Caterpillar Petroleum Well Service Transmission Installation Appraisal Procedures{1400, 3030} Caterpillar

Petroleum Transmission:

CX31-P600 (S/N: PFW1-UP; GFY1-UP)

CX35-P800 (S/N: TRJ1-UP)

Introduction

This procedure is intended to verify proper installation of Cat CX31-P600 and CX35-P800 Petroleum Transmissions. Review of this entire document is recommended prior to performing the installation appraisal. The expected time to complete this document is 8 hours (not including time needed by the OEM to rectify any issues). This document is divided into seven sections. Complete the appraisal in the following order:

1. Basic Information – Record essential information for this appraisal and the customer equipment.

2. Mechanical Install – Review transmission mounting support, cradle design, oil level check, and the like.

3. PTO Drive – Documents PTO pump(s) and verify that it is below the transmission PTO power rating limits.

4. Transmission Software Configuration – Use Cat^® Electronic Technician (Cat ET) Service Tool to configure the transmission software.

5. Electrical – Covers wiring, sensor, pin-outs, lamps, and the like.

6. Verification – Verify wiring, software configuration, and engine/transmission interactions.

7. Cooling – Provides procedures to perform a transmission cooling audit.

Caterpillar engineers may assist with first time installation appraisals. This document should be completed for every unique new transmission application and be kept on file at the Cat dealer who is performing the appraisal. Any further inquiries concerning this procedure shall be directed to the Global Petroleum Application Support Center (ASC). The web site is:

http://applicationsupport.cat.com

Legal Status

The Installation Appraisal

The information is recorded as applicable at the date of visit and installation. Acceptance is only to be used as an opinion on the suitability of the transmission for the application.

The Original Equipment Manufacturer (OEM) is responsible for complying with the requirements of the Health & Safety at Work Regulations and any other applicable legislation. The OEM must comply both nationally and internationally, in relation to the transmission installation applicable to the equipment concerned.

In giving notice of acceptance of the installation, Caterpillar and Cat dealers do not assume such responsibilities on behalf of the OEM. Transmission installation acceptance and advice is an opinion given in good faith, the OEM remains responsible as detailed above, and must act accordingly.

This appraisal has been conducted in order to assess that the installation conforms to Caterpillar requirements to ensure satisfactory transmission performance and durability. During testing, certain parameters have been assessed which also relate to the compliance of the installation. Caterpillar has carried out this test work to the best practice attained with the test facilities available. The OEM is responsible to ensure compliance and to carry out any test work required to their satisfaction.

The results obtained by Caterpillar may be quoted if the OEM so wishes. However, Caterpillar does not accept responsibility for the relevance or accuracy of these results in any communication between the OEM and any regulatory authority.

Section 1: Basic Information

Customer (OEM):_____________________

___________________________________

Customer (End User):_________________

___________________________________

Cat Dealer:__________________________

___________________________________

Date of Appraisal: _____________________

Appraiser:___________________________

___________________________________

Location of Appraisal: __________________

___________________________________

Engine/Power Rating: __________________

Engine Serial Number: _________________

Trans Model: _________________________

Trans Serial Number: __________________

Trans Cooler Supplier: _________________

___________________________________

Cooler Model: ________________________

Cooler Serial Number: _________________

Pump Supplier: __________________

__________________________________

Pump Model: ________________________

Pump Serial Number: _________________

OEM Controller Supplier: _______________

___________________________________

During the installation audits, in order to ensure that any last-minute design changes are captured, Caterpillar requires a final technical review with the OEM to be completed. Check the box below to indicate that this procedure has been completed.

Table 1

	Completed
A final technical review with the OEM has been completed.

Section 2: Mechanical Install

Cradle mounting greatly increases the joint and stress capability for the transmission and torque converter. The OEM is responsible for proper mounting cradle design. Cantilevered transmission installations are not recommended for well service applications.

Note: The C27 Engine and CX35-P800 Petroleum Transmission combination requires a cradle mount.

The cradle should be designed so the mounting provides a zero bending moment at the flywheel housing to torque converter (TC) housing adapter plane.

