Dynamometer Testing of Caterpillar Engines

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Reuse And Salvage Guidelines

Dynamometer Testing of Caterpillar Engines {0781, 1000}
Media Number -SEBF9011-14 Publication Date -05/08/2014 Date Updated -02/05/2016
Caterpillar: Confidential Yellow
i06688672
Dynamometer Testing of Caterpillar Engines {0781, 1000}

SMCS - 0781; 1000
Caterpillar Products
All
Introduction
Table 1
Revision Summary of Changes in SEBF9011
14 Added new serial number prefixes.
(Major Update). Added Section "Performance Test for Electronic Engines" and Table 18 for information on
electronic engines. Also, Section "Tier IV Engine Testing" and Section "Venting the NRS Cooler" were added.
13
Minor changes include a fuel density change in Table 30, two reports in Section "Appendix C (Formats of the
Reports for the Engines)" and the addition of Section "Appendix J: CRS Test Procedure"..
07 - 12 Added new serial number prefixes.
© 2016 Caterpillar All Rights Reserved. This guideline is for the use of Cat dealers only. Unauthorized use of this document or
the proprietary processes therein without permission may be violation of intellectual property law.
Information contained in this document is considered Caterpillar: Confidential Yellow.
This Reuse and Salvage Guideline contains the necessary information to allow a dealer to establish a parts reusability program.
Reuse and salvage information enables Caterpillar dealers and customers to benefit from cost reductions. Every effort has been
made to provide the most current information that is known to Caterpillar. Continuing improvement and advancement of product
design might have caused changes to your product which are not included in this publication. This Reuse and Salvage Guideline
must be used with the latest technical information that is available from Caterpillar.
For questions or additional information concerning this guideline, submit a form for feedback in the Service Information System.
To address an urgent issue, use the following resources to communicate your request to Caterpillar Repair Process Engineering:
• Caterpillar Dealer Technical Communicator
• Dealer Solution Network
• Caterpillar Technical Representative
• Knowledge Network
Canceled Part Numbers and Replaced Part Numbers
https://sis.cat.com/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/s... 14/06/2016
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Important Safety Information
Illustration 1 g02139237
Work safely. Most accidents that involve product operation, maintenance, and repair are caused by failure to observe basic
safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident
occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills, and tools to
perform these functions properly. Safety precautions and warnings are provided in this instruction and on the product. If these
hazard warnings are not heeded, bodily injury or death could occur to you or to other persons. Caterpillar cannot anticipate every
possible circumstance that might involve a potential hazard. Therefore, the warnings in this publication and the warnings that are
on the product are not all inclusive. If a tool, a procedure, a work method, or operating technique that is not recommended by
Caterpillar is used, ensure the safety of you and others. Ensure that the product will not be damaged or made unsafe by the
operation, lubrication, maintenance, or the repair procedures that are used.
Improper operation, lubrication, maintenance or repair of this product

can be dangerous and could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on

this product, until you have read and understood the operation,
lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded, bodily
injury or death could occur to you or to other persons.
The hazards are identified by the safety alert symbol which is followed by a signal word such as danger, warning, or caution.
The "WARNING" safety alert symbol is shown below.
This safety alert symbol means:
Pay attention!
Become alert!
Your safety is involved.
The message that appears under the safety alert symbol explains the hazard.
Operations that may cause product damage are identified by "NOTICE" labels on the product and in this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The safety information
procedures will not damage the machine. Also, determine that the operation, lubrication, maintenance, and repair
procedures will not make the machine unsafe.
The information, the specifications, and the illustrations that exist in this guideline are based on information which was available
at the time of publication. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can
change at any time. These changes can affect the service that is given to the product. Obtain the complete, most current
information before you start any job. Caterpillar dealers can supply the most current information.
References
Reuse and Salvage Guideline, SEBF9170, "ATAAC Substitute and Dyno Testing for C175 and 3512 Machine Engines"
Summary
This publication has been written to provide information to the dealers for testing engines on a dynamometer. For proper
operation and safety, an engine should be tested in an approved facility for dynamometers. The facilities for dynamometers are
discussed in SEBD0642 Engine Dynamometer Facilities. A dynamometer is a specialized tool that provides the final level of
quality assurance for testing an out-of-frame engine assembly or an in-chassis engine assembly.
An engine test is used to show that the following three conditions have been met.
(1) The components that affect engine performance were manufactured properly.
(2) The engine was assembled properly.
(3) The engine settings are correct.
A dynamometer test is used to detect failure of engines and to cause failure during testing of engines that do not meet the above
criteria.
If the fuel system settings are correct the settings should not be altered in an attempt to change power, torque, fuel rates, specific
fuel consumption, boost, or any other performance characteristic. If the fuel system settings are correct, conflict in any of the
performance characteristics demonstrates a faulty component or an improper assembly of components. This problem should be
corrected. The defect should not be hidden by improperly altered fuel system settings, which will require additional adjustments
later in the shop. An engine with the proper power and with improper fuel system settings is a faulty engine.
In addition to the specified performance characteristics, other characteristics of the engine will be observed. Some other
observations are listed below.
• blowby
• slobber
• combustion gas leakage into the cooling system
• leaks in the exhaust system
• leaks in the air inlet system
• excessive vibration
• unusual noise
Any engine that exhibits abnormalities in any detrimental area is a faulty engine. A report from an engine test, which shows no
discrepancies in any of the performance characteristics, is not the only criteria of an acceptable engine. The engine must meet
the individual specifications for engine performance found in the Technical Marketing Information (TMI) under General Engine
Data (Engine Test Specifications).
General Instructions
These procedures on preparing the engine for testing have been developed with the input from several important personnel and
experienced operators.
Engine Test
All characteristics of engine performance that are specified in TMI or in this bulletin will be monitored to ensure conformance to
Criteria for Retesting Engines
It is sometimes necessary to rework an engine after the engine has completed dynamometer testing in accordance with this
bulletin. To ensure proper performance, the engine must be retested if one of the following criteria is met.
(1) Engines will be retested after any changes to the settings or components affecting airflow through the engine, fuel injected
into the engine, or the combustion process.
Note: Not included is the removal of engine components not related to the performance of the engine. Such as external covers,
plugs, levers, and similar components.
(2) The engine must be rested if any disassembly and reassembly of the engine which potentially affects the mechanical integrity
of the engine or leakage from the engine take place. To include, bringing the outlet temperature of the engine water to the
normal value for full load and checking for leakage from the engine.
Records of Tests
The engine test record will list the details of assembly, discrepancies in the test, and the action that has been done to correct each
one. The engine test record will also include the data in the required performance data which is shown in the section
“Performance Test” under Diesel Engines and Spark Ignited Engines. Including performance problems and problems with parts.
Correction Factors of Engine Performance
The correction factors for engine performance found in "Appendix D (Correction Factors for Engines)" will be used to correct
observed engine performance (power, torque, fuel rates, and specific fuel consumption).
(1) The correction factors for the inlet air pressure will be based on readings from a dry barometer. These values are determined
frequently to keep the values within the allowed accuracy and the measured inlet air restriction.
(2) The correction factors for the inlet air temperature are based on the temperature measured in the air supply line to each
engine.
(3) The correction factor for the density of the fuel inlet will be based on the fuel density. These values are determined
frequently to stay within the accuracy required for each measurement that is shown in the chart of tolerances for maximum
performance.
Air Supply
The inlet air to the engine will be filtered. The inlet air will be drawn from outside the engine test cell so the ambient air
conditions are not affected by engine operation. The inlet air will then be conveyed to the engine through the appropriate piping.
The inlet air restriction of the air cleaner and air piping must not be more than the limit shown in the TMI General Engine Data
(Engine Test Specifications).
