

P4 - Pressure of air at turbo outlet

P5 - Pressure of air into intake of the NRS (NOx Reduction System).

Speed

S1 - Engine speed

S2 - Fan speed if variable



Test Procedure.

Safety.

Environmental test cell / Towing dynamometer

Stabilize cell temperature at 25 deg C (test cell only)

Run engine on max throttle to achieve normal operating temperatures

Increase load on dynamometer to reduce the engine speed to rated speed

Maintain until air charge cooler temp and pressure has stabilised

Fuel temperature should be controlled to 40 deg C

Record results

Increase dynamometer load to reduce engine speed by 200 rpm increments down to max

torque speed

Ensure temperatures are stable and record results

Note – as the response of an air-to-air charge cooler system is relatively rapid it is only

necessary to hold the full load condition for a short time (typically 2 minutes) at each

speed condition to stabilise the charge air temperatures.

B) Driving test procedure



lugged to rated speed Tolerance (+ 0Rpm – 50 Rpm) This can be verified by also

measuring exhaust temperature and using ET / EST Fuel Rate and % Load functions


Pump drives ad some Hydrostatic machines it is not possible to lug the engine to the rated

speed due to the power reserve that the OEM has included in the design. In these


full load rated speed and the air inlet restriction and speed recorded along with ET / EST

Fuel Rate and % Load readings. These results must be discussed with the OEM to

establish that they correlate to the expected load condition of the machine

Maintain this condition for a period of 2 minutes* and record the following:-

Pressures at turbo outlet and NRS air inlet.

Temperatures at turbo outlet and NRS air inlet.

Cell Ambient

Fan speed

Engine power

Engine speed








*Note. It has been seen on certain applications where the return line from the charge

cooler is routed close to the exhaust system that 2 minutes is in sufficient to stabilise the

temperature to the NRS air inlet connection. Care should be taken to monitor this

temperature and the engineer needs to be satisfied that a stable condition exists

Data Reduction

If test ambient is not controlled to 25 deg C then the following corrects the recorded IMT

to a 25 deg C ambient and enables a comparison to be made with the specified limit.

Calculate Air Charge Cooler effectiveness - e.

T4c = T4 Corrected to a 25 deg C ambient

T4 spec = Turbo outlet temp from engine data sheet in a 25 deg. C ambient.

T4c = T4spec + (T3 - T1)

T2c = T2 Corrected to a 25 deg C ambient

T2c = 25 + ( T2 - T1)

e = (T4-T5) / (T4-T2)

T5c = Corrected NRS inlet temp to 25 deg C ambient

T5c = T4c – e (T4c – T2c)

Double Click to open Excel file

Use Excel

Calculator below

to

Simplify



Reporting

The corrected NRS inlet temp to 25 deg C ambient (T5c) should be below the NRS Inlet

temperature (IMT) limit specified on the legislation documentation and on the engine

data sheets under all typical operating engine speed conditions.

The test procedure together results, conclusions and recommendations to be included

within the Installation Appraisal Report. This report should also include the approval or

rejection of the ACC system.

Fill in Blue box with ESM data

Fill in Green boxes with test data

#DIV/0!

0°C

25°C

#DIV/0!

Results shown in yellow box

Charge Cooler Efficiency

T4 Corrected

T2 Corrected

T5 Corrected

T1 Ambient

0°CT4 ESM

T5 0°C

0°C

T3

0.0°C

T2

0°C

0°CT4



Installed Engine Cooling Test

Purpose

This test procedure is designed to ensure a robust cooling system is utilised on the Tier 4,

C4.4 / C6.6 / C7.1engines , and to ensure that the system meets the IPSD minimum

requirements.

This test should be used in conjunction with other procedures as detailed in “Applications

Test Procedures”.

Discussion

The primary objective of this procedure is to ensure that the OEM meets the installation

requirements for ambient clearance.

Adherence to these requirements will ensure that the engine gives satisfactory

performance, and that failures resulting in warranty claims will not occur as a consequence

of incorrect installation.

Failure to meet the sign off criteria for the engine could result in emissions non-

compliance; undesirable engine warnings and derate conditions. This could also affect

engine warranty for the customer.

Definitions

Tier 4 Emissions legislation. For the purposes of this document

this should be taken to cover:

• US EPA Part 89, Tier 4 interim legislation

• EC Directive 97/68/EC, Stage 3B legislation

NRT NOx reduction technology

NRS NOx reduction system

Ambient clearance Ambient temperature at which the limit of cooling capacity

is reached

EST Engine Service Tool (Diagnostic tool)

ET Engine Technician (Diagnostic tool)

ROA Rise over ambient. The difference in temperature between

the recorded

Value and the ambient shade temperature

OEM Original Equipment Manufacturer

OMM Operation and Maintenance Manual

A&I manual Applications and Installation manual



Method

Tier 4 legislation requires engines to maintain emissions compliance over a wide range of

operating conditions: up to 38°C; and to an altitude of 1676 metres in the USA, and up to

30°C and 1000 metres in Europe (European values TBC when legislation is finalised).

Emissions reduction technologies used on Tier 4 engines are controlled to maintain

emissions compliance throughout the machines’ operating environment.

Engine protection strategies are employed to ensure that no damage is caused to the

engine when operating outside the emissions compliant envelope. These controls can

result in the worst heat rejection of the engine being at a lower ambient temperature than

the maximum design intent for the machine.

As the engine’s emission reduction technologies are altered with ambient temperature, in

most machines the greatest heat load to the coolant radiator will be seen at an ambient

temperature of 40°C. Therefore testing to this temperature will give ambient operating

clearance to 48°C. Testing at a lower ambient temperature is permitted provided that the

following conditions are met to ensure the NRS is fully operative:

Ambient > 5°C

Coolant temperature (as recorded by the ECM) > 60°C

Intake manifold air temperature > 15°C

A 1:1 linear extrapolation from test temperature to 40°C should be utilised.

The exception is machines designed to operate in ambient temperatures in excess of 48°C.

In these machines it is advised that an environmental cell is used to raise temperatures to

the maximum envisaged in service. Where this is not possible, special extrapolation is

required from the test condition to the maximum ambient, in this instance consult

Applications Engineering.

It should be noted that while engine heat rejection may be maintained as ambient

temperature rises from 38°C to 48°C, the thermal capability of the radiator is reduced. For

this reason IPSD has confirmed that all ratings for the Tier 4, C4.4 / C6.6 / C7.1 engines

will actually reduce engine out coolant heat rejection by a minimum of xx% (value TBA).

This should be adequate for most cooling systems. However those machines with

complex cooling systems or control strategies will require special consideration, in this

instance consult Applications Engineering.

Oil ambient clearance is calculated using a 1 : 1 linear extrapolation from the test

temperature to 48°C.

The machine tested should be operated over the most intensive work cycle envisaged for

the design.

For some machine designs this equates to full load / rated speed operation, though

depending on the cooling regime (whether fixed fan or variable speed) and the specific

rating; a lower speed (e.g. peak torque) could give a more marginal condition in respect of

cooling.



Where it is not clear which mode of operation equates to worst case thermal conditions

(e.g. material handling or trailer towing), additional tests should be carried out and the

lowest ambient clearance used as the signed off condition.

Some typical test procedures are detailed in the General Installation Manual – Chapter 15.

These should be used for guidance where no other specific procedure is agreed with the

OEM.

The machine should continue testing until the coolant temperatures are seen to stabilise;

identified by less than 1°C change in a 10 minute period.

Fan operation needs to be carefully considered during the testing.

• Fixed speed fans, where fan speed follows engine speed at a fixed ratio – No

special procedures are required, operate as normal

• Viscous clutch fans – These should be locked on, to give maximum cooling

during the test

• Hydraulic fans

– Simple installations where the fan operates at a fixed engine to fan

speed ratio: fan speed is dependent on the hydraulic oil temperature and

air density. The OEM should be consulted to confirm the

characteristics of fan operation at the test conditions employed

(including taking into account altitude)

– More complex installations where the fan operates on a variable speed

regime. Confirm the control strategy used by the OEM, and operate the

fan to give maximum cooling effect. Where the engine ECM is used to

control the fan this functionality should be full cooling Using EST / ET

For hydraulic fans it is normal to run the test with the fan 100 rpm slower than

the design speed to allow for tolerances and wear in the hydraulic system

Check fan speed at beginning and end of test to ensure consistent operation

Where using a common test to sign off multiple machines variants, it is imperative that a

machine with the most marginal cooling system is used (e.g. fitted with air-conditioning /

reversible fan / etc).

Acceptance Criteria

• Worldwide ambient operating temperature clearance should be based on 48°C

This should be used as a standard, but due allowance should be made where

equipment is operated in unusual climatic conditions or geographical locations

Lower temperatures should not be used unless it can be demonstrated that the

machine will never be moved such that it can be operated outside the original

design parameters

Where lower temperature sign off is agreed, it should be remembered that the

heat rejection characteristics of the engine are linear with ambient temperature,

and therefore the coolant ambient clearance calculation detailed below will

require modification

• The maximum coolant top hose temperature is 108°C.

In exceptional circumstances a maximum coolant top hose temperature of 112°C



is permitted. Special sign-off criteria must be met to avoid any risk of coolant

pump cavitation – and consequential engine damage at these temperatures.

Further details can be found in the A&I manual.

Test procedures must be followed (as detailed herein, and hot shutdown

test procedure) to allow this

A bespoke ECM flash file is required to ensure the engine cooling derate

strategy does not interfere with normal operation of the machine

• The maximum engine oil rail temperature is 125°C for continuous use, and

135°C for intermittent use (defined as an operating condition that is never met for

more than 1 hour in a 12 hour period)

As the engine is fitted with an oil cooler operating from engine coolant, there is

little opportunity to influence the oil temperature, unless air flow over the engine

(especially the sump) can be improved

• Temperature drop across the radiator should be between 3 and 5°C. If the value

measured is outside this range it is likely the radiator restriction is too high. In

this case the customer coolant system pressure drop should be checked

• A 1 Bar pressure cap should be utilised on all systems, irrespective of maximum

coolant top hose temperature. Tolerance for cap is 0.9 to 1.1 Bar. Correct

cooling system pressurisation is essential to prevent coolant pump cavitation and

maintain coolant flow

• Maximum restriction of customer pipe work and radiator (between engine

thermostat and coolant pump inlet) is 35 kPa. This need only be measured when

there is doubt that the system meets this criteria – for example if the pump inlet

pressure requirement cannot be met (see Hot Shutdown AITP)

Preparation and Instrumentation

Thermocouples to record coolant temperature (range 0 to 130°C):

o At engine outlet (after thermostat)

o At engine inlet (after radiator)

The engine coolant sensor should not be used as this is calibrated to work

with the ECM software – and may include offsets such that it does not

display the required temperature

Thermocouples to record air temperature (range 0 to 130°C):

o In front of radiator (multiple positions can be utilised if desired to analyse air

flow)

o Behind radiator - optional (multiple positions can be utilised if desired to

analyse air flow)

o Ambient temperature (in the shade)

