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produtos: NENHUM EQUIPAMENTO SELECIONADO
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Configuração: NENHUM EQUIPAMENTO SELECIONADO

Instruções Especiais
Know Your Cooling System{0708, 1000, 1350, 7000}
Número de Mídia -SEBD0518-10 Data de Publicação -07/02/2012 Data de Atualização -07/02/2012

i04769657

Know Your Cooling System{0708, 1000, 1350, 7000}

SMCS - 0708; 1000; 1350; 7000

Caterpillar Products: All

Introduction
Diesel engine manufacturers have increased engine operating temperatures to improve engine efficiency.
This increase in temperature means that proper cooling system maintenance is especially important.
Overheating, overcooling, pitting, cavitation-erosion, cracked heads, piston seizures, and plugged radiators
are classic cooling system failures.

Proper coolant selection and maintenance are your choice, and coolant is vital to successful engine service
life. In fact, coolant is as important as the quality of your fuel and lubricating oil.

This booklet tells the coolant story: coolant composition, contamination, and typical consequences. This
booklet also offers preventive measures to help you avoid the costly effects of coolant-related failures.

Note: Always check the latest Service Information for updates to ensure that the most current
specifications and test procedures are used.

Understanding Cooling Systems

Proper cooling system design and maintenance is an important part of the satisfactory operation and
service life of an engine. Understanding how the cooling system works can help reduce owning and
operating costs.

Functions

The temperature of burning fuel in Caterpillar Engines can reach 1927° C (3,500° F). However, only about
33% of this total heat is converted into crankshaft horsepower. Approximately 30% is expelled through
exhaust, while another 7% is radiated directly into the atmosphere from engine surfaces. The remaining
30% must be dissipated through a carefully designed cooling system.

The cooling system must remove heat in order to keep the engine at the correct operating temperature. The
cooling system must not remove too much heat or the engine will run cold.

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Illustration 1 g02143772

Proportional amount of heat dissipated from engine

In addition to removing heat generated from fuel combustion, in some applications, the cooling system
must also remove heat from other sources.

Other components that transfer heat to the coolant can include the following:

transmission oil coolers

hydraulic oil coolers

aftercoolers

water-cooled exhaust manifolds

water-cooled turbocharger shields and housings

marine gear oil coolers

torque converter/retarder coolers

The cooling system has a direct effect on the operation and service life of the engine. Overheating or
overcooling can result from the following conditions:

The cooling system is not the correct size

Poor maintenance of the cooling system

Incorrect operation of the engine

Overheating or overcooling can shorten the engine service life. Overheating or overcooling can also cause
poor engine performance. Find the cause of any problem in the cooling system and correct the problem
immediately.

Thus, the function of the cooling system is to remove the proper amount of heat to keep the engine running
at correct operating temperatures. This function is vital to the operation of an internal combustion engine.

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Function of Components

There are many types of cooling systems. Most cooling systems use a radiator and a fan to remove the heat
from the engine and other systems on a machine. Other types of cooling systems use a heat exchanger,
keel coolers, or cooling towers to remove heat.

Figure 2 shows the basic components of most cooling systems. These basic components are: coolant, the
water pump, the engine oil cooler, water temperature regulators in the thermostat housing, the fan, and the
radiator. In normal operation, the water pump pushes coolant through the engine oil cooler and into the
cylinder block. The coolant then flows through the cylinder block and into the cylinder head or heads.
Coolant then flows to the hot areas of the cylinder head. After flowing through the cylinder head or heads,
the coolant goes into the thermostat housing.

When the engine is cold, the temperature regulators prevent the flow of coolant to the radiator and direct
the coolant back to the water pump. As the temperature of the coolant becomes warmer, the temperature
regulators begin to open and permit some flow of coolant to the radiator.

The regulator opens to maintain the correct engine temperature. The amount that the regulator opens and
the percent of coolant flow to the radiator depends on the temperature of the coolant. Coolant temperature
is determined by the load on the engine and the outside air temperature.

The fan pushes or pulls air through the radiator and around the tubes and fins. These fins go from the top
to the bottom of the radiator. (Some machines, such as lift trucks and highway trucks, can have cross flow
radiator cores.) Other cooling systems have a separate pressure relief valve to limit the pressure in the
cooling system.

When the hot coolant goes through the tubes in the radiator, the flow of air around the tubes and fins
lowers the temperature of the coolant. The coolant then flows back through the water pump.

Illustration 2 g02143774

Typical Cooling System

In many applications, there are other components that transfer heat to the coolant. These components can
be aftercoolers, water-cooled exhaust manifolds, water-cooled turbocharger shields and housings,
transmission oil coolers, torque converters, and marine transmission oil coolers.

In some cooling systems, a shunt line is used to maintain a positive water pressure at the water pump inlet.

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The shunt line also provides a path for filling the cooling system.

Some cooling systems use a radiator cap that seals the opening in the top tank or overflow tank. The
radiator cap limits the pressure in the cooling system.

An orifice may be used between the thermostat and the radiator top tank for flow balance. If your cooling
system is equipped with this system, the orifice must not be changed or removed.

Most marine engines have an expansion tank and keel cooler or a heat exchanger instead of a radiator or
fan. A second water pump is used to push sea water through the heat exchanger and, in some applications,
through an aftercooler.

In heat exchanger cooling systems, an expansion tank and heat exchanger perform the same function as
the radiator. However, instead of transferring heat into the air, a heat exchanger system transfers coolant
heat to an external water supply. In marine applications, a keel or skin cooler is used as an outboard heat
exchanger. This cooler is either attached to the submerged part of a vessels hull or built as part of the hull.

Illustration 3 g02143775

Schematic of typical heat exchanger cooling system

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Illustration 4 g02143777

Schematic of typical keel cooler cooling system

(1) Turbocharger

(2) Aftercooler, jacket water cooled

(3) Jacket water outlet connection

(4) Jacket water inlet connection

(5) Expansion tank

(6) Jacket water pump

(7) Keel cooler

(8) Bypass filter

(9) Duplex full-flow strainer

(10) Shut-off valve

(11) Auxiliary expansion tank

(12) Flexible connection

Some machines use other cooler cores (radiators) to lower the temperature of transmission oil, hydraulic
oil, or air conditioning refrigerant. In most cases, the cores are upstream of the air flow to the radiator to
get the coolest air. The additional cores increase the temperature of the air that passes through the radiator
as well as increase the resistance to air flow. Additional cores make the radiator core more difficult to
clean. Recent design changes on some machines allow these additional cores to be easily swung to the
side. This change will allow better access to clean the radiator core.

Cooling System Temperature

Cooling System Temperature Cooling systems are designed to keep an engine operating within a desired
temperature range. The temperature of the coolant must remain high to allow the engine to operate
efficiently. However, the temperature must stay low enough to prevent the coolant from boiling.

A cooling system regulates temperature by transferring heat from the engine to the coolant and, eventually,
into the air (or external water supply). How quickly the system transfers heat from the coolant into the air

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directly affects the system temperature. This rate of heat transfer at the radiator depends on many different
factors.

A major factor of heat transfer is the difference between the temperature of coolant inside the radiator and
the temperature of surrounding air. When the difference between coolant temperature and ambient
temperature increases, the rate of heat transfer increases. Alternatively, when this temperature differential
decreases, the rate of heat transfer declines.

If the coolant starts to boil or steam, coolant is pushed out of the radiator pressure relief valve. This action
lowers the level of coolant and leads to engine overheating. Once overheating begins, continued operation
only worsens the condition.

Three factors can change the boiling temperature of the coolant.

The amount and type of coolant

The pressure in the cooling system

The altitude or barometric pressure

Illustration 5 g02143780

Pressure/Temperature chart

The boiling point is higher at higher pressure levels. Hence, most cooling systems are designed to operate
under pressure. Maximum pressure of the system is controlled by a valve in the radiator cap or by the
pressure relief valve.

Increasing the pressure of the cooling system raises the boiling point of the coolant. For this reason, most
cooling systems are designed to operate under pressure. The amount of pressure is controlled by a valve in
the radiator cap or the pressure relief valve.

A higher altitude causes a lower boiling point. Figure 5 shows the relationship of the altitude and the
pressure in the cooling system with the boiling point. This chart is for water with no coolant.

For example, at 1800 m (6,000 feet) above sea level, water boils at 93°C (200'F). But at 3700 m (12,000
feet), water boils at only 88°C (190'F).

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Illustration 6 g02143785

Coolant boiling point concentration chart

Along with altitude and pressure, the type and the amount of coolant that is added to water also changes
the boiling point. The boiling point is higher with higher concentrations of ethylene glycol in water when
compared to propylene glycol-based antifreeze in water. However, ethylene glycol is less effective than
water at transferring heat. Use the correct concentration of ethylene glycol because of the effects on
boiling point and heat transfer.

Factors That Affect the Cooling System

The rate of heat transfer from the radiator to the air is directly related to the difference between the
coolant and air temperatures. High ambient air temperature causes the coolant temperature to be higher.
Air density decreases as the altitude increases. Therefore, the rate of heat transfer to the air will decrease
as the altitude increases. Because of this, higher altitudes cause higher coolant temperatures. However,
ambient air temperatures normally decrease at higher altitudes, so the effects often counterbalance one
another.

Sources of Heat
Operation of the machine in an overload condition can also cause overheating. The correct selection of
gears is important. If the machine is operated for a long period in a speed range near the stall speed of the
torque converter, the cooling system can overheat. Under such conditions a large amount of heat is
generated by the engine and/or torque converter while the speed of the fan and water pump are decreased.

Fuel combustion creates heat in all internal combustion engines. How much heat is determined by the API
density and the amount of fuel used.

Cooling systems are designed to maintain proper operating temperature of the engine at full load
conditions. If the load is increased with a drop in the rpm of the engine or if the rpm of the engine is
decreased with no change in the load, the cooling system can overheat. In many applications, the cooling
system must absorb heat from several other sources. Among those sources are: Engine Oil Coolers,
Aftercoolers, Transmission or Torque Converter Oil Coolers, Retarder Coolers, Water Cooled Exhaust
Manifolds, Water Cooled Turbocharger Shields, and Hydraulic Oil Coolers.

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Oil Coolers

Many engines, especially engines with turbochargers, have engine oil coolers. Most of the heat in the oil
comes from oil that is sprayed on the bottom side of the pistons. The coolant must absorb enough heat in
the oil cooler to prevent the oil from overheating. High temperature of pistons is caused by high inlet air
temperatures, wrong injection timing, incorrect fuel settings, or low turbocharger boost. All of these
conditions will increase the temperature of the oil.

Illustration 8 g02143792

One type of aftercooler

Aftercoolers

The air at the outlet of the turbocharger is at a higher temperature than the air at the inlet of the
turbocharger. Some engines have an aftercooler to lower the temperature of turbocharger outlet air.
Coolant is used in many aftercoolers to absorb the heat from the turbocharged air. If the aftercooler core
contains dirt or oil, the coolant cannot absorb as much heat as normal. This issue can raise piston
temperature and lower engine horsepower.

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Illustration 9 g02143795

Typical transmission oil cooler

Transmission, Marine Transmission or Torque Converter Oil Coolers

The operation of transmissions, marine transmissions, and torque converters generates heat. Most of the
heat in transmissions and marine transmissions is caused by the churning of oil. Normally, the amount of
heat will increase with load, because some heat is generated by gears meshing. For torque converters,
much of the heat is caused by shearing of oil between moving parts. The greatest amount of heat is
generated when the torque converter operates near stall speed. A significant amount of heat is also
generated in the torque converter when the machine runs at high speed with no load. This condition is
usually when running downhill.

Illustration 10 g02143814

Combination retarder/transmission oil cooler.

Retarder Coolers

Some machines have a retarder that can be used to help slow the machine on a downslope. Use of this
retarder causes heat in the retarder oil. Using the proper engine speed and transmission speed range is
important when using the retarder.

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Illustration 11 g02143799

Water-cooled turbocharger

Water Cooled Exhaust Manifolds and Water Cooled Turbocharger Shields

Some engines, especially marine engines, are equipped with water-cooled exhaust manifolds and/or water-
cooled turbocharger shields. Incorrect fuel settings or injection timing, excessive load on the engine, high
inlet air temperature, or restrictions in the inlet or exhaust air flow can cause high exhaust temperatures
and high coolant temperatures.

Hydraulic Oil Coolers

Illustration 12 g02141790

Hydraulic Oil Coolers

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Some machines have hydraulic oil coolers. Generally, these are radiator-type coolers. On some machines,
the cooler core is between the fan and the radiator. The air must pass through the cooler before the air goes
through the radiator. If the hydraulic oil overheats, so can the cooling system. Hot hydraulic oil is normally
the result of a cycle time that is too rapid, the relief valve pressure set too low or exceeded, or the
hydraulic system operated in an overload condition.

Safety Recommendations
Always wear eye protection when you perform any service work on a cooling system.

Illustration 13 g02141793

Care must be taken during removal of the radiator cap

Release the pressure in the cooling system before performing any service work. If the pressure in the
cooling system is not released or the temperature of the system is not permitted to cool, steam or hot water
may be released when you remove the radiator cap. This condition may cause personal injury. To release
the pressure in a cooling system, let the system cool, put a heavy cloth over the cap and loosen SLOWLY.

Do not allow undiluted corrosion inhibitors or diluted/undiluted radiator cleaners to come in contact
with the skin or eyes.

Do not use chromate corrosion inhibitors or any other cooling tower treatment chemistries in an
engine cooling system. The use of these inhibitors in the cooling system can produce deposits that
will lead to poor heat transfer.

Always follow the manufacturers instructions when handling corrosion inhibitors, radiator cleaners,
or antifreeze. Be especially sure to follow the manufacturers recommendations concerning toxicity.

Glycol may catch fire when hot or exposed to an open flame. Do not weld, cut, or use an open flame
near leaking coolant that contains antifreeze.

Do not use alcohol in place of antifreeze. Alcohol has a lower boiling temperature and flash point.

Do not operate a machine or perform any service work-around the area of the fan with the fan
guards removed. Moving fan blades can cause personal injury. Moreover, anything that may fall into
a moving fan can be thrown out with force.

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Do not work near fan belts with the engine running.

Do not attempt to tighten any hose clamps while the cooling system is hot or under pressure. If there
is a failure of the hose clamp when tightened, a sudden loss of hot coolant or steam could result.

Cooling System Maintenance

Coolant

Coolant generally consists of water combined with corrosion inhibitors or water combined with antifreeze
and corrosion inhibitors. The correct selection of coolant has a direct effect on the efficiency and/or
service life of both the cooling system and the engine. Coolant must be able to transfer heat from hot
engine components to a radiator or heat exchanger where the heat is dissipated.

Heat Transfer

Heat transfer describes the tendency of heat to move from a hot area to a cooler area. Rate of heat transfer
is measured by the specific heat properties of a given liquid. (Specific heat is the ratio of the quantity of
heat required to raise the temperature of an amount of a specific liquid 1° compared to the heat required to
raise the temperature of an equal mass of water 1°). In coolant, the rate of heat transfer also depends on
the temperature difference between the outside air and the coolant, plus the conductive properties of the
material that surrounds the coolant.

A coolant mixture of 50% ethylene glycol, which has a specific heat of .880, and 50% water, will increase
the atmospheric boiling temperature of the mixture to approximately 107°C (225°F). The heat transfer of
an ethylene glycol mixture is less than the heat transfer of water. The temperature at which the glycol
mixture will boil is higher. This means that some loss in cooling capability is recovered by obtaining a
higher temperature in the radiator top tank without loss of coolant because of boiling.

Protection Against Freezing of the Coolant

The best protection against coolant freezing is the correct mixture/ratio of the coolant. Use the correct
mixture/ratio of ethylene glycol and water or the correct mixture/ratio of propylene glycol and water as a
coolant. The most common antifreezes that are available use ethylene glycol to provide freeze protection.

Note: Use a mixture of water, ethylene glycol (antifreeze), and cooling system conditioner. Pure, undiluted
antifreeze will freeze at -23°C (-9°F).

Corrosion Resistance

The coolant must prevent the formation of rust and pits in the engine and other components. Since all
water can cause corrosion, water should not be used alone. Any type of water is unacceptably corrosive
when corrosion inhibitors or antifreeze are not added.

Always add Cat SCA (Supplemental Cooling Additive), or equivalent to the water antifreeze mixture at the
time of the initial fill of the cooling system. [Adding Cat SCA is not necessary when using Cat ELC
(Extended Life Coolant) or Cat DEAC (Diesel Engine Antifreeze/Coolant). The Caterpillar formula in
these products includes all necessary inhibitors for initial fill.]

Note: NOTE: Do NOT use conventional SCA with Cat ELC. Use only Cat ELC Extender with Cat ELC.

Note: NOTE: Conventional Coolants DO require periodic additions of SCA to maintain cooling system
protection.

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Water alone is corrosive. If water alone is used (not recommended), adding Cat SCA is important. Refer to
this publication, "Water and Supplemental Coolant Additive" topic.

Scale and Deposits

The general characteristics of the water used as a coolant determine scale and deposit formations.
Inhibiting "poor" water completely to make water usable as a coolant mixture is impossible. The water
must be pretreated.

Compatibility

The coolant must not damage seals, hoses or any of the materials used in the construction of cooling
systems such as copper, aluminum, and steel. Inhibitors in Cat ELC, Cat DEAC, and Cat SCA are designed
to protect these materials.

Non-foaming

The coolant used in a system must not foam or make sludge that can damage the cooling system.

Sediment
The coolant must be clear and not contain mud or an oil residue.

Cylinder Wall Pitting

Proper cooling system maintenance helps to control cylinder wall pitting. Cylinder wall pitting is the result
of the combined action of cavitation-erosion and corrosion. Essentially, during the normal course of engine
operation, the cylinder wall flexes causing small air bubbles to form on the coolant side of the wall.
Cavitation occurs when these bubbles break or implode and remove the protective oxide film from the
cylinder wall. Once this film is removed, corrosion is free to develop and eventually the cylinder wall
surface deteriorates.

Erosion-corrosion is a combination of mechanical and chemical or electrochemical action that cause

corrosion. Cavitation is a particular type of erosion corrosion and a common cause of cylinder wall pitting.

Cylinder wall pitting can be controlled if the cooling system is regularly replenished with Cooling System
Conditioner. However, if conditioner is not added at the proper intervals (see page 24) and in the correct
quantities, pitting will worsen. This process will ultimately allow coolant to penetrate the combustion
chamber and cause major engine damage.

Coolant Properties
General Coolant Information

NOTICE

These recommendations are subject to change without prior notice.

