Aeb 02406

Application
Engineering
Bulletin
Title: This AEB is for the following applications:
Charge Air Cooling – Industrial
Application Installation Requirements Automotive Industrial Marine
G-Drive Genset
Filtration Emission Solutions

Date: 03 September 2015 Refer to AEB 9.01 for Safety Practices, AEB Number: 24.06
Guidelines and Procedures
Engine models included: All
Owner: Randy Bergstedt Approver: per Procedure GCE-AS-1 Page 1 of 45
This AEB supersedes AEB 24.06 dated 14 January 2015.
The objective of this AEB is to present design guidelines, recommendations and requirements for the Charge Air
Cooling system for industrial applications. This bulletin should be used by OEMs to assist in machine (vehicle)
design but is not a substitute for validation of machine (vehicle) systems.
Cummins Internal Use Only: This information is labeled per CORP-00-24-00-00.
Revision 15, 03 September 2015 Page 1 of 45 © Copyright 2015 Cummins Inc.

Charge Air Cooling – Industrial Application Installation Requirements AEB 24.06
Table of Contents
1 Installation Requirements......................................................................................................................................... 3
2 Recommendations ................................................................................................................................................... 4
3 Charge Air Cooling System - Discussion ................................................................................................................. 7
3.1 Introduction ..................................................................................................................................................... 7
3.2 Design for Heat Transfer ................................................................................................................................. 8
3.2.1 Charge Air Cooling System Function .......................................................................................................... 8
3.2.2 Cooler Core Sizing ...................................................................................................................................... 8
3.2.2.1 Emissions Related Installation Instructions ........................................................................................ 9
3.2.2.2 Charge Air Cooler Outlet Temperature Derate/Alarm Set Point ....................................................... 10
3.2.2.3 Maximum Allowable Air Temperature Rise over Ambient at Turbo Compressor Inlet (Intake System
Temperature Rise) ............................................................................................................................................. 10
3.2.2.4 Heat Rejection .................................................................................................................................. 11
3.2.3 Condensation ............................................................................................................................................ 14
3.2.4 Design for Charge Air Cooler System Performance ................................................................................. 14
3.2.4.1 Maximum Pressure Drop from Turbocharger Compressor Air Outlet to Intake Manifold (IMPD) ..... 14
3.2.4.2 System Layout .................................................................................................................................. 14
3.2.4.3 Installations Involving Various Heat Exchangers Installed Front to Back (in Series) ....................... 15
3.2.5 Design for Cooling Fan and Fan Drive Performance ................................................................................ 16
3.2.5.1 Fan to Core Match ............................................................................................................................ 16
3.2.5.2 Fan to Core Distance........................................................................................................................ 16
3.2.5.3 Fan Shroud ....................................................................................................................................... 17
3.2.5.4 Fan Tip to Shroud Clearance ........................................................................................................... 17
3.2.5.5 Fan Immersion.................................................................................................................................. 17
3.2.5.6 Fan Air Supply and Exhaust ............................................................................................................. 17
3.2.5.7 Cooling Fan Control.......................................................................................................................... 17
3.2.5.8 Variable Speed/Pitch Fan Clutches .................................................................................................. 18
3.2.5.9 On/Off Fan Clutches ......................................................................................................................... 19
3.2.5.10 Viscous Air Sensing Fan Clutches ................................................................................................... 19
3.2.5.11 Alternate Temperature Input for Cooling Fan Control on EGR Engines ........................................... 19
3.3 Design for Charge Air Cooler Durability ........................................................................................................ 20
3.3.1 Cooler Construction .................................................................................................................................. 20
3.3.2 Cooler Mounting ....................................................................................................................................... 21
3.3.3 System Tube Work ................................................................................................................................... 21
3.3.3.1 Tube Routing and Bending ............................................................................................................... 21
3.3.3.2 Tube Material.................................................................................................................................... 22
3.3.3.3 Tube Welding ................................................................................................................................... 22
3.3.4 System Hoses ........................................................................................................................................... 22
3.3.5 Turbocharger Boost Pressure Reactions .................................................................................................. 22
3.3.6 System Clamps ......................................................................................................................................... 23
3.3.7 System Cleanliness .................................................................................................................................. 23
3.3.7.1 Aluminum Particle Specifications ..................................................................................................... 23
3.3.7.2 Steel and Other Particles.................................................................................................................. 24
3.3.8 Cold Weather Operation ........................................................................................................................... 26
3.3.8.1 Intake Air Heaters ............................................................................................................................. 26
3.3.8.2 Temperature Modulated Engine Cooling Fans ................................................................................. 26
3.3.8.3 Temperature Controlled Variable Pitch Cooling Fans ...................................................................... 26
3.3.8.4 Airflow Shutters ................................................................................................................................ 27
3.3.8.5 Winterfronts ...................................................................................................................................... 27
3.3.9 Intake Air Location .................................................................................................................................... 27
4 Definitions .............................................................................................................................................................. 27
5 Reference Documentation ..................................................................................................................................... 28
Appendix A Charge Air Cooling System Performance Verification Testing ............................................................. 29
Appendix B Test Procedures ................................................................................................................................... 34
6 Change Log............................................................................................................................................................ 41

1 Installation Requirements
The following items are requirements for design of the charge air cooling system based on Cummins testing and
service experience with industrial engine installations. These requirements are based on best-practice of OEMs
and end-users with successful installations in current use.
Unless otherwise noted, the requirements listed below apply to all the applications indicated in the title block of
this AEB. In order to obtain Cummins concurrence with Charge Air Cooling Systems, the system must:
Charge Air Cooling Heat Transfer Requirements
1. The charge air cooling system must meet the required “Maximum CAC delta Temperature (CAC dT) at an
ambient of 25 °C (77 °F)” specification on the Engine Performance Data Sheet when tested according to
procedure outlined in this document. The test that establishes this requirement is the “Charge Air Cooler Delta
Temperature (CAC dT)” shown in Appendix B. Engines without Exhaust Gas Recirculation (EGR) may use
CAC dT or IMTD (Intake Manifold Temperature – ambient temperature). Engines with EGR must use the CAC
dT instead of IMTD.
See Section 3.2.2.1 Emissions Related Installation Instructions
2. When ambient temperatures are less than 25 °C (77 °F) the CAC_Out temperature must not exceed the
"Maximum CAC outlet temperature at <= 25 °C (77 °F) ambient" or “Charge air cooler outlet temperature for
Full Fan-on” on the Engine Performance Data Sheet.
See Section 3.2.2.1 Emissions Related Installation Instructions
3. The charge air cooling system must maintain an intake manifold temperature less than or equal to the “Intake
manifold air temperature derate/alarm temperature" specification on the Base Engine Data Sheet when tested
at the machine’s limiting ambient temperature (LAT).
See Section 3.2.2.2 Charge Air Cooler Outlet Temperature Derate/Alarm Set Point
Charge Air Cooling System Performance Requirements
4. The charge air cooling system, including OEM CAC tubing must not exceed the "Maximum allowable pressure
drop across charge air cooler and OEM CAC piping (IMPD)" specification on the Engine Performance Data
Sheet when tested according to the procedure outlined in this document.
See Section 3.2.4.1 Maximum Pressure Drop from Turbocharger Compressor Air Outlet to Intake Manifold
(IMPD)
5. Temperature modulated engine cooling fans must be directly controlled by CAC_Out temperature using an
OEM supplied sensor in the CAC outlet or CAC outlet tubing. This control is in addition to other fan controls
(such as those using engine coolant temperature).
See Section 3.2.5.7 Cooling Fan Control and 3.2.5.8 Variable Speed/Pitch Fan Clutches
See Section 3.2.5.11 Alternate Temperature Input for Cooling Fan Control on EGR Engines if a CAC outlet
temperature sensor cannot be used.
Charge Air Cooling Durability Requirements
6. The charge air connection tubing must be made of a) aluminized steel, b) stainless steel, or c) internally and
externally powder coated steel tubing. It must not made of aluminum or untreated steel
See Section 3.3.3.2 Tube Material
7. The charge air system tubing, hoses, clamps, and mounting must meet the requirements defined in AEB
24.20 Hose Material and Hose Requirements and Recommendations. AEB 24.20 describes the required hose
and clamp types and materials required for charge air cooler plumbing.
See Section 3.3.4 System Hoses

8. The loads due to the boost pressure forces, charge air system plumbing geometry, and charge air system
plumbing weight must meet the specifications as defined in AEB 64.13 Cummins Turbo Technologies-
Turbocharger Load Limits. AEB 64.13 describes the maximum load limits for the intake air and charge air
cooler plumbing attachment to the turbocharger.
See Section 3.3.5 Turbocharger Boost Pressure Reactions
9. For engines with variable geometry turbocharger (VGT), all OEM drawings for air system components
downstream of the air filter must specify the cleanliness requirements outlined in this document. This includes
intake air pipes and hoses, charge air cooler tubing and hoses, and any other clean air side of the intake air
and charge air cooler system.
See Section 3.3.7 System Cleanliness
2 Recommendations
Design for Heat Transfer - Core Design
1. The charge air core design should use the maximum frontal surface area available.
2. The core should be as thin as possible to reduce air flow restriction.
3. The core fin spacing should be as large as possible to reduce plugging and provide for ease of cleaning.
4. The charge air core header tanks should not block the fan swept area.
5. The outside edges of the charge air cooler assembly should be sealed or baffled to prevent recirculation of
the hot air.
6. The charge air cooling package should have a shroud to maximize the flow to the full charge air core and be
as close as possible to the fan tips to maintain the fan efficiency while not allowing fan blade to shroud contact.
7. The adjacent cooling cores should be arranged to avoid fan air flow blockage.
8. If the machine (vehicle) is to be used in an environment where core plugging could occur frequently, the
design should include methods for easy core access for blow-off and cleaning.
9. If the CAC's core area is smaller than the radiator core, the CAC header tanks should not cover the radiator
core area, thus blocking airflow.
10. Avoid adding heat exchangers in front of the CAC core that can preheat the CAC cooling air to a point where
it cannot meet the CAC cooling requirements.
11. It is recommended that excessive CAC cooling effectiveness should be avoided. Excessive cooling can cause
condensation to build up in the intake piping and cause corrosion, or freeze up in cold conditions, potentially
causing a no-start condition.
Design for Heat Transfer - Fan and Air Flow Recommendations
12. The fan should sweep as much of the core as possible.
13. The fan should be selected to have the largest possible diameter and the fan ratio as low as possible.
14. Consider using a temperature modulated fan to reduce fuel consumption, noise, core plugging and other
benefits.
15. The fan axial engagement into the shroud should be optimized to take fullest advantage of the fan air flow.
This can often be tested and optimized by varying the fan spacer length to change the engagement distance.

16. All piping between the engine and charge air cooler should be flexible enough to provide for relative motion
between the engine and charge air cooler. See AEB 24.20 for hose design recommendations.
17. To ensure good airflow sweep of the heat transfer cores, a distance of at least 102 mm (4 in) between the fan
and core is recommended. Blower type fans may require a greater distance.
18. Fan performance improves as the clearance from the fan blade tips to the shroud is reduced. For best
performance, the tip clearance should not exceed 13-19 mm (0.5-0.75 in).
19. For installations having the CAC and radiator cores front to back (in series), the fan should be immersed about
1/2 of the fan depth into the shroud. Optimum fan immersion should be determined through testing.
20. Grille open area should be maximized, and grille elements designed for low air resistance.
21. Avoid obstructions in front of or behind the fan that may disrupt airflow, particularly near the fan perimeter
where air velocity is highest.
22. Attention should be focused on the engine compartment venting to allow maximum open area and ensure low
restriction cooling air intake or exhaust.
23. Cooling systems using variable speed or variable pitch fan controls may provide noise, power, and fuel
economy improvements over direct-drive fixed-blade fans when properly applied.
24. Cummins does not recommend the use of on/off type fan clutches for industrial equipment using charge air
cooled engines that do not have significant ram air through the cooling system.
25. The cooling fan should remain actuated until both the intake air temperature and coolant temperature switches
are in the “off” position.
26. Cummins discourages the use of the bi-metallic strip in the fan hub that senses cooling air temperature for a
viscous fan clutch because it is difficult to control CAC outlet temperature under all loading and ambient
conditions.
27. Cummins encourages the use of winter fronts that equalize the exposure of each CAC core tube to cooling
airflow to provide more uniform temperature distribution over the cooler core area.
28. Either a blower fan or suction fan arrangement may be used as long as the charge air cooling performance
requirements are met. A suction fan arrangement is usually the more efficient alternative.
Design for Charge Air Cooler System Performance
29. The cooler can be a significant source of charge air flow restriction within the system. Avoid CAC designs
which use:
a. Square corner header tanks opposed to aerodynamically shaped tanks

b. Headers with insufficient flow area
c. Sharp transitions between inlet and outlet hose connections and header tanks
d. Rough interior surface finish
30. Large radius bends are recommended to keep system pressure drop as low as possible. Bend radii should
be 1.5 times the tube diameter or larger.
31. Abrupt diameter changes and the use of mitered joints should be avoided. Tube diameter needs to be
balanced between pressure drop requirements and engine transient response.
32. Excessive system volumes may slow engine throttle response and result in transient surge issue evidenced
by a loud “chuffing” noise from the turbocharger.