Illustration 1	g03772813
Mounting: cradle design (1) Engine (2) Engine block to flywheel housing plane (3) Flywheel housing to transmission plane (4) Flywheel housing (5) Transmission (6) Mounting cradle (7) Cradle isolator mount (8) Engine isolator mount (L6) Length from engine flywheel to cradle isolator mount support

Illustration 2	g03772920
Mounting: transmission side-mount design (1) Engine (2) Engine block to flywheel housing plane (3) Flywheel housing to transmission plane (4) Flywheel housing (5) Transmission (7) Transmission isolator mount (8) Engine isolator mount

Table 2

Mounting Cradle	Length L6
To achieve a zero bending moment as noted above, the cradle isolator mount or transmission isolator mount must be properly located. Isolator mount location can be checked using length L6 shown in the diagram. Always discuss with your customer to ensure that the cradle is properly designed.
Oil Selection	Type of Oil Used
Cat Well Service Transmissions are designed to operate with Cat Transmission/Drivetrain Oil (TDTO) or equivalent fluids that meet Cat TO-4 oil specifications. Check to ensure the oil used meets the Cat TO-4 oil specifications.
Oil Level Check	Oil Check Completed?
Transmission oil is added, and the oil level is checked, through the filler / dipstick tube. The initial oil fill should bring the fluid level to the "Full Cold" mark on the transmission sight gauge. Refer to the Operation and Maintenance Manual.

Torsional Vibration Analysis

All rotating machinery systems experience torsional oscillations during operations. The severity of the torsional oscillations is governed by operating speed and excitation frequency of the system. As a result, Caterpillar recommends a system level torsional vibration analysis (TVA) to evaluate and analyze system reliability. The OEM, as the system integrator, is responsible to determine if a TVA is necessary for their equipment design. During the installation appraisal, in order to help ensure that any last-minute design changes are captured, Caterpillar recommends a final TVA review. Check the box below to indicate you have advised the OEM to conduct a final TVA review.

Table 3

	Completed
The OEM has been advised during the installation appraisal to conduct a final TVA review.

Section 3: PTO Drives

Three types of Power Take Off (PTO) drives are offered on Cat Well Service Transmissions - 10-Bolt PTO drive, Integral Pump Drive (IPD), and rear PTO:

• 10 bolt PTO drive (side PTO) - Requires the OEM to first install a third-party PTO drive, such as a Chelsea drive. The pump(s) is then attached onto the PTO drive. A single side PTO is rated at 267 hp. Cat approved PTO suppliers include Chelsea Hydraulics, Muncie Power Products, and Logan Clutch Corporation. Inquiries concerning PTO design or suppliers should be directed to the Caterpillar Transmission Business Unit through the Application Support Center. The web site for the Application Support Center is: http://applicationsupport.cat.com.

• Integral Pump Drive – The IPD allows the OEM to attach pump(s) directly onto the transmission, and eliminates the use of a third-party PTO drive. The IPD is rated at 200 hp. Maximum combined IPD PTO power is 275 hp.

• Rear PTO drive - Available as an option with either side or integral PTO's with non-dropbox transmissions. The rear PTO drive is rated at 476 hp.

Here is a summary of the types of PTO drive options on Cat Petroleum Transmissions:

• Side PTO configuration - (2) 10-Bolt PTO drive at 1 o'clock and 8 o'clock from rear; (1) optional rear PTO at 5 o'clock from rear.

• IPD configuration - (4) IPD at 11 o'clock and 1 o'clock from rear; (1) optional rear PTO at 5 o'clock from rear.

Integral Pump Drive and Rear PTO Assembly Interface

During assembly of pumps to the integral pump drive or rear PTO, sparingly apply an assembly lubricant that will break down under heat and the presence of transmission oil. The grease should only be in place to manage initial break-in of the spline. The transmission lubrication system will supply oil to lubricate and flush the spine during operation. Lubriplate assembly grease "No. 105" is suitable for this application.

