Manual de Operacion y Mantenimiento Motores Caterpillar

8/13/2019 Manual de Operacion y Mantenimiento Motores Caterpillar

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SEBU6251-06April 1999

Operation andMaintenance

ManualCaterpillar Commercial Diesel EngineFluids Recommendations

For All Commercial Diesel Engines Except 3600 Series Engines


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i01097883

Important Safety InformationMost accidents that involve product operation, maintenance and repair are caused by failure toobserve basic safety rules or precautions. An accident can often be avoided by recognizing potentiallyhazardous situations before an accident occurs. A person must be alert to potential hazards. Thisperson should also have the necessary training, skills and tools to perform these functions properly.

Improper operation, lubrication, maintenance or repair of this product can be dangerous andcould result in injury or death.

Do not operate or perform any lubrication, maintenance or repair on this product, until you haveread and understood the operation, lubrication, maintenance and repair information.

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

The hazards are identified by the Safety Alert Symbol and followed by a Signal Word such asDANGER, WARNING or CAUTION. The Safety Alert WARNING label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.

The message that appears under the warning explains the hazard and can be either written orpictorially presented.

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

Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. Thewarnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,work method or operating technique that is not specifically recommended by Caterpillar is used,you must satisfy yourself that it is safe for you and for others. You should also ensure that theproduct will not be damaged or be made unsafe by the operation, lubrication, maintenance orrepair procedures that you choose.

The information, specifications, and illustrations in this publication are on the basis of information thatwas available at the time that the publication was written. The specifications, torques, pressures,measurements, adjustments, illustrations, and other items can change at any time. These changes canaffect the service that is given to the product. Obtain the complete and most current information beforeyou start any job. Caterpillar dealers have the most current information available. For a list of the mostcurrent publication form numbers available, see the Service Manual Contents Microfiche, REG1139F.

When replacement parts are required for thisproduct Caterpillar recommends using Caterpil-lar replacement parts or parts with equivalentspecifications including, but not limited to, phys-ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury ordeath.


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3Table of Contents

Table of Contents

Foreword ............................................................... 4

Maintenance Section

Lubricant Specifications ........................................ 5

Fuel Specifications ................................................ 17

Cooling System Specifications ............................. 24

Reference Information Section

Reference Materials .............................................. 37

Index Section

Index ..................................................................... 39


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4Foreword

Foreword

Literature Information

This manual should be stored in the literature

storage area.

The information contained in this document is themost current information available for coolants,fuels, and lubricants. Refer to the Operation andMaintenance Manual for any special lubricationrequirements for your engine.

Whenever a question arises regarding the engine,this publication, or the Operation and MaintenanceManual, please consult any Caterpillar dealer forthe latest available information.

SafetyRefer to the Operation and Maintenance Manualfor your engine for all safety information. Read andunderstand the basic safety precautions listed inthe Safety Section. In addition to safety precautions,this section identifies the text and locations of safetysigns used on the engine.

Read and understand the basic precautions listedin the Safety Section before operating or performinglubrication, maintenance and repair on this engine.

Maintenance

Refer to the Operation and Maintenance Manualfor your engine to determine all maintenancerequirements.

Maintenance Intervals

Use the Maintenance Interval Schedule in theOperation and Maintenance Manual for yourengine to determine servicing intervals. The actualoperating environment of the engine also governsthe maintenance interval schedule. Therefore,under extremely severe, dusty, wet or freezing coldoperating conditions, more frequent lubrication andmaintenance than is specified in the MaintenanceInterval Schedule may be necessary.


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5Maintenance Section

Lubricant Specifications

Maintenance Section


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Lubricant Information

SMCS Code: 1000; 1300; 7581

General Information

Because of government regulations regardingthe certification of engine exhaust emissions, thelubricant recommendations must be followed.

Engine Manufacturers Association(EMA) Oils

The Engine Manufacturers AssociationRecommended Guideline on Diesel Engine Oil isrecognized by Caterpillar. For detailed informationabout this guideline, see the latest edition of EMApublication, EMA LRG-1.

API Oils

The Engine Oil Licensing and Certification Systemby the American Petroleum Institute (API) is

recognized by Caterpillar. For detailed informationabout this system, see the latest edition of the APIpublication No. 1509. Engine oils that bear the APIsymbol are authorized by API.

g00546535Illustration 1

Typical API symbol

Diesel engine oils CC, CD, CD-2, and CE havenot been API authorized classifications since 1January 1996. Table 1 summarizes the status of theclassifications.

Table 1

API Classifications

Current Obsolete

CF-4, CG-4, CH-4 CE

CF CC, CD

CF-2(1) CD-2(1)

(1) CD-2 and API CF-2 are classifications for two-cycle dieselengines. Caterpillar does not sell engines that utilize CD-2 andAPI CF-2 oils.

Note:API CF is not the same classification asAPI CF-4. API CF oils are only recommendedfor Caterpillar 3600 Series Diesel Engines andCaterpillar engines with precombustion chamber(PC) fuel systems.

Grease

The classifications of grease are based on theASTM D217 worked penetration characteristics.These characteristics for grease are given a definedconsistency number.

Terminology

Certain abbreviations follow the nomenclature ofSAE J754. Some classifications follow SAE J183abbreviations, and some classifications follow theEMA Recommended Guideline on Diesel EngineOil. In addition to Caterpillar definitions, there

are other definitions that will be of assistance inpurchasing lubricants. Recommended oil viscositiescan be found in this publication, Engine Oil topic(Maintenance Section).

i01072547

Engine Oil

SMCS Code: 1348

Caterpillar Diesel Engine Oil

Caterpillar Oils have been developed and tested inorder to provide the full performance and servicelife that has been designed and built into CaterpillarEngines. Caterpillar Oils are currently used to filldiesel engines at the factory. These oils are offeredby Caterpillar dealers for continued use when theengine oil is changed. Consult your Caterpillardealer for more information on these oils.

Due to significant variations in the quality and inthe performance of commercially available oils,Caterpillar makes the following recommendations:

Caterpillar Diesel Engine Oil (10W30)


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6Maintenance SectionLubricant Specifications


Caterpillar multigrade Diesel Engine Oil isformulated with the correct amounts of detergents,dispersants, and alkalinity in order to providesuperior performance in Caterpillar Diesel Engines.

Caterpillar multigrade Diesel Engine Oil is availablein two viscosity grades (10W30 and 15W40).For direct injection engines, see Table 2 in orderto choose the correct viscosity grade for theambient temperature. Multigrade oils provide thecorrect viscosity for a broad range of operatingtemperatures.

Multigrade oils are effective in maintaining low oilconsumption and low levels of piston deposits.

Caterpillar multigrade Diesel Engine Oil can beused in other diesel engines and in gasolineengines. See the engine manufacturers guide forthe recommended specifications. Compare thespecifications to the specifications of Caterpillarmultigrade Diesel Engine Oil. The current industrystandards for Caterpillar Diesel Engine Oil are listedon the product label and on the data sheets for theproduct.

Consult your Caterpillar dealer for part numbersand for available sizes of containers.

Commercial Oils

The performance of commercial diesel engineoils is based on American Petroleum Institute(API) classifications. These API classifications aredeveloped in order to provide commercial lubricantsfor a broad range of diesel engines that operate atvarious conditions.

If Caterpillar multigrade Diesel Engine Oil is notused, only use commercial oils that meet thefollowing classifications:

EMA LRG-1 multigrade oil (preferred oil)

API CH-4 multigrade oil (preferred oil)

API CG-4 multigrade oil (preferred oil)

API CF-4 multigrade oil (acceptable oil)

In order to make the proper choice of a commercialoil, refer to the following explanations:

EMA LRG-1 The Engine ManufacturersAssociation (EMA) has developed lubricantrecommendations as an alternative to the API oilclassification system. LRG-1 is a RecommendedGuideline that defines a level of oil performancefor these types of diesel engines: high speed, fourstroke cycle, heavy-duty, and light duty. LRG-1 oilsmay be used in Caterpillar engines when API CH-4,API CG-4, and API CF-4 oils are recommended.LRG-1 oils are intended to provide superiorperformance in comparison to API CG-4 and APICF-4.

LRG-1 oils will meet the needs of high performanceCaterpillar diesel engines that are operating inmany applications. The tests and the test limits thatare used to define LRG-1 are similar to the newAPI CH-4 classification. Therefore, these oils willalso meet the requirements of the low emissionsdiesel engines. LRG-1 oils are designed to controlthe harmful effects of soot with improved wearresistance and improved resistance to oil filterplugging. These oils will also provide superior pistondeposit control for engines with either two-piecesteel pistons or aluminum pistons.

All LRG-1 oils must complete a full test programwith the base stock and with the viscosity grade ofthe finished commercial oil. The use of API BaseOil Interchange Guidelines are not appropriate forLRG-1 oils. This feature reduces the variation inperformance that can occur when base stocks arechanged in commercial oil formulations.

LRG-1 oils are recommended for use in extendedoil change interval programs that optimize oil life.These oil change interval programs are basedon oil analysis. LRG-1 oils are recommendedfor conditions that demand a premium oil. YourCaterpillar dealer has the specific guidelines foroptimizing oil change intervals.