Fuel
Diesel
(1) The fuel for the test will be in accordance with the specifications that are given in "Appendix F (Requirements for Diesel
Fuel)". Engine power, torque, and fuel rates will be corrected for variation in the fuel density from 35.0 API (American
Petroleum Institute). The use of a fuel additive is permitted to control white smoke.
(2) The pressure of the fuel supply at full load to the engine fuel inlet will be constant, and the pressure will not be more than
25 kPa (3.6 psi). The temperature will be 30° ± 2°C (86.0° ± 3.6°F). The engine fuel inlet is located at the entrance for the fuel
into the engine fuel system.
Note: If the fuel temperature does not exceed 32 °C (90 °F), there will be no noticeable loss in power. A loss in horsepower will
be encountered if the fuel temperature exceeds 32 °C (90 °F), due to decreased density of the fuel.
(3) The fuel supply and return lines will be vented to the atmosphere in a manner, which permits any gas in the fuel to be
monitored and released. If there is a detectable fuel leak in any metered fuel, the readings for the fuel rate will not be correct. If
the performance test reaches the point of full load and visible gas is being discharged from the fuel system the test is considered
invalid.
Natural Gas
All performance tests will be made with fuel conforming to dry processed natural gas that has a low heating value determined
Cooling Water
1. Cooling water will be the following temperatures.
a. The outlet for the engine water is from 95 °C (203.0 °F) to 101 °C (213.8 °F).
b. The inlet for the separate circuit aftercooler is any specified temperature from 30° ± 3°C (86.0° ± 5.4°F) to
55° ± 3°C (131.0° ± 5.4°F).
Note: The simulation of an aftercooler may be used on the engines that were not previously tested with an aftercooler. See
the individual engine performance specification in TMI for the requirements on the inlet manifold temperature. The heat
exchanger that is used for simulation has an air pressure drop from 7 kPa (28.1 inch of H2O) to 14 kPa (56.3 inch of H2O).
Any differential in the coolant pressure or temperature through the heat exchanger is permitted.
2. The restriction of the flow of coolant in the water cooling system of the facility that is used for testing will be low enough
so that the rise of the temperature of the coolant between the inlet of the engine jacket water pump and the outlet of the
water will be no more than 12 °C (53.6 °F). The engine performance specifications for some engines with an abnormally
high heat rejection may require a rise in temperature greater than 12 °C (53.6 °F).
3. The flow rates for the separate circuit aftercooler will agree with the performance part number for the individual engine.
Note: ATAAC Pressure drop limit for factory has been changed from 5 14 kPa.
Exhaust Pressure
The test facility exhaust system will create a static pressure at the outlet of the engine exhaust of −2 kPa (−8.0 inch of H2O) to
2 kPa (8.0373 inch of H2O) at a full load and speed.
NOTICE
For Tier IV engines, exhaust back pressure may need to be applied

during dyno testing per the 0K spec to prevent over-speeding the
turbo. Refer to Section "Tier IV Engine Testing".
Engine Speed Control
Mechanical Engine Speed Control
The torque of 8 N·m (70.8 lb in) to 12 N·m (106.2 lb in) ( 5.5 N·m (48.7 lb in) to 9.5 N·m (84.1 lb in) for the Woodward 3161
governor) is applied to the control shafts of the mechanical governor to maintain the maximum speed of the engine. Proper
control of torque on the governor control shaft is required for consistent governor settings and high idle speeds.
Note: Other special tests may be specified for engine attachments such as brake savers, duplex oil filter controls, torque limiters,
prelube systems, special governors, and governor controls.
Electronic Engine Speed Control
Electronic Engines can be controlled either by using a speed override command or by using the engine harness throttle input. A
speed override command uses Cat ET, and an engine throttle input requires a PWM input.
When mounted on the pedal and level, the target duty cycle should be as shown in Table 2. However, the possibility exists to
deviate from these values by adjusting the throttle configuration within ET.
All PWM sensors used should have a sinking driver with a frequency of 500Hz (± 50Hz). The sensor must give a valid output
within 150ms of the main power being supplied to the sensor.
Table 2
PWM Throttle Parameter Configuration
Position Acceptable Signal Duty Cycle Range
Released (Low Idle) 10% to 22%
Fully Depressed 75% to 90%
Engine Test Specifications

The nominal engine test specifications (nominal specifications) are those values that are shown in the individual engine test
specifications. These values are found in the TMI General Engine Data (Engine Test Specifications).
Criteria for Evaluating Performance Test Data
The reports for performance tests are divided into two groups. These two groups are "passed" or "failed".
(1) Performance tests are passed when all test results are within the nominal specifications of + 0.90 (specification tolerances).
If the test passes, the performance test will have a note that states "Passed Performance Test".
(2) Performance tests are failed when any test result is outside the nominal specification of +1.20 (Specification Tolerances).
If the test fails, the performance test will have a note that states "Failed Performance Test".
(a) If the performance test fails because of a test result controlled by the engine (Table 1), the report will provide all appropriate
notes. This report includes a note that states "Repair Engine".
(b) If the performance test fails because of the result from a test cell (Table 2) the report for the test will provide a note that
states "Repair Cell - Retest Engine".
(c) If the performance test fails because of a test result that is controlled by both the engine and by the test cell the report for the
test will have a note that states "Repair Engine and Repair Cell".
(d) If the test data shows the engine to be potentially adjustable, the report from the test will provide a note that states "Fuel
System Check and Adjustment Required". If the test fails for a reason except for the fuel rate, power, or torque the report for the
test will also provide a note that states "Repair Engine".
Table 3
Test Results that are Controlled by the Engine
09 Corrected Power of Full Load kW
12 High Idle Speed RPM
13 Low Idle Speed RPM
18 Corrected Fuel Rate g/min
19 Corrected Specific Fuel Consumption (CSFC) g/kW.h
20 Adjusted Boost kPa
30 Corrected Torque at TC RPM N·m
31 CF rate at TC RPM g/min
32 CSFC at TC RPM g/kW.h
33 Adjusted Boost at TC RPM kPa
37 Response Check Time s
39 Power Loss/Cyinder % Rated Power
40 Specific Blowby L/kW·h
43 Delta-T Jacket (out-in) °C
55 Oil Pressure kPa
56 Oil Pressure Low Idle kPa
57 Oil Temperature to Bearings °C
58 Fuel Pressure kPa
75 Engine System Voltage Volt
78 Observed Torque at A/F Control Setting N·m
83 High Idle Stability RPM
84 Low Idle Stability RPM
Table 4
Test Results that are Controlled by the Cell
Test Number Description Units Constraints of Test Results
10 Full Load Speed RPM -
11 Governor Setting Speed RPM Mechanical Engines Only
28 Torque Check Speed RPM -
34 Response Check (Idle Speed) RPM Mechanical Engines Only
36 Response Check Speed RPM Mechanical Engines Only
42 Temperature of Jacket Water Pump Inlet °C If Applicable
44 Inlet Manifold Temperature °C -
45 Water Temperature to SCAC °C If Applicable
46 SCAC Water Flow L/min If Applicable
59 Inlet Fuel Pressure kPa -
60 Inlet Fuel Temperature °C -
62 Inlet Air Pressure kPa -
63 Inlet Air Restriction kPa -
64 Inlet Air Temperature °C -
65 Fuel Density deg API -
82 Temperature of Engine Water Outlet °C -
Static Fuel System Settings

Setting Point for the Governor - Mechanical Engines Only
The setting point for the governor (engine speed and torque) is an operating point on the curve of engine over run that is used to
set the governor. The setting speed for the governor and the setting torque for the governor will be specified in the Specifications
for the Engine Test.