Thermocouple to record oil temperature (range 0 to 150°C):

o At oil filter



If this is not possible sump temperature can be recorded, and a suitable

offset applied Consult Applications Engineering in this instance

Pressure transducers (range 0 to 500 kPa). Optional – for pressure drop over radiator:

o Coolant pump coolant inlet pressure – fit transducer at shunt line connection,

with ‘Tee’ piece if necessary

o Engine coolant outlet pressure – immediately after thermostat

Speed transducer to record fan speed (when the fan is not direct-driven at a fixed ratio

from the engine)

Additional instrumentation may be required to satisfy the requirements of other appraisal

tests, if the test schedules are combined (e.g. Under-bonnet temperatures)

Additional parameters may be recorded to assess other aspects of the machine cooling. For

example hydraulic or transmission oil temperatures. These to be agreed with the OEM

The engine service tool (EST / ET) should be used to record the prime engine

characteristics. These to include:

o Engine speed

o Engine load and / or fuelling

o Engine derate (to confirm this has not been operational)

o Coolant temperature – to confirm that the NRS is active (see notes above)

o Intake manifold air temperature – to confirm that the NRS is active (see notes

above)

o Engine air inlet temperature (sensor located in customer’s pipe work from air

filter)

A propped-open thermostat of the correct design is required to carry out the test. For

details of how to prop open the thermostat consult Applications Engineering

C6.6 / C7.1 engines built to DV1 specification (built prior to Nov 2009) need a special

thermostat bypass shim. Consult Applications Engineering for details

It is advised that a data-logger is used to record all parameters during the test (especially

where the machine is operated on a variable speed / load cycle). Where the engine is

tested under steady-state conditions (eg. tractor on a dynamometer, or gen-set) direct

temperature reading is possible



Test Procedure

Fit all necessary instrumentation. See section 6.0 Preparation and Instrumentation for a

guide to this

Fit propped-open thermostat, and fill machine with coolant. The correct blend of 50 / 50

antifreeze must be used. See OMM for details of approved specifications

Bleed out all air (operate cab heater if fitted – though this should not be operational during

the actual test). Run engine as necessary (including elevated idle) to ensure full purging

of air from the cooling system, set coolant level to the normal maximum level

Note ambient conditions. The test must be carried out on a dry day, with ambient

temperature > 5°C and

< 38°C. If testing above 38°C consult Applications. Rain, or conditions of high humidity

(i.e. fog) should be avoided, as the moisture in the air can significantly alter the heat

rejection characteristics of the radiator. Testing should be avoided when wind speed is

high as this can compromise the test by altering the cooling of the machine

Testing at altitude significantly above sea level can also influence the results,

and caution should be exercised when analysing results from tests at an

altitude greater than 500 m. Typically cooling performance deteriorates by

approximately 1% for every 100m (in the range of 500 to 2000m); but the fan

design and drive method can also influence results (for example a hydraulic

fan may operate at increased speed due to lower air density).

Warm the machine, and check all instrumentation is functioning

Switch on all ancillary functions (air conditioning and cab blowers)

Switch off cab heater

Operate the machine as described in section 4.0 Method

Stop the test immediately if the cooling temperature exceeds 108°C (112°C where

applicable)

Data Reduction

Suffix: Xact The ‘actual’ value recorded during testing








Xmax The maximum value that is permitted for the design

T1 Ambient temperature °C

T2 Coolant top hose temperature °C

T3 Engine coolant inlet temperature (at coolant pump in) °C

T4 Engine oil rail temperature °C

T5 Air onto radiator / cooling pack temperature °C

T6 Air off rear of radiator temperature °C

T7 Air inlet temperature °C Record from ECM using EST / ET

∆T8 Ambient temperature offset °C (calculated)

P1 Coolant pump inlet pressure kPa

P2 Engine coolant outlet pressure – after thermostat kPa

∆P3 Customer cooling system restriction kPa (calculated)



Ambient Temperature:

T1act is between 5°C and 38°C To ensure valid extrapolation

to T1max

Coolant Ambient Clearance:

Rise over ambient

ROA = T2act - T1act Extrapolated maximum top hose temp ( Note 40°C is used in place of the

38°C statutory limit to allow some tolerance for sensor accuracy)

40°C + ROA

Coolant Ambient Clearance

For 108°C Max top hose temperature

= 108 - ROA + (48 - 40) For 112°C Max top hose temperature

= 112 - ROA + (48 - 40)

Coolant radiator temperature drop:

∆Tx = T2act – T3act ∆Tx is between 3°C and 5°C To validate radiator

performance

Engine Oil Ambient Clearance:

Rise over ambient

ROA = T4act - T1act

Oil Ambient Clearance

For 125°C Max oil rail temperature (continuous use)

= 125 - ROA For 135°C Max oil rail temperature (Intermittent use)

= 135 - ROA

Radiator Air Temperature:

Air onto Rad

T5act - T1act < 10°C Excessive temperature rise will

compromise cooling

efficiency, and may indicate air re-

cycling

Air ∆T over cooling pack

T6act – T5act < 50°C Excessive temperature rise can

indicate excessive air restriction, and

fan not operating in optimum pressure

region. May indicate air re-cycling

Customer Cooling System Restriction (where measured):

∆P3 = P2act – P1act

∆P3 < 35 kPa



Ambient temperature offset:

∆T8 = T7act – T1act

Reporting

Record instrumentation used, and calibration status.

The following key parameters should be recorded in the Applications Installation

Appraisal document

Ambient temperature (Ambactual) ____ °C

Coolant ambient clearance ____ °C

Oil ambient clearance ____ °C

Customer cooling system restriction (∆P3) ____ kPa

Ambient temperature offset (∆T8) ____ °C



Coolant Fill rate Test

Purpose

1/ To establish the total capacity of the cooling system

2/ To establish that the cooling system can be adequately filled under the following

conditions

1.2,1 Target continuous rate of 10 LPM

1.2.2 OEM’s Process flow rate (Where this differs from the 10 LPM target)

1.2.3 Field service method i.e. bucket / can

Discussion:

A complete fill on level ground must be achieved.

The OEM’s cooling system must be designed to adequately vent air during cooling system

fill and be capable of filling at a target rate of 10 LPM (the system should not be allowed

to false fill i.e. the filling must be continuous and uninterrupted with no air locks resulting

in the coolant level remaining static or very slow to drop in the header tank)

This test is carried out to ensure that there will not be false fills at the OEM’s assembly

and test operation(s) and also to ensure that in the field the machine can be reliably filled

and not cause warranty failures related to overheating due to low coolant level

This test procedure is not intended to validate or approve any OEM vacuum assisted

filling process. This would need separate evaluation and approval including the CPPD

teams

Definitions:

LPM Litres Per Minute

CRS Cat Regeneration system

Complete Fill Condition where the entire system including for example cab heaters, CRS

and any other components that are supplied with engine coolant are fully

purged of air

NRS NOx Reduction System

Method:

The machine must be production representative and fitted with operational thermostats.

The test should be conducted with the machine parked on level ground with any self-

leveling suspension in “normal” horizontal position




The cooling system must adequately vent air during cooling system fill and be capable of

filling at a maximum rate of 10 l/min. Rates below this risk issues with field filling and rates

above this exceed the engine’s capability to fill. Filling must be continuous and

uninterrupted with no air locks resulting in the coolant level remaining static or very slow

to drop in the header tank.

If this rate cannot be achieved the maximum continuous fill rate should be established and

this should be in excess of the OEM’s production process requirements


• Serial No. of Engine


• Photographic / drawing record of cooling system configuration as tested

• Method of fill and fluid concentration used


Drain system completely using radiator, cab heater ,block and NRS exhaust cooler drain

points. ( an air line can be used to facilitate draining but care must be taken not exceed the

pressure limitations of the components in the system and all drains must be opened before

use)

Equipment required: -

• Measuring jug circa 5-litre capacity

• Hose fixed to run at a constant 10 LPM or calibrated bowser with 50% antifreeze

solution

• Stopwatch

Test Procedure:








1. System Capacity (use Water only)

With operative thermostats fitted, fill the cooling system slowly with measured quantities

of water and note the total capacity.

Fill is to maximum position in radiator or expansion tank ( not top of filler neck)

Bleed vent points, if approved, for cab heater or any accessory circuits.

This part of the test can be conducted using any method of fill and purge (including hot

running) to ensure there is no trapped air.

Run engine up to thermostat opening temperature to ensure that all entrapped air is

removed from engine block / cab heaters etc

If necessary allow system to cool and level to settle.

Note all additional water added to top up the system.

Determine and record the precise system capacity to maximum coolant level

Drain down the total cooling system as detailed in Para 7

2. System Fill (Can use water or 50% anti freeze solution)

Fill system with continuous flow rate of 10 LPM until maximum level is reached on the

header tank

There should be no stall in filling and system should purge and vent without

manipulation

If system stalls – record each occurrence and stage of fill

Ensure Cab heater coolant flow valve is fully open

Ensure all bleed points where fitted by OEM are closed

Fill is to maximum position in radiator or expansion tank (not top of filler neck)

Run engine for 2 minutes at low idle with radiator cap off, then switch engine off and top

up level if required

Total fill volume should be equivalent to the known system capacity. (+/- XX Litre

CPPD)

Any discrepancy over 0.5 litres is good reason not to continue.

Investigate and where possible improve hose routing and venting and after completely

draining the system repeat fill check until the fill volumes match.

Where no improvements to the system can be identified or practically implemented the

system fill test must be repeated with progressively lower flow rates until the rate is found

where the system fills acceptably and is in excess of the OEM’s production process

requirements (Refer to Para 5 Acceptance Criteria)

Refer to A&I Manual

Reporting:



be traced.

Record of Amendment:



1. 30th

April 2009 G Harrison Initial Draft for Applications Manager and CPPD Team

Leader comment.

2. 1st September P Thornber , Modified per discussions with G Harrison W English

3. 20th

May 2010 Issue 1 released



Hot Shut Down Test

Purpose

1/ To establish that the cooling system is capable of withstanding repeated hot shut

downs without expelling excessive amounts of coolant

2/ To establish that the pressure at water pump inlet is maintained at a minimum

level to avoid pump cavitation under repeated hot shutdown conditions

3/ To establish that under-hood temperatures during repeated hot shutdowns will

not cause component distress leading to failures due to excessive heat

Discussion:

The machines cooling system must be designed to adequately vent air during cooling

system fill and must have sufficient expansion volume so that the engine can be shut down

within the normal maximum coolant temperature range without expelling excessive

coolant and subsequently being at risk from running with low coolant volume. A failure of

the hot shut down test indicates that the expansion capacity is not adequate or that the

system is incapable of venting air at the required rate.

In addition, this test can be used to monitor temperature sensitive components under the

hood during the hot shut down of the machine to assess their durability / positioning

1. Definitions:


K Type Thermocouple Type K (chromel–alumel) is the most common general-

purpose thermocouple. Range is −200 °C to +1350 °C

Method:

The machine must be production representative and fitted with operational thermostats.

The test should be conducted with the machine parked on level ground with any self-

levelling suspension in “normal” horizontal position.

In order to elevate and stabilise the temperature the radiator inlet can be blocked or

partially blocked with card etc. The OEM should be consulted as to the safest method of

achieving the maximum Top Tank Temperature of 108°C or 112°C* without causing

overheating to other systems such as hydraulics / transmission oil. Engine temperature

must be stabilised to ensure that the core components are elevated to a high load

condition; this can be achieved using a combination of load and speed in addition to

artificial means of restricting the machine’s airflow.