Charge Air Cooling System Durability Recommendations: Core Density, Durability, and Cleaning
33. The charge air cooler core fin density (fins/in or fins/cm) and fin type should be selected to prevent fouling
during operation in the machine’s expected environment.
34. Cummins recommends heat exchanger cores with no greater than 8-10 fins/in, and non-louvered fins for
equipment used in a dirty environment (such as construction, agricultural, and mining).
35. The charge air cooler mounting should be designed to isolate the charge air cooler core from frame twist and
shock loads.
36. The charge air cooler mounting should be designed to restrict motion and avoid contact between the fan and
the shroud and core.
37. The charge air cooler core and its mounting should be designed and constructed to handle cyclic pressure
and thermal expansion.
38. The charge air cooler core, tanks and its mounting should be designed and constructed to withstand combined
vibration and pressure cycle oscillations expected to occur during worst case machine work duty cycle and
maximum charge air cooler temperatures.
39. Cummins recommends the industry standard CAC that uses a brazing process to join the core to the end
tanks.
40. Fabricated header tanks may be prone to failure if improperly designed and welded. To meet OEM cooler life
expectancies, equipment operating cycles with frequent and rapidly changing charge air temperatures and
pressures may require a cooler using a non-rigid, gasket joint between the core tubes and end tanks, and/or
set of side plates with expansion joints.
41. For installations where the various heat exchangers are installed front to back, debris may become trapped
between these two cores, where it is not easily cleaned without removal of the CAC. To reduce plugging
issues, Cummins recommends the equipment manufacturer:
a. Install seals between the cores

b. Match the fin density of the two cores so that debris will pass through both
c. Improve serviceability by using swing-out cores
42. Because of the cleanliness requirements with VGT turbochargers, the OEM should consider the ability to
maintain the cleanliness in their initial charge air tube design for easy inspection and cleaning by avoiding
blind areas in the tubing or adding welds.
Charge Air Cooling System Durability Recommendations: Design for Charge Air Pipes and Connections
43. A full 360° hose bead is recommended on the charge air tube ends to prevent hose blow-off. See AEB 24.20
for full details.
44. The charge air tubing to and from the cooler should be direct and include as few bends as possible.
45. All changes in air direction should be done with tubing rather than hoses. Molded hose elbows in the charge
air system are prone to blow-off due to high boost pressures and temperatures and relative movement of the
system.
46. Charge air tubing that includes 90° bends are prone to hose blow-off and should be bracketed to the engine.
If the tubing is bracketed to the engine, the attachment point on the tubing should be kept close to the hose
connection on the engine in order to minimize stresses caused when relative motion occurs between the
engine and CAC. Tubing which is bracketed to the engine must also meet the requirements defined in AEB
21.46 Installation Requirements - Guidelines for OEM Installed Hardware. Rotatable 90 and 45 degree elbows
attached to the turbo compressor outlet are available to direct the charge air toward the CAC and minimize
the need for 90° bends in the tubing.

47. Rigidly braced tubing is acceptable if tension straps are installed across the hose connecting the turbo
compressor outlet elbow and the discharge tube. See AEB 64.13 for details.
48. Hose clamps of the constant tension type are recommended. See AEB 24.20 for charge air hose clamping
requirements and recommendations.
49. Hose materials should be Nomex®-reinforced, bellows type, and silicone with external reinforcing rings. See
AEB 24.20 for charge air hose material requirements and recommendations.
50. The tubing between the engine and the charge air cooler must be adequately supported to prevent blow-off
and overloading of the turbocharger. See AEB 64.13 for complete turbocharger loading requirements and
recommendations.
51. Both ends of the charge air tubing should be installed with flexible hoses to allow the engine and charge air
cooler core to remain isolated.
52. The center of gravity of the charge air tube should be kept as close to a straight line drawn between the
centers of the hoses on either end of the tube.
53. The weight of the charge air tubing should not impose a force greater than 44 N (10 lbf) in the intake manifold
connection.
3 Charge Air Cooling System - Discussion
3.1 Introduction
This document is intended to help design a machine’s engine charge air cooling system that will enable the engine
to properly operate in all conditions it may encounter while in service. The information contained in this document
is a compilation of best practices, recommendations, engine specifications, design alternatives, and other
information to consider when designing the charge air cooling system. It is applicable to all light-duty, mid-range,
heavy-duty and high-horsepower Cummins industrial engines
Many new Cummins turbocharged engines for industrial applications require the use of charge air cooling (also
referred to as air-to-air or CAC) heat exchanger to reduce the temperature of the air entering the intake manifold.
An air-to-air CAC is more effective than an air-to-coolant (jacket-water) aftercooler to reduce the temperature of
the charge air entering the cylinders. A low charge air temperature is necessary to meet emissions requirements
while improving engine performance and efficiency. In addition to the charge air cooler, the system includes
ducting from the turbocharger to the CAC and from the CAC to the engine intake manifold.
Turbocharg
er
Intake
Charge Air Manifold
Cooler
Figure 1 Charge Air Cooling System Components

The long-term integrity of the charge air cooling system is the responsibility of the equipment and component
manufacturers. While specifying performance of the system components, Cummins will not attempt to establish
detailed durability test requirements. Performance of the charge air cooling system is critical to engine durability,
performance, and emissions compliance. Failure of system components will cause power loss, increased
emissions, and possibly engine damage. The charge air cooler, tubing, cooling fan, and fan control must meet
Cummins requirements and the design constraints of the particular piece of industrial equipment.
Note: Engines which use Exhaust Gas Recirculation (EGR), such as Cummins Tier 4 engines, mix exhaust gas
into the charge air as it enters the intake manifold. This mixing of the exhaust gas with the charge air causes the
intake manifold temperature to be higher than the CAC outlet temperature. For this reason the intake manifold
temperature or engines with EGR cannot be used where CAC outlet temperature is specified as a test requirement
or for fan controller temperature. For engines without EGR (pre Tier 4 Engines): CAC Outlet Temperature = Intake
Manifold Temperature (IMT).
3.2 Design for Heat Transfer

3.2.1 Charge Air Cooling System Function
The engine turbocharger supplies air to the engine cylinders at an elevated pressure to improve power density
and efficiency. Some of the heat of turbocharger compression is removed from the air by the CAC. Charge air
cooling increases the density of the airflow, which increases engine power output, reduces exhaust gas emissions,
and reduces thermal loading the engine.
1. “Hot” Air Charge

2. Charge Air Cooler
3. Air Intake
4. Turbocharger Compressor Inlet
5. Turbocharger Compressor Outlet
6. Muffler
7. Power Cylinder
8. Exhaust
9. Intake Manifold
10. “Cool” Charge Air
Figure 2 Charge Air Cooling System Airflow
3.2.2 Cooler Core Sizing

The Engine Performance Data Sheet and Base Engine Data Sheet contains the engine information needed to
design the charge air cooling system for applications where the vehicle can operate at rated speed and load,
and/or peak power speed and load, and/or torque peak speed and load. This includes charge air mass flow and
turbocharger compressor outlet temperature and pressure.
Note: For applications that do not operate at any of these points, the CAC may be designed at the greater of
either the highest power point the vehicle can operate, or the worst case duty cycle (requires some test data of
the vehicle in operation). For engine data at operation points other than rated power, peak power, and torque
peak use the Engine Performance Data calculator in the Cummins Advisor Engine Database.

3.2.2.1 Emissions Related Installation Instructions
Requirement 1: The charge air cooling system must meet the required “Maximum CAC delta Temperature (CAC
dT) at an ambient of 25 °C (77 °F)” specification on the Engine Performance Data Sheet when tested according
to procedure outlined in this document. The test that establishes this requirement is the “Charge Air Cooler Delta
Temperature (CAC dT)” shown in Appendix B. Engines without Exhaust Gas Recirculation (EGR) may use CAC
dT or IMTD (Intake Manifold Temperature – ambient temperature). Engines with EGR must use the CAC dT
instead of IMTD.
Requirement Background: Failing to follow these instructions when installing a certified engine in a piece of
non-road equipment violates United States federal law (40 CFR 1068.105(b)), subject to fines or other penalties
as described in the Clean Air Act.
Requirement 2: When ambient temperatures are less than 25 °C (77 °F) the CAC_Out temperature must not
exceed the "Maximum CAC outlet temperature at <= 25 °C (77 °F) ambient" or “Charge air cooler outlet
temperature for Full Fan-on” on the Engine Performance Data Sheet.
Requirement Background: Failing to follow these instructions when installing a certified engine in a piece of
non-road equipment violates United States federal law (40 CFR 1068.105(b)), subject to fines or other penalties
as described in the Clean Air Act.
Maximum CAC Outlet delta Temperature (Ambient to CAC Outlet) (CAC dT) is the amount that the CAC outlet
temperature can be above the operating ambient temperature with the engine at full power output.
Note: For engines without EGR, the intake manifold temperature is equal to CAC outlet temperature. For engines
with EGR, intake manifold temperature (IMT) is not the same as CAC outlet temperature (IMT is higher due to
addition of EGR gases into the intake manifold).
The engine’s emission certification is based on an ambient temperature of 25 °C (77 °F). Therefore, in order to
comply with the engine’s emission certification, the following conditions must be satisfied.
Table 1 Charge Air Cooler Operating Temperature
Ambient Temperature
Under which the Machine Charge Air Cooler Outlet Temperature
Operates
25 °C (77 °F)+ CAC dT (Maximum CAC outlet to ambient at 25
25 °C (77 °F) °C (77 °F) (CAC dT))
(Per Engine Performance Data Sheet)
Must NOT exceed the Charge air cooler outlet temperature for full
< 25 °C (77 °F) Fan-On
(Per Engine Performance Data Sheet)
For the system to concur with Cummins requirements and the engine to be in compliance with US EPA and other
regulating agencies’ emissions regulations, the CAC_Out must be less than or equal to ambient temperature plus
CAC dT when the ambient air temperature is 25 °C (77 °F). When the ambient temperature is less than 25 °C
(77 °F), the CAC Outlet Temperature must not exceed the “Maximum CAC outlet temperature at <=25 °C (77 °F)
ambient” or “Charge air cooler outlet temperature for full Fan-On” as specified on the Engine Performance Data
Sheet.

3.2.2.2 Charge Air Cooler Outlet Temperature Derate/Alarm Set Point
Requirement 3: The charge air cooling system must maintain an intake manifold temperature less than or equal
to the “Intake manifold air temperature derate/alarm temperature" specification on the Base Engine Data Sheet
when tested at the machine’s limiting ambient temperature (LAT).
Requirement Background: Maintaining the CAC_Out will avoid triggering the faults.
Exception: On many engines which utilize EGR, the “Intake manifold air temperature derate / alarm temperature"
is not specified on the Base Engine Data Sheet. In this case, it is not necessary to validate for this requirement.
This is the maximum allowable CAC_Out on non-EGR engines and maximum allowable intake manifold
temperature on EGR-equipped engines. During high ambient conditions, the CAC_Out must be maintained to a
level such that the CAC_Out is less than or equal to the "Intake manifold air temperature derate/alarm
temperature" on the Base Engine Data Sheet. If the intake manifold air temperature (IMT) on EGR-equipped
electronic engines is exceeded a fault code and/or derate may result.
A recommended method of estimating the CAC_Out Temperature at the OEM design-LAT (Limiting Ambient
Temperature) condition would be to use the following formula based on the actual CAC test results:
CAC_Out_T at Design LAT = Tested_CAC_Out_T + 1.2 * (Design LAT - Test_Ambient_T)
Example: An engine is tested at 30 °C (86 °F) ambient and has a maximum CAC_Out temperature at maximum
load of 65 °C (149 °F) during the test.
 This gives a CAC_dT of (65-30) = 35 °C or (149-86) = 63 °F.
 If the desired LAT of the vehicle is 50 °C (122 °F), then the equation above gives us:
CAC_Out_T_at_design_LAT = 65+1.2*(50-30)=65+24 = 89 °C or (CAC_Out_T_at_design_LAT =
149+1.2*(122-86)=149+43.2 = 192.2 °F)
 If the "Intake manifold air temperature derate/alarm temperature” on the Base Engine Data Sheet is 90
°C (194 °F), then this predicts an acceptable intake manifold temperature at the OEM design LAT since
90 °C is greater than 89 °C (or 194 °F >192.2 °F).
An alternative is to calculate the design-LAT (Limiting Ambient Temperature) at the "Intake manifold air
temperature derate/alarm temperature” on the Base Engine Data Sheet (IMT_Alarm_T). This can be done via
the following equation:
Design LAT = (IMT_Alarm_T - Tested_CAC_Out_T ) / 1.2 + Test_Ambient_T
Example: An engine is tested at 30 °C (86 °F) ambient and has a maximum CAC_Out temperature at maximum
load of 65 °C (149 °F) during the test. The "Intake manifold air temperature derate / alarm temperature” on the
Base Engine Data Sheet is 90 °C (194 °F).
 This gives a CAC_dT of (65-30) = 35 °C or (149-86) = 63 °F.
 The Design LAT of the machine is = (90 – 66) / 1.2 + 30 or 55 °C.
 If the calculated Design LAT exceeds the required LAT for the application, then this above requirement is
met and considered acceptable.
The "Intake manifold air temperature derate / alarm temperature" is typically not shown on the Base Engine Data
Sheet on engines with cooled EGR. In this case, it is not necessary to perform the above calculations.
3.2.2.3 Maximum Allowable Air Temperature Rise over Ambient at Turbo Compressor Inlet (Intake
System Temperature Rise)
AEB 24.21 Industrial Installation Requirements - Air Intake System for Off-Highway Applications specifies a
temperature limit published on the Engine Performance Data Sheet due to heating of the intake air as it travels
into the air inlet, through the air cleaner, and into the turbocharger.