Contact your local Cat dealer for the most up-to-date
recommendations.

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NOTICE

If the engine is to be stored in, or shipped to an area with below

freezing temperatures, the cooling system must be protected to the
lowest outside temperature or drained completely to prevent damage
caused by freezing coolant.

Frequently check the specific gravity of the coolant for proper freeze protection or for anti-boil protection.

Clean the cooling system for the following reasons:

Contamination of the cooling system

Overheating of the engine

Foaming of the coolant

Note: If the cooling system is filled at a rate that is greater than 20 L (5 US gal) per minute, air pockets can
form in the cooling system.

After you drain the cooling system, and after you refill the cooling system, operate the engine. Operate the
engine without the filler cap until the coolant level stabilizes. Ensure that the coolant is maintained to the
proper level.

NOTICE

Never operate an engine without water temperature regulators in the

cooling system. Water temperature regulators help to maintain the
engine coolant at the proper operating temperature. Cooling system
problems can develop without water temperature regulators. Removing
the regulators allows some coolant to bypass the radiator, potentially
causing overheating.

Many engine failures are related to the cooling system. The following problems are related to cooling
system failures: overheating, leakage of the water pump, plugged radiators or heat exchangers, or pitting of
the cylinder liners.

These failures can be avoided with proper cooling system maintenance. Cooling system maintenance is as
important as maintenance of the fuel system and the lubrication system. Quality of the coolant is as
important as the quality of the fuel and the lubricating oil.

Coolant is normally composed of three elements: water, additives, and glycol.

Water

NOTICE

All Caterpillar diesel engines equipped with air-to-air aftercooling

(ATAAC) require a minimum of 30 percent glycol to prevent water

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pump cavitation.

NOTICE

Never use water alone without Supplemental Coolant Additives (SCA)

or without inhibited coolant. Water alone is corrosive at engine
operating temperatures. Water alone does not provide adequate
protection against boiling or freezing.

Water is used in the cooling system in order to transfer heat.

Distilled water or deionized water is recommended for use in engine cooling system.

DO NOT use the following types of water in cooling systems: hard water, softened water that has been
conditioned with salt, and seawater.

If distilled water or deionized water is not available, use water that meets or exceeds the minimum
acceptable water requirements listed in Figure 14.

Table 1
Caterpillar Minimum Acceptable Water Requirements

Property Maximum Limit ASTM Test

"D512"
Chloride (CI) 40 mg/L ((2.4 grains/US gal))
"D4327"

"D516"
Sulfate (SO4)
100 mg/L ((5.9 grains/US gal)) "D4327"

Total Hardness "D1126"

170 mg/L ((10 grains/US gal))

Federal Method (1)

Total Solids
340 mg/L ((20 grains/US gal)) "2540B"

Acidity "D1293"
pH of 5.5 to 9.0 ()
(1) Total dissolved solids dried at 103-105° C. "Standard Method for the Elimination of Water and Wastewater", American
Public Health Association, 1015 15th Street, N.W. Washington, DC 20005

For a water analysis, consult one of the following sources:

Cat dealer

Local water utility company

Agricultural agent

Independent laboratory

Additives

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Additives help to protect the metal surfaces of the cooling system. A lack of coolant additives or
insufficient amounts of additives enable the following conditions to occur:

Corrosion

Formation of mineral deposits

Rust

Scale

Pitting and erosion from cavitation

Foaming of the coolant

Many additives are depleted during engine operation. These additives must be replaced periodically. This
process can be done by adding SCA (Supplemental Coolant Additives) to Cat DEAC (Diesel Engine
Antifreeze/Coolant) or by adding Cat ELC Extender to Cat ELC (Extended Life Coolant).

Additives must be added at the proper concentration. Over concentration of additives can cause the
inhibitors to drop out-of-solution. The deposits can enable the following problems to occur:

Formation of gel compounds

Reduction of heat transfer

Leakage of the water pump seal

Plugging of radiators, coolers, and small passages

Glycol
Glycol in the coolant helps to provide protection against the following conditions:

Boiling

Freezing

Water pump cavitation (ATAAC equipped engines)

For optimum performance, Caterpillar recommends a 1:1 mixture of a water/glycol solution.

Note: Use a mixture that will provide protection against the lowest ambient temperature.

Note: 100 percent pure glycol will freeze at a temperature of -23° C (-9° F).

Most conventional heavy-duty coolant/antifreezes use ethylene glycol. Propylene glycol may also be used.
In a 1:1 mixture with water, ethylene and propylene glycol provide similar protection against freezing and
boiling. See Figures 15 and 16.

Table 2
Ethylene Glycol

Concentration Freeze Protection Boil Protection (1)

50 percent
−37° C (−34° F) 106° C (223° F)

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60 percent
−52° C (−62° F) 111° C (232° F)
(1) Boiling protection is increased with the use of a pressurized radiator.

Fig. 15: Ethylene Glycol Concentration Chart.

NOTICE

Do not use propylene glycol in concentrations that exceed 50 percent

glycol because of propylene glycols reduced heat transfer capability.
Use ethylene glycol in conditions that require additional protection
against boiling or freezing. Do not use ethylene glycol in concentrations
that exceed 60 percent glycol.

Table 3
Propylene Glycol

Concentration Freeze Protection Boil Protection (1)

50 percent
−32° C (−26° F) 106° C (223° F)
(1) Boiling protection is increased with the use of a pressurized radiator.

Fig. 16: Propylene Glycol Concentration Chart

Note: Propylene glycol coolant that is used in the cooling systems for Caterpillar diesel engines must meet
"ASTM D6210-04," "Fully-Formulated Glycol-Based Engine Coolant for Heavy-Duty Engines." When
propylene glycol coolant is used in heavy-duty diesel engines, a regular addition of SCA is required for
protection against liner cavitation. Consult your Cat dealer for additional information.

Testing Glycol Concentration

To check the concentration of glycol, use the 245-5829 Coolant/Battery Tester Gp . The tester gives
readings that are immediate and accurate in both degrees Celsius and degrees Fahrenheit. The tester can be
used with ethylene or propylene glycol.

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Illustration 14 g02141905

Freezing point curve for typical ethylene glycol solution

Table 4
Freeze Protection Temperatures for Antifreeze Concentrations (1)

Protection to: Concentration

30% glycol, 70% water

−15° C (5° F)

40% glycol, 60% water

−24° C (−12° F)

50% glycol, 50% water

−37° C (−34° F)

60% glycol, 40% water

−52° C (−62° F)
(1) Ethylene Glycol-based antifreeze

Fig. 18: Protection Temperatures for Antifreeze Concentrations.

Coolant Recommendations
The following two types of coolants may be used in Caterpillar diesel engines.

Preferred – Cat ELC (Extended Life Coolant) or a commercial extended life coolant that meets the
Caterpillar EC-1 specification

Acceptable – Cat DEAC (Diesel Engine Antifreeze/Coolant) or a commercial heavy-duty

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coolant/antifreeze that meets "ASTM D4985" or "ASTM D6210" specifications

NOTICE

Do not use a commercial coolant/antifreeze that only meets the "ASTM

D3306" specification. This type of coolant/antifreeze is made for light
duty automotive applications.

Use only the coolant/antifreeze that is recommended.

Caterpillar recommends a 1:1 mixture of water and glycol. This mixture of water and glycol will provide
optimum heavy-duty performance as a coolant/antifreeze.

Note: Cat DEAC does not require a treatment with an SCA at the initial fill. However, a commercial
heavy-duty coolant/antifreeze that only meets the "ASTM D4985" specification WILL require a treatment
with an SCA at the initial fill. A commercial heavy-duty coolant/antifreeze that meets the "ASTM D6210"
specifications will NOT require a treatment with an SCA at the initial fill. Read the label or the instructions
that are provided by the manufacturer of the commercial heavy-duty coolant/antifreeze.

Note: These coolants WILL require a treatment with a supplemental coolant additive on a maintenance
basis.

In stationary engine applications and marine engine applications that do not require anti-boil protection or
freeze protection, a mixture of supplemental coolant additive and water is acceptable. Caterpillar
recommends a 6 percent to 8 percent concentration of Cat SCA in those cooling systems. Distilled water or
deionized water is preferred. If distilled water or deionized water is not available, use water that meets or
exceeds the minimum acceptable water requirements listed in Figure 14.

NOTICE

All Caterpillar diesel engines equipped with air-to-air aftercooling

(ATAAC) require a minimum of 30 percent glycol to prevent water
pump cavitation.

Note: Caterpillar recommends a minimum of 30 percent glycol in diesel engine cooling systems. Refer to
engine-specific Operation and Maintenance Manuals for exceptions. Containers of several sizes are
available.

Table 5
Coolant Service Life

Coolant Type Service Life (1) (2)

12000 Service Hours or 6

Cat ELC
years (3)

6000 Service Hours or 6 years (4)

Commercial coolant that meets the Caterpillar EC-1 Specification

Cat DEAC 3000 Service Hours or 3 years

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Commercial Heavy-Duty Coolant/Antifreeze that meets "ASTM

3000 Service Hours or 2 years
D6210"

Commercial Heavy-Duty Coolant/Antifreeze that meets "ASTM

3000 Service Hours or 1 year
D4985"

Cat SCA (5) and Water (6) 3000 Service Hours or 2 years

Commercial Supplement coolant additive (7) and Water (6) 3000 Service Hours or 1 year
(1) Use the interval that occurs first.
(2) Refer to the specific engine Operation and Maintenance Manual and Maintenance Interval Schedule for the correct interval
for replacement of the Cooling System Water Temperature Regulator
(3) Cat ELC Extender must be added at 6000 service hours or one half of the service life for the coolant.
(4) Requires the addition of an extender at 3000 hours or one half of the service life for the coolant.
(5) The CAT SCA concentration in a cooling system that uses "CAT SCA " and water should be 6 to 8 percent by vol.
(6) Refer to this publication General Coolant Information under the section that discusses water for requirements.
(7) Consult the supplier for the commercial SCA for instructions on usage. Also, refer to this Special Publication, Water, and
Supplement Coolant Assistive topic for additional information.

Fig. 19: Coolant Service Life Chart

Note: These coolant changes are only achievable with the annual "S·O·S" Services Level 2 coolant
sampling and analysis.

Cat ELC can be recycled into conventional coolants.

Containers of several sizes are available.

Table 6
Coolant Part Numbers

Description Size Part Number (1)

Bulk 2P-9868 or 156-2649

8C-3686
Cat DEAC
208.2 L (55 US gal) 238-8653 (2)
"Concentrate"
8C-3684
3.8 L (1 US gal) 238-8651 (2)

Bulk 156-2653

101-2845
208.2 L (55 US gal) 238-8650 (2)
Cat ELC
"50/50 Premix" 129-2151
18.9 L (5 US gal) 238-8649 (2)

101-2844
3.8 L (1 US gal) 238-8648 (2)

Cat ELC 119-5150

"concentrate" 3.8 L (1 US gal) 238-8647 (2)

119-5152
Cat ELC Extender 0.946 L (1 qt)
210-0786

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3.8 L (1 US gal)
(1) The availability of part numbers will vary by region. Consult your Caterpillar dealer.
(2) With embitterment. Embitterment makes the coolant taste bad. Embitterment is done in order to deter accidental human or
animal ingestion of the coolant antifreeze.

Recommended Coolant/ Antifreeze for Caterpillar Gas Engines

NOTICE

Do not use Extended Life Coolant (ELC) with Caterpillar Gas Engines.

ELC was not formulated for use in Caterpillar Gas Engines.

Use only the coolant/antifreeze that is recommended.

Preferred - Caterpillar Natuaral Gas Engine Coolant (NGEC). Alternatively, use Caterpillar Diesel Engine
Antifreeze/Coolant (DEAC) or a commercial heavy-duty coolant/antifreeze that meets "ASTM D6210" or
"ASTM D4985" specifications. The preferred coolant antifreeze can contain either ethylene glycol or
propylene glycol. The coolant/antifreeze must be low in silicates. The coolant/antifreeze must be mixed
with water that meets the properties that are listed in the table in the "General Coolant Information" topic.
The coolant/antifreeze must also have the correct concentration of Supplemental Coolant Additive (SCA).

NOTICE

Do not use a commercial coolant/antifreeze that only meets the STM

"D3306" specification. This type of coolant/antifreeze is made for light
duty automotive applications.

Use only the coolant/antifreeze that is recommended.

Cat ELC (Extended Life Coolant)

Caterpillar provides Cat ELC for use in the following applications:

Heavy-duty diesel engines

Automotive applications

When Cat ELC is compared to conventional coolants, the Cat ELC anti-corrosion package is based on a
different additive system. Cat ELC has been formulated with the correct amounts of additives. These
additives provide superior corrosion protection for all metals that are in engine cooling systems.

Cat ELC extends the service life of the coolant to 12000 service hours or 6 years. Cat ELC does not
require a frequent addition of a SCA (Supplemental Coolant Additive). An Extender is the only additional
maintenance that is needed at 6000 service hours or one half of the ELC service life.

Cat ELC is available in a 1:1 premixed cooling solution with distilled water. The Premixed ELC provides
freeze protection to -37°C (-34°F). The Premixed ELC is recommended for the initial fill of the cooling

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system. The Premixed ELC is also recommended for topping off the cooling system.

ELC Concentrate is also available. ELC Concentrate can be used to lower the freezing point to -52°C
(-62°F) for arctic conditions.

See Page 14 for available quantities and part numbers.

Note: Caterpillar developed the EC-1 specification. The EC-1 specification is an industry standard. The
EC-1 specification defines all of the performance requirements. These requirements are needed for an
engine coolant to be sold as an extended life coolant for Caterpillar engines. Cat ELC can be used in most
OEM engines of the following types: diesel and gasoline. Cat ELC meets the performance requirements of
"ASTM D4985" and "ASTM D6210" for heavy-duty low silicate antifreeze/coolants, but does not require
treatment with conventional SCA. Cat ELC also meets the performance requirements of "ASTM D3306"
for automotive applications.

Cat ELC Cooling System Maintenance

NOTICE

Use only Caterpillar products or commercial products that have passed

Caterpillars EC-1 specification for pre-mixed or concentrated coolants.

Use only Cat ELC Extender with Cat ELC.

Do NOT use conventional SCA with Cat ELC. Mixing Cat ELC with
conventional coolants and/or conventional SCA reduces the Cat ELC
service life.

Do NOT mix brands or types of coolant. Do NOT mix brands or types

of SCA. Different brands or types may use different additive packages
to meet the cooling system requirements. Different brands or types may
not be compatible.

Failure to follow the recommendations can reduce cooling system

components life unless appropriate corrective action is performed.

In order to maintain the correct balance between the antifreeze and the additives, the recommended
concentration of ELC must be maintained. Lowering the proportion of antifreeze lowers the proportion of
additive. This change will lower the ability of the coolant to protect the system from pitting, from
cavitation, from erosion, and from deposits.

During daily maintenance, use the premixed Cat ELC as a cooling system top-off. This action will bring
the coolant up to the proper level. Check the specific gravity of the coolant system with the 245-5829
Coolant/Battery Tester/Refractometer. This tester gives readings that are immediate and accurate in both
degrees Celsius and degrees Fahrenheit. Use Cat ELC Concentrate to restore the proper glycol
concentration in the coolant system. This action should be done before the engine is exposed to freezing
temperatures.

NOTICE

Do not use a conventional coolant to top-off a cooling system that is

filled with Cat ELC.

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Do not use standard conventional SCA or an SCA maintenance

element. Only use Cat ELC Extender in cooling systems that are filled
with Cat ELC.

Cat ELC Extender

Cat ELC Extender is added to the cooling system halfway through the Cat ELC service life. Treat the
cooling system with Cat ELC Extender at 6000 hours or one half of the coolant service life. A 119-5152
Container (0.946 L) (1 qt.) or a 210-0786 Container (3.79L) (1 gal) of Cat ELC Extender are available for
convenient use. Containers are available in metric liter sizes. Consult your Cat dealer for the part numbers.

Use the formula in Figure 21 to determine the proper amount of Cat ELC Extender for your cooling
system. Refer to Operation and Maintenance Manual, "Refill Capacities and Recommendations" in order
to determine the capacity of the cooling system.

Table 7
Formula for Adding Cat ELC Extender to Cat ELC

V ×0.02 = X
V is the capacity of the cooling system.
X is the amount of Cat ELC Extender that is required

Fig. 21: Formula for Adding Cat ELC Extender to Cat ELC

Figure 22 is an example for using the formula that is in Figure 21.

Table 8
Example of The Formula for Adding Cat ELC Extender to Cat ELC

Total Volume of the Cooling Multiplication Amount of Cat ELC Extender that is
System (V) Factor Required (X)

× 0.02
946 L (250 US gal) 19 L (5 US gal)

FIG. 22: Example for using Formula for Adding Cat ELC Extender to Cat ELC.

NOTICE

When using Cat ELC, do not use conventional SCA or SCA

maintenance elements. To avoid SCA contamination of an ELC system,
remove the SCA element base and plug off or by-pass the coolant lines.

Cat ELC Cooling System Cleaning

Note: If the cooling system is already using Cat ELC, cleaning agents are not required at the specified
coolant change interval. Cleaning agents are only required if the system has been contaminated by the
addition of some other type of coolant or by cooling system damage.

Clean water is the only cleaning agent that is required when Cat ELC is drained from the cooling system.

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Cat ELC can be recycled into conventional coolants. The drained coolant mixture can be distilled in order
to remove the ethylene glycol and the water. The ethylene glycol and the water can be reused. This
distilled material does not contain the additives required to be classified as either Cat ELC or Cat DEAC.
Consult your Cat dealer for more information.

After the cooling system is drained and after the cooling system is refilled, operate the engine while the
cooling system filler cap is removed. Operate the engine until the coolant level reaches the normal
operating temperature and until the coolant level stabilizes. As needed, add the coolant mixture in order to
fill the system to the proper level.

Changing to Cat ELC

To change from heavy-duty coolant/antifreeze to the Cat ELC, perform the following steps:

NOTICE

Care must be taken to ensure that fluids are contained during

performance of inspection, maintenance, testing, adjusting, and repair
of the product. Be prepared to collect the fluid with suitable containers
before opening any compartment or disassembling any component
containing fluids.

Refer to Special Publication, NENG2500, "Cat dealer Service Tool

Catalog" and to Special Publication, GECJ0001 "Cat Shop Supplies
and Tools" guide for tools and supplies suitable to collect and contain
fluids on Caterpillar products.

Dispose of all fluids according to local regulations and mandates.