10-Bolt PTO Drives

Table 4

10-Bolt PTO Drive Information
How many ten bolt PTO drives are attached to the transmission?	0	1		2
First PTO Drive: If used, list the location, PTO drive manufacturer, and model
Location:
PTO drive manufacturer:
Model:
List the pump(s) attached to this PTO drive, power consumption, and usage (for example: power end lube or c-pump)
Pump:
Power consumption:
Usage:
Pump:
Power consumption:
Usage:
What is the combined total power consumption of the pump(s)? Note: If the combined total power consumption is greater than 267 hp @ 2000 rpm, Stop. Contact the ASC for technical support.
PTO Clutch / Lube supply ports
PTO clutch and lube oil may be supplied to a PTO drive through two ports (one on the side, and one on the rear of the transmission case, shown below) by installing a line from the ports to the PTO.	PTO Lube Line Not Used		PTO Lube Line Used

Illustration 3	g03772996

If a second side PTO drive is used, document the same information in the Notes section (last page).

Integral Pump Drives

Table 5

Integral Pump Drive Information If used, list the pump location, pump(s), power consumption, and usage (for example: power end lube or c-pump)
IPD Location:
Pump:
Power consumption:
Usage:
IPD Location:
Pump:
Power consumption:
Usage:
IPD Location:
Pump:
Power consumption:
Usage:
IPD Location:
Pump:
Power consumption:
Usage:
What is the combined total power consumption of the pump(s)?
Note: If a single IPD is higher than 200 hp, or combined IPD's are higher than 275 hp @ 2100 rpm, Stop. Contact the ASC for technical support.

Rear PTO

Table 6

Rear PTO Information If used, list the pump(s), power consumption, and usage (for example: power end lube or c-pump)
Pump:
Power consumption:
Usage:
Pump:
Power consumption:
Usage:
What is the combined total power consumption of the pump(s)?
Note: If the combined total power is higher than 476 hp @ 2000 rpm engine speed x 1.25 for rear PTO speed, Stop. Contact the ASC for technical support.

Multiple PTO's

Table 7

What is the combined total power consumption of ALL PTO's?
Note: If the combined total power of ALL PTO's (including IPD's, side PTO's, and rear PTO) is higher than 480 hp, Stop. Contact the ASC for technical support.

Table 8

PTO Minimum and Maximum Forward Gear
The minimum and maximum gear prevents the PTO from operating below a specified minimum gear, or above a specified maximum gear. The default setting for min gear is 1 and the max gear is the highest gear available. Discuss with your customer to select an appropriate min and max gear.	Min Gear	Max Gear
PTO #1
PTO #2

Section 4: Transmission Software Configuration

The transmission software must be configured prior to operation. Complete documentation of software configuration settings can be found in Special Instruction, REHS4541, "Software Configuration Guide". Parameters that can be configured are located in the Configuration section in Cat ET. Key parameters are described below:

Table 9

Transmission Software Configuration (Check the Appropriate Box to the Right of the Value for Your Application)
Transmission Model	App Code (Primary Shifter / Secondary Shifter)
CX31-P600	220 (Manual Shift Pumper / Manual Shift Pumper)
	230 (Manual Shift Pumper / Auto Shift Pumper)
	330 (Auto Shift Pumper / Auto Shift Pumper)
	410 (Roading / Draw Works)
	420 (Roading / Manual Shift Pumper)
	430 (Roading / Auto Shift Pumper)
	550 (Trencher / Trencher)
CX35-P800	110 (Draw Works / Draw Works)
	220 (Manual Shift Pumper / Manual Shift Pumper)
	230 (Manual Shift Pumper / Auto Shift Pumper)
	330 (Auto Shift Pumper / Auto Shift Pumper)
	550 (Trencher / Trencher)

Table 10

Shifter #1 and #2 – Minimum and Maximum Forward Gear
The min and max gear prevents shifting into any gears either lower or higher than the gear specified. Different min and max gears can be specified for Shifter #1 and Shifter #2. The default setting for min gear is 1 and the max gear is the highest gear available. Discuss with the customer to select an appropriate min and max gear.	Min Gear	Max Gear
Shifter #1:
Shifter #2:

Table 11

Lockup Clutch Disable Feature Installation Status (Check the Appropriate Box)
	Installed	Not Installed
This setting determines if the lockup clutch (LUC) disable switch is installed. This switch allows the operator to temporary disable LUC typically needed during pressure testing. This switch is optional. Discuss with your customer if the LUC disable switch is installed, and select the appropriate setting. Note: Regardless whether this switch is installed or not, the LUC can be temporary disabled via J1939 using SPN 682 (Torque Convertor Disable Request).

