Dynamometer Testing of Caterpillar Engines {0781, 1000} Caterpillar

Caterpillar Products

All Cat Engines

Introduction

Table 1

Revision	Summary of Changes in SEBF9011
22	Added new serial number prefixes. Correct Media References
21	Dyno Minipatch information added
19–20	Warning to remove 234-5013 Sensor group before removing engine for DGB Engines

© 2019 Caterpillar All Rights Reserved. This guideline is for the use of Cat dealers only. Unauthorized use of this document or the proprietary processes therein without permission may be violation of intellectual property law.

Information contained in this document is considered Caterpillar: Confidential Yellow.

This Reuse and Salvage Guideline contains the necessary information to allow a dealer to establish a parts reusability program. Reuse and salvage information enables Caterpillar dealers and customers to benefit from cost reductions. Every effort has been made to provide the most current information that is known to Caterpillar. Continuing improvement and advancement of product design might have caused changes to your product which are not included in this publication. This Reuse and Salvage Guideline must be used with the latest technical information that is available from Caterpillar.

For technical questions when using this document, work with your Dealer Technical Communicator (TC).

To report suspected errors, inaccuracies, or suggestions regarding the document, submit a form for feedback in the Service Information System (SIS Web) interface.

Important Safety Information

Illustration 1	g02139237

Work safely. Most accidents that involve product operation, maintenance, and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills, and tools to perform these functions properly. Safety precautions and warnings are provided in this instruction and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons. Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. Therefore, the warnings in this publication and the warnings that are on the product are not all inclusive. If a tool, a procedure, a work method, or operating technique that is not recommended by Caterpillar is used, ensure the safety of you and others. Ensure that the product will not be damaged or made unsafe by the operation, lubrication, maintenance, or the repair procedures that are used.

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Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result in injury or death. Do not operate or perform any lubrication, maintenance or repair on this product, until you have read and understood the operation, lubrication, maintenance and repair information.

Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons.

The hazards are identified by the safety alert symbol which is followed by a signal word such as danger, warning, or caution. The "WARNING" safety alert symbol is shown below.

Illustration 2	g00008666

This safety alert symbol means:

Pay attention!

Become alert!

Your safety is involved.

The message that appears under the safety alert symbol explains the hazard.

Operations that may cause product damage are identified by "NOTICE" labels on the product and in this publication.

Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The safety information in this document and the safety information on the machine are not all inclusive. Determine that the tools, procedures, work methods, and operating techniques are safe. Determine that the operation, lubrication, maintenance, and repair procedures will not damage the machine. Also, determine that the operation, lubrication, maintenance, and repair procedures will not make the machine unsafe.

The information, the specifications, and the illustrations that exist in this guideline are based on information which was available at the time of publication. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time. These changes can affect the service that is given to the product. Obtain the complete, most current information before you start any job. Caterpillar dealers can supply the most current information.

Summary

This publication has been written to provide information to the dealers for testing engines on a dynamometer. For proper operation and safety, an engine should be tested in an approved facility for dynamometers. The Caterpillar Electronic Technician (CAT ET) will allow control and monitoring of the engine through the master ECM without derating the engine. A recording device will need to be set up to document the test results. The CAT ET does not record the data. No additional gauges are needed to monitor the engine. Emergency shutdown systems for low oil pressure and high engine temperature are recommended. The facilities for dynamometers are discussed in SEBD0642 Engine Dynamometer Facilities. A dynamometer is a specialized tool that provides the final level of quality assurance for testing an out-of-frame engine assembly or an in-chassis engine assembly.

If you do not use the CAT ET to monitor the C175 Engine, a set of gauges will be required. Extra gauges for the oil pressure, the fuel pressure, the aftercooler temperature, and the jacket water coolant temperature must be installed to monitor the C175 Engine. For additional information about the recommended gauges, refer to the Product Bulletin, SEBD0642, "Engine Dynamometer Facilities", "Instrument Specifications".

An engine test is used to show that the following three conditions have been met.

(1) The components that affect engine performance were manufactured properly.

(2) The engine was assembled properly.

(3) The engine settings are correct.

A dynamometer test is used to detect failure of engines and to cause failure during testing of engines that do not meet the above criteria.

If the fuel system settings are correct the settings should not be altered in an attempt to change power, torque, fuel rates, specific fuel consumption, boost, or any other performance characteristic. If the fuel system settings are correct, conflict in any of the performance characteristics demonstrates a faulty component or an improper assembly of components. This problem should be corrected. The defect should not be hidden by improperly altered fuel system settings, which will require additional adjustments later in the shop. An engine with the proper power and with improper fuel system settings is a faulty engine.

In addition to the specified performance characteristics, other characteristics of the engine will be observed. Some other observations are listed below.

• blowby

• slobber

• combustion gas leakage into the cooling system

• leaks in the exhaust system

• leaks in the air inlet system

• excessive vibration

• unusual noise

Any engine that exhibits abnormalities in any detrimental area is a faulty engine. A report from an engine test, which shows no discrepancies in any of the performance characteristics, is not the only criteria of an acceptable engine. The engine must meet the individual specifications for engine performance found in the Technical Marketing Information (TMI) under General Engine Data (Engine Test Specifications).

Service Letters and Technical Information Bulletins

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NOTICE
The most recent Service Letters and Technical Information Bulletins that are related to this component shall be reviewed before beginning work. Often Service Letters and Technical Information Bulletins contain upgrades in repair procedures, parts, and safety information that pertain to the parts or components being repaired.

References

Table 2

References
Media Number	Title
PEBJ0002	Contamination Control Guidelines, "Cat Dealer Contamination Control"
REHS0183	"Removal and Installation of Tamperproof Caps on an RSV Governor"
RENR2228	"723PLUS Digital Speed Control"
RENR5850	"SPM-A Synchronizer"
SEBD0642	Product Bulletin, "Engine Dynamometer Facilities"
SEBF4564	"Planning Engine Processing Areas - Dynamometer"
SEBF4565	"Position Description for a Dynamometer Test Area"
SEBF8327	"Visual Inspection and General Information for Governor Assembly used in New Scroll Fuel Systems (NSFS) of 3204, 3300, and 3400 Engines"
SEBF8209	"Mechanical Governor Groups in 3114, 3116, and 3126 Engines Equipped with Mechanical Unit Injectors"
SEHS8914	Special Instruction, "Pressure Lubrication Procedure for Remanufactured Engines and Short Blocks"
SEHS9318	"Testing and Adjusting of the Woodward 3161 Governors on the Fuel Injection Test Bench"
SENR1087	"Digital Min/Max ProAct Control for Caterpillar G3306 Engines"
SENR2928	"2301 Electric Governor for Generator Set and Industrial Engines"
SENR3028	"Caterpillar 3161 Governor"
SENR3585	"2301A Electric Governors for Generator Set and Industrial Engines"
SENR6430	"524 and 1724 Electrically Powered Governor Systems"
SENR6444	"PGEV and PGE Locomotive Governors"
SENR6454	"3114, 3116, and 3126 MUI Engine Governors"
SENR6514	"PSG Governor with Cast Iron Case"

Canceled Part Numbers and Replaced Part Numbers

This document may include canceled part numbers and replaced part numbers. Use NPR on SIS for information about canceled part numbers and replaced part numbers. NPR will provide the current part numbers for replaced parts.

Tooling and Equipment

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NOTICE
Failure to follow the recommended procedure or the specified tooling that is required for the procedure could result in damage to components. To avoid component damage, follow the recommended procedure using the recommended tools.

Table 3

Required Tooling and Equipment
Part Number	Description	Qty
8T-1919	O-Ring Seal	As needed
9N-1941	V-Band Clamp	As needed
135-6261	Clamp	As needed
197-8120	Gasket	As needed
200-6417	Elbow	As needed
200-6543	Cover	As needed
205-7879	Elbow	As needed
205-7880	Elbow	As needed
205-7881	Elbow	As needed
236-4256	Aftercooler Assembly	As needed
273-3538	Hose	As needed
333-1230	Bellows Assembly	As needed
FT2360	Harness	As needed
FT2361	Harness	As needed
FT2731	Harness	As needed
FT2732	Harness	As needed
FT2733	Harness	As needed
FT2734	Harness	As needed
FT2735	Harness	As needed
FT2742	Harness	As needed
-	Fabricated Elbow	As needed
-	154.4 mm (6 inch) steel pipe	As needed
-	154.4 mm (6 inch) steel pipe	As needed
-	Stock Hose	As needed
-	154.4 mm (6 inch) steel pipe	As needed
-	Stock Hose	As needed
-	154.4 mm (6 inch)Balance Tube Pipe	As needed
-	Hose Bead	As needed
-	154.4 mm (6 inch) steel pipe with Hose Beads	As needed

General Instructions

These procedures on preparing the engine for testing have been developed with the input from several important personnel and experienced operators.

Engine Test

All characteristics of engine performance that are specified in TMI or in this bulletin will be monitored to ensure conformance to those specifications. The use of an additive in the engine oil that will aid in the detection of oil leaks is permitted.

Criteria for Retesting Engines

It is sometimes necessary to rework an engine after the engine has completed dynamometer testing in accordance with this bulletin. To ensure proper performance, the engine must be retested if one of the following criteria is met.

(1) Engines will be retested after any changes to the settings or components affecting airflow through the engine, fuel injected into the engine, or the combustion process.

Note: Not included is the removal of engine components not related to the performance of the engine. Such as external covers, plugs, levers, and similar components.

(2) The engine must be rested if any disassembly and reassembly of the engine which potentially affects the mechanical integrity of the engine or leakage from the engine take place. To include, bringing the outlet temperature of the engine water to the normal value for full load and checking for leakage from the engine.

Records of Tests

The engine test record will list the details of assembly, discrepancies in the test, and the action that has been done to correct each one. The engine test record will also include the data in the required performance data which is shown in the section “Performance Test” under Diesel Engines and Spark Ignited Engines. Including performance problems and problems with parts.

Correction Factors of Engine Performance

The correction factors for engine performance found in "Appendix D (Correction Factors for Engines)" will be used to correct observed engine performance (power, torque, fuel rates, and specific fuel consumption).

(1) The correction factors for the inlet air pressure will be based on readings from a dry barometer. These values are determined frequently to keep the values within the allowed accuracy and the measured inlet air restriction.

(2) The correction factors for the inlet air temperature are based on the temperature measured in the air supply line to each engine.

(3) The correction factor for the density of the fuel inlet will be based on the fuel density. These values are determined frequently to stay within the accuracy required for each measurement that is shown in the chart of tolerances for maximum performance.

Air Supply

The inlet air to the engine will be filtered. The inlet air will be drawn from outside the engine test cell so the ambient air conditions are not affected by engine operation. The inlet air will then be conveyed to the engine through the appropriate piping. The inlet air restriction of the air cleaner and air piping must not be more than the limit shown in the TMI General Engine Data (Engine Test Specifications).

Fuel

Diesel

(1) The fuel for the test will be in accordance with the specifications that are given in "Appendix F (Requirements for Diesel Fuel)". Engine power, torque, and fuel rates will be corrected for variation in the fuel density from 35.0 API (American Petroleum Institute). The use of a fuel additive is permitted to control white smoke.

(2) The pressure of the fuel supply at full load to the engine fuel inlet will be constant, and the pressure will not be more than 25 kPa (3.6 psi). The temperature will be 30° ± 2°C (86.0° ± 3.6°F). The engine fuel inlet is located at the entrance for the fuel into the engine fuel system.

Note: If the fuel temperature does not exceed 32 °C (90 °F), there will be no noticeable loss in power. A loss in horsepower will be encountered if the fuel temperature exceeds 32 °C (90 °F), due to decreased density of the fuel.

(3) The fuel supply and return lines will be vented to the atmosphere in a manner, which permits any gas in the fuel to be monitored and released. If there is a detectable fuel leak in any metered fuel, the readings for the fuel rate will not be correct. If the performance test reaches the point of full load and visible gas is being discharged from the fuel system the test is considered invalid.

Natural Gas

All performance tests will be made with fuel conforming to dry processed natural gas that has a low heating value determined within ± 1%. The corrected specific fuel consumption will be calculated by using this measured value.

Cooling Water

1. Cooling water will be the following temperatures.

   1. The outlet for the engine water is from 95 °C (203.0 °F) to 101 °C (213.8 °F).

   2. The inlet for the separate circuit aftercooler is any specified temperature from 30° ± 3°C (86.0° ± 5.4°F) to 55° ± 3°C (131.0° ± 5.4°F).

   Note: The simulation of an aftercooler may be used on the engines that were not previously tested with an aftercooler. See the individual engine performance specification in TMI for the requirements on the inlet manifold temperature. The heat exchanger that is used for simulation has an air pressure drop from 7 kPa (28.1 inch of H₂O) to 14 kPa (56.3 inch of H₂O). Any differential in the coolant pressure or temperature through the heat exchanger is permitted.

2. The restriction of the flow of coolant in the water cooling system of the facility that is used for testing will be low enough so that the rise of the temperature of the coolant between the inlet of the engine jacket water pump and the outlet of the water will be no more than 12 °C (53.6 °F). The engine performance specifications for some engines with an abnormally high heat rejection may require a rise in temperature greater than 12 °C (53.6 °F).

3. The flow rates for the separate circuit aftercooler will agree with the performance part number for the individual engine.

Note: ATAAC Pressure drop limit for factory has been changed from 5 14 kPa.

Exhaust Pressure

The test facility exhaust system will create a static pressure at the outlet of the engine exhaust of −2 kPa (−8.0 inch of H₂O) to 2 kPa (8.0373 inch of H₂O) at a full load and speed.

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NOTICE
For Tier IV engines, exhaust back pressure may need to be applied during dyno testing per the 0K spec to prevent over-speeding the turbo. Refer to Section "Tier IV Engine Testing".

Engine Speed Control

Mechanical Engine Speed Control

The torque of 8 N·m (70.8 lb in) to 12 N·m (106.2 lb in) ( 5.5 N·m (48.7 lb in) to 9.5 N·m (84.1 lb in) for the Woodward 3161 governor) is applied to the control shafts of the mechanical governor to maintain the maximum speed of the engine. Proper control of torque on the governor control shaft is required for consistent governor settings and high idle speeds.

Note: Other special tests may be specified for engine attachments such as brake savers, duplex oil filter controls, torque limiters, prelube systems, special governors, and governor controls.

Electronic Engine Speed Control

Electronic Engines can be controlled either by using a speed override command or by using the engine harness throttle input. A speed override command uses Cat ET, and an engine throttle input requires a PWM input.

When mounted on the pedal and level, the target duty cycle should be as shown in Table 4. However, the possibility exists to deviate from these values by adjusting the throttle configuration within ET.

All PWM sensors used should have a sinking driver with a frequency of 500Hz (± 50Hz). The sensor must give a valid output within 150 ms of the main power being supplied to the sensor.

Table 4

PWM Throttle Parameter Configuration
Position	Acceptable Signal Duty Cycle Range
Released (Low Idle)	10% to 22%
Fully Depressed	75% to 90%

Oil Mini Patch Kit

Oil Patch Kit should be used to monitor your engine oil for debris as the engine begins to break in. This allows the dyno technician to monitor the oil via the patch kit vs removing and cutting oil filters to inspect for debris. The Oil Patch can also help identify cleanliness of a dealer rebuild by catching particles that are present in the oil during engine operation.

Oil Mini Patch FT3569

FT print can be found on Dealer.cat.com under the service tools tab.

Table 5

Quantity	Part Name	Part Number
1	COUPLING - 01 - Available through McMaster-Carr 2084T24 - Must remove supplied rubber o-ring before installing items 3,4, & 15	—
1	COUPLING - 01 - Available through McMaster-Carr 2084T54	—
1	SCREEN - Available through McMaster-Carr 2812T26– 2 IN	—
1	FILTER ELEMENT (40 MICRON PATCH)	566-7482
2	VALVE-FLUID	7X-3387
1	ADAPTER-STR	3L-1258
2	NIPPLE-HEX	5K-2408
1	ADAPTER	6B-7280
1	VALVE-BALL	7E-4444
1	ADAPTER-STR	109–5605
1	VALVE-BALL	129-3078
1	ADAPTER-TEE	1F-1651
1	COUPLER AS. - SOS	243-3133
1	ADAPTER - Available through McMaster-Carr 4638K743	—
1	SEAL-RECTANGULAR	1P-3705

Illustration 3	g06374989
1. Oil inlet from oil sample port on engine. This should be supplied pre-filter 2. Oil sample port for use during dyno operation 3. Cam lock - Location of Filter Element 4. Oil outlet back to engine. Return oil to the crank case for proper return to sump

Oil Supply should have a shut off valve as well as the return line. This allows the isolation of the coupling to remove the patch. Be sure that the oil supply is coming from a pre-filter supply. The return is best routed into the crankcase. A modified valve cover or, for larger engines, a side cover has proven to work well.

Illustration 4	g06368457
Here is an example of an oil patch cart in use by a dealership. A simple catch can with a drain on a two wheel cart. oil shutoff valve installed at engine source and is not shown, The prelube line entry point would be an acceptable source. This will vary by engine

Illustration 5	g06374996
Example of Oil Patch Filter and Support Screen

Adopting mini patch checks in the first few minutes is a preventative measure of early component wear, this will most often be gross wear or foreign debris. Consider integration of the mini patch into the normal walk around and engine warm up checks during the dyno process.

For further analysis of the debris captured on your patch, please refer to:

SEHS0771 Parts Cleanliness Testing for Caterpillar Dealers - Cleanliness Testing Process

SEHS0772 Parts Cleanliness Testing for Caterpillar Dealers - Visually Identifying Particulate

Illustration 6	g06368782
This is an example of a post test filter layout from a dealer. It is good practice to document how your engine ran on its dyno test. 1. Inspect and replace patch after initial startup and leak inspection at idle within the first 5 minutes 2. Inspect and replace patch at intermediate speed warm up 3. Inspect and replace patch at intermediate speed once operating temperature is stabilized 4. Inspect and replace patch after Rated speed power check 5. Inspect and replace patch at Peak torque performance check point

Engine Test Specifications

The nominal engine test specifications (nominal specifications) are those values that are shown in the individual engine test specifications. These values are found in the TMI General Engine Data (Engine Test Specifications).

Criteria for Evaluating Performance Test Data

The reports for performance tests are divided into two groups. These two groups are "passed" or "failed".

(1) Performance tests are passed when all test results are within the nominal specifications of + 0.90 (specification tolerances).

If the test passes, the performance test will have a note that states "Passed Performance Test".

(2) Performance tests are failed when any test result is outside the nominal specification of +1.20 (Specification Tolerances).

If the test fails, the performance test will have a note that states "Failed Performance Test".

(a) If the performance test fails because of a test result controlled by the engine (Table 1), the report will provide all appropriate notes. This report includes a note that states "Repair Engine".

(b) If the performance test fails because of the result from a test cell (Table 2) the report for the test will provide a note that states "Repair Cell - Retest Engine".

(c) If the performance test fails because of a test result that is controlled by both the engine and by the test cell the report for the test will have a note that states "Repair Engine and Repair Cell".

(d) If the test data shows the engine to be potentially adjustable, the report from the test will provide a note that states "Fuel System Check and Adjustment Required". If the test fails for a reason except for the fuel rate, power, or torque the report for the test will also provide a note that states "Repair Engine".

Table 6

Test Results that are Controlled by the Engine
09	Corrected Power of Full Load	kW
12	High Idle Speed	RPM
13	Low Idle Speed	RPM
18	Corrected Fuel Rate	g/min
19	Corrected Specific Fuel Consumption (CSFC)	g/kW.h
20	Adjusted Boost	kPa
30	Corrected Torque at TC RPM	N·m
31	CF rate at TC RPM	g/min
32	CSFC at TC RPM	g/kW.h
33	Adjusted Boost at TC RPM	kPa
37	Response Check Time	s
39	Power Loss/Cyinder	% Rated Power
40	Specific Blowby	L/kW·h
43	Delta-T Jacket (out-in)	°C
55	Oil Pressure	kPa
56	Oil Pressure Low Idle	kPa
57	Oil Temperature to Bearings	°C
58	Fuel Pressure	kPa
75	Engine System Voltage	Volt
78	Observed Torque at A/F Control Setting	N·m
83	High Idle Stability	RPM
84	Low Idle Stability	RPM

Table 7

Test Results that are Controlled by the Cell
Test Number	Description	Units	Constraints of Test Results
10	Full Load Speed	RPM	-
11	Governor Setting Speed	RPM	Mechanical Engines Only
28	Torque Check Speed	RPM	-
34	Response Check (Idle Speed)	RPM	Mechanical Engines Only
36	Response Check Speed	RPM	Mechanical Engines Only
42	Temperature of Jacket Water Pump Inlet	°C	If Applicable
44	Inlet Manifold Temperature	°C	-
45	Water Temperature to SCAC	°C	If Applicable
46	SCAC Water Flow	L/min	If Applicable
59	Inlet Fuel Pressure	kPa	-
60	Inlet Fuel Temperature	°C	-
62	Inlet Air Pressure	kPa	-
63	Inlet Air Restriction	kPa	-
64	Inlet Air Temperature	°C	-
65	Fuel Density	deg API	-
82	Temperature of Engine Water Outlet	°C	-

Static Fuel System Settings

Setting Point for the Governor - Mechanical Engines Only

The setting point for the governor (engine speed and torque) is an operating point on the curve of engine over run that is used to set the governor. The setting speed for the governor and the setting torque for the governor will be specified in the Specifications for the Engine Test.

The setting point for the governor will be set by running the engine at the specified setting speed for the governor with the engine speed control at the maximum speed position as specified in Engine Speed Control of the General Instructions and by providing torque from the dynamometer as specified. The engine speed should be adjusted with the governor control. The governor control controls the position of the curve for the over run. The torque should be adjusted via the dynamometer control.

Full Load Setting and Full Torque Setting - Electronic Engines Only

If you have performed the necessary tests and need to change either the FLS (Full Load Setting) or the FTS (Full Torque Setting), contact your Field Service Representative. The Field Service Representative will provide you with the necessary new settings and a password to change the settings.

Preparation for the Engine and the Test Cell

Preparing the Engine for Testing (Outside Cell)

Engines through 3400

(1) Determine if any items are missing from the engine. Obtain these items and install these items before proceeding.

(2) Install the governor control if necessary.

(3) Check for starters. Remember that electric starters are not tested. If the engine has air starters, install proper plumbing and the adapter for the air hose.

(4) Ensure that all required sensors are installed on the engine.

(5) Install any required thermocouples, adapters, connectors, hoses, etc.

3500 and C175 Engines

(1) Determine if any items are missing from the engine. Obtain these items and install these items before proceeding.

(2) Install governor control if necessary.

(3) Check for air starters. Remember that electric starters are not tested. If the engine has air starters install proper plumbing and the adapter for the air hose.

(4) Ensure that all required sensors are installed on the engine.

(5) Install any required thermocouples, adapters, connectors, and hoses.

(6) Install hoses for the diesel fuel on the supply lines and on the return lines.

(7) Connect the mini patch to the test adapter.

Table 8

Engine Specifications
	20 Cylinder 797F	16 Cylinder 793F	16 Cylinder 795F
Maximum Power (1750 rpm)	2990 kW (4000 hp)	1977kW (2650hp)	2535 kW (3400hp)
Peak Torque (1300 rpm)	19600 N·m (14460 lb ft)	12899 N·m (9514 lb ft)	14350 N·m (10584 lb ft) at 1650 rpm
Weight	17700 kg (39000 lb)	12000 kg (26700 lb)	-
Intake Air Required at Full Load	297 m3/min (10488.5 cfm)	216 m3/min (7628.0 cfm)	212.3 m3/min (7497.0 cfm)
Charge Air Pressure / Compressor Outlet Pressure (COP) (Gauge Pressure)	277.85 kPa (40.3 psi) (Low Altitude) 312.33 kPa (45.3 psi) (High Altitude)	327 kPa (47 psi)	253 kPa (36.97 psi) (Low Altitude) 234.7 kPa (34.1 psi) (High Altitude)
Charge Air Temperature/ Compressor Outlet Temperature (COT)	218° C (424° F) (Low Altitude) 235° C (455° F) (High Altitude)	193° C (379° F)	199.6° C (391.3° F) (Low Altitude) 190.8° C (375.4° F) (High Altitude)
Exhaust Outlet Flow at Full Load	655 m3/min (23131.1 cfm)	458 m3/min (16174.1 cfm)	524.1 m3/min (18508.4 cfm)
Fuel Burn Rate (1750 rpm)	12.2 L/min (3.23 US gpm)	7.9 L/min (2.09 US gpm)	10.3 L/min (2.26 US gpm)
Fuel Flow	806 L (213 US gal) per hour	490 L (129.5 US gal) per hour	619.5 L (163.7 US gal) per hour
Jacket Water Heat Rejection (1750 rpm)	1050 kW (59766 BTU/min)	850 kW (48382 BTU/min)	980 kW (55781 BTU/min)
Aftercooler Heat Rejection (1750 rpm)	970 kW (55212 BTU/min)	470 kW (26752 BTU/min)	625 (35575 BTU/min)
Jacket Water Inlet Temperature	78° C (172.4° F)	78° C (172.4° F)	78° C (172.4° F)
Jacket Water Flow (L/min)	2600 L (686 US gal) per minute	2100 L (439 US gal) per minute	2100 L (439 US gal) per minute
Air To Air Aftercooler (ATAAC) max pressure drop dp (kpa)	25 kPa (3.6 psi)	25 kPa (3.6 psi)	25 kPa (3.6 psi)
Starting Break Away Torque	4311 N·m (3180 lb ft)	3457 N·m (2550 lb ft)	3457 N·m (2550 lb ft)

Illustration 7	g06279355
C175-20 Low Altitude Engine (A) Height of Engine (B) Length of Engine

Illustration 8	g06279356
C175-20 High Altitude Engine (A) Height of the Engine (B) Length of the Engine

Illustration 9	g06279358
(C) Width of the C175-20 Low Altitude Engine (D) Width of the C175-20 High Altitude Engine

Illustration 10	g06279359
C175-16 Engine (A) Height of the Engine (B) Length of the Engine

Table 9

Test Cell Specifications
Dimensions Of The Engine	20 Cylinder		16 Cylinder
Height (A)	low altitude	high altitude	low altitude	high altitude
	2585 mm (102 in)	3098 mm (123 in)	2483 mm (98 inch)	2528 mm (99.5 inch)
Width (C) ( D)	2123 mm (83.6 inch)		2123 mm (83.6 inch)
Length (B)	3942 mm (155.2 inch)		low altitude	high altitude
			3433 mm (135.2 inch)	3446 mm (135.7 inch)
Distance For Centerline Of Crankshaft To The Bottom Of The Oil Pan	1070 mm (42 inch)		796 mm (31 inch)(1) 914 mm (36 inch)(2)
Test Cell Air Flow	1970 m3/min (69620. cfm)		1300 m3/min (46000 cfm)
Test Cell Water Flow	2271 L (600 US gal) per minute		2271 L (600 US gal) per minute
Minimum Auxiliary Aftercooler Pump Flow	500 lpm		500 lpm
Engine Connections	Size
Turbocharger Inlet	203.2 mm (8.00 inch)
Turbocharger Exhaust	304.8 mm (12.00 inch)
Jacket Water Supply Line	101.6 mm (4.00 inch)
Jacket Water Return Line	101.6 mm (4.00 inch)
Aftercooler Water Supply Line	76.2 mm (3.00 inch)
Aftercooler Water Return Line	76.2 mm (3.00 inch)
Shunt Tank (Air purge Line)	19.1 mm (0.75 inch)
Fuel
	Size
Inlet	25.4 mm (1.00 inch) hose
Outlet	22.2 mm (0.875 inch)

(1)	Bottom of the Oil Pan
(2)	Bottom of the Oil Filters

3600 and C280 Engines

(1) Determine if any items are missing from the engine. Obtain these items and install these items before proceeding.