API CH-4 API CH-4 oils were developed inorder to meet the requirements of the new highperformance diesel engines. Also, the oil wasdesigned to meet the requirements of the lowemissions diesel engines. API CH-4 oils are also

acceptable for use in older diesel engines and indiesel engines that use high sulfur diesel fuel. APICH-4 oils may be used in Caterpillar engines thatuse API CG-4 and API CF-4 oils. API CH-4 oils willgenerally exceed the performance of API CG-4 oilsin the following criteria: deposits on pistons, controlof oil consumption, wear of piston rings, valve trainwear, viscosity control, and corrosion.


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Three new engine tests were developed for theAPI CH-4 oil. The first test specifically evaluatesdeposits on pistons for engines with the two-piecesteel piston. This test (piston deposit) also measuresthe control of oil consumption. A second test isconducted with moderate oil soot. The secondtest measures the following criteria: wear of pistonrings, wear of cylinder liners, and resistance tocorrosion. A third new test measures the followingcharacteristics with high levels of soot in the oil:wear of the valve train, resistance of the oil inplugging the oil filter, and control of sludge.

In addition to the new tests, API CH-4 oils havetougher limits for viscosity control in applicationsthat generate high soot. The oils also have improvedoxidation resistance. API CH-4 oils must pass anadditional test (piston deposit) for engines that usealuminum pistons (single piece). Oil performance isalso established for engines that operate in areaswith high sulfur diesel fuel.

All of these improvements allow the API CH-4 oilto achieve optimum oil change intervals. API CH-4oils are recommended for use in extended oilchange intervals. API CH-4 oils are recommendedfor conditions that demand a premium oil. YourCaterpillar dealer has specific guidelines foroptimizing oil change intervals.

API CG-4 API CG-4 oils were developed primarilyfor diesel engines that use a 0.05 percent level offuel sulfur. However, API CG-4 oils can be usedwith higher sulfur fuels. The TBN of the new oildetermines the maximum fuel sulfur level for APICG-4 and API CF-4 oils. See Illustration 2.

API CG-4 oils are the first oils that are required topass industry standard tests for foam control andviscosity shear loss. API CG-4 oils must also passtests that were developed for corrosion, wear andoxidation.

API CF-4 These oils service a wide variety ofmodern diesel engines. API CF-4 oils provide morestable oil control and reduced piston deposits incomparison to API CF and the obsolete CE and CD

classifications of oil. API CF-4 oils provide improvedsoot dispersancy in comparison to API CF andobsolete CD oils. The API CF-4 classification wasdeveloped with a 0.40 percent sulfur diesel fuel.This represents the type of diesel fuels that arecommonly available worldwide.

Note: Do not use single grade API CF oils ormultigrade API CF oils in Caterpillar Direct Injection(DI) Commercial Diesel Engines.

Some commercial oils that meet the APIclassifications may require reduced oil changeintervals. To determine the oil change interval,closely monitor the condition of the oil and perform awear metal analysis. Caterpillars SOS oil analysisprogram is the preferred method.

NOTICEFailure to follow these oil recommendations can causeshortened engine service life due to deposits and/orexcessive wear.

Total Base Number (TBN) and FuelSulfur Levels for Direct Injection(DI) Diesel Engines

The Total Base Number (TBN) for an oil depends on

the fuel sulfur level. For direct injection engines thatuse distillate fuel, the minimum TBN of the new oilmust be 10 times the fuel sulfur level. The TBN isdefined by ASTM D2896. The minimum TBN ofthe oil is 5 regardless of fuel sulfur level. Illustration2 demonstrates the TBN.


(Y) TBN by ASTM D2896(X) Percentage of fuel sulfur by weight(1) TBN of new oil(2) Change the oil when the TBN deteriorates to 50 percent of

the original TBN.

Use the following guidelines for fuel sulfur levels

that exceed 1.5 percent:

Choose an oil with the highest TBN that meetsone of these classifications: EMA LRG-1, APICH-4, API CG-4, and API CF-4.

Reduce the oil change interval. Base the oilchange interval on the oil analysis. Ensure thatthe oil analysis includes the condition of the oiland a wear metal analysis.

Excessive piston deposits can be produced by anoil with a high TBN. These deposits can lead to aloss of control of the oil consumption and to the

polishing of the cylinder bore.


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NOTICEOperating Direct Injected (DI) diesel engines with fuelsulfur levels over 1.0 percent may require shortenedoil change intervals in order to help maintain adequate

wear protection.

Lubricant Viscosity Recommendationsfor Direct Injection (DI) Diesel Engines

The proper SAE viscosity grade of oil is determinedby the minimum ambient temperature duringcold engine start-up, and the maximum ambienttemperature during engine operation.

Refer to Table 2 (minimum temperature) in orderto determine the required oil viscosity for startinga cold engine.

Refer to Table 2 (maximum temperature) in order toselect the oil viscosity for engine operation at thehighest ambient temperature that is anticipated.

Generally, use the highest oil viscosity thatis available to meet the requirement for thetemperature at start-up.

Table 2

Engine Oil Viscosity

Ambient TemperatureCaterpillar DEOMultigrade

EMA LRG-1API CH-4

API CG-4 andAPI CF-4

Viscosity Grade

Minimum Maximum

SAE 0W20 40 C (40 F) 10 C (50 F)

SAE 0W30 40 C (40 F) 30 C (86 F)

SAE 0W40 40 C (40 F) 40 C (104 F)

SAE 5W30 30 C (22 F) 30 C (86 F)

SAE 5W40 30 C (22 F) 40 C (104 F)

SAE 10W30 20 C (4 F) 40 C (104 F)

SAE 15W40

15

C (5

F) 50

C (122

F)

i01111341

Engine Oil (3116 and 3126Marine Engines)

SMCS Code: 1348

Recommendations

Caterpillar does not recommend the use ofmultigrade oils in the 3116 and 3126 Marine DieselEngines with mechanical unit injection.

Multigrade oils use high molecular weight polymersas viscosity index improvers.

When the crankcase blowby flows through theturbocharger and the aftercooler, the viscosityindex improvers in the oil vapor can adhere to the

turbocharger compressor and aftercooler core.

The fouling of the turbocharger and aftercooler cancause reduced air flow, loss of power, and increasedblack smoke. The emission of black smoke resultsin buildup of soot on the transom of the boat.

Note:Caterpillar recommends the use of singlegrade oils with the API CF-4 classification for all3116 and 3126 Marine Engines unless crankcaseblowby has been routed completely away from theair cleaner inlet.

Caterpillar Special Application EngineOil (SAEO)

Note: Special Application Engine Oil is for use inCaterpillar 3116 and 3126 Marine Diesel Engineswith mechanical unit injection. This includes all 3116and 3126 Marine Diesel Engines that begin with thefollowing serial number prefixes: (S/N: 4KG), (S/N:1SK), (S/N: 8NM), and (S/N: 6SR).

The factory fill in 3116 and 3126 Marine Engines isCaterpillar Special Application Engine Oil (SAEO).The oil that is used for the factory fill has thefollowing properties:

API CF-4 classification

Viscosity of SAE 30

For maximum performance in 3116 and 3126 MarineDiesel Engines with mechanical unit injection,Caterpillar recommends the following engine oil:

Caterpillar Special Application Engine Oil (SAEO)with a viscosity of SAE 30

Caterpillar Special Application Engine Oil (SAEO)with a viscosity of SAE 40


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Commercial Oils (3116 and 3126Marine Engines)

The performance of commercial diesel engineoil is based on American Petroleum Institute

(API) classifications. These API classifications aredeveloped in order to provide commercial lubricantsfor a broad range of diesel engines that operate atvarious conditions.

When a Caterpillar Special Application Engine Oil(SAEO) is not used, use the following commercialoils:

Single grade oil with a viscosity of SAE 30 or SAE40 with an API CF-4 classification is preferred.

Single grade oil with a viscosity of SAE 30 orSAE 40 with a CF-4 or CG-4 additive package

that does NOT contain viscosity improvers is anacceptable oil.

For an acceptable commercial single grade oil,contact your oil supplier or Caterpillar CustomerService:

1-800-447-4986

The following explanation of the API CF-4classification can be used to make the properchoice when a commercial single grade oil with APICF-4 classification is chosen.

API CF-4 These oils service a wide variety ofmodern diesel engines. API CF-4 oils provide morestable oil control and reduced piston deposits incomparison to API CF and the obsolete CE and CDclassifications of oil. API CF-4 oils provide improvedsoot dispersancy in comparison to API CF andobsolete CD oils. The API CF-4 classification wasdeveloped with a 0.40 percent sulfur diesel fuel.This represents the type of diesel fuels that arecommonly available worldwide.

Some commercial oils that meet the API CF-4classifications may require reduced oil changeintervals. To determine the oil change interval,

closely monitor the condition of the oil and perform awear metal analysis. Caterpillars SOS oil analysisprogram is the preferred method.


Total Base Number (TBN) and FuelSulfur Levels for Direct Injection(DI) Diesel Engines (3116 and 3126Marine Engines)

The Total Base Number (TBN) for an oil dependson the fuel sulfur level. For direct injection enginesthat use distillate fuel, the minimum TBN must be 10times the fuel sulfur level. The TBN is determined bythe ASTM D2896 procedure. The minimum TBNof the oil is 5 regardless of a low fuel sulfur level.Illustration 3 demonstrates the TBN.