The intake air moving from ambient to the inlet of the engine turbocharger is heated due to the environment under
the hood and this preheating of the intake air will affect the capability of the CAC to bring the CAC dT down to the
required value. The more heat that is added at the engine inlet, the more the CAC will need to be sized to bring
the CAC dT down to an acceptable value.
Proper sizing of the CAC also involves consideration of installation specifications such as fan airflow, design
ambient temperature, air preheating due to other heat exchangers, fan arrangement (blower or suction), and
cooling air recirculation in addition to the engine performance information provided on the Engine Performance
Data Sheet.
3.2.2.4 Heat Rejection

The CAC system must be designed for two distinct cooling conditions. The first is to meet the maximum charge
air cooler outlet to ambient at 25 °C [77 °F] (CAC dT) specified on the Engine Performance Data Sheet. The
second is to meet the intake manifold air temperature derate/alarm temperature specified on the Base Engine
Data Sheet at the design LAT condition for the application. Both conditions must be met.
Some engines, such as the 19 liter and larger Tier 4 products, include a table on the Engine Performance Data
Sheet with CAC design data at various ambient temperatures and an assumed intake system temperature inlet
rise (𝑇𝑖𝑟 ). The CAC heat rejection can be calculated by finding the appropriate LAT in Table 2 and inserting the
data in to the equation in step 7 below.
Example: QSK19, FR4546, 760 hp at 2000 rpm
Desired LAT = 115 °F (46 °C)
(Information from Table 2)
Table 2 LAT Data Table for 19 liter and larger engines
Rated Power
105 °F LAT 110 °F LAT 115 °F LAT 120 °F LAT 125 °F LAT
Environment FT
500 500 500 500 500
(Altitude)
Environment F
(Ambient 105 110 115 120 125
Temperature)
Intake Manifold IN_HG
68.5 67.6 67.5 66.9 66.3
Pressure
Turbocharger IN_HG
Compressor Outlet 72.6 71.7 71.6 70.95 70.3
Pressure
Intake Air Flow FT3/MIN 1640.5 1640 1653.5 1657 1660.5
Charge Air Flow LB/MIN 112.25 111.2 111.15 110.45 109.7
Turbocharger F
Compressor Outlet 443.05 448.05 455.4 460.9 466.35
Temperature
Maximum Intake F
Manifold
168 173 178 180 180
Temperature
(Maximum IMT)
Q(Btu/min) = charge air flow (lb/min) * 0.241 (Btu/lb*°F) * [Tcoh – Max IMT]
Q = 111.15 (lb/min) * 0.241 (Btu/lb*°F) * [455.4 (°F) – 178 (°F)] = 7504 (Btu/min) heat rejection to CAC at 115 ° F
(46 °C) ambient

The heat rejection required from the CAC is not listed on the Engine Data Sheet, because it varies considerably
with the turbocharger compressor inlet temperature. If the CAC heat rejection is needed for design calculations,
it can be determined with the Cummins Advisor software, using the worksheet in Attachment 1 of AEB 24.06, or
calculated using the following steps:
1. Determine ambient temperature targets:
 Target 1 = Emissions certification point 25 °C (77 °F)
 Target 2 = Machine’s maximum intended (limiting) ambient temperature (LAT)
2. Estimate intake system temperature inlet rise (𝑇𝑖𝑟 ) at ambient targets. This is dependent on the intake system
plumbing and compartment temperature. A properly designed intake air system minimizes heating of the
intake air. A typical range is 3 - 11 °C (5 - 20 °F).
3. Record following Engine Data Sheet parameters at rated power, peak power, and peak torque
 Charge Air Mass Flow
 Turbocharger Compressor Outlet Temperature (𝑇𝑐𝑜𝑑 )
 Maximum CAC dT
4. Calculate turbocharger compressor inlet temperature (𝑇𝑐𝑖 ) at ambient targets
 𝑇𝑐𝑖 = 𝑇𝑖𝑟 + 𝐴𝑚𝑏𝑖𝑒𝑛𝑡 𝑡𝑎𝑟𝑔𝑒𝑡
5. Calculate turbocharger compressor outlet temperatures (𝑇𝑐𝑜ℎ ) at ambient targets. The turbocharger
compressor outlet temperature will rise as the turbocharger compressor inlet temperature rises, but it is not a
one-for-one relationship.
 𝑇𝑐𝑜ℎ (℉) = 𝑇𝑐𝑜𝑑 + 1.4 × (𝑇𝑐𝑖 − 77)
 𝑇𝑐𝑜ℎ (℃) = 𝑇𝑐𝑜𝑑 + 1.4 × (𝑇𝑐𝑖 − 25)
6. Identify the maximum allowable CAC_Out at ambient targets:
 Max CAC_Out at 25 °C (77 °F) = (See “Maximum CAC outlet to ambient at 25 °C (77 °F) (CAC dT)” on
the Engine Performance Data Sheet).
 Max CAC_Out (at LAT) = See “Intake manifold air temperature derate/alarm temperature" specification
on the Base Engine Data Sheet.
7. Calculate required charge air cooler (CAC) heat rejection (Q)
 𝑄(𝐵𝑡𝑢/𝑚𝑖𝑛) = 𝑐ℎ𝑎𝑟𝑔𝑒 𝑎𝑖𝑟 𝑓𝑙𝑜𝑤(𝑙𝑏/𝑚𝑖𝑛) × 0.241(𝑏𝑡𝑢/𝑙𝑏 × ℉) × (𝑇𝑐𝑜ℎ − 𝐶𝐴𝐶 𝑂𝑈𝑇 𝑡𝑎𝑟𝑔𝑒𝑡)
 𝑄(𝑘𝑊) = 𝑐ℎ𝑎𝑟𝑔𝑒 𝑎𝑖𝑟 𝑓𝑙𝑜𝑤(𝑘𝑔/𝑠) × 1.02(𝑘𝐽/𝑘𝑔 × ℃) × [𝑇𝑐𝑜ℎ − 𝐶𝐴𝐶 𝑂𝑈𝑇 𝑡𝑎𝑟𝑔𝑒𝑡]
Example: QSX15-C, FR10377, 525 hp at 2100 rpm
CAC dT = 35 °C (63 °F)
Machine parameters:
LAT = 50 °C (122 °F)
Assume 𝑇𝑖𝑟 at 25 °C (77 °F) = 3 °C (5 °F)
Assume 𝑇𝑖𝑟 at LAT = 7 °C (12 °F)

Table 3 Parameters to Determine CAC Heat Rejection (Example Only, SI Units)

Rated
Power Peak Peak
Parameter Equation/ Reference
and Power Torque
Speed
CAC Flow, (kg/s) 0.73 0.67 0.55 From Rating Data Sheet on GCE
𝑇𝑐𝑜𝑑 , (°C) 183 187 194 From Rating Data Sheet on GCE
𝑇𝑐𝑖 (25 °C) , (°C) 28 28 28 𝑇𝑐𝑖 = 𝑇𝑖𝑟 + 𝐴𝑚𝑏𝑖𝑒𝑛𝑡 𝑡𝑎𝑟𝑔𝑒𝑡
𝑇𝑐𝑖 (LAT), (°C) 57 57 57 𝑇𝑐𝑖 = 𝑇𝑖𝑟 + 𝐴𝑚𝑏𝑖𝑒𝑛𝑡 𝑡𝑎𝑟𝑔𝑒𝑡
𝑇𝑐𝑜ℎ (25 °C), (°C) 187 191 198 𝑇𝑐𝑜ℎ = 𝑇𝑐𝑜𝑑 + 1.4 × (𝑇𝑐𝑖 − 25)
𝑇𝑐𝑜ℎ (LAT), (°C) 227 231 239 𝑇𝑐𝑜ℎ = 𝑇𝑐𝑜𝑑 + 1.4 × (𝑇𝑐𝑖 − 𝐿𝐴𝑇)
Max CAC_Out (at 25 °C) = (See “Maximum CAC outlet to
Max CAC_Out
60 60 60 ambient at 25 °C (77 °F) (CAC dT)” on the Engine Performance
(at 25 °C), (°C)
Data Sheet)
𝑀𝑎𝑥 𝐶𝐴𝐶 𝑂𝑢𝑡
Max CAC_Out
88 88 88 = See “Intake manifold air temperature derate
(at LAT), (°C)
/alarm temperature" specification on the Base Engine Data Sheet
𝑄(𝑘𝑊) = 𝑐ℎ𝑎𝑟𝑔𝑒 𝑎𝑖𝑟 𝑓𝑙𝑜𝑤(𝑘𝑔/𝑠) × 1.02(𝑘𝐽/𝑘𝑔 × ℃)
Q (25 °C), (kW) 94.6 89.5 77.4
× [𝑇_𝑐𝑜ℎ (25℃) − 𝐶𝐴𝐶 𝑂𝑢𝑡 𝑡𝑎𝑟𝑔𝑒𝑡]
𝑄(𝑘𝑊) = 𝑐ℎ𝑎𝑟𝑔𝑒 𝑎𝑖𝑟 𝑓𝑙𝑜𝑤(𝑘𝑔/𝑠) × 1.02(𝑘𝐽/𝑘𝑔 × ℃)
Q (LAT), (kW) 103.5 97.7 84.7
× [𝑇𝑐𝑜ℎ (𝐿𝐴𝑇) − 𝐶𝐴𝐶 𝑂𝑢𝑡 𝑡𝑎𝑟𝑔𝑒𝑡]
Table 4 Parameters to determine CAC Heat Rejection (Example Only, English Units)
Rated
Power Peak Peak
Parameter Calculation/ Reference
and Power Torque
Speed
CAC Flow, 96 89 73 From Rating Data Sheet on GCE
(lb/min)
𝑇𝑐𝑜𝑑 , (°F) 361 368 382 From Rating Data Sheet on GCE
o
𝑇𝑐𝑖 (77 F), (°F) 82 82 82 𝑇𝑐𝑖 = 𝑇𝑖𝑟 + 𝐴𝑚𝑏𝑖𝑒𝑛𝑡 𝑇𝑎𝑟𝑔𝑒𝑡
𝑇𝑐𝑖 (LAT), (°F) 134 134 134 𝑇𝑐𝑖 = 𝑇𝑖𝑟 + 𝐴𝑚𝑏𝑖𝑒𝑛𝑡 𝑇𝑎𝑟𝑔𝑒𝑡
o
𝑇𝑐𝑜ℎ (77 F), (°F) 368 375 389 𝑇𝑐𝑜ℎ = 𝑇𝑐𝑜𝑑 + 1.4 × (𝑇𝑐𝑖 − 77)
𝑇𝑐𝑜ℎ (LAT), (°F) 441 448 462 𝑇𝑐𝑜ℎ = 𝑇𝑐𝑜𝑑 + 1.4 × (𝑇𝑐𝑖 − 𝐿𝐴𝑇)
Max CAC_Out 140 140 140 Max CAC_Out (at 77 °F) = (“Maximum CAC outlet to ambient at
(at 77 °F), (°F) 25 °C (77 °F) (CAC dT)” on the Engine Performance Data
Sheet)
Max CAC_Out 190 190 190 𝑀𝑎𝑥 𝐶𝐴𝐶 𝑂𝑢𝑡
(at LAT), (°F) = See “Intake manifold air temperature derate
/ alarm temperature" specification on the Base Engine Data Sheet
Q (77 °F), 5275 5041 4381 Q (Btu/min) = charge air flow (lb/min) * 0.241 (Btu/lb*°F) * [Tcoh
(Btu/min) (77°F) – CAC_OUT target]
Q 5807 5534 4785 Q (Btu/min) = charge air flow (lb/min) * 0.241 (Btu/lb*°F) * [Tcoh
(LAT),(Btu/min) (LAT) – CAC_OUT target]

3.2.3 Condensation
It is recommended that excessive CAC cooling effectiveness should be avoided. Excessive cooling can cause
condensation to build up in the intake piping and cause corrosion, or freeze up in cold conditions, potentially
causing a no-start condition.
During cold weather operation, excessive condensation can build up in a charge air system when operating at
high system effectiveness. This may result in a number of undesirable conditions, including corrosion, sensor
damage / failure, or a no-start condition. This may result when the system has excessive design margin against
the CACdT limit, as may be the case when a charge air cooler is designed for a high charge air system heat
rejection, and is applied to a much lower charge air system heat rejection. For example, a system designed for a
higher power engine is also used in a low power installation.
The likelihood of condensation occurring is a function of engine duty cycle, cold weather, charge air system
effectiveness under full and part load conditions, relative humidity, and operator intervention.
Mitigating the build-up of condensation can be accomplished in several ways, one of which is optimizing CAC
effectiveness. Limiting CAC effectiveness during cooler ambient temperatures conditions will substantially reduce
the build-up of condensation during cold weather operation. Using a variable speed / pitch fan is an excellent way
of limiting CAC effectiveness during cooler ambient temperatures. The CACdT limits published on DATA sheet
must still be met under hot weather operation. Generally speaking, limiting CAC effectiveness 82-87% at the full
load design condition will minimize condensation build-up.
However, CAC design alone will not prevent condensation under all conditions; some conditions are more
problematic than others, such as idle operation and extremely low ambient temperatures. Condensation at idle
can be reduced by turning off the fan or minimizing its speed, or with the application of cold weather aids such as
winterfronts, shutters, or under hood air. At extremely low ambient temperatures, below -12 °C (10 °F), CAC
effectiveness and fan speed may not be sufficient to prevent condensation and freezing. The use of cold weather
aids, such as winterfronts, shutters, or under hood air, are necessary to minimize condensation and freezing.
Additional cold weather operation information, such as under hood warm air options, can be found in AEB 174.04,
or in Cummins’ Service Literature on cold weather operation.
3.2.4 Design for Charge Air Cooler System Performance

3.2.4.1 Maximum Pressure Drop from Turbocharger Compressor Air Outlet to Intake Manifold (IMPD)
Requirement 4: The charge air cooling system, including OEM CAC tubing must not exceed the "Maximum
allowable pressure drop across charge air cooler and OEM CAC piping (IMPD)" specification on the Engine
Performance Data Sheet when tested according to the procedure outlined in this document.
Requirement Background: Maintaining the IMPD within maximum requirements may prevent engine response
problems and low power complaints. Reduced air flow to the engine may also cause exhaust emissions to
vary beyond allowed limits.
This is the maximum allowable restriction of the complete charge air cooling system, measured with the engine
at full power output. This restriction includes the charge air ducting and cooler.
3.2.4.2 System Layout
Typically, the CAC is installed either front to back or side by side (over/under) with the engine radiator