The setting point for the governor will be set by running the engine at the specified setting speed for the governor with the
engine speed control at the maximum speed position as specified in Engine Speed Control of the General Instructions and by
providing torque from the dynamometer as specified. The engine speed should be adjusted with the governor control. The
governor control controls the position of the curve for the over run. The torque should be adjusted via the dynamometer control.
Full Load Setting and Full Torque Setting - Electronic Engines Only
If you have performed the necessary tests and need to change either the FLS (Full Load Setting) or the FTS (Full Torque
Setting), contact your Field Service Representative. The Field Service Representative will provide you with the necessary new
settings and a password to change the settings.
Preparation for the Engine and the Test Cell

Preparing the Engine for Testing (Outside Cell)
Engines through 3400
(1) Determine if any items are missing from the engine. Obtain these items and install these items before proceeding.
(2) Install the governor control if necessary.
the adapter for the air hose.
(4) Ensure that all required sensors are installed on the engine.
(5) Install any required thermocouples, adapters, connectors, hoses, etc.
3500 and C175 Engines
(2) Install governor control if necessary.
(3) Check for air starters. Remember that electric starters are not tested. If the engine has air starters install proper plumbing and
the adapter for the air hose.
(4) Ensure that all required sensors are installed on the engine.
(5) Install any required thermocouples, adapters, connectors, and hoses.
(6) Install hoses for the diesel fuel on the supply lines and on the return lines.
(7) Connect the mini patch to the test adapter.
(2) Install the governor control and the harness for the governor.
(3) Check for air starters. Remember that electric starters are not tested. If the engine has air starters install proper adapters for
plumbing and for air hoses.
(4) Remove the appropriate block plugs to install the required sensors, thermocouples, adapters, connectors, and hoses.
(5) By using an overhead hoist, install the exhaust adapter. Ensure that the adapter is equipped with a functional type K
thermocouple for temperature readings for exhaust stacks.
(6) Install rubber baffling to the tube for blowby. This rubber baffling is required to build a slight positive pressure in the
crankcase, which increases the sensitivity of the test cell to piston seizures.
(7) Install a connector for pressure from blowby in the plug just above the nozzle for filling the oil.
(8) Install all required sensors, thermocouples, adapters, connectors, and hoses.
Note: For inlet manifold air temperatures, do not install the thermocouple in the extreme front or rear areas.
(9) If necessary install connectors for diesel fuel on the supply and return lines.
(10) Flush the shut off system for the air and install the electrical connection. The electrical connection is usually from the
harness for the governor.
(11) Check for any special tests and install the required pressure connections, and thermocouples.
(12) If the engine is equipped with the prelube pump, prepare the engine for testing. For the engines that are equipped with air
prelube pumps, install the air lines that tie the pump back into the prelube system for the air from the pallet. This allows the
computer to control the prelube of the air.
Setting up the Engine in the Test Cell
Note: Refer to "Appendix I (Fabricated Wiring Harnesses for Electronic Engines)" for the correct wiring harnesses for electric
engines.
(1) Connect the hoses for the cell, lines, and wiring harnesses to the proper connection points on the engine.
Note: Install the intake manifold temperature if the manifold temperature is requested or if the manifold temperature is needed
for troubleshooting.
(2) Connect the 202-2301 Portable Contamination Instructional Kit to acquire an oil sample for the patch. The supply should
connect at the oil cooler and the return will go into the dipstick tube.
(3) Only for gas engines, refer to the test specification to determine if a throttle angle transducer is required. The latest
specifications indicate differential pressure across the throttle instead of the actual throttle angle.
Note: If the engine uses a Flowtech actuator, the throttle angle transducer is not used.
(4) Lower the exhaust stack for the cell over the adapter for the engine and clamp in place.
(5) Hook the O2 sample hose up to the exhaust stack.
(6) Only for gas engines, install the timing adapter to the coil on cylinder number 1. Polarity is not important.
(7) Install the timing probe.
(8) Only for gas engines, remove any safety for the MAG ground to run systems. This is done to put the cell in control of
shutting down the engine. If the cell did not detect the missing spark, the gas would continue to flow. The gas would flow until
the cell could detect zero Revolutions Per Minute (RPM). Losing the spark could cause the gas to build up in the stack which
can cause the gas to explode.
(9) Turn on the water supply to fill the Engine Jacket Water and Separate Circuit Aftercooler (SCAC). Listen and look for leaks
as the engine is filling. Stop the setup procedure and correct any leaks.
(10) Connect the 24v DC electrical supply to the starter.
(11) If the engine is equipped with an air starter, connect the air supply.
(12) Fill the oiler for the air start with air tool oil.
(13) For quality inspection, check for the following criteria before testing and during testing.
• Loose parts, missing parts, or damaged parts
• Engine oil, water, fuel, exhaust, or air leaks. If a leak is discovered, stop and repair the leak.
• Proper operation of the engine attachments (pumps, governors, starters, shutoffs, and gauges)
(1) Connect the hoses for the cell, the lines, and the wiring harness to the proper sensors, thermocouples, adapters, connectors,
and hoses.
Note: Install the intake manifold temperature if the temperature is requested or needed for troubleshooting.
(2) Turn on the water to fill the EJW. Listen and look for leaks. Stop the setup procedure to repair all leaks.
(3) Position the exhaust stack for the cell and lower onto the engine.
(4) Check and/or fill the oil levels for the engine, the governor, and the hydromechanical shutoff.
(5) Connect the magnetic pickup wire to the governor. This step is only for engines with a mechanical unit injector.
(6) Connect the wire that activates the governor. This step is only for MUI engines.
Note: B series engines (Electronic Unit Injector (EUI)) do not require steps 5 and 6. These engines may require a connection for
the timing calibration.
(7) Connect the 24v DC electrical supply to the starter.
(8) If the engine is equipped with an air starter, connect the air supply.
(9) Fill the oiler for the air start with air tool oil.
(10) For quality inspection, check for the following criteria before testing and during testing.
• Loose parts, missing parts, or damaged parts
• Engine oil, water, fuel, exhaust, or air leaks. If a leak is discovered, stop and repair the leak.
• Proper operation of engine attachments (pumps, governors, starters, shutoffs, and gauges).
Engine Checks after Installation into Test Cell
Advanced Full Text Search - SEBF9011 - Dynamometer Testing of Caterpillar Eng... Page 10 of 98
(1) Perform prelubrication because engine components require the prelubrication before cranking. The prelubrication will be
accomplished by pressurizing the lubrication system before cranking. Reference Special Instruction, SEHS8914, "Pressure
Lubrication Procedure for Remanufactured Engines and Short Blocks" for more information on performing prelubrication.
Also if an engine is equipped with a prelube pump, the complete starting motor system for the prelube pump will be checked.
The checkout of the system can be done before the engine test or after the engine test. It is not necessary for the checkout to be
done in an engine test cell.
(2) Ensure that the oil filters are full of oil and do not fill the filters prior to installation.
(3) Prime the fuel system.
Note: Refer to the latest Contamination Control Guidelines, PEBJ0002, "Cat Dealer Contamination Control" publications on
contamination control.
(4) If the oil supply for the engine does not lubricate the auxiliary power take off, then an external oil supply must be provided.
(5) Check the engine oil level. Before the engine is cranked, the level of the oil pan must be within the range that is safe for
starting the engine.
(6) To determine the performance of the engine at full load, the oil level must be between the "add" line and the "full" line. If the
dipstick has been marked for tilt operation, the level of the oil should be within the designated range. Dipsticks produced for tilt
operation will show the oil level for an engine that is properly filled with oil that is positioned horizontally in a test cell.
(7) Ensure that the engine is installed correctly and that the proper adapters are used to connect the engine to the dynamometer.