The engineer should familiarise themselves with the layout and airflow of the machine and

assess the points under the hood that are most likely to be prone to achieving excess

temperature during a hot shut down test.



*108°C or 112°C top tank temperature limit is dependent upon engine selection/rating

and cooling system design, refer to A&I Manual for details


1 Hot Shut Down Coolant Loss

• If the amount of discharge is less than 10% the system is satisfactory providing

that coolant remains visible in the header tank

• If the amount of discharge is in excess of 10% the system has failed.

• This does not include the coolant lost due to normal expansion up to the thermostat

opening temperature

2 Hot Shut Down Water Pump Inlet Pressure

1/ The water pump inlet pressure must be maintained at or above the threshold shown on

the graph in fig. 1. i.e. For a 108 Deg C Top tank temperature system 1.45bar (absolute)

@103°C water pump inlet temp must be achieved .Worst case condition is rated speed

and load

• By exception, in certain applications a maximum top tank temperature of 112°C is

permitted provided that an approved header (shunt) tank system is used and that the water

pump inlet Pressure is maintained at or above the threshold shown in Figure 1. i.e. 1.6 bar

(Absolute) at 107°C water pump inlet temp

Required Water Pump Inlet Pressure

1

1.1

1.2

1.3

1.4

1.5

1.6

1.7

1.8

90 92 94 96 98 100 102 104 106 108 110

Water Pump Inlet Temp (°C)

Wate

r P

um

p I

nle

t P

ressu

re -

Ab

so

lute

(Bar)

Pre

ssu

re r

eq

uir

em

en

t

for

108°C

to

p t

an

k P

ressu

re

req

uir

em

en

t fo

r

112°C

to

p t

an

k

Fig 1

System Pressure Assessment, Hot Shut Down



The cooling system should generate enough system pressure under worst-case conditions

(repeated hot shutdown) to prevent cavitation/boiling of the water pump when running at

the hottest coolant temperatures that the machine is expected to run at.

For the 1st Hot Shut Down the pressure rise across the water pump at rated speed should

be at least 95% of the “reference pressure rise [thermostat open]”.

During subsequent Hot Shut Downs a drop to 80% is acceptable

The “reference pressure rise (thermostat closed) can be found by graphing the data from

the logger. During the first hot shutdown run, the pump pressure rise at rated speed

should be stable at temperatures between 95 and 100°C. (At this point the thermostat will

be fully open but the temperature will be low enough to avoid cavitation/boiling in the

water pump). This will be the “reference pressure rise [thermostat open]”.

Under hood Temperatures

Temperature sensitive components that are likely to suffer from excessive heat should be

monitored during the test(s) and the results corrected to the customers desired high

ambient condition. These results can then be compared against the component temperature

limits available in the A&I manual ,

Care must be taken to establish whether the test procedure for the hot shut down creates an

artificially excessive under hood condition.


• Serial No. Of Engine

• Flash File details used

• Serial No Of Machine and record of as tested configuration / machine options

• Photographic / drawing record of cooling system configuration as tested

• Photographic record of thermocouple locations for Under hood thermal analysis

• Data log of complete test and log of ECM error codes at end of test.


Drain engine completely using radiator, block and NRS exhaust cooler drain points.

Equipment required: -

• Measuring jug circa 5-litre capacity

• K Type thermocouples 2 off + ambient measure (For Hot shut down test)

• K Type thermocouples for under hood analysis, Number to be assessed at time of

test

• Pressure Transducer 1 off 0-1 Bar G (Pump Inlet)

• Pressure Transducer 1 off 0-3 Bar G (Pump Outlet)

• Data logger capable of operating with engine switched off

• ET/EST on laptop



Preparation for test

Install Top Hose and Bottom Hose thermocouples and install pressure transducer(s) to coolant pump inlet connection and coolant pump outlet ( Modified coolant pump cover)

Test Procedure:

Prior to conducting this test it is recommended that the OEM cooling system be checked

for leaks using a cooling system pressure testing kit (e.g. Sykes and Pickavant 318 series)

to check:

i) The cracking pressure of the top tank pressure cap and

ii) The pressure decay rate of the top tank when it has been pressurised to 100 kPa (or the

rating of the pressure cap if different from 100kPa).

1.0 System Fill (use 50/50 Anti-freeze) – preparation for HSD test

Cooling System CPPD team have recommended that all cooling / HSD tests should be

run with standard production 50% antifreeze solution

• Repeat fill test with reference to AITP 5 ideally using a calibrated bowser,

however a manual fill with can and funnel is permissable where this is the only

practical solution.

There should be no stall in filling and system should purge and vent without

manipulation

• Fill is to maximum position in radiator or expansion tank ( not top of filler neck)

Run engine for 2 minutes at low idle with radiator cap off, then switch engine off and top

up level if required

• Total fill volume should be equivalent to the known system capacity ref AITP 5

Coolant Fill Rate Test.

2.0 Coolant System Hot Shut Down and Cavitation Review

Hot Shut Down Test








• Must be run immediately after fill check 1.0

• Pressure cap must be fitted and not removed at any time during test

• System checked during warm up phase and any discharge noted and recorded as

temperature rises to thermostat opening temperature

• Ideally engine should be on 'full load' to simulate worst case heat soak (not solely

reliant on blanked off radiator etc)

• Max temperature 108°C /112° C to be maintained for 10 minutes

• Prior to shut down elevate engine speed to the maximum that can be achieved by

the machine controls and maintain this speed for 15 seconds but avoid the

temperature dropping .This test condition is to be used to obtain the the cooling

pump reference pressure rise (see para 5.3 of Acceptance Criteria)

• Rapidly shut down engine after dropping the engine speed to low idle for 5

seconds.

• Record the peak coolant outlet temperature and the volume of any coolant lost

(Note this may take 5-10 minutes following the shutdown)

• Continuously record the coolant pump inlet/outlet pressures and inlet and outlet

temperatures during the Hot Shut Down events and log the data with a suitable

data logger (1 reading per second)

• Conduct a minimum of 3 consecutive shutdowns.

o After each Hot Shut Down the system must be allowed to cool down until a

system pressure of 10 kPa is achieved. (Note add the static head i.e. the

distance between the inlet test point and the header tank level to the 10 kPa

as the system pressure may not drop to 10 kPa when there is a significant

static head in the system) This may typically be around 90 C Top Hose

Temperature

o Further Hot Shut Down tests must be conducted until two cycles with no

visible discharge of coolant are noted.

Under-hood temperature Test

In parallel with above work the engineer should determine which temperature sensitive

components on the particular machine are most at risk of exceeding their design limit.

This requires judgment by the engineer and is dependent upon the layout and airflow

characteristics of each machine tested, a further consideration is that the test process

for the Hot shut down test will normally require some form of restriction to the

machines airflow. This can affect the under hood temperatures that will be recorded

during this test and judgment needs to be made as to the validity of the temperatures

recorded.

Areas to consider for inclusion in the measurement point list* and data log include but

are not limited to: -

• Starter Motor

• ECM surface

• Alternator

• RF Soot Sensor box

• Air Filter housing



• CCEM components/ ARD components (Note: dependent upon location of ARD

consideration should be given to whether to operate the ARD prior to shut down

to simulate a worst case under hood thermal condition)

• Back Pressure Valve actuator – where fitted

• Top cover assembly

• Fuel Filter / Fuel Lines

• Wiring harness points

*Refer to Chapter 7 –Under Hood Thermal Management of A&I manual for a full list

of component temperature limits

The areas of concern in each application should be instrumented with K type

thermocouples and the temperatures logged via data logger during the duration of the

Hot Shut Down tests

Reporting:



be traced.



Exhaust back Pressure Test

Purpose

1/ To establish that the customer’s exhaust system and associated pipe work do not exceed

the certified backpressure limit at full load rated speed or certified point (or maximum

load that the machine is capable of applying) at end of life soot and ash loaded condition

2/ To establish that the customer’s exhaust system and associated pipe work does not fall

below the minimum backpressure limit at full load rated speed or certified point (or

maximum load that the machine is capable of applying) that is defined for the engine /

rating at beginning of life soot and ash loaded condition

Discussion:

US Tier 4i / EU Stage IIIB Legislation requires after treatment units to be installed into

the exhaust system of these series engines. The allowable backpressure limits for the

engines have been revised upwards to accommodate this change, in addition a minimum

back pressure is also now stated for each engine rating this is required as the NRS for the

engine requires a minimum level of backpressure in order to function correctly. In

common with previous exhaust emission levels the exhaust backpressure is recorded in the

certification documentation as a critical engine parameter and must therefore be accurately

recorded for each application at the worst case loading condition for the application

Definitions:

CEM Clean Emissions Module

BPV Back Pressure Valve

DPF Diesel Particulate filter

PTO Power Take Off (In this context capable of taking full engine power and

torque)

NRS NOx Reduction System

SMU Service Meter Units (Hours)

ET / EST Engine Technician / Engine Service Tool (Diagnostic Tool)

Method:

Exhaust backpressure must always be recorded after the engine has reached its normal

operating temperature (Thermostat should be open or cycling), and at the stage where the

engine is developing its maximum power at it’s rated speed or certified point

For machines with a PTO and capable of using full power i.e. Agricultural Tractor the

engine can be run against a dynamometer and the back pressure recorded with the engine

lugged back to its rated speed or certified point.

Tolerance (+ 0 Rpm – 50 Rpm)





lugged to rated speed or certified point, tolerance (+ 0Rpm – 50 Rpm) This can be verified

by also measuring exhaust temperature and using ET / EST Fuel Rate and % Load

functions


Pump drives and some Hydrostatic machines it is not possible to lug the engine to the

rated speed due to the power reserve that the OEM has included in the design. In these


full load rated speed or certified point and the back pressure and speed recorded along

with ET / EST Fuel Rate and % Load readings. These results must be discussed with the

OEM to establish that they correlate to the expected worst-case load condition of the

machine.

Manometers to read up to 50 kPa pressure or pressure transducers of equivalent range

must be used to record back pressure(s).

A length (150-220 mm) of 6 mm OD tube should be brazed to the exhaust pipe within a

distance of three to six times the pipe diameter downstream from the turbo charger outlet,

at a section free from bends. The tube should be brazed so that it is flush with the inside of

the exhaust pipe to avoid the possibility of a false reading due to venturi effect or swirl

created by the pipe end.