(2) Install the governor control and the harness for the governor.

(3) Check for air starters. Remember that electric starters are not tested. If the engine has air starters install proper adapters for plumbing and for air hoses.

(4) Remove the appropriate block plugs to install the required sensors, thermocouples, adapters, connectors, and hoses.

(5) By using an overhead hoist, install the exhaust adapter. Ensure that the adapter is equipped with a functional type K thermocouple for temperature readings for exhaust stacks.

(6) Install rubber baffling to the tube for blowby. This rubber baffling is required to build a slight positive pressure in the crankcase, which increases the sensitivity of the test cell to piston seizures.

(7) Install a connector for pressure from blowby in the plug just above the nozzle for filling the oil.

(8) Install all required sensors, thermocouples, adapters, connectors, and hoses.

Note: For inlet manifold air temperatures, do not install the thermocouple in the extreme front or rear areas.

(9) If necessary install connectors for diesel fuel on the supply and return lines.

(10) Flush the shut off system for the air and install the electrical connection. The electrical connection is usually from the harness for the governor.

(11) Check for any special tests and install the required pressure connections, and thermocouples.

(12) If the engine is equipped with the prelube pump, prepare the engine for testing. For the engines that are equipped with air prelube pumps, install the air lines that tie the pump back into the prelube system for the air from the pallet. This allows the computer to control the prelube of the air.

Setting up the Engine in the Test Cell

Note: Refer to "Appendix I (Fabricated Wiring Harnesses for Electronic Engines)" for the correct wiring harnesses for electric engines.

Engines through 3400

(1) Connect the hoses for the cell, lines, and wiring harnesses to the proper connection points on the engine.

Note: Install the intake manifold temperature if the manifold temperature is requested or if the manifold temperature is needed for troubleshooting.

(2) Connect the 202-2301 Portable Contamination Instructional Kit to acquire an oil sample for the patch. The supply should connect at the oil cooler and the return will go into the dipstick tube.

(3) Only for gas engines, refer to the test specification to determine if a throttle angle transducer is required. The latest specifications indicate differential pressure across the throttle instead of the actual throttle angle.

Note: If the engine uses a Flowtech actuator, the throttle angle transducer is not used.

(4) Lower the exhaust stack for the cell over the adapter for the engine and clamp in place.

(5) Hook the O₂ sample hose up to the exhaust stack.

(6) Only for gas engines, install the timing adapter to the coil on cylinder number 1. Polarity is not important.

(7) Install the timing probe.

(8) Only for gas engines, remove any safety for the MAG ground to run systems. This is done to put the cell in control of shutting down the engine. If the cell did not detect the missing spark, the gas would continue to flow. The gas would flow until the cell could detect zero Revolutions Per Minute (RPM). Losing the spark could cause the gas to build up in the stack which can cause the gas to explode.

(9) Turn on the water supply to fill the Engine Jacket Water and Separate Circuit Aftercooler (SCAC). Listen and look for leaks as the engine is filling. Stop the setup procedure and correct any leaks.

(10) Connect the 24v DC electrical supply to the starter.

(11) If the engine is equipped with an air starter, connect the air supply.

(12) Fill the oiler for the air start with air tool oil.

(13) For quality inspection, check for the following criteria before testing and during testing.

• Loose parts, missing parts, or damaged parts

• Engine oil, water, fuel, exhaust, or air leaks. If a leak is discovered, stop and repair the leak.

• Proper operation of the engine attachments (pumps, governors, starters, shutoffs, and gauges)

3500 and C175 Engines

(1) Connect the hoses for the cell, the lines, and the wiring harness to the proper sensors, thermocouples, adapters, connectors, and hoses.

Note: Install the intake manifold temperature if the temperature is requested or needed for troubleshooting.

(2) Turn on the water to fill the EJW. Listen and look for leaks. Stop the setup procedure to repair all leaks.

(3) Position the exhaust stack for the cell and lower onto the engine.

(4) Check and/or fill the oil levels for the engine, the governor, and the hydromechanical shutoff.

(5) Connect the magnetic pickup wire to the governor. This step is only for engines with a mechanical unit injector.

(6) Connect the wire that activates the governor. This step is only for MUI engines.

Note: B series engines (Electronic Unit Injector (EUI)) do not require steps 5 and 6. These engines may require a connection for the timing calibration.

(7) Connect the 24v DC electrical supply to the starter.

(8) If the engine is equipped with an air starter, connect the air supply.

(9) Fill the oiler for the air start with air tool oil.

(10) For quality inspection, check for the following criteria before testing and during testing.

• Loose parts, missing parts, or damaged parts

• Engine oil, water, fuel, exhaust, or air leaks. If a leak is discovered, stop and repair the leak.

• Proper operation of engine attachments (pumps, governors, starters, shutoffs, and gauges).

Note: The 3512 machine engine will only require the use of ONE aftercooler assembly to provide adequate cooling. The C175 engines will require the use of TWO aftercooler assemblies.

The hot charge air is the compressed air that is leaving the turbocharger traveling toward the aftercooler. The cold air charge is the cooled air from the aftercooler returning to the intake manifold on the engine. The connections to the engine will vary between the different engine due to the different size connectors on the intake manifolds.

All connections will use a hose bead type connector with standard hose clamps. The exception is the 20 Cylinder High Altitude hot charge air connector. The 20 cylinder high altitude engines will use flare connections with V clamps. The 20 Cylinder High Altitude engines use the flare connections because of the higher hot charge air pressure of the high altitude 20 cylinder engine.

Itis recommended to useinterchangeable connectors to the engine. Then, fabricating entirely different hot air tubes supplying the aftercoolers is not required. Refer to Illustration 11. All the fabricated air lines should minimize the number of bends and turns and should maximize the radius of the bends when possible. This flow will minimize the impact of air flow through the lines. The air systems can use steel tubes, flexible hose, or a combination. Ensure the material that is used addresses the different charge air pressures and temperatures.

The system will use 154.4 mm (6 inch) steel tube. The steel tube is for the hot air lines from the turbocharger and for the cold air return lines from the after-cooler. Different adapters will need to be constructed depending on the engine configuration you are testing.

Itis recommended to usethe air lines from the machine where possible to minimize fabrication. Guidance for fabrication is provided. The actual length of the tubing and the specific design must be addressed for installation at each dealership to best suite-specific room size and layout.

Illustration 11	g06279567
Example of a 20 Cylinder High Altitude Engine Connector

A specific adapter (B) can be fabricated for each engine application. This adapter can be connected to the engine with the factory air lines. The rest of the system (A) can remain basically the same and connected to the specific adapter with a gasket.

The following Illustrations show the two flanges that will need to be fabricated so the proper adapters can be used.

Illustration 12	g06279572
154.6 mm (6 inch) Coupling Flange Dimensions that are shown are in millimeters

Illustration 13	g06279575
154.6 mm (6 in) Adapter Flange Dimensions that are shown are in millimeters

Illustration 14	g06279579
Aftercooler Flange Dimensions that are shown are in millimeters

Illustration 15	g06279583
20 Cylinder High Altitude Hot Air Charge Flange Dimensions that are shown are in millimeters

Note: The 3512 machine engine will only require the use of ONE aftercooler assembly to provide adequate cooling. The C175 engines will require the use of TWO aftercooler assemblies.

The compressed air flows from the compressor through 154.4 mm (6 inch) steel pipe. The hot air travels to each of the aftercoolers through an elbow that is bolted onto the aftercooler. The hot air is then cooled by traveling through the water-cooled aftercoolers and out through another elbow. The cooled air then travels through a 154.4 mm (6 inch) steel pipe back to the engine where it enters the intake manifold.

The following Illustration shows the basic connection of the air lines and placement of the elbows and gaskets. The 16 Cylinder configuration is shown, but the basic layout will remain the same for all engine sizes. Due to the various layout parameters that can be used, exact dimensions for the length of the 154.4 mm (6 inch) steel pipe will vary. Remember to use the minimum number of bends when you are routing the 154.4 mm (6 inch) steel pipe.

A balance tube pipe will also need to be fabricated and installed between the two RETURN air lines. This will permit the normalization of air pressure differences between the two aftercoolers that may be caused by fabrication and other factors.

The balance tube pipe should also be constructed of 154.4 mm (6 inch) steel pipe and should be placed between the two 154.4 mm (6 inch) steel pipes that return the cooled air to the engine.

Note: Specific instructions on fabricating the engine connectors for each engine are shown later on in this document.

Table 10

Parts List
Item	Part Number	Description
1	-	Fabricated Elbow
2	-	154.4 mm (6 inch) steel pipe
3	-	154.4 mm (6 inch) steel pipe
4	-	Stock Hose
5	197-8120	Gasket
6	200-6543	Cover
7	236-4256	Aftercooler Assembly
8	-	154.4 mm (6 inch) steel pipe
9	-	Stock Hose
10	-	154.4 mm (6 inch)Balance Tube Pipe
11	-	Hose Bead
12	135-6261	Clamp
13	273-3538	Hose
14	-	154.4 mm (6 inch) steel pipe with Hose Beads

Illustration 16	g06279588
Example of the basic flow of the air lines The 16 Cylinder Engine configuration is shown.

Illustration 17	g06279591
Fabricated Balance Tube Assembly

The same procedure should be used to construct the ends of the balance tube assembly that was used to construct the other parts of the steel air lines. The center section of the balance tube can be constructed using hose beads, as shown. The previous Illustrations show a typical example of the construction of the air lines. The specific length of the steel tubes will vary depending upon your specific test cell arrangement.

Illustration 18	g06279594
Drain valve for condensation

It is recommended that you install a drain valve in the bottom of the elbow for the cooled air that is leaving the aftercooler. This will allow you to drain any condensation that develops in the elbow.

The cooler assembly consists of a 236-4256 Aftercooler Assembly between two 200-6543 Covers. The core of the aftercooler has a groove for the 172-5635 O-Ring Seal. This groove is on the air INTAKE side of the aftercooler. You will have to construct TWO cooler assemblies for the C-175 Dynamometer.

Note: Failure to properlyflowthe hot air from the turbocharger willresult in a failed aftercooler core.

Illustration 19	g02126257
Area with the rubber seal

There is also a rubber sealed area that is at the ends of the cover on the same side as the groove for the O-ring seal. It is critical that the hot air from the turbocharger enters the cooler on this side. Failure to properlyflowthe hot air from the turbocharger willresult in a failed aftercooler core. Once the direction of proper air flow is determined, mark the direction on the outside of the aftercooler with an arrow that shows the proper air flow. This will aid in proper assembly. You can also feel the aftercooler core through the opening in the covers for the rubber sealed area after the covers have been installed. Remember that the side of the aftercooler core with the rubber sealed area is the INTAKE flow of hot air from the turbocharger.

Note: Failure to properlyflowthe hot air from the turbocharger willresult in a failed aftercooler core.

Illustration 20	g02126194
(1) 200-6543 Cover (2) 236-4256 Aftercooler Assembly (3) 200-6543 Cover (4) 200-6543 Cover (5) 131-5496 Gasket

Illustration 21	g06279597
(6) Groove for the O-ring Seal (7) Rubber sealed area (8) Direction of air flow

The back side of the aftercooler core does not have a groove for the O-ring seal. This groove can be machined into the face and then another 172-5635 O-Ring Seal can be installed. Using 1U-8846 Gasket Sealant is an option in place of the machined groove for the O-ring seal and provides good seal. The 1U-8846 Gasket Sealant has been verified in testing and in actual use.

A 90 degree elbow will need to be fabricated for adapting to each of the bottom of the two aftercoolers. Use the following parts list and illustration for assembly information. The parts that are listed can be fabricated by using the information that is previously listed in this document. Refer to the section "Charge Air Cooling" for more information. Four connectors will be required to be fabricated. Two connectors will be used for each of the two aftercoolers.

Table 11

Parts List
Item	Description
A	Aftercooler Flange
B	154.4 mm (6 inch) steel pipe
C	Coupling Flange
D	Adapter Flange

Illustration 22	g06279600

The 20 cylinder High Altitude engines hot air charge uses 154 mm (6 inch) steel tube with a flare connection. The 333-1230 Bellows Assembly and the 9N-1941 V-Band Clamps from the engine can be used to connect to the ATTAC if the tubes use the correct adapters as show in the following chart and illustrations.

Table 12

Parts List
Item	Part Number	Description
(A)	-	154.4 mm (6 inch)
(B)	-	154.4 mm (6 inch) Coupling Flange
(C)	-	Gasket(1)
(D)	-	154.4 mm (6 inch) Adapter Flange
(E)	-	20 Cylinder High Altitude Hot Air Charge Flange
(F)	9N-1941	V-Band Clamp
(G)	333-1230	Bellows Assembly

(1)	The gasket must be constructed from a gasket material such as Thermoseal C-4401. The gasket should be made to the same dimensions as the coupling flange.

Illustration 23	g06279603
Fabricated adapter. Not to scale.

Illustration 24	g06279606
20 cylinder High Altitude Hot Air Charge Engine Connections

All air lines returning from the aftercooler to the engine use a hose bead type connector. A hose bead type connection can be used with traditional hose clamps. The stock 334-3676 Hose can be connected to the hose bead by using the stock 323-3315 Clamp. An adapter will need to be fabricated that steps up from the 154.4 mm (6 inch) steel pipe from the aftercooler to the larger 203 mm (8 inch) steel pipe that connects to the stock rubber hose to the intake manifold. The adapter needs to have a hose bead on the 203 mm (8 inch).

Table 13

Parts List
Item	Part Number	Description
(F)	-	154.4 mm (6 inch) steel pipe
(G)	-	154.4 mm (6 inch) Coupling Flange
(H)	-	Gasket(1)
(I)	-	154.6 mm (6 inch) Adapter Flange
(J)	-	154.4 mm (6 inch) steel pipe
(K)	-	203 mm (8 inch) steel pipe

(1)	The gasket must be constructed from a gasket material such as Thermoseal C-4401. The gasket should be made to the same dimensions as the coupling flange.

Illustration 25	g06279610
Fabricated adapter. Not to scale.

Illustration 26	g06279615
20 cylinder High Altitude Cold Air Charge Engine Connections Dimensions of the hose bead (L) 6.4 mm (0.25 inch) (M) 4 mm (0.16 inch) (N) 2.25 mm (0.10 inch) (O) 323-3315 Clamp (P) 334-3676 Hose

The 20 Cylinder Low Altitude engines use a hose bead type connector. The hot charge air pressure is lower on the low altitude engines so a hose bead type connection can be used with traditional hose clamps. The stock 294-7373 Hose can be connected to the hose bead by using the stock 135-6261 Clamp.

Table 14

Parts List
Item	Part Number	Description
(A)	-	154.4 mm (6 inch) steel pipe
(B)	-	154.4 mm (6 inch) Coupling Flange
(C)	-	Gasket(1)
(D)	-	154.6 mm (6 inch) Adapter Flange

(1)	The gasket must be constructed from a gasket material such as Thermoseal C-4401. The gasket should be made to the same dimensions as the coupling flange.

Illustration 27	g06279622
Fabricated adapter. Not to scale.

Illustration 28	g06279627
Dimensions of the hose bead (E) 6.4 mm (0.25 inch) (F) 2.25 mm (0.10 inch) (G) 4 mm (0.16 inch)

Illustration 29	g06279632
20 cylinder Low Altitude Hot Air Charge Engine Connections (H) 135-6261 Clamp (I) 294-7373 Hose

The cold air charge for the low altitude 20 Cylinder Engine is the same configuration as the high altitude 20 Cylinder engine. Refer to "Cold Air Charge" for more information.

The 16 Cylinder engines use a hose bead type connector. The hot charge air pressure is lower on the 16 Cylinder engines so a hose bead type connection can be used with traditional hose clamps. The stock 312-4784 Hose can be connected to the hose bead by using the stock 135-6260 Clamp. An adapter will need to be fabricated to connect the 154.4 mm (6 inch) steel pipe from the aftercoolers to the 127 mm (5 inch) hose on the engine. Refer to the following table and illustrations for more information.

Table 15

Parts List
Item	Part Number	Description
(A)	-	154.4 mm (6 inch) steel pipe
(B)	-	154.4 mm (6 inch) Coupling Flange
(C)	-	Gasket(1)
(D)	-	154.6 mm (6 inch) Adapter Flange

(1)	The gasket must be constructed from a gasket material such as Thermoseal C-4401. The gasket should be made to the same dimensions as the coupling flange.

Illustration 30	g06279641
Fabricated adapter. Not to scale.

Illustration 31	g06279645
Fabricated adapter. Not to scale. (E) 154.4 mm (6 inch) (F) 127 mm (5 inch)

Illustration 32	g06279649
Dimensions of the hose bead (G) 6.4 mm (0.25 inch) (H) 2.25 mm (0.10 inch) (I) 4 mm (0.16 inch)

Illustration 33	g06279655
16 Cylinder High Altitude 793F Hot Charge Air Engine Connections (J) 135-6260 Clamp (K) 312-4784 Hose

The 16 Cylinder engines use a hose bead type connector. The 16 Cylinder engines can use a hose bead type connection that can be used with traditional hose clamps. The stock 302-6849 Hose can be connected to the hose bead by using the stock 251-4184 Clamp. An adapter will need to be fabricated to connect the 154.4 mm (6 inch) steel pipe from the aftercoolers to the 177 mm (7 inch) hose on the engine. Refer to the following table and illustrations for more information.

Table 16

Parts List
Item	Part Number	Description
(L)	-	154.4 mm (6 inch) steel pipe
(M)	-	154.4 mm (6 inch) Coupling Flange
(N)	-	Gasket(1)
(O)	-	154.6 mm (6 inch) Adapter Flange
(E)	288-5241	Adapter

(1)	The gasket must be constructed from a gasket material such as Thermoseal C-4401. The gasket should be made to the same dimensions as the coupling flange.

Illustration 34	g06279659
Fabricated adapter. Not to scale.

Illustration 35	g06279660
(P) 177 mm (7 inch) (Q) 154.4 mm (6 inch)

Illustration 36	g06279662
16 Cylinder High Altitude 793F Cold Charge Air Engine Connections Dimensions of the hose bead (R) 6.4 mm (0.25 inch) (S) 2.25 mm (0.10 inch) (T) 4 mm (0.16 inch) (U) 251-4184 Clamp (V) 302-6849 Hose

The system that is listed wasdesignedto be bolted to the floor, however the system can be attached to a skid for mobility or easy of installation. The mounting instructions that are listed are suggestions. The actual design that is used to mount the aftercoolers will vary based on available space and specific requirements.

The following illustrations show a typical mounting system for the aftercoolers. Actual design of the mounting system will vary depending upon your application. The mounting system that is shown is meant to be a suggestion of one possible mounting system.

Illustration 37	g02128488

Illustration 38	g02128493

Illustration 39	g06279669
An example of aftercoolers that are facing each other

Illustration 40	g02129187
Water lines connection ports

When you are mounting the aftercooler assemblies, make sure that you position the aftercoolers so that the water lines can be easily attached to the water ports. This is especially true if you are mounting the aftercooler assemblies vertically.

The water connections to the aftercoolers use four elbows and four O-ring seals. These are standard Caterpillar parts and are listed in the following table. One O-ring seal is used on each elbow. The elbows are bolted to the bottom of the aftercoolers, as shown. The water connectors should be rotated as needed to accommodate your water line connections.

The aftercoolers should operate within a range of 62 kPa (9 psi) to 350 kPa (50 psi). The water supply used during testing had an input temperature of approximately 30° C (86° F) and resulted in a needed flow of approximately 500 L (132 US gal) per minute.

The auxiliary water pump can be used for water flow as long as the required pressures are addressed. During testing, a Y adapter was used to supply water to each cooler from the auxiliary water pump.

Each cooler was also fitted with a simple air purge system to purge any air from the top of the coolers as the coolers are being filled with water.

Table 17

Required Parts List
Part Number	Description
200-6417	Elbow
205-7879	Elbow
205-7880	Elbow
205-7881	Elbow
8T-1919	O-Ring Seal

Illustration 41	g06279671
An example of an air purge system for the aftercoolers.

Illustration 42	g06279674
A bypass is used to control the water pressure to the aftercoolers. A Y adapter is used to feed each cooler from the auxiliary water pump.

Illustration 43	g06279675

Illustration 44	g06279677
Water lines connected to the elbows that are mounted to the bottom of the aftercooler assemblies.

Illustration 45	g06279679
The 7C-7785 Housing and Regulator Group

The 797F and 793F machines have frame-mounted jacket water temperature control systems and are not with the engine when pulled from the vehicle. When the engine is tested in the dynamometer room, jacket water temperature control must be addressed. One potential remedy is to utilize the 7C-7785 Housing and Regulator Gp from 3600 family of engines. This stand alone housing and regulator group can be mounted on a fabricated stand or mounted in conjunction with the ATAAC substitutes system, if the ataac system has been mounted on some movable fixture or cart. 4W-4011 Water Temperature Regulator should be used in place of the 6I-4952 Water Temperature Regulator (1) listed within the group. The 4W-4011 Water Temperature Regulator will address the 78° C (172.4° F) inlet temperature that is specified for the C175 engine. If the dynamometer room has internal controls such as a closed loop system, it must address the 78° C (172.4° F) inlet temperature specification. A derate for high coolant temperature will happen if the engine gets too hot. A derate occurs at 101° C (213.8° F), as measured at the sensor located on the outlet of the engine block. There is no derate associated for low coolant temperature, however a warning will be flashed for low coolant temperature.

Illustration 46	g03676085
The 434--3331 Adapter-Flywheel for C175-16 and some 3516 Engines

Note: The 434-331 Adapter-Flywheel is compatible with both C175-16 engines and 3516 engines in the 789 and 793 Off-Highway Truck.

Illustration 47	g03676271
The 434-3321 Adapter-Flywheel for C175-20 Engines

The following section details the information for connecting the Electronic Technician to the engine. Information is also given for testing the engine.

The Caterpillar Electronic Technician (ET) Dynamometer Mode is designed to test the single C175 modules. This functionality requires at least ET Version 3.0.

The ET Dynamometer mode will monitor the following engine readouts: engine speed, engine coolant temperature, engine load factor, engine oil pressure, fuel temperature, fuel position, boost pressure and exhaust temperatures. ET Dynamometer mode allows the user to input the desired engine speed. The dynamometer load must be controlled separately.

ET version 3.0 does not allow the Dynamometer mode and the data logger to run simultaneously. Numbers must be recorded in a separate log. The ET Dynamometer mode is designed to test the out of chassis engines only. ET Dynamometer mode can override the derate mode that is caused by missing sensors or other circumstances.

1. Connect Caterpillar Data Link to the Machine Interface Connector.

2. Turn on the fuel supply, the water supply, and the air valves to allow the engine systems to function.

   Note: Turn on the test cell-mounted water pumps. Install a safety switch that will not allow the engine to start if the test cell-mounted water pumps are operating incorrectly.

3. Start the ET software on the computer that is connected to the engine through Data Link.

4. Run a fuel injector test and set the injector trim files.

5. Prime the engine. Operate the fuel priming pump by overriding it in ET.

6. Prelube the engine.

7. Perform the following operations :

   • Check the sight gauge to ensure that the air has been purged from the jacket water system.

   • Check the fuel system for leaks.

   • Ensure that water is coming out of the IMAT drain line which indicates that the air is purged from the system.

8. While ET is running, select "Service" and "Service Procedure" from the drop menu. Then select "Dynamometer Mode".

9. A warning will appear on the computer. Read the warning and then select "OK".

10. The "Dynamometer Mode Test" will appear on the screen. The screen appears identical for all engines that have Dynamometer Mode capability.

11. When you start the program, the "Desired Engine Speed" will default to the programmed "Low Idle" speed. Low idle for the C175 engine is 700 rpm.

12. While the desired engine speed is set at low idle, start the engine by using the engine starter. An air starter that is mounted on the dynamometer can also be used to start the engine. The default low idle engine speed of 700 rpm may be overridden to start the engine.

13. After the engine is started, the ET Dynamometer Mode will control the operation of the engine.

14. Use the test procedure that is outlined in Table 18 to warm up the engine.

15. Walk around the engine to ensure that the fluid systems are not leaking and that the engine is operating properly.

16. To change the engine speed, select "Desired Engine RPM" in the description section at the bottom of the screen. Then select "Change". A screen that allows you to enter the desired RPM override will appear. For example, if the engine was running the low idle of 700 rpm and the desired speed was 1000 RPM, the test cell operator would select on "Desired Engine RPM". The test cell operator would then make the following selections:

    • "Change".

    • Enter 1000 RPM.

    • Select "OK".

    ET Dynamometer mode will adjust the fuel setting to increase the engine RPM to the desired value.

17. After you enter the desired engine RPM, adjust the dynamometer load by using the water valve or the dynamometer control system.

18. Selecting "Disabled Override" at any time will reset the engine to the ECM programmed idle speed of 700 RPM for the C175 engine.

    Note: The Engine Rating Map Override option is used to control the converter modes.

19. Use the information in Table 18 and the ET to continue the Dynamometer test.

20. Take a Schedule Oil Sample (SOS) of the engine and wash off the engine while the engine is running.

21. Complete the test and return the engine to the low idle of 700 RPM. Shut off the fuel supply to stop the engine. This procedure cannot be accomplished with ET. Exiting the program at any time will return the engine to low idle.

22. ET Logged Diagnostic Codes should be cleared from the ECM before you exit. View the logged diagnostic codes and clear the diagnostic codes. Codes may be logged due to missing sensors. Codes may be logged because of troubleshooting work. The codes could cause a derate when the engine is installed in the chassis.

23. Exit ET Dynamometer Mode.

24. Perform the following functions to complete the Dynamometer test :

    • Allow the engine to cool.

    • Shut off the water supply.

    • Shut off the air supply.

    • Shut off the fuel supplies.

    • Purge the fluid systems and disconnect all of the Dynamometer connections.

25. Allow the engine to cool.

Table 18

Stage	Engine Load	Time	Speed
First Break-In	50% Load	5 minutes or until engine reaches operating temperature	75%Rated Speed
Second Break-In	60% Load	5 minutes	100% Rated Speed
Stabilization	90% Load	2-8 minutes until all systems are stable	100% Rated Speed
Full Load HP	100% Load	2 minutes (Perform Horsepower check)	100% Rated Speed (1)
Full Torque	100% Torque	Torque Check	@ Full Rated Torque (1)
Throttle Response Test
High Idle Stability	No Load		High Idle
Low Idle Stability	No Load		Low Idle
Cool off Period	No Load	5 minutes	Low Idle

(1)	Refer to Table 8 for full horsepower and full torque ratings and speeds.

The following information describes how to find the default dyno test horsepower rating in TMI, and changing the dual horsepower rating (if available).

1. Enter the engine Serial Number into TMI.

2. Click on the "Flash File" tab.

3. Click on the latest flash file "Details".

4. The top rating that is listed will be the default rating (Torque Converter Stall) and the second rating will be the Full Load rating.

5. Start Cat ET

6. Select the "Service" tab.

7. Select "Service Procedure".

8. Select "Dyno Mode".

9. Select "Enable".

10. To change HP to Full Load rating, select "Engine Rating Map Override"

11. Select "Change" in the bottom left of the screen.

12. Input a new value of "2" and click "OK". The engine should now test at the Full Load rating.

Engine Checks after Installation into Test Cell

(1) Perform prelubrication because engine components require the prelubrication before cranking. The prelubrication will be accomplished by pressurizing the lubrication system before cranking. Reference Special Instruction, SEHS8914, "Pressure Lubrication Procedure for Remanufactured Engines and Short Blocks" for more information on performing prelubrication.