Refer to NENG2500 Tools and Shop Products Guide for the proper adapter.
Note: The adapter for the driveline must be concentric with the flywheel within 0.25 mm (0.01 inch) of Total Indicator Reading
(TIR).
(8) Check the installation of all required diagnostic connections and any special connections for instrumentation (damper timing
marker, cylinder pressure transducer, etc.)
(9) Verify that the log for the engine is current. If the log is not current, the log should be updated.
Test Cell after Installation of the Engine
(1) Ensure that all pressure lines are routed and connected properly.
(2) Ensure that the thermocouples are installed correctly and that all the connections are tight.
(3) Ensure that the Electronc Control Module cable is routed properly.
(4) Ensure that the supply valves for the operation of the dynamometer and the control are open.
(5) Make sure that the valves for the transfer plate are open for all the systems that are active.
(6) Check that all additional systems for the test support have been installed correctly and that the hoses and cables are routed
properly.
(7) Check that the proper fuel has been selected.
Preparing the Control Console to Run a Test
Access to the computer for the cell is necessary to perform all checks.
Note: There are numerous manufacturers of dynamometers and each one with various types of Data Acquisition and Control
Units. Refer to the appropriate Owner's Manual for your particular system.
Performance Test for Electronic Engines

Diesel Engine
The test procedure lays out the phases and conditions of the production test. The specifics of the speed, load, time, and other
conditions can be found in the specific test procedure number for the application, associated with the test specification are
available in TMI. Illustration 3 shows an example with the stages for this I6 heavy-duty machine procedure. The test stages are
described in more detail below.
Standard Schedule for Testing an Engine
Example of Test Procedure
Pre-Lubrication
For engine components that require pre-lubrication as determined by engineering, perform before cranking. The pre-lubrication
shall be accomplished by pressurizing the lubrication system before cranking. If an engine is equipped with a pre-lube pump, the
complete pre-lube pump-starting motor system shall be checked. Checkout of the system can be done either before or after
engine test and does not need to be done in an engine test cell.
Auxiliary Power Take-Off
An external oil supply shall be provided for any installed auxiliary power take off that is not lubricated by the engine lubrication
system.
Before the engine is cranked, the oil pan fill level should be within the range designated on the production dipstick or the
specified dipstick as safe for starting the engine.
The full load performance of the engine shall be determined with the correct oil pan fill level.
Standard Engine Test Schedule
The performance testing of engines should be in accordance with this document, but can also refer to the individual test
procedures in TMI, Data Management System (dms.cat.com/LPSD/), and ENGINE Database (Contact LPSD - Engine
Performance Center), (for variations to the detail test points. If an engine is stopped before completion of this test, the test should
be run again starting with the warmup schedule. The running time specified for each point in this test schedule is the time at the
specified speed and torque. Transition time between points is not included as part of the required time at each point.
Record the following throughout the test (for use in calculating correction factors and monitoring facility health):
• Total Barometric Pressure (kPa)
• Water Vapor Pressure (kPa, Refer to Step 2.
• Inlet Air Temperature (DEG C)
• Inlet Air Pressure (kPa)
• Fuel Density (API)
• Inlet Fuel Temperature (DEG C)
• Inlet Fuel Pressure (kPa)
Warm Up
Warm up of an engine is defined as conditioning of an engine to obtain repeatable engine performance and to purge air from the
liquid handling systems of the engine. This latter function is especially important for engines quipped with an NRS Cooler. The
engine speed control shall not be “pumped during any portion of this performance test. Pumping is the process of rapidly and
alternately increasing and decreasing the engine speed control and/or engine speed.”
Note: For engines equipped with an NRS Cooler, sufficient venting of the coolant system shall be installed so that no air is
trapped in the NRS Cooler. This typically entails venting both the engine side and radiator side of the thermostat. Some
configurations may also need a dedicated vent line from the NRS cooler.
1. Crank at 100-700 RPM with the engine speed control positioned to provide maximum fuel delivery. Oil pressure of 40
kPa minimum shall be obtained within 0.5 minutes or cranking shall be stopped. Cranking should be discontinued if
engine has not started within 2 minutes. After the engine starts, engine speed shall be targeted to an elevated speed
(typically low idle +100 RPM or cranking speed +100 RPM) at zero load to build oil pressure. A minimum oil pressure of
40 kPa shall be obtained within 3 seconds after the engine starts or the engine shall be stopped.
The following warmup phases (refer to Step 2 and 3) define a 'normal' on-highway warmup cycle, different applications
can ADD additional time or points based on that application's specific needs. The intent of the warmup phases is to get the
engine up to operating temperature as quickly as possible without damaging green engine.
Note: Observe and listen to the engine and attachments for any unusual vibration or sounds.
2. First Warmup - 1-minute ± 0.2 minute
◦ 75% rated speed ± 20 RPM (not less than low idle) [See Note below]
◦ 50% rated torque ± 5% rated torque
◦ (30% rated torque ± 5% rated torque if FL BMEP is 1750 kPa or more)
Note: The engine speed shall not be increased above 75% rated speed + 20 RPM or low idle speed if low idle speed is
greater than 75% of rated speed. For 50 HZ aux and genset ratings, 80% rated speed.
3. Second Warmup - 1-minute ±0.2 minute. Due to deficient plant cooling system air venting ability some test facilities
may require more time to purge air from the system so that additional load will not cause overheating. This is a function of
the facility and, if required, the additional time should be applied to all engines run in that facility. Maximum time should
not exceed that required for the thermostats to reach opening temperature.
◦ Rated speed ± 20 RPM.
◦ 75% rated torque ± 5% rated torque (some procedures may specify torque magnitude).
Note: For applications with the NRS system, the NRS test should occur during one of the two last warmup stages before
full load, contingent on thermostat opening. Refer to Step 6.
4. Third Warmup - 3 minutes ±0.2 minute
◦ Rated Speed ±20 RPM
◦ Rated Torque +3%, - 11% (some procedures may specify torque magnitude)
Additional warmup phases may be implemented for specific applications or larger engines where more time is needed to
achieve thermal stability.
5. Governor Setting Point (Mechanical Engines) - 0.25-minute ±0.1 minute governor setting speed and governor setting
torque per the individual engine test specification. (e.g., 0T, 2T, 0K, seven-digit, etc.)
At the governor setting point, the engine speed control shall be at the maximum speed position and the torque shall be as
specified in the engine test specification.
The governor control, which positions the over-run curve, shall not be adjusted after completing the governor setting
point. If the high idle speed is not correct when checked at the stage described in Step 4, the governor controls shall not be
adjusted. Only repairing and retesting the engine can correct the high idle speed. Data shall not be taken until the water
temperature meets the minimum water temperature at rated (from the specification).
Note: For mechanical engines, the torque applied to mechanical governor control shafts to maintain maximum engine
speed shall be 8 Nm to 12 Nm (5.5 Nm to 9.5 Nm for Woodward 3161 governor). Proper control of torque on the
governor control shaft is required for consistent governor setting points and high idle speeds. For electronic engines, either
a throttle input to the ECM or speed override control through the ECM can be used (the same applies to PEEC and the
different versions of fully electronic engines).
6. Full Load - 4 minutes ±0.2 minutes or stabilization: Full load speed ±10 RPM.
Engine speed control shall be within specification at the maximum speed position.
Engines are to be considered stabilized after achieving the following maximum variation per 2 minute period while
running continuously at full load RPM:
◦ For systems using jacket outlet water control: Jacket water pump in 3 DEG C
◦ For systems using jacket inlet water control: Jacket water pump out 3 DEG C
◦ For systems using SCAC inlet water control: SCAC inlet 3 DEG C.