(Y) TBN by ASTM D2896(X) Percentage of fuel sulfur by weight(1) TBN of new oil(2) Change the used oil when the TBN reaches this level.

Use the following guidelines for fuel sulfur levelsthat exceed 1.5 percent:

Choose an oil with the highest TBN within theAPI CF-4 classification.

Reduce the oil change interval. Base the oilchange interval on the oil analysis. Ensure thatthe oil analysis includes the condition of the oiland a wear metal analysis.

Excessive piston deposits can be produced by anoil with a high TBN. These deposits can lead to aloss of control of the oil consumption and to thepolishing of the cylinder bore.

NOTICEOperating Direct Injected (DI) diesel engines with fuelsulfur levels over 1.0 percent may require shortenedoil change intervals in order to help maintain adequatewear protection.


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Lubricant ViscosityRecommendations (3116 and3126 Marine Engines)

The proper SAE viscosity grade of oil is determinedby the minimum ambient temperature duringcold engine start-up, and the maximum ambienttemperature during engine operation.



Generally, use the highest oil viscosity that isallowed for the ambient temperature at start-up.

Table 3


Ambient TemperatureAPI CF-4 OilViscosity Grade Minimum Maximum

SAE 30 0 C (32 F) 40 C (104 F)

SAE 40 5 C (41 F) 50 C (122 F)

i01123508

Engine Oil for PrecombustionChamber (PC) Diesel Engines

SMCS Code: 1348

Caterpillar Diesel Engine Oil

Caterpillar Oils have been developed and tested inorder to provide the full performance and servicelife that has been designed and built into CaterpillarEngines. Caterpillar Oils are currently used to filldiesel engines at the factory. These oils are offeredby Caterpillar dealers for continued use when the

engine oil is changed. Consult your Caterpillardealer for more information on these oils.

Due to significant variations in the quality and inthe performance of commercially available oils,Caterpillar makes the following recommendations:



Caterpillar multigrade Diesel Engine Oil isformulated with the correct amounts of detergents,dispersants, and alkalinity in order to provide

superior performance in Caterpillar Diesel Engines.

Caterpillar multigrade Diesel Engine Oil is availablein two viscosity grades (10W30 and 15W40). Forprecombustion chamber engines, see Table 4 inorder to choose the correct viscosity grade for theambient temperature. Multigrade oils provide thecorrect viscosity for a broad range of operatingtemperatures.

Multigrade oils are effective in maintaining low oilconsumption and low levels of piston deposits.

Caterpillar multigrade Diesel Engine Oil can beused in other diesel engines and in gasolineengines. See the engine manufacturers guide forthe recommended specifications. Compare thespecifications to the specifications of Caterpillarmultigrade Diesel Engine Oil. The current industrystandards for Caterpillar Diesel Engine Oil are listedon the product label and on the data sheets for theproduct.

Consult your Caterpillar dealer for part numbersand for available sizes of containers.

Commercial Oils

The performance of commercial diesel engineoils is based on American Petroleum Institute(API) classifications. These API classifications aredeveloped in order to provide commercial lubricantsfor a broad range of diesel engines that operate atvarious conditions.

If Caterpillar multigrade Diesel Engine Oil is notused, only use commercial oils that meet thefollowing classifications:

EMA LRG-1 multigrade oil (preferred oil)

API CH-4 multigrade oil (preferred oil)

API CG-4 multigrade oil (preferred oil)

API CF-4 multigrade oil (acceptable oil)

API CF oil (acceptable oil for PC engines)

In order to make the proper choice of a commercialoil, refer to the following explanations:


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EMA LRG-1 The Engine ManufacturersAssociation (EMA) has developed lubricantrecommendations as an alternative to the API oilclassification system. LRG-1 is a RecommendedGuideline that defines a level of oil performancefor these types of diesel engines: high speed, fourstroke cycle, heavy-duty, and light duty. LRG-1 oilsmay be used in Caterpillar engines when API CH-4,API CG-4, and API CF-4 oils are recommended.LRG-1 oils are intended to provide superiorperformance in comparison to API CG-4 and APICF-4.

LRG-1 oils will meet the needs of high performanceCaterpillar diesel engines that are operating inmany applications. The tests and the test limits thatare used to define LRG-1 are similar to the newAPI CH-4 classification. Therefore, these oils willalso meet the requirements of the low emissionsdiesel engines. LRG-1 oils are designed to controlthe harmful effects of soot with improved wearresistance and improved resistance to oil filterplugging. These oils will also provide superior pistondeposit control for engines with either two-piecesteel pistons or aluminum pistons.

All LRG-1 oils must complete a full test programwith the base stock and with the viscosity grade ofthe finished commercial oil. The use of API BaseOil Interchange Guidelines are not appropriate forLRG-1 oils. This feature reduces the variation inperformance that can occur when base stocks arechanged in commercial oil formulations.

LRG-1 oils are recommended for use in extendedoil change interval programs that optimize oil life.These oil change interval programs are basedon oil analysis. LRG-1 oils are recommendedfor conditions that demand a premium oil. YourCaterpillar dealer has the specific guidelines foroptimizing oil change intervals.

API CH-4 API CH-4 oils were developed inorder to meet the requirements of the new highperformance diesel engines. Also, the oil wasdesigned to meet the requirements of the lowemissions diesel engines. API CH-4 oils are also

acceptable for use in older diesel engines and indiesel engines that use high sulfur diesel fuel. APICH-4 oils may be used in Caterpillar engines thatuse API CG-4 and API CF-4 oils. API CH-4 oils willgenerally exceed the performance of API CG-4 oilsin the following criteria: deposits on pistons, controlof oil consumption, wear of piston rings, valve trainwear, viscosity control, and corrosion.

Three new engine tests were developed for theAPI CH-4 oil. The first test specifically evaluatesdeposits on pistons for engines with the two-piecesteel piston. This test (piston deposit) also measuresthe control of oil consumption. A second test isconducted with moderate oil soot. The secondtest measures the following criteria: wear of pistonrings, wear of cylinder liners, and resistance tocorrosion. A third new test measures the followingcharacteristics with high levels of soot in the oil:wear of the valve train, resistance of the oil inplugging the oil filter, and control of sludge.

In addition to the new tests, API CH-4 oils havetougher limits for viscosity control in applicationsthat generate high soot. The oils also have improvedoxidation resistance. API CH-4 oils must pass anadditional test (piston deposit) for engines that usealuminum pistons (single piece). Oil performance isalso established for engines that operate in areaswith high sulfur diesel fuel.

All of these improvements allow the API CH-4 oilto achieve optimum oil change intervals. API CH-4oils are recommended for use in extended oilchange intervals. API CH-4 oils are recommendedfor conditions that demand a premium oil. YourCaterpillar dealer has specific guidelines foroptimizing oil change intervals.

API CG-4 API CG-4 oils were developed primarilyfor diesel engines that use a 0.05 percent level offuel sulfur. However, API CG-4 oils can be usedwith higher sulfur fuels. The TBN of the new oildetermines the maximum fuel sulfur level for APICG-4 and API CF-4 oils. See Illustration 4.

API CG-4 oils are the first oils that are required topass industry standard tests for foam control andviscosity shear loss. API CG-4 oils must also passtests that were developed for corrosion, wear andoxidation.

API CF-4 These oils service a wide variety ofmodern diesel engines. API CF-4 oils provide morestable oil control and reduced piston deposits incomparison to API CF and the obsolete CE and CD

classifications of oil. API CF-4 oils provide improvedsoot dispersancy in comparison to API CF andobsolete CD oils. The API CF-4 classification wasdeveloped with a 0.40 percent sulfur diesel fuel.This represents the type of diesel fuels that arecommonly available worldwide.

Some commercial oils that meet the APIclassifications may require reduced oil changeintervals. To determine the oil change interval,closely monitor the condition of the oil and perform awear metal analysis. Caterpillars SOS oil analysisprogram is the preferred method.


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Total Base Number (TBN) and FuelSulfur Levels for PrecombustionChamber (PC) Diesel Engines

The TBN for a new oil depends on the fuel sulfurlevel of the fuel that is used. The minimum TBN ofthe oil that is used in PC engines must be 20 timesthe fuel sulfur level. The TBN is defined in ASTMD2896. Regardless of fuel sulfur level, the minimumTBN of new oil is five. Refer to illustration 4.


(Y) The TBN that is shown by ASTM D2896(X) Percentages of fuel sulfur by weight(1) TBN of new oil(2) Change the oil when the TBN deteriorates to 50 percent of

the original TBN.

Whenever the fuel sulfur exceeds 1.5 percent, dothe following tasks.

Choose an oil with the highest TBN that meetsone of these classifications: EMA LRG-1, API CF,API CF-4, API CG-4, and API CH-4.

Shorten the oil change interval if the oil analysis

dictates.

Excessive piston deposits can be produced by anoil with a high TBN. These deposits can lead to aloss of control of the oil consumption and to thepolishing of the cylinder bore.

NOTICEOperating PC engines at fuel sulfur levels over 1.0percent may require shortened oil change intervals tomaintain adequate wear protection.