Also if an engine is equipped with a prelube pump, the complete starting motor system for the prelube pump will be checked. The checkout of the system can be done before the engine test or after the engine test. It is not necessary for the checkout to be done in an engine test cell.

(2) Ensure that the oil filters are full of oil and do not fill the filters prior to installation.

(3) Prime the fuel system.

Note: Refer to the latest Contamination Control Guidelines, PEBJ0002, "Cat Dealer Contamination Control" publications on contamination control.

(4) If the oil supply for the engine does not lubricate the auxiliary power take off, then an external oil supply must be provided.

(5) Check the engine oil level. Before the engine is cranked, the level of the oil pan must be within the range that is safe for starting the engine.

(6) To determine the performance of the engine at full load, the oil level must be between the "add" line and the "full" line. If the dipstick has been marked for tilt operation, the level of the oil should be within the designated range. Dipsticks produced for tilt operation will show the oil level for an engine that is properly filled with oil that is positioned horizontally in a test cell.

(7) Ensure that the engine is installed correctly and that the proper adapters are used to connect the engine to the dynamometer.

Note: The adapter for the driveline must be concentric with the flywheel within 0.25 mm (0.01 inch) of Total Indicator Reading (TIR).

(8) Check the installation of all required diagnostic connections and any special connections for instrumentation (damper timing marker, cylinder pressure transducer, etc.)

(9) Verify that the log for the engine is current. If the log is not current, the log should be updated.

Test Cell after Installation of the Engine

(1) Ensure that all pressure lines are routed and connected properly.

(2) Ensure that the thermocouples are installed correctly and that all the connections are tight.

(3) Ensure that the Electronc Control Module cable is routed properly.

(4) Ensure that the supply valves for the operation of the dynamometer and the control are open.

(5) Make sure that the valves for the transfer plate are open for all the systems that are active.

(6) Check that all additional systems for the test support have been installed correctly and that the hoses and cables are routed properly.

(7) Check that the proper fuel has been selected.

Preparing the Control Console to Run a Test

Access to the computer for the cell is necessary to perform all checks.

Note: There are numerous manufacturers of dynamometers and each one with various types of Data Acquisition and Control Units. Refer to the appropriate Owner's Manual for your particular system.

Performance Test for Electronic Engines

Diesel Engine

The test procedure lays out the phases and conditions of the production test. The specifics of the speed, load, time, and other conditions can be found in the specific test procedure number for the application, associated with the test specification are available in TMI. Illustration 48 shows an example with the stages for this I6 heavy-duty machine procedure. The test stages are described in more detail below.

Standard Schedule for Testing an Engine

Illustration 48	g03691805
Example of Test Procedure

Pre-Lubrication

For engine components that require pre-lubrication as determined by engineering, perform before cranking. The pre-lubrication shall be accomplished by pressurizing the lubrication system before cranking. If an engine is equipped with a pre-lube pump, the complete pre-lube pump-starting motor system shall be checked. Checkout of the system can be done either before or after engine test and does not need to be done in an engine test cell.

Auxiliary Power Take-Off

An external oil supply shall be provided for any installed auxiliary power take off that is not lubricated by the engine lubrication system.

Before the engine is cranked, the oil pan fill level should be within the range designated on the production dipstick or the specified dipstick as safe for starting the engine.

The full load performance of the engine shall be determined with the correct oil pan fill level.

Standard Engine Test Schedule

The performance testing of engines should be in accordance with this document, but can also refer to the individual test procedures in TMI, Data Management System (dms.cat.com/LPSD/), and ENGINE Database (Contact LPSD - Engine Performance Center), (for variations to the detail test points. If an engine is stopped before completion of this test, the test should be run again starting with the warmup schedule. The running time specified for each point in this test schedule is the time at the specified speed and torque. Transition time between points is not included as part of the required time at each point.

Record the following throughout the test (for use in calculating correction factors and monitoring facility health):

• Total Barometric Pressure (kPa)

• Water Vapor Pressure (kPa, Refer to Step 2.

• Inlet Air Temperature (DEG C)

• Inlet Air Pressure (kPa)

• Fuel Density (API)

• Inlet Fuel Temperature (DEG C)

• Inlet Fuel Pressure (kPa)

Warm Up

Warm up of an engine is defined as conditioning of an engine to obtain repeatable engine performance and to purge air from the liquid handling systems of the engine. This latter function is especially important for engines quipped with an NRS Cooler. The engine speed control shall not be “pumped during any portion of this performance test. Pumping is the process of rapidly and alternately increasing and decreasing the engine speed control and/or engine speed.”

Note: For engines equipped with an NRS Cooler, sufficient venting of the coolant system shall be installed so that no air is trapped in the NRS Cooler. This typically entails venting both the engine side and radiator side of the thermostat. Some configurations may also need a dedicated vent line from the NRS cooler.

1. Crank at 100-700 RPM with the engine speed control positioned to provide maximum fuel delivery. Oil pressure of 40 kPa minimum shall be obtained within 0.5 minutes or cranking shall be stopped. Cranking should be discontinued if engine has not started within 2 minutes. After the engine starts, engine speed shall be targeted to an elevated speed (typically low idle +100 RPM or cranking speed +100 RPM) at zero load to build oil pressure. A minimum oil pressure of 40 kPa shall be obtained within 3 seconds after the engine starts or the engine shall be stopped.

   The following warmup phases (refer to Step 2 and 3) define a 'normal' on-highway warmup cycle, different applications can ADD additional time or points based on that application's specific needs. The intent of the warmup phases is to get the engine up to operating temperature as quickly as possible without damaging green engine.

   Note: Observe and listen to the engine and attachments for any unusual vibration or sounds.

2. First Warmup - 1-minute ± 0.2 minute

   • 75% rated speed ± 20 RPM (not less than low idle) [See Note below]

   • 50% rated torque ± 5% rated torque

   • (30% rated torque ± 5% rated torque if FL BMEP is 1750 kPa or more)

   Note: The engine speed shall not be increased above 75% rated speed + 20 RPM or low idle speed if low idle speed is greater than 75% of rated speed. For 50 HZ aux and genset ratings, 80% rated speed.

3. Second Warmup - 1-minute ±0.2 minute. Due to deficient plant cooling system air venting ability some test facilities may require more time to purge air from the system so that additional load will not cause overheating. This is a function of the facility and, if required, the additional time should be applied to all engines run in that facility. Maximum time should not exceed that required for the thermostats to reach opening temperature.

   • Rated speed ± 20 RPM.

   • 75% rated torque ± 5% rated torque (some procedures may specify torque magnitude).

   Note: For applications with the NRS system, the NRS test should occur during one of the two last warmup stages before full load, contingent on thermostat opening. Refer to Step 6.

4. Third Warmup - 3 minutes ±0.2 minute

   • Rated Speed ±20 RPM

   • Rated Torque +3%, - 11% (some procedures may specify torque magnitude)

   Additional warmup phases may be implemented for specific applications or larger engines where more time is needed to achieve thermal stability.

5. Governor Setting Point (Mechanical Engines) - 0.25-minute ±0.1 minute governor setting speed and governor setting torque per the individual engine test specification. (e.g., 0T, 2T, 0K, seven-digit, etc.)

   At the governor setting point, the engine speed control shall be at the maximum speed position and the torque shall be as specified in the engine test specification.

   The governor control, which positions the over-run curve, shall not be adjusted after completing the governor setting point. If the high idle speed is not correct when checked at the stage described in Step 4, the governor controls shall not be adjusted. Only repairing and retesting the engine can correct the high idle speed. Data shall not be taken until the water temperature meets the minimum water temperature at rated (from the specification).

   Note: For mechanical engines, the torque applied to mechanical governor control shafts to maintain maximum engine speed shall be 8 Nm to 12 Nm (5.5 Nm to 9.5 Nm for Woodward 3161 governor). Proper control of torque on the governor control shaft is required for consistent governor setting points and high idle speeds. For electronic engines, either a throttle input to the ECM or speed override control through the ECM can be used (the same applies to PEEC and the different versions of fully electronic engines).

6. Full Load - 4 minutes ±0.2 minutes or stabilization: Full load speed ±10 RPM.

   Engine speed control shall be within specification at the maximum speed position.

   Engines are to be considered stabilized after achieving the following maximum variation per 2 minute period while running continuously at full load RPM:

   • For systems using jacket outlet water control: Jacket water pump in 3 DEG C

   • For systems using jacket inlet water control: Jacket water pump out 3 DEG C

   • For systems using SCAC inlet water control: SCAC inlet 3 DEG C.

   For All Engines

   • Oil Pressure - 7 kPa

   • Fuel Rate - 1%

   • Corrected Power - 1% (observed power permissible for manual test facility)

   The non-control (inlet or outlet) water temperature shall be within specification before recording full load data.

   For engines equipped with a separate circuit aftercooler, the water inlet temperature shall be within specification before recording full load data.

7. Full Load Check - With the engine at the full load point and stabilized as outlined in Step 6. Calculate and/or record in Table 19.

Table 19

Full Load Parameters To Record
Line #	Param Group	Parameter	Units	Notes
09	FL	Power	kW	All
10	FL	Speed	rpm	All
14	FL	STAT Fuel Set	mm	DE
18	FL	Fuel Rate	g/min	DE
19	FL	CSFC	g/kW-hr	DE
20	FL	Boost	kPa	All
20.1 (1)	FL	Boost - FE	kPa	DE - Tandem
20.2 (1)	FL	Boost - RE	kPa	DE - Tandem
21 (1)	FL	ECM PCT Boost	%	DE
21.1 (1)	FL	Fuel Rail Press	MPa	DE - CR
22 (1)	FL	Fuel Position	%	DE - CR
40 (1)	FL	Blowby	%	DE
42	FL	Water in Temp	°C	All
43	FL	Delta Temp	°C	All
44 (1)	FL	Inlet Man Temp	°C	All
45 (1)	FL	Water Temp SCAC	°C	All
46 (1)	FL	SCAC Water Flow	L/min	All
55	FL	Oil Press	kPa	All
55.1 (1)	FL	Oil Press - FE	kPa	DE - Tandem
55.2 (1)	FL	Oil Press - RE	kPa	DE - Tandem
57 (1)	FL	Oil T Bearing	°C	All
58	FL	Fuel Press	kPa	DE
58.1 (1)	FL	Fuel Press - FE	kPa	DE - Tandem
58.2 (1)	FL	Fuel Press RE	kPa	DE - Tandem
59	FL	Fuel in Press	kPa	DE
60	FL	Fuel in Temp	°C	DE
62	FL	Inlet Air Press	kPa	All
63	FL	Inlet Air Rest	kPa	All
64	FL	Inlet Air Temp	°C	All
65	FL	Fuel Density	API	DE
82 (1)	FL	Water Out Temp	°C	All
93 (1)	FL	2nd STG SCAC	°C	DE
93 (1)	FL	ECM Final Derate	%	DE
95 (1)	FL	DLTA H20/Bearing	°C	SI
95	FL	ECM CGI Valve P	N/A	DE - 2007
96	FL	Gen Power	N/A	n/a
97 (1)	FL	ECM CGI Flow RT	kg/hr	DE - 2007
99 (1)	FL	ECM Turbo Speed	krpm	DE
99 (1)	FL	NOX - ECM	N/A	SI
105 (1)	FL	ECM Rail Press	MPa	DE - CR
107 (1)	FL	ECM VGT Pos	N/A	DE - VGT
160 (1)	FL	Exhaust BK Press	kPa	DE - T4
162 (1)	FL	ATAAC Delta P	kPa	DE - T4

(1)	Calculate and/or record if applicable.

Note: 3600/C280 Diesel: For engines equipped with Keine valves, take cylinder pressure measurements on two cylinders for inline engines, four cylinders (two on each bank) for Vee engines at advertised power. Generate data report.

Cylinder Cut-Out Check

1. Cylinder Cut-Out Check - Computer Controlled - If the engine is equipped to permit cut-out of individual cylinders and one of the following conditions are seen: CSFC at rated fails, or corrected power is more than 5% outside the specification limit. This may be triggered either after the full load or torque check phases.

   • Stop combustion process in cylinder number 1.

   • Wait until power measurement has restabilized (several seconds will be required). Obtain average corrected power of the remaining cylinders over a 3 second period, and restart the combustion process.

   • Repeat the steps above for each cylinder in numerical order.

   • Power determined in Step 7 minus power determined in Step 1 is the power of the cylinder, which was cut out. Calculate and record the percent loss by dividing the power of the cylinder by the power determined in Step 7 .

2. Cylinder Cut-Out Check – Operator/ECM Controlled - If the engine is equipped to permit cut-out of individual cylinders and one of the following conditions are seen: CSFC or corrected power is outside the specification limits.

   • Follow ECM control interface instructions for automated tests.

   • Perform manual steps to troubleshoot individual cylinders.

Torque Check

0.25-minute ±0.1 minute. This is an example time for on-highway truck engines. For other applications, this is the minimum nominal time. The actual time may be more.

1. Increase the dynamometer load until the engine lugs to the speed specified for torque check. Measurements shall be taken within 3 minutes after lugging from full load. Engine speed and load shall be stabilized for this reading. Stabilization is determined by the speed remaining within specification for a minimum of 15 seconds.

   Note: For applications that operate at a single speed (generator sets, marine auxiliary), the torque check phase may be omitted due to the single speed mode of operation of this application. This will be indicated by inclusion of a flag in the test specification OMIT TORQ. The reset calculation will be based only on the measurements taken at the rated point.

   Note: Test Specification Flags are fields in the spec that signal the test cell to perform a certain operation when an engine of that spec is being tested. Flags, as with all parameter fields, are tied to a serial number break (effective serial number) of a particular test spec and will only be implemented when an engine with a serial number greater than or equal to that particular break is in the cell. These flags are added by using the appropriate testing database application to modify the test specification.

   Calculate and/or record, see Table 20.

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   Table 20

   Line #	Param Group	Parameter	Units	Notes
   15	FT	STAT Fuel Set	mm	DE
   15.1 (1)	FT	Fueling	N/A	DE
   21.2 (1)	TQCK	Fuel Rail Press	MPa	DE
   22.1 (1)	TQCK	Fuel Position	N/A	DE - CR
   27 (1)	TQCK	ECM PCT Boost	%	DE
   28	TQCK	Speed	rpm	All
   29	TQCK	Torque Rise	%	All
   30	TQCK	Torque	Nm	All
   31	TQCK	Fuel Rate	g/min	DE
   32	TQCK	CSFC	g/kW-hr	DE
   33	TQCK	Boost	kPa	DE
   33.1 (1)	TQCK	Boost - FE	kPa	DE - Tandem
   33.2 (1)	TQCK	Boost - RE	kPa	DE - Tandem
   41 (1)	TQCK	Blowby	%	DE
   94 (1)	TQCK	ECM Final Derate	N/A	DE
   96 (1)	TQCK	ECM CGI Valve P	N/A	DE - 2007
   98 (1)	TQCK	ECM CGI Valve RT	kg/hr	DE - 2007
   100 (1)	TQCK	ECM Turbo Speed	krpm	DE
   106 (1)	TQCK	ECM Rail Press	MPa	DE - CR
   108 (1)	TQCK	ECM VGT Pos	N/A	DE - VGT
   161 (1)	TQCK	Exhaust BK Press	kPa	DE - T4

   Show/hide table

   (1)	Calculate and/or record if applicable.

   Note: If another test after reset confirmation is desired (indicated by a spec flag, the test should be performed after torque check.

2. Response Check - If required by the individual test specification. (Response check is for mechanical engines only).

   Remove the dynamometer load as rapidly as possible until the dynamometer is operating with a maximum of 3% of rated torque. Opening the dynamometer field circuit and simultaneously closing the water supply valve with a solenoid is adequate.

   Adjust the engine speed control if necessary to maintain the specified response check idle speed. The engine should be brought to the response check idle speed with the fuel system at shutoff. The engine speed control does not need to be in the minimum position. At the specified response check idle time after initiating load removal, increase the setting of the engine speed control, if it has been reduced, as rapidly as possible (1 second maximum) to the maximum speed setting and adjust the dynamometer load as required to maintain response check speed. Response time is the time from the start of change in engine speed until the specified torque is obtained.

   Record

   • Response Check Idle Speed (RPM)

   • Response Check Speed (RPM)

   • Response Time (s)

3. Manual Air/Fuel Control Check - In test facilities in which the diesel engine full load check as defined in Step 7 is not computerized (all current facilities are), an engine test to check that the air/fuel control setting is correct is required. With the engine running at high idle and with the boost sensing line disconnected, lug the engine to rated speed. Measurement of the air/fuel control setting is not required.

   • Record: Observed Torque (Nm)

4. High Idle Check - 0.10 minute.

   Remove the dynamometer load until the dynamometer is operating with a maximum of 3% of rated torque. With some types of dynamometers, the load cannot be lowered to this level. If the load can be lowered to 10% of rated torque, extrapolating a straight line from the governor setting point through the lowest attainable torque to zero torque to obtain a high idle value is satisfactory. Maintaining a load on the engine for stabilizing the high idle speed is not an acceptable process.

   Record

   • High Idle Speed (RPM)

   • High Idle Stability (RPM)

   During the high idle speed check, the engine speed shall not vary more than:

   • Gen set and marine aux engines ± (rated speed / 300).

   • All other diesel engines ± (rated speed / 200).

   Note: If the stability is a parameter in the given spec, it is a pass/fail criterion. If not, then it extends the duration of this test phase until the criteria is met, or the maximum time is reached.

   If the high idle speed is not correct, it can be corrected only by repairing and retesting the engine.

5. Low Idle Point- 0.10 minute, maximum dynamometer load equals 3% of rated torque.

   For mechanical engines, set the low idle speed within 5 minutes of obtaining full load data. Unless oil temperature is maintained at full load temperature by a special test conducted immediately before the low idle point.

   Record

   • Low Idle Speed

   • Low Idle Oil Pressure

   • Low Idle Speed Stability

   Note: If the stability is a parameter in the given spec, it is a pass/fail criterion. If not, then it extends the duration of this test phase until the criteria is met, or the maximum time is reached.

   During the low idle speed check, the engine speed shall not vary more than ±10 RPM.

NOx Reduction System Test

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NOTICE
Do not leave out the NRS coolant diverters after testing or servicing. Failure to replace coolant diverters in C9.3 Tier 4 engines can lead to NRS failure and engine damage.

A NOx Reduction System Test is required for engines with NOx Reduction System (NRS). The NRS Test should occur during one of the final warmup stages. It is triggered in computerized test cells by the 'Tier 4' flag.

The NRS end of line test will not start until certain conditions are met and will abort if certain Diagnostic Trouble Codes are found in the ECM. The following list of trouble codes shall not be active for the test to proceed:

Note: For engines equipped with an NRS Cooler, sufficient venting of the coolant system shall be installed so that no air is trapped in the NRS Cooler. This typically entails venting both the engine side and radiator side of the thermostat. Some configurations may also need a dedicated vent line from the NRS cooler.

• Engine NRS delta pressure voltage above normal

• Engine NRS delta pressure voltage below normal

• Engine NRS differential pressure: High (event)

• Engine NRS differential pressure: Low (event)

• Engine NRS intake pressure voltage above normal

• Engine NRS intake pressure voltage below normal

• NRS temperature voltage above normal

• NRS temperature voltage below normal

• Engine NRS valve control current below normal

• Engine NRS valve control current above normal

• Turbo balance valve actuator control current below normal

• Turbo balance valve actuator control current above normal

• Intake manifold pressure voltage above normal

• Intake manifold pressure voltage below normal

The NRS test is broken into two sections:

• Section one is to verify that the NRS valve is properly functioning and not stuck in the fully open or fully closed positions. The engine is put into NRS test mode by the engine test cell computer to turn off any diagnostics that would become active while manipulating the NRS and turbo balance valve (TBV) positions. In the first warmup stage of the production hot test, the engine test cell computer will command the NRS valve to toggle from the fully open to fully closed positions for up to 8 cycles or 30 seconds. It then sets the NRS and turbo balance valve to the correct positions for the start of the second part of the test.

• Section two is a functional test to ensure that the NRS performs as specified by engineering. Section two starts once the engine goes into second warmup and the test cell computer sets the engine speed and load appropriate for the engine being tested. The engine speed and load is developed by Engineering, dependent on the bore size and hardware set of the engine, and set in the test procedure. The test cell computer then commands the NRS system through five test points as follows:

Test Point 1 - NRS valve fully closed (0%) and TBV open (off). The test cell computer will wait 5 seconds from the time the speed and load are set correctly and the step response mode is enabled in the engine ECM. The ECM then takes a 5 second average recording of NRS mass air flow, NRS delta pressure, and NRS absolute pressure from the engine ECM.

Test Point 2 - NRS valve fully open (100%) and TBV open (off). The engine ECM will calculate the NRS valve closed to open response time and pass the value to the test cell computer. The ECM waits 5 seconds to stabilize and then takes a 5 second average recording of NRS mass air flow, NRS delta pressure, and NRS absolute pressure from the engine ECM.

Test Point 3 - NRS valve fully open (100%) and TBV closed (on). The test cell computer waits 5 seconds to stabilize and then takes a 5 second average recording of NRS mass air flow, NRS delta pressure, and NRS absolute pressure from the engine ECM.

Test Point 4 - NRS valve fully open (100%) and TBV open (off). The test cell computer waits 5 seconds to stabilize and then takes a 5 second average recording of NRS mass air flow, NRS delta pressure, and NRS absolute pressure from the engine ECM.

Test Point 5 - NRS valve fully closed (0%) and TBV open (off). As the NRS valve is moved from fully open to fully closed, the engine ECM will calculate the open to closed valve response time. The test cell computer waits 5 seconds to stabilize and then takes a 5 second average recording of NRS mass air flow, NRS delta pressure, and NRS absolute pressure from the engine ECM. The engine ECM then passes the calculated response time to the test cell computer.

Once the five steps are complete, the test cell will first release control of the TBV. It then will set the NRS valve to completely open (100%) before releasing control back to the engine ECM. The engine test cell computer will then wait 5 seconds to take the engine out of NRS test mode

The following data is collected as pass/fail criteria as part of the production test:

• ECM NRS TEST MASS FLOW RATE PT1 (kg/hr)

• ECM NRS TEST MASS FLOW RATE PT2 (kg/hr)

• ECM NRS TEST MASS FLOW RATE PT3 (kg/hr)

• ECM NRS TEST MASS FLOW RATE PT4 (kg/hr)

• ECM NRS TEST MASS FLOW RATE PT5 (kg/hr)

• ECM NRS VLVE RESP TIME PT2 (msec)

• ECM NRS VLVE RESP TIME PT5 (msec)

Note: How pass/fail criteria are set: First attempt by mechatronics for NPI pilot builds. Once in full production, refine the nominals and tolerances with factory averages.

Venting the NRS Cooler

There are several critical requirements for hot testing EGR engines. These requirements are listed below. Failure to follow these requirements could result in possible thermal damage to the EGR cooler, resulting in early field hour failures.

Note: Tee the cooler vent line with the engine vent line. The vent line from the EGR cooler (C9 & C13 engines only) needs to be continuously flowing, no pep cock type valves allowed. The C15 and Vee engine coolers self-vent in the engine AR and therefore do not need a dedicated vent line. The RAD side of the engine (stat out) should be vented as well.

1. Adequate venting of engine required in test cells

   1. Vent both engine and cell sides of thermostat housing, or corresponding coolant lines

   2. Vent line on EGR coolers must be installed and connected to engine/facility

2. Do not turn on EGR until all trapped air has been purged from the system

   1. Ideally no EGR gas flow until after thermostats open during testing

Illustration 49	g03708945
Illustration 49 is an example of a venting setup for the NRS Cooler. (A) EGR cooler vent line (B) Engine side vent line (C) RAD vent line

Additional Requirements:

1. Use 50/50 Glycol when possible, to avoid EGR cooler boiling.

2. Follow the correct Operation and Maintenance Manual, for proper coolant filling, venting, and initial start-up.

3. If water is used, then the follow restrictions apply:

   1. Maintain and monitor water pump inlet temperature not to exceed 90 deg C.

   2. Pressurized system is required

      • Monitor pump inlet pressure during the test (no lower than 20 kPa gage pressure)

   3. No more than 3 minutes continuous operation at Peak Torque condition.

   4. Record temperature and pressure data during the test and retain.

Note: The other important item for dealer testing is to allow enough warmup time before applying load to the engine. The engine should warmup until the thermostat cracks open, to allow any remaining air to settle out of the system.

Functionality Tests

It may be necessary to run functionality tests with the standard performance test defined in this document, to test additional engine systems. Functionality tests can be inserted after the high idle check or at other phases of the test per agreement with Engineering. This will provide a test sequence, which will maintain the normal engine operating temperature for the torque check and the response check. If functionality tests are inserted into the test sequence, judgment should be exercised to be certain that normal operating temperatures are maintained for the high idle check and the low idle point. These functionality tests can be enabled by setting different flags or parameters in the test spec.

1. Refer to Section "Appendix J: CRS Test Procedure" (Not Currently In Use) for the CRS test.

2. Engine Brake Test (9.3 Engines Only) - This test shall be performed on all C9.3 application equipped with a Cat Constant Lift Brake. Associated test specs shall have the BRKSVR flag associated with them. The test sequence is composed of 3 steps:

   Lube Oil Rail Air Purge - While maintaining the throttle command at 100% and zero load on the dynamometer, command the brake valve to open. When the dynamometer speed feedback reaches 1400 RPM, command the brake valve to close and let the engine recover to high idle speed. Repeat two more times for a total of three valve cycles.

   Brake Functional Test 1 - With the engine steady at high idle and zero load (all water removed from eddy current dynamometers), command the ECM to go to low idle. The test cell shall record the time from when the command is issued to when the speed feedback is 1500 RPM. This time is the baseline time. Return the engine to steady state at high idle and zero load.

   Brake Functional Test 2 - With the engine steady at high idle and zero load (all water removed from eddy current dynamometers), maintain 100% throttle command and command the brake valve to open. The test cell shall record the time from when the command is issued to when the speed feedback is 1500 RPM. This time is the brake engaged time. Return the engine to steady state at high idle and no load.

   Pass/Fail Analysis - Calculate the difference in time between the baseline measurement and the brake engaged measurement. A positive value greater than or equal to the spec nominal value empirically derived at the test facility indicates that the brake is set properly and functioning correctly. Any value less than the nominal value (including negative values) is a failed test and requires a repair and retest completed.

   Show/hide table

   Illustration 50	g06313348

3. Warning: Remove 234-5013 Inlet Manifold Air Temperature (IMAT) Sensor before lifting. Not doing so could result in lifting bail damaging sensor.

   Dynamic Gas Blending - This functionality test will be initiated by the Fuel System Type Code of the spec being set to DGB. Refer to Illustration 50.

   For Large Mining Truck DGB engines, it is required to enable gas substitution hot test mode in order to bypass the off-engine LNG tank sensors and truck methane detection system that is not present in the engine kit.

   To enable gas substitution hot test mode, the Primary Engine ECM pin J1:47 needs to be grounded. By grounding that pin at the ECM, it will suppress the missing sensors and allow the engine to enter gas blending mode when all other operating conditions are met. One option can be to route the J1:47 and ground wires into the dyno test console room and enable the hot test mode with a simple switch. Alternatively, the pin may be grounded at the ECM, and then the operator can utilize Cat ET for Enabling or Disabling the Gas Substitution System Status for selection when to enter gas substitution mode. Note: after successful hot test, this pin will need to be removed.

   The other gas conditions are as follows (on-engine sensors): Coolant temp >60C Gas supply pressure >350 kPag Intake manifold air temperature >35C No gas system faults or diagnostics present.

   Additionally, gas substitution can vary with many factors including:

   Engine speed

   Engine load

   Intake manifold air temperature (SCAC water temperature)

   Gas supply pressure

   Combustion sensing and hardware protection

   Exhaust temperature

   Turbo speed

   The specific test spec values provide the ideal boundary conditions for testing in order to achieve the full target substitution percentage.