Table 12

Lockup Clutch Disengagement Speed (Enter the rpm in the Box)

RPM

The Lockup clutch (LUC) disengagement speed is configurable between 1250 - 1800 rpm. The recommended LUC disengagement speed is the engine peak torque speed minus 50 rpm. The factory default setting is 0 rpm, and will determine LUC disengagement speed automatically from the engine configuration message on J1939 if not configured. Discuss with your customer to select the desired value. Note: The LUC engagement speed is based on the disengagement speed value and it is not configurable.

Section 5: Electrical

The procedure below is not intended to verify that every connection to the transmission is wired properly. For example, previous installation appraisals showed most OEMs would correctly wire the battery and J1939 CAN Bus, but often missed the starter relay or quick-to-neutral switch wiring. Thus, this procedure is written to provide instructions to check the most common mistakes. For complete wiring requirement, see below:

ReferenceSpecial Instruction, REHS3514, "Electrical Application and Installation Guide for the CX31-P600 and CX35-P800 Petroleum Transmissions".

Cat Petroleum Transmissions require proper wiring at one connection point in order to function:

• Transmission Customer Connector – Also known as the OEM connector, the OEM is responsible for wiring from this connector to the rest of the equipment. This connector provides connections to battery, J1939 CAN bus, sensors, lamps, switches, and others.

• All pin numbers listed below are in reference to the J3/P3 Customer Connector.

Transmission Customer Connector

Table 13

Component	Description	Completed?
Starter Relay	This circuit enables the OEM to install a starter interlock strategy and it is optional. If this feature is not used, a jumper must be provided between the following pins. Check to verify that these pins are wired properly. CX31-P600 and CX35-P800: J3/12 and J3/14
Indicator Lamps	Check to verify the warning lamp, check transmission lamp, shift-inhibit lamp, and convertor drive lamp are installed. Note: Some OEMs have chosen not to install physical lamps. Instead, these signals are read through J1939 using DM1 and ETC1 and displayed on the OEM software. If lamps are not installed, verify that these signals are read by the OEM software.
Switch	The "quick-to-neutral" switch is an optional switch that allows the operator to shift the transmission immediately to neutral during an emergency. This switch is recommended, and should be checked to verify that it is installed by connecting pin 13 (Sensor Common) and pin 26 (Quick to Neutral Switch). Note: If the software configuration parameter "Neutralizer Switch Installation Status" is set to INSTALLED, and the quick-to-neutral switch is not installed, the transmission will not shift out of NEUTRAL.
Switch	The "lockup clutch disable" switch, as discussed in Section 4, is an optional switch that allows the operator to temporary disable LUC. This is a single pole double throw switch, connecting pin 13 (Sensor Common) to either pin 30 (LUC Allowed) or pin 31 (LUC Disable). Note: If the software configuration parameter "Lockup Clutch Disable Feature Installation Status" is set to INSTALLED, and the lockup clutch disable switch is not installed, a transmission diagnostic code (CID 3013) will be triggered.
Switch	The "warm-up mode" switch is an optional switch that allows the operator to place the transmission in a warm-up mode. This feature uses the torque convertor to quickly warm up the transmission, drastically reducing wait time. This switch is installed by connecting pin 28 (Sensor Common) to pin 22 (warmup Mode Switch). Note: If the "warm-up mode" switch is not installed, the transmission shifter Mode Button can provide an alternative way to place the transmission in a warm-up mode. Refer to configuration parameter "Transmission Shifter #1 Mode Button Config" and "Transmission Shifter #2 Mode Button Config" for details.