Note that the Caterpillar supplied flex pipes cannot be re used after removal if the

machine is to be sold. The flex pipe joints will set after heat cycles and subsequent re

use of the flex pipes is not allowed, as the integrity of the joints cannot be guaranteed. If

the test machine is to be sold to an end user the Flex pipes must be renewed if they have

been disturbed during the testing process

Ideally 3 or 4 such test points at each position should be made and the connections linked

together in an averaging ring (Halo) arrangement to give the most precise and repeatable

readings


1/ Backpressure is acceptable when the pressure recorded in accordance with the

above method falls within the minimum and maximum start of life levels stated in the

Engine Specification Manual Chapter 6 (Values are shown in Appendix as data not

published in ESM at time of this issue)



6. Information required:

• Location of Test and altitude

• Serial No. Of Engine and After treatment

• Serial No of Machine and record of as-tested configuration / machine options


• SMU of Engine

• Confirmation that engine is operated at normal operating temperatures


• ET/EST Fuel Rate and % load readings

• ET.EST Soot load readings before test (4.4 and 6.6 Litre engines)

• Back Pressure trace / Maximum reading

• Record of test positions used

7. Preparation and Instrumentation:


Equipment to record engine speed

Following hand held Manometers are recommended others are available

• Digitron, P200-H (0 → 2000mbar),

• Comark C9557 (0 - 6900 mbar)


when mobile it is recommended to utilize damped pressure transducers and a data logger

(Min 1 Hz logging interval)

Instrumentation used must be set to zero before commencing test. It is required that at

least 3 tests are conducted to verify correct readings



Test Procedure:

• Ensure that the machine being tested has a fully production representative exhaust

system incorporating any optional components such as spark arrestors, Rain caps

etc.

• Operate machine to ensure that the engine and driven equipment are at normal

operating conditions / temperature; guidance should be sought from the OEM if

this condition is not obvious. Note that the DPF will take time to heat soak and if

the DPF is not fully heat soaked the backpressure recorded will be low, if in doubt

repeat the test.

• Install pressure instrument ensuring that cables and instrument lines are clear of

hot surfaces

• For active regeneration systems (7.01 Litre Engine) a forced regeneration should

be undertaken immediately before the test is run to remove the soot from the DPF

and to ensure that the DPF is at its maximum normal working temperature

• Operate the machine to the full load rated speed condition or certified point (Refer

to Section 4)

• Record results

• Repeat to validate initial readings

• Repeat again to establish a total of 3 readings

Reporting:



be traced.








Appendix Back Pressure Limits

1206E / C7.1 Exhaust Backpressure Limits at 2200rpm

0.0

5.0

10.0

15.0

20.0

25.0

30.0

35.0

40.0

45.0

130 140 150 160 170 180 190 200 210

Rated Power (kW)

Exh

au

st

Backp

ressu

re T

urb

ine O

ut

(kP

a) EOL Max

SOL Max

SOL Min


0

5

10

15

20

25

30

35

40

85 90 95 100 105 110 115 120 125 130

Rated Power (kW)

Exh

au

st

Backp

ressu

re B

Pv O

ut

(kP

a)

EOL Max

SOL Max

SOL Min




0

5

10

15

20

25

30

35

40

45

50

50 60 70 80 90 100 110 120 130

Power, kW

Exh

au

st

Backp

ressu

re T

urb

ine O

ut

(kP

a)

EOL Max

SOL Max

SOL Min

Tech 4_2

Tech 4_1

Tech 5

Not yet confirmed



Starter Circuit resistance Test

Purpose

The purpose of this procedure is to ensure that a consistent and accurate method is used

to determine starter motor circuit resistance in all IPSD engine applications

Discussion:

Cable sizing and circuit design can lead to starting issues with an otherwise correctly

specified system. Bad circuit design will result in a highly electrically resistive path

between the battery and the starter motor terminals. Increasing the resistive path

between the battery and the starter motor will mean voltage dissipated as heat across the

circuit will increase.

Definitions:

ECM Electronic Control Module

BNC Bayonet Neill Concelman (Bayonet connector)

IMS Integrated Magnetic Switch

Method:

The following section provides advice on the method that should be adopted to validate

the starting circuit.

The preferred method of data capture and information analysis is the PC based

oscilloscope tool as this tool enables the user to measure a range of different parameters

during a single test. These results can then be stored and recorded against engine and

machine serial number as part of the overall installation appraisal process.

General Measurements considerations

The tests must be performed at a steady cranking speed. Therefore fuel injection must be

disabled before attempting to conduct the following tests. This must be achieved by

using the ‘disable injection override’ function within the service tool. This can be found

under the Diagnostics menu of the service tool as shown below.



Denso equipped Common Rail engines

Under no circumstance should the engine ECM be disconnected from its electrical

supply during cranking or during engine running. If main battery power is removed

from the engine ECM during cranking or when the engine is running, damage to the

fuel system is likely to occur.

In a typical customer installation both the negative and positive halves of the circuit from

the battery are connected to more than one device. For instance it is common for the

supply to the customers fuse panel to be taken from the main cable supply to the starter

motor and the negative terminals on the battery and the starter to be grounded to chassis.

In both cases it is important to ensure that the ammeter is placed around a point where a

true starter current reading can be taken without influence by glow plug activation etc.

Starter Motor

Battery

-+

Machine

fuse panel

Typical starter motor circuit

T50

Key SwitchA1a

A1b

Incorrect

Correct

Ground connection to engine block

Ground connection

to chassis

Figure 1 Correct Measurement of Circuit Current

In figure 1 above the battery negative and the starter negative are directly wired in

accordance with our stated instructions. In this case an ammeter placed at point A1a will

give an incorrect reading, as some current will flow via the ground/ chassis connection.

In this case the ammeter should be placed before the splice at point A1b to ensure total

current is measured.



Starter Motor

Battery

-+

Machine fuse panel

Positive Supply circuit resistance test

A1

A1Possible locations for

clamp-on ammeter

T50

A1

Key Switch

V

Ground connection

to engine block

Ground connection

to chassis

Hardware Set-up

The Pico scope hardware and software is used to measure the volt drop and current

through a single conductor of the starting circuit and display the resulting waveforms. For

this reason the test has to be conducted for both the positive and negative sides of the

circuit.


Parameter Installation Requirement

Starter supply cable circuit resistance 12 Volt

system (Combined +ve and –ve cable connections)

Less than1.7mOhm

Starter supply cable circuit resistance 24 Volt

system (Combined +ve and –ve cable connections)

Less than 4.5Kw, 5.5Kw - 3.4mOhm

Less than 8.5 Kw – 2mOhms

Starter Motor solenoid (activation) circuit maximum

resistance

Less than 12v systems - 40mOhms

24V systems without IMS – Less than

135mOhms

24V systems with IMS – N/A




• Serial No. of Engine


• Starter Motor Part No.

• Battery Part No and Specification

• Cable sizes / wiring diagram

• Battery Isolation Switch Part number and specification

The above information must be recorded and included in the final report.



The Following Tests should be performed using the Pico technology Limited

Automotive diagnostics kit part number PP286 containing Pico Scope version 3423 and

Automotive software version R6.6.18 or later.

Test Procedure:

Negative Circuit Measurement

Negative Voltage Connection

• Plug a BNC lead into channel A of the Pico Scope.

• Place a small black crocodile clip onto the test lead with the black

moulding.

• Place a large black crocodile clip onto the test lead with the red moulding

• Connect the large black crocodile clip to the negative starter motor

connection and the small clip to the negative battery terminal. Ensure that

both clips are Securely connected, poor connections will give false

readings.








Ammeter connection

• Plug a BNC test lead into Channel B of the Pico Scope.

• Select the 2000A ammeter (current clamp)

• Connect the 2000Amp ammeter to the test lead connected to Channel B.

• Switch ON the ammeter

• Zero the ammeter by pressing the blue button on the ammeter.

• The ammeter is marked with a positive symbol and a negative symbol on

opposite sides of the ammeter as shown below. It is important that the

positive side of the ammeter is pointing towards the most positive part of

the circuit, which in this case will be away from the negative battery

terminal. (Fig 2)

Fig 2

Note: Care must be taken to ensure that the jaws of the ammeter are tightly closed

before activating the test, as any form of air gap between them will lead to incorrect

measurements being taken.

Positive Circuit Measurement

Positive Voltage Connection

• Plug a BNC test lead into channel A of the Pico scope.

• Place a small red crocodile clip onto the test lead with the red moulding.

• Place a large red crocodile clip onto the test lead with the black moulding.

• Connect the small red crocodile clip to the battery positive connection and

the large red crocodile clip to the positive connection on the starter motor.

Ensure that both crocodile clips are secured, as poor connections will affect

the resulting readings.

Ammeter Connection

• Plug a BNC test lead into channel B of the Pico Scope.

• Select the 2000A ammeter

• Connect the 2000Amp ammeter to the test lead connected to channel B.



• Zero the ammeter.

• Ensure that the positive side of the ammeter is pointing towards the

positive connection on the battery.

Software Activation

Before entering the Pico Scope software application, ensure that the Pico Scope interface unit is connected to the PC via the USB cable supplied with the unit. - Select the Pico Scope icon from the desktop (Fig 3)

Fig 3

Before starting the test ensure that channel A is set to a x1 probe, DC volts, voltage

range +/- 2V and resolution 2s/div as shown below.

- Select channel B and configure for a –2000A current clamp.



- To activate the test press the space bar on the PC this will activate the logger and

sampling operation.

- Crank the engine for 5 seconds and a waveform similar to that shown below

should be displayed.

- Press the space bar to stop the logger.

- Channel 1 (volts) is displayed in blue with scale on left hand side.

- Channel 2 (amps) is displayed in red with scale on right hand side

Note: The sampling operation of the Pico Scope is set to record the data for a 50 second

period on a rolling basis. For this reason the logging operation should be started a few

seconds before the engine cranking begins and stopped a few seconds after the 5 second

crank has been completed. This will ensure that all



Data will be captured.

- The waveforms can be saved via the file / save current waveform option for

further analysis at a later date.

- The test should be performed for both the positive circuit and the negative

circuit and the waveforms captured stored on a local drive.

Determining Circuit Resistance

- Open either of the saved waveforms within the Pico Scope application.

- On the left hand side of the screen there are two vertical cursor / measurement lines as

shown below.

- Drag the cursors into position using the mouse. It is important that the first cursor is

placed at the point at which the waveforms begin to stabilise as the initial cranking

voltage and current will distort all calculations and should be ignored. The second cursor

should be placed at the end of the trace as shown

below.

- Once the measurement cursors have been set-up, via the measurements tab select add

measurement and configure the measurement as shown below.



- Repeat this configuration for channel B.

- Once both channels have been set-up correctly, two average readings one for each

channel i.e. volt drop and current will be displayed at the bottom of the screen as

shown below.

To calculate the overall circuit resistance use the following formula

Average Voltage / Average current

364.1 x 10-3 / 373.2

= 0.9756mOhm

Note: This is only a half circuit measurement and both positive and negative

halves of the circuit must be summed to give the total circuit resistance.

This calculation should be made for both the positive and negative waveforms, an

assumption should not be made that the positive circuit will give the same resistance as the

negative as number of connections and battery isolation switches will mean the positive

and negative resistances will vary. The overall circuit resistance can be found by

summing the two halves.

Current flow in both +ve and –ve halves of the circuit should be similar. Any major

differences should be investigated.

Solenoid Circuit (activation) Resistance Testing

The resistance of the starter motor solenoid (activation) circuit should be measured using

the same process previously detailed for main supply current but with the following

changes.

• Channel A must be connected between the battery positive terminal (test

connection V1+) and the T50 on the starter motor (Test connection V2-)

• Use the 60A ammeter as this will improve the accuracy of the measurement.

• Channel B must be configured for a 60A current clamp.



• The current clamp must be positioned to measure the current flowing to the

solenoid as shown below (test connection A1).