   Natural Gas supply opened during cranking sequence.

   After Full Load Point, test cell starts substituting gas to FL GAS SUB RATIO parameter value and shall maintain +/-10 RPM stability.

   After minimum of 4 minutes, the following parameters are recorded in Table 30.

   • FLGB Engine Speed

   • FLGB Corrected Power

   • FLGB Fuel Rate – SI

   • FLGB Fuel Rate – DI

   • FLGB Adjusted Boost

   • FLGB Fueling Value (ADEM 4) or Static Fuel Setting (Non-ADEM 4)

   • FLGB Gas Substitution Ratio

   • FLGB Gas Fuel Valve Position

Multiple Rating Engines

If testing of multiple rating is required, there are two options: either choose to run a second complete test or go by the following six steps. The choice of the option to use is left to the discretion of the individual facility.

1. Run standard test as defined in Level "Diesel Engine" through Level "Functionality Tests" for the highest power and/or the torque rating.

2. Activate the rating change function or device.

3. Increase engine speed to high idle (maximum engine speed control position).

4. Load engine until lugged to the alternate full load and/or Torque check speed. The engine shall be stabilized as defined in Step 5 and/or Step 6.

5. Calculate and/or record as required by the rating:

   • Full Load Speed

   • Corrected Full Load Power

   • Torque Check Speed

   • Corrected Torque at TC RPM

6. If additional ratings are required, repeat Steps 2 through 5 for each successively lower rating. Electronic engines shall not be reset during this process.

Spark Ignited Engines

The test procedure lays out the phases and conditions of the production test. The specifics of the speed, load, time, and other conditions can be found in the specific test procedure number for the application, associated with the test specification found in TMI, Data Management System (dms.cat.com/LPSD/), and ENGINE Database (Contact LPSD - Engine Performance Center). Illustration 48 shows an example with the stages for the I6 heavy-duty Diesel machine procedure. The SI procedure is similar in concept. Each of the test stages is described in more detail in the following sections.

Preparation for Running

1. Pre-Lubrication - Same as Level "Pre-Lubrication".

2. Auxiliary Power Take-Off - Same as Level "Auxiliary Power Take-Off"

3. Oil Pan Fill Level - Same as in Level "Auxiliary Power Take-Off"

4. Full Load Oil Pan Fill Level - Same as in "Auxiliary Power Take-Off"

5. Engine inlet fuel to the gas pressure regulator shall be supplied at the pressures shown in the individual engine performance specifications.

6. Throttle Positioning - Check to ensure that the throttle plate can be opened to the maximum position. Do not adjust the linkage to obtain the maximum position in such a manner that the throttle plate will not close completely.

7. Air Fuel Ratio Settings

   Set the carburetor mixture control at the "nominal value" specified in the facility work instructions and do not adjust for the remainder of the test except as specified below.

   • Engines equipped with carburetors with a rotary mixture control - one (1) is the value assigned to the mark on the scale nearest to the l (lean), five (5) is the value of the mark nearest to the r (rich).

   • Engines equipped with carburetors with screw adjusted mixture control - the mixture control setting is the number of turns the screw is backed out from the full "in" (maximum clockwise) position.

   For engines that have prechambers, set the needles values for each cylinder to 3.5 turns open.

   For electronically controlled engines, configure the lower heat value (fuel quality) and fuel-specific gravity to current gas chromatograph reading. (For G3600 also calibrates pressure module).

   For engines equipped with adjustable wastegate, adjust screw to midway position.

Warm Up

Warm up of an engine is defined as conditioning of an engine to obtain repeatable engine performance and to purge air from the liquid handling systems of the engine. The engine speed control shall not be "pumped" during any portion of this performance test. Pumping is the process of rapidly and alternately increasing and decreasing the engine speed control system and/or engine speed.

Note: Observe and listen to the engine and attachments during warmup for any unusual vibration or sounds.

1. Starting Procedure - Crank at 200-600 RPM (3600 at 100-200 RPM). Minimum oil pressure of 40 kPa shall be obtained within 0.5 minutes or cranking shall be stopped. Cranking shall continue 0.25 minutes after obtaining 40 kPa before starting engine. Cranking should be discontinued if engine has not started within 2 minutes. (For G3600 minimum prelube oil pressure shall be met before cranking can begin.)

   Note: For engines equipped with electronically configurable ignition timing, set the preliminary ignition timing to the value specified in the engine performance specification.

2. First Point (Low Idle Speed) - 1 minute, Run at zero torque - maximum of 3% of test torque.

   • For engines equipped with mechanical governor, with the throttle plate completely closed, adjust the carburetor throttle stop screw until the screw touches the stop lever. The throttle plate should not be held open any amount by the stop screw.

   • For engines that require differential fuel pressure settings, set the preliminary differential fuel pressure to the nominal value specified for high idle in the engine performance specification. Differential fuel pressure is the static gas pressure maintained to the carburetor, relative to the static component of the carburetor inlet total pressure.

   • For engines equipped with Woodward governors operate at the specified speed or at the lowest attainable speed if the specified speed cannot be attained. If the governor is equipped with a synchronizing motor, check for engine speed increase and decrease when the appropriate wires from the motor are energized.

3. Second Point (High Idle Speed) - 5 minutes, Run at zero torque - maximum of 3% of test torque.

   • For engines equipped with mechanically configurable ignition timing, set the ignition timing to the value specified for full load in the engine test specification.

   • For engines that require differential fuel pressure settings, confirm that the differential fuel pressure is set to the value specified for high idle in the engine test specification.

4. Third Point - 1 minute ± 0.2 minute (1st Break-In).

   • For engines equipped with carburetors: If the excess oxygen in the engine performance specification for full load is greater than 4%, set the preliminary excess oxygen 1.0% less than the value specified for full load.

   • If the excess oxygen is 4% or less, set the preliminary excess oxygen to the value specified in the engine performance specification for full load.

5. Fourth Point - 3 minutes ± 0.2 minute (2nd Break-In), Run as defined in test procedure.

6. Fifth Point

   For G3500 engines, apply load appropriately to achieve aftercooler and Jacket Water temperatures defined in engine test specification.

   For G3600 engines, apply 75% load and tune needle valves.

7. Full Load Test Point - 4 minutes ± 0.2 min or stabilization.

   The nominal full load test power is defined in the engine test specification as corrected full load power. Nominal test speed is defined in the engine test specification as full load speed.

   Nominal Test Torque = NTT

   NTT = (Corr Full Load Power (kW) * 60000 (Nm/kW.min)) / (RPM * 2pi * Total Correction Factor)

   At the full load test point, the engine speed control shall be at the maximum speed position.

   Note: For mechanical engines, the torque applied to mechanical governor control shafts to maintain maximum engine speed shall be 8 Nm to 12 Nm (5.5 Nm to 9.5 Nm for Woodward 3161 governor). Proper control of torque on the governor control shaft is required for consistent governor setting points and high idle speeds. For electronic engines, either a throttle input to the ECM or speed override control through the ECM can be used (also applicable to PEEC and the different versions of fully electronic engines).

   • Test Speed ±5 RPM

   • Test Torque ±1% Test Torque

   If the engine test specification specifies a high idle speed greater than the full load speed (a non-isochronous over-run curve), the test torque can be increased or decreased with the adjustment controlling the position of the over-run curve.

   If the measured values for spec parameters are within tolerances set in the engine test specification, the nominal air-fuel ratio setting is acceptable.

   If the measured values for spec parameters are not within tolerances set in the engine test specification, the air-fuel ratio setting shall be reset as required to bring these parameters within specification. For engines with adjustable wastegates, fine-tune to bring parameters within specification.

   Perform required additional tests at full load such as G3600 misfire and vibration tests.

   Engines are to be considered stabilized after achieving the following maximum variation per 2 minute period while running at test speed and torque:

   • Jacket Water Pump In Temp - 3 DEG C

   • Aftercooler Water In Temp - 3 DEG C

   • Oil Pressure - 7 kPa

   • Fuel Rate - 1%

   • Corrected Power - 1% (observed power permissible for manual test facility)

   The engine water outlet temperature and, if so equipped, the separate circuit aftercooler water inlet temperature shall be within specification before recording full load test point data.

   For engines with a mechanical governor, the over-run curve shall not be repositioned after completing the full load point except as specified in Step 9.

   With the engine at the full load point and stabilized as outlined in Step 7, calculate and/or record parameters below as required by the engine performance specification and as defined in Illustration 62:

   Show/hide table

   Table 21

   Full Load SI Parameters To Record
   Line #	Param Group	Parameter	Units	Notes
   09	FL	Power	kW	All
   10	FL	Speed	rpm	All
   14.1	FL	Fueling	kJ/hr	SI
   18.1	FL	Fuel Rate - SI	N/A	SI
   19.1	FL	CSFC - SI	N/A	SI
   20	FL	Boost	kPa	All
   42	FL	Water In Temp	°C	All
   43	FL	Delta Temp	°C	All
   44 (1)	FL	Inlet man Temp	°C	All
   45 (1)	FL	Water Temp SCAC	L/min	All
   46 (1)	FL	SCAC Water Flow	L/min	All
   47 (1)	FL	Diff Press	kPa	SI
   49 (1)	FL	Diff Press. Hi	kPa	SI
   50	FL	Comp Out PR	kPa	SI
   51 (1)	FL	Inlet Manifold	N/A	SI
   52	FL	C Out - In RST	N/A	SI
   54	FL	Excess Oxygen	N/A	SI
   55	FL	Oil Press	kPa	All
   57 (1)	FL	Oil T Bearing	°C	All
   58.3	FL	Fuel Press - SI	kPa	SI
   62	FL	Inlet Air Press	kPa	All
   63	FL	Inlet Air Rest	kPa	All
   64	FL	Inlet Air Temp	°C	All
   66 (1)	FL	FCF	N/A	SI
   67 (1)	FL	NOW Cat Factor	N/A	SI
   74	FL	Oil Temp	°C	SI
   82 (1)	FL	Water Out Temp	°C	All
   88 (1)	FL	CO	N/A	SI
   89 (1)	FL	Throttle	N/A	SI
   90 (1)	FL	NOX	N/A	SI
   91 (1)	FL	Throttle Angle	N/A	SI
   95 (1)	FL	DLTA H20 / Bearing	°C	SI
   98 (1)	FL	NOX - Analyzer	N/A	SI
   99 (1)	FL	NOX - ECM	N/A	SI

   Show/hide table

   (1)	Calculate and/or record if applicable.

   Note: If tested manually with a data sheet as shown in Illustration 62, the estimated inlet air temperature shall be within 2 °C of the temperature required in the engine test specification.

8. Torque Check - 2 minute ±0.1 minute.

   Decrease speed to torque check speed. Measurements shall be taken within 3 minutes after leaving full load. Engine speed and load shall be stabilized for this reading. Stabilization is determined by the speed remaining within specification for 0.25 minutes.

   Calculate and/or record:

   Show/hide table

   Table 22

   Torque Check SI Parameters To Record
   Line #	Param Group	Parameter	Units	Notes
   28	TQCK	Speed	rpm	All
   29	TQCK	Torque Rise	%	All
   30	TQCK	Torque	Nm	All
   31.1	TQCK	Fuel Rate-SI	N/A	SI
   32.1	TQCK	CSFC-SI	N/A	SI
   	TQCK	COMP Out PR	kPa	SI
   	TQCK	Fuel Press - SI	kPa	Si

9. High Idle Check - 0.5 minutes.

   Remove the dynamometer load until the dynamometer is operating with a maximum of 3% of test torque. Record:

   • Test High Idle Speed (RPM).

   • High Idle Stability (RPM).

   During the test high idle speed check, the engine speed shall not vary more than ± (rated speed/150).

   For engines with a mechanical governor, if the test high idle speed is not correct and if the engine test specification specifies a high idle speed greater than the full load speed, change the adjustment controlling the position of the over-run curve to bring the test high idle speed to the nearest specification limit. Load the engine to the full load point. If the full load test point conforms to specification, both the full load test point and the test high idle speed are acceptable. If all the test characteristics at the full load test point do not conform to the specification, the test high idle speed can only be corrected by repairing and retesting the engine.

10. Low Idle Point - 0.10 minute.

    Maximum dynamometer load equals 3% of test torque. Set the low idle speed and within 5 minutes of obtaining full load data, unless oil temperature is maintained at full load temperature by added functionality tests conducted immediately before the low idle point, record:

    • Low Idle Speed

    • Low Idle Oil Pressure

    • Low Idle Stability

    During the low idle speed check, the engine speed shall not vary more than ±10 RPM

Engine Performance Correction Factors:

Engine power and performance are affected by fuel density, inlet air pressure, and inlet air temperature. As a result, it is necessary to correct the observed engine performance data to a standard set of conditions to reduce data variability introduced by those parameters. The calculations of the correction factors are shown below.

Note: Correction factors are not to be used for altitude derating.

Standard Conditions

The standard atmospheric pressure and temperature used in calculating correction factors are the same as shown in SAE J1349 MAR2004 and SAE J1995 JUN95.

1. Total Barometric Pressure - 100.0 kPa.

2. Water Vapor Pressure - 1.0 kPa.

   Water vapor pressure may be calculated in the following method:

   Show/hide table

   Illustration 51	g03692447

3. Dry Barometric Pressure - 99.0 kPa, Dry barometric pressure is equal to total barometric pressure minus water vapor pressure.

4. Inlet Air Temperature - 25 Deg C.

5. Fuel Density - Diesel - 35.0° API

6. Engine Inlet Air Pressure - Engine inlet are pressure is equal to total barometric pressure minus water vapor pressure minus inlet air restriction.

   Note: Although not a standard condition, engine inlet air pressure is defined here to eliminate any doubt as to its relationship to barometric pressure.

Standard Natural Gas Fuel Conditions

1. Gas Pressure - 101.3253 kPa-a.

2. Gas Temperature - 15.5556 Deg C.

3. Lower Heating Value - 33.7 kJ/L.

Correction Factor Equations for Diesel Engines

1. Correction Factor For Fuel Density - 32.0 through 43.9 DEG API, Based on the lower heating value of fuel determined for constant volume combustion.
   Show/hide table

   Illustration 52	g03692471

2. Correction Factors For Inlet Air Conditions

   Naturally Aspirated And Mechanically Supercharged Engines

   • Correction Factor for Engine Inlet Air Pressure from 87.0 through 104.0 kPa (99.0 + 5.0/-12.0 kPa)
   Show/hide table

   Illustration 53	g03692498

3. Turbocharged And Turbocharged Aftercooled Engines
   Show/hide table

   Illustration 54	g03692814

4. Correction Factor Equation For Spark Ignited Engines - Only for Naturally Aspirated Engines.

   Where:

   • X = Engine Inlet Air Pressure from 87.0 through 104.0 kPa (99.0 +5.0/-12.0 kPa)

   • Y = Engine Inlet Air Temperature from 10 through 50 DEG C (25 +25/-15 DEG.C)

   Note: For Turbocharged Engines fin = 1.

Illustration 55	g03692827

Performance Test for Mechanical Engines

Warm Up

The warmup is conditioning the engine to create repeatable performance of the engine and to purge air from the liquid handling systems of the engine.

The engine speed control will not be “revved” or “pumped” during any portion of this performance test. “Revving” is the process of rapidly increasing and decreasing the engine speed control and/or engine speed.

1. Starting procedure

   The engine should be cranked at 100 RPM to 1000 RPM with the engine speed control in a position that provides the maximum fuel delivery. You must obtain a minimum of 40 kPa (5.8 psi) oil pressure within 0.5 minutes. Otherwise, the engine will stop cranking. Cranking should also be discontinued if the engine has not started within 2 minutes.

   After the engine starts, limit the engine speed to the following.

   Show/hide table

   Table 23

   (Low idle + 0.2 × (nominal high idle − nominal low idle)) ± 20 RPM

   Minimum oil pressure of 40 kPa (5.8 psi) will be obtained within 3 seconds after the engine starts, or the engine must be stopped.

2. First point (1 minute ± 0.2 minutes)

   75% of the rated speed ... ± 20 RPM

   Note: The engine speed will not be increased above 75% rated speed + 20 or low idle speed if the low idle speed is greater than 75% of the rated speed.

   50% of the rated torque ... ± 5% of the rated torque

   If the Full Load Brake Mean Effective Pressure is 1750 kPa (253.8 psi) or more, the rated torque is the following.

   30% of the rated torque ... ± 5% of the rated torque

3. Second Point (5 minutes ± 0.2 minutes)

   Due to the insufficient ability of a cooling system in a plant to vent air, some facilities that are used for testing may require more time to purge air from the system. This will prevent an additional load from causing overheating. This is a function of the facility for testing. The additional time should be applied to all engines that are run in that facility. The maximum time should not exceed the time that is required for the thermostats to reach the opening temperature.

   The Rated Speed ... ± 20 RPM

   60% Rated Torque ... ± 5% Rated Torque

4. Third point (3 minutes ± 0.2 minute)

   Rated Speed ... ± 20 RPM

   90% Rated Torque ... ± 5%

5. Setting point of the governor (0.25 minutes ±0.1 minute)

   The setting speed of the governor ... ± 5 RPM

   The setting speed of the governor ... ± 1% rated torque

   At the setting point of the governor, the engine speed control will be at the position for the maximum speed (Engine Speed Control of the General Instructions). The torque is specified in the Engine Test Specifications.

   The governor control which positions the overrun curve will not be adjusted after completing the setting point of the governor. If the high idle speed is not correct at the High Idle Check in the Performance Check of this schedule, the governor controls will not be adjusted. Only repairing and retesting the engine can correct the high idle speed.

6. Full Load (4 Minutes ± 0.2 minute or Stabilization)

   Full Load Speed ... ± 10 RPM

   Engine Speed Control at the maximum speed position in accordance with Engine Speed Control of the General Instructions

   While the engines are running continuously at the RPM for full load, the engines are considered stabilized after the engines achieve the following maximum variation per 2 minute period.

   (1) Jacket Water Pump Inlet ... 3 °C (37.4 °F)

   (2) Oil Pressure ... 7 kPa (1.015 psi)

   (3) Fuel Rate ... 1%

   (4) Corrected Power ... 1%. Use the observed power for facilities that use a manual test.

   The outlet temperature of the engine water and the inlet temperature of the water for the separate circuit aftercooler (if equipped) will be within the specification before recording data at full load.

7. Performance Check

   1. For the Full Load Check, put the engine at the full load point. Stabilize the engine according to the above paragraph. Calculate the following information and record the following information.

      (1) Engine Speed

      (2) Torque

      (3) Fuel Rate (manual test)

      (4) Corrected Fuel Rate

      (5) Oil Pressure

      (6) Fuel Pressure

      (7) Boost (manual test)

      (8) Adjusted Boost

      (9) Temperature into Jacket Water Pump

      (10) Temperature out of the Jacket Water Pump (coming out of the engine)

      (11) Delta - Temperature Jacket (Engine Outlet Temperature minus Inlet Temperature)

      (12) The temperature of the inlet air, the dry barometric pressure, the restriction of the inlet air, the pressure of the inlet air, and the density of the fuel (Correction Factors for the Engine Performance)

      (13) Inlet Fuel Temperature

      (14) Pressure of the fuel at the inlet

      (15) Observed power at full load (manual test)

      (16) Corrected power at full load

      (17) Corrected Specific Fuel Consumption

      (18) Water Temperature to SCAC

      (19) SCAC Water Flow

      (20) Total Correction Factor

      (21) Inlet Manifold Temperature (Air to Air Aftercooled Engines)

      (22) Blowby (manual test)

   2. Cylinder Cutout Check

      If the engine is equipped to permit the cutout of the individual cylinders, use Electronic Testing to perform the test.

      Note: This test is only a diagnostic check.

   3. Torque Check (0.25 Minute ± 0.1 minute)

      Increase the dynamometer load until the engine lugs to the speed that is specified for the Torque Check. Engine speed and load will be stabilized for this reading. Stabilization is determined by the remaining speed within the specification for 15 seconds. Calculate the following information and record the following information.

      (1) Speed for the Torque Check

      (2) Torque (manual test)

      (3) Corrected Torque at TC RPM

      (4) Fuel Rate at TC RPM (manual test)

      (5) Corrected Fuel Rate at TC RPM

      (6) CSFC at TC RPM

      (7) Boost (manual test)

      (8) Adjusted Boost at TC RPM

   4. Checking the Response (mechanical engines)

      Remove the dynamometer load as rapidly as possible until the dynamometer is operating with a maximum of 3% of the Rated Torque. Opening the field circuit for the dynamometer and simultaneously closing the water supply valve with a solenoid is adequate.

      Adjust the engine speed control to maintain the specified idle speed for checking the response. The fuel system should be turned off when the engine is brought to the idle speed for checking the response. The engine speed control does not need to be in the minimum position.

      At the specified response, check the idle time after initiating the removal of the load, and maintain the speed from checking the response by adjusting the dynamometer load. As rapidly as possible increase the setting of the engine speed control with a 1 second maximum to the maximum speed setting. Response time is the time from the start of change in engine speed until the specified torque is obtained. Record the following information.

      (1) Idle Speed for checking the response.

      (2) Speed for checking the response

      (3) Response Time

      An engine test is required in test facilities that do not have a computerized diesel engine Full Load Check to check that the settings for the air and fuel control are correct. Run the engine until the engine reaches the rated top speed. This should be done while the engine is running at high idle and the line for sensing the boost is disconnected. The measurement of the settings for the air control and settings for the fuel control are not required. Record the following information.

      Observed Torque

   5. High Idle Check (0.10 minute)

      Remove the dynamometer load until the dynamometer is operating with a maximum of 3% of Rated Torque.

      With some types of dynamometers, the load cannot be lowered to this level. If the load can be lowered to 10% of the rated torque, it is acceptable to create a straight line from the setting point of the governor through the lowest attainable torque to zero torque to obtain a high idle value. Maintaining a load on the engine for stabilizing the high idle speed is not an acceptable process.

      Record the following information.

      High Idle Speed

      During the check at high speed, the engine speed will not vary more than the following.

      • Generator Set and Marine Auxiliary Engines
      Show/hide table

      Table 24

      ±	Rated Speed
      	300

      • All other diesel engines
      Show/hide table

      Table 25

      ±	Rated Speed
      	200

      If the high idle speed is not correct, only repairing and retesting the engine can correct the idle speed.

8. Low Idle Point (0.10 minute)

   Maximum dynamometer load equals 3% of the Rated Torque. Set the low idle speed. Record the following information within 5 minutes of obtaining the data from full load unless the oil temperature is maintained at the temperature for full load by using a special test that is conducted immediately before the low idle point.

   (1) Low Idle Speed

   (2) Oil Pressure (Low Idle)

   During checking of the low idle speed, the engine speed will not vary more than ±10 RPM.

   Note: It may be necessary to run special tests with the standard performance tests that are defined in this bulletin. Special tests can be inserted after the high idle check. This will provide a test sequence, which will maintain the normal operating temperature for checking the torque and checking the response. If special tests are inserted into the test sequence, judgment should be used to be certain that normal operating temperatures are maintained for the low idle check and the low idle point.

Schedule for Testing Engines with Multiple Ratings

1. Run the Standard Test that is defined in the Performance Test under the Diesel Engine for the highest power and/or the highest torque rating.

2. Activate the device for the change of rating.

3. Increase the engine speed to high idle (position of maximum engine speed control).

4. Load the engine until the engine runs to the alternate full load and/or the speed of the torque check. The engine will be stabilized according to the step at Full Load of the Standard Schedule for Testing Engines.

5. Calculate the following and record the following according to the rating.

   1. Full Load Speed

   2. Corrected Power at Full Load

   3. Speed of the Torque Check

   4. Corrected Torque at the RPM of the Torque Check

6. If additional ratings are required, then repeat step 2 through step 5 for each rating that is consecutively lower.

Spark Ignited Engine

Perform the following checks in addition to the checks that are listed in Preparation for the Engine and the Test Cell.

Fuel Pressure

The fuel for the engine that is coming in to the gas pressure regulator will be supplied at the pressures that are shown in the individual engine performance specifications.

Throttle Position

Ensure that the throttle plate can be opened to the maximum position. Do not adjust the linkage so that the throttle plate will not close completely to obtain the maximum position.

Setting of the Carburetor

Set the control for the mixture for the carburetor at the "Nominal Value" that is specified in the specifications for engine performance. Do not adjust the control for the mixture for the remainder of the test. Adjust the control, if necessary, according to Item 2 of the Standard Schedule for Testing Engines for Spark Ignited Engines.

1. The following is for engines that are equipped with carburetors that have a rotary control for the mixture.

   • One (1) is the value that is assigned to the mark that is nearest to the "L" (Lean) on the scale.

   • Five (5) is the value that is assigned to the mark that is nearest to the "R" (Rich) on the scale.

2. For engines that have a mixture control that is controlled by a screw, the setting of the mixture control is the number of turns of the screw that are from the maximum clockwise position.

Standard Schedule for an Engine Test

The testing of the performance of each engine will follow this schedule. See the individual procedures for testing for any variations to the detailed test points. If an engine is stopped before the completion of a test, the test will be rerun from the beginning of the warmup schedule. The running time that is specified for each point in this schedule of testing is the time at each specified speed and torque. The time of transition between the points is not included as part of the required time for each point.

Warm Up

The warmup is conditioning the engine to create repeatable performance of the engine and to purge air from the liquid handling systems of the engine.

The speed control of the engine will not be "pumped" during any portion of this test of performance. Pumping is the process that consists of rapidly increasing and decreasing the speed control of the engine and/or the speed of the engine.

1. Starting Procedure

   Crank the engine at 200 RPM to 600 RPM. (Crank the 3600 series at 100 RPM to 200 RPM.) A minimum oil pressure of 40 kPa will be obtained within 0.5 minutes or the cranking will be stopped. The cranking will continue for 0.25 minutes after obtaining an oil pressure reading of 40 kPa before the engine is started. Cranking should be stopped if the engine does not start within 2 minutes.

   Set the preliminary timing for the ignition to the value that is specified in the specifications for engine performance.

2. First point

   Low Idle Speed

   "0" Torque ... Maximum of 3% of the test torque

   Completely close the throttle plate and adjust the screw that is used to stop the throttle until the screw touches the stop lever. The screw should not hold the throttle plate open at all.

   Set the pressure differential for the preliminary fuel to be ± 5 kPa of the value that is specified for high idle in the specifications for engine performance. The pressure differential of the fuel is the static gas pressure that is maintained to the carburetor that is relative to the static component of the inlet to the total pressure of the carburetor.

   If the engine is equipped with a Woodward governor, operate the engine at the specified speed or at the lowest attainable speed. If the governor is equipped with a motor for synchronizing, check the increase and decrease in the engine speed when the appropriate wires are utilized. Refer to "Appendix A (Additional Reference Material)" for the proper publication for additional information.

3. Second Point

   Test Speed

   "0" Torque ... Maximum of 3% of the test torque

   Set the timing of the ignition to the value that is specified for the full load in the specifications for the testing of the engine.

   Set the pressure differential for the fuel to the value that is specified for high idle in the specifications for the testing of the engine.

4. Third point (1 minute ± 0.2 minutes)

   75% of the Test Speed ... ± 20 RPM, but not less than the low idle

   50% of the torque value for the test ... ± 5%

   Note: For the 3600, use 25% of the Test Torque.

   If the excess oxygen for full load is greater than 4%, set the preliminary excess oxygen to 1.0% less than the value that is specified in the engine specifications for full load. If the excess oxygen is 4% or less, set the preliminary excess oxygen to the value that is specified in the engine performance specifications for full load.