Mode Button Configuration

Some versions of Cat ET do not display parameters correctly for "Mode Button 1" and "Mode Button 2" configuration on the CX31-P600 and CX35-P800. Affected versions are Cat ET 2013C and newer. Refer to cross reference table below until this issue is resolved.

Table 14

Mode Cross Reference
Mode Function	Mode Selection
Disabled	"Disabled"
All Wheel Drive	"19 Liter Portrait"
Alternative Max Gear	"Backward"
Quick Gear	"Disengaging"
PTO #1 Enable	"Retard"
PTO #2 Enable	"Resume"
Warmup Mode	"19 Liter Landscape"

Dual Shifter Operation

If a second keypad shifter is installed, this step is used to verify that both shifters are operating properly. Use the OEM installed shift selector switch to switch between the primary and secondary shifter. In order to transition between shift selectors, the following conditions must be met:

• Transmission is in NEUTRAL and all shifters are requesting NEUTRAL. This condition can be confirmed with "NN" showing on the active shifter display.

• Transmission output speed is below 500 rpm.

• Engine speed is below 850 rpm.

• For CX31-P600 with dropbox configuration, the dropbox disconnects must be completed correctly.

If any of these conditions are not met, the transmission will not change to the requested shift selector and the shift selector displays will flash to indicate a problem. The transmission will hold the request in queue until all the conditions have been met. Then, the transmission will change to the requested shift selector. After the switch is completed, the active shifter will display the current gear while the inactive shifter will display two asterisks (**) characters to indicate the transmission will not respond to shift requests on the inactive shifter. When the primary shifter is active, Cat ET "Status Tool" parameter "Active Transmission Shifter" will display "1". When the secondary shifter is active, "Active Transmission Shifter" will display "2".

Dropbox Operation

(applies to CX31-P600 dropbox configuration only)

The CX31-P600 dropbox configuration is primarily used for the Workover Rig application.

Illustration 4	g03773087
Right side view (9) Top output (work shaft) (10) Bottom rear output (11) Bottom front output

Top output, "work shaft" (9) is used to drive the work drums. Bottom outputs (10) and (11) are used to drive the axles for road mode.

Note: Bottom front output (11) is optional and available only on 4WD dropbox model.

Cat ET configurable parameters "Transmission Shifter #1 Dropbox Disconnect Configuration" and "Transmission Shifter #2 Dropbox Disconnect Configuration" are used to configure whether the top output or bottom output(s) is engaged with shifter #1 (primary) or shifter #2 (secondary). For both parameters, the configurable options are "Disconnect #1" and "Disconnect #2". By selecting "Disconnect #1", the top output will attempt to engage with the active shifter. By selecting "Disconnect #2", the bottom output will attempt to engage with active shifter. On 4WD dropbox model, if "Disconnect #2" is selected, the bottom front output (11) can be enabled if the AWD switch is active. If these parameters are configured incorrectly, an unintended dropbox output can become active causing unexpected vehicle movement. For example, the operator wants to engage the top output to enable work mode with the secondary shifter, but the bottom output is engaged for road mode. Verify that these parameters are configured correctly by ensuring the intended dropbox output is engaged for both shifters.

Section 6: Verification

Section six covers the tests intended to verify proper wiring, software configuration, and engine/transmission interaction. Perform verification process after completion of sections four and five.