Starter Motor

Battery

-+

Machine

fuse panel

Starter Solenoid circuit resistance test

T50A1

Key Switch

V

V1+

V2-

Amp

clamp

The tests must be performed at a steady cranking speed. Therefore fuel injection must be

disabled before attempting to conduct the following tests. This must be achieved by using

the ‘disable injection override’ function within the service tool.

For this test the engine should be cranked for a minimum of 5 seconds. Data should be

stored and analysed as previously detailed

To calculate the solenoid circuit resistance use the following formula

Average Voltage / Average current

Example

30 x 10-3 / 15.5

= 0.02Ohm

= 20mOhms



Supplementary Tests

Battery Disconnect Switch Resistance

In cases where the application system design contains a battery disconnect switch a

contact resistance check should be made to ensure that the switch is not contributing

excessively to the overall circuit resistance. This Measurement can be taken using the

PC based oscilloscope and measuring both the voltage drop across the disconnect switch

and the overall circuit current as shown below.

Starter Motor

Battery

-+

Machine

fuse panel

Battery Disconnect Switch circuit resistance test

A1

A1Possible locations for clamp-on ammeter

T50

A1

Key Switch

V

Battery Disconnect

Switch(if Fitted)

Mean Cranking Current

For applications where very high starting parasitic loads are present (eg Air compressors)

the maximum mean cranking current must be measured and recorded. This must be

measured at the worst case condition, for most applications this is during cold starting.

Therefore this test should be done at the OEMs minimum cold start temperature.

Calculation of the mean cranking current can be taken from either the positive or the

negative circuit due to the fact that the current throughout each half of the circuit will be

equal. Average current can be calculated by measuring the DC average cranking current

using the oscilloscope DC measurement option.

The recorded value must not exceed the values stated in the Starting and charging

systems applications guide for ‘Maximum mean cranking current’. The max current

value is listed against each model of starter motor in Appendix 1



Reporting:



be traced.



Cold start Test

Purpose

To establish that the OEM machine starts and runs up in line with the Product Objectives

(IPSD and agreed Customer Objectives)

This test procedure provides the routine for preparing an engine and it’s battery for cold

starting, indicating the requirements for the test installation and instrumentation and

describing how to carry out the testing.

It does not define a selection method for components or cold start aids that should be used

to achieve a start at any given temperature.

The scope of this test procedure is limited to startability down to –25°C

Discussion

In many cases cold start testing is not performed during a normal appraisal process. This

may be either because the machines product objectives do not require cold start

capabilities, or simply because the OEM does not have access to a cold chamber.

We know however that a number of applications have issues in cold starting, typically

below -10°C, these are commonly machines which have high parasitic loads; such as

direct drive compressors, machines with multiple hydraulic pump drives attached or

tractors with PTO’s in operation at start up. These machine types should always aim to

have cold starting included in their development programme.

The OEM can add various components or features during development of the engine

installation to assist with cold starting. A guide as to what can be varied or added is listed

below:

Components or Features that can be

varied

Components or Features that can be

added

• Battery Sizing

• Electrical Cable Sizing

• Starter Motor

• Starter Motor pinion and ring ratio

• Flywheel Inertia

• Transmission Drag/Fluid

• Hydraulic Fluid

• Lubrication Oil

• Fuel Specification

• Unloading control for hydraulic

systems

• Intake Air Heater (Where offered)

• Glow Plugs

• Ether

• Coolant Heater

• Lubricating Oil Heater

• Battery Heater

• Hydraulic/Transmission oil

heaters



Definitions

Starting aid – Any approved component to assist in the starting of the engine. Including;

Immersion block heaters, fuel fired block heaters, glow plugs, and induction air

heaters/grid heaters and ether start aids.

Cranking Duration – The period of time that the starter motor is engaged for.

Method

The following four types of tests are used to evaluate the startability of an engine under

extreme temperatures and to assess the effectiveness of various starting aids.

• Cranking test with a 75% charged battery(s) (For battery and starter development

and evaluation)*

• Glow plug aided start

• Unaided start and run up to low idle speed setting

• Ether aided start and run up to low idle speed setting

* Cat PPG generally charge battery(s)100% during cold start testing, this is non preferred

Commonly the engine battery would first be removed and prepared for testing by

running it down to 75% of full charge, it is then reinstalled in the machine.

The machine will stand in a cold chamber and stabilise to the test temperature as

required. It is advised not to move straight to the coldest temperature requirement as this

may require additional starting aids and using an intermediate temperature first to bench

mark it’s capabilities is wise. Stabilised temperature can be confirmed using engine

mounted sensors such as Coolant temperature and Manifold temperature

The test cell and machine will require thermocouples, voltage and current measurements

and possibly some pressure measurement devices to be set up before testing commences.

Ideally these are attached to a data logger, enabling an accurate picture of the testing to

be captured for later analysis.

The starting procedure used should aim to match the machines operator manual (or vice

versa).

Acceptance Criteria

The tested engine build should match that of the production build list exactly ( Dress

options differences that will have no impact on the test can be ignored). Any additional

components added should be available through the engine or machine dealer network.

Customised parts are not acceptable unless the OEM will make them into production

parts. The machine specification must reflect the worst case for cold starting with regard

to parasitic loads

The lubricating oil system should be as near representative as possible to the actual

application. It should be filled with the appropriate oil and the filters fitted as specified in

section XX.



For Tier 2 – Stage II engines and onwards the following criteria should be used as a guide

for recording a successful start when cold starting a bare engine. Where product objectives

for the engine are available these should be referred to

1) Unaided: “Start time” should not exceed 10 seconds at –5°C and 15 seconds at –

10°C and below, from the start of cranking. The engine should run-up smoothly with

no “stumble” or stalling. This should be achieved with a mean cranking speed as

defined in the product objectives, or no less than a mean of 130 rev/min if not outlined

in the PO’s, with a minimum speed of not less than 100rev/min. Refer to the engines

FIP minimum cranking speed requirements*.

2) Aided: “Start time” must be reached within 30 seconds from the point of

energising the starting aids, with total cranking time not exceeding 15 seconds. Starts

must be achieved with a mean cranking speed as defined In the product objectives, but

with a minimum crank speed of not less than 100 rev/min.

3) Table below shows typical “in machine” engine performance for comparative

purposes . Specific OEM Machine start times will depend upon parasitic loads etc.

Temp°C Start

Aid

Engine Oil

Grade

Time to 1st Fire

Seconds

Start Time

Seconds

Time to Low Idle

Seconds

0 None 15W40 1 4 10

-9 GP 15W40 3 10 15

-18 GP /

Ether

15W40 3 25 40

-26 GP /

Ether

0W30 5 30 60


The below details the information required by the test engineer for the approval of the cold

start testing set up.

1. Engine and Machine serial number

2. Machine Model

3. Test location

4. Fuel Specification and Cetane No.

5. Oil grades (Engine/Hyd/Transmission)

6. Details of any non-standard parts fitted – Including lube/hydraulic/transmission oil

changes etc

7. Battery Size and number of batteries

8. Starter Motor Fitted

9. Configuration of starting aids – ether ratio, ether jet part number, glow plug

preheat time etc.

10. Starting procedure used – cranking duration, number of starts etc.

11. Record of ET / EST settings/parameters relating to cold start

For recommended battery and starter motor specifications please refer to chapter 11,

Starting and Charging Systems, of the A&I manual.



Instrumentation and preparation

Instrumentation

Instrumentation must be used to observe, and record where appropriate, the following

parameters:

• Chamber air temperature

• Elapsed time in seconds

• Instantaneous cranking speed

• Current drawn by the starter motor

• Voltage at the starter motor

• Voltage at the battery

• Engine speed

• Battery condition

It is also advisable to observe and record the following parameters, where possible.

• Coolant temperature

• Oil temperature

• Battery temperature

• Air temperature in the induction system

• Transmission oil temperature

• Hydraulic oil temperature

• Inlet Manifold Temperature

• Oil pressure

• Barometric pressure

• Any known loading on the engine, e.g. compressor pressure build up

• Voltage at starting aids, (for ether start an indication that the ether solenoid is

actuated)

Engine Preparation

It is important that the engine is drained of all normal oil and fuel before testing and the

replaced with the grade required in the machines operating manual for the temperature

range and condition being tested.

If the fuel, lube or coolant has been drained and refilled prior to testing it is recommended

that to purge the fuel system and ensure all air is bled from the system, the engine is run

for a minimum of 20 minutes at 85% of rated speed (if connected to a dynamometer run at

50% load) until the oil temperature reaches at minimum of 40°C. this should be done the

day prior to testing to allow the engine to cool completely.

No other special maintenance is required, however, the correct engine service and

maintenance schedule should be adhered to.

On completion of testing, or at the end of each day, run the engine at 1000rev/min until

the oil temperature reaches 38°C.



Battery Preparation

As the battery condition is an essential part of the engine test it is important that the

following sequence is used to ensure consistency of test conditions.

Ensure that the correct battery specification for the application and starter package is used.

This will predominantly be identified by the cold start cranking amps capacity (CCA).

This is the rating for the Cold Cranking Amps that can be discharged from the battery

when soaked at a temperature of -18°C while sustaining a test voltage for a specified time

(8.4 Volts for 60 seconds is the B.S standard).

The battery pack must be matched to the following:

• Application

• Starter package (starter motor, wiring spec)

• Test temperature

• Engine and hydraulic oil specifications

• Starting aid type

• Required cranking speed

A 75% charged battery must be used if running a machine test or unless specifically

requested by the customers engineer .The battery state at start of test must be known and

recorded

As a battery discharges the electrolyte becomes more diluted. This lowers the density of

the electrolyte and raises its freezing point. As the electrolyte approaches its freezing

point, the current supply from the battery decreases. If the electrolyte freezes, the current

supply will not be enough to start the engine).

Cold Chamber

The chamber used must be large enough to accommodate the machine and test

equipment and be maintained at the required test temperature for at least one minute

from the start of the test.

In some cases it may be possible to remove parts of the machine to fit it into a cold

chamber. e.g. A wheeled loaders bucket. A hydrostatically driven machine could be

tested with the engine cradle alone provided starter circuit wiring is identical to the

production machine.

Cooling System

The cooling system should be filled with a 50/50 coolant/glycol mix and be fully filled

and vented. It should also include any auxiliary options, (such as can heaters,

compressors etc), if these will be a compatible sales option for units sold to cold

climates.

The thermostat can be either propped open to the normal working position or left as

standard. This should not impact the starting capabilities of the engine but blocked



thermostats will increase the length of time required to warm through the engine in

preparation

Fuel System

The fuel systems should be totally contained within the cold chamber and be

representative of the real life situation for the application.

If the specifics of the remote fuel supply are not known the tank should be arranged so that

the fuel level is more than 500mm below the lift pump.

Air Induction System

The air induction system must be as used in the production unit and be drawing air from

within the cold chamber, not an external source.

Exhaust System

The exhaust system will have negligible effect on the cold starting performance of the

engine. It must however conduct the gas outside the chamber, and accommodate any

movement of the engine during the test for safety reasons. The exhaust system should be

inspected following the test to establish if any damage die to thermal shock has occurred

Test Procedure

Ether Start (Electronic Engines Only)

Ensure that ECM has a suitable flash file that contains the correct cold start strategy for

controlling the activation of the ether solenoid and that the ether nozzle is correctly sized

and located in the approved location and orientation in the inlet tract.