5. Fourth Point (5 minutes ± 0.2 minutes)

   Test Speed ... ± 20 RPM

   60% of the torque value for the test ... ± 5%

6. Test Point at Full Load (4 minutes ± 0.2 minutes or stabilization)

   The nominal power at full load is defined as corrected power at full load. Nominal test speed is defined as full load speed.

   Nominal Torque Value

   The Nominal Torque Value for the test is calculated by using the following equation.

   Show/hide table

   Table 26

   Nominal Torque Value =		Corrected Full Load Power ( kW) × 60000 ( N·m/kW.min)			× 2PI × Total Correction Factor
   		RPM

   At the test point for full load, the speed control of the engine will be at the maximum speed position. Refer to Engine Speed Control of the General Instructions.

   Test Speed ... ± 5 RPM

   Torque Value ... ± 5%

   If the specifications for the engine test specify a high idle speed that is greater than the speed at full load (a non-isochronous overrun curve), the torque value can be increased or decreased with the adjustment that controls the position of the overrun curve.

   The nominal mixture control settings are acceptable if the excess oxygen, the corrected specific fuel consumption, the test speed, the test torque, the inlet manifold pressure, and the outlet pressure of the compressor are within the limits that are specified in the engine test specifications.

   Ifthe excess oxygen, the corrected specific fuel consumption, the test speed, the torque value, the inlet manifold pressure, and the outlet pressure of the compressor cannot be obtained simultaneously, the control for the mixture and the wastegate will be reset to bring these characteristics within the specifications.

   For a manual test, the CSFC in the preceding two paragraphs will need to be omitted.

   Engines are considered stabilized after achieving the following maximum variation per 2 minute period while the engines are running at test speed and torque.

   Inlet temperature of the jacket water pump ... 3 °C (37.4 °F)

   Oil Pressure ... 7 kPa (1.02 psi)

   The Fuel Rate ... 1%

   The corrected power ... 1% (observed power for facilities that use a manual test)

   The temperature of the water at the outlet for the engine will be in the specifications before recording the data for the test at full load. The temperature of the inlet water for the separate circuit aftercooler will be in the specifications before recording the data for the test at full load.

   The overrun curve will not be repositioned after completing the full load point except as repositioning is specified in the High Idle Check of the Performance Check.

7. Performance Check

   1. For the check at Full Load, the engine is at the point of full load and the engine is stabilized according to Item B of the Performance Test for Spark Ignited Engines. Calculate the following information and/or record the following information.

      (1) Full load speed

      (2) Torque (manual test)

      (3) Inlet fuel temperature

      (4) Fuel pressure at the inlet

      (5) Fuel rate

      (6) Corrected fuel rate

      (7) Oil pressure

      (8) Differential of the fuel pressure

      (9) Outlet pressure for the compressor (Absolute pressure)

      (10) Inlet manifold pressure (Absolute pressure)

      (11) Temperature of the inlet to the jacket water pump

      (12) Temperature of the outlet for the engine water

      (13) Delta-T jacket (outlet temperature minus inlet temperature)

      (14) Inlet air temperature, dry barometric pressure, inlet air restriction, and inlet air pressure

      Note: The estimated inlet air temperature will be within 2 °C (35.6 °F) of the test temperature.

      (15) Observed power at full load (manual test)

      (16) Corrected power at full load

      (17) Corrected Specific Fuel Consumption (CSFC)

      (18) Temperature of the water to the SCAC

      (19) SCAC water flow

      (20) Correction factor for the inlet

      (21) Control setting of the mixture

      (22) Excess Oxygen

      (23) Blowby (Manual test)

      (24) Specific Blowby

      (25) Lower heating value for the fuel

   2. Torque Check (.25 minutes ± 0.1 minute)

      (1) Increase the load of the dynamometer until the engine lugs up to the speed that is specified for the Torque Check. Measurements will be taken within 3 minutes after leaving Full Load. The engine speed and load will be stabilized for this reading. Stabilization is determined by the speed that is remaining within the specification for .25 minutes.

      (2) Increase the load of the dynamometer and adjust the speed control of the engine until the engine is running at the speed and torque that is specified for the Torque Check. Measurements will be taken within 3 minutes after leaving full load. The engine speed and load will be stabilized for this reading. Stabilization is determined by the speed that remains within the specification for 0.25 minutes.

      (3) Calculate the following information and record the following information.

      (a) Speed of the torque check

      (b) Torque (manual test)

      (c) Corrected torque at TC RPM

      (d) Temperature of the inlet fuel

      (e) Pressure (absolute pressure) of the inlet fuel

      (f) Fuel rate at TC RPM

      (g) Corrected fuel rate at TC RPM

      (h) CSFC at TC RPM

      (i) The outlet pressure (absolute pressure) of the compressor at TC RPM

      (4) High Idle Check (0.1 minutes)

      Remove the load of the dynamometer until the dynamometer is operating with a maximum of 3% of the torque value for the test. Record the following information.

      • High Idle Speed

      • High Idle Stability

      During the check for the high idle speed, the engine speed must not vary more than the following.

      Show/hide table

      Table 27

      ±	the rated speed
      	150

      If the test high idle speed is not correct and if the specification for the engine test specifies a high idle speed that is greater than the full load speed, then change the adjustment that controls the position of the overrun curve to bring the test high idle speed to the limit of the specification. Load the engine to the full load point. If the test point at full load conforms to the specifications, then both the test point at full load and the high idle speed are acceptable. If not all the test characteristics at the full load test point conform to the specification, then only repairing and retesting the engine can correct the test high idle speed.

8. The Reset at Full Load

   1. The reset at full load (.25 Minutes)

      The full load speed ... ± 10 RPM

      The corrected power at full load ... ± 3%

      The full load point of the engine is reset by using the following procedure.

      (1) Keep the engine speed control at the maximum speed position.

      (2) Change the torque of the dynamometer to the value that is specified in the TMI for the power and speed. The torque is determined in accordance with the information that is found in Item B of the Standard Schedule for an Engine Test.

      (3) Change the speed of the engine at full load with the adjustment that controls the position of the overrun curve to the speed at full load that is specified in the TMI.

      (4) Readjust the control for the mixture that is required to maintain the excess oxygen that is specified for the Power at Full Load. This step (8.a.4) should be completed before adjusting the wastegate in the next step (8.a.5).

      (5) Readjust the setting of the wastegate to obtain the same differential between the outlet pressure of the compressor and the inlet pressure for the manifold as at the full load point.

      (6) Readjust the torque of the dynamometer to obtain the power that is specified in the TMI. Readjust the speed of the engine to obtain the speed that is specified in the TMI. Calculate the following information and record the following information.

      • Full Load Speed

      • Observed Torque (manual test)

      • Observed Power (manual test)

      • Corrected Power at Full Load

      • The Compressor Outlet minus the Inlet Manifold Pressures at rest

      (5) High Idle Check (0.1 minutes)

      Remove the load of the dynamometer until the dynamometer is operating with a maximum of 3% of the torque value for the test. Record the following information.

      (1) High Idle Speed (stamp on the Engine Information Plate)

      (2) High Idle Stability

      During the check for the High Idle Speed, the engine speed must not vary more than the following.

      Show/hide table

      Table 28

      ±	the rated speed
      	150

9. Low Idle Point (0.10 minute)

   Maximum load for the dynamometer equals 3% of the torque value for the test. Set the low idle speed and record the following information within 5 minutes of obtaining the data at full load unless the temperature of the oil is maintained at the temperature of full load by special tests that are conducted immediately before the point of low idle.

   (1) Low Idle Speed

   (2) Oil Pressure (low idle)

   (3) Low Idle Stability

   During the check for the Low Idle Speed, the engine speed shall not vary more than ± 10 RPM.

   Note: If special tests are required with the standard performance test that is defined in this bulletin, the tests should be run after the standard test has been completed.

Lug Test

The test involves measuring the various parameters of engine performance at various speeds on the lug curve for the engine.

This test is performed after the basic performance testing has been completed and the results are recorded.

Note: The following procedure is performed after the fan is removed.

1. Start the engine and warmup the engine at an engine speed and engine load that is reasonable. Gradually increase the speed and gradually increase the load until the power setting is obtained and the outlet temperature of the jacket water has been stabilized. The throttle position should be at the maximum position.

2. With the throttle position at the maximum position, remove the entire load from the dynamometer and record the high idle speed.

3. Gradually add a load until the engine speed is halfway between high idle and the rated speed. Record the data that is required on the form for each test. Refer to "Appendix C (Formats of the Reports for the Engines)" for an example of the form that is used for the test data.

4. This procedure is continued for each reduced speed that is listed on the form for the test data until the engine will not sustain a load. Record the data that is required.

5. Remove the entire load from the dynamometer and move the throttle position to the minimum position. Record the low idle speed.

Fuel Consumption

This test is performed after the basic performance testing has been completed and the results are recorded. No adjustments will be made to any engine settings.

Note: If this test is being performed simultaneously with the basic performance test, the engine may be inserted into the basic performance test immediately after the completion of the Torque Check Point. The engine may be inserted immediately into the basic performance test after the completion of the Full Load if the Torque Check is not required.

1. Start the engine and warmup the engine at full load speed and full load power in accordance with the specified rating.

   1. The throttle position will be at the maximum speed position.

   2. The engine is considered warmed up and stabilized after the engine is at the specified speed and power for 15 minutes. The engine is also considered warmed up and stabilized after the engine achieves a rate of variation that is no greater than the rate that is allowed in the steps of the Full Load Test of the Performance Test.

   3. The temperature of the water from the outlet will be within the specification before recording the data from the test.

   4. Calculate the test data and record the test data.

2. Reduce the load to the following.
   Show/hide table

   Table 29

   75% of the rated power ± 1% of the rated power at the full load speed

   1. The measurements shall be taken when the speed and the load have been maintained continuously for 0.5 minutes and within 2 minutes after the completion of the preceding point.

   2. Repeat step 2 for 50% of the rated power ± 1% of the rated power.

Post Test Procedures

Removing the Engine from the Cell

Engines through 3400

1. Drain the engine coolant.

2. If air starters are installed, check the air starters for proper operation.

3. Remove the oil mini-patch. Send the oil and the patch to the S O S laboratory. Install a new mini-patch for the next test.

4. Remove the oil screens from the supply lines for the turbocharger oil. Install the oil lines.

5. Open the doors of the test cell.

6. Remove all test hoses, connectors, and adapters, and cap the holes with the appropriate plug or the appropriate boot.

7. Install a freeze plug in the wastegate.

8. Remove all the special equipment such as timing probes, throttle angle transducers, and thermocouple wires.

9. Remove the bolts that are connecting the coupling for the dynamometer to the flywheel and move the coupling.

10. Lift the exhaust for the cell off the adapter for the engine and remove the adapter for the engine exhaust.

11. Remove the hold down bolts (engine stand to bed).

12. The engine can now be moved to the next area and a new engine can be brought in for testing.

13. Collect and complete all the paper work.

    1. Labels

       (1) Oil Patch

       (2) Oil Sample

    2. Reports

       (1) Workmanship

       (2) Engine Discrepancy

       (3) Engine Test

3500 Engines

1. Take the last oil sample. Then complete the label for the oil sample.

2. Shut off the engine and secure the shutoff lever.

3. Remove the mini-patch. Send the oil and the patch to the S O S laboratory.

4. Remove the oil screen for the engine test from the oil manifold.

5. Remove the oil screens from the turbocharger oil supply lines. Install the oil lines.

6. Open the doors and the cover to the hatch of the test cell.

7. Drain the engine coolant. The engine must be drained fully before the engine can be moved from the cell.

8. Raise the exhaust stack from the engine.

9. Disconnect the right-hand intake hose for the turbocharger.

10. Drain the fuel filters.

11. Disconnect the communication cable.

12. Remove the temperature probes.

13. Disconnect the electrical cables.

14. Check to ensure that the engine has fully drained.

15. Spray the engine to remove any fuel or oil that may have dripped on the engine during the removal of the hoses.

16. Move the engine away from the dynamometer and allow the draining to stop before any hoses are removed.

17. Remove all hoses, connectors, and adapters.

18. Collect and complete all paper work.

    1. Labels

       (1) Oil Patch

       (2) Oil Sample

    2. Reports

       (1) Workmanship

       (2) Engine Discrepancy

       (3) Engine Test

19. Remove the engine from the cell.

20. Remove the flywheel adapter.

3600 Engine

1. If the engine is going to be packaged, remove the center oil filter that is in the lower housing and send the filter to the S O S laboratory. Mark the filter with the engine serial number.

   Little of the assembly that takes place after the test will be done until the engine is in the area for packaging.

2. If the engine is not going to packaging, replace the oil filters. Mark the engine with the serial number. Send the lower, center filter to the S O S laboratory.

   Note: If the operator notices a foreign object in the oil, a sample of the oil should be sent to the S O S laboratory for analysis. Record this information on the Engine Discrepancy Report. Also, inspect the filter carefully for damage before installing the filters. Do not install damaged filters.

3. Drain the systems for the engine coolant.

4. Disconnect the electrical cables.

5. Remove the exhaust stacks.

6. Remove the lines for bleeding the engine jacket water.

7. Disengage the engine from the dynamometer.

8. Remove the fuel lines from the engine.

9. Cap all connections for the oil so water cannot get into the oil system.

10. Spray the engine to remove any fuel or oil that may have dripped on the engine during the removal of the cables.

11. If air starters are installed, check the air starters for the proper operation. Refer to the section on Starter Systems. Energize the air on the control panel. Then turn on the switch on the solenoid to "manual" and verify that the starter functions.

12. Remove the engine from the test cell.

13. Take the final oil sample and remove the mini-patch. Send the oil and the patch to the S O S laboratory.

14. Remove the harnesses from the engine. No particular order of removal is required. The operator should develop a technique that is quick and efficient.

15. Remove the air inlet adapters, exhaust stacks, and the coupler for the dynamometer. If a coupler for the dynamometer was installed for testing, index the flywheel to top dead center. Install the flywheel from the factory.

16. Collect and complete all the paper work.

    1. Labels

       (1) Oil Patch

       (2) Oil Sample

    2. Reports

       (1) Workmanship

       (2) Engine Discrepancy

       (3) Engine Test

Engine Storage

Refer to reference table for storage of engines.

Powerdown Sequence for the Test Cell

Perform all the checks that are required to powerdown. Sign off the computer for the cell

Note: There are numerous manufacturers of dynamometers with various types of Data Acquisition and Control Units. Refer to the appropriate owner's manual that is used for your particular system.

Starter Systems

Air Starters

Note: Check the 3300 air starters and the 3400 air starters after the basic test to allow the starter to be lubricated with 3-34996931 spindle oil.

Note: Check the 3500 air starters and 3600 air starters after the basic test to allow the starter to be lubricated with diesel fuel.

Air Starters without Solenoids

1. While the engine is in the cell, connect the elbow for the air supply and the hose.

2. Push the "on" button for the air starter.

3. Open the manual air valve.

4. Check the air lines to the starter for leaks and repair all the leaks.

5. Secure the manual fuel lever in the "off" position.

6. Engage the air starter.

7. Check the starter for the proper rotation and verify if the engine speed is greater than 100 RPM by using the tachometer for the test cell.

Air Starters with Solenoid

1. While the engine is in the cell, connect the elbow for the air supply and hose.

2. Push the "on" button for the air starter.

3. Open the manual air valve.

4. Check the air lines to the starter for leaks. Repair the leaks.

5. Secure the manual fuel lever in the "off" position.

6. Engage the air starter.

7. Check the starter for the proper rotation and verify if the engine speed is greater than 100 RPM by using the tachometer for the test cell.

Air Starters with Prelube Pumps

1. While the engine is in the cell, connect the elbow for the air supply and hose.

2. Push the "on" button for the air starter.

3. Open the manual air valve.

4. Check the air lines to the starter for leaks. Repair the leaks.

5. Secure the manual fuel lever in the "off" position.

6. Engage the air starter.

7. Check that the prelube pump energizes, that the prelube pump runs in the proper direction, and that the prelube pump runs until the engine is prelubed. Then, the starter should work.

8. Check the starter for proper rotation and verify if the engine speed is greater than 100 RPM by using the tachometer for the test cell.

Disconnecting Air Starters After Testing

1. Push the "off" button for the air starter.

2. Close the manual air valve.

3. Open the purge valve.

4. Disconnect air hose and the elbow, when all the air is out of the line.

Electric Starters

Note: Test the electrical starters prior to testing the engine. If the engine gets an EMCP panel, electric motors are not checked in the cell of the dynamometer. Electric motors are checked in the cell of the generator.

1. After the engine is in the cell, connect the battery power to the starter terminals.

2. Check the starters for the requirements of voltage (24 V or 26 V DC).

3. Set the battery power to the proper voltage.

   Note: Leave the battery power-on until the testing of the engine is done and the operator is ready to remove the engine from the cell.

4. Secure the manual fuel lever in the "off" position.

5. Engage the starter.

6. Check the starter for proper rotation and verify if the engine speed is greater than 100 RPM by using the tachometer of the test cell.

Electric Starters with Prelube Pump

Note: Test electrical starters prior to testing the engine. If the engine gets an EMCP panel, electric motors are not checked in the cell of the dynamometer. Electric starters are checked in the cell of the generator.

1. After the engine is in the cell, check the starters for requirements of voltage (24 V or 36 V DC).

2. Set the battery power to the proper voltage.

3. Connect the battery power to the starter terminals.

   Note: Leave the battery power-on until the testing of the engine is done and the operator is ready to remove the engine from the cell.

4. Secure the manual fuel lever in the "off" position.

5. Engage the starter.

6. Check the prelube pump for proper operation.

7. Check the starter for proper rotation and verify if the engine speed is greater than 100 RPM by using the tachometer of the test cell.

Tier IV Engine Testing

The aftertreatment systems found on some tier IV engines creates a back pressure. The ATAAC system on some tier IV engines creates a pressure drop. Both effect power and power settings. Engines are tested replicating this back pressure at the factory for two reasons. The first is to be certain that the rated power is achieved with the exhaust back pressure and ATAAC drop effect in place. The other is to prevent turbocharger over speeds and the resulting failure that can occur. The dealer must replicate this testing process to achieve the same results.

Reasons for Additional Backpressure Requirements

The aftertreatment system on some tier IV engines creates a backpressure. To simulate real world conditions, the back pressure of the aftertreatment must be replicated in a test cell.

Show/hide table

NOTICE
Testing a Tier IV engine without simulating the back-pressure created by tier 4 aftertreatment systems can cause turbo overspeed and incorrect test data.

Recognizing which engines need to control exhaust back pressure and ATAAC pressure drop.

Not all engines need to have restricted airflow control to simulate back-pressure created by aftertreatment systems. Only certain tier IV engines need to have this additional requirement for dyno testing.

Obtain the test specifications for the engine being tested from TMI. The information for ATAAC and Exhaust pressures are in the final three lines of data (Illustration 56). If those fields do not contain data, then the engine test does not need to address ATAAC and Exhaust pressures (Illustration 57).

Illustration 56	g03698609
TMI Dyno Specifications. The arrows indicate that this engine needs the additional requirements in Section "Additional Back Pressure Requirements for Tier IV Engines".

Illustration 57	g03698628
TMI Dyno Specifications. No data in the indicated line items mean that the engine does NOT require any additional Back Pressure Requirements.

Additional Back Pressure Requirements for Tier IV Engines

Illustration 58	g03698634
Typical setup of a dyno test.

The arrows in Illustration 58 indicate the additional requirements to dyno test a tier IV engine. The additional requirements are a controllable turbine-out restrictor and a controllable ATAAC restrictor.

Consult with your local dyno test cell vendor to obtain the two controllable restrictors. Illustrations 59 and 60 show an example of a Turbine-Out Restrictor and an ATAAC Restrictor for Tier IV engine dyno tests.

Illustration 59	g03698652
The arrow in Illustration 59 indicates an example turbine-out restrictor.

Illustration 60	g03698661
The arrow in Illustration 60 indicates an example ATAAC restrictor.

Appendix A (Additional Reference Material)