Engine
Radiator
Charge Air
Cooler
Figure 3 CAC installed front to back with the engine radiator
Engine
Radiator
Charge Air
Cooler
Figure 4 CAC installed side by side with the engine radiator
Either is acceptable provided all the engine cooling and charge air cooling performance requirements are met. If
space is available, the side by side arrangement is preferable as it does not preheat the air entering the engine
radiator, has less cooling air flow restriction, and is easier to service.
If the CAC is mounted front to back, position the CAC upstream of all other heat exchangers so it will receive the
lowest temperature cooling air.
If the CAC is mounted side by side with the engine radiator, position the other heat exchangers (such as the air
conditioning condenser or hydraulic oil cooler) so that the cooling air flow restriction is balanced across the fan
sweep and the fan efficiency is maximized. The cooling system supplier can typically modify the proposed CAC
core thickness and density to balance the fan air flow with the other side of the cooling package while avoiding
placing any other cooler cores ahead of the CAC.
3.2.4.3 Installations Involving Various Heat Exchangers Installed Front to Back (in Series)
For installations where the various heat exchangers are installed front to back, debris may become trapped
between these two cores, where it is not easily cleaned without removal of the CAC. To reduce plugging issues,
Cummins recommends the equipment manufacturer:
 install seals between the cores
 match the fin density of the two cores so that debris will pass through both
 improve serviceability by using swing-out cores

Industrial equipment is primarily cooled by fan airflow and not ram airflow generated by road speed. Since the fan
airflow must pass through both the charge air and the radiator cores, smoothing the transition between these
cores creates greater system efficiency. Matching the size and shape of these two cores as closely as possible
can achieve this. Since the CAC's core area is often smaller than the radiator core, ensure that the CAC tanks do
not cover the radiator core area, resulting in undesirable airflow blockage.
Air
Blockage
Figure 5 Airflow blockage

Either a blower fan or suction fan arrangement may be used as long as the charge air cooling performance
requirements are met. A suction fan arrangement is usually the more efficient alternative.
3.2.5 Design for Cooling Fan and Fan Drive Performance

Adding a charge air cooler core to a cooling system package can create special design requirements for the
engine cooling fan. Heat transfer performance of the radiator and CAC can be maximized by optimizing the
relationship between the fan, shroud, and heat exchangers. Cummins recommends the following guidelines for
cooling fan system design.
3.2.5.1 Fan to Core Match
Airflow through the cores can be improved by maximizing the fan sweep over the cores. This occurs when the fan
diameter is equal to or slightly smaller than the minimum core dimension. Fan performance degrades significantly
if the fan diameter exceeds the core dimensions, due to the airflow blockage of the radiator and the CAC tanks.
Good Match Poor Match

Fan Sweeps Inside Tanks Tanks Block Fan Airflow
Figure 6 Radiator Core to Fan Match
3.2.5.2 Fan to Core Distance

A distance of at least 102 mm (4 in) between the fan and core will ensure good airflow sweep of the heat transfer
cores. Blower type fans may require a greater distance.

3.2.5.3 Fan Shroud

The fan shroud improves system efficiency by channeling the air between the heat exchangers and the fan,
minimizing air recirculation at the tips of the fan blades.
Good Shroud Bad Shroud
Good and Bad Airflow Transition to Fan
Figure 7 Fan shroud examples

3.2.5.4 Fan Tip to Shroud Clearance
Fan performance improves as the clearance from the fan blade tips to the shroud is reduced. For best
performance, the tip clearance should not exceed 13-19 mm (0.5-0.75 in).
3.2.5.5 Fan Immersion
Immerse about 1/2 to 2/3 of the fan depth into the shroud for suction and 1/3 to 1/2 for blower types of cooling
fans. Consult the fan manufacturer for the optimum starting point for insertion depth of the fan selected. This is
often affected by the other items such as core thickness, shroud type, and obstructions as to the best position of
fan engagement into the shroud. Generally, as the restriction of the cooling package increases, a sucker fan
should be moved further out of the shroud, and a blower fan should be moved further into the fan shroud. Fan
spacers can be changed either way to adjust the fan engagement and improve the cooling system performance
at the time of prototype cooling testing.
This fan immersion depth is a general rule, and the actual fan immersion into the fan shroud for a particular
application is determined by experimentation and/or per the recommendation of the fan manufacturer.
3.2.5.6 Fan Air Supply and Exhaust
Airflow through the cooling system can also be improved by minimizing airflow resistance. Grille open area should
be maximized, and grille elements designed for low air resistance. Obstructions in front of or behind the fan,
particularly near the fan perimeter where air velocity is the highest, may disrupt airflow. Maximizing the distance
between the fan and any obstruction can minimize this disruption. Attention should also be focused on the engine
compartment venting to allow maximum open area and ensure low restriction cooling air intake or exhaust.
3.2.5.7 Cooling Fan Control
Requirement 5: Temperature modulated engine cooling fans must be directly controlled by CAC_Out temperature
using an OEM supplied sensor in the CAC outlet or CAC outlet tubing. This control is in addition to other fan
controls (such as those using engine coolant temperature).
Requirement Background: A low charge air temperature is necessary to meet emissions requirements while
improving engine performance and efficiency. This requirement is needed in order to meet the "Maximum CAC
outlet delta temperature (CAC dT) at an ambient of 25 °C (77 °F)" on the Engine Performance Data Sheet.

Exception: Some fan drive systems have a minimum fan speed, such that the fan cannot be controlled below this
speed. This is common on viscous type fan clutches, hydraulically driven fans, and multi-speed fan clutches. If it
can be shown during testing that the "Maximum CAC outlet delta temperature (CAC dT) at an ambient of 25 °C
(77 °F)" shown on the Engine Performance Data Sheet at this minimum fan speed, then it is not necessary to add
CAC outlet temperature control for the fan speed control. It should be noted, systems that are capable of this,
likely are not well optimized for fuel consumption and fan noise.
The air temperature at the turbocharger compressor outlet is a function of compressor inlet temperature and boost
pressure. At low boost conditions (very light engine loads), the compressor outlet temperature will be
approximately equal to the compressor inlet temperature. At full boost conditions (heavy engine loads), the
compressor outlet temperature can rise higher than compressor inlet temperature, reaching 120-177 °C (250-350
°F) above the ambient temperature. If a sudden load is applied to the engine, this change in boost and subsequent
change in temperature can occur within a few seconds. This sudden change combined with the fact that there is
very little thermal inertia in a CAC cooling system will cause the CAC_Out to change very quickly as well.
To meet Cummins requirements, any cooling fan system must have sufficient airflow to:
1. Maintain CAC_Out of less than Ambient T + CAC dT on a 25 °C (77 °F) standard condition day when running
rated speed and load.
2. Maintain IMT of less than intake manifold derate/alarm set point at high ambient temperatures and all
operating speed and load conditions. The intake manifold temperature may be higher than the CAC_Out due
to EGR flow into the intake manifold.
3. Accommodate sudden CAC_Out temperature rise.
4. When ambient temperatures are less than 25 °C (77 °F) the CAC_Out temperature must not exceed the
“Charge air cooler outlet temperature for full Fan-On” on the Engine Performance Data Sheet.
The “Charge air cooler outlet temperature for full fan-on” listed on the Engine Performance Data Sheet is the sum
of a standard day temperature 25 °C (77 °F) and the “Maximum CAC outlet to ambient at 25 °C (77 °F) (CAC dT)”
value on the Engine Performance Data Sheet. The term “fan-on temperature” applies to all fan control designs. It
is intended only as a general fan sensor temperature guideline for fan speed control. For on/off type fan clutches
this would be the temperature at which the fan must be on. For variable speed/pitch fans, actual fan-on
temperature will depend on the fan control design, the machine design, and the results of testing.
3.2.5.8 Variable Speed/Pitch Fan Clutches
CAC outlet temperatures can rise very rapidly because the turbocharger compressor outlet temperature is a
function of boost pressure and because there is relatively little thermal inertia in the CAC cooler. Therefore, it is
recommended that variable speed or variable pitch fans begin rising above their idle speed/pitch setting before
reaching the “Maximum CAC outlet to ambient at 25 °C (77 °F) (CAC dT)”.
As a fan control design starting point, the fan air flow should reach 50-75% of max air flow by 38 °C (100 °F) CAC
outlet temperature. It should also operate at maximum speed/pitch 5 °C (9 °F) before reaching the “Maximum
coolant temperature for engine protection controls” listed on the Engine Performance Data Sheet.
The fan speed/pitch must be calibrated to provide the specified CAC dT or less whenever the CAC outlet
temperature is equal to or higher than the “Maximum CAC outlet to ambient at 25 °C (77 °F) (CAC dT)” specified
on the Engine Performance Data Sheet. This may be less than full fan speed if the CAC has been sized to provide
the cooling requirement at this reduced fan speed/pitch. Sizing the CAC to meet the required CAC dT with less
than full fan speed/pitch may provide significant fuel economy and noise benefits. See Table 5 for the
recommended fan control curve for an engine with a “Maximum CAC outlet to ambient at 25 °C (77 °F) (CAC dT)”
of 35 °C (63 °F). Actual fan control temperature settings will vary by application and operating cycle. Confirm fan
control settings through testing.

Table 5 Recommended Fan Control Curve

Recommended Fan Control Curve
% Fan Air Flow vs CAC Outlet
Temperature
Sufficent air flow to
meet Max. CAC Out
Temp. on a 77°F
Ambient
% 50-75% air 100% air flow 10°F

Fan flow at before
Air ~100°F derate/alarm point
Flow
air flow for
air flow when no
A/C
A/C air flow is
condenser
required or some
other means of
controlling A/C air
flow is available
CAC Outlet Temperature

(°F)
Cooling systems using variable speed or variable pitch fan controls may provide noise, power, and fuel economy
improvements over direct-drive fixed-blade fans when properly applied.
For industrial engines with EGR and using temperature modulated variable speed/pitch fans, use an OEM
supplied fan switch (sensor) sensing CAC_Out in addition to a fan switch sensing the engine coolant temperature.
(Cummins sensor P/N 4088832 can be used for this CAC_Out sensor.) This switch (sensor) should be a quick
response type. The cooling fan should remain actuated until both the intake air temperature and coolant
temperature switches are in the “off” position.
3.2.5.9 On/Off Fan Clutches

Cummins does not recommend the use of on/off type fan clutches for industrial equipment. This type of fan would
cycle on and off continuously under almost any operating and ambient condition.
For industrial engines with EGR and using on/off fans, use an OEM supplied fan switch (sensor) sensing CAC_Out
in addition to a fan switch sensing the engine coolant temperature. (Cummins sensor P/N 4088832 can be used
for this CAC_Out sensor.) This switch (sensor) should be a quick response type. The cooling fan should remain
actuated until both the intake air temperature and coolant temperature switches are in the “off” position.
3.2.5.10 Viscous Air Sensing Fan Clutches
Viscous air sensing fan clutches have a bi-metallic strip in the fan hub that senses cooling air temperature at that
location. It is difficult to design an acceptable cooling fan system using a viscous fan clutch which responds only
to the cooling air flow temperature and not charge air temperature.
Cummins discourages the use of this fan clutch because it is difficult to control CAC_Out temperature under all
loading conditions.
3.2.5.11 Alternate Temperature Input for Cooling Fan Control on EGR Engines
An OEM supplied CAC_Out sensor is the preferred method of controlling the cooling fan. The engine’s IMT sensor
can be used for this purpose, but this is not recommended. If using the IMT sensor, the fan must operate at a
speed sufficient to meet an IMTD of no higher than 5.5 °C (10 °F) above the “Maximum CAC outlet to ambient at
25 °C (77 °F) (CAC dT)” specification on the Engine Performance Data Sheet. This can be tested using the
procedure outlined in this document. This 5.5 °C (10 °F) offset allows some heating of the IMT sensor due to the
mixing of EGR gases.