Table 15

Verifications (Check the Appropriate Box)
Engine Speed Verification	Completed
Throttle engine 1500 rpm. Look in the "Status Tool" screen in Cat ET, under transmission, then "Engine Speed". This is the engine speed (as read by the transmission) from the engine output speed sensor. Verify that this speed matches the engine speed broadcasted by the engine. Note: Look in the "Status Tool" screen, under engine, then "Engine Speed".
Quick-to-Neutral Switch (If this switch is not installed, skip this step)	Completed
Shift the transmission to FIRST gear and verify the transmission shifts into NEUTRAL when the "quick-to-neutral" switch is pressed.
Lockup Clutch Operation	Completed
With the engine at low idle, shift the transmission to FIRST gear and increase engine speed slowly. Use Cat ET to monitor and verify the LUC does engage, and note the engine speed at which the LUC engaged (for use in the next step). Look in the "Status Tool" screen under transmission, then "Current Gear". Verify the letter "L" is shown after the current gear (1F L). This denotes the LUC is engaged. Lower the engine speed back to idle.
Lockup Clutch Disable Switch (If the LUC Switch is Not Installed, Skip this Step.	Completed
Press the "LUC Disable" switch. Slowly increase engine speed to 100 rpm above the noted engine speed at lock-up, from previous step. Verify the letter "L" is not shown after the current gear (1F). This denotes the LUC is disabled. Lower the engine back to idle. Note: A transmission abuse event will be logged if running in LUC disable mode for more than 30 sec at speed greater than 1700 engine rpm.

Table 16

Tests and Calibration (Check the Appropriate Box)
Neutral to Gear		Completed
The transmission places engine speed restrictions when shifting from NEUTRAL to the following gears: 1F and above: Engine speed must be less than 1000 rpm NOTE: Verify that transmission will not shift out of NEUTRAL to any forward gears as noted above.
Clutch Fill Calibration	Skipped	Completed
All Cat Petroleum Transmissions are pre-calibrated from the factory. Therefore, calibration is not necessary. This step is only used as a means to verify transmission to engine communication. If communication has been verified through other means, this step can be skipped. See the following Steps to begin clutch fill calibration.

Note: The transmission output shaft must be disconnected from the equipment driveline before running transmission calibration.

1. In Cat ET, click on the "Service" menu and then click "Calibrations".

2. Select "Transmission Fill Calibration".

3. Verify that the following conditions are met:
   • Transmission Oil Temp in normal range, above 70° C (158° F) and below 87° C (189° F). During the calibration process this temperature must be above 65° C (149° F) and below 96° C (205° F).

   • Engine at idle.

   • NEUTRAL is selected.

   • The parking brake is applied (only applicable for roading applications).

4. If these conditions are met, met click "Next".

5. The calibration program takes 25 to 30 minutes to complete. When the calibration procedure is completed successfully, click "Finish".

6. If any errors occur, a reason and code will pop up in a text window. Follow the troubleshooting procedure in the Systems Operations, Troubleshooting, Testing and Adjusting guide.

7. If calibration is stopped for any reason or if calibration fails, the previous calibrated values will remain as the default.

Section 7: Cooling

Cooling system tests are required to validate design assumptions, calculations, and to ensure that a proper cooling system has been installed. The OEM is responsible for providing adequate cooling for the power train system, and the goal of the cooling audit is to assist the OEM. A cooling system audit consists of the following:

• Determining if the cooling system has the capacity to handle the OEM designed transmission heat rejection at the OEM intended highest operating ambient temperature.

• Determination of maximum oil pressure drop through the cooler circuit at engine high idle.

Machine Preparation for Cooling Test

Maximum ambient temperatures are not required, however the cooling tests should not be run when ambient temperatures are below 4° C (40° F). Cooling tests should not be conducted in the rain or during abnormally high wind conditions that can affect the results.

1. In order to perform the cooling test, the well service trailer will need to run at a choke.

2. Start the engine.

3. Allow the engine and transmission to achieve normal operating temperature.

4. Block engine coolant thermostat into the open position and set engine fan speed to maximum.

5. See Table 17. Calibrated instruments will be required for the temperature and pressure values.

Table 17

Transmission Temperatures and Pressures
Transmission Oil Side	Water Side	Ambient
TC Inlet Temp	Engine Top Tank Temp	Air Temp
TC Outlet (or Cooler Inlet) Temp	Cooler Inlet Temp
Lube Inlet (or Cooler Outlet) Temp	Cooler Outlet Temp
TC Inlet Pressure
TC Outlet Pressure
Lube Pressure

Document Preparation

Prepare a document to record values and information as follows:

1. Set up a table to record temperature and pressure data (see Appendix A and Appendix B). The Item number listed below refers to a specific data entry in the table.