After soaking the engine at the test temperature (for not less than 14 hours when in the

cold room), engage the starter control until the engine starts or for a maximum of 15

seconds. Electronic engines should be allowed to run smoothly at the test speed for a

period set out in the engines ECM control strategy. This may differ depending on control

strategies, prior to settling at the desired low idle speed.

Hold this speed for about 5 seconds and then reduce the speed to 1000 rev/min. If

required continue running until the oil temperature reaches 38°C.

If the engine fails to start within the prescribed time, record a "fail-to-start" and continue

cranking or raise the temperature of the test chamber until the start is achieved.

If required to repeat the test allow the engine to cool to the soak temperature, prior to

commencing another cold start.

Glow Plug Start (Electronic Engines)



manner. Ensure that the machine controls shut off control are functioning correctly and that the test

area is partitioned off from pedestrians and other site personnel. Ensure that test equipment is

secured and does not present a fire risk.



Ensure that engines are run with a suitable flash file that contains the correct cold start

strategy for controlling the heating of the glow plugs.

Soak the engine at the test temperature (for not less than 14 hours).

Run to the ECM control strategy.

Glow Plug Start (Mechanical Engines)

Ensure the correct voltage supply is used, 12 or 24V Energise the glow plugs.

At a time specified by the OEM (or after 20 seconds if not specified), engage the starter

motor, still keeping the glow plugs energised.

If the engine fails to start (for definition see 5.0 Acceptance Criteria.) within 15 seconds,

switch off the starter motor but keep the glow plugs energised.

After a further 10 seconds, re-engage the starter motor.

If the engine does not start in less than 15 seconds of the second cranking period this

should be recorded as a "fail-to-start".

If a start is obtained, allow the engine to run up to maximum governed speed for

mechanical engines, keeping the glow plugs energised until the engine runs smoothly.

If the engine fails to start within the prescribed time, record a "fail-to-start" and continue

cranking or use additional starting aids until a start is achieved.

If required to repeat the test allow the engine to cool to the soak temperature, prior to

commencing another cold start.

Data Reduction & Reporting

Data must be recorded in real time using high-speed data capture equipment. Testing must

be carried out in a logical sequence and data recorded and named accordingly.

Measurement parameters outlined in section 7.1 Instrumentation and 6.0 Information

Required should be recorded prior to running a cold start test on a suitable spread-sheet

with an allocated test filename, numbered sequentially and collated with real time test data

recorded during each cold start run.

The acceptability criteria for the test must be outlined and test results measured against

acceptance. In all instances when a successful or unsuccessful start was recorded the

results must be outlined and discussed giving reasons for any failures, and factors that may

be changed or improved in order to enable a successful start.

The following parameters must be analysed and discussed against acceptance criteria as a

minimum to any test:

• Summary table of:

o Test cell temperature and barometric pressure

o Time to first fire

o Maximum cranking duration

o Maximum & Average cranking current



o Peak & Average voltage drop

• Machine Set Up:

o Machine Model tested

o Starter motor fitted

o Battery size(s) fitted

o Starting aid(s) fitted

o Lubricating/Hydraulic/Transmission oil grade used

o Any other unique features/parts fitted

• Starting Procedure used

o Usage of starting aids

o Cranking procedure – throttle position, clutch engaged etc.

• Graphed data plotted against time for:

o Engine speed

o Voltage

o Current

Record of Amendments

24th April 2009 J Totty Initial Draft for Applications Manager and CPPD Team Leader

comment

1st September P Thornber modified following discussion with CMG integration team .

20th

May 2010 Issue 1 released



Auxiliary Regeneration Device Test (Interim Engines Only)

Purpose

To establish that the installed Auxiliary Regeneration Device (ARD) is installed correctly

and operates reliably and safely

To prevent fault code 3483-11 after treatment regeneration status failure mode

Discussion

To meet US Tier 4 Interim and EU Stage IIIB exhaust emissions legislation a Clean

Emissions Module (CEM) is required to be installed as part of the engine exhaust system.

For engines below 130kW the strategy is to use NO2 oxidation or low temperature

regeneration of the diesel particulate filter (DPF) to oxidise trapped soot. For engines

above 130kW the NOx to PM ratio makes low temperature regeneration difficult if not

impossible. For these engines direct oxidation or high temperature regeneration of the

DPF is required to remove the soot. For high temperature regeneration to take place the

exhaust temperature entering the CEM needs to be elevated to >650 °C. This is achieved

by the combustion of fuel and air to promote oxidation and burn trapped soot using an

auxiliary regeneration device (ARD)

Definitions

ARD Auxiliary Regeneration Device

CEM Clean Emissions Module

DPF Diesel Particulate Filter

ET/ EST Electronic Technician/ Electronic Service Tool (Diagnostic Tool)

PM Particulate Matter

Method

Prior to testing ARD functionality the following tests and checks should be made

• Coolant supply to ARD head – maximum line size and lengths quoted in

A&I manual.

• (Oil supply - only required for prototype hardware)

• Fuel supply to ARD head – flow and maximum restriction quoted in A&I

manual.

• Combustion air supply – maximum line size and lengths quoted in A&I

manual.

• Exhaust backpressure – part of backpressure test. Refer to AITP 8

• CEM component temperature limits – part of Hot shut down tests Refer to

AITP 6

• Regeneration disable – part of electrical system test

• Regeneration readiness test – part of electrical system test

In addition to the tests and checks outlined above customers should have been fully

engaged during earlier design reviews and audits with regard to engine and machine

integration to ensure a robust solution.



On completing the initial installation of the CEM there are a number of initial checks and

calibrations that need to be performed prior to checking the functionality of the ARD.

These checks and calibrations are

1. Engine and CEM compatibility check

2. ARD ignition test

3. Soot Sensor calibration

Full descriptions of each of these checks and calibrations are outlined in the A&I manual.

The ARD functionality will be carried out under raised idle engine speed conditions.

Acceptance Criteria

The following parameters are acceptable when they meet the following limits:-

• Coolant supply: max total length of supply and return lines combined 6m

(19.7ft) and hose specification as per A&I manual

• (Oil supply, only required for prototype hardware: min 138 kPa (20-PSI) @

CEM Oil manifold.)

• Fuel Supply: 20-kPa Max pressure drop between pump and ARD head.

Note: this can only be measured during regeneration.

• Combustion air supply – 8.84m (29ft) equivalent length and hose

specification as per A&I Manual. Refer to A&I manual for calculation

method of equivalent length

The ARD installation will be accepted if in addition to above a successful DPF service

regeneration takes place.

Information required

• Serial No. and Part No. of engine and after treatment

• Serial No. Of machine and record of as tested configuration

• Engine rating information and flash file part number

• SMU of engine



Tape measure – pipe length measurement

Pressure gauges – fuel pressure measurement

Test procedure








Coolant & Combustion Air supply

Measure and record both coolant and combustion air pipe lengths. This may be difficult

to carry out in some installations – copies of customer connection/ circuit diagrams, BOM

and samples of pipes used could be used to determine correct pipe sizes/ lengths

Fuel supply

Measure and record fuel pressure drop between the ARD pump outlet and after treatment

fuel inlet manifold. Note: this can only be measured whilst a regeneration is being carried

out. To measure pressure drop pressure measurements will need to taken at the outlet of

the ARD pump and the inlet to the fuel manifold at either end of the fuel line – see

diagrams below. No ports are included to take these measurements additional fittings will

have to be fitted.

C7.1 ARD Fuel System

C9-C18 ARD Fuel System

Regeneration

Perform service regeneration as outlined below using ET/ EST diagnostic tool. Note Pin

46 will need to be connected to Pin 18. Refer to electronics A&I manual for additional

information. – Screen shots to be updated when latest become available.



Typically the service regeneration will take maximum 45 minutes to perform.

Reporting

Record the results of the test in the Applications Audit Report Form. The report should


be traced.



Fuel System Test

Purpose

1/ To establish that the engine’s fuel system does not exceed the temperature and pressure

limitations when installed within a customer’s machine

2/ To determine whether the correct fuel cooler specification is installed within the

machine

3/ To assess the ECM temperatures and determine whether an air-cooled installation is

possible

Discussion:

For US Tier 4i / EU Stage IIIB Caterpillar have installed a 2000bar fuel system.. The main

limiting factors in the Tier 4i fuel system are an 80°C limit at the high-pressure pump with

embedded injectors, a 93°C peak temperature limit at the electric transfer pump and the

pressure restrictions due to customer fitted fuel lines. Therefore to maintain pump

durability and system performance, the fuel system must be signed-off within a customer’s

machine installation.

The high-pressure pump temperature limitation of 80°C, combined with Tier 4 thermal

under bonnet temperatures, potentially indicates that a customer may need to install a fuel

cooler in the RTT line. It is recommended that customers use the Caterpillar supplied

thermal predictor to determine whether a cooler is necessary and the required

specification. The fuel system A&I test procedure will then confirm that the correct cooler

specification is installed and the implications of backpressure and restriction within the

fuel RTT lines.

Within the fuel system sign-off test, an initial assessment is also conducted on the fuel

cooled ECM temperatures. An under bonnet air temperature is recorded at the ECM to

determine whether the installation is suitable for an air-cooled ECM.

Definitions:

RTT - Return to Tank

SMU - Service Meter Units (Hours)

DV2 - Design Validation (2nd

Stage)

ELP - Electric Lift Pump

ECM - Engine Control Module

Method:

Two fuel system tests must be conducted for installation sign-off. The first test is

conducted with the engine off and electric pump on. Pressures are measured at low fuel

temperatures.

The second fuel system test must be conducted under cooling test conditions that reflect

the most arduous settings the machine will achieve. It can be part of the overall cooling



system test if possible. Consideration must be made of the position of hydraulic tanks in

determining the arduous temperature conditions of the fuel system within the installation.

It is recommended that the fuel system test be conducted within an environmental cell

where a 48°C sign-off ambient can be reached. If the required elevated ambient cannot

be met, please forward the results to your applications engineer who will evaluate with

the fuel systems team.

ECM under bonnet air & surface temperature measurements are scaled using a 1:1 scale

from the measured outside ambient to the sign-off ambient of 48°C.

As the temperature of the fuel supplied from the tank will affect the results of the overall

system, the fuel tank must be filled with a minimum amount of fuel to run the test

(typically 1-2hours). The empty tank condition must reflect the hottest temperature the

fuel supply will reach. A minimum of 5% of fuel is recommended to remain in the tank

at the end of the test (dashboard fuel light turned on).

Before conducting the Tier 4i fuel system test, it is recommended that the installation is

run-in to determine if there are any initial issues with the installation. The fuel system

circuit and condition must be inspected. Accumulation of dirt on pipe work and/or

connections may indicate air and/or fuel leak. Fuel cooler should be in good condition.

Early life fuel filters must be fitted.

When working with the fuel system, it is important to maintain extreme cleanliness as

particles can cause engine and fuel system problems. Measurement taken after the

secondary fuel filter is therefore avoided to prevent dirt ingress that may cause the

system damage. The assessment of the high-pressure pump inlet temperature is recorded

after the transfer pump inlet regulator where the limitation is correlated to 75°C for start

of life injectors & 80°C for bedded in injectors (3000hrs).