Table 30

Parameter Line Number	Item	Usage	Units	Nominal	+ TOL - TOL(1)	Ceiling Floor (1)	Nominal Precision	Nominal Example
09	Corrected Full Load Power (2)	Mechanical	KW	Note (3)	± 3.0%	± 3.0%	1 Decimal	490.5
		Electronic with FLS/FTS			± 1.00%	± 1.00%		183.0
		Electronic without FLS/FTS			± 3.0%	± 3.0%		294.4
		SI			± 3.0% -0.5%	± 3.0%		1490.5
10	Full Load Speed	All	RPM	Note (3)	± 10	± 10	0 Decimal	2200
11	Governor Setting Speed (4)	Mechanical	RPM	Note (3)	± 5	± 5	0 Decimal	2147
12	High Idle Speed	Electronic Control	RPM	Note (3)	± 10	± 10	0 Decimal	2130
		All (ISOCH Governors, Mechanical)			± 1.00%	± 1.00%		1818
		HDD, DE, SI other than TRUCK (>=5% Regulation)			± 30	± 60		2312
		MDD (3208) (>=5% Regulation)			± 50	± 100		3025
		DE, SI, MG (>=5% Regulation)			+1% - 1% to -5%	+1% - 1% to -5%		1854
		MDD (3208) (>=5% Regulation)			+1.5% -2.00%	+1.5% -2.00%		1872
		HDD TRUCK (400, 500 App Code)			± 40	± 80		2512
		33/3400 Hydra		Full Load RPM*7%	± 30	± 30		1854
		33/3400 PSG		Full Load RPM*3%	± 1.00%	± 1.00%		1800
		33/3400 ELEC		Full Load RPM	± 1.00%	± 1.00%		1800
		3500 W3161		Full Load RPM*4%	± 10	± 10		1248
		3500 WDWRD		Full Load RPM	± 10	± 10		1818
13	Low Idle Speed	DE (HDD)	RPM	Note (3)	± 10	± 10	0 Decimal	700
		3208 (MDD)		Note (3)	± 25	± 25		650
		NG		Note (3)	± 30	± 30		425
		SI -33 / 3400 (GEN) Rater RPM =1800		1200	± 30	± 30		1200
		SI -33 / 3400 (GEN) Rater RPM =1500		1000				1000
		SI -33 / 3400 (IND) ALL		900				900
		SI -3500 Rated RPM = 1800		1200				1200
		SI -3500 Rated RPM = 1500		1000				1000
		SI -3500 Rated RPM = 1400		1000				1000
		SI -3500 Rated RPM = 1200		900				900
		SI -3500 Rated RPM = 1000		700				700
14	Full Load Static Fuel Setting	Heavy Duty (C10-C140), 3600 DE	mm	Note (3)	± 0.25	(3)	2 Decimal	8.56
		MR (C7, C9)			± 0.62
		MR (C9.3, C-9) 3500 DE			± 0.40
		3400 HEUI Vees			± 0.75
14.1	Full Load Fueling	For ADEM 4 Engines	mm^3/st	Note (3)	± 0	± 0	0 Decimal	1000
14.2	Full Load Gas Blending Fueling	Full Load Gas Blending	mm^3/st	Note (3)	± 0	± 0	0 Decimal	556
15	Full Torque Static Fuel Setting	Heavy Duty (C10-C140), 3600 DE	mm	Note (3)	± 0.25	(3)	2 Decimal	10.23
		MR (C7, C9)			± 0.62
		MR (C9.3, C-9), 3500 DE			± 0.4
		3400 HEUI Vees			± 0.75
15.1	Full Torque Fueling	For ADEM 4 engines	mm^3/st	Note (3)	± 0	± 0	0 Decimal	1000
16	FLS (Intercept)	FLS (Full Load Setting). Computer calculated value for electronic engines. See Article 5.3				+ 127 - 128	0 Decimal	+36
		3500/C175/C280		Note (3)	See Spec
17	FTS (Slope)	FTS (Full Torque Setting). Computer calculated value for electronic engines. See Article 5.3				+ 127 - 128	0 Decimal	-22
		3500/C175/C280		Note (3)	See Spec
18	Full Load Corrected Fuel Rate	DE	g/min	Note (3)	± 5.0%	± 5.0%	1 Decimal	1230
		SI	kJ/min		± 4.0%	± 5.0%		21100
19	CSFC (5)	Turbo DE	g/kW.h	Note (3)	+ 2.5% - 3.0%	± 5.0%	1 Decimal	221
		MR - Turbo DE			+ 3.0% - 3.5%	± 5.5%		221
		HD - Turbo DE			± 3.5%	± 6.0%		221
		NA DE			+ 3.0% + 3.8%	+ 5.5% - 6.3%		221
		Turbo SI	kJ/kW.h		+ 2.5% - 3.0%	+ 5.0% - 6.3%		11100
		NA SI	kJ/kW.h		+ 3.0% - 3.8%	+ 5.5% - 6.3%		11100
		G3500B	kJ/kW.h		± 3.0%	± 5.5%		10470
		G3500C	kJ/kW.h		± 2.5%	± 5%		9200
		G3500H	kJ/kW.h		± 1.5%	± 4.0%		8275
20	Adjusted Boost	All DE (6)	kPa	Note (3)	± 10%	± 15%	1 Decimal	113
21	FL ECM PCT Boost	DE with smart wastegate	%	Note (3)	± 25	Not Applicable	1 Decimal	56
22	FL Fuel Position	C175	%	Note (3)	± 5	± 5	1 Decimal	54.0
22.1	TC Fuel Position	C175	%	Note (3)	± 5	± 5	1 Decimal	45
22.2	FLGB Fuel Valve Position	Full Load Gas Blending	%	Note (3)	± 5	± 5	1 Decimal	19.7
22.3	FLGB Gas Substitution Ratio	Full Load Gas Blending	%	Note (3)	± 5	± 5	1 Decimal	23.5
23	Elect Cntl FL Point	Map Setting = FL Static Fuel Setting (ref Line 14)
24	Elect Cntl FL	Map Setting for FL Setting
25	Elect Cntl FT Point	Map Setting = FT Static Fuel Setting (ref Line 15)
26	Elect Cntl FT	Map Setting For FT Setting
27	Torque Check ECM PCT boost	DE with smart wastegate	%	Note (3)	± 25	Not Applicable	1 Decimal	30
28	Torque Check Speed (7)	DE	RPM	Note (7)	± 10	± 10	0 Decimal	1350
		On Highway Truck Engines		Use Certified TQCK Speed	± 10	± 10		1200
		3400V Engines (“High Output” Electronic)		90% Rated	± 10	± 10		1620
		SI (High Speed, > 1500 RPM)		Advertised TQCK RPM +300	± 10	± 10		1400
		SI (High Speed, > 1500 RPM)		Advertised TQCK RPM +200	± 10	± 10		1100
		ALL - IND		Lower Lug Range	± 10	± 10		1400
		SI - 33/3400 Genset		Rated RPM - 100 or 1400	± 10	± 10		1400
		SI-3500 Genset		Rated RPM - 100	± 10	± 10		1400
28.1	Full Load Gas Blending Speed	Full Load Gas Blending	RPM	Note (3)	± 10	± 10	0 Decimal	1500
29	Torque Rise %	DE	%	Note (3)	± 0%	± 0%	1 Decimal	85.1%
		SI - ALL IND (All)		0.0%	± 1	± 1		0.0%
		SI - 33 / 3400 Genset NON-COSA		3.0%	± 1	± 1		3.0%
		SI - 33/3400 Genset COSA (SEE ENG ARRG)		1.0%	± 1	± 1		1.0%
		SI - 3500 Genset (C:R=8 or 9:1)		5.0%	± 1	± 1		5.0%
		SI - 3500 Genset (C:R = 11 or 12:1)		1.0%	± 1	± 1		1.0%
		SI - 3500 Genset (SINA)		1.0%	± 1	± 1		1.0%
30	Corrected Torque at Torque Check Speed (2)	DE (Mechanical)	N.m	Note (3)	± 5.0%	± 7.0%	0 Decimal	1040
		Electronic			± 3.0%	± 3.0%		1040
		3208			± 7.0%	± 9.0%		635
		SI			± 1.0%	± 1.0%		5120
30.1	Full Load Gas Blending Corrected Power	Full Load Gas Blending	KW	Note (3)	± 3.0%	± 3.0%	1 Decimal	1919
31	Corrected Fuel Rate at Torque Check Speed	Same as Full Load Corrected Fuel Rate (Line 18)
31.2	Full Load Gas Blending Fuel Rate - SI	Full Load Gas Blending	G/MIN	Note (3)	± 5.0%	± 7.0%	1 Decimal	4830
31.3	Full Load Gas Blending Fuel Rate - SI	Full Load Gas Blending	KJ/MIN	Note (3)	± 4.0%	± 4.0%	1 Decimal	80000
32	CSFC At Torque Check Speed	HD - Turbo DE	/kW.h	Note (3)	Same as Full Load CSFC (Line 19)
		MR - Turbo DE			± 4.0%	± 6.5%	1 Decimal	216.9
33	Adjusted Boost at Torque Check Speed	Same as Full Load Adjusted Boost
34	Response Check Idle Speed (Low Speed Response)	ALL DE	RPM	Note (3)	± 50	± 50	0 Decimal	1200
		3114, 3116		1500	± 50	1550 1450
		3200		1500	± 50	1550 1450
		3300		1200	± 50	1250 1150
		3400		1100	± 50	TQCK RPM ± 50
	Response Check Idle Speed (High-Speed Response)	Application Type = GS or MA or if any above values less than Low Idle Response Speed		High Idle	± 50	TQCK RPM ± 50		1818
35	Response Check Idle Time	All DE	s	15	± 1	± 1	0 Decimal	15
36	Response Check Speed (Low Speed Response)	Response Check Speed > Response Check Idle Speed	RPM	Response Check Idle Speed + 100	+ 60 - 40	+ 60 - 40	0 Decimal	1300
	Response Check Speed (High-Speed Response)	If Type = GS or MA or if low speed response check idle speed < low idle		90% Full Load Speed	+ 60 - 40	+ 60 - 40		1620
37	Response Check Time	Per Bore Size	s	Note (5)	± 17%	± 35%	1 Decimal	4.7
		3406 Truck	s		± 20%	± 35%		3.5
38	Response Check Torque (Low Speed Response)	3412	5 Corrected TRQ at TC RPM	90	± 1	91 89	0 Decimal	90
		Other		85	± 1	86 84		85
	Response Check Torque (High-Speed Response)	Low Speed Response Idle Check Speed < Low Idle Speed	-	Low Speed Response TQCK Torque / (1+(%TR/100))				85
39	Power Loss/CYL	Other Inline 6-Cylinder	%	20	± 2.5%	± 5.0%		20
		3116 HEUI		21.5	± 3.0%	25 18	20 10	21.5
		3408 HEUI		15	± 2.5%	20 18		15
		3412, C27, C30, C32		10	± 2.5%	15 5		10
40	Full Load Blowby	Large Engine	L/kW.h	28.0	± 40%	± 50%	1 Decimal	40.0
		MR / Marine	L/min	Note (3)	± 35%	± 50%		125.0
		C32 (See Glossary)	L/min		± 40%	± 50%		346.8
41	Torque Check Blowby	C32 (See Glossary)	L/min	Note (3)	± 40%	± 50%	1 Decimal	421.2
42	Inlet Water Temp	All Others	DEG C	89	± 3	92 86	0 Decimal	98
		3208/3116 MP		75	± 3	78 72
		3600		88	± 3	91 85
		SI		Note (3)	± 3
43	Delta-Temp Jacket	Variable	DEG C	Note (3)	± 3	± 5	0 Decimal	5
		3606/3612		4	± 3	9 -1
		3608/3616		5	± 3	10 0
44	Inlet Manifold Temp	3306 AAAC GS (DE)	DEG C	57	± 5	62 52	0 Decimal	43
		Non_ACERT / Bridge		43	± 5	48 38
		Bridge/ACERT		49	± 5	54 44
		3600 / C280		Note (3)	± 10	± 10
		Variable		Note (3)	± 3	± 3
45	Water Temp to SCAC	C32 Marine	DEG C	32	± 3	± 3	0 Decimal	30
		Other SCAC Engines	DEG C	Note (3)	± 3	± 3	0 Decimal	55
46	SCAC Water Flow	SCAC engines	L/min		± 25%	± 25%	0 Decimal	120
47	Full Load Differential Fuel Pressure	ALL SI - NON COSA	kPa	1.4	+ 0.5 -1	1.8 1.0	1 Decimal	1.4
		ALL SI - COSA (SEE ENG ARRG)		0	± 0.1	± 0.1		0
		SI - LE		1.1	± 0.5	± 0.1		1.1
49	High Idle Differential Fuel Pressure	ALL SI -COSA (See Eng Arrg)	kPa	0	± 0.1	± 0.1	1 Decimal	1.6
		SI - 33/3400 - NON-COSA		1.5	± 0.1	± 0.1		1.5
		SI - 3500 - LPG		0.7	± 0.2	± 0.2		0.7
		SI - 3500 - LPG LANDFILL		1.5	± 0.3	± 0.3		1.5
		SI - 3500 - HPG		1.5	± 1.5	± 1.5		1.5
		SI - 3500 - SINA		1.5	± 0.2	± 0.2		1.5
50	Compressor Out Pressure - abs	Turbo SI	kPa - abs	Note (3)	± 7%		1 Decimal	91
51	Inlet Manifold Pressure	SI - SITA	kPa - abs	Note (3)	± 3.0%	± 7.5%	1 Decimal	91
		SI - SITA			± 5.0%	± 7.5%		91
54	Excess Oxygen Standard <=3.0%	SI - SINA	%	Note (3)	± 0.2	± 0.2	1 Decimal	2
		SI - SITA		Note (3)	± 0.5	± 0.5		6.8
55	Full Load Oil Pressure	All Others	kPa	See Engineering	± 15%	600 See Engr.	0 Decimal	390
		3300			± 20%	600 See Engr.
		HEUI		250	± 15%	600 210
56	Low Idle Oil Pressure	All Other	kPa	See Engineering	± 25%	600 See Engr.	0 Decimal	85
		C9, C-9, C9.3			± 25%	400 See Engr.
		HEUI			± 25%	600 70
57	Oil Temp to Bearings	3600/C280	DEG C	84	± 3	± 3	0 Decimal	105
58	Full Load Fuel Pressure	All Others	kPa	Note (5)	± 20%	± 33.3%	0 Decimal	240
		C9.3 / CR-350		Note (5)	± 10%	950 590		820
		3716,3196, C-10, C-12, C10, C11, C12, C13		Note (5)	± 20%	633 467		431
		3406E, C15, C-16, C18		Note (5)	± 20%	615 309		650
		C32 Marine		Note (5)	± 10%	880 TBD		550
		ISFS		200	± 20%	267 133		200
		HEUI		500	± 20%	663 335		500
		3500/3600/C175/C280		Note (3)	± 20%	See Spec		525
58.3	Inlet Fuel Pressure - SI -abs	Other SI	kPa ABS	Note (3)	See Spec	See Spec	0 Decimal	150
		NA - Standard Pressure and TA Low Pressure		110	+ 20 0	130 110		110
		TA Standard Pressure		270	+ 20 0	290 270		270
		TA Low Emission -3406		110	+ 20 0	130 110		110
		TA Low Pressure		110	+ 20 0	130 110		110
		TA Low Emission - 3500		340	+ 20 0	360 320		340
		TA Low Emission - 3600		400	+ 20 0	420 400		400
		All - (ALL LPG)		121	± 10	± 10		121
		33/3400 - HPG		238	± 10	± 10		238
		3500 - HPG TA LE(>6% O2)		360	± 15	± 10		360
		3500 - HPG TA STD (<6% O2)		290.5	± 17.5	± 10		290.5
		3500 - SINA		140	± 25	± 10		140
59	Supply Fuel Pressure DE	3500/3600/C175/C280	kPa	20	+ 20 - 19	40 1	0 Decimal 0 Decimal	20
		All Other DE		12.5	± 10	25 0		12.5
60	Inlet Fuel Temp	MEC	Deg C	30	± 5	35 25	0 Decimal	30
		LEC & MCOE - C10/12/3176		30	± 3	33 27
62	Inlet Air Pressure	All	kPa	99	+ 5 - 12	104 87	0 Decimal	94
63	Inlet Air Restriction	All	kPa	0	4 0	4 0	1 Decimal	2.5
64	Inlet Air Temp	All	DEG C	25	+ 25 - 15	50 10	0 Decimal	25
65	Fuel Density	All DE	DEG API	35	± 1	36 34	1 Decimal	35.1
66	Full Load Fuel Correction Factor	Calculated Parameters from Section IXB.2	-	100	± 10	± 10		100
67	NOx Calibration Factor	SI	-	100	± 20	± 20		100
68	Boost Constant	1.00 unless otherwise specified for Wastegate Turbo Applications
69	Gov Setting Constant	Enter value based on calculations made from Article 4.4
70	Gov Setting Torque	All DE (N/A for SI and Elect Cnt Engines. Dog-leg perf crv requires diff torque values)	% Corr FL TRQ	70%	± 10%	91% 89%	1 Decimal	90
78	Obs Torque At A/F Control Set	DE	N.m	Note (3)	± 10%	± 10%	0 Decimal	213
79	Mixture Control Setting	SI	Marks Turns	2.7 Marks or Turns	None None	None None	1 Decimal	13.5
80	Ignition Timing	SI	DEG	Note (3)	± 1.0	± 1.0	2 Decimal	13.50
82	Outlet Water Temp	All	Deg C	Note (5)	None			98
83	High Idle Stability	DE	RPM	± 10	Refer to See 7.2.7	-	0 Decimal	0
		DE (Non-Genset or M.A.)		Full Load Speed / 200	± 1	-		0
		DE (Genset or M.A. App Code = 20)		Full Load Speed / 300	± 1	-		0
84	Low Idle Stability	All	RPM		± 10	-	0 Decimal	10
89	Full Load Throttle Delta Pressure	SI - 33/3400 SITA	kPa	20	± 4	± 4	0 Decimal	20
		SI - 3500 SITA		35	± 7	± 7		35
		SI - 33/3400 SINA		12	± 5	± 5		12
		SI - 3500 SINA		12	± 5	± 5		12
90	Full Load NOx	ALL - Danish 1.75 g/bhp hr	g/hr	270	± 10	± 10	1 Decimal	270
		ALL - Danish Corr 1.5 g/bhp hr		230	± 10	± 10		170
		ALL - TA LUFT 1.1 g/bhp hr		170	± 10	± 10		170
		ALL - 1/2 TA LUFT 0.55 g/bhp hr		80	± 10	± 10		170
		ALL - 1/4 TA LUFT 0.3 g/bhp hr		40	± 10	± 10		170
		3500 - LE 2.0 g/bhp hr		310	± 10	± 10		170
		3400 - LE 2.0 g/bhp hr		340	± 10	± 10		170
91	Throttle Angle	SI - SINA	PPM	55	+ 15 -10	+ 15 -10	0 Decimal	60
		SI - Genset		55	+ 5 - 0	+ 15 -10		60
		SI - 3400 - IND		60	+ 5 - 0	+ 15 -10		60
		SI - 33/3400 COSA (See Eng Arrg)		60	+ 5 - 0	+ 15 -10		60
		SI - 3500 IND (WDWRD)		60	+ 5 - 0	+ 15 -10		60
		SI - 3500 IND (W3161)		55	+ 5 - 0	+ 15 -10		60
		SI - COSA (See Eng Arrg)		60	+ 5 - 0	+ 15 -10		60
93	Full Load ECM Final Derate	DE with Supporting Software	%	0	± 0	± 0	0 Decimal	0
94	Torque Check ECM Final Derate	DE with Supporting Software	%	0	± 0	± 0	1 Decimal	0
95	Full Load ECM CGI Valve Position	DE with CRS Systems	%	Note (3)	± 10	± 10	2 Decimal	32.11
95	Delta H2O/Bearing	3600/C280	DEG C	Note (5)	± 3	(5)	0 Decimal	5
96	TQCK ECM CGI Valve Position	DE with CRS Systems	%	Note (3)	± 10	± 10	2 Decimal	27
97	FL ECM CGI Valve Position	DE with CRS Systems	Kg/hr	Note (3)	± 50	± 50	2 Decimal	411
98	TQCK ECM CGI Flow Rate	DE with CRS Systems	Kg/hr	Note (3)	± 50	± 50	2 Decimal	325
98	Full Load NOx ECM - Analyzer	SI	PPM	Note (3)	± 30	± 30	1 Decimal	170
99	Full Load NOx ECM - Analyzer	DE with Turbo Speed Sensors	RPM	170	± 5000	± 500	0 Decimal	185K
99	Full Load NOx ECM	SI	PPM	Note (3)	± 30	± 30	1 Decimal	60
100	TQCK ECM Turbo Speed	DE with Turbo Speed Sensors	RPM	Note (3)	± 5000	± 500	0 Decimal	125K
101	ECM Combust. Air Flow	DE (HD) with CRS Systems	Kg/hr	105	± 25	± 25	2 Decimal	126
		DE (MR) with CRS Systems		110	± 20	± 20
102	ECM Pilot Fuel Pressure	DE (HD with CRS Systems)	kPa	1750	± 180	± 180	2 Decimal	1746
		DE (MR) with CRS Systems		1750	+ 280 - 180	+ 280 - 180
103	ECM Main Fuel Pressure	DE (HD with CRS Systems)	kPa	160	± 60	± 60	2 Decimal	112
		DE (MR) with CRS Systems		115	+ 85 - 55	+ 85 - 55
104	ECM Flame Temp	DE (HD with CRS Systems)	DEG C	1100	± 200	± 200	1 Decimal	1200
		DE (MR) with CRS Systems		1000	+ 200 - 100	+ 200 - 100
105	Full Load ECM Rail Pressure	DE with CR Fuel System and Supporting Software	MPa	Note (3)	± 10	± 10	2 Decimal	185
106	TQCK ECM Rail Pressure	DE with CR Fuel System and Supporting Software	MPa	Note (3)	± 10	± 10	2 Decimal	165
107	Full Load ECM VGT Position	DE with VGT Turbo	%	Note (3)	± 50	± 50	1 Decimal	72
108	TQCK ECM VGT Position	DE with VGT Turbo	%	Note (3)	± 50	± 50	1 Decimal	64
150	Mass Flow Rate P1	MR - Engines with NRS	KG/HR	Note (5)	± 30	± 30	1 Decimal	165.0
		HD - Engines with NRS			± 60	± 60		175.0
151	Mass Flow Rate P2	MR - Engines with NRS	KG/HR	Note (5)	± 30	± 30	1 Decimal	230.0
		HD - Engines with NRS			± 60	± 60		622.0
152	Valve Response Time P2	MR - Engines with NRS	msec	Note (5)	± 150	± 150	0 Decimal	390
		HD - Engines with NRS			± 140	± 140		515
153	Mass Flow Rate P3	MR - Engines with NRS	KG/HR	Note (5)	± 30	± 30	1 Decimal	215.0
		HD - Engines with NRS			± 60	± 60		660.0
154	Mass Flow Rate P4	MR - Engines with NRS	KG/HR	Note (5)	± 30	± 30	1 Decimal	230.0
		HD - Engines with NRS			± 60	± 60		622.0
155	Mass Flow Rate P5	MR - Engines with NRS	KG/HR	Note (5)	± 30	± 30	1 Decimal	165.0
		HD - Engines with NRS			± 60	± 60		175.0
156	Valve Response Time P5	MR - Engines with NRS	msec	Note (5)	± 150	± 150	0 Decimal	500
		HD - Engines with NRS			± 140	± 140		580
160	Full Load Exhaust Back Pressure	Tier 4 Final	kPa	Note (3)	± 2	± 2	1 Decimal	29.0
161	Torque Check Exhaust Back Pressure	Tier 4 Final	kPa	Note (3)	± 2	± 2	1 Decimal	18.1
162	Full Load ATAAC Delta Pressure	Tier 4 Final	kPa	Note (3)	± 2	± 2	1 Decimal	6.8
200	MR Engine Brake Time Difference	C9.3 Engines with Cat Constant Lift Brake	s	1.65	+ 9.00 - 0.00	+ 9.00 - 0.00	2 Decimal	1.72

(1)	Percent values shown for Tolerances, Ceilings, and Floors are percent of nominal specification. Magnitude values shown for Tolerances, Ceilings, and Floors are added to the nominal. See Table 30 for examples of the results of ceiling/floor calculation routines employed in the spec database.
(2)	Ceiling Values, Floor Values, tolerances on Corrected Full Load Power, and tolerances on Corrected Torque are numbers calculated from the nominal values shown on individual specification part numbers (e.g., 0T, 0K, seven digit, etc.). Refer to the individual Specific Engine Test Specification for variations due to customer driven requirements and factory ability to hold these requirements.
(3)	A rating-dependent parameter, where the nominal value is specified in the Performance Specification Request (PSR) or a result of the rating development.
(4)	The Governor Setting Point (mechanical engines) is not on the knee of the torque curve. The setting point is above the intersection point of the two curves (Somewhere between 20 and 40 RPM less than the governor setting speed).
(5)	CSFC and NRS Parameter Tolerances, Ceiling, and Floor Values are typically factory values. Refer to the specific engine test specification for variations due to customer driven requirements and factory ability to hold these requirements.
(6)	The Boost Value as normally measured on an engine is a function of power. The value of boost used for acceptance or non-acceptance of engine performance shall be the observed boost value adjusted in accordance with equations of the following form: Adjusted Boost = Observed Boost - Boost Constant * (Corr Full Load Power - Specified Power) * 100 / Specified Power Note C (Cont): The Boost Constant equals the change in boost (in kPa) per 1% deviation from specified power. Power at the full load point and torque at the torque check point can be used interchangeably in equation above. The Boost Constant will be supplied by the Engineering Department (See Table ** #i07693503/i07693503.465 ** ). Currently adjusted boost is reported in both the as-tested and reset results.
(7)	Historically torque check speed should have equaled 2/3 rated speed, rounded up to the nearest 100 RPM unless otherwise specified by Performance Engineer. For all other modern electronic engines, rated and torque check speed is determined by engineering based on application requirements and test stability.

Appendix B (Minimum Recommended Hardware for Testing Engines)

Pressure Transducers

Oil pressure ... 0 kPa to 700 kPa (0 psi to 101.5 psi)

Water pump pressure ... 0 kPa to 700 kPa (0 psi to 101.5 psi)

Compressor outlet ... 0 kPa to 700 kPa (0 psi to 101.5 psi)

Differential for the fuel pressure ... −4 kPa to 4 kPa (−0.58 psi to 0.58 psi)

Inlet manifold ... 0 kPa to 342 kPa (0 psi to 49.6 psi)

Natural gas meter(Absolute Pressure) (mezzanine level) ... 0 kPa to 516 kPa (0 psi to 74.8 psi)

Natural gas pressure (Absolute Pressure) (measure in the test cell on the piping that is used for supplying the gas) ... 0 kPa to 344 kPa (0 psi to 49.9 psi)

SCAC water pressure ... 0 kPa to 700 kPa (0 psi to 101.5 psi)

Inlet air pressure (Absolute Pressure) ... 0 kPa to 137.8 kPa (0 psi to 19.99 psi)

Spare transducer ... 0 kPa to 700 kPa (0 psi to 101.5 psi)

Boost pressure - The boost pressure after the turbochargers and before the aftercooler ( 0 kPa to 700 kPa (0 psi to 101.5 psi))

Fuel pressure - The fuel pressure of the inlet to fuel filter ( 0 kPa to 700 kPa (0 psi to 700 psi))

Engine load - 1 transducer per cell setup, this should be sized to match the Dynometer's capability.

Engine temperature sensors

• Exhaust port temperatures

• Right exhaust

• Left exhaust

• Inlet air temperature

• Water temperature for the dynamometer

• Oil temperature

• Temperature of the inlet for the Engine Jacket Water

• Temperature of the outlet for the Engine Jacket Water

• Inlet manifold

• SCAC inlet temperature

• SCAC outlet temperature

• Temperature of the gas meter

• Temperature of the Test cell

• Temperature of the SCAC heater

Engine Rates (analog inputs)

Voltage

• Load

• Fuel Rate

Frequency

• Engine speed

• Left turbocharger speed

• Right turbocharger speed

Status monitors

• Emergency stop

• Water flow for the dynamometer

• Lubrication pressure for the dynamometer

• "Llow" level of the Engine Jacket Water

• "Full/ready"Engine Jacket Water

• Selection of drains for the Engine Jacket Water

• "Head high" level for the Engine Jacket Water

• SCAC on

• SCAC flow

• Inlet air restriction

• Analyzer of the air in the cell

• Status of the test "continue" at the pedestal

• Status of the test "reject" at the pedestal

• Status of the natural gas

• Analyzer for the air in the cell

• Natural gas valves closed.

• Natural gas valves open.

• Cogeneration for the flow of the Engine Jacket Water

• EIS shutdown

Outputs for digital controls

• Draft inducer

• Control for the cogeneration

• Emergency stop

• Lamp for calling the operator

• Water control for the dynamometer

• SCAC heater control

• Fan for the air in the cell

• Start the air clutch.

• Start the crank clockwise.

• Start the crank counterclockwise.

• Control for the natural gas

• High natural gas pressure and low natural gas pressure

• SCAC drain

• Control power "enable"

• Bypass for the flow meter of the gas

Variable outputs per cell

• Set point for the natural gas

• Throttle control

• Temperature control for the Engine Jacket Water

• Control for the water temperature of the SCAC

Engine Rates

1 m for the Fuel Rate

1 Tachometer for the Engine Speed

Appendix C (Formats of the Reports for the Engines)

1. Report for Testing a Diesel Engine

2. Report for Testing the Performance of a Diesel Engine

3. Report for Testing the Performance of a Spark Ignited Engine

4. Report for testing a Spark Ignited Engine

5. Report for the Lug Curve

6. Report for the Fuel Consumption

Illustration 61	g03692875
Example Manual Diesel Test Data Sheet

Illustration 62	g03692884
Example Manual Spark Ignition Test Data Sheet

Table 31

3400, 3500 MUI and Standard Stroke EUI Less than 135 kW per Cylinder - Manual Test - Manual Data Report
Caterpillar Inc.			Engine Test - Diesel Engine
Date	Operator
Model	Performance Specification			Test Number
Arrangement	Shipping Order			Test Cell Number
Serial Number	Dynamometer Constant			Indent. Number
Nominal Rated Torque (NRT) = Rated Power × 9549.297 / Rated RPM = ____________N·m
Warm Up			Torque Check - 1 Minute
Cranking (1)			Within 3 Minutes after Full Load
Starting Time			Torque Check Speed		RPM
50% - 1 Minute			Corrected Torque at TC RPM		N·m
Starting Time			Fuel Rate at TC RPM		g/min
0.75 Rated Speed	(2)	RPM ± 20	Corrected Fuel Rate at TC RPM		g/min
0.50 (NRT)	N·m ± 5%		CSFC at TC RPM		g/kW.h
60% - 5 Minutes			Boost		kPa
Starting Time			Adjusted Boost at TC RPM		kPa
Rated Speed	RPM ± 20
0.60 (NRT)	N·m ± 5%		High Idle - 2 Minutes
90% - 3 Minutes			High Idle Speed		RPM
Starting Time			Observed Torque		N·m
Rated Speed	RPM ± 20		Stability		±	RPM
.90 (NRT)	N·m +3-11%		Low Idle - 5 Minutes
Governor Setting Point - 3 Minutes			Within 5 Minutes after Full Load
Governor Setting Speed	RPM ± 5%		Low Idle Speed		RPM
0.90 (NRT)	N·m ± 1%		Observed Torque		N·m
Full Load - 4 Minutes (3)			Oil Pressure		kPa
Starting Time	RPM		Stability		±	RPM
Full Load Speed		N·m	Observed Torque at A/F Set			N·m
Torque Value (Full Load)	KW		End Test Time
Observed Power	KW
Corrected Power at Full Load	g/min		PERFORMANCE CORRECTION FACTORS
Observed Fuel Rate	g/min
Corrected Fuel Rate	g/kW.h			Observed Value	Factor ____
CSFC	kPa
Boost	kPa		Fuel Density		API
Adjusted Boost	kPa		In Air Temp.		°C
Date			Page 2
Serial Number
Oil Pressure	kPa		In Air Press.		kPa
Fuel Pressure	kPa		Full Load Total Correction Factor
Inlet Fuel Pressure	kPa		Torque Check Total Correction Factor
Inlet Fuel Temperature	°C
Jacket Water Pump Inlet	°C		(Dry Bar minus Inlet Restriction)
Engine Water Outlet	°C
Delta-T Jacket (Out - In)	°C		(1) Shut down the engine if the oil pressure is less than 40 kPa after 3 seconds.
Water Temperature to SCAC	°C		(2) Greater than the low idle
SCAC Water Flow	L/min		(3) The temperature of the water outlet shall be to the specification before recording the data from full load.
Inlet Air Restriction	kPa
Inlet Manifold Temp. If AAAC	°C
Blowby	L/h
Specific Blowby	L/kW.h
Static Fuel Set at Full Load	Mm
Full Load Static Fuel Set	Mm

Table 32

3500 Standard Stroke EUI Greater than 135 KW per Cylinder - Manual Test - Manual Data Report
Caterpillar Inc.			Engine Test - Diesel Engine
Date	Operator:
Model	Performance Specification			Test Number
Arrangement	Shipping Order			Test Cell Number
Serial Number	Dynamometer Constant			Identification number
Nominal Rated Torque (NRT) = Rated Power × 9549.297 / Rated RPM = ____________N·m
Warm Up			Torque Check - 4 Minutes
Cranking (1)			Within 3 Minutes after Full Load
Starting Time			Torque Check Speed		RPM
20% - 3 Minutes			Corrected Torque at TC RPM		N·m
Starting Time			Fuel Rate at TC RPM		g/min
0.75 Rated Speed	(2)	RPM ± 20	Corrected Fuel Rate at TC RPM		g/min
0.20 (NRT)	N·m ± 5%		CSFC at TC RPM		g/kW.h
30% - 3 Minutes			Boost		kPa
Starting Time			Adjusted Boost at TC RPM		kPa
Rated Speed	RPM ± 20
0.30 (NRT)	N·m ± 5%		High Idle - 2 Minutes
50% - 4 Minutes			High Idle Speed		RPM
Starting Time			Observed Torque		N·m
Rated Speed	RPM ± 20		Stability		±	RPM
.50 (NRT)	N·m +3-11%		Low Idle - 5 Minutes
75% - 4 Minutes			Within 5 Minutes after Full Load
Starting Time			Low Idle Speed		RPM
Rated Speed	RPM ± 20		Observed Torque		N·m
.75 (NRT)	N·m +3-11%		Oil Pressure		kPa
Governor Setting Point - 5 Minutes			Stability		±	RPM
Governor Setting Speed	RPM ± 5%		Observed Torque at A/F Set			N·m
0.90 (NRT)	N·m ± 1%		End Test Time
Full Load - 4 Minutes (3)
Starting Time	RPM
Full Load Speed		N·m
Torque Value (Full Load)	KW
Observed Power	KW
Corrected Power at Full Load	g/min		PERFORMANCE CORRECTION FACTORS
Observed Fuel Rate	g/min
Corrected Fuel Rate	g/kW.h			Observed Value	Factor ____
CSFC	kPa
Date				Page 2
Serial Number
Boost	kPa		Fuel Density		API
Adjusted Boost	kPa		In Air Temp.		°C
Oil Pressure	kPa		In Air Press.		kPa
Fuel Pressure	kPa		Full Load Total Correction Factor
Inlet Fuel Pressure	kPa		Torque Check Total Correction Factor
Inlet Fuel Temperature	°C
Jacket Water Pump Inlet	°C		(Dry Bar minus Inlet Restriction)
Engine Water Outlet	°C
Delta-T Jacket (Out - In)	°C		(1) Shut down the engine if the oil pressure is less than 40 kPa after 3 seconds.
Water Temperature to SCAC	°C		(2) Greater than the low idle
SCAC Water Flow	L/min		(3) The temperature of the water outlet shall be to the specification before recording the data from full load.
Inlet Air Restriction	kPa
Inlet Manifold Temp. If AAAC	°C
Blowby	L/h
Specific Blowby	L/kW.h
Static Fuel Set at Full Load	Mm
Full Load Static Fuel Set	Mm