2. Obtain from OEM the designed transmission heat rejection (Item 1).

3. Obtain from OEM the intended highest operating ambient temperature (Item 2) and engine top tank temperature limit (Item 3).

4. The max transmission lube inlet temperature T_lube-max is 99° C (210° F) (Item 4) and the max torque convertor outlet temperature T_tc-max is 121° C (250° F) (Item 5), these values are the transmission design limits.

5. Obtain the transmission oil flow rate for second through fourth gears in direct drive. This data can be found in the appendix of the Mechanical A and I guide. Printing these pages out for later reference is recommended.

Cooling Test:

The objective is to run the transmission so the transmission generates approximately the same amount of heat as the OEM designed transmission heat rejection. The cooling test information is used to determine if the system has enough cooling capacity at the max ambient temperature design limit.

Note: During choke test, fluid pressure can increase greatly. Always observe and follow the safety guidelines and procedures of the OEM and test personnel on site.

1. Run the transmission so that the transmission generates approximately the same amount of heat as the OEM designed transmission heat rejection.

2. Temporary disable the LUC. Disable the LUC by either using the LUC disable switch (if installed by the OEM) or via J1939 using SPN 682 (Torque Convertor Disable request).

3. Record the ambient temperature readings throughout the test. Determine the average value of the ambient temperature and record in the Table.

4. Partially close the choke.

5. With the engine in idle, shift the transmission to second gear.

6. Throttle the engine to between 1500 to 1675 rpm.

   Note the temperature reading at the TC Outlet and Lube Inlet and wait until the temperature has stabilized. Calculate the heat removed (Item 7) by the transmission cooler using the following equation:

   Heat Removal = Oil Flow X (TC Outlet Temp – Lube Inlet Temp) X Oil Specific Heat

   Note: If English units are used, heat removal (in hp) can be calculated by using the following equation: HP = Oil Flow GPM X (TC Outlet °F – Lube Inlet °F) X 0.1548 (Assumed oil density = 7.07 lbm/gal, Assumed specific heat of oil = 0.516 BTU/lbm*°F).

   Note: If Metric units are used, heat removal (in kW) can be calculated by using the following equation: kW = Oil Flow LPM X (TC Outlet °C – Lube Inlet °C) X 0.9331 (Assumed oil density = 847 kg/m3, Assumed specific heat of oil = 2.16 kJ/kg*°C).

7. Compare this value and adjust throttle as necessary to match this value closely to the OEM designed transmission heat rejection.

   Note: If adjusting throttle is insufficient to make the values closely match, adjust the choke. If a sufficient amount of heat (for example due to pressure limits) cannot be generated, record the highest possible heat rejection produced.

8. Once the engine rpm is determined, record the temperature and pressure values for the remaining items. The recorded value is the difference in rise over ambient (ROA).

9. Repeat Step 4 through Step 8 for 3rd and 4th gear.

Test Results Analysis

Ambient Capability:

1. Calculate the difference between the stabilized transmission lube inlet T_lube, converter outlet T_tc, and engine top tank T_{top tank} temperature over the average ambient temperature T_amb during testing. The difference is rise over ambient (ROA).

   ROA_SUMP=T_SUMP-T_AMB

   ROA_TC=T_TC-T_AMB

   ROA_{TOP TANK}=T_{TOP TANK}-T_AMB

2. Subtract the ROA from the temperature limits to determine the ambient capability (Ac). The ambient capability (Ac) should be the lower of the three values (Item 9).

A_C-SUMP=T_SUMP-MAX-ROA_SUMP

A_C-TC=T_TC-MAX-ROA_TC

A_{C-TOP TANK}=T_{TOP TANK MAX}-ROA_{TOP TANK}

A_C= lower of A_C-SUMP, A_{C-TOP TANK}, and A_C-TC

Note: The Ac value should demonstrate adequate cooling capability, higher than the OEMs designed highest operating ambient temperature. If Ac does not demonstrate adequate cooling capability, additional cooling capacity may be necessary to achieve the temperature limit requirements. There are several things to consider:

• Larger transmission oil cooler

• Air-to-Oil transmission cooler

• Larger cooling fan

• Higher cooling fan speed

• Increase coolant flow to the transmission oil cooler

Cooler Pressure Drop Test

The objective of this test is to determine the transmission oil cooling circuit pressure drop is less than 210 kPa (31 psi) at engine high idle (1900 rpm).