The diagram below illustrates the temperatures and pressures required to sign-off the

installed fuel system. The measurement points are as follows:

T0: Ambient Temperature

T1: Peak fuel temperature into the electric transfer pump

T2: Air temperature 50mm from ECM surface to determine whether an air-cooled

ECM can be fitted

T3: Fuel temperature post-transfer pump regulator (RTT line) to determine peak

temperature into the fuel pump

T4: Fuel temperature pre-CRS pump to ensure the 79°C temperature limitation is

not exceeded

P1: Electric transfer pump inlet pressure

P2: Pre-secondary fuel filter to assess the restriction within the customer fitted fuel

lines

P8: Backpressure assessment post-transfer pump regulator (RTT line)

P9: Backpressure assessment pre-fuel cooler (RTT line)



Fuel Tank

Primary Filter with

water separator

HP Pump Secondary Filter

(on-engine)

Pressure

Limiter Valve

Electric lift pump

assembly

Fuel

Cooler

Steel

pipe

TP inlet

regulator

CRS

PWM

valve

Regulator

valve

electric

pump

7.1 engine only

ECM

(Opt. Fuel

Cooled)

+

- Customer connection point

70 micron screen

WIF

DPS

(Opt)

FTS

DPS Differential P ressure Switch

FTS Fuel Temperature Sensor

WIF Water In Fuel Switch

RPS Rail P ressure Sensor

RPS

T0

T4

P4

T1

P1

T2

T3

P3

P2

Fuel TankFuel Tank

Primary Filter with

water separator

HP Pump Secondary Filter

(on-engine)

Pressure

Limiter Valve

Electric lift pump

assembly

Fuel

Cooler

Steel

pipe

TP inlet

regulator

CRS

PWM

valve

Regulator

valve

electric

pump

7.1 engine only

ECM

(Opt. Fuel

Cooled)

+

- Customer connection point

70 micron screen

WIF

DPS

(Opt)

FTS

DPS Differential P ressure Switch

FTS Fuel Temperature Sensor

WIF Water In Fuel Switch

RPS Rail P ressure Sensor

RPS

T0

T4

P4

T1

P1

T2

T3

P3

P2

Air-cooled ECM - Recommended additional test work

The fuel cooled ECM can be assessed during the fuel system test work to determine

whether an air-cooled ECM can be introduced into the system. Within the standard Tier

4i Fuel System Test, the under bonnet temperature is measured 50mm from the centre of

the fuel cooled ECM. If the maximum temperature recorded is less than 85°C correlated

to a 48°C ambient (1:1 ratio), then an air-cooled ECM is suitable for the customer’s

installation.

If the under bonnet temperature reading at the ECM is marginally above 85°C, then it is

recommended that an additional test be conducted to assess the feasibility of an air-

cooled ECM within the installation. The second test is run under the same arduous

cooling test conditions. However, within this test the fuel lines are disconnected from the

ECM and reconnected together to represent an air-cooled ECM. A surface temperature is

then recorded at the centre of the ECM (at position T2).



If the ECM is in view of a hot radiating engine component(s) additional thermocouple(s)

should be added to the surface(s) of the ECM where the ECM has the best view of the

hot component(s)


Min Max

P1 Inlet pressure to electric transfer pump -15kPa +15kPa

P2* Secondary filter inlet pressure 80kPa + P3 120kPa + P3

LimitationsTest 1: Pressure Measurements Measurement Conditions

Engine off

Electric pump on

(Ensure voltage at ELP is >11V for 12V Nom

system or 22V for 24V nom system)

Low Fuel Temperature (<20°C)

Record press.

*P2 limits to be confirmed by testing at IPSD

Min Max

T1 Peak fuel temperature pre-electric transfer pump NA 93°C

T2 Air temperature 50mm from ECM surface NA 85°C

T3 Fuel temperature post-transfer pump regulator (RTT line) NA 75°C

T4 Fuel temperature at CRS inlet NA 79°C

P3 Peak backpressure at pre-transfer pump regulator (RTT line) NA 15kPa Low idle

P4 RTT line pre-fuel cooler NA 20kPa FLRS

Test 2: Temperature & Pressure MeasurementsLimitations

Measurement Conditions

Engine on

Run arduous cooling test

Minimum fuel in tank

High fuel temperature

48°C ambient sign-off

Record temps

Record peak temps at hot shutdown



Remote Secondary Fuel Filter Only

As it is recommended that measurements after the secondary fuel filter is avoided, a

remote secondary fuel filter option installed by a customer must be assessed visually to

determine whether the pressure differential across the secondary filter is not exceed. In

the event of uncertain installed pipe work, pressure readings across the secondary must

be recorded.


• Serial No. of Engine and After treatment

• Serial No of Machine and record of as tested configuration/machine options


• SMU of Engine


• Confirmation that engine is operating under arduous conditions

o Accessories that emit heat rejection engaged (i.e. air conditioning), bonnet

on, water circulation to cab heater turned off

• Fan Ratio

• Fuel temperature measurements and measurement conditions

• Pressure measurements and measurement conditions

• ECM surface measurements if recorded

• ECM air measurements

• Weather conditions & altitude

• Amount of fuel at start of test & end test

• Diesel type used

• Photographs of measurement connection points



Fuel system pockets are required to record the temperature and pressures within the fuel

system. These pockets have quick fit connectors for ease of attachment within the fuel

line. See diagram below.

Limitation

Max

ECM Out to FIP Inlet (Dirty Secondary Filter) 150kPa

ECM Out to FIP Inlet (Clean Secondary Filter) 30kPa

Measurement Point

Delta P



Fuel Temperatures

K-type thermocouples are recommended for use within the fuel system pocket to

measure the required temperatures.

Pressure Measurements

A manometer can be attached to a pocket to measure the maximum pressure at full load

rated speed. The following hand-held Manometers are recommended

• Digitron, P200-H (0 – 2000mbar)

• Comark C9557 (0 – 6900mbar)


when mobile it is recommended to utilize damped pressure transducers attached to the

pocket and record the pressures with the temperature reading

ECM Temperature Measurements

Underbonnet ambient temperature

Attach an ambient thermocouple 50mm from the ECM front surface near the connectors

Attach the local ambient thermocouple by bending the wire 2 inches (50mm) and tack

the insulation at the bend with adhesive

Surface temperature (required for Air-cooled ECM additional testwork )

Attach a thermocouple to the centre of the ECM to measure surface temperatures

• Use sandpaper or emery cloth to remove paint from the ECM

• Clean debris from the ECM surface thermocouple attachment location using

isopropanol

• Insure that the bare wires coming out of the thermocouple insulation are not twisted

or touching. Use a screwdriver to separate the wires if they are twisted or touching

• Apply a “small” amount of the cyanoacrylate adhesive to fix the thermocouple to

the required location. Cure the adhesive with cyanoacrylate developer.

• To insure that the welded thermocouple bead is in direct contact with the bare ECM

surface, the electrical continuity (or electrical resistance) can be checked with a

multimeter .



• Fix the loose thermocouple wire the to ECM using the adhesive to ensure good

strain relief

Data logger

Data logger required to record temperatures and pressures (if applicable) with a

minimum sampling rate of 5 seconds

Test Procedure:

Fuel System Safety Requirements

Due to the high pressures generated by the Common Rail Fuel system the following

safety requirements MUST be adhered to when working on the engine.








• After the engine has stopped, wait for a minimum of 60 seconds in order to allow

the fuel pressure to dissipate from the high pressure (HP) fuel lines before any

service or repair is performed on the fuel system.

• Inspect all lines and hoses for wear or for deterioration after the engine has

stopped. The hoses must be suitably restrained with sufficient clearance to other

components.

• Make sure that all clamps, guards, and heat shields are installed correctly. This will

help to prevent vibration, chafing against other parts, and excessive heat, during

engine operation.

• Oil filters and fuel filters must be correctly installed. The filter housings must be

tightened to the correct torque. Refer to the Disassembly and Assembly manual for

more information.

• Leaks can cause fires. All fuel spills must be cleaned up before further work is

undertaken on the engine.

• Care should always be taken when working with the High Pressure Fuel system.

When working with the fuel system: Ø Do not step on the high-pressure fuel lines.

Ø Do not bend or strike the high-pressure fuel lines.

Ø Do not manually check the high-pressure fuel lines with the engine running or

whilst cranking.

Ø Do not crack open any of the pipes to start engine.

Ø Do not loosen the high-pressure fuel lines to purge air from the system.

Ø Do not install any high pressure lines that are damaged.

Ø Do not attach wiring harnesses or pipes to any part of the high pressure fuel lines

Ø Do not use the mounting bolts or any fasteners on the fuel system to install any

OEM supplied machine components.

Ø Do not disturb any part of the fuel system

Ø Do not operate the engine with a fuel leak in the high-pressure system.

Ø Do not tighten the connections on the low-pressure fuel system in order to stop the

leak. The connection must only be tightened to the recommended torque.

Ø Do not operate the engine with missing, damaged or loose clips. Ensure that all

clips and clamps on the high-pressure fuel lines are in place.

Procedure:

1. Ensure that the machine being tested has a fully production representative cooling

and fuel system, including tank size & location, line size, fitting type & location,

fuel cooler specification & location. If fuel system is modified for cold weather or

ease of filter service, modifications must be in place for restriction test work.

2. Inspect the fuel system lines and connections for air leak and/or fuel leaks or

unsuitable line installation. Ensure the fuel cooler is in good condition.

3. Conduct Test 1. Install the pockets with pressure transducers in the positions

indicated in the fuel system diagram and chart.

Contact with high-pressure fuel may cause fluid penetration and burn hazards. High Pressure fuel

spray may cause a fire hazard. Failure to follow these inspection, maintenance and service

instructions may cause personal injury or death.



4. With the engine off and electric transfer pump on, record the pressures to the

measurement conditions illustrated in the table. Note: these pressure measurement

tests must be conducted at a low fuel temperature (<20°C). Ensure voltage at ELP

is >11V for 12V nominal system or 22V for 24V nominal system.

5. Conduct Test 2. Install the pockets with temperature probes and pressure

transducers in the positions indicated in the fuel system diagram and chart.

6. Fuel in the tank must be at a minimum, typically run for 1-2hours until tank is near

empty.

7. Ensure that all engine covers and side panels are fitted, cab heater is switched off,

air conditioning is switched on and 50% antifreeze is used.

8. Run test according to conditions stated in the chart for Test 2 & record required

temperatures and pressures.

9. At the end of the test, bring the machine up to worst case loading condition and

fully shut the engine down. Continue to record until the maximum temperature has

been reached and stablised.

10. Calculate maximum temperatures for a 48°C ambient sign-off

• If test is not conducted within an environmental cell, forward the test results to

your applications engineer to evaluate the maximum fuel temperature at a

48DegC ambient.

• The ECM underbonnet temperature for a 48°C sign-off temperature is

calculated using a 1:1 scale from nominal ambient to sign-off ambient.

Reporting:



be traced.



C4.4 / C6.6 / C7.1 Series Air Inlet Temperature Offset Test

Purpose

This procedure is required to establish the offset between the virtual ambient (measured

from the sensor fitted in the air line between the air cleaner and the turbocharger

compressor) and the true ambient.