Lubricant Viscosity Recommendationsfor Precombustion Chamber (PC) DieselEngines

The proper SAE viscosity grade of oil is determined

by the minimum ambient temperature duringcold engine start-up, and the maximum ambienttemperature during engine operation.



Generally, use the highest oil viscosity thatis available to meet the requirement for the

temperature at start-up.

Table 4


Ambient TemperatureCaterpillar DEOMultigrade

EMA LRG-1API CH-4API CG-4

API CF-4 andAPI CF

Viscosity Grade

Minimum Maximum

SAE 0W20 40 C (40 F) 10 C (50 F)

SAE 0W30

40 C (

40 F) 30 C (86 F)

SAE 0W40 40 C (40 F) 40 C (104 F)

SAE 5W30 30 C (22 F) 30 C (86 F)

SAE 5W40 30 C (22 F) 40 C (104 F)

SAE 10W30 20 C (4 F) 40 C (104 F)

SAE 15W40 15 C (5 F) 50 C (122 F)

SAE 30 0 C (32 F) 40 C (104 F)

SAE 40 5 C (41 F) 50 C (122 F)

i01098470

Marine Transmission Oil

SMCS Code:3080; 3300

Caterpillar Transmission/Drive Train Oil (TDTO)is balanced in order to give maximum frictionalmaterial service life in Caterpillar transmissions.TDTO exceeds the requirements for the CaterpillarTO-4 oil specification which includes the frictionalrequirements and gear wear requirements. TDTOis offered in different lubricant viscosity gradesfor maximum service life of components at high

ambient temperatures and heavy duty cycles.


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For maximum transmission service life andperformance, Caterpillar recommends CaterpillarTransmission/Drive Train Oil (TDTO).

Table 5

Caterpillar TDTOLubricant Viscosities For Operating Temperatures

Cooling ofTransmission

Oil Viscosities Minimum

TemperatureMaximum

Temperature

SAE 30 15 C (5 F) 80 C (176 F)Raw/Seawater

SAE 50 5 C (23 F) 95 C (203 F)

Jacket Water SAE 50 5 C (23 F) 95 C (203 F)

Contact your Caterpillar dealer for part numbersand for sizes of available containers.

NOTICEThis oil is formulated for transmissions and drive trainsonly, and should not be used in engines. Shortenedengine life will result.

NOTICECaterpillar Gear Oil (GO) is not the same asCaterpillar Transmission/Drive Train Oil, and doesnot meet Caterpillars specifications for TO-4 oil.Caterpillar GO or commercial gear oils should not beused in compartments which specify TO-4 oil.

Caterpillar Transmission/DriveTrain Oils

If Caterpillar Transmission/Drive Train Oil is notused, commercial oils meeting the Caterpillar TO-4specification must be used in Caterpillar marinetransmissions. Use TO-4 Specification Oils that aresingle grade only.

Commercial Marine Transmissions

For marine transmissions which are notmanufactured by Caterpillar, refer to the lubricationrecommendation of the OEM for the marine

transmission or the vessel.

i01111406

Synthetic Base Stock Oils

SMCS Code: 1300; 1348; 7581

Synthetic base oils are acceptable for usein Caterpillar engines if these oils meet theperformance requirements that are specified for theengine compartment.

Synthetic base oils generally perform better thanconventional oils in the following two areas:

Synthetic base oils have improved flow at lowtemperatures especially in arctic conditions.

Synthetic base oils have improved oxidationstability especially at high operating temperatures.

Some synthetic base oils have performancecharacteristics that enhance the service life of theoil. However, Caterpillar does not recommend theautomatic extension of oil change intervals forany type of oil. Oil change intervals for Caterpillarengines can only be adjusted after an oil analysisprogram that contains the following tests: oilcondition and wear metal analysis (CaterpillarsSOS oil analysis), trend analysis, fuel consumption,

and oil consumption.

i01111412

Re-refined Base Stock Oils

SMCS Code: 1300; 1348; 7581

Re-refined base stock oils are acceptable foruse in Caterpillar engines if these oils meet theperformance requirements that are specified byCaterpillar. Re-refined base stock oils can be usedexclusively in finished oil or in a combination with

new base stock oils. The US military specificationsand the specifications of other heavy equipmentmanufacturers also allow the use of re-refined basestock oils that meet the same criteria.

The process that is used to make re-refined basestock oil should adequately remove all wear metalsthat are in the used oil and all additives that arein the used oil. The process that is used to makere-refined base stock oil generally involves theprocesses of vacuum distillation and hydrotreatingthe used oil. Filtering is inadequate for theproduction of high quality re-refined base stock oilsfrom used oil.


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i01123104

Aftermarket Oil Additives

SMCS Code: 1300; 1348; 7581

Caterpillar does not recommend the use ofaftermarket additives in oil. It is not necessary touse aftermarket additives in order to achieve theengines maximum service life or rated performance.Fully formulated, finished oils consist of base oilsand of commercial additive packages. Theseadditive packages are blended into the base oilsat precise percentages in order to help providefinished oils with performance characteristics thatmeet industry standards.

There are no industry standard tests that evaluatethe performance or the compatibility of aftermarketadditives in finished oil. Aftermarket additives may

not be compatible with the finished oils additivepackage, which could lower the performance of thefinished oil. The aftermarket additive could fail tomix with the finished oil. This could produce sludgein the crankcase. Caterpillar discourages the use ofaftermarket additives in finished oils.

To achieve the best performance from a Caterpillarengine, conform to the following guidelines:

Select the proper Caterpillar oil or a commercialoil that meets theEMA Recommended Guidelineon Diesel Engine Oil or the recommended APIclassification.

See the appropriate Lubricant Viscosities tablein order to find the correct oil viscosity grade foryour engine.

At the specified interval, service the enginecompartment. Use new oil and install a new oilfilter.

Perform maintenance at the intervals that arespecified in the Operation and MaintenanceManual, Maintenance Interval Schedule.

i01113213

Cold Weather Lubricants

SMCS Code: 1300; 1348; 7581

When an engine is started and an engine isoperated in ambient temperatures below 20 C(4 F), use multigrade oils that are capable offlowing in low temperatures.

These oils have lubricant viscosity grades of SAE0W or SAE 5W.

When an engine is started and operated in ambienttemperatures below30 C (22 F), use a syntheticbase stock multigrade oil with a 0W viscosity gradeor with a 5W viscosity grade. Use an oil with a pourpoint that is lower than 50 C (58 F).

The number of acceptable lubricants is limited incold weather conditions. Caterpillar recommendsthe following lubricants for use in cold weatherconditions:

First Choice use an oil with an EMA LRG-1Recommended Guideline or use a CH-4 oil that isAPI licensed with an SAE 0W20, SAE 0W30, SAE0W40, SAE 5W30, or SAE 5W40 lubricant viscositygrade. A CG-4 oil that is API licensed with an SAE0W20, SAE 0W30, SAE 0W40, SAE 5W30, or SAE5W40 lubricant viscosity grade may also be used.A CF-4 oil that is API licensed with an SAE 0W20,SAE 0W30, SAE 0W40, SAE 5W30, or SAE 5W40lubricant viscosity grade may also be used.

Second Choice use an oil that contains the CH-4,CG-4, or CF-4 additive package although the oilhas not been tested for the requirements of theAPI license. The oil must have an SAE 0W20,SAE 0W30, SAE 0W40, SAE 5W30, or SAE 5W40lubricant viscosity grade.

NOTICEShortened engine service life could result if secondchoice oils are used.

i01111438

Lubricating Grease


Caterpillar provides greases in order to cover avariety of applications and extreme temperatureconditions. Consult your Caterpillar dealer for partnumbers and for available sizes of containers.

Note: Some greases may not be used with othergreases. When a commercial grease is used,

ensure that the grease is compatible with thegrease that is currently used in the system. If thecommercial grease is not compatible, the systemmust be purged. If any questions arise concerningthe compatibility of a grease, consult the supplier.


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Multipurpose Greases

Multipurpose Lithium Complex Grease(MPGL)

Multipurpose Lithium Complex Grease (MPGL)is a general purpose lithium complex grease formedium-duty applications. This product has goodcharacteristics at high temperatures such as adropping point of 260 C (500 F). MPGL containsunleaded extreme pressure additives, antiwearinhibitors, and corrosion inhibitors that provide extraprotection in the following applications:

Construction

Agricultural

Automotive

MPGL meets the requirements for extended serviceintervals of automotive chassis points. MPGL alsomeets the requirements for extended serviceintervals of wheel bearings with disc brakes inautomobiles, in vans and in light trucks. Thisproduct meets the NLGI certification of GC-LB.MPGL is also available in a NGLI No. 2 grade.Normal operating temperatures for this product are28 to 149 C (18 to 300 F). This product is alsoavailable as a white lithium complex grease.

Multipurpose Lithium Complex Grease

with Molybdenum (MPGM)Multipurpose Lithium Complex Grease withMolybdenum (MPGM) is a general purposelithium complex grease that is used for light-dutyapplications and for medium-duty applications. TheMPGM is available in the following grades: NLGINo. 2 and NLGI No. 0. The MPGM is strengthenedwith a molybdenum disulfide and a polymer forextra lubrication and protection. MPGM containsunleaded additives. MPGM also contains antiwearinhibitors, rust inhibitors, and corrosion inhibitorsthat are for protection and lubrication in manyenvironments. The MPGM is formulated with a base

fluid that has high viscosity.