For All Engines
◦ Oil Pressure - 7 kPa
◦ Fuel Rate - 1%
◦ Corrected Power - 1% (observed power permissible for manual test facility)
The non-control (inlet or outlet) water temperature shall be within specification before recording full load data.
For engines equipped with a separate circuit aftercooler, the water inlet temperature shall be within specification before
recording full load data.
7. Full Load Check - With the engine at the full load point and stabilized as outlined in Step 6. Calculate and/or record in
Table 5.
Table 5
Full Load Parameters To Record
Line # Param Group Parameter Units Notes
09 FL Power kW All
10 FL Speed rpm All
14 FL STAT Fuel Set mm DE
18 FL Fuel Rate g/min DE
19 FL CSFC g/kW-hr DE
20 FL Boost kPa All
(1)
20.1 FL Boost - FE kPa DE - Tandem
20.2 (1) FL Boost - RE kPa DE - Tandem
(1)
21 FL ECM PCT Boost % DE
21.1 (1) FL Fuel Rail Press MPa DE - CR

22 (1) FL Fuel Position % DE - CR
(1)
40 FL Blowby % DE
42 FL Water in Temp °C All
43 FL Delta Temp °C All
44 (1) FL Inlet Man Temp °C All
45 (1) FL Water Temp SCAC °C All
46 (1) FL SCAC Water Flow L/min All
55 FL Oil Press kPa All
55.1 (1) FL Oil Press - FE kPa DE - Tandem
55.2 (1) FL Oil Press - RE kPa DE - Tandem
(1)
57 FL Oil T Bearing °C All
58 FL Fuel Press kPa DE
(1)
58.1 FL Fuel Press - FE kPa DE - Tandem
58.2 (1) FL Fuel Press RE kPa DE - Tandem
59 FL Fuel in Press kPa DE
60 FL Fuel in Temp °C DE
62 FL Inlet Air Press kPa All
63 FL Inlet Air Rest kPa All
64 FL Inlet Air Temp °C All
65 FL Fuel Density API DE
82 (1) FL Water Out Temp °C All
(1)
93 FL 2nd STG SCAC °C DE
93 (1) FL ECM Final Drate % DE
95 (1) FL DLTA H20/Bearing °C SI
95 FL ECM CGI Valve P DE - 2007
96 FL Gen Power n/a
(1)
97 FL ECM CGI Flow RT kg/hr DE - 2007
99 (1) FL ECM Turbo Speed krpm DE
(1)
99 FL NOX - ECM SI
105 (1) FL ECM Rail Press MPa DE - CR
(1)
107 FL ECM VGT Pos DE - VGT
160 (1) FL Exhaust BK Press kPa DE - T4
162 (1) FL ATAAC Delta P kPa DE - T4
(1)
Calculate and/or record if applicable.
Note: 3600/C280 Diesel: For engines equipped with Keine valves, take cylinder pressure measurements on two cylinders for
inline engines, four cylinders (two on each bank) for Vee engines at advertised power. Generate data report.
Cylinder Cut-Out Check
1. Cylinder Cut-Out Check - Computer Controlled - If the engine is equipped to permit cut-out of individual cylinders
specification limit. This may be triggered either after the full load or torque check phases.
◦ Stop combustion process in cylinder number 1.
◦ Wait until power measurement has restabilized (several seconds will be required). Obtain average corrected power
of the remaining cylinders over a 3 second period, and restart the combustion process.
◦ Repeat the steps above for each cylinder in numerical order.
◦ Power determined in Step 7 minus power determined in Step 1 is the power of the cylinder, which was cut out.
Calculate and record the percent loss by dividing the power of the cylinder by the power determined in Step 7 .
2. Cylinder Cut-Out Check – Operator/ECM Controlled - If the engine is equipped to permit cut-out of individual
cylinders and one of the following conditions are seen: CSFC or corrected power are outside the specification limits.
◦ Follow ECM control interface instructions for automated tests.
◦ Perform manual steps to troubleshoot individual cylinders.
Torque Check
0.25-minute ±0.1 minute. This is an example time for on-highway truck engines. For other applications, this is the minimum
nominal time. The actual time may be more.
1. Increase the dynamometer load until the engine lugs to the speed specified for torque check. Measurements shall be taken
within 3 minutes after lugging from full load. Engine speed and load shall be stabilized for this reading. Stabilization is
determined by the speed remaining within specification for a minimum of 15 seconds.
Note: For applications that operate at a single speed (generator sets, marine auxiliary), the torque check phase may be
omitted due to the single speed mode of operation of this application. This will be indicated by inclusion of a flag in the
test specification OMIT TORQ. The reset calculation will be based only on the measurements taken at the rated point.
Note: Test Specification Flags are fields in the spec that signal the test cell to perform a certain operation when an engine
of that spec is being tested. Flags, as with all parameter fields, are tied to a serial number break (effective serial number) of
a particular test spec and will only be implemented when an engine with a serial number greater than or equal to that
particular break is in the cell. These flags are added by using the appropriate testing database application to modify the test
specification.
Calculate and/or record, see Table 6.
Table 6
15 FT STAT Fuel Set mm DE
15.1 (1) FT Fueling DE
21.2 (1) TQCK Fuel Rail Press MPa DE
(1)
22.1 TQCK Fuel Position DE - CR
27 (1) TQCK ECM PCT Boost % DE
28 TQCK Speed rpm All
29 TQCK Torque Rise % All
30 TQCK Torque Nm All
31 TQCK Fuel Rate g/min DE
32 TQCK CSFC g/kW-hr DE
33 TQCK Boost kPa DE
33.1 (1) TQCK Boost - FE kPa DE - Tandem
(1)
33.2 TQCK Boost - RE kPa DE - Tandem
41 (1) TQCK Blowby % DE
(1)
94 TQCK ECM Final Drate DE
96 (1) TQCK ECM CGI Valve P DE - 2007
(1)
98 TQCK ECM CGI Valve RT kg/hr DE - 2007
100 (1) TQCK ECM Turbo Speed krpm DE

106 (1) TQCK ECM Rail Press MPa DE - CR
(1)
108 TQCK ECM VGT Pos DE - VGT
161 (1) TQCK Exhaust BK Press kPa DE - T4
(1)
Note: If another test after reset confirmation is desired (indicated by a spec flag, the test should be performed after torque
check.
2. Response Check - If required by the individual test specification. (Response check is for mechanical engines only).
Remove the dynamometer load as rapidly as possible until the dynamometer is operating with a maximum of 3% of rated
torque. Opening the dynamometer field circuit and simultaneously closing the water supply valve with a solenoid is
adequate.
Adjust the engine speed control if necessary to maintain the specified response check idle speed. The engine should be
brought to the response check idle speed with the fuel system at shutoff. The engine speed control does not need to be in
the minimum position. At the specified response check idle time after initiating load removal, increase the setting of the
engine speed control, if it has been reduced, as rapidly as possible (1 second maximum) to the maximum speed setting and
adjust the dynamometer load as required to maintain response check speed. Response time is the time from the start of
change in engine speed until the specified torque is obtained.
Record
◦ Response Check Idle Speed (RPM)
◦ Response Check Speed (RPM)
◦ Response Time (s)
3. Manual Air/Fuel Control Check - In test facilities in which the diesel engine full load check as defined in Step 7 is not
computerized (all current facilities are), an engine test to check that the air/fuel control setting is correct is required. With
the engine running at high idle and with the boost sensing line disconnected, lug the engine to rated speed. Measurement
of the air/fuel control setting is not required.
◦ Record: Observed Torque (Nm)
4. High Idle Check - 0.10 minute.
Remove the dynamometer load until the dynamometer is operating with a maximum of 3% of rated torque. With some
types of dynamometers, the load cannot be lowered to this level. If the load can be lowered to 10% of rated torque,
extrapolating a straight line from the governor setting point through the lowest attainable torque to zero torque to obtain a
high idle value is satisfactory. Maintaining a load on the engine for stabilizing the high idle speed is not an acceptable
process.