Table 33

3500 High Displacement - Manual Test - Manual Data Report
Caterpillar Inc.			Engine Test - Diesel Engine
Date	Operator:
Model	Performance Specification			Test Number
Arrangement	Shipping Order			Test Cell Number
Serial Number	Dynamometer Constant			Identification number
Nominal Rated Torque (NRT) = Rated Power × 9549.297 / Rated RPM = ____________N·m
Warm Up			Torque Check - 4 Minutes
Cranking (1)			Within 3 Minutes after Full Load
Starting Time			Torque Check Speed		RPM
20% - 10 Minutes			Corrected Torque at TC RPM		N·m
Starting Time			Fuel Rate at TC RPM		g/min
0.75 Rated Speed	(2)	RPM ± 20	Corrected Fuel Rate at TC RPM		g/min
0.20 (NRT)	N·m ± 5%		CSFC at TC RPM		g/kW.h
30% - 10 Minutes			Boost		kPa
Starting Time			Adjusted Boost at TC RPM		kPa
Rated Speed	RPM ± 20
0.30 (NRT)	N·m ± 5%		High Idle - 2 Minutes
50% - 10 Minutes			High Idle Speed		RPM
Starting Time			Observed Torque		N·m
Rated Speed	RPM ± 20		Stability		±	RPM
.50 (NRT)	N·m +3-11%		Low Idle - 5 Minutes
75% - 10 Minutes			Within 5 Minutes after Full Load
Starting Time			Low Idle Speed		RPM
Rated Speed	RPM ± 20		Observed Torque		N·m
.75 (NRT)	N·m +3-11%		Oil Pressure		kPa
Governor Setting Point - 10 Minutes			Stability		±	RPM
Governor Setting Speed	RPM ± 5%		Observed Torque at A/F Set			N·m
0.90 (NRT)	N·m ± 1%		End Test Time
Full Load - 4 Minutes (3)
Starting Time	RPM
Full Load Speed		N·m
Torque Value (Full Load)	KW
Observed Power	KW
Corrected Power at Full Load	g/min		PERFORMANCE CORRECTION FACTORS
Observed Fuel Rate	g/min
Corrected Fuel Rate	g/kW.h			Observed Value	Factor ____
CSFC	kPa
Date			Page 2
Serial Number
Boost	kPa		Fuel Density		API
Adjusted Boost	kPa		In Air Temp.		°C
Oil Pressure	kPa		In Air Press.		kPa
Fuel Pressure	kPa		Full Load Total Correction Factor
Inlet Fuel Pressure	kPa		Torque Check Total Correction Factor
Inlet Fuel Temperature	°C
Jacket Water Pump Inlet	°C		(Dry Bar minus Inlet Restriction)
Engine Water Outlet	°C
Delta-T Jacket (Out - In)	°C		(1) Shut down the engine if the oil pressure is less than 40 kPa after 3 seconds.
Water Temperature to SCAC	°C		(2) Greater than the low idle
SCAC Water Flow	L/min		(3) The temperature of the water outlet shall be to the specification before recording the data from full load.
Inlet Air Restriction	kPa
Inlet Manifold Temp. If AAAC	°C
Blowby	L/h
Specific Blowby	L/kW.h
Static Fuel Set at Full Load	Mm
Full Load Static Fuel Set	Mm

Table 34

3600 Engines- Manual Test - Manual Data Report
Caterpillar Inc.			Engine Test - Diesel Engine
Date	Operator:
Model	Performance Specification			Test Number
Arrangement	Shipping Order			Test Cell Number
Serial Number	Dynamometer Constant			Identification number
Nominal Rated Torque (NRT) = Rated Power × 9549.297 / Rated RPM = ____________N·m
Warm Up			Torque Check - 3Minutes
Cranking (1)			Within 3 Minutes after Full Load
Starting Time			Torque Check Speed		RPM
25% - 60 Minutes			Corrected Torque at TC RPM		N·m
Starting Time			Fuel Rate at TC RPM		g/min
0.75 Rated Speed	(2)	RPM ± 20	Corrected Fuel Rate at TC RPM		g/min
0.60 (NRT)	N·m ± 5%		CSFC at TC RPM		g/kW.h
60% - 60 Minutes			Boost		kPa
Starting Time			Adjusted Boost at TC RPM		kPa
Rated Speed	RPM ± 20
0.60 (NRT)	N·m ± 5%		High Idle - 2 Minutes
75% - 8 Minutes			High Idle Speed		RPM
Starting Time			Observed Torque		N·m
Rated Speed	RPM ± 20		Stability		±	RPM
.75 (NRT)	N·m +3-11%		Low Idle - 5 Minutes
100% - 15 Minutes			Within 5 Minutes after Full Load
Starting Time			Low Idle Speed		RPM
Rated Speed	RPM ± 20		Observed Torque		N·m
1.00 (NRT)	N·m +3-11%		Oil Pressure		kPa
Governor Setting Point - 5 Minutes			Stability		±	RPM
Governor Setting Speed	RPM ± 5%		Observed Torque at A/F Set			N·m
0.90 (NRT)	N·m ± 1%		End Test Time
Full Load - 4 Minutes (3)
Starting Time	RPM
Full Load Speed		N·m
Torque Value (Full Load)	KW
Observed Power	KW
Corrected Power at Full Load	g/min		PERFORMANCE CORRECTION FACTORS
Observed Fuel Rate	g/min
Corrected Fuel Rate	g/kW.h			Observed Value	Factor ____
CSFC	kPa
Date			Page 2
Serial Number
Boost	kPa		Fuel Density		API
Adjusted Boost	kPa		In Air Temp.		°C
Oil Pressure	kPa		In Air Press.		kPa
Fuel Pressure	kPa		Full Load Total Correction Factor
Inlet Fuel Pressure	kPa		Torque Check Total Correction Factor
Inlet Fuel Temperature	°C
Jacket Water Pump Inlet	°C		(Dry Bar minus Inlet Restriction)
Engine Water Outlet	°C
Delta-T Jacket (Out - In)	°C		(1) Shut down the engine if the oil pressure is less than 40 kPa after 3 seconds.
Water Temperature to SCAC	°C		(2) Greater than the low idle
SCAC Water Flow	L/min		(3) The temperature of the water outlet shall be to the specification before recording the data from full load.
Inlet Air Restriction	kPa
Inlet Manifold Temp. If AAAC	°C
Blowby	L/h
Specific Blowby	L/kW.h
Static Fuel Set at Full Load	Mm
Full Load Static Fuel Set	Mm

Table 35

Diesel Engine - Manual Test - Computer Data Report
Caterpillar Inc.			Engine Test - Diesel Engine
Time/Date		Performance Specification		Operator:
Model		Rotation		Test Number
Arrangement		Test Procedure		Test Cell Number
Serial Number		Shipping Order
		Test Results	Nominal	Maximum	Minimum
Cranking Time With <40 kPa Oil Pressure		Min		0.5
Cranking Time With >40 kPa Oil Pressure		Min	0.25	2	0.25
50% Point	Engine Speed	____ RPM		____	____
1 Minute	Observed Torque	____ N·m		____	____
75% Point		___ RPM		____	____
1 Minute		____ N·m		____	____
100% Point		____ RPM		____	____
3 Minutes		____ N·m		____	____
Governor Setting Point
0.25 Minute	Governor Setting Speed	____ RPM		____	____
	Governor Setting Torque	____ N·m		____	____
Full Load
4 Minutes	Full Load Speed	____ RPM		____	____
	Observed Torque	___×___N·m
Starting Time	Observed Fuel Rate	___×___g/min
	Observed Boost	___×___kPa
	Oil Pressure	___×___kPa
Observed Power	Fuel Pressure	___×___kPa
Corrected Power at Full Load	Inlet Fuel Pressure	___×___kPa	___	___	___
Observed Fuel Rate	Inlet Fuel Temperature	___×___ °C	___	___	___
Corrected Fuel Rate	Jacket Water Pump Inlet	___×___ °C
CSFC	Engine Water (Outlet)	___×___ °C	___	___	___
Boost	Water Temp. To SCAC	___×___ °C	___	___	___
Time/Date				Page 2
Serial Number		Test Number
Adjusted Boost	SCAC Water Flow	___×___ L/min	___	___	___
	Inlet Air Restriction	___×___ kPa	___	___	___
	Inlet Air Temperature	___×___ °C	___	___	___
	Inlet Man. Temp. If AAAC	___×___ °C	___	___	___
	Blowby	___×___ L/h
Torque Check		YES
0.25 Minute	Within 3 minutes after Full Load
	Torque Check Speed	____ RPM		____	____
	Observed Torque	___×___ N·m
	Observed Fuel Rate	___×___ g/min
	Observed Boost	___×___ kPa
High Idle	High Idle Speed	___×___ RPM
0.10 Minute	Observed Torque	___×___ N·m		___
	Stability	±___×___ RPM
Low Idle	Within 5 minutes after Full Load
0.10 Minute	Low Idle Speed	____ RPM		____	____
	Observed Torque	___×___ N·m		___
	Oil Pressure	___×___ kPa
	Stability	±___×___ RPM
Observed Torque at A/F Control Setting		___×___ N·m

Table 36

Diesel Engine - Computerized Test Report
Caterpillar Inc.		Operator:___________________________			Engine Test - Diesel Engine
Model _______		Arrangement ________________		Serial Number ___________________
Date ________		Start Time ______	End Time ______	Specification ____________________
Test Number _______		Test Cell Number _______
		Amount from Nominal		Specification
CSFC		-___%		___ g/kW.h
Corrected Fuel Rate		-___%		____ g/min
Corrected Full Load Power		-___%		____.0 Kw
Adjusted Boost		-___%		___ kPa
Full Load Speed		-___		____ RPM
Oil Pressure		-___%		___ kPa
Fuel Pressure		-___%		___ kPa
Inlet Fuel Pressure		-___		___ kPa
Inlet Fuel Temperature		-___		___ °C
Engine Water Outlet		-___		___ °C
Delta-T Jacket (Outlet - Inlet)		-___		___ °C
Water Temp. to SCAC		-___		___ °C
SCAC Water Flow		-___		___ L/min
Inlet Manifold Temperature		-___		___ °C
Specific Blowby		-___%		___ L/kW.h
(Cylinder Number/Power Loss - % Rated)		(1/___)	(2/___)	(3/___)	(4/___)
	___% Nominal	(5/___)	(6/___)
CSFC at Torque Check RPM		-___%		___ g/kW.h
Corrected Fuel Rate at Torque Check RPM		-___%		___ g/kW.h
Corrected Torque at Torque Check RPM		-___%		____N·m
Adjusted Boost at Torque Check RPM		-___%		___ kPa
Torque Check Speed		-___%		____ RPM
Response Check Time		-___%		___ seconds
Response Check Speed		-___		____ RPM
Response Check Idle Speed		-___		____ RPM
High Idle Speed		-___		____ RPM
High Idle Stability		±___		±___ RPM
Low Idle Speed		-___		___ RPM
Oil Pressure Low Idle		-___%		___ kPa
Time/Date					Page 2
Serial Number			Test Number
Low Idle Stability		±___		±___ RPM
Engine System Voltage		-___		___ Volts
Fuel Density		-___		___ Degree API
Inlet Air Temperature		-___		___ °C
Inlet Air Pressure		-___		___ kPa
Dry Barometer		-___		___ kPa
Inlet Air Restriction		___		___ kPa MAX
Full Load Total Correction Factor		____		NONE
Torque Check Total Correction Factor		____		NONE
Full Load Static Fuel Setting				±___ mm
Full Load Static Fuel Setting				±___ mm

Table 37

Spark Ignited Engine - Manual Test - Manual Data Report
Caterpillar Inc.			Engine Test - Spark Ignited Engine
Date		Operator:		Test Number
Model		Performance Specification		Test Number
Arrangement		Shipping Order		Test Cell Number
Serial Number		Dynamometer Constant		Identification number
Nominal Test Torque (NTT) =		Corrected Full Load Power × 9549.297		= ____________N·m
		Test RPM × Correction Factor
Estimated Inlet Air Temp.		°C	SCAC Water Flow		L/min
Est. Inlet Correction Factor			Inlet Air Restriction		kPa
Lower Heating Value		KJ/L	Blowby		L/h
Warm Up			Specific Blowby		L/kW.h
Cranking - 0.25 Minute (1)			Torque Check - 0.25 Minute
Starting Time			Within 3 Minutes after Full Load
Set Timing		See Spec.	Torque Check Speed		RPM
Low Idle - 1 Minute			Torque		N·m
Starting Time			Corrected Torque		N·m
Low Idle Speed		RPM	Inlet Fuel Temperature		°C
Fuel Pressure Differential		1.5 kPa ± 0.5	Inlet Fuel Pressure		kPa Absolute
Test Speed - No Load		RPM ± 10	Fuel Rate at TC RPM		L/min
Set Timing		See Spec.	Corrected Fuel Rate at TC RPM		kJ/min
Fuel Pressure Differential		1.5 kPa ± 0.1	CSFC at TC RPM		kJ/kW.h
Date			Page 2
Serial Number
50% - 1 Minute			Compressor Outlet Press. at TC RPM		kPa Absolute
Starting Time			Test High Idle - 0.10 Minute
0.75 Test Speed		RPM ±20	Test High Idle Speed		RPM
0.50 (NTT)		N·m ± 5%	Observed Torque		N·m
75% - 3 Minutes			Fuel Pressure Differential		kPa
Starting Time			Stability		±	RPM
0.75 Test Speed		RPM ± 20	Reset Values - 0.25 Minute
0.50 (NTT)		N·m ± 5%	Full Load Speed		RPM
Full Load - 4 Minutes (2)			Observed Torque		N·m
Starting Time			Corrected Full Load Power		kW
Test Speed ± 5 RPM			Comp. Outlet - Inlet Man. Pressure		kPa
(NTT) ± 1%		N·m	High Idle Speed		RPM
Observed Power		kW	Stability		±	RPM
Corrected Full Load Power		kW	Low Idle - 0.10 Minute
Inlet Fuel Temperature		°C	Within 5 Minutes after Full Load
Inlet Fuel Pressure		kPa Absolute	Low Idle Speed		RPM
Fuel Rate		L/min	Observed Torque		N·m
Corrected Fuel Rate		kJ/min	Oil Pressure		kPa
CSFC		kJ/kW.h	Stability		±	RPM
Compressor Outlet Pressure		kPa Absolute	End of Test Time
Inlet Manifold Pressure		kPa Absolute
Oil Pressure		kPa	PERFORMANCE CORRECTION FACTORS
Fuel Pressure Differential		kPa	Inlet Air Temperature		°C
Mix Control Setting			Inlet Air Pressure		kPa
Excess Oxygen		%	Full Load & TC Inlet Correction Factor
Jacket Water Pump Inlet Temp.		°C	(Dry Bar minus Inlet Restriction)
Engine Water Outlet Temperature		°C	(1) After obtaining 40 kPa oil pressure
Delta-T Jacket (Out - In)		°C	(2) Water Outlet Temperature shall be to specification before recording Full Load Data
Water Temperature to SCAC		°C

Table 38

Spark Ignited Engine - Manual Test - Computer Data Report
Caterpillar Inc.				Engine Test - Spark Ignited Engines
Time/Date		Performance Specification			Operator:
Model		Rotation			Test Number
Arrangement		Test Procedure			Test Cell Number
Serial Number		Shipping Order
			Test Results	Nominal	Maximum	Minimum
Estimated Inlet Air Temperature			___ °C		___	___
Cranking Time with <40 kPa Oil Pressure			Min		0.5
Cranking Time with >40 kPa Oil Pressure			Min	0.25	2	0.25
Ignition Timing			___ Degree BTDC		___	___
1st Point	Engine Speed		____ RPM		____	____
	Observed Torque		____ N·m		___
	Fuel Pressure Differential		___ kPa		___	___
2nd Point	Test Speed		____ RPM		____	____
	Observed Torque		0 N·m		___	___
	Ignition Timing		____Degrees BTDC	___	___	___
	Fuel Pressure Differential		___ kPa		___	___
3rd Point	Engine Speed		____ RPM		____	____
1 Minute	Observed Torque		____ N·m		____	____
4th Point	Engine Speed		____ RPM		____	____
3 Minutes	Observed Torque		____ N·m		____	____
Full Load	Full Load Speed		____ RPM		____	____
4 Minutes	Observed Torque		___×___ N·m	___
	Inlet Fuel Temperature		___×___ °C
	Inlet Fuel Pressure		___×___ kPa Absolute	___	___	___
	Fuel Rate		___×___ L/min
	Compressor Outlet Pressure		___×___ kPa Absolute	___	___	___
	Inlet Manifold Pressure		___×___ kPa Absolute	___	___	___
	Oil Pressure		___×___ kPa
	Fuel Pressure Differential		___×___ kPa
	Mixture Control Setting			___	___	___
	Excess Oxygen		___×___ %	___	___	___
Time/Date						Page 2
Serial Number			Test Number
	Jacket Water Pump Inlet		___×___ °C
	Engine Water Outlet		___×___ °C	___	___	___
	Water Temp. to SCAC		___×___ °C	___	___	___
	SCAC Water Flow		___×___ L/min	___	___	___
	Inlet Air Restriction		___×___ kPa	___	___	___
	Inlet Air Temperature		___×___ °C	___	___	___
	Blowby		___×___ L/h
Torque Check Part Load
0.25 Minute	Within 3 minutes after Full Load
	Torque Check Speed		____ RPM		____	____
	Observed Torque		___×___ N·m	____	____	____
	Inlet Fuel Temperature		___×___ °C
	Inlet Fuel Pressure		___×___ kPa Absolute	___	___	___
	Fuel Rate at TC RPM		___×___ L/min
	Comp. Outlet Press at TC RPM		___×___ kPa Absolute
Test High Idle
0.10 Minute	Test High Idle Speed		___×___ RPM	____	____	____
	Observed Torque		___×___ N·m		___
	Fuel Pressure Differential		___×___ kPa
	Stability		±___×___ RPM
Reset Values
Full Load	Full Load Speed		___×___ RPM	____	____	____
0.25 Minute	Observed Torque		___×___ N·m	____	____	____
	Comp. Outlet - Inlet Man. Press		___×___ kPa	___	___	___
High Idle	High Idle Speed		___×___ RPM
0.10 Minute	Observed Torque		___×___ N·m		___
	Stability		±___×___ RPM
Low Idle	Within 5 minutes after Full Load
0.10 Minute	Low Idle Speed		___×___ RPM	____	____	____
	Observed Torque		___×___ N·m		___
	Oil Pressure		___×___ kPa	___	___	___
	Stability		±___×___ RPM

Table 39

Spark Ignited Engine - Computerized Test Report
Caterpillar Inc.	Operator:_____________________				Engine Test-Spark Ignited Engine
Model:______________	Arrangement:_________________				Serial Number:________________
Date:_______________	Start Time:_______	End Time:_______			Specification:____________
Test Number:________	Test Cell Number:________
		Amount from Nominal			Specification
CSFC			-___ %			____ kJ/kW.h
Corrected Fuel Rate			-___ %			____kJ/min
Corrected Full Load Power			-___ %			____.0 kW
Compressor Outlet Pressure - Absolute			-___ %			___ kPa Absolute
Inlet Manifold Pressure - Absolute			-___ %			___ kPa Absolute
Full Load Speed			-___			____ RPM
Oil Pressure			-___ %			___ kPa
Fuel Pressure Differential			-___			___ kPa
Mixture Control Setting			-___			___
Excess Oxygen			-___			___%
Inlet Fuel Pressure - Absolute			-__			___ kPa Absolute
Engine Water Outlet			-_			___ °C
Delta-T Jacket (Outlet - Inlet)			-_			___ °C
Water Temp. To SCAC			-_			___ °C
SCAC Water Flow			-___ %			___ L/min
Specific Blowby			-___ %			___ L/kW.h
CSFC at Torque Check RPM			-___ %			____ kJ/kW.h
Corrected Fuel Rate at Torque Check RPM			-___ %			____ L/min
Corrected Torque at Torque Check RPM			-___ %			____ N·m
Compressor Outlet Press. at TC RPM - Absolute			-___ %			___ kPa Absolute
Torque Check Speed			-___ %			____ RPM
Test High Idle Speed			-___			____ RPM
Fuel Pressure Differential High Idle			-___			___ kPa
High Idle Stability			±___			±___ RPM
Low Idle Speed			-___			___ RPM
Oil Pressure Low Idle			-___			___ kPa
Low Idle Stability			±___			±___ RPM
Inlet Air Temperature			-___			___ °C
Inlet Air Pressure			-___			___ kPa
Dry Barometer			-___			___ kPa
Time/Date						Page 2
Serial Number	Test Number
Inlet Air Restriction			___			___ kPa MAX
Full Load & Torque Check Total Correction Factor						____
	RESET VALUES
Full Load Speed			-___			____ RPM
Correction Full Load Power			-___ %			_____ kW
Compressor Outlet - Inlet Manifold Pressure			-___			___ kPa
High Idle Speed - Observed Value			____			NONE
High Idle Stability			±___			±___ RPM

Table 40

Engine Lug Test - Manual Test Report
Target Speed		Speed RPM	Beam LBS	Torque	Observed BHP	Corrected BHP	Boost	Fuel Rate	BSFC	Model: _________________ Arrangement:____________ Engine S/N:_____________ Rating:____ KW @____RPM
Overrun
R a t e d S p e e d	+20
	+10
	Rated									Data at Full Load
	-20									Corr KW ____	Acc. KW____
	-50									Total KW____
	-100									Water In____°C	Out ____°C
	-200									Oil Pr.____kPa	Temp ____°C
	-300									High Idle ____	Low Idle ____
	-400									Combustion System (DI) (PC)	Aftercooler (JWAC) (SCAC-85) (SCAC-90) (SCAC-110) (SCAC-130)
	-500
	-600									Aspiration (NA) (T) (TA)
	-700
	-800									Governor (CTCO) (PSG) (UG8) (EG3P) (Other)
	-900
	-1000										Exh. Man. (Dry) (Wet)
	-1100
	-1200									Fuel Temp. ____	Corr ____
	-1400									Fuel API ____	Corr ____
Overrun speed is approximately half way between high idle and rated speed.										Air Temp. ____	Corr ____
										Dry Bar ____	Corr ____
										Combined Corr ____
										Date: ____	Operator: ____
										Cell: ____	Dynamometer Constant: ____

Table 41

Engine Fuel Consumption Test - Test Report
Caterpillar Inc.						Fuel Consumption Test - Engine
Time/Date:___________	Performance Specification:__________					Operator:_________
Model:______________						Test Number:_________
Arrangement:________						Test Cell Number:________
Serial Number:_______	Shipping Order:___________________					Identification Number:________
Stabilization -15 Minutes
Starting Time:________
Load Point				Full Load		75% Rated		50% Rated
Full Load Speed	RPM			_______		_______		_______
Observed Torque	N·m			_______		_______		_______
Water Outlet Temperature (1)	°C			_______		_______		_______
Observed Power	kW			_______		_______		_______
Parasitic Power	kW			_______		_______		_______
Corrected Power
(Observed Power + Corrected Power) Correction Factor	kW			_______		_______		_______
Diesel
Observed Fuel Rate	g/min			_______		_______		_______
Corrected Fuel Rate	g/min			_______		_______		_______
CSFC	g/kW.h			_______		_______		_______
Natural Gas
Observed Fuel Rate	L/min			_______		_______		_______
Gas Temperature	°C			_______		_______		_______
Gas Pressure	kPa			_______		_______		_______
Corrected Fuel Rate (3)	kJ/min			_______		_______		_______
CSFC	kJ/kW.h			_______		_______		_______
Performance Correction Factors				Value	Corr	Value	Corr	Value	Corr
Diesel	Degree API			____	____	____	____	____	____
Fuel Density	°C			____	____	____	____	____	____
Inlet Air Temperature	kPa			____	____	____	____	____	____
Inlet Air Pressure (2)
	Total Correction Factor				____		____		____
Time/Date:___________								Page 2
Serial Number:_______
Natural Gas
Inlet Air Temperature	°C			____	____	____	____	____	____
Inlet Air Pressure (2)	kPa			____	____	____	____	____	____
	Total Correction Factor			____		____		____
(1) Temperature of the outlet for the engine water and water temperature to the aftercooler must be to the specification before recording data.
(2) Dry Barometer minus Inlet Air Restriction
(3) Corrected Fuel Rate

Appendix D (Correction Factors for Engines)

The equations that are shown in this section are used to calculate the correction factors for correcting the engine performance to the standard conditions. The calculations are not intended to conform to the "Engine Power Test Code" for Spark Ignited Engines and Diesel Engines by the SAE J1349. Determine the appropriate correction factors for the type of engine and for the observed conditions. Multiply the correction factors together to obtain the total correction factor. The corrected values are found by multiplying the observed values of performance for the engine by the total correction factor. These equations are not used for altitude derailing.

Standard Conditions

The standard atmospheric pressure and the standard atmospheric temperature were defined according to the "Engine Power Test Code" for Spark Ignited Engines and Diesel Engines by the SAE J1349.

Table 42

Total Barometric Pressure	100.0 kPa
Water Vapor Pressure	1.0 kPa
Dry Barometric Pressure	99.0 kPa
Inlet Air Temperature	25° C
Fuel Density	35.0° API

The vapor pressure for the water may be calculated by using the following equations.

Illustration 63	g06279312

VP - Vapor Pressure in kPa

SP - Saturation Pressure at wet bulb temperature in kPa

Illustration 64	g06279314

BP - Total barometric pressure in kPa

T dry - Dry bulb temperature in °C

T wet - Wet bulb temperature in °C

DP - Dew point in °C

Note: The air pressure for the engine inlet is defined to relate the air pressure for the engine inlet to the atmospheric pressure.

The inlet air pressure of the engine is equal to total barometric pressure minus the vapor pressure for the water and minus the inlet air restriction.

Dry barometric pressure is equal to total barometric pressure minus the vapor pressure for the water.

Standard Conditions for Gas

Table 43

Gas Pressure	101.3253 kPa
Gas Temperature	15.5556 °C
Lower Heating Value	33.7 kJ/L

Correction Factors for a Diesel Engine

Table 44

Fuel Density (API) Correction Factors
Fuel API at 60° F	Correction Factor		Fuel API at 60° F	Correction Factor
31.5	0.985		40.0	1.022
32.0	0.987		40.5	1.024
32.5	0.989		41.0	1.026
33.0	0.991		41.5	1.028
33.5	0.994		42.0	1.031
34.0	0.996		42.5	1.033
34.5	0.998		43.0	1.035
35.0(1)	1.000		43.5	1.037
35.5	1.002		44.0	1.040
36.0	1.004		44.5	1.042
36.5	1.006		45.0	1.044
37.0	1.009		45.5	1.046
37.5	1.011		46.0	1.049
38.0	1.013		46.5	1.051
38.5	1.015		47.0	1.053
39.0	1.017		47.5	1.055
39.5	1.020		48.0	1.058

(1)	The Standard Value, the measured API for the fuel and corresponding fuel temperature must be corrected to 60° before selecting a correction factor for the API.