1. Drain the coolant into a suitable container.

2. Dispose of the coolant according to local regulations.

3. If equipped, remove the empty SCA maintenance element and remove the element base. Plug the
coolant lines or bypass the coolant lines.

NOTICE

Do not leave an empty SCA maintenance element on a system that is

filled with ELC.

The element housing may corrode and leak causing an engine failure.

Remove the SCA element base and plug off or by-pass the coolant lines.

4. Flush the system with clean water in order to remove any debris.

5. Use Caterpillar cleaner for cooling systems in order to clean the system. Follow the instruction on
the label.

6. Drain the cleaner into a suitable container. Flush the cooling system with clean water.

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Note: Deposits that remain in the system may be loosened and removed by the Cat ELC.

7. In systems with heavy deposits, disconnecting the hoses may be necessary. Clean the deposits and
debris from the hoses and the fittings. Install the hoses and tighten the hose fittings. Refer to
Specifications, SENR3130, "Torque Specifications" for the proper torques. Pipe threads may also
need to be cleaned and sealed. Seal the threads with 5P-3413 Pipe Sealant.

8. Fill the cooling system with clean water. Operate the engine until the engine is warmed to 49°C to
66°C (120°F to 151°F).

NOTICE

Improper or incomplete rinsing of the cooling system can result in

damage to copper and other metal components.

To avoid damage to the cooling system, make sure to flush the cooling
system completely with clear water. Continue to flush the system until
all signs of the cleaning agent are gone.

9. Drain the cooling system into a suitable container and flush the cooling system with clean water.

NOTICE

Thoroughly flush the cooling system cleaner from the cooling system.
Cooling system cleaner that is left in the system will contaminate the
coolant. The cleaner may also corrode the cooling system.

10. Repeat Steps 8 and 9 until the system is cleaned completely.

11. Fill the cooling system with Cat ELC

12. Operate the engine until the engine is warmed. While the engine is running, inspect the engine for
leaks. Tighten hose clamps and connections in order to stop any leaks.

13. Attach the Special Publication, PEEP5027, "Label" to the cooling system filler for the engine in
order to indicate the use of Cat ELC.

Note: Clean water is the only flushing agent that is required when Cat ELC is drained from the
cooling system.

Cat ELC Cooling System Contamination

NOTICE

Mixing ELC with other products reduces the effectiveness of the ELC
and shortens the ELC service life. Use only Caterpillar products or
commercial products that have passed the Caterpillar EC-1
specification for premixed or concentrate coolants. Use only Cat ELC
Extender with Cat ELC. Do NOT mix brands or types of coolants.

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Failure to follow these recommendations can result in shortened

cooling system component life.

Cat ELC cooling systems can withstand contamination to a maximum of 10 percent of conventional
heavy-duty coolant/antifreeze and/or SCA before the advantages of Cat ELC are reduced. If the
contamination exceeds 10 percent of the total system capacity, perform ONE of the following procedures:

If cooling system contamination is caused by cooling system damage, follow the procedures under
the "Changing to Cat ELC" heading. Also follow the procedures under the "Changing to Cat ELC"
heading if the engine has been operated since being contaminated with more than 10 percent
conventional heavy-duty coolant/antifreeze and/or SCA. Certain types of cooling system
contamination may require cooling system tear-down and manual cleaning of system components.

If the cooling system is contaminated with more than 10 percent conventional heavy-duty
coolant/antifreeze and/or SCA, but the engine has not been operated, drain the cooling system into a
suitable container. Dispose of the coolant according to local regulations. Thoroughly flush the
system with clean water. Fill the system with Cat ELC.

Maintain the system as a conventional DEAC (Diesel Engine Antifreeze/Coolant) or other

conventional coolant. If the SCA concentration is less than 3 percent, treat the system with an SCA.
Maintain 3 to 6 percent SCA concentration in the coolant. Change the coolant at the interval that is
recommended for Cat DEAC or at the interval that is recommended for the conventional
commercial coolants.

Commercial Extended Life Coolant

If Cat ELC is not used, then select a commercial extended life coolant that meets the Caterpillar
specification of EC-1 and the "ASTM D6210" specification. Do not use an extended life coolant that does
not meet the EC-1 specification. Follow the maintenance guide for the coolant from the supplier of the
commercial extended life coolant. Follow the Caterpillar guidelines for the quality of water and the
specified coolant change interval.

Diesel Engine Antifreeze/Coolant and Coolant Additives

Cat DEAC (Diesel Engine Antifreeze/Coolant)

Caterpillar recommends using Cat DEAC for cooling systems that require a high performance conventional
heavy-duty coolant/antifreeze. Cat DEAC is an alkaline single-phase ethylene glycol type antifreeze that
contains corrosion inhibitors and antifoam agents.

Cat DEAC is formulated with the correct amount of Cat SCA (Supplemental Coolant Additive). Do not
use Cat SCA at the initial fill when Cat DEAC is used.

Containers of several sizes are available. See page 14 for available quantities and part numbers.

If concentrated Cat DEAC is used, Caterpillar recommends mixing the concentrate with distilled water or
with deionized water. If distilled water or deionized water is not available, use water which has the
required properties. For the water properties see this publication, "General Coolant Information."

Note: Thoroughly mix the concentrated Cat DEAC and the recommended water prior to filling the cooling
system.

Supplemental Coolant Additive

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The use of SCA (supplemental coolant additive) helps to prevent the following conditions from occurring:

Corrosion

Formation of mineral deposits

Cavitation erosion of the cylinder liners

Foaming of the coolant

Cat DEAC is formulated with the correct level of Cat SCA. When the cooling system is initially filled with
Cat DEAC, adding more Cat SCA is not necessary until the concentration of Cat SCA has been depleted.
To ensure that the correct amount of Cat SCA is in the cooling system, the concentration of Cat SCA must
be tested on a scheduled basis. Refer to the specific engine Operation and Maintenance Manual,
"Maintenance Interval Schedule" (Maintenance Section).

Cat SCA maintenance elements and containers of Cat SCA are available in several sizes. See page 18 for
available quantities and part numbers.

Note: Do not exceed 6 percent maximum concentration of SCA.

Conventional Coolant/Antifreeze Cooling System Maintenance

NOTICE

Never operate an engine without water temperature regulators in the

cooling system. Water temperature regulators help to maintain the
engine coolant at the proper operating temperature. Cooling system
problems can develop without water temperature regulators.

Check the coolant/antifreeze (glycol concentration) in order to ensure adequate protection against boiling
or freezing. Caterpillar recommends the use of a refractometer for checking the glycol concentration. Use
the Coolant/Battery Tester/Refractometer (245-5829). The tester gives readings in both degrees Celsius
and degrees Fahrenheit that are immediate and accurate. The tester can be used with ethylene or with
propylene glycol.

Caterpillar engine cooling systems should be tested at 250 hour intervals or at the PM level 1 intervals for
the concentration of Supplemental Coolant Additive (SCA). SCA test kits are available from your Cat
dealer. Test the concentration of SCA or submit a coolant sample to your Cat dealer at 250 hour intervals
or at the intervals for PM Level 1. Refer to this publication "S·O·S Services Coolant Analysis" for more
information on this topic.

Additions of SCA are based on the results of the test or based on the results of the coolant analysis. An
SCA that is liquid or a maintenance element for an SCA (if equipped) may be needed at 250 hour intervals
or at the intervals for PM Level 1.

Figure 23 lists the amount of Cat SCA that is needed at the initial fill in order to treat coolant/antifreeze.
These amounts of Cat SCA are for systems that use heavy-duty coolant/antifreeze.

Figure 23 also lists additions of supplemental coolant additive for liquid and for maintenance elements at
250 hour intervals or at the intervals for PM Level 1. The additions are required for Cat DEAC and for
commercial coolant/antifreezes.

Note: Conventional heavy-duty coolant/antifreeze of all types REQUIRE periodic additions of SCA.

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Table 9
Caterpillar SCA Requirements for Heavy-Duty Coolant

Cooling System Caterpillar Liquid SCA

Spin-on Element at 250 Service
Capacity in L (US 250 Service Hour or
Initial Hour or Intervals for PM Level 1
Gal) Intervals for PM Level
Fill (1)
1 (2)

0.95 L (32 111-2370 (3)

22 to 30 (6 or 8 ) 0.24 L (8 fl oz)
fl oz)

31 to 38 L (9 to 10 US 1.18 L (40 111-2369

0.36 L (12 fl oz)
gal) fl oz)

39 to 49 L (11 to 13 1.42 L (48 111-2369

0.36 L (12 fl oz)
US gal) fl oz)

50 to 64 L (14 to 17 1.90 L (64 9N-3368

0.47 L (16 fl oz)
US gal) fl oz)

65 to 83 L (18 to 22 2.37 L (80 111-2371

0.60 L (20 fl oz)
US gal) fl oz)

84 to 114 L (23 to 30 3.32 L (112 9N-3718

0.95 L (32 fl oz)
US gal) fl oz)

two units
115 to 163 L (31 to 43 4.75 L (160
1.18 L (40 fl oz) 111-2371
US gal) fl oz)

two units
164 to 242 L (44 to 7.20 L (256
1.90 L (64 fl oz) 9N-3718
64 US gal) fl oz)
(1) When the coolant system is first filled, the SCA is not required with Cat DEAC or fully formulated coolants that meet the
"ASTM D6210-04" specification.
(2) Do not exceed the 6 percent maximum concentration. Check the concentration of SCA with an SCA test kit, or check the
concentration of SCA with Cat SOS Coolant Analysis.
(3) Do not use the maintenance element for the SCA and the liquid for the SCA at the time.

Fig: 23: Caterpillar SCA Requirements for Heavy-Duty Coolant.

Note: Specific engine applications may require maintenance practices to be periodically evaluated in order
to maintain the engine cooling system properly. Refer to Figure 23 and Figure 24 for part numbers and for
quantities of SCA maintenance elements and liquid SCA.

Table 10
Caterpillar Liquid SCA (1)

Part Number Size of Container

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6V-3542
0.24 L (8 oz)

8T-1589
0.47 L (16 oz)

3P-2044
0.94 L (32 oz)

217-0616
1 L (34 oz)

237-7673
5 L (1.3 US gal)

8C-3680
19 L (5 US gal)

217-0617
20 L (5.3 US gal)

5P-2907
208 L (55 US gal)

217-0618
208 L (55 US gal)
(1) The availability of part numbers will vary from one region to another region.

Fig: 24: Caterpillar Liquid SCA container sizes.

Cooling Systems with Larger Capacities

Adding the Supplemental Coolant Additive to Conventional Coolant/Antifreeze at the Initial Fill

Note: When the coolant system is first filled, the SCA is not required with Cat DEAC or fully formulated
coolants that meet the "ASTM D6210-04" specification.

Note: Do not exceed 6 percent maximum concentration. Check the concentration of SCA with an SCA
test kit, or check the concentration of SCA with CAT S·O·S coolant analysis.

Commercial heavy-duty coolant/antifreeze that meets only the "ASTM D4985" specification WILL
require adding supplemental coolant additive at the initial fill. Read the label or the instructions that are
provided by the manufacturer of the commercial heavy-duty coolant/antifreeze.

Use the equation that is in Figure 25 to determine the amount of Cat SCA that is required when the cooling
system is initially filled with fluids that meet the following specification: "ASTM D4985"

Table 11
Equation for Adding the Cat SCA to Conventional Coolant/Antifreeze at Initial Fill

V × 0.045 = X
V is the total volume of the cooling system
X is the amount of Cat SCA that is required

Fig. 25: Equation for Adding the Cat SCA at Initial Fill.

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Table 12
Example of the Equation for Adding the Cat SCA to Conventional Coolant/Antifreeze at Initial
Fill

Total Volume of the Cooling Multiplication Factor Amount of Cat SCA that is
System (V) Required (X)

× 0.045
946 L (250 US gal) 43 L (11 US gal)

Fig. 26: Example of Equation for adding CAT SCA at Initial Fill

Adding the supplemental coolant additive to Conventional Coolant/Antifreeze for Maintenance

Heavy-duty coolant/antifreeze of all types REQUIRE periodic additions of a supplemental coolant

additive.

Test the coolant/antifreeze periodically for the concentration of supplemental coolant additive. For the
interval, see the Operation and Maintenance Manual, Maintenance Interval Schedule for your engine.
Supplemental coolant additive test kits are available from your Cat dealer. Test the concentration of
supplemental coolant additive or submit a coolant sample to your Cat dealer. Refer to "S·O·S Services
Coolant Analysis" in this publication.

Additions of supplemental coolant additive are based on the results of the test or based on the results of
the coolant analysis. The size of the cooling system determines the amount of supplemental coolant
additive that is needed.

Use the equation that is in Figure 27 to determine the amount of Cat SCA that is required, if necessary.

Table 13
Equation for Adding the Cat SCA to Conventional Coolant/Antifreeze for Maintenance

V × 0.014 = X
V is the total volume of the cooling system
X is the amount of Cat SCA that is required

Fig. 27: Equation for Adding the Cat SCA for Maintenance

Figure 28 is an example for using the equation that is in Figure 27.

Note: Specific engine applications may require maintenance practices to be periodically evaluated in order
to maintain the engine cooling system properly.

Figure 24 lists part numbers and the sizes of containers for Cat SCA that is available from your Cat dealer

Table 14
Example of the Equation for Adding the Cat SCA to Conventional Coolant/Antifreeze for
Maintenance

Total Volume of the Cooling Multiplication Factor Amount of Cat SCA that is
System (V) Required (X)

× 0.014
946 L (250 US gal) 13 L (4 US gal)

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Fig. 28: Example of the Equation for Adding the Cat SCA for Maintenance.

Cleaning of Heavy-Duty Coolant/Antifreeze Systems

Before Caterpillars supplemental coolant additive can be effective, the cooling system must be free from
rust, scale, and other deposits. Preventive cleaning helps avoid downtime caused by expensive out-of-
service cleaning required for dirty and neglected cooling systems.

Caterpillar Cooling System Cleaner - Standard:

Dissolves or depresses mineral scale, corrosion products, light oil contamination, and sludge.

Cleans the cooling system after used coolant is drained or before the cooling system is filled with
new coolant.

Cleans the cooling system whenever the coolant is contaminated or whenever the coolant is
foaming.

Cleans engine while still in service.

Reduces downtime and cleaning costs.

Avoid costly repairs from pitting and other internal problems caused by improper cooling system
maintenance.

Can be used with glycol-based antifreeze.

For the recommended service interval, refer to the Operation and Maintenance Manual,
"Maintenance Interval Schedule" for your engine.

Caterpillar Cooling System Cleaner - Standard is designed to clean the system of harmful scale and
corrosion without taking the engine out of service. The cleaners, both "Standard" and "Quick Flush," can
be used in all Caterpillar Engine cooling systems. Contact your Cat dealer for part numbers.

Note: These cleaners must not be used in systems that have been neglected or have heavy scale buildup.
These systems require a stronger commercial solvent available from local distributors.

Follow label directions for proper usage.

Commercial Heavy-Duty Coolant/Antifreeze and Supplemental Coolant Additive

If Cat DEAC is not used, select a coolant/antifreeze with low silicate content for heavy-duty applications
that meets "ASTM D6210" or "ASTM D4985" specifications.

When a heavy-duty coolant/antifreeze is used, treat the cooling system with three to six per cent Cat SCA
by volume. Maintain a concentration level of SCA in the cooling system that is between 3 percent and 6
percent. For more information refer to, in this publication, "Conventional Coolant/Antifreeze Cooling
System Maintenance" topic.

If Cat SCA is not used, select a commercial supplemental coolant additive. The commercial supplemental
coolant additive must provide a minimum of 1400 mg/L or 1400 ppm (82 grains/US gal) of nitrites in the
final coolant mixture.

Maintain a concentration level of nitrates in the cooling system that is between 1200 ppm (70 grains/US
gal) and 2400 ppm (140 grains/US gal).

Coolant/antifreeze for heavy-duty applications that meet only the "ASTM D4985" specification WILL

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require treatment with supplemental coolant additive at the initial fill. These coolants WILL require
treatment with supplemental coolant additive on a maintenance basis.

Coolant/antifreezes for heavy-duty applications that meet the "ASTM D6210" specification do not require
treatment with supplemental coolant additive at the initial fill. Treatment with supplemental coolant
additive WILL be required on a maintenance basis.

When concentrated coolant/antifreeze is mixed, Caterpillar recommends mixing the concentrate with
distilled water or with deionized water. If distilled water or deionized water is not available, water which
has the required properties may be used. For the water properties, see, in this publication, "General
Coolant Information" topic.

Water and Supplemental Coolant Additive

NOTICE

All Caterpillar diesel engines equipped with air-to-air aftercooling

(ATAAC) require a minimum of 30 percent glycol to prevent water
pump cavitation.

Note: Caterpillar recommends a minimum of 30 percent glycol in diesel engine cooling systems. Refer to
engine-specific Operation and Maintenance Manuals for exceptions.

NOTICE

Never use water alone without Supplemental Coolant Additives (SCA).

Water alone is corrosive at engine operating temperatures. Water
alone does not provide adequate protection against boiling or freezing.

In engine cooling systems that use water alone, Caterpillar recommends the use of Cat SCA. Cat SCA
helps to prevent the following conditions from occurring:

Corrosion

Formation of mineral deposits

Cavitation erosion of the cylinder liner

Foaming of the coolant

If Cat SCA is not used, select a commercial supplemental coolant additive. The commercial supplemental
coolant additive must provide a minimum of 2400 mg/L or 2400 ppm (140 grains/US gal) of nitrites in the
final coolant mixture.

The quality of the water is an important factor in this type of cooling system. Distilled water or deionized
water is recommended for use in cooling systems. If distilled water or deionized water is not available, use
the recommended water properties in this publication. Refer to "General Coolant Information" for water
that meets the minimum requirement.

A cooling system that uses a mixture of supplemental coolant additive and water only needs more

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supplemental coolant additive than a cooling system that uses a mixture of glycol and water. The
supplemental coolant additive concentration in a cooling system that uses supplemental coolant additive
and water should be 6 to 8 percent by volume. Refer to Figure 29 for the amount of supplemental coolant
additive that is required for various capacities of the cooling system.

Refer to Figure 30 for part numbers and for container sizes of SCA.