Record
◦ High Idle Speed (RPM)
◦ High Idle Stability (RPM)
During the high idle speed check, the engine speed shall not vary more than:
◦ Gen set and marine aux engines ± (rated speed / 300).
◦ All other diesel engines ± (rated speed / 200).
Note: If the stability is a parameter in the given spec, it is a pass/fail criterion. If not, then it extends the duration of this
test phase until the criteria is met, or the maximum time is reached.
If the high idle speed is not correct, it can be corrected only by repairing and retesting the engine.
5. Low Idle Point- 0.10 minute, maximum dynamometer load equals 3% of rated torque.
For mechanical engines, set the low idle speed within 5 minutes of obtaining full load data. Unless oil temperature is
maintained at full load temperature by a special test conducted immediately before the low idle point.
Record
◦ Low Idle Speed
◦ Low Idle Oil Pressure
◦ Low Idle Speed Stability
Note: If the stability is a parameter in the given spec, it is a pass/fail criterion. If not, then it extends the duration of this
test phase until the criteria is met, or the maximum time is reached.
During the low idle speed check, the engine speed shall not vary more than ±10 RPM.
NOx Reduction System Test
A NOx Reduction System Test is required for engines with NOx Reduction System (NRS). The NRS Test should occur during
one of the final warmup stages. It is triggered in computerized test cells by the 'Tier 4' flag.
The NRS end of line test will not start until certain conditions are met and will abort if certain Diagnostic Trouble Codes are
found in the ECM. The following list of trouble codes shall not be active for the test to proceed:
Note: For engines equipped with an NRS Cooler, sufficient venting of the coolant system shall be installed so that no air is
trapped in the NRS Cooler. This typically entails venting both the engine side and radiator side of the thermostat. Some
configurations may also need a dedicated vent line from the NRS cooler.
• Engine NRS delta pressure voltage above normal
• Engine NRS delta pressure voltage below normal
• Engine NRS differential pressure: High (event)
• Engine NRS differential pressure: Low (event)
• Engine NRS intake pressure voltage above normal
• Engine NRS intake pressure voltage below normal
• NRS temperature voltage above normal
• NRS temperature voltage below normal
• Engine NRS valve control current below normal
• Engine NRS valve control current above normal
• Turbo balance valve actuator control current below normal
• Turbo balance valve actuator control current above normal
• Intake manifold pressure voltage above normal
• Intake manifold pressure voltage below normal
The NRS test is broken into two sections:
• Section one is to verify that the NRS valve is properly functioning and not stuck in the fully open or fully closed positions.
The engine is put into NRS test mode by the engine test cell computer to turn off any diagnostics that would become
active while manipulating the NRS and turbo balance valve (TBV) positions. In the first warmup stage of the production
hot test, the engine test cell computer will command the NRS valve to toggle from the fully open to fully closed positions
for up to 8 cycles or 30 seconds. It then sets the NRS and turbo balance valve to the correct positions for the start of the
second part of the test.
• Section two is a functional test to ensure that the NRS performs as specified by engineering. Section two starts once the
engine goes into second warmup and the test cell computer sets the engine speed and load appropriate for the engine being
tested. The engine speed and load is developed by Engineering, dependent on the bore size and hardware set of the engine,
and set in the test procedure. The test cell computer then commands the NRS system through five test points as follows:
Test Point 1 - NRS valve fully closed (0%) and TBV open (off). The test cell computer will wait 5 seconds from the time the
speed and load are set correctly and the step response mode is enabled in the engine ECM. The ECM then takes a 5 second
average recording of NRS mass air flow, NRS delta pressure, and NRS absolute pressure from the engine ECM.
Test Point 2
Test Point 3 - NRS valve fully open (100%) and TBV closed (on). The test cell computer waits 5 seconds to stabilize and then
takes a 5 second average recording of NRS mass air flow, NRS delta pressure, and NRS absolute pressure from the engine ECM.
Test Point 4 - NRS valve fully open (100%) and TBV open (off). The test cell computer waits 5 seconds to stabilize and then
Test Point 5 - NRS valve fully closed (0%) and TBV open (off). As the NRS valve is moved from fully open to fully closed, the
engine ECM will calculate the open to closed valve response time. The test cell computer waits 5 seconds to stabilize and then
The engine ECM then passes the calculated response time to the test cell computer.
Once the five steps are complete, the test cell will first release control of the TBV. It then will set the NRS valve to completely
open (100%) before releasing control back to the engine ECM. The engine test cell computer will then wait 5 seconds to take the
engine out of NRS test mode
The following data is collected as pass/fail criteria as part of the production test:
• ECM NRS TEST MASS FLOW RATE PT1 (kg/hr)
• ECM NRS VLVE RESP TIME PT2 (msec)
• ECM NRS VLVE RESP TIME PT5 (msec)
Note: How pass/fail criteria are set: First attempt by mechatronics for NPI pilot builds. Once in full production, refine the
nominals and tolerances with factory averages.
Venting the NRS Cooler
There are several critical requirements for hot testing EGR engines. These requirements are listed below. Failure to follow these
requirements could result in possible thermal damage to the EGR cooler, resulting in early field hour failures.
Note: Tee the cooler vent line with the engine vent line. The vent line from the EGR cooler (C9 & C13 engines only) needs to
be continuously flowing, no pep cock type valves allowed. The C15 and Vee engine coolers self-vent in the engine AR and
therefore do not need a dedicated vent line. The RAD side of the engine (stat out) should be vented as well.
1. Adequate venting of engine required in test cells
a. Vent both engine and cell sides of thermostat housing, or corresponding coolant lines
b. Vent line on EGR coolers must be installed and connected to engine/facility
2. Do not turn on EGR until all trapped air has been purged from the system
a. Ideally no EGR gas flow until after thermostats open during testing
Illustration 4 is an example of a venting setup for the NRS Cooler.
(A) EGR cooler vent line
(B) Engine side vent line
(C) RAD vent line
Additional Requirements:
1. Use 50/50 Glycol when possible, to avoid EGR cooler boiling.
2. Follow the correct Operation and Maintenance Manual, for proper coolant filling, venting, and initial start-up.
3. If water is used, then the follow restrictions apply:
a. Maintain and monitor water pump inlet temperature not to exceed 90 deg C.
b. Pressurized system is required
◾ Monitor pump inlet pressure during the test (no lower than 20 kPa gage pressure)
c. No more than 3 minutes continuous operation at Peak Torque condition.
d. Record temperature and pressure data during the test and retain.
Note: The other important item for dealer testing is to allow enough warmup time before applying load to the engine. The
engine should warmup until the thermostat cracks open, to allow any remaining air to settle out of the system.
Functionality Tests
It may be necessary to run functionality tests with the standard performance test defined in this document, to test additional
engine systems. Functionality tests can be inserted after the high idle check or at other phases of the test per agreement with
Engineering. This will provide a test sequence, which will maintain the normal engine operating temperature for the torque
check and the response check. If functionality tests are inserted into the test sequence, judgment should be exercised to be
certain that normal operating temperatures are maintained for the high idle check and the low idle point. These functionality tests
can be enabled by setting different flags or parameters in the test spec.
1. Refer to Section "Appendix J: CRS Test Procedure" (Not Currently In Use) for the CRS test.
2. Engine Brake Test (9.3 Engines Only) - This test shall be performed on all C9.3 application equipped with a Cat
Constant Lift Brake. Associated test specs shall have the BRKSVR flag associated with them. The test sequence is
composed of 3 steps:
Lube Oil Rail Air Purge - While maintaining the throttle command at 100% and zero load on the dynamometer,
command the brake valve to open. When the dynamometer speed feedback reaches 1400 RPM, command the brake valve
to close and let the engine recover to high idle speed. Repeat two more times for a total of three valve cycles.