The MPGM has the following features:

Increased protection against water washout

Increased retention

Resistance to heavy loads

This product is recommended for heavily loaded pinjoints and for journal bearings. This product meetsthe certification of GC-LB. Normal operatingtemperatures for this product are 28 to 149 C(18 to 300 F) for the NLGI No. 0. Normal operatingtemperatures for this product are 18 to 149 C(0 to 300 F) for the NLGI No. 2.

Note:If MPGM is not available, use a multipurposetype grease which contains three to five percentmolybdenum.

Special Purpose Grease (SPG)

Bearing Lubrication (SPG)

Bearing Lubricant (SPG) is available in a NLGINo. 2 grade with a polyurea thickener. Thisgrease is recommended for high temperature

antifriction bearings in the following applications:electric starting motors, alternators, fan drives,and generators. The Bearing Lubricant (SPG) hasan effective operating range of 29 to 177 C(20 to 350 F).

Water and Temperature Resistant Grease(WTR)

The Water and Temperature Resistant Grease isdesigned for use whenever the following conditionsare a concern: water washout, severe corrosion,and high operating temperatures. The Water and

Temperature Resistant Grease provides extremepressure protection, antiwear protection, rustprotection and corrosion protection. The Water andTemperature Resistant Grease is an environmentallyfriendly grease which does not contain the followingmaterials: antimony, sulfur, barium, zinc, lead, andphosphorous materials. The Water and TemperatureResistant Grease has excellent shear stability. Waterand Temperature Resistant Grease can also resistbreakdown in the presence of water. The Waterand Temperature Resistant Grease works well inthe following applications:

Construction

Agricultural

Automotive

Industrial

Marine

This product meets the NLGI certification ofGC-LB. Normal operating temperatures for thisproduct are 40 to 204 C (40 to 400 F).


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Caterpillar Premium Grease (CPG)

Desert Gold (CPG)

Desert Gold is a heavy-duty, premium synthetic

grease that is developed for the most extremeoperating environments. This grease is formulatedwith the following characteristics: high viscositysynthetic base fluid, polymers, molybdenumdisulfide, high viscosity index, and high droppingpoint.

Desert Gold will protect equipment againstheavy shock loads. Desert Gold protects againstcorrosion in extreme heat, in moist conditions, orin dusty conditions. This product has excellentcharacteristics of adhesion and of stability.Desert Gold provides longer protection than othergreases. Desert Gold is an environmentally friendly

grease which does not contain the followingmaterials: antimony, sulfur, barium, zinc, lead,and phosphorous materials. Normal operatingtemperatures are6 to 230 C (21 to 450 F). DesertGold can operate at higher temperatures for shorttime periods. Desert Gold has additional extremepressure protection for highly loaded pin joints.

Arctic Platinum (CPG)

Arctic Platinum is a super-premium extremepressure lubricating grease that is developed forlubrication in temperatures that are below zero tomoderate operating temperatures. Arctic Platinum

is available in grades 000, 00, 0, 1, and 2. Thesegrades ensure pumpability in central lube systems ina variety of ambient temperatures from 60 to 18 C(76 to 65 F). Arctic Platinum has a high droppingpoint. Arctic Platinum contains a five percentconcentrate of molybdenum disulfide for protectionagainst extra heavy loads. Arctic Platinum providesexcellent corrosion protection and rust protection.Arctic Platinum is an environmentally friendly greasewhich does not contain the following materials:antimony, sulfur, barium, zinc, and phosphorous.

Arctic Platinum is designed for long life lubricationof the following components: horizontal pivot

bearings, lower link bearings, steering cylinders,kingbolt bearings, upper hitch link bearings, andejector carrier roller bearings. This grease is extratacky for retention on excavator carbody bearings.Arctic Platinum has additional extreme pressureprotection for highly loaded pin joints.

i01065849

SOS Oil Analysis


Caterpillar recommends the use of the SOSoil analysis program in order to monitor thecondition and the maintenance requirements ofthe equipment. The SOS oil analysis program willcomplement the preventive maintenance program.

The SOS oil analysis is a diagnostic tool that isused to determine oil performance and componentwear rates. Contamination can be identified andmeasured through the use of the SOS oil analysis.The SOS oil analysis includes the following tests:

The Wear Rate Analysis monitors the wear of theengines metals. The amount of wear metal and

type of wear metal that is in the oil is analyzed.The increase in the rate of engine wear metal inthe oil is as important as the quantity of enginewear metal in the oil. For this reason, regularsampling at specified intervals is necessaryin order to establish wear rates. Intermittentsampling does not allow wear rate trend linesto be established. Engine wear metals in the oilsample are compared to established Caterpillarnorms in order to determine acceptability.

Tests are conducted in order to detectcontamination of the oil by water, glycol or fuel.

The Oil Condition Analysis determines the lossof the oils lubricating properties. An infraredanalysis is used to compare the properties ofnew oil to the properties of the used oil sample.This analysis allows technicians to determinethe amount of deterioration of the oil during use.This analysis also allows technicians to verifythe performance of the oil according to thespecification during the entire oil change interval.

The test results of the oil samples will then be usedas a basis for determining the oil change intervalfor the engine. The results of the SOS oil analysismay allow the engine to operate longer between oil

changes without the risk of engine damage.

Table 6

SOS Oil Analysis Interval

Compartment Interval

Engine crankcase Every 250 Service Hours

For more information, see Special Publication,PEDP7036, SOS Fluid Analysis. Consult yourCaterpillar dealer for complete information andassistance about the program.


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Fuel Specifications

Fuel Specifications

i01060086

General Fuel Information

SMCS Code: 1250; 1280

Purchase fuel from a reputable supplier.

Use fuel that meets the minimum Caterpillarspecifications for diesel fuel. The specificationsare included in the table Caterpillar Specificationsfor Distillate Fuel. This table is included in therecommendations for diesel fuel. These fuelshave a minimum lubricity level of 3100 g. Thisresult is obtained by conducting the ScuffingLoad Wear Test (SBOCLE). If a High FrequencyReciprocating Rig (HFRR) is used for testing,the maximum allowable wear scar is .45 mm(0.018 inch) at 60 C (140 F). The maximumallowable wear scar is .38 mm (0.0150 inch) at25 C (77 F).

Keep the fuel storage tank clean of water, debrisand sediment.

Drain water and sediment from the fuel storagetank weekly. Drain water and sediment before thetank is refilled.

Keep the area around the fuel tank filler neckclean of debris in order to prevent contaminationof the fuel tank.

As required, clean the inside of the engines fueltank.

Drain water and sediment from the engines fueltank daily. Drain the tank at the start of a shift.After the fuel tank has been filled, allow the fuelto settle for ten minutes. This will allow the waterand sediment to separate from the fuel. Then,drain the water and sediment from the tank.

Install water separators.

Drain the water from the water separator daily.

For some applications, Caterpillar high efficiencyfuel filters are required in order to providemaximum life to the fuel system.

Change fuel filters at the scheduled interval.Never fill the new fuel filter with fuel beforeinstallation. Use the fuel priming pump to removeair from the system.

Install breather filters on the fuel tanks.

i01096371

Fuel Information for DieselEngines


The two basic types of diesel fuel are No. 2 dieselfuel and No. 1 diesel fuel. No. 2 diesel fuel is aheavier diesel fuel than No. 1 diesel fuel. Heavierfuels can cause problems with fuel filters, fuellines, fuel tanks, and fuel storage in cold weather.Heavier diesel fuels such as No. 2 diesel fuel canbe used in diesel engines that operate in coldtemperatures with a minimum amount of pour pointdepressant additive. For more information on fuelswhich include blends of No. 1 and No. 2 diesel fuel,consult your fuel supplier.

When you use No. 2 diesel fuel or other heavierfuels, some of the fuels qualities may interferewith successful cold weather operation. Additionalinformation about the characteristics of diesel fuelis available. This information contains a discussionon the modification to the characteristics of dieselfuel. There are several possible methods that canbe used to compensate for the fuel qualities thatmay interfere with cold weather operation. Thesemethods include the use of starting aids, enginecoolant heaters, fuel heaters, and de-icers.

Starting Aids

The use of a starting aid is a conventional methodof assistance for cold starts in low temperatureconditions. A variety of starting aids are availablefor Caterpillar engines. Follow the recommendationsthat are provided by the manufacturer of the startingaid.

Engine Coolant Heaters

These heaters heat the engine coolant. The heatedcoolant flows through the cylinder block. The flowof heated coolant keeps the engine warm. A warmengine is easier to start in cold weather. Most

coolant heaters use electrical power. A source ofelectricity is necessary for this type of heater. Otherheaters that burn fuel are available as a source ofheat. These heaters may be used in place of theelectrical heaters.

With either type of heater, starting aids and/or fuelswith higher cetane numbers are less importantbecause the engine is warm. Problems with fuelcloud point can cause the plugging of fuel filters.Problems with fuel cloud point cannot be correctedby engine coolant heaters. This is especially truefor fuel filters that are cooled by air flow duringoperation.