Table 15
Caterpillar SCA Requirements for Cat SCA and Water Cooling Systems

Cooling System Capacity Cat SCA at Initial Fill Cat SCA at 250 Hours (1)

22 to 30 L (6 to 8 US gal) 1.75 L (64 fl oz) 0.44 L (15 fl oz)

31 to 38 L (9 to 10 US gal) 2.30 L (80 fl oz) 0.57 L (20 fl oz)

39 to 49 L (11 to 13 US gal) 3.00 L (100 fl oz) 0.75 L (25 fl oz)

50 to 64 L (14 to 17 US gal) 3.90 L (128 fl oz) 0.95 L (32 fl oz)

65 to 83 L (18 to 22 US ga) 5.00 L (168 fl oz) 1.25 L (42 fl oz)

84 to 110 L (23 to 29 US ga) 6.60 L (224 fl oz) 1.65 L (56 fl oz)

111 to 145 L (30 to 38 US ga) 8.75 L (296 fl oz) 2.19 L (296 fl oz)

146 to 190 L (39 to 50 US ga) 11.50 L (392 fl oz) 2.88 L (89 fl oz)

191 to 250 L (51 to 66 US ga) 15.00 L (512 fl oz) 3.75 L (128 fl oz)
(1) Do not exceed the 8 percent maximum concentration. Check the concentration o Cat SCA with a test kit for supplemental
coolant additive of perform an SOS Coolant Analysis.

Table 16
Caterpillar Liquid SCA (1)

Part Number Size of Container

6V-3542
0.24 L (8 oz)

8T-1589
0.47 L (16 oz)

3P-2044
0.94 L (32 oz)

217-0616
1 L (34 oz)

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237-7673
5 L (1.3 US gal)

8C-3680
19 L (5 US gal)

217-0617
20 L (5.3 US gal)

5P-2907
208 L (55 US gal)

217-0618
208 L (55 US gal)
(1) The availability of part numbers will vary from one region to another region.

Fig. 30: Caterpillar Liquid SCA Container Sizes.

Maintain the Cat SCA in the same way as you would maintain a cooling system that uses heavy-duty
coolant/antifreeze. Adjust the maintenance for the amount of Cat SCA additions. See Figure 29 for the
amount of Cat SCA that is required.

Cooling Systems with Larger Capacities

Adding the Cat SCA to Water at the Initial Fill

Use the equation that is in Figure 31 to determine the amount of Cat SCA that is required at the initial fill.
This equation is for a mixture of only Cat SCA and water.

Table 17
Equation for Adding the Cat SCA to Water at Initial Fill

V × 0.07 = X
V is the total volume of the cooling system.
X is the amount of CAT SCA that is required

Fig. 31: Equation for CAT SCA at the Initial Fill

Figure 32 is an example for using the equation that is in Figure 31.

Table 18
Example of the Equation for Adding Cat SCA to Water at the Initial Fill

Total Volume of the Cooling Multiplication Factor Amount of Cat SCA that is
System (V) Required (X)

× 0.07
946 L (250 US gal) 66 L (18 US gal)

Adding the Cat SCA to Water for Maintenance

For the recommended service interval, refer to the Operation and Maintenance Manual, "Maintenance
Interval Schedule" for your engine.

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Submit a coolant sample to your Cat dealer. See, in this publication, S·O·S Services Coolant Analysis.

Additions of Cat SCA are based on the results of the coolant analysis. The size of the cooling system
determines the amount of Cat SCA that is required.

Use the equation that is in Figure 33 to determine the amount of Cat SCA that is required for maintenance,
if necessary:

Table 19
Equation for Adding the Cat SCA to Water for Maintenance

V × 0.023 = X
V is the total volume of the cooling system.
X is the amount of CAT SCA that is required

Equation for adding Cat SCA to Water for Maintenance.

Figure 34 is an example for using the equation that is in Figure 33.

Table 20
Example of the Equation for Adding Cat SCA to Water at the Initial Fill

Total Volume of the Cooling Multiplication Factor Amount of Cat SCA that is
System (V) Required (X)

× 0.023
946 L (250 US gal) 22 L (6 US gal)

Fig. 34: Example of the Equation for adding Cat SCA to Water for Maintenance.

Specific engine applications may require maintenance practices to be periodically evaluated in order to
maintain the engine cooling system properly.

Figure 30 lists part numbers and the sizes of containers for Cat SCA that are available from your Cat
dealer.

S·O·S Service Coolant Analysis

Testing the engine coolant is important to ensure that the engine is protected from internal cavitation and
corrosion. The analysis also tests the ability of the coolant to protect the engine from boiling and freezing.
S·O·S coolant analysis can be done at your Cat dealer. Caterpillar S·O·S coolant analysis is the best way to
monitor the condition of your coolant and your cooling system. S·O·S coolant analysis is a program based
on periodic samples.

NOTICE

Do not use the same vacuum sampling pump for extracting oil samples
that is used for extracting coolant samples.

A small residue of either type sample may remain in the pump and may
cause a false positive analysis for the sample being taken.

Always use a designated pump for oil sampling and a designated pump

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for coolant sampling.

Failure to do so may cause a false analysis which could lead to

customer and dealer concerns.

New, Refilled, and Converted Systems

Perform an S·O·S coolant analysis (Level 2) at the following maintenance intervals.

Every Year

Initial 500 service hours

Perform this analysis at the interval that occurs first for new systems, for refilled systems, or for converted
systems that use Cat ELC or use Cat DEAC. This 500 hour check will also check for any residual cleaner
that may have contaminated the system.

Recommended Interval for S·O·S Coolant Sampling

Table 21
Recommended Interval

Type of Coolant Level 1 Level 2

CAT DEAC Every 250 hours (1) Yearly (1) (2)

CAT ELC Optional (2) Yearly (2)

(1) This interval is the recommended coolant sampling interval for all conventional heavy-duty coolant/antifreeze. This interval
is also the recommended coolant sampling interval for commercial coolants that meet Cat EC-1 (EngineCoolant
specifications - 1.
(2) The Level 2 Coolant Analysis should be performed sooner if a problem is suspected or identified.

Recommended Interval for S·O·S Coolant Sampling

Note: Check the SCA (Supplemental Coolant Additive) of the conventional coolant at every oil change or
at every 250 hours. Perform this check at the interval that occurs first.

S·O·S Coolant Analysis (Level 1)

A coolant analysis (Level 1) is a test of the properties of the coolant.

The following properties of the coolant are tested:

Glycol concentration for freeze protection and boil protection

Ability to protect from erosion and corrosion

pH

Conductivity

Visual analysis

Odor analysis

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Water hardness

The results are reported, and appropriate recommendations are made.

S·O·S Coolant Analysis (Level 2)

A coolant analysis (Level 2) is a comprehensive chemical evaluation of the coolant. This analysis is also a
check of the overall condition of the inside of the cooling system.

The S·O·S coolant analysis has the following features:

Full coolant analysis (Level 1)

Identification of the source of metal corrosion and of contaminants

Identification of buildup of the impurities that cause corrosion

Identification of buildup of the impurities that cause scaling

Determination of the possibility of electrolysis within the cooling system of the engine

The results are reported, and appropriate recommendations are made.

For more information on S·O·S coolant analysis, consult your Cat dealer.

Caterpillar Conditioner Elements

Note: Do NOT use SCA precharge or SCA maintenance elements with Cat ELC. Do NOT use liquid SCA
with Cat ELC.

When using Cat DEAC, no precharge elements are required. Caterpillar DEAC contains the necessary
amount of supplemental coolant additives at initial fill. However, maintenance elements are still available.
Using the wrong size element can result in overconcentration of additives.

Supplemental coolant additive maintenance element assemblies are also available from Caterpillar for use
instead of liquid coolant additives in some applications. Element assemblies are in a dried state. The
contents of these element assemblies dissolve into the coolant when the coolant passes through the
element. Use precharge elements at original fill, and use other elements as maintenance items at specific
service intervals. Elements can be identified by part number or element length. In marine applications,
Caterpillar recommends using a liquid supplemental coolant additive.

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Illustration 15 g02142906

Supplemental Coolant Additive Element Assembly.

At original fill, precharge elements can be used with commercial coolants that meet only the "ASTM
D4985" specifications for heavy-duty coolants that require a precharge with SCA. The precharge
establishes a protection level between a minimum of 0.030 L per 3.8 L (1.0 oz per gal) and a maximum of
0.059 L per 3.8 L (2.0 oz per gal). Use precharge elements only at original fill or after the system has been
drained and refilled.

Precharge elements are necessary at original fill and after the system has been drained and refilled because
maintenance elements do not supply sufficient amounts of coolant additives. If the cooling system lacks
the necessary concentration of coolant additives, some surfaces have protection against corrosion and
pitting at the expense of other surfaces.

Table 22
Supplement Coolant Additive Elements By Capacity

Cooling System
Initial (1) Precharge Qty 250 Hour Maintenance Qty
Capacity
Element Element
liter (gal)

112-0926 1 111-2370 1
22-30 (6-8)

111-2373 1 111-2369 1
31-38 (9-10)

9N-6123 1 111-2369 1
39-49 (11-13)

9N-3366 1 9N-3368 1
50-64 (14-17)

9N-3367 1 111-2371 1
65-83 (18-22)

9N-3367 1 9N-3718 1
84-114 (23-30)

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117-163 (31-43) 9N-3367 2 111-2371 2

1W-5518 1 111-2371 2
117-163 (31-43)

9N-3367 2 9N-3718 2
166-242 (44-64)
(1) When using Caterpillar Antifreeze, no precharge elements are required

Fig. 37: Supplemental Coolant Additive Elements by Capacity.

Note: One 9N-3668 base assembly is required for all capacities listed, except for 117-163 L (31- 43 gal)
and 166-242 L (44-64 gal). The 117-163 L (31- 43 gal) and 166-242 L (44-64 gal) capacities require two
base assemblies. Also, all capacities require two 9N-3666 Valve Assemblies.

A 3% to 6% concentration of liquid supplemental coolant additive is required during the original fill of the
cooling system mixture. This initial concentration of supplemental additive is vital. If the concentration of
additive is too high, insoluble salts form and can cause wear on water pump seal surfaces. Engine damage
can also result when the concentration of supplemental coolant additive or antifreeze exceeds
recommended levels,

Note: Higher aluminum content engines require silicates to protect aluminum surfaces. Supplemental
coolant additive used on these engines must pass the following tests:

ASTM D1384 - Glassware corrosion test

ASTM D2809 - Cavitation Erosion Of Aluminum ASTM D4340 - Hot Surface Corrosion Of
Aluminum

ASTM D4340 - Hot Surface Corrosion Of Aluminum

In addition, the additives must control cast iron cylinder liner and block pitting, and cavitation erosion.

Illustration 16 g02142925

Water Pump Seal Deterioration

Over a period, the concentration of coolant additives is depleted. This depletion occurs because additives

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deplete during the coating of metal surfaces, and from continuously neutralizing acids that form in the
system. Therefore, to maintain constant protection, it is necessary to replenish the additive concentration
periodically. Either replace the initial precharge element with the maintenance element or add 0.47 L (1 pt)
of additive for every 75.8 L (20 U.S. gal) of coolant at recommended intervals.

Normal recommended intervals are 16,000 to 19,000 km (10,000 to 12,000 mi.), or at 250 Service Meter
Hours. Follow container instructions for the correct concentration

Table 23
Supplemental Coolant Additive Precharge Element Assemblies Available from Caterpillar

Part No. Description Amount of Additive Length of Element

9N-3366 Precharge Element

453 g (16 oz) 175 mm (6.9 inch)

9N-3367 Precharge Element

906 g (32 oz) 201 mm (7.9 inch)

9N-6123 Precharge Element

340 g (12 oz) 175 mm (6.9 inch)

1W-5518 Precharge Element

907 g (32 oz) 263 mm (10.4 inch)

111-2371 Precharge Element

141 g (5 0z) 133 mm (5.25 inch)

111-2373 Precharge Element

280 g (10 oz) 175 mm (6.9 inch)

112-0926 Precharge Element

227 g (8 oz) 175 mm (6.9 inch)

Table 24
Supplemental Coolant Additive Maintenance Element Assemblies Available from Caterpillar

Part No. Description Amount of Additive Length of Element

9N-3366 Maintenance Element

113 g (4 oz) 133 mm (5.25 inch)

9N-3718 Maintenance Element

226 g (8 oz) 175 mm (6.9 inch)

111-2369 Maintenance Element

85 g (3 oz) 133 mm (5.25 inch)

111-2370 Maintenance Element

57 g (2 oz) 133 mm (5.25 inch)

Coolant Additives and Element Assemblies Chart

Note: Soluble oil must not be used as a supplemental coolant additive in Caterpillar engines. Soluble oil
damages the radiator hoses and certain engine seals. Also, soluble oil does not lubricate pump bearings or
protect engine parts from damage caused by cavitation erosion.

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Functional Effects
Without careful selection and maintenance of coolant, certain functional effects can cause problems in the
cooling system. Coolant mixtures must be formulated to minimize the possibility of problems like:

pitting and cavitation-erosion

rust

acidity

alkalinity imbalance

galvanic and electrolytic corrosion

scale and deposit formation

aeration

Using acceptable water and correct additives helps prevent these functional effects.

Illustration 17 g02142933

Cylinder liner walls with heavy external scale may have areas that are free of scale and are experiencing cavitation-erosion
induced pitting corrosion.

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Illustration 18 g02142934

Careful examination of what appears to be small surface pits in Fig. 37 will reveal large underlying holes in the liner wall. This
issue is called concentration cell pitting corrosion.

Illustration 19 g02142935

Rust and scale deposits, due to the absence of supplemental coolant additive, caused temperature regulators to fail.

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Illustration 20 g02142936

Corrosion on a water pump passage due to lack of supplemental coolant additive in the cooling system.

Note: CAT ELC does not require treatment with SCA in order to provide cooling system protection.

Conventional coolants DO require periodic additions of SCA to maintain cooling system protection

Corrosion is a chemical or electrochemical action that gradually wears away metal surfaces in the cooling
system. In some instances, corrosion can eventually destroy an engine. All cooling system components
need protection from corrosion. Supplemental coolant additives are used to protect metal surfaces. The
additives coat these surfaces and prevent the formation of scale, rust, and cavitation erosion.

Types of cooling system corrosion are pitting and cavitation erosion, rust, acidity-alkalinity imbalance
caused erosion, and galvanic and electrolytic corrosion. Other functional effects of coolants with no, or
low, levels of supplemental coolant additives are aeration and the formation of scale and deposits.

Pitting and Cavitation-Erosion

Electrical current flow in a localized area is one of the causes of pitting corrosion. Pitting is the most
damaging type of corrosion. After pitting has progressed for any appreciable length of time, there is no
practical way to stop pitting before perforation takes place. Because 1 A of current flowing for 30 hours
removes 1 oz of iron, current flow concentrated on a small area is destructive. Therefore, prevention is the
best policy.

Erosion-corrosion is a combination of mechanical and chemical or electrochemical action that causes

corrosion. Cavitation is a particular type of erosion-corrosion and a common cause of cylinder wall pitting.

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Illustration 21 g02142940

Example of cylinder wall cavitation-erosion

Illustration 22 g02142941

Example of cylinder wall cavitation-erosion.

Cavitation of the cylinder wall begins when air bubbles remove the protective oxide film from the cylinder
wall. Flexing of the cylinder wall after the fuel mixture explodes in the combustion chamber causes
cylinder wall vibration and creates air bubbles in the coolant. Concentration of air bubbles increases when
cooling system pressure is low or when the system leaks. Also, increased vibration amplifies the quantity
of air bubbles. Vibration multiplies when the engine is run cold, because of increased piston-to-cylinder
clearance. Vibration also multiplies when the engine is lugged.

These air bubbles form on the outside of the cylinder wall (perpendicular to the wrist pin) and then
explode inward (implode). When air bubbles continue to implode, sufficient energy is released to attack
the cylinder wall physically and remove the oxide film.

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Illustration 23 g02143110

Progression of cavitation and pitting on cylinder wall.

Corrosion and pitting then take place at a high rate.

Eventually, a pit can become deep enough to break through the cylinder wall and allow coolant to leak into
the cylinder. This coolant leak contaminates the lubricating oil.

Illustration 24 g02143112

Eventually, a pit can penetrate the cylinder wall and allow coolant to leak into the cylinder.

Supplemental coolant additives coat metal surfaces and control cavitation-erosion and pitting.
Unfortunately, small particles or ferrous scale often shield the surfaces underneath from the protective
action of coolant additives. If this condition persists, pits can form. Keeping your cooling system clean,
along with regularly replenishing your coolant additives, helps prevent pitting. However, if coolant
additives are not added at the proper intervals and in correct quantities (see page 24), cavitation erosion
and pitting intensifies. Eventually, coolant can penetrate the cylinder wall. This penetration can cause
major engine damage.

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Cat SCA helps prevent pitting when the system is filled with either Cat DEAC or commercial heavy-duty
coolant/antifreeze that contains a minimum of 1200 ppm Nitrite.

Cat ELC does not require the addition of Caterpillar supplemental coolant additives. Do not use
supplemental coolant additives with Cat ELC.

Illustration 25 g02143114

Effects of improperly treated cooling system.

Illustration 26 g02143115

Corrosion/erosion of aluminum material.

3406 Water Pump Adapter

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Illustration 27 g02143117

Rust deposits on outside of cylinder wall surface.

Illustration 28 g02143119

Rusting inside water pump.

Rust

Rust is caused by oxidation within the cooling system. Heat and moist air accelerate this process. Rusting
leaves residual scale deposits that can clog the cooling system. This causes accelerated wear and reduces
the efficiency of heat transfer.

Cat SCA helps prevent rust in cooling system passages.

Acidity-Alkalinity Imbalance

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A coolant mixture acidity-alkalinity content is measured by the pH level. The pH level, ranging from 1 to
14, indicates the degree of acidity or alkalinity and the corrosive element of the coolant. For best results,
the cooling system pH level should be maintained between 8.5 and 10.5. When the pH level is above 11.0,
the coolant attacks aluminum and copper, or non-ferrous materials. When the pH level is below 7.0, the
coolant becomes acidic and attacks ferrous materials. When the pH level is below 7.0, or above 11.0, the
coolant mixture is unsuitable.

Illustration 29 g02143120

pH scale for coolant mixture.

Supplemental coolant additives used in the coolant mixture must contain buffering agents to maintain the
pH level properly and to neutralize acids produced by blow-by gases.

Galvanic and Electrolytic Corrosion

Electrical current flowing through coolant between different metals causes galvanic corrosion. The coolant
acts as an electrical conductor between metals that are coupled together. An electromotive force or a
potential voltage that exists between the two dissimilar metals allows current to flow. Galvanic corrosion
occurs on the least resistant metal.