Note: Depending on operating conditions, the measured difference between CAC_Out and IMT may be more
than this. If the fan is controlled based on the IMT sensor instead of an OEM supplied CAC_Out sensor, the
cooling fan will operate more than necessary in some operating conditions and thus will not be fully optimized for
fuel economy and noise. If fuel economy and noise are critical for the application, then an OEM supplied CAC
outlet temperature sensor should be used to control the fan.
3.3 Design for Charge Air Cooler Durability

3.3.1 Cooler Construction
Cyclical boost pressures combined with varying charge air temperatures present during normal engine operation
place the cooler under constantly changing stresses. A cooler not designed and constructed to withstand these
high fatigue conditions will quickly fail. Usually these failures are seen along the joint between the tubes and
header tanks.
For most applications, Cummins recommends the industry standard CAC that uses a brazing process to join the
core to the end tanks. Soldered designs typically do not have the strength required at the maximum temperatures
experienced in the CAC system. These temperatures can reach 230 °C (446 °F) under certain operating
conditions.
Fabricated header tanks may be prone to failure if improperly designed and welded. To meet OEM cooler life
expectancies, equipment operating cycles with frequent and rapidly changing charge air temperatures and
pressures may require a cooler using a non-rigid, gasket joint between the core tubes and end tanks, and/or set
of side plates with expansion joints. This arrangement allows the tubes to expand and contract freely through the
header tanks without inducing stress at these critical joints.
Cast
Aluminum
End Tank
Brazed
Aluminu
m Core
Figure 8 Cooler Design

Cummins recommends heat exchanger cores with no greater than 8-10 fins/in, and non-louvered fins for
equipment used in a dirty environment typically encountered by construction, agricultural, and mining equipment.
Too high a fin density may result in frequent air side plugging and therefore require frequent cleaning. Heat
exchanger manufacturers have developed fins using ripples or bumps for fin turbulence rather than louvers, which
makes these fins less prone to fouling and easier to clean once fouled. Use field testing to determine optimum fin
density and construction for a specific application.
To concur with Cummins requirements the charge air cooling system pressure drop must not exceed the value
published on the Engine Data Sheet. Excessive pressure drop reduces the boost pressure available at the engine
and may result in low power, high fuel consumption, and reduced engine durability due to high exhaust
temperatures. The cooler can be a significant source of restriction within the system. Avoid CAC designs utilizing:
 Square corner header tanks as opposed to aerodynamically shaped tanks
 Headers with insufficient flow area
 Sharp transitions between inlet and outlet hose connections and header tanks
 Rough interior surface finish

3.3.2 Cooler Mounting

Mount the cooler in accordance with the cooler manufacturer’s recommendations, including provision for thermal
expansion and contraction of the cooler during use. This is particularly important in applications operating with
variable speed and load as the charge air temperature and pressures will vary in response. Failure to mount the
cooler properly may result in premature fatigue failures due to thermal stress. Isolate the cooler from frame
deflections and machine vibrations and shock loading.
3.3.3 System Tube Work

3.3.3.1 Tube Routing and Bending
The charge air tubing to and from the cooler should be direct and include as few bends as possible. Large radius
bends are recommended to keep system pressure drop as low as possible. Bend radii should be 1.5 times the
tube diameter or larger. Avoid abrupt diameter changes and the use of mitered joints. Balance tube diameter
between pressure drop requirements and engine transient response. Excessive system volumes may slow engine
throttle response and result in transient surge issue evidenced by a loud “chuffing” noise from the turbocharger.
To determine optimum tube size, the Cummins Advisor software may be used to model the system.
The center of gravity of the charge air tube should be kept as close to a straight line drawn between the centers
of the hoses on either end of the tube.
The weight of the charge air tubing should not impose a force greater than 44 N (10 lbf) in the intake manifold
connection. This is approximately equal to a straight 102 mm (4 in) diameter steel tube that is 2.2 m (87 in) in
length without any supports.
All changes in air direction should be done with tubing rather than hoses. Molded hose elbows in the charge air
system are prone to blow-off due to high boost pressures and temperatures and relative movement of the system.
Charge air tubing that includes 90° bends is prone to hose blow-off and must be bracketed to the engine. If the
tubing is bracketed to the engine, the attachment point on the tubing should be kept close to the hose connection
on the engine in order to minimize stresses caused when relative motion occurs between the engine and CAC.
Tubing which is bracketed to the engine must also meet the requirements defined in AEB 21.46. Rotatable 90 and
45 degree elbows attached to the turbo compressor outlet are available to direct the charge air toward the CAC
and eliminate the need for 90° bends in the tubing.
A full 360° hose bead is recommended on the tube ends to prevent hose blow-off. Cummins recommends the
bead radius be at least 2.5 mm (0.100 in). Acceptable and unacceptable tubing arrangements are shown in Figure
9.
Engin
e Charg Engin Charg
e Air e e Air
Cooler Cooler
Bad Piping: Pipe with bend at Turbo outlet Good Piping: Pipe with bend at Turbo
is not supported – prone to hose blow-off. outlet is bracketed to engine.
Engin Charg
Engin Charg
e e Air
e e Air
Cooler
Cooler
Bad Piping: Molded hose used for bend at Good Piping: Rotatable turbo elbow used
turbo outlet – prone to hose blow-off. with straight pipes.

Figure 9 Charge Air Tubing Arrangements
3.3.3.2 Tube Material
Requirement 6: The charge air connection tubing must be made of a) aluminized steel, b) stainless steel, or c)
internally and externally powder coated steel tubing. It must not made of aluminum or untreated steel
Requirement Background: The specifications protect the durability and integrity of the system and avoid
failures during the emissions warranty period for the machine.
Corrosion resistant steel rather than aluminum tubing is recommended. Aluminum tubing loses much of its
strength above the 204 °C (400 °F) temperatures present on the hot side of the system, making it prone to
deformation under clamp loads. Aluminum tubing also has much greater thermal expansion than stainless steel
clamps, causing high stresses in the tubing and clamp at high temperatures. These high stresses may break the
clamps or crush the tubing. Stainless steel or internally and externally powder coated steel tubing is acceptable
as an alternative to aluminized steel.
Corrosion resistant steel charge air tubing must be fully protected from both internal and external corrosion. Most
aluminized steel tubing is fully protected except for a narrow internal weld seam. Testing has shown that corrosion
of this narrow weld seam in aluminized steel tubing is not a problem, so it does not need to be protected and is
therefore preferred. Alternatively, stainless steel or powder coated tubing can be used, but stainless steel is
typically more expensive than aluminized steel tubing and care must be taken to ensure that powder coated tubing
is fully coated on the inside of the tubing and will not chip off over the life of the machine.
3.3.3.3 Tube Welding
If the tubing is fabricated from multiple pieces welded together, the welding process will destroy the protective
aluminum coating. A rust-preventative paint or similar treatment must protect these welded areas. Cummins
recommends that the tubing layout utilize the minimum number of welded connections possible.
3.3.4 System Hoses
Requirement 7: The charge air system tubing, hoses, clamps, and mounting must meet the requirements defined
in AEB 24.20 Hose Material and Hose Requirements and Recommendations. AEB 24.20 describes the required
hose and clamp types and materials required for charge air cooler plumbing.
Both the dynamic flow and static pressure of the boost air exiting the turbocharger compressor result in forces
acting along the axis of the CAC tubes. These boost forces may react against the turbocharger’s compressor
cover and induce two forms of moments. See AEB 64.13 for complete requirements and recommendations and
additional information.
3.3.5 Turbocharger Boost Pressure Reactions
Requirement 8: The loads due to the boost pressure forces, charge air system plumbing geometry, and charge
air system plumbing weight must meet the specifications as defined in AEB 64.13 Cummins Turbo Technologies-
Turbocharger Load Limits. AEB 64.13 describes the maximum load limits for the intake air and charge air cooler
plumbing attachment to the turbocharger.

Charge air cooling connections must meet AEB 24.20 hose and clamp and tubing design requirements. See AEB
24.20 for hose and clamp requirements and recommendations.
3.3.6 System Clamps

Charge air cooling connections must meet AEB 24.20 hose and clamp and tubing design requirements. See AEB
24.20 for hose and clamp requirements and recommendations.
3.3.7 System Cleanliness
Requirement 9: For engines with variable geometry turbocharger (VGT), all OEM drawings for air system
components downstream of the air filter must specify the cleanliness requirements outlined in this document. This
includes intake air pipes and hoses, charge air cooler tubing and hoses, and any other clean air side of the intake
air and charge air cooler system.
Requirement Background: Any contamination in the system will be ingested directly into the engine cylinders
and passed through the turbo machinery, and may result in serious engine damage.
The variable geometry turbocharger (VGT) is more complex than older turbocharger designs and is much more
sensitive to damage due to foreign objects that may pass through the turbine side of the turbocharger. Therefore,
cleanliness of the charge air cooling system is critical to engine and turbocharger durability. Any contamination in
the system will be ingested directly into the engine cylinders and passed through the turbo machinery, and may
result in serious engine damage.
Therefore the specifications in Sections 3.3.7.1 and 3.3.7.2 need to be met in order to avoid damage to the turbine
side of the turbocharger. Maximum allowed particle specifications must meet the SAE standards specified by
J1726 FEB 2010 or later versions.
3.3.7.1 Aluminum Particle Specifications
The area denoted in grey in Figure 10 indicates the maximum surface area of an aluminum particle face that is
allowed through the CAC in order to avoid failure.
Individual Debris Particle Single

Face Area (Max 2.58 mm2
(0.004 in2))
0.813 mm (0.032 in)

(Reference Only)
3.175 mm (0.125 in)

(Max)
Figure 10 Maximum Allowed Dimensions of an Aluminum Particle through the Charge Air Cooler

Table 6 Maximum Allowed Aluminum Particle Specifications for CAC Cleanliness Specified by SAE
Standard J1726 FEB 2010
Maximum Allowed
Maximum Allowed Aluminum Particle
Aluminum Particle
Specification Description
Specification Value
Individual Debris Particle Length = 3.175 mm (0.125 in)
Individual Debris Particle Maximum Single

= 2.58 mm2 (0.004 in2)
Face Area (see Figure 10)
3.3.7.2 Steel and Other Particles

Some of the other contaminants include debris, machining burrs, chips, weld spatter, cleaning shot, and sand.
The maximum allowable single particle mass for steel and particles other than Aluminum is 1.4 mg. This is
equivalent to a spherically shaped mild steel particle of 0.7 mm diameter, such as a piece of weld spatter.
Minimizing welded joints by using formed bent tubing instead of mitered and welded joints is critical to minimizing
weld beads. Examples of weld spatter are shown in Figure 11. If welded joints cannot be avoided, the welded
joints must be mechanically cleaned with a stiff brush to remove any weld beads.
In order to ensure an acceptable level of cleanliness, use an OEM specified process to ensure the inside of air
intake components are clean and weld beads are eliminated from the tubes. The OEM should specify a suitable
inspection method. The millipore inspection method outlined in Attachment 3 “Pipe cleanliness and inspection
equipment” of this AEB is a suggested method to inspect components. Other methods may also be acceptable.
Precautions should be taken to prevent contaminants from entering coolers and tubing during shipping and
storage prior to assembly in the machine. This can be done via plastic caps or plastic wrapping.
Weld Spatter
Figure 11 Unacceptable weld spatter

NOTES:
1. TUBE ENDS TO BE CAPPED WITH PLASTIC (PIPE
OD) END CAPS.
2. STEEL AND NON ALUMINUM PARTICLES:

MAXIMUM SINGLE PARTICLE MASS: 1.4 mg.
THIS IS EQUIVALENT TO A SPHERICALLY SHAPED
PARTICLE OF MILD STEEL OF 0.7 MM DIAMETER, SUCH
AS A PIECE OF WELD SPATTER.
3. ALUMINUM PARTICLES: MUST NOT EXCEED A

MAXIMUM LENGTH OF 3.175 mm (0.125 in) AND A
MAXIMUM SINGLE FACE AREA OF 2.58 mm2 (0.004 in2).
A
NOTES:
1. COMPONENT MUST BE VISUALLY CLEAN AND
FREE OF DEBRIS
2. COMPONENTS MUST BE BAGGED TO PROTECT

FROM THE INGRES OF DEBRIS DURING SHIPPING
& ASSEMBLY.

NOTES:
1. CHARGE-AIR-COOLER OPENINGS TO BE CAPPED WITH
PLASTIC END CAPS.
2. DO NOT REMOVE PROTECTIVE CAPS PRIOR TO FINAL

AIR SYSTEM CONNECTIONS.
3. STEEL AND NON ALUMINUM PARTICLES:
MAXIMUM SINGLE PARTICLE MASS: 1.4 mg.

THIS IS EQUIVALENT TO A SPHERICALLY SHAPED
PARTICLE OF MILD STEEL OF 0.7MM DIAMETER, SUCH AS A
PIECE OF WELD SPATTER.
4. ALUMINUM PARTICLES: MUST NOT EXCEED A MAXIMUM

LENGTH OF 3.175 mm (0.125 in) AND A MAXIMUM SINGLE
FACE AREA OF 2.58 mm2 (0.004 in2).
C
Figure 12 Examples of cleanliness recommendations to use on OEM drawings (Examples A, B and C)
3.3.8 Cold Weather Operation

Very cold charge air temperature due to operation in extremely cold ambient temperatures may cause white
smoke, poor performance, and decreased durability. The following is a listing of optional equipment that may be
used on machines operating in cold climates.
3.3.8.1 Intake Air Heaters
Many Cummins engines offer an optional intake manifold air heater. These heaters can provide significant
improvements in starting performance and light load operation during cold weather.
3.3.8.2 Temperature Modulated Engine Cooling Fans
Typical types are hydraulic, electric, or engine driven fans used in conjunction with a viscous, hydraulic,
pneumatic, or electromagnetic clutch to engage the fan. These types of fan drives allow for the control of airflow
through the heat transfer cores based on temperature and not only engine speed as is the case with a constantly
engaged, engine driven fan. In a typical application, the fuel savings to the end-user usually pays for the extra
cost of adding a temperature controlled fan drive within the first year of use. Fan drives must be controlled
according to parameters listed in Section 3.2.5.7 Cooling Fan Control.
3.3.8.3 Temperature Controlled Variable Pitch Cooling Fans
When operating in extremely cold ambient temperatures, airflow through the charge air cooler and radiator can
be prevented by using a cooling fan with variable pitch blades which change to “zero pitch” in response to low
charge air and/or coolant temperatures. The use of a variable pitch fan requires a CAC outlet temperature or
intake manifold sensor / switch to move the blades from zero pitch (no airflow) orientation to their airflow position
at 20 °C (68 °F) per a control schedule similar to that shown in Table 5.
In addition to stopping cooling airflow, a variable pitch fan can also be used to change the airflow direction. An
installation using a suction fan could be switched to a blower fan arrangement during cold ambient temperatures
by changing the fan blade orientation. This allows preheated air from the engine compartment and the engine
radiator (for series heat exchanger core arrangements) to warm the air flowing through the charge air cooler core.