18/42

18Maintenance SectionFuel Specifications

Fuel Heaters

The fuel cloud point is related to problems withfuel filters. The heater heats the fuel above thecloud point before the fuel enters the fuel filter. Thisprevents wax from blocking the filter. Fuel can flowthrough pumps and lines at temperatures below thecloud point. The cloud point is often above the pourpoint of a fuel. While the fuel can flow through theselines, the wax in the fuel can still plug the fuel filter.

In some engine installations, small modificationscan prevent problems that are caused by the cloudpoint. One of the following changes can preventproblems in many conditions: a change in thelocation of fuel filters and/or supply lines and theaddition of insulation. In extreme temperatures,heating of the fuel may be required to prevent thefilters from plugging. There are several types of fuelheaters that are available. The heaters use eitherengine coolant or exhaust gas as a heat source.These systems may prevent filter waxing problemswithout the use of de-icers. These systems may beineffective when the fuel contains a large amountof dirt or of water. Use of a fuel heater can helpeliminate some cold weather problems. A fuelheater should be installed so that the fuel is heatedbefore flowing into the fuel filter.

Note: Only use fuel heaters that are controlledby thermostats or use fuel heaters that areself-regulated. Do not use fuel heaters in warmtemperatures.

Select a fuel heater that is mechanically simple, yetadequate for the application. The fuel heater shouldalso prevent overheating of the fuel. Disconnect thefuel heater or deactivate the fuel heater in warmweather. An unacceptable loss of fuel viscosityand engine power will occur if the fuel supplytemperature is allowed to become too hot.

For additional information on fuel heaters, see yourCaterpillar dealer.

De-Icers

De-icers lower the freezing point of the moisture inthe fuel. De-icers are not generally needed whenfuel heaters are used. If you experience trouble,consult your fuel supplier for recommendations ofa compatible commercial de-icer.

i01111474

Fuel Recommendations


Diesel engines have the ability to burn a widevariety of fuels. These fuels are divided into twogeneral groups. The two groups are called thepreferred fuels and the permissible fuels.

The preferred fuels provide maximum engineservice life and performance. The preferred fuelsare distillate fuels. These fuels are commonly calleddiesel fuel, furnace fuel, gas oil, or kerosene.

The permissible fuels are crude oils or blendedfuels. Use of these fuels can result in highermaintenance costs and in reduced engine servicelife.

Diesel fuels that meet the specifications in Table 7will help to provide maximum engine service lifeand performance. In North America, diesel fuel thatis identified as No. 1-D or No. 2-D in ASTM D975generally meet the specifications. Table 7 is fordiesel fuels that are distilled from crude oil. Dieselfuels from other sources could exhibit detrimentalproperties that are not defined or controlled by thisspecification.

Table 7

Caterpillar Specifications for Distillate Diesel Fuel

Specifications Requirements ASTMTest

Aromatics 35% maximum D1319

Ash 0.02% maximum (weight) D482

Carbon Residueon 10% Bottoms

0.35% maximum (weight) D524

40 minimum (DI engines)Cetane Number

35 minimum (PC engines)

D613

Cloud Point

The cloud point mustnot exceed the lowestexpected ambient

temperature.

-

Copper StripCorrosion

No. 3 maximum D130

10% at 282 C (540 F)maximum

Distillation90% at 360 C (680 F)maximum

D86

Flash Point legal l imit D93

(continued)


19/42


Fuel Specifications

(Table 7, contd)

Caterpillar Specifications for Distillate Diesel Fuel

Specifications Requirements ASTMTest

30 minimumAPI Gravity45 maximum

D287

Pour Point6 C (10 F) minimumbelow ambienttemperature

D97

Sulfur (1)3% maximum D3605

orD1552

KinematicViscosity(2)

1.4 cSt minimum and 20.0cSt maximum at 40 C(104 F)

D445

Water and

Sediment

0.1% maximum D1796

Water 0.1% maximum D1744

Sediment 0.05% maximum (weight) D473

Gums andResins (3)

10 mg per 100 mLmaximum

D381

3100 g minimum D6708

0.45 mm (0.018 inch)maximum at 60 C (140 F)Lubricity (4)

0.38 mm (0.015 inch)maximum at 25 C (77 F)

D6079

(1) Caterpillar fuel systems and engine components can

operate on high sulfur fuels. Fuel sulfur levels affect exhaustemissions. High sulfur fuels also increase the potential forcorrosion of internal components. Fuel sulfur levels above 1.0percent may significantly shorten the oil change interval. Foradditional information, see this publication, Engine Oiltopic(Maintenance Section).

(2) The values of the fuel viscosity are the values as the fuelis delivered to the fuel injection pumps. If a fuel with a lowviscosity is used, cooling of the fuel may be required to maintaina 1.4 cSt viscosity at the fuel injection pump. Fuels with a highviscosity might require fuel heaters in order to bring down theviscosity to a 20 cSt viscosity. For additional information, seeSpecial Publication, SEBD0717,Diesel Fuel and Your Engine.

(3) Follow the test conditions and procedures for gasoline (motor).(4) The lubricity of a fuel is a concern with low sulfur fuel. To

determine the lubricity of the fuel, use either the ASTM D6708Scuffing Load Wear Test (SBOCLE)or theASTM D6079 High

Frequency Reciprocating Rig (HFRR)test. If the lubricity of afuel does not meet the minimum requirements, consult yourfuel supplier. Do not treat the fuel without consulting the fuelsupplier. Some additives are not compatible. These additivescan cause problems in the fuel system.

NOTICEOperating with fuels that do not meet Caterpillars rec-ommendations can cause the following effects: start-ing difficulty, poor combustion, deposits in the fuel in-jectors, reduced service life of the fuel system, de-posits in the combustion chamber, and reduced ser-vice life of the engine.

In the USA, 0.05 percent diesel fuels have beenused in all on-highway truck engines since 1January 1994. This low sulfur diesel fuel wasmandated as a means of directly reducingparticulate emissions from diesel truck engines.This low sulfur fuel will also be used in Caterpillarcommercial diesel engines when low emissions arerequired or when the fuel supply sources providethis type of fuel. Caterpillar has not seen anydetrimental effects with 0.05 percent sulfur fuel inCaterpillar diesel engines.

NOTICEHeavy Fuel Oil (HFO), Residual fuel, or Blended fuelmust NOT be used in Caterpillar diesel engines (ex-cept in 3600 Series HFO engines). Severe componentwear and component failures will result if HFO type fu-els are used in engines that are configured to use dis-tillate fuel.

In extreme cold ambient conditions, you mayuse the distillate fuels that are specified in Table8. However, the fuel that is selected must meetthe requirements that are specified in Table 7.These fuels are intended to be used in operatingtemperatures that are down to 54 C (65 F).

Table 8

Distillate Fuels (1)

Specification Grade

MIL-T-5624R JP-5

ASTM D1655 Jet-A-1

MIL-T-83133D JP-8

(1) The fuels that are listed in this Table may not meet therequirements that are specified in the Caterpillar Specificationsfor Distillate Diesel FuelTable. Consult the supplier for therecommended additives in order to maintain the proper fuellubricity.

These fuels are lighter than the No. 2 grades of fuel.The cetane number of the fuels in Table 8 must beat least 40. If the viscosity is below 1.4 cSt at 38 C(100 F), use the fuel only in temperatures below0 C (32 F). Do not use any fuels with a viscosityof less than 1.2 cSt at 38 C (100 F). Fuel coolingmay be required in order to maintain the minimumviscosity of 1.4 cSt at the fuel injection pump.

There are many other diesel fuel specifications thatare published by governments and by technologicalsocieties. Usually, those specifications do notreview all the requirements that are addressedin this specification. To ensure optimum engineperformance, a complete fuel analysis should beobtained before engine operation. The fuel analysisshould include all of the properties that are listedin Table 7.


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i01111650

Characteristics of Diesel Fuel

SMCS Code: 1250; 1280

The primary characteristics that affect engineoperation and performance in cold temperaturesare the following characteristics: Lubricity, Viscosity,Cetane Number, Cloud Point, Pour Point, andMoisture Content.

Refer to Special Publication, SEBD0717, DieselFuels and Your Engine for information about thefollowing fuel properties: ignition quality, gravity(density), viscosity, cloud point, pour point, andsulfur content.

Lubricity and Low Sulfur Fuel

Note: The fuel lubricity is important. You shouldconsider the fuels lubricity whenever you operatethe equipment in arctic weather. Also, you shouldconsider the fuels lubricity whenever you usefuels that are lower in viscosity. There are manyaftermarket additives that are available to treat fuel.If the fuels lubricity is an issue, consult your fuelsupplier for proper recommendations regarding fueladditives.

In the USA, a 0.05 percent limit on the amount offuel sulfur in diesel fuel was mandated in Januaryof 1994 for on-highway trucks. The removal of

sulfur from diesel fuel helps to reduce particulateemissions from diesel engines. While limits forfuel sulfur have not generally been mandated foroff-highway use, some local governments haveregulations that include off-highway use. Thereis frequently no difference in the fuel that issold for different applications. The same fuel isoften used for both on-highway applications andoff-highway applications. Other areas of the worldare mandating similar limits. Regulations continue tobecome more stringent. Lower sulfur limits can beexpected in the future.