In marine applications where sea water is highly conductive, sacrificial material (rods) are placed in
seawater flow passages to absorb current flow. Typically, this wear material is either magnesium or zinc.
Rods must be inspected regularly and replaced when necessary. Caterpillar recommends inspecting rods
every 50 hours until a wear rate is established.

In truck, earthmoving, and other non-marine applications, if galvanic corrosion occurs, immediately drain,
flush, and refill the coolant mixture. The source of voltage must be determined to prevent continued
corrosion.

Corrosion can also occur when the source of current flow through the coolant is external. To help prevent
this electrolytic corrosion, electrical systems must be designed so that no continuous electrical potential is
imposed upon any cooling system components. Despite coolant mixture quality, the presence of an
electrical potential can cause materials in the cooling system to be damaged by electrolytic corrosion.

Soundness of ground connections should be checked with a volt/ohm meter. Typically, measured resistance
between an electrical component on the engine and battery negative should be less than 0.3 ohms. All
grounds should be tight and free of corrosion.

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Aluminum material parts are susceptible to electrolytic corrosion. Aluminum requires only about one-half
the electrical potential as iron to produce the same damaging effect. With the aluminum components of
newer engines, greater care is required to ensure proper grounding to prevent electrical potential
differences.

Troubleshooting these types of corrosion is complicated. The source of electrical current must be located.
Common sources of stray current are improper grounding of electrical components or corroded ground
strap connections.

Scale and Deposit Formation

The general characteristics of water - including pH level, calcium and magnesium hardness, total hardness,
and temperature determine scale and deposit formation. Use of supplemental coolant additive is a major
factor in preventing scale and deposit formation. Common scale deposits in a cooling system include:

calcium carbonate

calcium sulfate

iron

copper

silica

lead

Illustration 30 g02143201

Rust deposits on water pump impeller caused by lack of supplemental coolant additive.

Scale and deposit formations are detrimental to the cooling system because the scale and deposits act as
insulators and barriers to heat transfer. Thus, scale and deposit formations reduce the cooling system
efficiency. Only 1.6MM (1/16") of scale has the same insulating potential as approximately 101 mm (4") of
cast iron. This thin scale deposit can reduce heat transfer by 40%. In many cases, severe damage to the
engine results.

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Eliminating poor water characteristics is impossible. However, water must be pretreated to meet the
manufacturer specifications for the cooling system. (See page 15).

Used in proper concentration, Cat SCA helps prevent the formation of scale and deposits.

Aeration

Air leakage into the cooling system often results in coolant foaming. Foaming promotes pitting, particularly
around water pump impellers. Pitting and corrosion increase significantly when exhaust gases enter the
cooling system, introducing bubbles, foam, and acid forming compounds.

To help prevent such problems, foam suppressant additives must be added to the coolant mixture. Cat SCA
contains de-foaming agents and helps prevent the formation of air bubbles.

Coolant-Related Failures
Because of the cooling systems vital function in regulating temperature, coolant-related problems, such as
corrosion or aeration in the cooling system, can ultimately lead to failure of the engine. Temperatures that
are excessively high or low lead to engine failure. Overheating typically causes cracking of cylinder heads
and cylinder blocks and seizure of pistons. Excessively low operating temperatures lead to other types of
problems such as sludge formation and carbon build-up.

Overheating can be traced to many different sources:

slow hydraulically driven fan

low coolant level

plugged radiator core

broken or leaking coolant hoses

loose fan belts

excessive engine load

failure of water pump or water temperature regulator

restriction of inlet or exhaust air flow

engine operation with no temperature regulator

cooling system (heat exchanger, cooler, or radiator) that is defective or too small

Many of these causes are related to coolant. Examples of coolant-related failure symptoms are cracked or
warped cylinder heads, cylinder block damage, piston seizure, and cold operating temperatures.

Cracked or Warped Cylinder Heads

When an engine overheats, stress in the cylinder head increases. This stress can cause the cylinder head to
become warped or cracked.

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Illustration 31 g02144414

Coolant-related overheating caused this crack in the cylinder head at the nozzle hole.

Illustration 32 g02144415

Further inspection of the crack shows extension into the valve seat area.

Cylinder Block

The cylinder block represents another potentially vulnerable area. Cavitation-erosion and excessive pitting
in the water passage around the cylinder liner can cause holes in the cylinder wall. Pitting and cavitation-
erosion often result from incorrect cooling system maintenance. These types of problems can be prevented
by properly maintaining the cooling system, which includes regular additions of Cat SCA as required.

Piston Seizure

Piston damage, in varying amounts, is typical of overheating failure. Normally, several pistons have seizure

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damage (scuffing), while the skirts of the remaining pistons are polished or have normal appearance.
Usually, more severe damage occurs on pistons in one or more of the rear cylinders.

Illustration 33 g02143215

Piston damage on this direct-injection engine resulted from improper cylinder jacket cooling. As shown by the middle piston,
seizure usually begins in the skirt area while the top land escapes damage. The piston on the right shows further progression after
skirt seizure.

Seizure damage from improper cylinder jacket cooling usually begins in the piston skirt area on direct
injected fuel system engines. On precombustion fuel system engines, piston seizure often begins at the top
land.

Cold Operating Temperatures

Overcooling can damage an engine, just as overheating can. Correct operating temperature is critical to
engine performance. Engines must reach a specific operating temperature to run efficiently and prevent
failures.

Continued engine operation at cold temperatures can result in sludge formation in the crankcase. Sludge
can gum valve lifters, valve stems, pistons, and piston rings. Also, when using fuels with high sulfur
content, sulfuric acid can form more readily and accelerate corrosion.

Cold operating temperatures can also lead to carbon buildup. Carbon buildup is a result of over-lubrication
or cold engine operation. Correct temperatures help reduce carbon deposits from forming on valves.

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Illustration 34 g02143229

Excessive carbon buildup on an intake valve. Carbon buildup can be caused by engine operating at cold temperatures.

All Caterpillar Engines are equipped with temperature regulators (thermostats) for temperature control.
Regulators can vary according to engine application. Make sure that the recommended regulator has been
installed and is operating correctly.

Service and Periodic Maintenance

Periodic Maintenance

Periodic maintenance is necessary for the cooling system to operate efficiently. The following maintenance
practices extend both cooling system and engine service life.

Note: These are general recommendations. For specific requirements, consult the engine manufacturer
owner guide.

Personal injury can result from hot coolant, steam and alkali.

At operating temperature, engine coolant is hot and under pressure.

The radiator and all lines to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.

Remove cooling system pressure cap slowly to relieve pressure only

when engine is stopped and cooling system pressure cap is cool enough
to touch with your bare hand.

Do not attempt to tighten hose connections when the coolant is hot, the
hose can come off causing burns.

Cooling System Coolant Additive contains alkali. Avoid contact with

skin and eyes.

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INITIAL FILL

1. If Cat ELC or Cat DEAC will not be used, select proper water, supplemental coolant additive, and
coolant.

2. Before the cooling system is filled, close all drain plugs.

3. Before adding to the cooling system, always premix water, supplemental coolant additive, and
coolant concentrate, or use fully formulated premixed coolant. Premixed coolants that are not fully
formulated may require a precharge of coolant additive. Consult manufacturers label.

4. Do not fill the cooling system faster than 20 L (5 gal) per minute. Air pockets can form in the
cooling system if the cooling system is filled at a faster rate. Air pockets result in an incomplete fill
and could possibly cause damaging steam.

5. After filling the cooling system, run the engine for several minutes. Leave off the radiator cap.
Next, install the radiator cap and run the engine at low idle until the coolant becomes warm.

6. Inspect coolant level in top tank. If necessary, add coolant. Examine all cooling system
components for leaks. If none are found, the engine is ready for service.

10-HOUR OR DAILY CHECK

1. Inspect the coolant level in the top tank or the overflow tank.

2. Remove foreign material and dirt from outside the radiator core (and between the panels of folded
core radiators).

50-HOUR INTERVAL

1. Perform all 10-hour maintenance.

2. Inspect zinc or magnesium rods if so equipped.

250-HOUR OR MONTHLY CHECK

1. Perform all 10-hour and 50-hour maintenance.

2. Inspect the condition and tension of all fan belts. If necessary, adjust or replace any belts.

3. Add supplemental coolant additive, or change element assemblies if so equipped.

4. Test the coolant for freeze protection.

5. Inspect the radiator or overflow tank cap gasket.

6. Inspect all hoses for leaks.

7. Inspect/check all engine grounds.

3000 HOURS OR 24 MONTHS (whichever occurs first)

1. Perform all 10, 50, and 250-hour maintenance.

2. Add Cat ELC Extender if filled with Commercial ELC.

3. Drain, clean, and refill the cooling system if filled with Cat DEAC, commercial heavy-duty
coolant/antifreeze, or supplemental coolant additive and water. (See page 63, Caterpillar Cooling

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System Cleaners.)

4..Inspect the condition of fan blades and guards. Inspect the condition of hoses and clamps. Tighten
all clamps.

5. Obtain a coolant analysis.

6000 HOURS OR 6 YEARS (whichever occurs first)

1. Perform all 10, 50, and 250-hour maintenance.

2. Add Cat ELC Extender if filled with Cat ELC. See page 20 for the amount of Cat ELC Extender
to add.

3. Drain, clean, and refill the cooling system if filled with commercial coolant that meets the
Caterpillar EC-1 specifications.

4. Inspect the condition of fan blades and guards. Inspect the condition of hoses and clamps. Tighten
all clamps.

5. Obtain a coolant analysis.

12,000 HOURS OR 6 YEARS with CAT ELC Only. (whichever occurs first)

1. Perform all 10, 50, and 250-hour maintenance.

2. Drain, clean, and refill the cooling system if filled with Cat ELC only.

3. Inspect the condition of fan blades and guards. Inspect the condition of hoses and clamps. Tighten
all clamps.

Troubleshooting Checklist

Three basic problems are typical of cooling systems:

overheating

overcooling

loss of coolant

A cooling system problem should first be diagnosed by visual inspection. If the problem cannot be
diagnosed, tools must be used to find the cause.

Caterpillar has published booklets that contain the following service information in extensive detail:

Cooling system inspection, test, and troubleshooting procedures

Overheating and overcooling problems and causes

Steps to clean and recondition cooling systems

Components that affect cooling systems

Refer to the "Reference Material" section at the back of this publication.

Troubleshooting Overheating

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Visual Inspections for Overheating

If an overheating problem is suspected, first check to see if an overheating problem actually exists.

Look for radiator clogging, low coolant level, and low fan rpm.

Check for coolant leaks or steam coming out of the overflow on the radiator when the engine is stopped.

If no problem is found after these simple visual checks, more accurate ways to check that cooling system
components are necessary.

Ensure that the coolant temperature gauge is accurate. Use a 4C6500 Digital Thermometer Group or other
temperature testing tools shown on pages 68 and 69 to check the temperature of the coolant. Most coolant
temperature gauges for pressurized cooling systems are calibrated to show overheating at approximately
108°C (226°F).

Illustration 35 g02143259

Correct coolant level in radiator

Check the level of the coolant in the radiator. Ensure that the coolant is cool first. A low coolant level can
cause overheating. A low coolant level can also be the result of overheating. If the coolant begins to boil,
the pressure relief valve in the radiator top tank or filler cap will open. The cooling system pressure
remains constant, but coolant is lost. If the level of the coolant is low, add more coolant as needed. See the
appropriate Operation and Maintenance Guide for the amount of coolant to add. If the engine overheats
again, the low coolant level was not the cause of overheating.

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Illustration 36 g02143260

Dirt in the radiator core.

Check for restrictions that can stop the flow of air through the radiator. Look for dirt in the cores,
especially outside of the fan blast area. Use a light to check for plugged areas in the core. Lower light on
one side of the radiator and visually inspect the opposite side.

Illustration 37 g02143263

Radiator with bent cooling fins.

Check for radiator fins that are bent, damaged, or show signs of leakage from the radiator. On truck
engines that have shutters on the radiator, check to see if the shutters are stuck in a closed position.

Check engine high idle speed. If necessary, adjust until the correct high idle speed is reached.

Check for correct shutter opening temperature. The relationship between the thermostat and shutter
operating temperature must be defined.

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Check fan belts and pulley grooves. Loose belts will wear at a faster rate and can cause damage to pulleys.
It is also possible for loose fan belts to slip and cause the fan to turn at a slower rate. This issue too can
cause overheating.

Make sure that there is no oil or grease on the fan belts or pulleys. Oil or grease will cause the belts to slip.
The outside diameter of a new fan belt must extend beyond the edge of the pulley a small amount. If the
fan belt is even with the outside diameter of the pulley, either the fan belt or pulley is worn. Check the
inside surface of the fan belts for cracks. Cracks on the inside surface of the fan belt will cause the belt to
break after a time. Replace fan belts in sets. A new fan belt will stretch a small amount after several days
of operation. A new fan belt and a used fan belt used together will cause excessive stress on the new fan
belt. When an adjustment is made to the belts, the new belt will tighten before the used belt and thus carry
all of the load.

Check fan speed of hydraulically driven fans. Low relief valve pressure setting or low fan pump flow can
cause slow fan speed.

Illustration 38 g02143265

Radiator Baffle

Check the fan blades for damage. Look for missing or damaged radiator baffles. The baffles prevent
recirculation of air around the sides of the radiator. A missing or damaged baffle raises the temperature of
the air that goes through the radiator.

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Illustration 39 g02143266

Fan shroud

Check the condition of the shrouds. Make sure that the shrouds are installed correctly. Also, make sure
that the rubber strips are in good condition. Fan and radiator shrouds increase the efficiency of the fan by
helping to move air through the radiator. The fan shroud must be near the outer edges of the fan blade to
prevent recirculation of air around the ends of the fan.

Check the air inlet system, If an industrial or marine engine is in a closed room and has an air inlet pipe
that provides a supply of outside air to the engine, make sure that the inlet pipe does not leak and that the
inlet pipe is properly connected to the engine. The temperature of the air in the room will rise because of
engine heat. If the inlet pipe is not connected correctly, the inlet air will be hot. Make sure that there are no
restrictions in the air cleaner, air inlet and exhaust lines, or to the flow of air through the cooling system.

Check the condition of all hoses. A collapsed hose with the engine running, is an indication that the water
pump cannot pump enough coolant because of a restriction in the radiator. If the hose is collapsed after
shutoff and cool down, the system is not vented properly to allow pressures to equalize. Check the vented
filler cap or the relief valve in older systems to assure the vacuum valve is functioning properly.

Avoid installation where the radiator is higher than the engine. Excess head pressure can cause pump seal
leaks while the engine is stopped. For instance, if the engine is in the basement and the cooling tower is on
the roof, the height differential cannot exceed 17.4 m (57feet). If the height differential exceeds 17.4 m, an
auxiliary expansion tank should be incorporated to ensure that the water pump seals and hoses do not leak.

Check for leaks around the water pump. On all engines, there is a drain hole between the coolant seal and
the bearing seal in the water pump. Without this drain hole, coolant can get into the oil if there is a failure
of the seals in the water pump. Look for signs of coolant or oil leaks at the junction of the cylinder head
and cylinder block. Leaks in this area are an indication of head gasket failure,

If no cause for overheating can be found, make these additional visual checks before cooling system tests
are made:

Check the condition of the gasket in the radiator cap. If necessary, install a new gasket or radiator cap.

Check the radiator gasket sealing surface in the cap for gouges, nicks, or grooves. This surface must be
smooth and even.

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Illustration 40 g02144418

Type of radiator cap held by studs

If the radiator cap is held in position by a stud, tighten the cap and feel for contact between the gasket and
the surface on the radiator top tank. If the stud is too long or damaged, the cap will not provide a complete
seal.

NOTICE

Do not disassemble the relief valve in the cooling system until the
radiator cap has been removed from the radiator and the pressure in
the cooling system is released. If there is pressure in the cooling system
when the relief valve is removed, steam can be released. This steam can
cause personal injury.

... Remove the relief valve and check the condition and the condition of the gasket surface for the relief
valve. If the parts are in good condition, remove any rust or scale deposits and install the relief valve back
in the top tank.

... Make sure that the fan is installed correctly. A fixed blade fan that is installed backwards can lose
approximately 50% of the fan capacity.

... Check the governor seal to see if the fuel setting was changed. Make sure that the machine is not used in
an overload condition or is not operated near the stall speed of the torque converter.

... Check for transmission and steering clutch slippage.

... Make sure that the brakes on the machine are not dragging.

... Check the retarder or BrakeSaver to see if the retarder or BrakeSaver is fully disengaged.

... Check the glycol concentration of the coolant. The glycol should not exceed 50%.

Cooling System Tests

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If the cause of overheating was not discovered during the visual inspections, cooling system tests must be
made. Before any tests are made, let the engine temperature cool and install self sealing probe adapters in
the following positions if not already installed:

1. Radiator top tank

2. Radiator bottom tank or water pump inlet

3. Water pump outlet or oil cooler inlet

4. Water temperature regulator housing

5. Torque converter oil outlet

6. Engine oil manifold or oil cooler outlet

NOTICE

Remove the radiator cap slowly to release the pressure in the cooling
system. Draining the coolant is not necessary, if the engine is allowed to
cool and probe adapters are already installed. If these steps are not
taken, hot coolant can run out or spray out and cause personal injury.

Test Water Temperature Regulators

Increase the water temperature to the opening temperature of the regulator (the opening temperature is
stamped on the regulator). After several minutes at this temperature, quickly check the regulator to see if
the regulator has cracked open. Raise the water temperature approximately 15°C (25°F) above the opening
temperature for approximately 10 minutes. Remove the regulator from the water and immediately measure
the opening dimension. If the distance is less than the specified dimension in the Service Manual, replace
the regulator.

Illustration 41 g02143293

Testing water temperature regulators

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Do not operate the engine without the water temperature regulators installed. Removing the regulators
opens the water pump bypass allowing most of the coolant to bypass the radiator, compounding any
potential overheating. In some applications, removing the regulators can be a time consuming task. In these
cases it may be easier to determine regulator opening in the engine. This procedure can be done by
measuring water temperatures and comparing differential temperatures.

Measure temperatures at the locations specified in "Cooling System Tests." The regulator is not fully open
if the radiator temperature drop is considerably higher than the engine temperature rise. The regulator is
fully open when both temperature differentials are the same. if the engine and the radiator temperature
differentials are greatly different when the engine reaches maximum temperature, it is likely the regulator
is not opening properly.

The source of the overheating problem can usually be identified by determining engine temperature rise
and radiator temperature drop during the overheating condition. Engine heat rejection and jacket water
pump flow can be obtained from the Technical Marketing Information Files (TMI).