Brake Functional Test 1 - With the engine steady at high idle and zero load (all water removed from eddy current
dynamometers), command the ECM to go to low idle. The test cell shall record the time from when the command is issued
to when the speed feedback is 1500 RPM. This time is the baseline time. Return the engine to steady state at high idle and
zero load.
Brake Functional Test 2 - With the engine steady at high idle and zero load (all water removed from eddy current
dynamometers), maintain 100% throttle command and command the brake valve to open. The test cell shall record the
time from when the command is issued to when the speed feedback is 1500 RPM. This time is the brake engaged time.
Return the engine to steady state at high idle and no load.
Pass/Fail Analysis - Calculate the difference in time between the baseline measurement and the brake engaged
measurement. A positive value greater than or equal to the spec nominal value empirically derived at the test facility
indicates that the brake is set properly and functioning correctly. Any value less than the nominal value (including
negative values) is a failed test and requires a repair and retest completed.
3. Dynamic Gas Blending - This functionality test will be initiated by the Fuel System Type Code of the spec being set to
DGB.
Natural Gas supply opened during cranking sequence.
After Full Load Point, test cell starts substituting gas to FL GAS SUB RATIO parameter value and shall maintain +/-10
RPM stability.
After minimum of 4 minutes, the following parameters are recorded in Table 18.
◦ FLGB Engine Speed
◦ FLGB Corrected Power
◦ FLGB Fuel Rate – SI
◦ FLGB Fuel Rate – DI
◦ FLGB Adjusted Boost
◦ FLGB Fueling Value (ADEM 4) or Static Fuel Setting (Non-ADEM 4)
◦ FLGB Gas Substitution Ratio
◦ FLGB Gas Fuel Valve Position
Multiple Rating Engines
If testing of multiple rating is required, there are two options: either choose to run a second complete test or go by the following
six steps. The choice of the option to use is left to the discretion of the individual facility.
1. Run standard test as defined in Level "Diesel Engine" through Level "Functionality Tests" for the highest power and/or
the torque rating.
2. Activate the rating change function or device.
3. Increase engine speed to high idle (maximum engine speed control position).
4. Load engine until lugged to the alternate full load and/or Torque check speed. The engine shall be stabilized as defined in
Step 5 and/or Step 6.
5. Calculate and/or record as required by the rating:
◦ Full Load Speed
◦ Corrected Full Load Power
◦ Torque Check Speed
◦ Corrected Torque at TC RPM
6. If additional ratings are required, repeat Steps 2 through 5 for each successively lower rating. Electronic engines shall not
be reset during this process.
Spark Ignited Engines
The test procedure lays out the phases and conditions of the production test. The specifics of the speed, load, time, and other
conditions can be found in the specific test procedure number for the application, associated with the test specification found in
TMI, Data Management System (dms.cat.com/LPSD/), and ENGINE Database (Contact LPSD - Engine Performance Center).
Illustration 3 shows an example with the stages for the I6 heavy-duty Diesel machine procedure. The SI procedure is similar in
concept. Each of the test stages is described in more detail in the following sections.
Preparation for Running
1. Pre-Lubrication - Same as Level "Pre-Lubrication".
2. Auxiliary Power Take-Off - Same as Level "Auxiliary Power Take-Off"
3. Oil Pan Fill Level - Same as in Level "Auxiliary Power Take-Off"
4. Full Load Oil Pan Fill Level - Same as in "Auxiliary Power Take-Off"
5. Engine inlet fuel to the gas pressure regulator shall be supplied at the pressures shown in the individual engine
performance specifications.
6. Throttle Positioning - Check to ensure that the throttle plate can be opened to the maximum position. Do not adjust the
linkage to obtain the maximum position in such a manner that the throttle plate will not close completely.
7. Air Fuel Ratio Settings
Set the carburetor mixture control at the "nominal value" specified in the facility work instructions and do not adjust for
the remainder of the test except as specified below.
◦ Engines equipped with carburetors with a rotary mixture control - one (1) is the value assigned to the mark on the
scale nearest to the l (lean), five (5) is the value of the mark nearest to the r (rich).
◦ Engines equipped with carburetors with screw adjusted mixture control - the mixture control setting is the number
of turns the screw is backed out from the full "in" (maximum clockwise) position.
For engines that have prechambers, set the needles values for each cylinder to 3.5 turns open.
For electronically controlled engines, configure the lower heat value (fuel quality) and fuel specific gravity to current gas
chromatograph reading. (For G3600 also calibrate pressure module).
For engines equipped with adjustable wastegate, adjust screw to midway position.
Warm Up
Warm up of an engine is defined as conditioning of an engine to obtain repeatable engine performance and to purge air from the
liquid handling systems of the engine. The engine speed control shall not be "pumped" during any portion of this performance
test. Pumping is the process of rapidly and alternately increasing and decreasing the engine speed control system and/or engine
speed.
Note: Observe and listen to the engine and attachments during warmup for any unusual vibration or sounds.
1. Starting Procedure - Crank at 200-600 RPM (3600 at 100-200 RPM). Minimum oil pressure of 40 kPa shall be obtained
within 0.5 minutes or cranking shall be stopped. Cranking shall continue 0.25 minutes after obtaining 40 kPa before
starting engine. Cranking should be discontinued if engine has not started within 2 minutes. (For G3600 minimum prelube
oil pressure shall be met before cranking can begin.)
Note: For engines equipped with electronically configurable ignition timing, set the preliminary ignition timing to the
value specified in the engine performance specification.
2. First Point (Low Idle Speed) - 1 minute, Run at zero torque - maximum of 3% of test torque.
◦ For engines equipped with mechanical governor, with the throttle platecompletely closed, adjust the carburetor
throttle stop screw until the screw touches the stop lever. The throttle plate should not be held open any amount by
the stop screw.
◦ For engines that require differential fuel pressure settings, set the preliminary differential fuel pressure to the
nominal value specified for high idle in the engine performance specification. Differential fuel pressure is the static
gas pressure maintained to the carburetor, relative to the static component of the carburetor inlet total pressure.
◦ For engines equipped with Woodward governors operate at the specified speed or at the lowest attainable speed if
the specified speed cannot be attained. If the governor is equipped with a synchronizing motor, check for engine
speed increase and decrease when the appropriate wires from the motor are energized.
3. Second Point (High Idle Speed) - 5 minutes, Run at zero torque - maximum of 3% of test torque.
◦ For engines equipped with mechanically configurable ignition timing, set the ignition timing to the value specified
for full load in the engine test specification.
◦ For engines that require differential fuel pressure settings, confirm that the differential fuel pressure is set to the
value specified for high idle in the engine test specification.
4. Third Point - 1 minute ± 0.2 minute (1st Break-In).
◦ For engines equipped with carburetors: If the excess oxygen in the engine performance specification for full load is
greater than 4%, set the preliminary excess oxygen 1.0% less than the value specified for full load.
◦ If the excess oxygen is 4% or less, set the preliminary excess oxygen to the value specified in the engine
performance specification for full load.
5. Fourth Point - 3 minutes ± 0.2 minute (2nd Break-In), Run as defined in test procedure.
6. Fifth Point
For G3500 engines, apply load appropriately to achieve aftercooler and Jacket Water temperatures defined in engine test
specification.
For G3600 engines, apply 75% load and tune needle valves.
7. Full Load Test Point - 4 minutes ± 0.2 min or stabilization.
The nominal full load test power is defined in the engine test specification as corrected full load power. Nominal test
speed is defined in the engine test specification as full load speed.