The fluids lubricity describes the ability of the fluid

to reduce the friction between surfaces that areunder load. This ability reduces the damage thatis caused by friction. Fuel injection systems relyon the lubricating properties of the fuel. Until fuelsulfur limits were mandated, the fuels lubricity wasgenerally believed to be a function of fuel viscosity.

The process that is most commonly used to removesulfur from fuel is called hydro-treatment. Thisprocess is also the most economical process. Eachsource of crude oil contains different amountsof sulfur. Crude oils with low sulfur require littlehydro-treatment to obtain the 0.05 percent limit.Crude oils with high sulfur require a more severe

treatment.

The Hydro-treatment removes the fuels sulfur aswell as other components. The treatment removesnitrogen compounds, polar materials, bicyclicaromatics, polycyclic aromatics, and oxygencompounds. While the removal of sulfur has shownno detrimental effects to the engine, the removal ofother compounds have lowered the lubricity of thefuel. As a result of the lowered lubricity, the fuel isless tolerant of contamination by water and dirt. Thelower fuel lubricity can be seen as abrasive wearof fuel system components. Fuels that have a lowlubricity may not provide adequate lubrication toplungers, to barrels, and to injectors. This problemmay be compounded in areas that require winterblends of fuel. The lighter winter fuel blend hasthe following characteristics: lower viscosity, lowercloud point, and lower pour point.

All low sulfur fuels do not have a low lubricity. Thefuels lubricity may be enhanced with additives.Many fuel suppliers treat the fuel with theseadditives. Do not use a fuel lubricity additive beforeyou consult the fuels supplier. Some aftermarketadditives may not be compatible with the additivesthat are already in the fuel. Some additive packagesthat are supplied by the aftermarket manufacturermay not be compatible with the seals that are usedin fuel systems of some diesel engines. Otheradditive packages that are supplied by aftermarketmanufacturers cannot provide proper performancein high temperature conditions. These additives mayleave deposits because of the high temperaturesthat exist in the fuel systems of diesel engines.

Maximum life of the fuel system can be achieved byperforming the following tasks: using a reliable fuelsupplier, performing proper maintenance of the fuelsystem, and installing Caterpillar high efficiency fuelfilters in the fuel system.

Note: Lighter fuels are frequently used in arctictemperatures. Lighter fuels may include the followingfuels: Jet A-1, JP-8, JP-5, and kerosene. The fuellubricity is not a requirement of the specificationsfor these fuels. Do not assume that a fuel meetsthe minimum Caterpillar specification. Contact thefuel supplier for proper recommendations on fuel

lubricity additives.

Viscosity

The viscosity of the fuel is significant becausethe fuel serves as a lubricant for fuel systemcomponents. Arctic fuels need to have sufficientviscosity. The fuel must lubricate the fuel system ata temperature of 0 C (32 F) or below freezing. If thekinematic viscosity of the fuel is lower than 1.4 cStas supplied to the fuel injection pump or to the unitinjectors, excessive scuffing and seizure can occur.


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Fuel Specifications

Cetane Number

The cetane number of the fuel has an effect onthe ability of the engine to start. Also, the cetanenumber has an effect on the interval of time beforethe engine runs smoothly. Generally, an increaseof ten in the cetane number will allow the engineto be started at a lower temperature. The startingtemperature can be improved approximately7 to 8 C (12 to 15 F) for every increase of ten inthe cetane number. After the engine reaches thenormal operating temperature, a change in thecetane from 40 to 50 will have a minimal effect onengine performance.

Most fuels that have a cetane number above 40 willpermit acceptable engine starts in warmer outsidetemperatures. The engine will start satisfactorily withthis fuel when the engine is kept warm. The enginecan be kept warm by using either a heated roomor a coolant heater.

During average starting conditions, direct injectionengines require a minimum cetane number of 40. Ahigher cetane value may be required for operationin high altitudes or for cold weather operation. Theminimum fuel cetane number that is required for theprecombustion engine is 35.

Modifying the Cetane Number

The cetane number of a fuel can be changed ifthe fuel is mixed with a fuel that has a different

cetane number. Generally, the cetane number ofthe mixture will be in direct relation to the ratio ofthe fuels that were mixed. Your fuel supplier canprovide the information about the cetane numberof a particular fuel.

Additives can also be used to improve the cetanenumber of a fuel. Additives are evaluated throughtesting in special engines. However, the fuelcharacteristics of additives are not identical to anatural product. While both fuels may be rated ashaving the same cetane number, starting may bedifferent.

Cloud Point

It is important to understand that the cloud point ofa fuel is different from the pour point. There is norelationship between cloud point and the pour point.The cloud point is the temperature that allows someof the heavier components in the wax to solidify inthe fuel. This wax is not a contaminant in the fuel.The wax is an important element of No. 2 dieselfuel. The wax has a high fuel energy content andthe wax has a very high cetane value. Removal ofthe heavier wax lowers the cloud point of the fuel.Removal of the wax also increases the cost becauseless fuel can be made from the same amount ofcrude oil. Basically, a No. 1 diesel fuel is formulatedby removing the wax from a No. 2 diesel fuel.

The cloud point of the fuel is important becausethe cloud point can limit the performance of thefuel filter. The wax can alter the fuel characteristicsin cold weather. Solid wax can fill the fuel filters.The solidified wax will stop the flow of fuel. Fuelfilters are necessary in order to remove dirt fromthe fuel. The filters block foreign material, and thefilters protect the parts for the fuel injection system.Since fuel must flow through the filters, installinga fuel heater is the most practical way to preventthe problem. A fuel heater will keep the fuel abovethe cloud point as the fuel flows through the fuelsystem. The fuel heater will permit the wax to flowthrough the filters with the fuel.

Modifying the Cloud Point

You can lower the cloud point of a diesel fuel bymixing the diesel fuel with a different fuel that has alower cloud point. No. 1 diesel fuel or kerosene maybe used to lower the cloud point of a diesel fuel. Theefficiency of this method is not good, because theratio of the mixture does not have a direct relationto the improvement in cloud point. The amount offuel with low cloud point that is required makes theprocess less preferable to use.

The following illustration contains a table that can beused to find the necessary mixture for two fuels withdifferent cloud points. In order to use the table, you

must know the exact fuel cloud point of each fuel.This specification can change from one purchase offuel to the next purchase of fuel. This specificationis normally available from personnel at the source ofthe fuel supply. When fuels that have a lower cloudpoint are not available, this method cannot be used.

The manufacturer of the fuel can add cold flowimprovers to the fuel. Cold flow improvers modify thewax crystals in the fuels. The cold flow improversdo not change the fuels cloud point. However, thecold flow improvers keep the wax crystals smallenough to pass through standard fuel filters. Formixing precautions, see the topic Pour Point.


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Cloud point of fuel mixtures

Generally, the most practical method that is used to preventproblems that are caused by fuel cloud point at low temperaturesis the use of fuel heaters. In most applications, fuel heaters canbe used at a lower cost than fuel mixtures.

Pour Point

The fuels pour point is a temperature below thefuels cloud point. Fuel stops flowing below the pourpoint. The pour point is the temperature which limitsmovement of the fuel with pumps.

To measure the pour point, the fuel temperatureis lowered below the cloud point in steps of 3 C(5 F) at a time. The temperature is lowered untilthe fuel does not flow. The pour point is the lasttemperature that is shown before the flow stops.

At the pour point, the wax has solidified out of thefuel. This makes the fuel more solid than liquid. Thepour point of the fuel can be improved. This doesnot require the removal of important elements. Thisprocess is the same process that is used to improvethe cloud point of a fuel.

A fuels pour point should be at least 6 C (10 F)below the lowest ambient temperature that isrequired for engine start-up and for engineoperation. To operate the engine in extremely coldweather, No. 1 fuel or No. 1-D fuel may be necessarybecause of these fuels lower pour points.

Modifying the Pour Point

You can lower the fuels pour point by usingadditives. You can also lower the pour point bymixing the fuel with a fuel that has a lower pourpoint. See the topic Cloud Point for the procedure.This procedure is not the best procedure to use.

The same table that was use for cloud point canbe used for an estimate of pour points. This is trueonly if the fuels do not have additives which changethe pour point.


Cloud point of fuel mixtures

In order to calculate the amount of lighter fuel thatis required to be blended with the heavier fuel,perform the following steps:

1. Obtain the specification for fuel cloud point ofboth fuels from your fuel supplier.

2. Locate the cloud point of the heavier fuel on theleft side of the table. Mark the point on the table.

3. Locate the cloud point of the lighter fuel on theright side of the table. Mark the point on thetable.

4. Draw a line between the two points that wereestablished. Label this line A.


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Fuel Specifications

5. Determine the lowest outside temperaturefor machine operation. Find this point on theleft side of the table. Mark this point. Draw ahorizontal line from this point. Stop the line at theintersection of line A. Label this new lineC.

6. Line C and line A intersect. Mark this point.Draw a vertical line from this point. Stop theline at the bottom of the table. Label this lineB. The point at the bottom of line B revealsthe percentage of lighter fuel that is required tomodify the pour point.

The above example shows that the blending willrequire a thirty percent mixture of lighter fuel.