This information can be used to calculate the proper temperature differentials at full load. If the measured
temperature differentials are much higher than calculated, a water flow problem exists. The heat transfer
capacity of the radiator (heat exchanger) is too low if the engine overheats when the temperature
differentials are correct or less than the calculated value. Any number of problems can cause low cooling
capacity. These problems could include: improper sizing (too small initial heat transfer capacity), airflow
too low, excessive glycol concentration, over loaded engine, lug operation.

Check Air Velocity

Before the air velocity is checked, put the transmission in the machine in neutral position. Put the parking
brakes "ON" and lower all equipment. Make all checks at rated speed with the radiator grill swung out of
the way.

NOTICE

Wear eye protection when working around a running engine.

Check the air velocity with a 8T2700 Blowby/Air Flow Indicator Group. Take several readings and
average the results. Care must be taken when trying to pinpoint problem areas in the radiator core. On
machines and trucks, it is normal for velocities at the center (fan hub area) and outside edges of the
radiator to be as much as five times less than the velocity at the blade sweep area of the core. This meter
not only measures air velocity but also helps pinpoint the location of any core clogging that can cause
overheating. Use Special Instruction, Form SEHS8712, as a guide for using the 8T2700 Blowby/Air Flow
Indicator Group.

Note: The air flow through commercial engine radiators is determined by the type of installation.
Radiators, with fans located remotely, may have equal air velocities across the radiator and will NOT have
higher velocity at the blade sweep area.

If the radiator core has no restrictions, check the fan speed with the 9U7400 Multitach II Tool Group. The
complete test procedure is given in Special Instruction, Form NEHS0605.

Check for Air, Gases and Steam in the Cooling System

A cooling system that is not filled to the correct level or that is not filled correctly can cause air in the
cooling system. Also, leaks in some components, such as aftercoolers and hoses, permit air to get into the
cooling system, especially on the inlet side of the water pump.

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Air in the cooling system causes foaming or aeration and affects the performance of the water pump. The
air bubbles in the system act as insulation and reduce pump flow. Coolant cannot come in contact with
different parts of the engine that have air bubbles, so "hot spots" develop on these different parts. To keep
air out of the system, fill the cooling system slowly at the original fill and make sure all suction hose
clamps are tight. Start the engine. Check the coolant level to make sure that the radiator is still full.

Combustion gas leakage into the cooling system also causes foaming or aeration. Combustion gases can get
into the cooling system through cylinder head gaskets that have internal cracks or defects. Most of the
causes can be found by a visual check but some need disassembly or a simple test.

Gas in the cooling system is one cause of overheating which can be found by a test known as the "bottle
test." For the bottle test, fill the cooling system to the correct level with coolant. Fasten a hose to the outlet
relief valve in the radiator top tank or expansion tank. Put the other end of the hose in a jar of water. See
Figure 65. Install and tighten the radiator cap. Start and run the machine at torque converter stall for 3 to 5
minutes. Make sure that the temperature of the cooling system is between 85°C (185°F) and 99°C (210°F).
This temperature can be checked by installing a thermistor probe in the regulator housing ahead of the
regulator. This process is a test for gas in the system, not steam, which can produce similar conditions if the
temperature is permitted to increase. Look at the number of bubbles in the glass jar. If an occasional
bubble is visible there is no air or combustion gases in the cooling system. However, a constant violent
flow of bubbles indicates the presence of air or combustion gases.

Loose precombustion chambers, defective precombustion chamber seals, a loose cylinder head, a cracked
liner, or a damaged head gasket will also cause combustion gases in the cooling system.

Illustration 42 g02143297

Bottle test used to check for air or combustion gases in the cooling system.

Check the Cooling System Relief Valve

The cooling system relief valve must open at the pressure level indicated in the appropriate Engine
Specification Module. To check the pressure, install a pressure gauge in the radiator top tank. Tighten the
radiator cap. Use an air pressure regulating valve or a 9S8140 Pressurizing Pump to put pressure in the
cooling system. Any additional pressure above must go past the relief valve. With the air supply turned off,
the system must hold the minimum pressure indicated in the Engine Specification Module.

Test During Machine Operation

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If the cause of overheating is not discovered by visual checks and simple cooling system tests, a
temperature measurement must be taken. Temperatures are measured at different locations on the machine
and compared to see if the temperatures are normal. The 4C6500 Thermistor Thermometer Group is used
to measure temperatures at the following locations:

Radiator top tank

Water pump outlet

Water temperature regulator housing

Torque converter oil (inlet and outlet) measured across cooler

Engine oil cooler

The temperature in the radiator top tank must be below coolant boiling point. The difference between the
temperature in the radiator top tank and the ambient air must not be more than 61°C (110°F) with the
regulator fully open, full coolant flow through the radiator, and the engine at full load. The water pump
outlet temperature must be approximately 4.5° to 11°C (8° to 20°F) below the temperature in the radiator
top tank.

NOTICE

The regulator in most machines is fully open when the water

temperature is approximately 93°C (200°F - 205°F). The regulators in
some earlier commercial engines and engines with reduced emissions
will fully open at higher water temperatures.

The cooler inlet oil temperature must not be more than 132°C (270°F). The normal temperature range for
cooler inlet oil temperature is 6° to 11°C (10° to 20°F) over the radiator top tank temperature when a
machine is operated under full load. The cooler outlet oil temperature will be 8° to 22°C (15° to 40°F)
lower than the cooler inlet oil temperature.

Measure Manifold and Aftercooler Temperatures

The temperature of the oil in the oil manifold is approximately 17°C (30°F) higher than the water
temperature at the pump outlet. If the temperature of the oil in the oil manifold is 19° to 22°C (35° to
40°F) higher than the water pump outlet temperature, then scaling may be the cause.

A dirty aftercooler will result in high inlet air temperature. For every 1° (Fahrenheit or Centigrade)
increase in inlet air temperature the exhaust temperature increases 3° (Fahrenheit or Centigrade). A dirty
aftercooler, contaminated with oil mist or corrosion, will not permit normal heat transfer. Where raw or sea
water aftercoolers leak into the engine, salt corrosion and wear of engine parts can result.

Table 25
SUMMARY OF OVERHEATING PROBLEMS AND CAUSES

Problem Possible Causes

A. External leaks caused by loose connections, radiator cap, or cooling system

relief valve with defects.
1. Low coolant level B. Internal leaks caused by cracked cylinder head, cracked cylinder block,
loose cylinder heads, damaged cooler core, damaged after cooler, damaged

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gaskets.

A. Plugged radiator core

B. Damaged or bent radiator fins.
C. Low fan speed because of low engine high idle speed.
D. Fan is damaged or installed backwards.
E. Loose or worn fan belts and
2. Reduced air flow F. Damaged fan shroud, wrong diameter fan, or incorrect number of fan
through radiator blades.
G. Incorrect fan blade position. (Fan projection out of the shroud must be
approximately 50%)
H. Excessive fan tip to shroud clearance. Should be .38" maximum clearance.
I. Closed shutter ( if equipped).
J. Fluid coupling for fan not engaged.

A. Defective pressure gauge.

3. Insufficient cooling B. Defective radiator cap.
system pressure C. Defective cooling system pressure relief valve.
D. B. Defective radiator top tank neck or stud.

A. Air in cooling system because of incorrect cooling system fill.

B. Combination gases in cooling system from loose cylinder head, cracked
cylinder head, loose or defective precombustion chamber, defective cylinder
4. Coolant overflow
head gasket, worn cylinder liner counterbore.
C. Steam in cooling system because of engine torque converter over load or
low coolant level.

A. Stuck water temperature regulator.

B. Absence of water temperature regulator.
5. Insufficient coolant
C. Low engine high idle speed.
flow
D. Loose water pump impeller.
E. Radiator plugged on inside.

A. High ambient air temperature.

B. Plugged openings in screen for engine compartment with a blower fan.
6. High inlet air
C. Disconnected inlet air pipe in engine room.
temperature or
D. Dirty aftercooler core.
restriction
F. Plugged air cleaner.
G. Damaged of carbon packed turbocharger.

A. Insufficient flow of raw water through heat exchanger.

B. Crusted over keel cooler.
7. Low heat transfer
C. Hot air for radiator caused by overheating hydraulic oil cooler.
D. Scale on cylinder liners or cylinder head.

A. Plugged air cleaner.

B. Damaged turbocharger.
8. Exhaust restriction C. Restriction in exhaust pipes.
D. Water in muffler.
E. Loose baffle in muffler.
F. Excessively long exhaust pipe.

Overheating Troubleshooting Chart

Troubleshooting Overcooling

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Engine Overcooling

Overcooling can damage an engine just as overheating can. Overcooling occurs when the normal
temperature at which the engine operates cannot be reached. This condition is most severe with the use of
high sulfur fuel. High sulfur fuel increases wear if the temperature is not over 80°C (175°F). Overcooling is
the result of coolant bypassing the water temperature regulators and flowing directly to the radiator.

Causes of Overcooling

Low ambient air temperature and light load application conditions may exist when overcooling occurs. A
defective temperature gauge can give an indication of overcooling. The gauge can be checked for accuracy
by comparing the actual temperature of the coolant in the water temperature regulator housing with the
temperature indication on the gauge. Use a 4C6500 Digital Thermometer to check the temperature of the
coolant. If necessary, install a new gauge.

The most common cause of overcooling is water temperature regulators that do not close or allow excess
coolant leakage because of a defect. It is possible for coolant to flow around a water temperature regulator
that is in good condition. This issue will give an indication of overcooling.

Check the water temperature regulator the same way you would for an overheating problem. Even if the.
regulator opens and closes correctly, check the regulator for other defects. On bonnet-type regulators that
are used in the full-flow bypass system, check the bonnets for wear grooves and dents. These issues can
prevent the regulator from sealing correctly.

Illustration 43 g02143400

Fig. 67: Bonnet-type water temperature regulator.

After the water temperature regulators have been checked thoroughly, inspect the water temperature
regulator housing. Check the counterbores that the regulators fit into. Make sure that the surfaces of the
counterbore are clean, smooth, and free of foreign material. Check the seal in the regulator housing and
check for cocking which causes coolant to flow past the regulator and seal. Some housings have a purge
hole orifice to permit coolant flow to purge air out of the cooling system when the system is filled with
coolant. Make sure that this purge hole is open. Do not enlarge this hole, this process could cause
overcooling. In some machinery, check valves are used to stop coolant flow through the purge hole when
the engine starts.

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Illustration 44 g02143619

Purge hole in water temperature regulator housing.

Some engine installations use external vent lines to vent air. Excessive vent line flow can be controlled by
adding a vent/check valve (i.e. 8N9071).

NOTICE

Do not alter highway truck vent lines on shunt type cooling systems.

Reconditioning the Cooling System

In the course of time, certain components in the cooling system will need reconditioning. The most
common reasons for reconditioning are machine operating environment, normal wear of parts, or
accidents. The following procedures and tips will assist you during reconditioning and repair of the cooling
system.

Cleaning the Outside of a Standard Radiator Core

Wear eye protection at all times when cleaning the cooling system.
Pressurized water could cause debris to be blown and result in personal
injury.

Always clean the radiator fins with the engine stopped. Failure to do so,
could result in personal injury caused by the moving fan blades.

If cleaning with air, use 205 kPa (30 psi) maximum pressure to prevent
personal injury.

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Remove the radiator grill from the machine. Find the direction of air flow from the fan. If the machine is
equipped with a blower fan, the core must be cleaned from the side opposite the fan. If the machine is
equipped with a suction fan, the core must be cleaned from the fan side of the radiator. To clean a radiator
core that uses a suction fan, the fan guards must be removed. For normal debris such as dust, leaves, small
twigs, nettles, and cotton fluff, use shop air, or a compressor with a capacity of 1.4 to 1.7 cfm (50 to 60
cfm) at a pressure of 205 kPa (30 psi) to clean the core. Hold the air nozzle approximately 6 mm (1/4 ")
from the fins. Slowly move the air nozzle from the top of the core to the bottom of the core in order to
clean the debris from between the vertically positioned tubes in the radiator core.

Illustration 45 g02143622

Cleaning the radiator core (equipped with blower fan).

The debris in a radiator core on machines equipped with a blower fan is thicker and packed more tightly
than the debris in a radiator core on machines equipped with a suction fan. If necessary, use a light bulb
behind the radiator core to see if the radiator core is clean. Use the air to check for thick areas of dirt.

Illustration 46 g02143627

Critical locations of the radiator core.

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On machines equipped with a blower fan, the thicker debris will be in area A (Figure 70) on the outside
edge of the radiator core surrounding the fan. Area B of the radiator core, which is the approximate
location of the fan, will have some debris, but the debris will not be as thick as the debris in area A. The air
velocity in area B is high. This issue will cause most of the debris to be in the second and third rows of
tubes in the radiator core. Area C of the radiator core is the approximate location of the fan hub. The air
velocity is low in this area and most of the time the area remains clean.

High-pressure water is an excellent means to clean the debris out of a radiator core.

If there is oil in the fins of the radiator core, use a steam cleaner and soap to remove the oil. Use shop air
to remove any loose debris before using the steam cleaner. Some materials like red-wood bark or shredded
paper (normally found in sanitary landfill operations) and stringy type materials can be difficult to remove.
If necessary, remove the radiator core from the machine and use shop air and a steam cleaner. Make sure
that the core is thoroughly cleaned before the core is installed in the machine.

Illustration 47 g02143629

Folded core radiator.

Although the folded core radiator looks different from a standard core radiator, the principle of cooling and
cleaning are the same. The same precautions taken with a standard radiator should be used with the folded
core radiator. For example, in a wooded application, engine enclosures should be used and kept in good
repair. For machines used in dusty applications, the radiator should be blown out at regular intervals. The
radiator is susceptible to plugging in certain applications and maintenance actions should be adjusted for
these conditions. As with the standard core, reasonable maintenance should still be practiced.

Compressed air, high-pressure water, and steam are three preferred cleaning mediums that can be used to
clean these radiator cores. For dust, leaves, and general debris, any of these methods may be used.
However, the use of compressed air is preferred. Acceptable results will be obtained by opening the front
grill and directing the cleaning medium at right angles to the front of each core face. Move the nozzle from
the middle to the upper end of each core working from the rear of the vee, and then back again to the front
of the vee. Go across the entire face of each core and then do the lower half.

After the core is cleaned, start the engine and accelerate to high idle several times, or until loosened debris
is no longer blown from the core. Stop the engine and go over the face again. Exposure time may be kept
shorter on this second pass. Restart the engine and accelerate the engine to high idle several times.

A method to increase the air velocity is to place a piece of plywood over the lower third of the radiator.

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Put the plywood in between the grill and the radiator toward the bottom of the core. Start and accelerate
the engine several times or until trash ceases to be expelled. Stop the engine and then reposition the
plywood toward the top of the core. Secure the plywood in place. Repeat the engine acceleration process.
The increased air velocities will aid in the removal of debris from between the fins. If steam or water is
used, continue running the engine until the core is hot and does not have water vapor coming off the fins.
The machine is then ready for use.

If oil, sap, or mud is encountered, a different cleaning procedure is required. Oil and sap can be cleaned
from a core by using a commercial degreaser. The degreaser must be applied to both sides of the core face,
especially in the area of visible plugging. Let the degreaser soak for a minimum of 5 minutes and then
wash the core. Use hot water under high pressure and a small amount of laundry detergent. Concentrate
the cleaning efforts on areas which were exposed to the oil or sap, working from both sides of the core. Be
sure to wash the areas on each end of each core in the area around the seal. Excess oil in this area can be
detrimental to the seals. After washing, rinse the core with hot water. Start the engine. Accelerate the
engine several times and rinse the core again. Repeat this rinse process until detergent bubbles are no
longer emitted from the fins. Continue to operate the engine until there are no water vapors coming off the
fins. Do not put the machine back to work until all water has evaporated.

Plugging by mud may be of two types: mud splatter and mud impregnation. Mud splatter may be easily
removed by shutting off the engine and spraying water on both sides of the core to soften the mud. If heat
from, the radiator causes the water to evaporate, spray the core again. Once the mud has softened, direct
the water nozzle from the fan side towards the front of the radiator. Try to keep the nozzle perpendicular to
the face of each core. Then go to the front of the radiator and spray water at each core. Keep the nozzle
pointed to the rear of the engine. This nozzle position will allow the mud to flake or peel off. After the mud
has flaked off, reposition the nozzle as in general cleaning and go across the core assemblies. When the
water from the core appears clear, the core has been cleaned. Be sure to dry the radiator as previously
described. Small patches of mud splatter and other debris may be removed with a file cleaner card, such as
a Colton's file cleaner #10.

Mud impregnation is difficult to clean on any type of radiator. For best results, remove the fan guards, fan,
and shroud. Thoroughly flush both sides with high-pressure water until the water flowing from between the
fins is clear. To check for cleanliness of the radiator core, a light behind the core can be used to check for
dirt. If dirt is visible, additional cleaning is necessary. If this method of cleaning impregnated mud does not
give good results, remove the radiator. Cap the inlet and outlet holes in the top and bottom tank and place
the radiator in a large tank of water and laundry detergent. After soaking and agitating the core in water,
rinse with hot water and blow dry. The time required for soaking is dictated by your particular problem.

Do not place folded core radiators in solvent baths that can remove paint. Folder core radiators are painted
with a special process to get full fin penetration. If the original paint is removed, the fins will corrode at an
accelerated rate.

Cleaning the Outside of a Multiple Row Module or Advanced Modular Cooling

System (AMOCS) Radiator

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Illustration 48 g02143633

AMOCS Radiator.

The Multiple Row Module and AMOCS radiator have evolved from the folded core radiator, which
replaced the standard core radiator in most equipment. The Multiple Row Module and AMOCS radiators
use individual core assemblies. However, use of these radiators greatly reduces many plugging problems
previously experienced. Since the radiators are similar to the other two types of radiators, refer to
"Cleaning the Outside of a Standard Radiator Core" and "Cleaning the Outside of a Folded Core Radiator"
for cleaning assistance.

Cleaning Inside Parts of the Cooling System

There are several ways to determine if the cooling system needs more than a mild cleaning:

1. Flow restrictions - Remove the radiator cap and see if the cooling tubes are plugged. If so, simply
using a mild cleaner will not be satisfactory.

2. Constant overheating - If the fan belt, thermostat, and water pump are functioning properly, but
the engine continues to overheat, then the cooling system may be badly plugged.

3. Water pump failure - If the water pump fails and upon inspection, heavy water contamination
damage is found in the bearing, seal, and shaft area, the cooling system probably needs a thorough
cleaning with special chemicals.