1. If necessary, increase the transmission oil sump temperature to between 80° ± 10°C (176° ± 18°F).

   Note: To increase oil sump temperature, place the transmission in warm-up mode.

2. Shift the transmission in first gear.

3. Increase engine throttle to 1950 rpm.

4. Record the oil temp, TC inlet, outlet, and lube pressure in the table.

5. Repeat Step 1 through Step 4 for second to fourth gear.

Test Results Analysis

1. Calculate the transmission oil cooling circuit pressure drop (Item 3) by subtracting the lube pressure (Item 2) from torque converter outlet pressure (Item 1) during test. The maximum oil pressure drop through the cooler circuit is 210 kPa (30 psi) at 90° C (194° F) oil temperature.

   Note: If pressure drop exceeds limit, there are several things to consider:

   • Reduce hydraulic circuit flow restrictions. Reduction of restrictions can be done by reducing sharp turns in the hydraulic circuit. Replace 90° fittings with wide-bend fittings or change the orientation of tee fittings to reduce restrictions.

   • Increase the size of the hydraulic hoses, the cooler outlet hose should be replaced first, since cooler oil is more restrictive than hotter oil

   • If a transmission oil thermostat is installed at the transmission oil cooler, ensure that the thermostat is operating properly

   • Increase cooler size

Wrap Up

Thank you for working with the customer in performing this installation appraisal. Supporting the integration of Caterpillar products is crucial in building trust with the customer. Caterpillar customers see Caterpillar and Cat dealers working together to support their business. Review this document with your customer. Use the space provided below for additional comments, observations, and recommendations.

Illustration 5	g03420951

Appendix A – Cooling Capability Test Table

Table 18

Item	Description	Value
1	Transmission Cooler Heat Rejection (obtain from OEM)	Hp/kW
2	Intend Highest Operating Ambient Temperature (obtain from OEM)	°F / °C
3	Max Engine Top Tank Temperature (obtain from OEM)	°F / °C
4	Max Lube In Temperature (transmission limit)	99° C (210° F)
5	Max TC Out Temperature (transmission limit)	122° C (250° F)
6	Average Ambient Air Temperature during Test	°F / °C

Table 19

Oil Side
Gear	Engine Speed	Oil Flow	TC In Temp	TC Out Temp (1)	Lube In Temp (2)	TC In Press	TC Out Press	Lube In Press	Cooler Pressure Drop	Heat Rejection (Item 7)
Second
Third
Fourth

( 1 )	This location can be the TC Outlet or Cooler inlet
( 2 )	This location can be Lube Inlet or Cooler Outlet

Note: Gray colored cells indicate calculated values.

Table 20

Water Side Temperature			Rise over Ambient (Item 8) Temperature			Ambient Capability (Item 9) Temperature
Cooler In	Cooler Out	Engine Top Tank	TC Out	Lube In	Engine Top Tank	TC Out	Lube In	Engine Top Tank

Note: Gray colored cells indicate calculated values.

Assumed oil density = 847 kg/m³(7.07 lbm/gal) at 90° C (194° F).

Assumed specific heat of oil = 2.16 kJ/kg*°C (0.516 BTU/lbm*°F) at 90° C (194° F).

Appendix B – Cooling Circuit Pressure Drop Test Table

Table 21

Cooling Circuit Pressure Drop Test Table
Gear	Engine RPM	Oil Temp	TC In Pressure	TC Out Pressure (Item 1)	Lube In Pressure (Item 2)	Pressure Drop Across Cooling Circuit (Item 3)
First	1900
Second	1900
Third	1900
Fourth	1900

Note: Gray colored cells indicate calculated values.