3.3.8.4 Airflow Shutters

Variable position shutters can be used to restrict the airflow through the heat transfer cores during periods of cold
temperature operation. The use of shutters requires an intake manifold or CAC_Out temperature sensing switch
to open the shutters at 20 °C (68 °F) or lower.
3.3.8.5 Winterfronts
Manually installed winterfronts may be used to reduce airflow through the heat transfer cores. However,
winterfronts which fully close over the cooling system may cause engine damage by eliminating airflow through
the CAC, causing excessive intake manifold air temperatures.
Winterfronts should have a minimum open area of at least 400 cm2 (62 in2) on engine of less than 8 liter
displacement and 775 cm2 (120 in2) for engines greater than 8 liter displacement. This open area should be in
front of the Charge Air Cooler and the open area should equalize the exposure of each CAC tube to cooling airflow
to provide more uniform temperature distribution over the cooler core area.
3.3.9 Intake Air Location

For equipment being used in cold climates, a provision (such as a hot/cold diverter) for drawing intake air from the
engine compartment is recommended. This system should be designed to allow the operator to switch to an
outside intake air source in warmer weather. Any installation operating in cold weather that pulls air from under
the hood rather than outside the vehicle, should have a temperature sensor in the intake manifold or monitor the
engine air cleaner intake air temperature on Tier 4i or Tier 4 Final engines to alert the operator (via light or alarm)
when the CAC_Out or air cleaner inlet air temperature is excessive. When the light or alarm is activated, the
operator should either reduce engine loading or divert intake air to be taken outside the engine compartment. The
set point for the light or alarm should be at or before 20 °C (68 °F) CAC_Out temperature occurs. On Tier 4i and
Tier 4 Final engines the engine air cleaner air intake temperature sensor is available on the datalink and this is
recommended as a set point for moving air intake to the outside source at intake air temperatures above 30 °C
(86 °F).
Note: A possible fault code and derate could result if the CAC_Out temperature is too high or the air cleaner inlet
air temperature (on Tier 4i and Tier 4 Final) is too high due to the use of an air intake location under the hood.
4 Definitions
Term Definition
Must This is used to indicate a mandatory practice or requirement.
Shall This is used to indicate a mandatory practice or requirement.
Should This is used to indicate a strongly recommended practice.
May Indicates guidance only. A practice that can be deviated from.
CAC Charge Air Cooler
CAC dT Charge Air Cooler delta temperature – difference between the CAC outlet
temperature and ambient (atmospheric) air temperature
CAC_Out Charge Air Cooler outlet temperature – temperature measured in the OEMs
CAC plumbing downstream of the cooler. For non-EGR engine this is the
same as the Intake Manifold Temperature.
Charge Air This is the mass flow of engine charge air that must be cooled by the charge
Flow air cooler.
EGR Exhaust Gas Recirculation
IMPD Maximum Pressure Drop from Turbocharger Compressor Air Outlet to the
Intake Manifold. This is the maximum allowable restriction of the complete
charge air cooling system, measured with the engine at full power output.
IMT Intake Manifold Temperature
IMTD Intake Manifold Temperature Differential; replaced by more general term CAC
dT to accommodate both EGR and non-EGR engines.

OEM Original Equipment Manufacturer

Turbocharger This is the temperature of the charge air as it exits the turbo compressor and
Compressor travels to the charge air cooler. This temperature is measured using a turbo-
Outlet compressor inlet temperature of 25 °C (77 °F).
Temperature
VGT Variable Geometry Turbocharger
5 Reference Documentation
AEB /
Document
Number Title
AEB 21.46 Installation Requirements - Guidelines for OEM Installed Hardware
AEB 24.20 Hose Material and Hose Requirements and Recommendations
AEB 64.13 Cummins Turbo Technologies-Turbocharger Load Limits

Appendix A Charge Air Cooling System Performance Verification Testing

This procedure outlines the preparations, instrumentation, and test method necessary to confirm the charge air
cooling system performance meets or exceeds Cummins and emissions regulatory requirements. For
convenience, the test can be performed in conjunction with engine cooling system testing.
Goal
The charge air cooling test must confirm that the OEM system design satisfies two primary performance
objectives:
1. The difference in the CAC_Out to that of ambient air temperature is less than or equal to the “Maximum CAC
outlet to ambient at 25 °C (77 °F) (CAC dT)” on the Engine Performance Data Sheet.
2. The charge air cooling system, including OEM CAC tubing must not exceed the “Maximum allowable pressure
drop across charge air cooler and OEM CAC piping (IMPD)” specification on the Engine Performance Data
Sheet when tested according to procedure outlined in this document.
Preparations
1. Means of operating the vehicle at the peak heat loading condition (typically the highest power point the vehicle
can operate) for at least 15 minutes continuous operation. Typically this can be done using one of the following
methods:
 Dynamometer testing
 Vehicle operation against a load or grade
 Resistive load bank for generator drive applications
 Regulated air pressure for compressor applications
 Hydraulic load devices
 Duty cycle testing under controlled conditions
Some applications are not designed for continuous operation at rated speed and power. In this case, Cummins
recommends data logging CAC_Out, pressures, and turbocharger outlet pressures while the machine is
operated in its extreme, worst case duty cycle. Test duration must be long enough to ensure the full effects of
temperature rises in other systems (such as hydraulic oil cooling) are present.
To ensure adequate system performance during all possible operating modes, duty cycle test data can be
supplemented with data collected during steady state testing (for example, operation at torque converter
driven machine’s stall condition until torque converter oil temperature limit reached).
2. For applications using variable speed/pitch fans, the fan must be controlled to the speed that it would operate
for the “Maximum CAC outlet to ambient at 25 °C (77 °F) (CAC dT)” temperature on the Engine Performance
Data Sheet.
Example: If the ECM calibration would request 80% fan speed at the specified “Maximum CAC outlet
temperature at <25 °C (77 °F) ambient”, the fan should be controlled to 80% fan speed. This may require
Calterm to override the requested fan speed parameter.
Calterm Override Parameters
T_PWM_Fan_Clutch_User_Override (set this to 1)
H_PWM_Fan_Clutch_Override_Value (set this to the desired fan speed percentage (0-100%))
3. Means of capturing and recording of test data during operation of the machine.
4. Testing must occur with all engine compartment hoods, covers, grilles, and louvers in place and secure.

Low Ambient Temperature Test Conditions (10 °C (50 °F) to 21 °C (70 °F))
The minimum ambient temperature allowed during a cooling qualification test is 21 °C (70 °F). Cummins will not
accept a cooling test conducted at an ambient temperature below 21 °C (70 °F).
Cummins has conducted a number of tests to understand and measure the cooling performance impact of ambient
temperature on cooling system performance. Through this testing, reasonable correction factors have been
established allowing for testing at an ambient between 10 °C (50 °F) and 21 °C (70 °F), then adjusting back to a
25 °C (77 °F) ambient. However, it is still recommended to conduct testing at an ambient of 21 °C (70 °F) or above
when possible.
In order to improve testability, Cummins now allows cooling system testing to an ambient as low as 10 °C (50 °F).
All cooling results must be corrected back to 25 °C (77 °F) ambient condition to be considered for compliance with
Cummins requirements. When testing at a lower ambient, it is important to remember to lock the fan on to prevent
cycling and that each rating must be loaded as an individual calibration. Several cold weather algorithms are
based on a fueling threshold. Attempting to run a higher rating at part load to simulate a lower rating may induce
these algorithms to become active, rendering the cooling test invalid.
 Engine temperatures should be stable for data to be valid. Typical warm-up time is 30 minutes at full load.
Engine speed and load should be maintained at a steady state condition or as close as is reasonably possible
until all temperatures stabilize. Stabilization is achieved when the engine outlet coolant temperature does
not change more than 0.5 °C (1.0 °F) in 5 minutes. Charge Air Cooler outlet temperature (CAC_Out) should
be stable in a much shorter time than coolant outlet temperature, but coolant outlet temperature often affects
the CAC_Out temperature maximum readings. As a result, CAC_Out should no longer fluctuate once coolant
outlet temperature is stable.
Note: If ambient temperature is changing during the testing, record (coolant out minus ambient and CAC_Out
versus ambient) to track the testing results for full stabilization.
 The test must be conducted at maximum heat rejection conditions. Steady state full load testing or worst
case duty cycle testing are acceptable machine loading conditions.
 Additional heat loads (such as torque converter cooling or hydraulic cooling) must be included when
conducting the cooling test. Disconnect or turn off any heat sinks, (such as the cab heater) during the cooling
test.
 The test must not be conducted when moisture (such as rain, fog, or road spray) will enter the cooling cores.
 For electronic engines, the coolant temperature must be greater than 71 °C (160 °F) and the intake manifold
temperature must be greater than 25 °C (77 °F) during the test.
 On electronic engines, if the coolant temperature drops below 71 °C (160 °F) it must be overridden via
Calterm to 85 °C (185 °F). This is to ensure the engine is running on the correct fueling and timing tables.
A correction factor must be applied to CAC outlet delta temperature (CAC dT) when tested at these lower ambient
temperatures. This correction factor (increase the measured CAC dT by 1° per each 5° change in ambient
temperature (regardless if it’s °C or °F)) must be used to correct to a 25 °C (77 °F) standard day temperature.
Example:
Ambient Test Temperature = 15 °C (59 °F)
Measured CAC dT = 30 °C (54 °F)
Correction Factor = (25 °C – 15°) * 1°/5° = 2 °C
Corrected CAC dT = 32 °C (58 °F)

Instrumentation and Measurement

Temperature Measurement
1. Ambient Temperature – This thermocouple should be installed in a location that will not receive radiation or
heated air from the cooling system, engine, or machine or reflected radiation from sunshine off the piece of
equipment being tested. Typically, this thermocouple should be located at least 1 meter (3 feet) upstream of
the engine compartment, away from the exhaust system and shielded from direct sunlight.
2. CAC Outlet Temperature – Install a thermocouple in the tubing between the CAC and the intake manifold to
read the temperature of the air as it exits the CAC.
3. Engine Compartment Temperature – Install a thermocouple to measure the temperature of the air entering or
exiting the fan blades. This thermocouple needs to be located away from the exhaust manifold to avoid false
readings.
Pressure Measurement
1. Turbocharger compressor outlet pressure – Install a pressure tap into the turbo compressor outlet elbow.
2. Intake manifold pressure – Install a pressure tap in the intake manifold or inlet elbow attached to the manifold.
Use a different location than the CAC outlet temperature thermocouple location. Do not install the temperature
and pressure measurements into a common tee.
Figure 1 Pressure Tap Installation

Weld boss on outside of tube and then drill a

Pressure Tap
1.5 mm diameter hole through center
1.5 - 3 mm (1/16 -1/8 in) diameter Flow

hole
No burrs
Figure 2 Pressure Tap Installation Details

3. Charge air system pressure drop - Install a manometer between the turbo compressor outlet and intake
manifold connection pressure taps. This differential pressure will be in the range of 0-127 mm Hg (0–5 in Hg).
4. Turbocharger boost pressure – Install another pressure tap in the intake manifold to monitor boost pressure.
This measurement is used as an indication of whether or not the engine is running at maximum power.
Other Measurements
1. Engine Speed
2. Engine ECM Commanded Fueling (optional)
3. Engine ECM Fueling State (optional)
4. Engine ECM Percent Torque (optional)
5. Cooling fan speed (optional)
Test Method
1. For applications using variable speed/pitch fans, the fan must be set to operate as normally controlled.
2. Install the test instrumentation, data logging device, connect the dynamometer or load, and return all body
panels to the standard operating configuration.
3. Start the engine, idle for 30 seconds, then gradually increase engine speed and load until the engine is running
at the peak heat loading condition (typically the highest power point the vehicle can operate) (+/- 5%).
4. After a period of operation, the CAC outlet temperature should stabilize at a maximum value. This typically
occurs after approximately 10 min of operation at rated speed and load.
Installation Review Check Sheet
1. Is the CAC outlet to ambient temperature differential (CAC dT) less than or equal to the value printed on the
Engine Performance Data Sheet when tested according to the procedure outlined in this recommendation?
2. Is the intake manifold temperature less than or equal to the “Intake manifold air temperature derate/alarm
temperature" specification on the Base Engine Data Sheet when tested at the machine’s limiting ambient
temperature (LAT)?
3. Is the pressure drop from turbocharger compressor outlet to intake manifold less than or equal to the value
printed on the Engine Performance Data Sheet when tested according to the procedure outlined in this
recommendation?
4. Is the cooler core designed and constructed to allow adequate fatigue life for the application?
5. Does the CAC mounting arrangement allow for vibration isolation and thermal expansion and contraction?

6. Is the CAC fin density designed to prevent dirt and debris entrapment?
7. Is the cooler installation designed to prevent dirt and debris entrapment and also allow for good cleaning
access?
8. Are all charge air system direction changes done with tubing rather than hoses?
9. Is the charge air tubing made of aluminized steel and not of aluminum or untreated steel?
10. Is the CAC isolated from the engine by the use of a flexible hose on each end of the system tubing?
11. Does the charge air tube work prevent excessive boost pressure reactions at the turbocharger?
12. Is the system tubing adequately supported to prevent hose blow-off?
13. Are the system hoses Nomex® reinforced, bellows-type, and silicone hoses with external reinforcing rings?
14. Does all the system tubing have continuous, 360° hose beads?
15. Are hose clamps of the constant tension type?
16. Is the OEM installing clean, dirt free systems?
17. Does the cooling fan control maintain proper CAC_Out under all operating conditions and ambient
temperatures?
18. If shutters or variable pitch fan blades are used to prevent overcooling in extremely cold ambient temperatures,
do they open at or before the value listed on the Engine Data Sheet?
19. If winter fronts are used to prevent overcooling in extremely cold ambient temperatures, does the winter front
provide a partial open area in front of the CAC to prevent excessive CAC outlet temperatures?