4. Visible heavy rust and green slime - If green slime (chromium hydroxide) is evident in the bottom
of the radiator cap and the coolant is so cloudy that an antifreeze tester cannot be read, the system
will need a more thorough cleaning with special solvents.

When the inside parts of the cooling system become contaminated, normal heat transfer is not possible. Oil
is a common form of contamination in cooling systems. If an oil cooler has a defect, oil can enter the
cooling system when the engine runs because the oil pressure is higher than the water pressure. When the
engine stops, water or antifreeze in the oil will settle into the oil sump because the circulation stops. Also,
water or antifreeze will continue to leak into the oil system, since cooling system pressure drops slowly. A
pressure check of the oil cooler may reveal a defect. Alternatively, oil samples may determine the presence
of antifreeze or water in the oil.

After the problem that caused contamination of the cooling system has been found, the cooling system can

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be cleaned as follows:

1. Drain all of the coolant from the cooling system.

2. Fill the cooling system with clean water.

3. Start the engine and run the engine until the thermostats open.

4. Add two cups of non-foaming soap. Automatic dishwasher soap is best. Do not use plain laundry
soap.

5. After non-foaming soap is added, run the engine for approximately 20 minutes. Check to see if the
oil is breaking up or if the water has oil patches.

6. If oil patches.are still present, add two more cups of soap and.run the engine for 10 minutes. Drain
the mixture from the cooling system.

7. Fill the cooling system again with clean water. Check the surface of the water for oil. If oil is still
present, repeat Steps 3 through 7. When the water is clear, drain and rinse the cooling system one
more time. Add coolant and conditioner.

Scale or rust in a cooling system can affect heat transfer. The scale and rust can be cleaned out of the
cooling system with a two-step type heavy-duty radiator cleaner. This cleaner consists of an oxalic acid,
which cleans the scale and rust, and a neutralizer. Two-step type heavy-duty cleaners are available from
industrial supply outlets or the cleaners can be mixed as follows:

Acid - Mix 900 g (2 lb) of sodium bisulfate (NaHS04) per 38 L (10 gal) of water (25 gm per L).

Neutralizer - Mix 225 g (1/2 lb) of sodium carbonate crystals Na2CO3 per 38 L (10 gal) of water (6 gm per
L).

The cooling system may also be cleaned with Caterpillar Cooling System Cleaners. These cleaners are
designed to clean the system of harmful scale and corrosion without taking the engine out of service. The
cleaners can be used in all Caterpillar Engines and other manufacturer cooling systems in any application.
This mild solvent must not be used in systems that have been neglected or have heavy scale buildup. These
systems require a stronger commercial solvent available from local distributors.

Caterpillars Cooling System Cleaners are available in the following size containers:

4C4609: 0.236 L (1 pt)

4C4610: 1,980 L (1 qt)

4C4611: 3.780 L (1 gal)

4C4612: 18.90 L (5 gal)

4C4613: 208 L (55 gal drum)

6V4511L 1.9 L(1 1/2 gal

Drain the cooling system completely. Refill with clean water and a 6% to 10% concentration of cleaner.
Run the engine for 1/2 hours. Then, drain the coolant and flush the system with clean water. Refill the
system with the proper amount of Cat ELC, or Cat DEAC and water. If Caterpillar Coolant is not used, the
appropriate amount of Supplemental Coolant Additive must be added too. -

Components that Affect the Cooling System

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Battery Ground Connections

Improper ground connections at the engine can cause problems In the cooling system. Make sure that all
ground connections are clean and tight.

Illustration 49 g02143640

Battery Ground.

Sea Water Inlet Screen

Marine vessels and dredges use raw water coolers. Raw water coolers must be equipped with inlet screens
to prevent debris entry. A clogged inlet screen or no inlet screen at all can result in overheating.

Oil Cooler Cores

A pressure check of the oil cooler cores can be made to detect leaks. The cooler must be removed for such
a check. Depending on the size and location of the leaks, some leaks can be repaired.

Oil flows around the tube bundles in an oil cooler core and the water flows through the tubes. If the tubes
that the water flows through become plugged, the tubes can be cleaned as shown in Figure 74. If the oil
passages in the cooler core become plugged, the oil passages cannot be cleaned.

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Illustration 50 g02143643

Cleaning the tube bundles.

Cooler cores contaminated by a system failure should be replaced. Before installing the new core, inspect
the oil filter. The oil filter will give an indication of the condition of the oil cooler core. Inspect the oil filter
as follows:

1. Check the schematic of the lubrication system to determine if oil flows through the oil filter before
the oil goes to the oil cooler core, or if oil flows through the oil cooler first and then goes to the oil
filter. In most lubrication systems, oil flows through the cooler and then to the oil filter before the oil
goes to the oil gallery.

2. Look for chips in the oil filter. If the oil flows from the oil cooler to the oil filter and the filter is full
of chips, the oil cooler can also be full of chips. It is not possible to clean these chips out of the
cooler core, so the core is not reusable. If the oil flows through the oil filter first, check the number
of chips in the oil filter and inspect the inlet of the oil cooler core to see if it contains any chips. If
the oil filter is clean, the oil cooler will probably be clean.

3. Check the cause of a wear failure. If the failure was instant, only a few chips will be present. If the
wear failure was gradual, the first few chips will be small, increasing in size as the failure progresses.

A failure that stops the flow of oil will not produce chips in the oil cooler even if there is a large amount of
failure debris.

Refer to SEBF8077 Caterpillar Guideline For Reusable Parts and Salvage Operations "Engine Oil Coolers"
and SEBF8085 Caterpillar Guideline, For Reusable Parts and Salvage Operations "Inspection and Cleaning
of Rubber End Sheet Oil Coolers".

Aftercooler Cores

See Technical Marking Information (TMI) for Marine Application Performance Specifications.

Usually, an aftercooler core used on a vehicle receives adequate air supply. However, adequate air supply
is crucial if an aftercooler core is used on an engine that is in a room. If so, make sure that all blowby
fumes are directed out of the room. If the fumes are piped into the air intake, the fumes will decrease the
efficiency of the aftercooler.

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The water side of the core can be kept clean by the use of correct maintenance procedures. This is not true
with raw water aftercoolers. Sea water and stream water can plug the water side of the core. A
temperature check of the air, after the air goes through the aftercooler, will determine whether the
aftercooler core is plugged. Ideally, the inlet manifold air temperature will never be above 52°C (125°F),
but the temperature on some arrangements can reach 93°C (200°F). If the aftercooler core is clean and the
temperature of the sea water is 29°C (85°F), the air temperature on marine engines must not be more than
49° + 2.8°C (12° ± 5°F). The air temperature will decrease 1° (Fahrenheit or Centigrade) for each 1°
(Fahrenheit or Centigrade) the water temperature is under 29°C (85°F). This means if the temperature of
the sea water is 18°C (65°F) and the aftercooler core is clean, the air temperature must be 38° ± 2.8°C
(100° ± 5°F). If the sea water is 18°C (65°F) or lower and the air temperature goes above 52°C (125°F) on
marine engines, investigate the aftercooler core. If the jacket water side temperature differential is low,
suspect an aftercooler problem. If the jacket water side temperature differential is high, check the pump as
pump flow is most likely the problem.

Because of the construction of the aftercooler, it is impossible to clean the inside of the tube bundles with
a rod. But it is possible, with special plumbing, to reverse the flow of raw water through the aftercooler to
back flush it. This process can be accomplished by running the engine for approximately 1 hour with a
light load or no load. This procedure will help clean the core. If this procedure is not possible, remove all
the pipes connected to the aftercooler and make adapters that can be used to flush the core with fresh
water. If fresh water is used to clean the core, the water pressure must not be more than 170 to 205 kPa
(25 to 30 psi). Do not stop the outlet flow of water out of the core and let the water pressure buildup in the
core. If the aftercooler core can be removed easily, it is best to clean the aftercooler core in a shop.

Radiator Cap
The radiator cap must prevent water and pressure loss in the cooling system. On large radiator caps, a
worn gasket can be replaced. Smaller automotive type radiator caps cannot be serviced. A new cap must
be installed.

Relief Valve

The cooling system relief valve cannot be serviced but the relief valve can be cleaned. If there is a loss of
pressure in the cooling system, install a new relief valve and plate.

Fan Belts

Fan belts come in a set. If one of the fan belts is worn, all the fan belts must be replaced.

Pulleys

Some pulleys can be reconditioned under certain conditions. A pulley is reconditioned by remachining the
grooves. For reconditioning procedures and specifications, see Guideline for Reusable Parts, Cast Iron And
Steel Pulley Grooves, Form SEBF8046. Pulleys wear on the side faces of the groove. This wear is caused
by abrasive material between belts and grooves. As the pulley wears, the belt will drop deeper into the
groove. If the belt and pulley are in good condition, the belt will extend beyond the pulley edge as shown
in Figure 75.

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Illustration 51 g02143645

When fan belts and pulleys are in good condition, belts extend beyond the edge of the pulley.

Do not use belt dressing or other compounds that prevent belt slippage. Most of these compounds will
make the side walls of the belt soft and weak and cause the belt to wear.

Fan Assembly

Do not repair a damaged fan assembly. When a fan is constructed, a balance point is established so the fan
will run with a minimum amount of vibration. A repair would affect this balance point and can weaken the
structure of the fan.

Fan Shroud and Baffles

The fan shroud and baffles cannot be reconditioned. Make sure that these parts are installed when a
radiator core is replaced. The fan shroud and baffles can affect fan efficiency and prevent recirculation of
air. At times, wear or interference between the fan blade tips and the baffles will be noticed. This process
is normal. When a radiator guard flexes, the flex can cause the shroud to contact the tips of the fan blades.

Radiator Mounts

The flexible radiator mounts protect the radiator from damage normally caused by machine and/or engine
vibration. When a radiator is removed for any repair, check the mounts, especially the condition of the
rubber. If the rubber is deteriorated, install new mounts. Be sure that the mounting bolts are tightened to
the correct torque. See the appropriate Service Manual module.

Fan Guards

Vibration can damage fan guards. Make sure the bolts that hold the fan guards are tight at all times. If a
guard wire is broken at an original weld joint, the guard wire can be tack welded into place. If a guard wire
is broken, a new wire must be installed.

Water Temperature Regulators

There are no parts in the water temperature regulator that can be repaired. See the topic, "Test Water
Temperature Regulators" on page 46.

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Hoses and clamps

On machines where it is possible, turn the valves in the heater lines to the "OFF" position during summer
months so that there is no system pressure in the heater hoses. If one heater hose comes loose, all of the
coolant can be lost if coolant flow is available to these hoses. Knowing the location of heater hoses is
important because the hoses must be checked often.

When you install hose clamps, do not tighten the clamps too much. Tighten the clamp until the clamp
compresses the rubber coating on the hose. If the clamp tears the rubber coating, revealing the cords in the
hose, the clamp has been over tightened. Hoses are replaced when the hoses have a leak or during a
scheduled service interval. Remember, all hoses in the cooling system are made of similar material and
operate in the same environment. So, if any one hose starts to leak, replace all of the hoses. If a scheduled
service interval is used, change hoses every 3 years or 4000 hours.

It is difficult to check the condition of a hose because all hose coverings are painted and it is normal for
paint to flake, check, and crack. As pressure increases in a cooling system, the hoses expand, causing the
paint to check. The exterior appearance of the hose is not a good indication of wear. The "feel" of the hose
is a good indication of wear. When the temperature of the cooling system is cold and the pressure in the
system is released, the hose will need to be replaced if the hose feels soft. Softness of the hose may be due
to a number of factors. If a radiator or cooling system has had oil in the system, the inner liner of the hose
will soften. The hose will also feel soft if the hose is old and the inner liner has loosened from the fabric. A
loose inner liner can fold down into a water passage on the suction side of the water pump and restrict the
flow of coolant. An inner liner folded into a water passage is not only rare, but because there is no external
leakage, it is also difficult to find. Finding a loose liner is especially difficult if you are troubleshooting an
overheating problem.

Temperature Gauges

There are two types of temperature gauges, electrical and mechanical. If there is a problem with an electric
gauge, the temperature sending unit and the gauge must be checked separately. With the mechanical
gauge, the bulb and tube are fastened to the gauge and must be checked as a unit. If you install a new
mechanical gauge, make sure that the tube is long enough for correct installation.

There are different types of mechanical gauges and the red ranges are different. The red range is 108°C
(227°F) for most gauges and 99°C (210°F) for highway trucks. The red range for most transmission
temperature gauges is 132°C (270°F). The part number is different on each gauge because of the
difference in the length of the tube to the bulb.

Later model machines have EMS panels. On these machines, the high coolant temperature light will come
on at a temperature of 107°C (225°F).

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Illustration 52 g02143649

Water pump.

Water Pump
The need for water pump repair is generally the result of seal leakage. All water pumps have a drain cavity
in the pump housing. The cavity will direct water leakage to the ground. If this cavity is closed, the water
will be pushed past the oil seal on the shaft, allowing the water to get into the engine oil system. This issue
will damage the engine.

Illustration 53 g02143651

Use a special tool to install the seal assembly.

Seal assemblers are available for all water pumps. Some seal assemblers come with a small tool that is used
to install the seal and ring correctly. Clean water, used as a lubricant, will make the installation of the seal
easier. Never use oil as a lubricant. Oil can make the seal swell or soften or cause the seal to turn on the
shaft.

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The bearings in the water pump can be replaced when the pump is reconditioned. The impeller, shaft, and
cover can be used again, unless there was a bearing failure and the pump has operated for some time. Most
of the time the impeller wears into the cover when there is a bearing failure.

Note: When reconditioning a water pump, make sure that the shaft is clean before any seals are installed.
Rust or scale can tear the seal. Do not use a hammer to install the impeller. A hammer will crack the seal
face. Use a press or a retaining bolt to pull the seal in position on the shaft.

Note: When installing a new water pump, put a small amount of oil on the bearings. Do not start or turn
over an engine unless the cooling system is filled with coolant. If the water pump is operated in a dry
condition, seal failure will result from overheating.

Note: If a cooling system has been flushed, check the condition of the water pump closely for
approximately one week. Many times, a seal failure will result soon after the cooling system has been
flushed. This issue is because the loose rust and scale, which is purged by the cleaning process, goes
through the pump seal area.

Cylinder Heads

Normally, cylinder head repair is needed because of leaks or cracks. A defect in a core plug (freeze plug)
in the top deck of the cylinder head can cause a leak. If there is a leak in this area, water spots will be
visible in the plug recess. The old plug must be removed, the hole for the plug cleaned and a new plug
installed. Make sure to put a sealant on the new plug before installation.

Illustration 54 g02143653

Freeze plug located in the cylinder head.

Cracks in a cylinder head are found between valve ports. Cracks can also be found at precombustion
chamber or nozzle openings to a valve port. Cracks in a cylinder head can be repaired by a
remanufacturing welding process. Remanufactured cylinder heads are available from the Caterpillar Parts
Distribution System.

Before installing a new precombustion chamber in a cylinder head, check the precombustion chamber
gasket surface in the head for pits or rust. If there are pits or rust, a new precombustion chamber will not
seal correctly.

If you remove a precombustion chamber from a cylinder head, install a new O-ring seal on the

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precombustion chamber before the precombustion chamber is used again in the head. O-ring seals can
harden and break. If there is a leak in the area around the seal, overheating will result, especially if scale
prevents heat transfer from the body of the precombustion chamber. Also, it is important that a new gasket
is installed. This gasket helps make sure that the hole for the glow plug is in the correct position. See the
appropriate Service Manual module for the orientation of this hole.

Illustration 55 g02143654

O-ring seals and gasket on precombustion chamber.

Cylinder Block
If an engine has been disassembled, check the condition of the cylinder block carefully.

Be sure to measure the depth of the counterbores for the cylinder liners. The thickness of the flange on the
cylinder liner must be more than the depth of the. counterbore. See the appropriate Service Manual for the
correct liner projection. If the liner projection is not correct, there will be insufficient compression on the
cylinder head gasket. If the counterbore has been damaged by a loose cylinder head, a fretting pattern will
be visible on the ledge of the counterbore. The block can be reconditioned with a counterboring tool and
the use of inserts under the flange of the cylinder liner. These inserts are available from the Caterpillar
Parts Distribution System.

If the deck surface of a cylinder block is damaged, consult the factory for information as to how much
stock can be removed from the block. If the block is ground, the clearance will decrease between the
valves and the top of the pistons at top dead center of crankshaft rotation for that cylinder.

Cylinder Liners

Check the condition of the cylinder liners. Look for fretting on the flange and any pits and scale on the
water side of the liner. If there are pits in the liner, turn the liner 90° from the liners original position during
reinstallation in the, cylinder block. Put liquid soap on the lower seals of the liner before installation. Do
not use ethylene glycol on these seals because some of the ethylene glycol may drain down to the oil pan
and give a positive antifreeze reaction in an S·0·S Services oil analysis test. Put mineral oil or crankcase oil
on the upper seal in the liner. Install the seal immediately. The mineral oil or crankcase oil will cause the
seal to swell. Normal wear dimensions for the different types of cylinder liners can be found in the Service
Manual.

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Illustration 56 g02143659

Filler band and O-ring seals on cylinder liner.

Test Equipment
Troubleshooting and analyzing cooling system conditions can be easier with the right test equipment.

See pages 62-69 for cooling system troubleshooting and analyzing tools available from the Caterpillar Parts
Distribution System.

Cooling System Maintenance Products

Cat ELC (Extended Life Coolant)

Illustration 57 g02143663

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101-2844 Cat ELC (1 gal).

Developed, tested, and approved by Caterpillar, Cat ELC lasts up to six times as long as conventional
coolant. Cat ELC requires no supplemental coolant additives (SCA's). Instead, Cat ELC Extender is added
once, at 6000 service hours or one half of the service life. Cat ELC is the coolant used as standard factory
fill worldwide for all Caterpillar machines. Cat ELC can be used in all Cat and most OEM diesel and
gasoline engines.

See page 18 for available quantities and part numbers.

Supplemental Coolant Additive

Illustration 58 g02143666

Cat SCA (Supplemental Coolant Additive).

Cat SCA helps prevent rust, mineral, and deposit formation in the cooling system. Cat SCA helps protect
all metals, including aluminum. Cat SCA does not affect gaskets or hoses and is compatible with
glycol-base antifreeze.

See page 24 for available quantities and part numbers.

Supplemental Coolant Additive Elements

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Illustration 59 g02143668

9N3718 Caterpillar Conditioner Element.