To prevent Fault Code 630-2 air inlet calibration error

Discussion

Emission-related Installation Instructions

Failing to follow these instructions when installing a certified engine in a piece of non-

road equipment violates federal law [40 CFR 1068.105(b)], subject to fines or other

penalties as described in the Clean Air Act.

NOTE: This test will be required beginning with PROD 5 software and will

require ET/EST 2011C. All engines shipped with software prior to PROD5

MUST be reworked in the field to PROD 5 software so this procedure can be

completed.

The engine now needs to measure ambient air temperature. This value is impossible to

measure with an engine-mounted sensor since the installation affects the air temperature

near the engine. Some examples of factors which affect ambient temperature measured

near the engine are:

• Exhaust location

• Air Intake location

• Engine cooling fan drive type

• Engine cooling fan air flow direction

• Engine heat rejection to atmosphere

• CEM location

• Engine enclosure type and ventilation

Given these and other factors, it is necessary to determine the difference between the

engine’s air inlet

Temperature sensor measurement and a true ambient temperature value.

Definitions

Tier 4 Emissions legislation. For the purposes of this document this should be taken to

cover:

• US EPA Part 89, Tier 4 interim legislation

• EC Directive 97/68/EC, Stage 3B legislation



Ambient clearance Ambient temperature at which the limit of cooling capacity

is reached

ET/EST Engine Technician (Diagnostic tool)

ROA Rise over ambient. The difference in temperature between

the recorded

Value and the ambient shade temperature


A&I manual Applications and Installation manual

CEOS Customer Electronic Option Selection

Method

Air Inlet Temperature Sensor Installation Preparation:

• Engine Inlet Air Temperature sensor must be installed (now and for all future

production) between the air cleaner and turbo compressor inlet, as close as possible to the

air cleaner.

• Production installation in all respects, especially:

- All sheet metal and enclosures around the engine or any other components which

might affect cooling fan airflow

• - Air filter and all air intake piping

• - Exhaust pipe and component position and routing

• - Any components that affect airflow around the installation

• Operational thermostat(s)

• Fill cooling system with water to the customer’s full mark.

• Determine a suitable location at which to measure true ambient temperature.

• Connect ET/EST.

• A minimum of one thermocouple is required to measure ambient temperature

Acceptance Criteria

Successful completion of the ET/EST test and record of the 7 digit “Air Inlet Temperature

Calibration Value.”


Instrumentation required is limited to ET/EST and true ambient measurement from a

Thermocouple and a calibrated thermocouple reader



Test Procedure

1. Ensure that the installation is production intent.

2. Ensure that the engine installation is fully heat soaked by working the machine to its

maximum capability for circa 1 hour.

3. Start the engine.

4. Initiate the Air Inlet Temperature Installation Procedure in ET/EST:

Service>Calibration>Air Inlet

During this procedure in ET/EST certain warnings will be provided. The test engineer

should read these

carefully before proceeding.

If ET/EST asks: “Do you wish to perform the High Flow Calibration?” answer

“Yes.”

5. ET/EST will say: “Enter the actual measured ambient temperature.”

At this time, enter the ambient temperature measurement from your thermocouple and

press “enter.”

This must be entered in °C.

6. At this point the engine should be placed under a relatively high load and high engine

speed operating

condition. This does not necessarily have to be the highest possible load the installation

could see.

7. Next ET/EST may display “Calibration Test Unsuccessful.” This message is displayed

if:

The difference between ambient and air inlet temperature is greater than 25°C. (This

condition is not allowed.)

OR

B. The air inlet temperature sensor reading is below the value entered for ambient, since

this is not possible.

8. If the test is successful (skipping Step #7) ET/EST will ask: “Do you wish to perform

the Low Flow Calibration? “Answer “Yes.”

9. Next, ET/EST will say: “Enter the actual measured ambient temperature.”

At this time enter the ambient temperature measurement from your thermocouple and

press “enter.”

• If the high and low flow tests are being run at the same time, this temperature should be

the same as entered in Step #5.








• If the ambient has changed since the High Flow test was run, an appropriate temperature

should be entered.

This must be entered in °C.

10. Reduce engine load to a minimum typically achievable value. Also reduce engine

speed to a relatively low rpm. Typically this will be the engine’s idle speed.

During this time, the system is looking for a minimum engine airflow difference as

compared with the High Flow test. If the system does not see a satisfactory flow

difference in this test versus the High Flow test, ET/EST will communicate an error

message and the tests must be re-run.

Note: This test has been designed to run successfully with typical industrial engine

loading profiles.

11. If the test has been successful, ET/EST will indicate this.

12. Following the calibration, Cat ET will write a value into the configuration screen

under the parameter name:

“Air Inlet Temperature Calibration Value.”

Take a screen shot at this time for your record

Note: This value must be recorded & entered into future identical engine installations and

should be entered in the CEOS. This value in the Configuration screen will be picked up

by ET/EST fleet configuration or can be entered manually.

There are several other potential steps during this test. ET/EST has been designed with

messages to guide the test engineer through the process. The high and low flow tests do

not have to be run at the same time.

ET/EST will allow one test to be run at a time.

Note: This procedure establishes a virtual ambient temperature offset value for the specific

installation being reviewed. This offset is an installation parameter and must be

programmed into the CEOS or ET/EST fleet configuration for all future production. Any

changes to the installation, which might cause this offset to change, should result in the

tests being repeated and the change updated.

Data Reduction

Not required

Reporting

The test procedure, results, conclusions and recommendations to be included within the

Installation Appraisal Report.



Underhood Thermal Analysis Test

Purpose:

To evaluate any machine engine bay component temperatures to ensure that none of the

engine system component temperature limits are exceeded

Discussion

Under Hood Thermal Testing (UHT) is critical given higher heat rejection to atmosphere

with the addition of CEM’s and associated components. The purpose of UHT is to gather

high-risk component temperatures to confirm operation is within maximum temperature

limits during operation and hot shutdown conditions.

A comprehensive table of component temperature limits is shown in Section 7 of the

relevant A&I manual

Definitions

UHT- Under Hood Thermal

CEM – Clean Emissions Module

SCR – Selective Catalytic Reduction

NRS- NOx Reduction System

Method

The assessment of Under Hood temperatures is comparatively straight forward if a


full load rated speed condition. For some self-propelled machines this is either not


established and repeated for the test.

The machine tested should be operated over the most intensive work cycle envisaged for

the design.

For some machine designs this equates to full load / rated speed operation, though

depending on the cooling regime (whether fixed fan or variable speed) and the specific

rating; a lower speed (e.g. peak torque) could give a more marginal condition in respect of

cooling.

Where it is not clear which mode of operation equates to worst case thermal conditions

(e.g. material handling or trailer towing), additional tests should be carried out and the

lowest ambient clearance used as the signed off condition.

Some typical test procedures are detailed in the General Installation Manual – Chapter 15.

These should be used for guidance where no other specific procedure is agreed with the

OEM.

The machine should continue testing until the coolant temperatures are seen to stabilise;

identified by less than 1°C change in a 10 minute period.



Acceptance Criteria

The results when extrapolated up to the limiting ambient temperature (normally 48°C) at

a rate of 1:1 should be compared with the limits specified in the A&I manual


General

Customer & Machine Type

Machine Serial No


CEM Serial No.

Rated power & speed

Test Procedure used

Test equipment details Temperature & pressure probe locations

Fan Drive type (if variable)

Fan Make

Fan drawing or Diameter & No of blades

Fan part No

Type & method of control

Fan drive ratio (if fixed)


Viscous Fan Drive

Must be operated normally if using an environmental cell

Must be locked on, to give maximum airflow during the test if tested without an

environmental cell

Other Variable speed fan drive

If a hydraulic, pneumatic, or electronically controlled fan drive is fitted it should remain

in its normal operating condition if the test is conduced in a temperature controlled test

cell or close to 25 deg C then no adjustment for fan speed is necessary.

If the test is conducted in a lower ambient (Between 5°C and 24°C) then the fan should

be set at its fastest speed and the speed recorded for reference / repeatability. Customers

demand fan strategy may impact this test so it is important to understand the effect of the

strategy at these “ normal “ temperatures

Cooling System / Engine Thermostat

The engine must be fitted with its standard operating thermostat.

Cab heater must be switched off

Machine cab AC if fitted must be switched on

DEF System



DEF tank should be drained such that there is <25% usable volume remaining in tank

prior to test to simulate worst-case condition

Machine

Machine should be production representative in all aspects

It should be checked that all bodywork and panels are fitted correctly with the production

intent sealing where applicable

Temperature Measurements

The engineer should be familiar with the engine bay layout and airflow of the machine in

order to evaluate in advance which components are likely to require thermocouples

installed. If in doubt a short pre-test can be made with colour changing temp indicator

stickers fitted in critical areas in order to judge the likely problem areas of the

installation. Part numbers for suitable temp indicator stickers are below for reference

• 8T-2820 140°F-190°F (60°C-88°C)

• 8T-2821 180°F-230°F (82°C-110°C)

• 8T-2822 220°F-270°F (104°C-132°C)

• 8T-2823 260°F-310°F (127°C-154°C)

• 8T-2824 300°F-350°F (149°C-177°C)

( RS Components stock similar stickers example part ref 555-437)

Once established install the thermocouples to the components in question paying

attention to whether the limit is a surface or ambient limit

Instrumentation Recommended

Data logger

XX off Temperature probes (Normally K type Thermocouples)

Equipment to record engine speed and fan speed (if variable)

Thermal imaging camera such as Fluke Ti9


Mandatory T1 - DEF Fluid in Tank- this can be logged using ET / EST as standard tanks

do not have an additional test point

Mandatory T2- DEF Fluid tank to Injector (Quick Fit Tee piece needed)

Mandatory T3 – DEF Injector mounting face temperature

T3-T** Temperature, surface or ambient, at critical components identified in the

installation as being most at risk

Speed

S1 - Engine speed

S2 - Fan speed if variable



Test Procedure.

Safety.

1. Ensure that all instruments are installed securely

2. Start the data logger. (1 Hz is adequate)

3. Start the engine/machine.

4. Operate the engine at the maximum load it will see in operation and full speed. (Refer

to method section)

5. Continue to operate the machine in this manner until all temperatures have stabilized

vs. ambient for at least 10 minutes. Some applications may take in excess of an hour to

demonstrate stable temperatures.

6. Once temperatures are stable, shut the engine down with minimum cool down delay

possible (5 Seconds at idle is advised to protect turbo) but continue to log the

temperatures for a minimum of 15 minutes after shut down as some component

temperatures will rise will rise

7. If the installation is able to operate at peak torque at any length of time for example an

Agricultural tractor, repeat Steps 5 and 6 while operating the engine at maximum torque

speed rather than rated speed.

Data Reduction

Correct peak logged temperatures to 48°C (Or required maximum operating temperature

if different and agreed with OEM) using a ratio of 1:1

Reporting

The corrected component temperatures must be less than the limits stated in the A&I

manual

The test procedure together with results, conclusions and recommendations to be

included within the Installation Appraisal Report.

Table on following page copied from A&I manual for information, check latest rev for

changes






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