Appendix B Test Procedures

This is the Cummins Industrial Advisor test procedure for this respective system. This procedure is located in the
Advisor Technical Library.
 Intake Temperature Rise Over Ambient Test

 Charge Air Cooler Delta Temperature (CAC dT) Test
 Intake Manifold Pressure Differential (IMPD) Test

Intake Temperature Rise Over Ambient Test

Purpose of Test: Excessive heating of intake air can adversely affect engine and machine performance
(altitude capability, LAT, and durability). This test is used to confirm that the amount of intake air heating
does not exceed Cummins limits.
Required Equipment
 3 Thermocouples
 Clean air filter
 Intake manifold pressure sensor (mechanical engines only)
 Engine speed sensor
Testing Notes
1. Testing must occur with all engine compartment hoods, covers, grilles, and louvers, in place and
secure.
2. For this test it will be necessary to run the engine at a loaded condition. Check the Engine Data Sheet
to determine the operating condition that delivers the maximum intake airflow. This is typically rated
speed and power.
3. Some applications are not designed for continuous operation at rated speed and load. In this case,
Cummins recommends data logging the temperatures and pressures while the machine is operated in
its extreme, worst case duty cycle. Test duration must be long enough to ensure the full effects of
temperature rises in other systems (such as hydraulic oil cooling) are present.
4. Use Advisor or the Engine Data Sheet to find the intake manifold pressure at that operating condition.
This will be used to determine what power you are pulling during the test (mechanical engines only).
For applications with variable speed engine cooling fans, make sure the fan is operating at the fan speed that
would be commanded when the CAC outlet temperature is equal to the "Charge air cooler outlet temperature
for full Fan-On" as published on the Engine Performance Data Sheet.
Intake manifold pressure at the operating condition: mm Hg (in Hg)
(user reference only)
Use the Engine Data Sheet to find the maximum allowable air temperature rise over ambient.
Maximum allowable air temperature rise over ambient: Delta °C (Delta °F)
Test Procedure
1. Install a thermocouple in the intake air tubing upstream of the turbocharger inlet. The thermocouple
should be no closer than 25 mm (1 in) away from the restriction tap and downstream of the restriction
tap.
2. Attach a thermocouple to the front engine lifting bracket or similar location to measure engine
compartment temperature.
3. Locate another thermocouple outside the vehicle to measure ambient air temperature. This
thermocouple should be located away from any heat source and out of direct sun. Record the ambient
temperature.
Ambient air temperature: °C (°F)
Are all temperature probes located away from undesired heat sources? Yes/No
4. Install a clean air filter if necessary.

5. Run the engine with load so that it operates steady state at the operating condition defined above. For
mechanical engines, use the intake manifold pressure reading in conjunction with the engine speed to
confirm you are running at the maximum airflow operating condition. For electronic engines, this information
can be retrieved from the engine datalink.
6. Record the intake air temperature (measured at the turbocharger inlet) at the maximum airflow
operating condition after the engine compartment temperature stabilizes.
Intake air temperature: °C (°F)
7. The amount of intake air heating (intake temperature rise over ambient) is calculated by subtracting the
ambient air temperature from the intake air temperature.
Air temperature rise over ambient: Delta °C (Delta °F)
Is this value greater than the maximum allowable value on the datasheet? Yes/No
Special Considerations
Special care must be taken when attempting to load a machine to maximum power by means other than
the way the machine was intended to operate (such as stalling the hydraulic pumps on a hydraulic or
hydrostatic machine). Excessive heat can be generated during the test that will overload the machine’s
hydraulic, engine or other machine cooling systems. Special arrangements may be required to deal with
the increased heat loads.

Charge Air Cooler Delta Temperature (CAC dT) Test

Purpose of Test: To determine if the CAC dT is within the limit set forth by EPA for emissions certification.
Required Equipment
 3 Thermocouples
Testing Notes
This test is only required for charge air cooled (CAC) engines. Testing must occur with all engine compartment
hoods, covers, grilles, and louvers in place and secure. For this test it will be necessary to run the engine at
a fully loaded condition. Some applications are not designed for continuous operation at rated speed and load.
In this case, Cummins recommends data logging the temperatures and pressures while the machine is
operated in its extreme, worst case duty cycle. Test duration must be long enough to ensure the full effects of
temperature rises in other systems (such as hydraulic oil cooling) are present. Use Advisor or the Engine Data
Sheet to find the intake manifold pressure at the worst case operating condition. This will be used to determine
what power you are pulling during the test (mechanical engines only).
Intake manifold pressure at the operating condition: mm Hg (in Hg)

Use Advisor or the Engine Data Sheet to find the “Maximum CAC outlet to ambient at 25 °C (77 °F) (CAC
dT)”.
“Maximum CAC outlet to ambient at 25 °C (77 °F) (CAC dT)” Delta °C (Delta °F)
The minimum ambient temperature at which an accurate CAC performance test can be run is 10 °C (50 °F).
Cummins will not accept test results run at an ambient below 10 °C (50 °F). For ambient below 21 °C (70 °F)
and >= 10 °C (50 °F) a correction factor must be used to correct to a 25 °C (77 °F) standard day temperature.
The correction is done by increasing the measured CAC dT by 1° per each 5° change in ambient temperature
(regardless if °C or °F).
All thermocouples must be installed with the sensing tip in the fluid being measured and not touching any
metallic surface. It is required that you meet the CAC dT defined on the Engine Performance Data Sheet for
all speed and load conditions.
Test Procedure
1. I nstall a thermocouple in the tubing between the charge air cooler and the intake manifold to read
the temperature of the air as it exits the charge air cooler.
2. Locate another thermocouple outside the vehicle to measure ambient air temperature. This
thermocouple should be located out of the sun and away from any heat source. Record the
ambient temperature.
Ambient air temperature: °C (°F)
Are all temperature probes located away from undesired heat sources? Yes/No

3. Install a pressure tap in the intake manifold or inlet elbow attached to the manifold. Use a different
location, but one that is near the location of the intake manifold temperature thermocouple
(mechanical engines only). Do not install the temperature and pressure measurements into a
common tee.
4. For applications with variable speed engine cooling fans, make sure the fan is operating at the fan
speed that would be commanded when the CAC outlet temperature is equal to the "Charge air cooler
outlet temperature for full Fan-On" as published on the Engine Performance Data Sheet.
5. Connect all instrumentation to a data logging device if available.
6. Run the engine with load so that it operates steady state at the operating condition defined above.
For mechanical engines, use the intake manifold pressure reading in conjunction with the engine
speed to confirm you are running at the maximum power operating condition. For electronic engines,
this information can be retrieved via the engine datalink.
7. After 5-10 min of operation, the charge air cooler outlet temperature (CAC_Out) will
typically stabilize at a maximum value. Record this value.
CAC outlet temperature
(CAC_Out) at rated speed and power: °C (°F)
8. ( Optional) Repeat the test at a second operating condition. Record the intake air temperature.
CAC outlet temperature (CAC_Out) at operating point: °C (°F)
9. The amount of CAC intake air heating (intake temperature rise over ambient (CAC dT)) is
calculated by subtracting the ambient air temperature from the CAC outlet temperature
(CAC_Out).
CAC dT = CAC outlet temperature (CAC_Out) – Ambient Air Temp (a smaller value is better).
Record your measured CAC dT: Delta °C (Delta °F)
10. Is your measured CAC dT greater than the maximum allowable? Yes/No
CAC dT “Maximum CAC outlet to ambient at 25 °C (77 °F) (CAC dT)” specified on the Engine
Performance Data Sheet?
If yes, you are not compliant with Cummins requirements.

Intake Manifold Pressure Differential (IMPD) Test

Purpose of Test: To ensure that the pressure drop across the entire charge air cooling system from the
turbocharger compressor outlet to the engine intake manifold does not exceed the IMPD limit specified on the
Engine Data Sheet.
Required Equipment
 Manometer, pressure gauge or data logger (make sure equipment is rated for the temperatures and
pressures that occur at the measurement locations)
Testing Notes
 This test is only required for charge air cooled (CAC) engines.
 This test must be run with the most restrictive set of options that can be used on the machine.
 For this test it will be necessary to run the engine at a fully loaded condition. Some applications are not
designed for continuous operation at rated speed and load. In this case, Cummins recommends data logging
the temperatures and pressures while the machine is operated in its extreme, worst case duty cycle.
 Use Advisor or the Engine Data Sheet to find the intake manifold pressure at the rated power and speed and
at a secondary operating condition (optional). This will be used to determine what power you are pulling during
the test (mechanical engines only).
Intake manifold pressure at rated power and speed: mm Hg (in Hg)
Intake manifold pressure secondary operating point: mm Hg (in Hg)
Use the Engine Data Sheet to find the maximum pressure drop from turbocharger compressor outlet
to intake manifold (IMPD). Record the value.
Maximum IMPD from datasheet: mm Hg (in Hg)
Test Procedure
1. Install a pressure tap in the turbocharger compressor outlet elbow. Do not install the temperature
and pressure measurements into a common tee.
2. Install a pressure tap in the intake manifold or inlet elbow attached to the manifold. Do not install the
temperature and pressure measurements into a common tee.
3. Install a pressure gauge at each location.
4. For applications with variable speed engine cooling fans, make sure the fan is operating at the fan speed that
would be commanded when the CAC outlet temperature is equal to the "Charge air cooler outlet temperature
for full Fan-On" as published on the Engine Performance Data Sheet.
5. Connect all instrumentation to a data logging device if available.
6. Run the engine with load so that it operates steady state at rated speed and load. For mechanical engines,
use the intake manifold pressure reading in conjunction with the engine speed to confirm you are running
at the rated power condition. For electronic engines, this information can be retrieved via the engine
datalink.

7. Record the following stabilized pressure values:

Static pressure of turbocharger outlet charge air at rated power and speed: mm Hg (in Hg)
Static pressure of intake manifold charge air at rated power and speed: mm Hg (in Hg)
IMPD = the difference between these two values: mm Hg (in Hg)
Does the measured IMPD exceed the maximum allowable IMPD from the Engine Data Sheet?
Yes/No
If yes, see AEB 24.06 for details
8. (Optional) Repeat the test at a second operating condition. Record the stabilized pressure values.
Static pressure of turbocharger outlet charge air at operating: mm Hg (in Hg)
Static pressure of intake manifold charge air at operating: mm Hg (in Hg)
IMPD = the difference between these two values: mm Hg (in Hg)
Does the measured IMPD exceed the maximum allowable IMPD from the engine datasheet?
Yes/No
If yes, see AEB 24.06 for details
Special Considerations
Special care must be taken when attempting to load a machine to maximum power by means other than
the way the machine was intended to operate (such as stalling the hydraulic pumps on a hydraulic or
hydrostatic machine). Excessive heat can be generated during the test that will overload the machine’s
hydraulic, engine or other machine cooling systems. Special arrangements may be required to deal with
the increased heat loads.

6 Change Log
Revision Date Author Description Page(s)

15 03Sep15 Jagdeep I Added text “It is recommended that excessive CAC cooling 4
Singh effectiveness should be avoided. Excessive cooling can
cause condensation to build up in the intake piping and
cause corrosion, or freeze up in cold conditions, potentially
causing a no-start condition.”
Added text “(Maximum IMT)”. 11
Changed text from “CAC_OUT target” to “Max IMT). 11
Changed text from “112.25” to “111.15”. 11
Added new section “Condensation”. 14
14 14Jan15 R. Bergstedt Added text “Exception: On many engines which utilize EGR, 10
the “Intake manifold air temperature derate/alarm
temperature" is not specified on the Base Engine Data
Sheet. In this case, it is not necessary to validate for this
requirement.”
Added text “An alternative is to calculate the design-LAT 10
(Limiting Ambient Temperature) at the "Intake manifold air
temperature derate/alarm temperature” on the Base
Engine Data Sheet (IMT_Alarm_T). This can be done via
the following equation: Design LAT = (IMT_Alarm_T -
Tested_CAC_Out_T) / 1.2 + Test_Ambient_T). Example:
An engine is tested at 30 °C (86 °F) ambient and has a
maximum CAC_Out temperature at maximum load of 65
°C (149 °F) during the test. The "Intake manifold air
temperature derate/alarm temperature” on the Base
Engine Data Sheet is 90 °C (194 °F). This gives a CAC_dT
of (65-30) = 35 °C or (149-86) = 63 °F. The Design LAT of
the machine is = ( 90 – 66 ) / 1.2 + 30 or 55 °C. If the
calculated Design LAT exceeds the required LAT for the
application, then this above requirement is met and
considered acceptable. The "Intake manifold air
temperature derate/alarm temperature" is typically not
shown on the Base Engine Data Sheet on engines with
cooled EGR. In this case, it is not necessary to perform
the above calculations.”
Changed text from “Calculate” to “Identify the”.
Changed text from “(at 77 oF) = (See Rating Data Sheet)” to 12
“at 25 °C (77 °F) = (See “Maximum CAC outlet to ambient 12
at 25 °C (77 °F) (CAC dT)” on the Engine Performance
Data Sheet)”.
Changed text from “(at 25 oC) = (See Rating Data Sheet)” to 12
“See “Intake manifold air temperature derate/alarm
temperature" specification on the Base Engine Data
Sheet”.
Deleted text “Max CAC_Out (at LAT) = CAD dT + LAT”. 12
Changed text from “Rating Data Sheet” to ““Maximum CAC 13
outlet to ambient at 25 °C (77 °F) (CAC dT)” on the Engine
Performance Data Sheet”.
Changed text from “(at LAT)=CAC dT+LAT” to “See “Intake 13
manifold temperature derate/alarm temperature”
specification on the Base Engine Data Sheet”.
Added text “Exception: Some fan drive systems have a 17
minimum fan speed that the fan cannot be controlled
below this speed. This is common on viscous type fan
clutches, hydraulically driven fans, and multi-speed fan
clutches. If it can be shown during testing that the
"Maximum CAC outlet delta temperature (CAC dT) at an
ambient of 25 °C (77 °F)" shown on the Engine
Performance Data Sheet at this minimum fan speed, then
it is not necessary to add CAC outlet temperature control