Spin-on supplemental coolant additive elements contain a pre-measured amount of chemical coolant
additives that dissolve during engine operation. The elements can be used year-round to help prevent
cavitation, corrosion, and erosion. Elements are available for most Cat diesel engines. To avoid
over-concentration, never use supplemental coolant additive elements and liquid supplemental coolant
additive simultaneously. Never use supplemental coolant additive elements with Cat ELC.

See page 24 for available quantities and part numbers.

Antifreeze

Illustration 60 g02143669

8C-3684 Cat DEAC (Diesel Engine Antifreeze/Coolant) (1 gal).

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Cat DEAC is specially formulated for use in diesel cooling systems. Cat DEAC helps protect against
cylinder liner and block pitting and helps prevent corrosion. Cat DEAC does not require supplemental
coolant additive at initial fill. See page 18 for available quantities and part numbers.

Cooling System Cleaners

Illustration 61 g02143670

6V4511 Cooling System Cleaner - Standard (1/2 gal).

Caterpillar Cooling System Cleaner - Standard is designed to clean the system of harmful scale and
corrosion without taking the engine out of service. Caterpillar Cooling System Cleaner - Standard can be
used in all Caterpillar engines and other manufacturers cooling systems in any application.

Caterpillar Cooling System Cleaners, both "standard" and "Quick Flush," must not be used in systems that
have been neglected or have heavy scale buildup. These systems require a stronger commercial solvent
available from local distributors.

Caterpillar Cooling System Cleaner 1.9 L (1/2 gal) - Standard is available (Part No. 6V-4511) in containers
or, if an immediate cleaning is desired, the following Caterpillar Cooling System Cleaners can be used:

4C4609: 0.236 L (1 pt)

4C4610: 1,980 L (1 qt)

4C4611: 3.780 L (1 gal)

4C4612: 18.90 L (5 gal)

4C4613: 208 L (55 gal drum)

Refer to label for cleaning instructions.

NOTICE

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Use of commercially available cooling system cleaners may damage the

aluminum components in the cooling system. Use only cleaners that are
approved for use with aluminum.

Coolant Sampling Tools

Fluid Sampling Bottle Kit (169-8373)

Illustration 62 g02143679

Sampling Bottle with Cap and Probe.

The 169-8373 Fluid Sampling Bottle Kit provides a 118 ml (4 oz) sampling bottle attached to the 177-9343
Cap and Probe Group. There are 300 bottle kits to a box.

The 177-9343 Fluid Sampling Cap and Probe Group can be ordered without a bottle attached. There are
500 cap and probe groups in a box. Both the kit and the group have a metal tipped probe with a plastic
housing and 317 mm (12.5 inch) of tubing attached. The probe is for use with systems that have
self-sealing probe adapters installed. This probe allows taking samples from the cooling system without
first cooling down and opening the system. The probe and cap are a single use, disposable system.

There are two sizes of sampling bottles with caps available. The 169-7372 Fluid Sampling Bottle Assembly
holds 118 ml (4 oz.). The 169-7373 Fluid Sampling Bottle Assembly holds 74 ml (2.5 oz.). Both bottle
assemblies are packaged 200 to a box.

Vacuum Pump (1U-5718)

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Illustration 63 g02143682

Vacuum Pump with Bottle Attached.

The 1U-5718 Vacuum Pumps is used for taking samples for analysis when live sampling under pressure
with a probe is not available. The 30.5 m (100 ft) roll of 4C4056 Plastic Tubing is used with the vacuum
pump after cutting to the required length for sampling. The plastic bottle assemblies from the previous
article are used with this vacuum pump to contain and ship the samples.

Probe Adapter Groups (5P-2720, 5P-2725, and 5P-3591)

Illustration 64 g02143683

Self-sealing Probe Adapter Groups.

These self-sealing probe adapters allow one to use sampling probes, temperature probes, and pressure
probes in the cooling system without first cooling down and opening the system. The adapters
automatically seal when the probes are removed. Use the probe adapters to make a cooling test faster and

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easier. The probe adapters can be used in any cooling system with pressures up to 690 kPa (100 psi) and
temperatures up to 120°C (250°F). The 5P-2720 Probe Adapter Gp has 1/8 inch pipe threads. The
5P-2725 Probe Seal Adapter has 1/4 inch pipe threads. The 5P-3591 Probe Adapter Gp has 9/16-18
threads.

Coolant Condition Test Tools

Cat ELC Dilution Test Kit (223-9116)

Illustration 65 g02143686

Cat ELC Test Kit.

This simple pass/fail 223-9116 Cat ELC Dilution Test Kit indicates, by color, if the inhibitor level of the
coolant is correct. All new Caterpillar machines are shipped with Cat ELC in the cooling system. This kit
contains enough material for ten tests. Complete instructions for performing the test and interpreting the
results are enclosed within the kit. This kit has been canceled.

Note: When the inventory of these kits is exhausted, the kits will not be restocked.

Coolant Condition and Ethylene Glycol Test Kit (8T-5296)

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Illustration 66 g02143688

Cat SCA and Ethylene Glycol Test Kit.

This test kit accurately measures the concentration of Cat SCA and ethylene glycol in your coolant. The
kit helps monitor Cat SCA and ethylene glycol concentrations to ensure proper protection of the cooling
system. The test can be performed in only minutes. The kits contain material for approximately 30 tests.

Note: The Cat SCA and ethylene glycol test kit checks for the concentration of nitrites in the coolant.
Some other brands of supplemental coolant additives are based on phosphate inhibitors and the test kit will
yield readings that are inaccurate. If another supplemental coolant additive is used, refer to the
manufacturer for an appropriate test kit.

Coolant Condition Test Kit (4C-9301)

Illustration 67 g02143690

Nitrite Concentration Test Kit.

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This kit gives quick results for systems that use nitrite. The kit can be used with Caterpillar liquid cooling
system conditioners. The kit contains material for 100 tests.

Coolant/Battery Tester (245-5829)

Illustration 68 g02143714

Portable Refractometer Freezing Point Tester.

The 245-5829 Refractometer measures the freezing points of both ethylene glycol coolant and propylene
glycol coolant. The refractometer also measures the specific gravity of battery acid in order to determine
the condition of a battery charge.

The technician simply applies two or three drops of the coolant or the acid in the refractometer. The
refractometer displays in degrees Celsius. The refractometer also displays in degrees Fahrenheit. The prism
and lens design with a focus adjustment provides ease of operation for the technician. The design includes
automatic temperature compensation features in order to deliver accurate results.

A carrying case and a calibration screwdriver are included with the refractometer.

Temperature Testing Tools

Infrared Thermometer (164-3310)

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Illustration 69 g02143716

High Temperature Scale Infrared Thermometer.

The 164-3310 Infrared Thermometer is rugged and easy to operate. This thermometer is ideal for
determining the temperature of objects that are out of reach, too hot to touch, or continuously moving. The
measure range is -30° to 900°C (-24° to 1600°F). This thermometer is powered by two AA cell batteries.
110 VAC and 220 VAC models are also available.

Infrared Thermometer (213-4310)

Illustration 70 g02143717

Caterpillar Non-Contact Infrared Thermometer.

The 213-4310 Infrared Thermometer with a built-in laser pointer is convenient, reliable, and easy to use.
Just point, shoot, and read the temperature instantly on the backlit display. The temperature measurement
range is -20° to 260°C (-4° to 500°F) ±1°F/C.

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Additional uses beyond testing engine cooling systems could include determining undercarriage component
temperature, checking brake and bearing temperatures, verifying heating and air conditioning systems, and
determining defrost grid temperatures.

Multimeter with Infrared Thermometer (237-5130)

Illustration 71 g02143718

Caterpillar Digital Multimeter with Built-in Infrared Thermometer.

The 237-5130 Digital Multimeter Group has a built-in laser pointer and a type-K thermocouple included.
The temperature range of the infrared thermometer is -20° to 270°C (-4° to 518°F). The temperature range
of the thermocouple is -20° to 750°C (-4° to 1382°F). The multimeter group with included leads, also
measures true root mean square (RMS) AC voltage, DC voltage, current, resistance, capacitance,
frequency, duty cycles, and temperature for display on the backlit display.

Digital Thermometer Group (4C-6500)

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Illustration 72 g02143719

"Five Channel", Digital Thermometer Group.

The 4C-6500 Digital Thermometer Group is a portable tool with five channels for measuring temperatures.
This tool will calculate the differential temperature between any 2 of the five channels. The range of
temperature is from -50°C to 850°C (-58°F to 1582°F). The group includes three probes, ranging from 25.4
mm (1") to 63.5 mm (2.5 inch) in length. The probes are designed for use with included Probe Seal
adapters and the 4 included 20 foot cable assemblies. One high temperature and one exhaust probe is also
included in the foam insert in the carrying case. Additional probes are available for use with the digital
thermometer.

Thermocouple Temperature Adapter (6V-9130)

Illustration 73 g02143722

Temperature Adapter for Digital Multimeters.

The 6V-9130 Thermocouple Temperature Adapter is available for use with most digital multimeters. The
ranges are from -46° to 900°C (-50° to 1,652°F). Probes available include a hand probe, wire, immersion,
and exhaust probe.

Recorder Group (8T-2844)

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Illustration 74 g02143724

Adhesive cards for Varied Temperature Ranges.

The 8T-2844 Recorder Group group contains temperature recorders in order to check five different ranges
of temperatures. Each card is used for a specific temperature range. The cards have adhesive backs.
Attach a card to any clean dry surface. Remove the card and keep the card as a permanent record.

Thermometers (5N-4562, 9U-5325, 6H3050, and 2F-7112)

Illustration 75 g02143727

Selection of Thermometers Available.

These thermometers check coolant temperature and accuracy of the coolant temperature gauge. The
2F-7112 Thermometer can be installed in a hole with 1/4 inch pipe threads. The 5N-4562 Thermometer

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can be installed in a hole with 1/2-14 NPTFs threads or 3/4-14 NPTF threads.

Air Flow Test Tools

Multitach II Tool Group (9U-7400)

Illustration 76 g02143728

Multitach to Check Fan and Engine Speed.

The 9U-7400 Multitach II Tool Group contains a LED Photo Pickup and several tachometer adapters for
use with the included tachometer generator. A battery charger is included for the required AA batteries. A
9U-7402 Multitach II Tool Group that contains only the LED Photo Pickup is also available.

Blowby/Air Flow Indicator (8T-2700)

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Illustration 77 g02143729

Indicator for Checking for Plugged Radiator.

The 8T-2700 Blowby/Air Flow Indicator Group contains a hand-held digital indicator, a remote mounted
pickup, 915 mm (36 inch) of cable, a blowby hose, and the necessary connectors. This indicator can
measure the volume of the blowby gases that are coming out of the crankcase breather. Also, the indicator
can measure the air velocity through the radiator. The indicator will check if the air flow through the
radiator is within specifications. Use the indicator to check the different areas of the core and determine if
any of the areas in the core are plugged.

Pressure Test Tools

Pressurizing Pump (9S-8140)

Illustration 78 g02143743

Pump for Pressurizing Cooling Systems.

The 9S-8140 Pressurizing Pump is designed to put pressure into the cooling system in order to test for
leaks. The pressurizing pump can also be used to test the pressure relief valve and pressure gauges.

Pressure Probe (164-2192)

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Illustration 79 g02143745

Pressure Gauge Probe Adapter.

To check the coolant pressure at the water pump inlet or at the water pump outlet, the probe can be
installed in a 1/8 inch pipe threaded hole or the probe can be installed in any of the probe adapters that
were mentioned on page 65.

Pressure Gauge (6V-7830)

Illustration 80 g02143747

Tetragauge Group.

The 6V-7830 Tetragauge Group is a general-purpose pressure gauge. The gauge can be used to measure
pressure from -100 kPa (-15 psi) to 40000 kPa (5800 psi).

Digital Pressure Indicator (198-4240)

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Illustration 81 g02143749

Digital Pressure Indicator for Remote Reading.

The 198-4240 Digital Pressure Indicator is a microprocessor-based device that reads vacuum, pressure,
differential pressure, and temperature. The indicator uses sensors and cables to remotely measure systems
that are under pressure.

Engine Pressure Group (1U-5470)

Illustration 82 g02143750

Digital Pressure Indicator for Remote Reading.

The 1U-5470 Engine Pressure Group is used to check the performance of turbocharged diesel and natural
gas engines. With the optional 1U-5554 Panel and 8T-0840 Pressure Gauge, operating adjustments to

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naturally aspirated gas engines can be made.

Leak Detection Tool

Ultraviolet Lamp Group (1U-5566 [10 VAC] and 1U-6444 [220 VAC])

Illustration 83 g02143752

Tooling for Leak Detection.

Use the 1U-5566 Ultraviolet Lamp Gp (110 V) and 1U-6444 Ultraviolet Lamp Gp (220 V) ultraviolet lights
to detect leaks. The following additives help detect leaks in the cooling system: 1U-5576 Additive (1 oz)
and 1U-5577 Additive (0.473 L [1 pt]).

Attachments
All machines and engines have some attachments for the cooling system. A few of the attachments
described here are used exclusively on earthmoving machinery. Others can be used on all engines.
Attachments for specific models are shown in the appropriate Parts Book.

Hood and Engine Enclosures

In certain applications, such as logging, land clearing, or sanitary land filling, loose material in the engine
compartment can be a problem. Loose material can plug the core of the radiator, which make frequent
cleaning of the radiator necessary. If the radiator is not cleaned, overheating will result. One way to reduce
the problem is to use hood and side panels that are perforated. These perforated panels can extend the
cleaning intervals and/or service life of the radiator by permitting air to flow to or from the radiator while
preventing entry of loose material into the engine compartment.

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Illustration 84 g02143754

Perforated Hood and Engine Side Enclosures.

Abrasion Resistant Grid for Radiators and Ejector-type Fans

In applications where there is blowing sand or abrasive material kicked up by the machine, sandblasting
can be a problem. Sandblasting is the erosion of radiator tubes and fins by fine particles. This issue
normally only occurs with blower fans. After a period, sandblasting can cause coolant leaks.

The abrasion resistant grid deflects and slows the particles so the particles pass through the radiator
without wearing the tubes or fins. This process will give the radiator a longer service life.

An ejector-type blower fan will also lessen sandblasting problems. The ejector fan has the back edge of the
fan blades bent around into a hook shape. This design makes a channel along the back of each blade which
takes most of the debris out of the air flow and discharges the debris radially.

In applications where sandblasting is not a problem, use of the abrasion resistant grid is not recommended.
However, larger loose particles may yet lodge between the grid and radiator and make frequent cleaning of
the radiator necessary.

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Illustration 85 g02143757

Abrasion Resistant Grid.

Crankcase Guards

Although crankcase guards are not a cooling system attachment, the guards can have a positive or negative
effect on the cooling system. The crankcase guard will decrease the amount of loose material that enters
the engine compartment. On machines with blower fans, this guard can decrease radiator core plugging or
sandblasting. In logging, land clearing, or sanitary land filling applications, the additions of screens over the
openings in and around the crankcase guard will further decrease the entry of loose material into the
engine compartment.

Normally, some of the heat in the engine transmission and torque converter is transferred directly to the air
that flows around these components. Mud, dirt, or other material that becomes packed in and around the
crankcase guard will act as an insulating material and prevent heat transfer to the air. This issue will cause
the engine, transmission, and torque converter oil temperatures to rise and, in some conditions, cause
coolant overheating.

Illustration 86 g02143759

Crankcase Guards.

Reversible Fan

A reversible fan makes it possible to change from a suction to a blower fan or a blower fan to a suction fan
easily. Some reversible fans automatically reverse every few minutes to blow or suck out debris that may
get lodged in the radiator.

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Illustration 87 g02143760

Reversible Fan.

Hinged Radiator Guard

A hinged radiator guard permits easy access to the front of the radiator. This design makes it easy to
inspect and thoroughly clean the radiator without removing the heavy guards.

Illustration 88 g02143761

Hinged Radiator Guard.

Coolant Flow Indicators

Coolant flow indicators are found on some machines. When there is a loss of coolant, the coolant flow
indicator, which will be a horn and a light, will signal the operator that there is a problem. Loss of coolant
flow can be caused by low coolant level, water pump failure, sudden loss of coolant, broken fan belts, or
severe water pump cavitation.

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Jacket Water Heater

Jacket water heaters have an electric heating element to keep the coolant warm in the engine. These
heaters are required to start a cold engine in temperatures below -18°C (0°F). Jacket water heaters are also
used on electric set engines that have automatic stop-start.

Summary
Cooling system maintenance is your responsibility. Extra time invested in caring for your cooling system
can prolong engine life and lower operating costs.

The consequences of improper coolant selection and cooling system maintenance are evident. Coolant-
related failures and loss of efficiency directly affect your operation.

Selecting and maintaining the proper coolant helps your engine in the end. Understanding coolant and the
effects on your engine is crucial to an efficient operation.

Reference Material Available From Caterpillar

The following publications are available through your local Cat dealer. Some publications may have a
nominal charge.

Note: The information contained in the listed publications is subject to change without notice. Contact
your local Cat dealer for the most up-to-date recommendations.

Note: Refer to this publication, the listed publications, the respective product data sheet, and to the
appropriate Operation and Maintenance Manual for product application recommendations.

"Cold Weather Recommendations", SEBU5898

"Cooling System Fundamentals," LEKQ1475

"Oil And Your Engine," SEBD0640

"Diesel Fuels And Your Engine," SEBD0717

"Caterpillar Machine Fluids Recommendations," SEBU6250

"Know Your Track-type Tractor Cooling System," REHS1063

"Caterpillar Commercial Diesel Engine Fluids Recommendations," SEBU6251

"Caterpillar On-highway Diesel Truck Engine Fluids Recommendations," SEBU6385

"Data Sheet - Cat DEAC (Diesel Engine Antifreeze/Coolant)," PEHP9554

"Cat ELC (Extended Life Coolant) 222-9116 Dilution Test Kit," PELJ0176

"Label - ELC Radiator Label," PEEP5027

"Data Sheet - Cat ELC (Extended Life Coolant)," PEHJ0067

Standards Methods for the Examination of Water and Wastewater, 20th ed.

Annual Book of Standards for Section II, Volume 11.01

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American Public Health Association, 800 I Street NW, Washington, D.C. 20001-3710
201-777-2742

ASTM, 100 Bar Harbor Drive, Conshohocken, PA 19428

610-832-9585

Direitos Autorais 1993 - 2016 Caterpillar Inc. Mon Mar 07 2016 17:49:28 GMT-0300
Todos os Direitos Reservados.
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Rede Particular Para Licenciados SIS.

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