Additives are a good method to use in order tolower the pour point of a fuel. These additives areknown by the following names: pour depressants,cold flow improvers, and wax modifiers. When theadditives are used in a low concentration, the fuelwill flow through pumps, lines, and hoses. Theseadditives must be thoroughly mixed into the fuel attemperatures that are above the cloud point. Thefuel supplier should be contacted in order to blendthe fuel with the additives. The blended fuel can bedelivered to your fuel tanks.

Moisture Content

Problems with fuel filters can occur at any time. Thecause of the problem can be water in the fuel ormoisture in the fuel. At low temperatures, moisture

causes special problems. There are three types ofmoisture in fuel: dissolved moisture (moisture insolution), free and dispersed moisture in the fuel,and free and settled at the bottom of the tank.

Most diesel fuels have some dissolved moisture.Just as the moisture in air, the fuel can only containa specific maximum amount of moisture at any onetemperature. The amount becomes less as thetemperature is lowered. For example, a fuel couldcontain 100 ppm (0.010 percent) of water in solutionat 18 C (65 F). This same fuel can possibly holdonly 30 ppm (0.003 percent) at 4 C (40 F).

After the fuel has absorbed the maximum possibleamount of water, the additional water will be freeand dispersed. Free and dispersed moisture isfine droplets of water that is suspended in the fuel.Since the water is heavier than the fuel, the waterwill slowly become free and settled at the bottomof the tank. In the above example, when the fueltemperature was lowered from 18 C (65 F) to 4 C(40 F), 70 ppm of water became free and dispersedin the fuel.

The small drops of water cause a cloudyappearance in the fuel. If the change in temperatureis slow, the small drops of water can settle to thebottom of the tank. When the fuel temperatureis lowered rapidly to freezing temperature, themoisture that comes out-of-solution changes to veryfine particles of ice instead of small drops of water.

The particles of ice are lighter than the fuel, andthe particles of ice will not settle to the bottom ofthe tank. When this type of moisture is mixed inthe fuel, this moisture will fill the fuel filters. The icecrystals will plug the fuel filters in the same way aswax plugs the fuel filters.

If a filter is plugged and fuel flow is stopped,perform the following procedure to determine thecause:

1. Remove the fuel filters.

2. Cut the fuel filters open.

3. Inspect the fuel filter before the filter warms. Thisinspection will show that the filter is filled withparticles of either ice or wax.

The moisture which is free and settled at the bottomof the tank can become mixed with the fuel. Theforce of any pumping action will mix the moisturewith the fuel whenever fuel is transferred. Thismoisture then becomes free and dispersed water.This moisture can cause ice in the filters. Thismoisture can cause other problems with filters atany temperature. Generally, the same force thatmixes the water into the fuel will also mix dirt andrust from the bottom of the tank with the water. Theresult is a dirty mixture of fuel and water which canalso fill the filters and stop fuel flow.


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24Maintenance SectionCooling System Specifications

Cooling SystemSpecifications

i01111669

General Coolant Information

SMCS Code: 1350; 1395

NOTICENever add coolant to an overheated engine. Enginedamage could result. Allow the engine to cool first.

NOTICEIf the engine is to be stored in, or shipped to an areawith below freezing temperatures, the cooling systemmust be either protected to the lowest outside temper-ature or drained completely to prevent damage.

NOTICEIn cold weather, frequently check the specific gravityof the coolant solution to ensure adequate protection.

Clean the cooling system for the following reasons:

Contamination of the cooling system

Overheating of the engine

Foaming of the coolant

Note:Air pockets can form in the cooling system ifthe cooling system is filled at a rate that is greaterthan 20 L (5 US gal) per minute.

After you drain the cooling system and after yourefill the cooling system, operate the engine.Operate the engine without the filler cap until thecoolant reaches normal operating temperature andthe coolant level stabilizes. Ensure that the coolantis maintained to the proper level.

NOTICE

Never operate an engine without water temperatureregulators in the cooling system. Water temperatureregulators help to maintain the engine coolant at theproper operating temperature. Cooling system prob-lems can develop without water temperature regula-tors.

Refer to Special Instruction, SEBD0518, KnowYour Cooling System and Special Instruction,SEBD0970, Coolant and Your Engine for moredetailed information.

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

These failures can be avoided with proper coolingsystem maintenance. Cooling system maintenanceis as important as maintenance of the fuel systemand the lubrication system. Quality of the coolantis as important as the quality of the fuel and thelubricating oil.

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

Water

NOTICE

All Caterpillar diesel engines equipped with air-to-airaftercooling (ATAAC) require a minimum of 30 percentglycol to prevent water pump cavitation.

NOTICENever use water alone without Supplemental CoolantAdditives (SCA) or without inhibited coolant. Wateralone is corrosive at engine operating temperatures.Water alone does not provide adequate protectionagainst boiling or freezing.

Water is used in the cooling system in order to

transfer heat.

Distilled water or deionized water isrecommended for use in engine cooling systems.

DO NOT use the following types of water in coolingsystems: hard water, softened water that has beenconditioned with salt, and sea water.

If distilled water or deionized water is not available,use water with the properties that are listed in Table9.


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Cooling System Specifications

Table 9

Caterpillar Minimum Acceptable Water Requirements

Property Maximum Limit ASTM Test

Chloride (Cl) 40 mg/L

(2.4 grains/US gal)

D512,

D4327

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

D516

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

D1126

Total Solids 340 mg/L

(20 grain/US gal) D1888

Acidity pH of 5.5 to 9.0 D1293

For a water analysis, consult one of the followingsources:

Caterpillar dealer

Local water utility company

Agricultural agent

Independent laboratory

Additives

Additives help to protect the metal surfaces ofthe cooling system. A lack of coolant additivesor insufficient amounts of additives enable the

following conditions to occur:

Corrosion

Formation of mineral deposits

Rust

Scale

Pitting and erosion from cavitation of the cylinderliner

Foaming of the coolant

Many additives are depleted during engineoperation. These additives must be replacedperiodically. This can be done by addingSupplemental Coolant Additives (SCA) to DieselEngine Antifreeze/Coolant (DEAC) or by addingELC Extender to Extended Life Coolant (ELC).

Additives must be added at the properconcentration. Overconcentration of additives cancause the inhibitors to drop out-of-solution. Thedeposits can enable the following problems tooccur:

Formation of gel compounds

Reduction of heat transfer

Leakage of the water pump seal

Plugging of radiators, coolers, and smallpassages

Glycol

Glycol in the coolant helps to provide protectionagainst the following conditions:

Boiling

Freezing

Cavitation of the water pump and the cylinder liner

For optimum performance, Caterpillar recommends

a 1:1 mixture of a water/glycol solution.

NOTICEAll Caterpillar diesel engines equipped with air-to-airaftercooling (ATAAC) require a minimum of 30 percentglycol to prevent water pump cavitation.

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

Note:100 percent pure glycol will freeze at atemperature of 23 C (9 F).

Most conventional heavy-duty coolant/antifreezesuse ethylene glycol. Propylene glycol may also beused. In a 1:1 mixture with water, ethylene andpropylene glycol provide similar protection againstfreezing and boiling. See Tables 10 and 11.

Table 10

Ethylene Glycol

Concentration Freeze

ProtectionBoil

Protection

50 Percent 36 C (33 F) 106 C (223 F)

60 Percent 51 C (60 F) 111 C (232 F)

NOTICEDo not use propylene glycol in concentrations that ex-ceed 50 percent glycol because of propylene glycolsreduced heat transfer capability. Use ethylene glycolin conditions that require additional protection againstboiling or freezing.


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26Maintenance SectionCooling System Specifications

Table 11

Propylene Glycol

Concentration Freeze

ProtectionAnti-Boil

Protection

50 Percent

29

C (

20

F) 106

C (223

F)

To check the concentration of glycol, use the1U-7298 Coolant/Battery Tester (Celsius) or usethe 1U-7297 Coolant/Battery Tester (Fahrenheit).The testers give readings that are immediate andaccurate. The testers can be used with ethyleneor propylene glycol.

i01096597

Coolant Recommendations

SMCS Code: 1350; 1352; 1395

The following two coolants are used in Caterpillardiesel engines:

Preferred Caterpillar Extended Life Coolant (ELC)or a commercial extended life coolant that meetsthe Caterpillar EC-1 specification

Acceptable A Caterpillar Diesel EngineAntifreeze/Coolant (DEAC) or a commercialheavy-duty coolant/antifreeze that meets ASTMD4985 or ASTM D5345 specifications

NOTICEDo not use a commercial coolant/antifreeze that onlymeets the ASTM D3306 or D4656 specification. Thistype of coolant/antifreeze is made for light duty auto-motive applications.

Caterpillar recommends a 1:1 mixture of waterand glycol. This mixture of water and glycol willprovide optimum heavy-duty performance as acoolant/antifreeze.

Note: Caterpillar DEAC DOES NOT require atreatment with an SCA at the initial fill. Commercial

heavy-duty coolant/antifreeze that meets ASTMD4985 or ASTM D5345 specifications MAYrequire a treatment with an SCA at the initial fill.Read the label or the instructions that are providedby the OEM of the product.

In stationary engine applications and marine engineapplications that do not require anti-boil protectionor freeze protection, a mixture of SCA and water isacceptable. Caterpillar recommends a six percentto eight percent c

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Manual de Operacion y Mantenimiento Motores Caterpillar