for the fan speed control. It should be noted systems that

are capable of this, likely are not well optimized for fuel
consumption and fan noise.”
Added text “above the ambient temperature”. 17
Changed text from “or lower” to “per a control schedule similar 26
to that shown in Table 5”.
Changed text from “Cummins encourages the use of 27
winterfronts that” to “Winterfronts should have a minimum
open area of at least 400 cm2 (62 in2) on engine of less
than 8 liter displacement and 775 cm2 (120 in2) for engines
greater than 8 liter displacement. This open area should
be in front of the Charge Air Cooler and the open area
should”.
13 09Jan14 R. Bergstedt Added Requirements as follows:
 The charge air cooling system must maintain an 3
intake manifold temperature less than or equal to the
“Intake manifold air temperature derate/alarm
temperature" specification on the Base Engine Data
Sheet when tested at the machine’s limiting ambient
temperature (LAT).
 The charge air connection tubing must be made of 3
aluminized steel and not made of aluminum or
untreated steel. Alternately, stainless steel or
internally and externally powder coated steel tubing
is acceptable as an alternative to aluminized steel.
The following were moved from Requirements to
Recommendations :
 The charge air cooler core fin density (fins per 6
inch/cm) and fin type should be selected to prevent
fouling during operation in the machine’s expected
environment.
 The charge air cooler core and its mounting should 6
be designed and constructed to handle cyclic
pressure and thermal expansion.
 The charge air cooler core, tanks and its mounting 6
should be designed and constructed to withstand
combined vibration / pressure cycle oscillations
expected to occur during worst case machine work
duty cycle and maximum charge air cooler
temperatures.
Added Requirement backgrounds. Multiple
Added text “Charge air cooler outlet temperature for full Fan- 9
On” and “Engine Performance Data Sheet”.
Added text “The CAC system must be designed for two distinct 10
cooling conditions. The first is to meet the maximum charge
air cooler outlet to ambient at 25 °C [77 °F] (CAC dT)
specified on the Engine Performance Data Sheet. The
second is to meet the intake manifold air temperature
derate/alarm temperature specified on the Base Engine Data
Sheet at the design LAT condition for the application. Both
conditions must be met.”
Added text “The center of gravity of the charge air tube should 20
be kept as close to a straight line drawn between the centers
of the hoses on either end of the tube. The weight of the
charge air tubing should not impose a force greater than 44
N (10 lbf) in the intake manifold connection. This is
approximately equal to a straight 102 mm (4 in) diameter
steel tube that is 2.2 m (87 in) in length without any
supports.”
Updated several graphics and tables to make them more Multiple
readily translatable.
Updated to the latest AEB formatting, including appendices. All

12 25 Feb13 R. Bergstedt Added CAC_OUT and OEM definitions. 1

Added “replaced by more general term CAC dT to 1
accommodate both EGR and non-EGR engines” to IMTD
definition.
Changed “Maximum CAC outlet temperature at 25 °C (77 °F) 1
ambient” to “Maximum CAC outlet to ambient at 25 °C (77
°F) (CAC dT)”.
Added “Engines without EGR may use CAC dT or IMTD 1
(Intake Manifold Temperature – ambient temperature).”
Added requirement “When ambient temperatures < 25 °C (77 2, 18
°F) the CAC_OUT temperature MUST NOT exceed the
“Charge air cooler outlet temperature for full Fan-On” on the
Engine Performance Data Sheet.”
Changed “operate in response to the CAC outlet temperature” 2
to “be directly controlled by CAC outlet temperature using an
OEM supplied sensor in the CAC outlet or CAC outlet tubing”
Added “If a CAC outlet temperature sensor cannot be used,
please see "Alternate Temperature Input for Cooling Fan 2
Control on EGR Engines".”
Added “operating”.
Added “For engines with EGR, intake manifold temperature 4
(IMT) is not the same as CAC outlet temperature (IMT is 4
higher).”
Changed “Rating” to “Engine Performance”.
Added “(Maximum CAC outlet to ambient at 25 °C (77 °F) 4
(CAC dT))”. 4
Changed “maximum CAC outlet temperature” to “Charge air
cooler outlet temperature for full Fan-On”. 4
Replaced chart.
Moved text from page 7 to page 5: “Proper sizing of the charge 5
air cooler requires careful consideration of installation 5
specifications such as fan airflow, design ambient
temperature, air preheating due to other heat exchangers,
fan arrangement (blower or suction), cooling air recirculation,
etc. in addition to the engine performance information
provided on the Engine Performance Data Sheet.”.
Added “Maximum”.
Deleted “IMT Derate/Alarm Set Point” in five places.
Changed “the “Maximum CAC Outlet Temperature at 25 °C 6
(77 °F) ambient” as specified on the rating datasheet.” to 6-7
““Charge air cooler outlet temperature for full Fan-On” as 7
specified on the Engine Performance Data Sheet.”.
Changed “Control” to “Cooling Fan Control”.
Updated entire Cooling Fan Control section.
Moved text from page 18 to page 19: “Variable Speed/Pitch 18
Fans: Cooling systems using variable speed or variable pitch 18-20
fan controls can provide noise, power, and fuel economy 19
improvements over direct-drive fixed-blade fans when
properly applied.”.
Moved text from page 18 to page 20: “Cummins does not
recommend the use of ON/OFF type fan clutches for
industrial equipment. This is due to the fact that the fan 20
would cycle ON and OFF continuously under almost any
operating and ambient condition.”.
Changed text from “Maximum CAC Outlet Temperature @ 25
°C (77 °F) ambient on the Performance Curve and Data
Sheet” to ““Charge air cooler outlet temperature for full Fan- 21
On” on the Engine Performance Data Sheet”.
Revised the Goal section.
Revised Preparation Step 2.
Added “Low Ambient Temperature Test Conditions (10 °C (50 21
°F) to 21 °C (70 °F))” section. 22

Deleted “Is the CAC Outlet Temperature less than the IMT 22-23
Derate/Alarm Set Point printed on the Engine Data Sheet
when tested according to the procedure outlined in this 25
recommendation?” from Installation Review Check Sheet
section.
Re-ordered Tests in Appendix A.
Added text “For applications with variable speed engine
cooling fans, make sure the fan is operating at the fan speed 26
that would be commanded when the CAC outlet temperature 27
is equal to the "Charge air cooler outlet temperature for full
Fan-On" as published on the Engine Performance Data
Sheet.”
Deleted “and to make sure that the intake manifold temperature
does not exceed the alarm/derate set point during high
ambient operation. For engines without EGR, the intake 29
manifold temperature is equivalent to CAC outlet
temperature.”.
Deleted “If the engine is equipped with EGR the CAC dT test
should be performed. If the engine is not equipped with EGR
the IMTD test should be performed. The major difference 29
between the IMTD and CAC dT tests is the location of the
intake manifold temperature thermocouple.”.
Deleted mention of IMTD.
Changed “70 °F” to “50 °F”.
Changed text from “F o r e n g i n e s w i t h o u t E G R , i nstall 29-30
a thermocouple in the engine intake manifold or elbow 29
attached to the manifold to read the temperature of the air as 29
it enters the manifold. Intake manifold temperature on
electronic engines can be monitored and/or logged via the
engine datalink. For engines with EGR, install a
thermocouple in the engine intake piping before the EGR
mixer. It is important to take the temperature measurement
before hot EGR exhaust gases are mixed with the charge air
from the charge air cooler.” to “I nstall a thermocouple in the
piping between the charge air cooler and the intake manifold
to read the temperature of the air as it exits the charge air
cooler.”
Changed text to “operating at the fan speed that would be
commanded when the CAC outlet temperature is equal to
the "Charge air cooler outlet temperature for full Fan-On" as 30, 31
published on the Engine Performance Data Sheet”
11 29Jun12 Liz McLean Updated AEB to most recent format – no content changes. All
10 25Aug11 S. de Silva Updated Approver number in header. 1
Added Definitions section. 1
Added relationship between CAC Outlet Temperature and 1, 3
Intake Manifold Temperature for engines without EGR
(black box on page 3). 4
Showed the Emissions Related Installation Instructions in table 5
format.
Clarified how to calculate maximum allowable CAC Outlet 6, 14
Temperatures at ambient targets.
Added Tables to reflect Charge Air Cooler Operating 14, 15
temperature conditions and maximum allowed particle
specifications. 16, 17
Included CAC Cleanliness Specifications (Text and visual) with 25, 26
respect to SAE J1726 FEB 2010.
Edited OEM Air System Pipe Prints.
Clarified Appendix A test names.
09 31Mar11 R. Bergstedt Updated Approver number in header. 1
Clarified cleanliness requirement for VGT product only. 1
Added recommendations for OEM drawing cleanliness. 12-14
23-30

Updated CAC dT test procedure (was IMTD) and reformatted

tests section.
08 31Jan11 R. Bergstedt Clarified requirement for OEM to specify cleanliness on 1, 12
drawings rather than checking OEM manufacturing process.
07 24Aug10 R. Bergstedt Clarified CAC system delta P requirements 1, 16
Revised cleanliness requirements 12
06 22April09 R. Bergstedt Many changes on pages 1-20 to accommodate Tier 4 engines Various
with EGR. References to intake manifold temperature were 1 - 20
changed to reflect CAC outlet temperature. Other changes
were also made.
05 Nov 2005 J Branner Added Advisor Test Procedure “Intake Manifold Pressure 20
Differential,” “Intake Manifold Temperature Differential,” &
“Intake Temperature Rise Over Ambient” to App. A.
04 P Hartstirn Removed suggested CAC pipe size because it is listed on the 8
datasheet; and
Added clarification of the fan-on temperature 15
03 Apr 2005 R Strawman Added clarification of CAC design and measurement in 3,4,16,17,19
applications that do not operate at rated power.
Added IMT sensor requirement for cold weather operation
installations that draw intake air from engine compartment
02 Feb 2005 R Strawman Updated min. ambient test limitations 16
01 May 2004 S Files Clarified Winter Front Installation Review Check sheet 19
reference
00 Jan 2003 S Files # 1 Test Method item 13

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Application

Filtration Emission Solutions

Engine models included: All

Owner: Randy Bergstedt Approver: per Procedure GCE-AS-1 Page 1 of 45

This AEB supersedes AEB 24.06 dated 14 January 2015.

Cummins Internal Use Only: This information is labeled per CORP-00-24-00-00.

Revision 15, 03 September 2015 Page 1 of 45 © Copyright 2015 Cummins Inc.

Cummins Internal Use Only: This information is labeled per CORP-00-24-00-00.

Revision 15, 03 September 2015 Page 2 of 45 © Copyright 2015 Cummins Inc.

Cummins Internal Use Only: This information is labeled per CORP-00-24-00-00.

Revision 15, 03 September 2015 Page 3 of 45 © Copyright 2015 Cummins Inc.

2. The core should be as thin as possible to reduce air flow restriction.

Design for Heat Transfer - Fan and Air Flow Recommendations

12. The fan should sweep as much of the core as possible.

Cummins Internal Use Only: This information is labeled per CORP-00-24-00-00.

Revision 15, 03 September 2015 Page 4 of 45 © Copyright 2015 Cummins Inc.

Design for Charge Air Cooler System Performance

a. Square corner header tanks opposed to aerodynamically shaped tanks

Cummins Internal Use Only: This information is labeled per CORP-00-24-00-00.

Revision 15, 03 September 2015 Page 5 of 45 © Copyright 2015 Cummins Inc.

a. Install seals between the cores

Cummins Internal Use Only: This information is labeled per CORP-00-24-00-00.

Revision 15, 03 September 2015 Page 6 of 45 © Copyright 2015 Cummins Inc.

3 Charge Air Cooling System - Discussion

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Revision 15, 03 September 2015 Page 7 of 45 © Copyright 2015 Cummins Inc.

3.2 Design for Heat Transfer

1. “Hot” Air Charge

Figure 2 Charge Air Cooling System Airflow

3.2.2 Cooler Core Sizing

Cummins Internal Use Only: This information is labeled per CORP-00-24-00-00.

Revision 15, 03 September 2015 Page 8 of 45 © Copyright 2015 Cummins Inc.

3.2.2.1 Emissions Related Installation Instructions

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Revision 15, 03 September 2015 Page 9 of 45 © Copyright 2015 Cummins Inc.

3.2.2.2 Charge Air Cooler Outlet Temperature Derate/Alarm Set Point

Cummins Internal Use Only: This information is labeled per CORP-00-24-00-00.

Revision 15, 03 September 2015 Page 10 of 45 © Copyright 2015 Cummins Inc.

3.2.2.4 Heat Rejection

Table 2 LAT Data Table for 19 liter and larger engines

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Revision 15, 03 September 2015 Page 11 of 45 © Copyright 2015 Cummins Inc.

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Revision 15, 03 September 2015 Page 12 of 45 © Copyright 2015 Cummins Inc.

Table 3 Parameters to Determine CAC Heat Rejection (Example Only, SI Units)

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Revision 15, 03 September 2015 Page 13 of 45 © Copyright 2015 Cummins Inc.

3.2.4 Design for Charge Air Cooler System Performance

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Revision 15, 03 September 2015 Page 14 of 45 © Copyright 2015 Cummins Inc.

Figure 3 CAC installed front to back with the engine radiator

Figure 4 CAC installed side by side with the engine radiator

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Revision 15, 03 September 2015 Page 15 of 45 © Copyright 2015 Cummins Inc.

Figure 5 Airflow blockage

3.2.5 Design for Cooling Fan and Fan Drive Performance

Good Match Poor Match

Figure 6 Radiator Core to Fan Match

3.2.5.2 Fan to Core Distance

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Revision 15, 03 September 2015 Page 16 of 45 © Copyright 2015 Cummins Inc.

3.2.5.3 Fan Shroud

Good Shroud Bad Shroud