A Chart of Gravity Correction for Diesel Fuel API

Illustration 65	g06279317

Illustration 66	g06279322

Factors for Correcting Fuel Temperature

Table 45

Factors for Correcting Fuel Temperature
Fuel Temp. °F	Correction Factor		Fuel Temp. °F	Correction Factor
0	0.915		90	1.005
5	0.920		95	1.010
10	0.925		100	1.015
15	0.930		105	1.020
20	0.935		110	1.025
25	0.940		115	1.030
30	0.945		120	1.035
35	0.950		125	1.040
40	0.955		130	1.045
45	0.960		135	1.050
50	0.965		140	1.055
55	0.970		145	1.060
60	0.975		150	1.065
65	0.980		155	1.070
70	0.985		160	1.075
75	0.990		165	1.080
80	0.995		170	1.085
85	1.000

Correction Factors for the Inlet Air Pressure

Table 46

Naturally Aspirated Engines and Mechanically Turbocharged Engines
Air Pressure Inches Hg (kPa)	correction Factor		Air Pressure Inches Hg (kPa)	Correction Factor
31.5 (106.5)	0.989		25.5 (86.2)	1.064
31.0 (104.8)	0.995		25.0 (84.5)	1.071
30.5 (103.1)(1)	1.000		24.5 (82.8)	1.079
30.0 (101.4)	1.006		24.0 (81.1)	1.086
29.5 (99.7)	1.012		23.5 (79.4)	1.094
29.0 (98.0)	1.018		23.0 (77.7)	1.103
28.5 (96.3)	1.024		22.5 (76.1)	1.111
28.0 (94.6)	1.030		22.0 (74.4)	1.120
27.5 (93.0)	1.036		21.5 (72.7)	1.129
27.0 (91.3)	1.043		21.0 (71.0)	1.138
26.5 (89.6)	1.050		20.5 (69.3)	1.148
26.0 (87.9)	1.057		20.0 (69.6)	1.158

(1)	30.5 inches Hg is used as the standard value to account for restriction of the air cleaner, vapor pressure (humidity), and exhaust back pressure.

Table 47

Turbocharged, JWAC(1), SCAC(2)and ATAAC(3) Engines
Air Pressure inches Hg (kPa)	Correction Factor		Air Pressure inches Hg (kPa)	Correction Factor
31.5 (106.5)	0.994		25.5 (86.2)	1.034
31.0 (104.8)	0.997		25.0 (84.5)	1.038
30.5 (103.1)(4)	1.000		24.5 (82.8)	1.042
30.0 (101.4)	1.003		24.0 (81.1)	1.046
29.5 (99.7)	1.006		23.5 (79.4)	1.050
29.0 (98.0)	1.010		23.0 (77.7)	1.055
28.5 (96.3)	1.013		22.5 (76.1)	1.059
28.0 (94.6)	1.016		22.0 (74.4)	1.064
27.5 (93.0)	1.020		21.5 (72.7)	1.068
27.0 (91.3)	1.023		21.0 (71.0)	1.073
26.5 (89.6)	1.027		20.5 (69.3)	1.079
26.0 (87.9)	1.030		20.0 (67.6)	1.083

(1)	Jacket Water Aftercooler
(2)	Separate Circuit Aftercooler
(3)	Air-To-Air Aftercooled
(4)	30.5 inches Hg is used as the standard value to account for restriction of the air cleaner, vapor pressure (humidity), and exhaust back pressure.

Correction Factors for the Inlet Air Temperature

Table 48

Naturally Aspirated Engines and Mechanically Turbocharged Engines
Air Temp. °F	Correction Factor		Air Temp. °F	Correction Factor
-10	0.938		60	0.988
-5	0.942		65	0.992
0	0.946		70	0.995
5	0.949		75	0.999
10	0.953		77(1)	1.000
15	0.957		80	1.002
20	0.960		85	1.005
25	0.964		90	1.009
30	0.968		95	1.012
35	0.971		100	1.015
40	0.975		105	1.018
45	0.978		110	1.022
50	0.982		115	1.025
55	0.985		120	1.028

(1)	The Standard Value. Measure for the Standard Value between the air cleaner and the inlet manifold

Table 49

Turbocharged Engines and JWAC(1) Engines
Air Temp. °F	Correction Factor		Air Temp. °F	Correction Factor
-10	0.969		60	0.994
-5	0.971		65	0.996
0	0.972		70	0.998
5	0.974		75	0.999
10	0.976		77(2)	1.000
15	0.978		80	1.00.
20	0.980		85	1.003
25	0.982		90	1.004
30	0.984		95	1.006
35	0.985		100	1.008
40	0.987		105	1.009
45	0.989		110	1.011
50	0.991		115	1.012
55	0.992		120	1.014

(1)	Jacket Water Aftercooling
(2)	The Standard Value. Measure for the Standard Value between the air cleaner and the inlet for the turbocharger

Table 50

ATAAC(1) Engines
Air Temp. °F	Correction Factor		Air Temp. °F	Correction Factor
45	0.957		100	.993
50	0.961		105	0.997
55	0.964		110(2)	1.000
60	0.967		115	1.003
65	0.970		120	1.007
70	0.974		125	1.010
75	0.977		130	1.013
80	0.980		135	1.016
85	0.984		140	1.020
90	0.987		145	1.023
95	0.990		150	1.026

(1)	Air-To-Air Aftercooled
(2)	The Standard Value. Measure for the Standard Value in the inlet manifold

Equation for the Correction Factor for Spark Ignited Engines

Illustration 67	g06279333

X - Air pressure at the inlet for the engine from 87.0 kPa to 104.0 kPa (12.6 psi to 15.1 psi)

Y - Engine inlet air temperature from 10 °C to 50 °C (50 °F to 122 °F)

Appendix E (Suggested tolerances for Performance)

Note: Refer to TMI for more information on the Suggested Tolerances for Performance.

Table 51

Maximum Tolerances for the Performance of the Instrumentation
Measurement	Permitted Tolerances
Torque (% of reading)	± 0.5%
Engine Speed	± 5 RPM
Static Fuel Settings	± 0.05 mm (± 0.002 inch)
Diesel Fuel Rate (% of reading)	± 0.5%
Spark Ignited Fuel Rate(% of reading)	± 1.0%
Spark Ignited Low Heat Value (% of reading)	± 1.0%
Boost	± 1 kPa (0.30 in hg)
Time of the Response Check.	± 0.1 second
Blowby (% of reading)	± 5%
Water Temperatures	1 °C (33.8 °F)
Inlet Manifold Temperature	1 °C (33.8 °F)
Water Flow	5%
Fuel Pressure Differential (Spark Ignited)	0.1 kPa (0.0145 psi)
Pressure of Compressor Outlet (Spark Ignited)	1 1 kPa (0.30 inches Hg)
Manifold Absolute Pressure Inlet (Spark Ignited)	1 1 kPa (0.30 inches Hg)
Inlet Fuel Temperature (Spark Ignited)	1 °C (33.8 °F)
Inlet Fuel Absolute Pressure (Spark Ignited)	1%
Excess Oxygen (Spark Ignited)	0.1%
Oil Pressure	10 kPa (1.45 psi)
Oil Temperature to Bearings	1 °C (33.8 °F)
Fuel Pressure	10 kPa (1.45 psi)
Inlet Fuel Pressure	5 kPa (0.725 psi)
Inlet Fuel Temperature	1 °C (33.8 °F)
Barometric Pressure	0.2 kPa (0.06 in hg)
Water Vapor Pressure	0.1 kPa (0.03 in hg)
Inlet Air Restriction	0.1 kPa (0.03 in hg)
Inlet Air Temperature	1 °C (33.8 °F)
Fuel Density	0.2° API
Timing (% of Engine Full Load Reading)	1° or 0.05 mm (0.002 inch)

For engine performance tolerances, refer to the MIT General Engine Data (Engine Test Specs). The measured performance characteristics should fall within the minimum and maximum values that are given in TMI.

Appendix F (Requirements for Diesel Fuel)

This appendix defines the requirements of a low sulfur fuel, and fuel for tests with controlled gravity for diesel engines. This fuel is used for an engine test fuel for run-in and an engine test fuel for power output checks. The fuel is also used for settings for remanufactured diesel engines or rebuilt diesel engines. This fuel should not be used for an emission certification.

Note: The test fuel shall be in accordance with 1E4318 for ultra low sulfur fuel and 1E0262 for all others. Engine power, torque, and fuel rates shall be corrected for fuel density variation. The fuel density variation shall not be more than the limit shown in Table 30

Table 52

Diesel Fuel Specification
Description		Permitted Tolerances
API Gravity 15 °C (D287)		34 - 36
Color (D1500)		3.0 max. Darkness
Flash Point (D93)		52 °C min.
Pour Point (D7)		− 18 °C max.
Cloud Point (D2500)		− 12 °C max.
Water and Sediment by Volume (D1796)		0.05% max
Ramsbottom Carbon Residue (D524) (on 10% Residuum)		0.25% max
Ash by Weight (D482)		0.01% max
Copper Strip Corrosion 3 h at 100 °C (D130)		Class 2 max.
Cetane Index (D976)		40 min
Sulfur by weight (D129)		0.05% max
Kinematic Viscosity at 40 °C (D445)		1.9 mm/s to 4.1 mm2/s
Distillation (D86)
	Initial Boiling Point	220 °C max.
	10% Point	240 °C max.
	90% Point	330 °C max.
	End Point	355 °C max.
Wear Scar at 25 °C (ISO 12156 - 1.3		0.380 mm max.
Wear Scar at 60 °C (ISO 12156 - 1.3)		0.450 mm max.

Appendix G (Adjusting Air Actuators)

General Instructions

This test provides instructions for adjusting the governor linkage and the Caterpillar Air Actuator. These test instructions only apply to the Caterpillar Air Actuator.

Test Conditions

This test is performed under conditions that do not have load on the engine.

The supply air pressure that is required for this procedure must be maintained between a minimum of 448.2 kPa (65 psi) and a maximum of 620.5 kPa (90 psi).

An air pressure regulator is required to control the air pressure that is supplied to the air actuator. The pressure gauge should have a range from 0 kPa (0 psi) to 689.5 kPa (100 psi) and be accurate up to 3%.

Test Procedure

1. Verify that the movement of the actuator begins at a gauge pressure of 68.9476 ± 13.7895 kPa (10 ± 2 psi). It may be necessary to adjust the preload for the spring on the actuator. The procedure is outlined in the section that is called Setting the Preload on the Spring for the Air Actuator.

2. Adjust the linkage for the governor to achieve low idle with a gauge pressure for the actuator of 0 kPa (0 psi) to 68.9 kPa (10 psi). This procedure is outlined in the section that is called Setting the Stop Position for the Low Idle on the Actuator.

3. Set the high idle stops. This procedure is outlined in the section that is called Setting the High Idle Position for the Actuator.

4. Measure the information and record the information that is requested on the data sheet.

Setting the Preload on the Spring for the Air Actuator

The actuator spring is preloaded at the factory to allow the plunger to start moving when the air pressure to the actuator reaches 68.9 kPa (10 psi). Perform the following steps if an adjustment is required.

1. Install an air pressure gauge in the line at a convenient point between the regulator for the air supply and the actuator.

2. Slowly increase the air supply. The plunger should start to move when the air pressure gauge registers a reading of 68.9 ± 13.8 kPa (10 ± 2 psi).

   1. The preload must be increased if the plunger moves at a pressure that is less than 68.9 kPa (10 psi).

   2. The preload must be decreased if the plunger moves at a pressure that is greater than 68.9 kPa (10 psi).

3. The preload is changed by reversing the set screw far enough to permit the retainer nut to turn.

   1. Turn the retainer nut clockwise to increase the load of the spring.

   2. Turn the retainer nut counterclockwise to decrease the preload.

4. Once a pressure for the preload of 68.9 ± 13.8 kPa (10 ± 2 psi) has been obtained, tighten the setscrew to lock the retainer nut in place.

Setting the Low Idle Stop Position for the Actuator

For engines that are equipped with an air actuator, the low idle should be controlled by the air actuator. The low idle should not be controlled by the low idle stop for the governor. The low idle may be adjusted by changing the length of the rod linkage. Use the following procedure to set the low idle stop for the actuator.

1. Start the engine and warm the engine.

2. Set the hand control lever for the engine governor to low idle.

3. Disconnect the rod linkage from the governor lever by removing the pin.

4. Ensure that no air pressure is being delivered to the actuator.

5. Place the hand control lever for the governor in the "remote" position. Ensure that the lever is against the low idle stop in the engine governor.

6. Connect the rod linkage to the proper hole in the governor lever. Check the low idle speed of the engine. If the low idle speed is incorrect, the rod linkage can be adjusted to give the correct low idle. The rod linkage can also be adjusted to ensure that the rod is seated on the rod spring. Perform the following procedure to make the adjustment.

   1. Adjust the governor lever to the proper position on the serrated governor control shaft.

   2. Remove the pin from the lever and adjust the length by loosening the locknuts and turning the yokes on the rod linkage.

7. After the pin is inserted in the governor lever, increase the air pressure to a partial throttle position. Then return the air pressure to a low idle position. Check the low idle RPM of the engine. The operation is repeated when the check shows a reading that is not the low idle RPM of the engine. The operation must also be repeated if the rod is not seated on the rod spring.

Setting the High Idle Position for the Actuator

The high idle stop for the governor can assist in obtaining the correct high idle adjustment on the air actuator.

1. Do the following steps while the engine is running and the engine is warm. Remove the high idle locking screws for the actuator. Back out the high idle stop screws for the governor.

2. Set the hand control lever for the governor in the remote position and increase the air pressure for the actuator slowly until the engine reaches the high idle RPM. Turn the two high idle stop screws for the actuator clockwise until the screws have contact with the plunger for the actuator. Do not turn the screw beyond the point of contact.

3. Tighten the two locking screws for the actuator to prevent the stop screws from backing out during operation.

4. Return the air regulator for the actuator to the low idle position ( 68.9 kPa (10 psi)) and move the hand control lever on the governor to the full open position.

5. When the engine is operated manually by the hand control lever on the governor, turn the high idle screw that is in the engine governor in the counterclockwise direction until the high idle is increased approximately 10 RPM above the specified high idle RPM. This will prevent damage to the governor. Damage is prevented by ensuring that high idle is controlled by the high idle screws on the actuator. The high idle should not be controlled by the high idle stop screws of the actuator.

6. Make any corrective adjustment that is necessary on the governor's high idle screw to maintain the necessary 10 RPM high idle speed differential that is between the governor and the high idle settings of the air actuator.

Note: Both of the high idle stop screws on the actuator must be turned in the same distance and in the same direction. This is necessary because the plunger must contact both screws at the same time.

Illustration 68	g06279336
(A) Air Supply (B) Set Screw (C) High Idle Locking Screw for the Actuator (D) Rod (E) Rod Linkage (F) Plunger (G) Rod Spring (H) Actuator Spring (I) High Idle Stop Screws (Actuator) (J) Retainer Nut (K) Governor Lever (L) Governor Shaft

Table 53

Caterpillar Air Actuator Data Sheet
Engine Serial Number
Customer			ESO
	Actuator Pressure (PSIG)		Engine Speed (RPM)
Low Idle
High Idle
High Idle (20 RPM)
Rated Speed
Note: The test should be performed at no load.
Operator			Inspector
Cell
Date

Appendix H (Glossary)

A/F Control Dynamic Setting - The dynamic setting of a device on the engine that limits the amount of fuel that is injected per stroke as a function of the boost

Aftercooler - A heat exchanger that is inserted into the induction system of an engine after any device is used to compress the combustion air.

Analog - A continuous signal of performance that represents the value of a characteristic of engine performance

Blowby - Blowby is combustion gas that leaks into the engine crankcase. The leakage is normally leakage from the combustion chamber past the piston rings or through the valve guides. Specific blowby is calculated by dividing the volume of blowby that is at atmospheric pressure by corrected power of the engine.

Boost - The gauge pressure is measured in the inlet manifold of a diesel engine. Adjusted boost is the calculated value of boost that would exist if an engine was running at nominal power. Boost is not equal to inlet manifold pressure.

Brake Specific Fuel Consumption (BSFC) - BSFC is a rate of fuel consumption. The BSFC states the ability of the engine to convert the energy in diesel fuel to engine horsepower. BSFC is measured in the units “pounds of fuel consumed each hour to produce one brake horsepower”. As the value of the BSFC increases, the efficiency of the engine decreases. As the efficiency of the engine decreases, the fuel that is required per hour increases. Each model of engine has a unique BSFC, which is determined on a test stand.

Ceiling - The maximum rise for the high limit of an engine performance specification

Compressor Outlet Pressure - The gauge pressure of the combustion air at the turbocharger compressor outlet for spark ignited engines.

Correction Factor - The number that is used to find the value of the characteristic for engine performance under different operating conditions

Cranking - Rotating an engine with a source of power that is external to the engine

Cyclic - Variation in the performance characteristics which vary as the engine runs. This is especially for those characteristics which vary in a repetitive fashion.

Delta-T - The rise in temperature of the engine coolant from the inlet of the jacket water pump to the outlet for the engine coolant.

Density (Fuel) - Density for fuel is the mass of fuel per unit volume. The units of density that are used in this publication are degrees American Petroleum Institute (API) at 15.6 °C (60 °F).

Fuel Pressure Differential - The gas pressure that is supplied to the carburetor on a spark ignited engine minus the pressure of the carburetor inlet

Digital - A numeric value that represents the value of a characteristic for engine performance

Displacement - The area of a piston multiplied by the length of stroke times the number of cylinders.

Droop - Droop is the decrease from no load speed to full load speed when full load is applied to a generator set. Droop is expressed as a percentage of the full load speed.

Ebullient Cooled Engine - An engine cooled by boiling water. The cooling is accomplished by turning water into steam. The latent heat of evaporation that is absorbed in this process cools the engine.

Engine Fuel Consumption - The value that is found by multiplying the corresponding BSFC by the horsepower and then dividing the result by 7.076 (the weight in pounds per gallon of standard fuel)

Fuel consumption in pounds per hour is the weight of standard fuel that is burned by the engine per hour under standard conditions to produce rated horsepower.

Excess Oxygen - Excess Oxygen is the amount of free oxygen in the products of combustion. Excess Oxygen may be expressed as a percentage of either volume or mass.

Floor - The Floor is the minimum that is allowed for the low limit of an engine performance specification to fall.

Flywheel Brake Horsepower(BHP) - This is the actual horsepower that is available at the flywheel. The measurements are taken while the engine is stripped of the accessory equipment and while the alternator and the air compressor are being operated under a “no load” condition. Caterpillar industrial engines and truck engines are measured in terms of Brake Horsepower.

Fuel Rate (Diesel) - The mass of fuel burned by an engine in a specified time. The corrected fuel rate is the actual fuel rate or the observed fuel rate that is corrected for the fuel density.

Fuel Rate (Spark Ignited Engines) - The fuel rate is the volume of fuel that is burned by an engine in a specified time. The corrected fuel rate is found by multiplying the volume of fuel at standard conditions by the lower heating value of the fuel.

Fuel Pressure - The fuel pressure that is supplied to the injection system of a diesel engine

Full Load - The maximum power that can be developed by an engine that is running at the rated speed and the fuel system is opened to the maximum specified condition.

Full Load Speed - The Full Load Speed is the speed that produces the rated horsepower. , The rack is also positioned to allow the maximum recommended amount of fuel to the engine per unit of time. The governor should reach a balance point about when the engine reaches the full load speed. In some applications, the curve of the engine performance is modified to provide an increase in horsepower when the torque spring is deflected. In this instance, the full load speed and the balance point do not occur at the same time. The increase in horsepower between the balance point and the full load speed is called the “BHP spread”.

Governor Balance Point - This point occurs at the engine speed when the fuel setting screw or pin just touches the torque spring or stop bar. The point is set by making two easily adjusted and measurable settings (high idle speed setting and the static speed setting for the rack).

Induction System - The components of an engine that are involved in providing combustion air to an engine

Inlet Air Pressure - Inlet Air Pressure is the dry air pressure that is supplied to the inlet of an engine. This is normally barometric pressure minus water vapor minus inlet air restriction.

Inlet Air Restriction - The process of dropping the combustion air from atmospheric pressure to the compressor inlet of a turbocharged engine or to the inlet manifold of a naturally aspirated engine

Inlet Fuel Pressure - The fuel pressure that is supplied to the fuel inlet of a diesel engine

Inlet Fuel Pressure (Absolute Pressure) - The gas pressure that is supplied to the fuel inlet of a spark ignited engine

Inlet Fuel Temperature - The temperature of the fuel that is supplied to the fuel inlet of either a diesel engine or a spark ignited engine

Inlet Manifold Pressure - This is the inlet manifold pressure that is above atmospheric pressure. The pressure is also referred to as “boost”. The pressure also indicates the amount of air that is being delivered to the engine. The 4S-6997 Manifold Test Gauge that is located in the test kit for the engine will read absolute pressure. The absolute pressure is “boost” plus the atmospheric pressure.

Lug - This is the application of a load on an engine that causes the engine speed to drop below the rated speed. If the engine is lugged to a point that is below the point of maximum torque, the engine will stall unless some of the load is removed.

Mixture Control - A screw or adjustable valve that is used to regulate the Air or the Fuel that is provided by a carburetor

Multiple Rating Engine - An engine which has a variable setting for the fuel at full load to provide more than one amount of power at full load

Naturally Aspirated - A term that is applied to an engine, which has no method of compressing the air that is supplied to the inlet manifold

Nominal - The Nominal value is the specified value or the target value of a performance characteristic for an engine. The nominal value is accompanied with tolerances that define the acceptable range of the characteristic value relative to the nominal value.

Oil Pressure - The engine oil pressure at full load at a specified location on the engine

Overrun Speed - The portion of a brake horsepower (BHP) or torque curve that is between high idle and full load speed. In this speed range, the engine is controlled by the governor.

Power - The rate of doing work. Power is the actual power or the observed power that is corrected to standard conditions of atmospheric pressure, inlet air temperature, and fuel density.

Rated - The specified value of a characteristic of the engine performance

Regulation - The increase in the speed of an engine that takes place after the full load is removed. Regulation is expressed as a percentage of full load speed.

Response Check - A measure of the engine's ability to develop increasing torque at a constant speed.

Response Check (Idle Speed) - The engine speed that is specified for the cool down portion of the response check.

Response Check Speed - The constant engine speed that is used to determine the time that is necessary to develop a specific torque

Response Time - A measure of the time that is required for an engine to develop a specified torque or power

Rotation of Engine - The direction of rotation of the engine flywheel as the flywheel is viewed from the rear of the engine. Rotational direction is expressed as clockwise rotation or counterclockwise rotation. The rotation of an engine is normally counterclockwise.

Separate Circuit Aftercooler - A heat exchanger that is used for cooling combustion air that is cooled by a source of water that is external to the engine

Slobber - Oil or fuel that is discharged with the exhaust gases into the exhaust system

Significant Figures - The number of digits in a number that define the precision of the number

Spark Ignited Engine - For this publication, a spark ignited engine is a gaseous fueled engine.

Specific Fuel Consumption - The fuel rate divided by the power. Corrected specific fuel consumption is the value that is obtained when the corrected fuel rate is divided by the corrected power.

Stabilized - The steady condition or cyclic condition of a characteristic of engine performance that remains unchanged with time as the engine is running under a given steady state condition.

Static Fuel System Setting - A setting of the fuel system that is made to obtain the desired fuel rate at a particular operating point of the engine. The settings are normally made to provide either the fuel rate at full load or the fuel rate at torque check RPM. The settings are identified as the Static Fuel Setting at full load or the Static Fuel Setting at full torque.

Timing (Diesel) - The angular position of the crankshaft relative to top dead center at the start of injection

Timing (Spark Ignited Engine) - The angular position of the crankshaft relative to top dead center at the start of the spark plugs being energized.

Tolerances - The value that is used to specify the range for a characteristic of the engine performance

Top Dead Center (TDC) - The position of the crankshaft as the piston is at the highest position.

Torque - Torque is an effort of twisting. Torque is a measure of the tendency of a force to cause rotation and torque is often used in engine specifications.

Torque at Torque Check(TC) RPM - The steady state torque that is developed by an engine at the Torque Check Speed .

Torque Check Speed - The speed that is used to check the performance characteristics at low speed of the engine

Valve Lash - The clearance that is set into the valve mechanism to prevent an inlet valve or an exhaust valve from being held open while the mechanism is hot.

Water Vapor Pressure - The partial pressure of the water vapor in the combustion air that is being supplied to an engine

Appendix I (Fabricated Wiring Harnesses for Electronic Engines)

Additional information for throttle control can be found in Section "Throttle Control".

Illustration 69	g02174206

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Illustration 82	g01176955

Throttle Control

Note: Using the throttle pin for throttle control is an option when Cat ET is not available for speed override.

For 9 - pin connectors (Illustration 69), the throttle input is pin h.

For A4 (2 70 pin connectors) and A4 (1 70 pin connector, 1 120 pin connector) ECMs the throttle pin input is J1-66.

For A2 ECMs (2 40 Pin connector), the throttle input is pin 37.

For most the time, the throttle inputs are not used in the hot test cells. The test cells instead use the engine software's desired engine speed override (ComET UID 0x00040020).

Appendix J: CRS Test Procedure

Required added functionality test for engines with engine-mounted Caterpillar Regeneration System (CRS):

The CRS test is broken into two sections. Section one is to provide verification that the air line, fuel lines, and control valves are functioning and free from major leaks. Section two is a functional test to ensure that the CRS performs as specified by Engineering.

CRS Test - Section 1

Section one CRS leak check definition is as follows:

1. Collect a base line from the engine electronics (ECM) for the CRS Air Flow, CRS Pilot Pressure, and CRS Main Pressure with all control valves closed.

2. Override the CRS Air Control Valve to a constant value and measure the CRS Air Flow to ensure that it climbs above the base line.

3. Reclose the Air Control Valve and verify the air flow returns to the baseline value.

4. Open only the CRS Fuel Enable Control Valve and verify that the CRS Pilot and Main Pressures do not increase to check for leaks past the CRS Pilot and Main Valves.

5. Reclose the CRS Fuel Enable Control Valve.

6. Open only the CRS Fuel Pressure Control Valve (Pilot and Main) and verify that the Pilot and Main pressures do not increase to check for leaks past the CRS Fuel Enable Control Valve.

7. Reclose the CRS Fuel Pressure Control Valve.

If any of the above fail to perform as described, section one is considered failed, and will not allow the CRS performance check to be run. In addition, if BOTH Fuel Valves fail each independent leak check that the engine will be shut down.

CRS Test - Section 2

CRS Performance check definition is as follows:

1. Set the engine to defined load/speed point as defined for the model being tested (split is between Heavy Duty and Mid Range).

2. Override the CRS System to perform regeneration.

3. Wait for the CRS Flame Detect Temperature and CRS Main Pressure to reach their low limits, then wait an additional 15 seconds for stability to be reached.

4. The Performance check will be aborted after 90 seconds if CRS Flame Detect Temperature or CRS Main Pressure do not reach their low limits.

5. For heavy-duty applications the CRS Air Purge Pump, if applicable, will always be activated at the end of this check. This pump will be verified by monitoring the CRS Pilot and Main Pressures during the Nozzle only function with the pump in High-Speed mode.

6. The following data is collected as pass/fail criteria as part of the production test:

   • CRS Pilot Pressure

   • CRS Main Pressure

   • CRS Air Control Pressure

   • CRS Flame Detect Temperature

   • CRS Air Pump Function (Heavy-Duty Only)

In the case of any fuel component repair or replacement to the Caterpillar Regeneration System, a pressurized system leak test shall be performed prior to complete retest.