Nominal Test Torque = NTT
NTT = (Corr Full Load Power (kW) * 60000 (Nm/kW.min)) / (RPM * 2pi * Total Correction Factor)
At the full load test point, the engine speed control shall be at the maximum speed position.
Note: For mechanical engines, the torque applied to mechanical governor control shafts to maintain maximum engine
speed shall be 8 Nm to 12 Nm (5.5 Nm to 9.5 Nm for Woodward 3161 governor). Proper control of torque on the
governor control shaft is required for consistent governor setting points and high idle speeds. For electronic engines, either
a throttle input to the ECM or speed override control through the ECM can be used (also applicable to PEEC and the
different versions of fully electronic engines).
◦ Test Speed ±5 RPM
◦ Test Torque ±1% Test Torque
If the engine test specification specifies a high idle speed greater than the full load speed (a non-isochronous over-run
curve), the test torque can be increased or decreased with the adjustment controlling the position of the over-run curve.
If the measured values for spec parameters are within tolerances set in the engine test specification, the nominal air-fuel
ratio setting is acceptable.
If the measured values for spec parameters are not within tolerances set in the engine test specification, the air-fuel ratio
setting shall be reset as required to bring these parameters within specification. For engines with adjustable wastegates,
fine-tune to bring parameters within specification.
Perform required additional tests at full load such as G3600 misfire and vibration tests.
Engines are to be considered stabilized after achieving the following maximum variation per 2 minute period while
running at test speed and torque:
◦ Jacket Water Pump In Temp - 3 DEG C
◦ Aftercooler Water In Temp - 3 DEG C
◦ Oil Pressure - 7 kPa
◦ Fuel Rate - 1%
◦ Corrected Power - 1% (observed power permissible for manual test facility)
The engine water outlet temperature and, if so equipped, the separate circuit aftercooler water inlet temperature shall be
within specification before recording full load test point data.
For engines with a mechanical governor, the over-run curve shall not be repositioned after completing the full load point
except as specified in Step 9.
With the engine at the full load point and stabilized as outlined in Step 7, calculate and/or record parameters below as
required by the engine performance specification and as defined in Illustration 16:
Table 7
Full Load SI Parameters To Record
Line # Param Group Parameter Units
09 FL Power kW All
10 FL Speed rpm All
14.1 FL Fueling kJ/hr SI
18.1 FL Fuel Rate - SI SI
19.1 FL CSFC - SI SI
20 FL Boost kPa All
42 FL Water In Temp °C All
43 FL Delta Temp °C All
44 (1) FL Inlet man Temp °C All
(1)
45 FL Water Temp SCAC L/min All
46 (1) FL SCAC Water Flow L/min All

47 (1) FL Diff Press kPa SI
(1)
49 FL Diff Press. Hi kPa SI
50 FL Comp Out PR kPa SI
51 (1) FL Inlet Manifold SI
52 FL C Out - In RST SI
54 FL Excess Oxygen SI
55 FL Oil Press kPa All
57 (1) FL Oil T Bearing °C All
58.3 FL Fuel Press - SI kPa SI
62 FL Inlet Air Press kPa All
63 FL Inlet Air Rest kPa All
64 FL Inlet Air Temp °C All
66 (1) FL FCF SI
67 (1) FL NOW Cat Factor SI
74 FL Oil Temp °C SI
(1)
82 FL Water Out Temp °C All
88 (1) FL CO SI
(1)
89 FL Throttle SI
90 (1) FL NOX SI
(1)
91 FL Throttle Angle SI
95 (1) FL DLTA H20 / Bearing °C SI
98 (1) FL NOX - Analyzer SI
99 (1) FL NOX - ECM SI
(1)
Note: If tested manually with a data sheet as shown in Illustration 16, the estimated inlet air temperature shall be within 2
°C of the temperature required in the engine test specification.
8. Torque Check - 2 minute ±0.1 minute.
Decrease speed to torque check speed. Measurements shall be taken within 3 minutes after leaving full load. Engine speed
and load shall be stabilized for this reading. Stabilization is determined by the speed remaining within specification for
0.25 minutes.
Calculate and/or record:
Table 8
Torque Check SI Parameters To Record
28 TQCK Speed rpm All
29 TQCK Torque Rise % All
30 TQCK Torque Nm All
31.1 TQCK Fuel Rate-SI SI
32.1 TQCK CSFC-SI SI
TQCK COMP Out PR kPa SI
TQCK Fuel Press - SI kPa Si
9. High Idle Check - 0.5 minutes.
Remove the dynamometer load until the dynamometer is operating with a maximum of 3% of test torque. Record:
◦ Test High Idle Speed (RPM).
◦ High Idle Stability (RPM).
During the test high idle speed check, the engine speed shall not vary more than ± (rated speed/150).
For engines with a mechanical governor, if the test high idle speed is not correct and if the engine test specification
specifies a high idle speed greater than the full load speed, change the adjustment controlling the position of the over-run
curve to bring the test high idle speed to the nearest specification limit. Load the engine to the full load point. If the full
load test point conforms to specification, both the full load test point and the test high idle speed are acceptable. If all the
test characteristics at the full load test point do not conform to the specification, the test high idle speed can only be
corrected by repairing and retesting the engine.
10. Low Idle Point - 0.10 minute.
Maximum dynamometer load equals 3% of test torque. Set the low idle speed and within 5 minutes of obtaining full load
data, unless oil temperature is maintained at full load temperature by added functionality tests conducted immediately
before the low idle point, record:
◦ Low Idle Speed
◦ Low Idle Oil Pressure
◦ Low Idle Stability
During the low idle speed check, the engine speed shall not vary more than ±10 RPM
Engine Performance Correction Factors:
Engine power and performance are affected by fuel density, inlet air pressure, and inlet air temperature. As a result, it is
necessary to correct the observed engine performance data to a standard set of conditions to reduce data variability introduced by
those parameters. The calculations of the correction factors are shown below.
Note: Correction factors are not to be used for altitude derating.
Standard Conditions
The standard atmospheric pressure and temperature used in calculating correction factors are the same as shown in SAE J1349
MAR2004 and SAE J1995 JUN95.
1. Total Barometric Pressure - 100.0 kPa.
2. Water Vapor Pressure - 1.0 kPa.
Water vapor pressure may be calculated in the following method:
3. Dry Barometric Pressure - 99.0 kPa, Dry barometric pressure is equal to total barometric pressure minus water vapor
pressure.
4. Inlet Air Temperature - 25 Deg C.
5. Fuel Density - Diesel - 35.0° API
6. Engine Inlet Air Pressure - Engine inlet are pressure is equal to total barometric pressure minus water vapor pressure
minus inlet air restriction.
Note: Although not a standard condition, engine inlet air pressure is defined here to eliminate any doubt as to its
relationship to barometric pressure.
Standard Natural Gas Fuel Conditions
1. Gas Pressure - 101.3253 kPa-a.
2. Gas Temperature - 15.5556 Deg C.
3. Lower Heating Value - 33.7 kJ/L.
Correction Factor Equations for Diesel Engines
1. Correction Factor For Fuel Density - 32.0 through 43.9 DEG API, Based on the lower heating value of fuel determined
for constant volume combustion.
2. Correction Factors For Inlet Air Conditions
Naturally Aspirated And Mechanically Supercharged Engines
◦ Correction Factor for Engine Inlet Air Pressure from 87.0 through 104.0 kPa (99.0 + 5.0/-12.0 kPa)
3. Turbocharged And Turbocharged Aftercooled Engines
4. Correction Factor Equation For Spark Ignited Engines - Only for Naturally Aspirated Engines.
Where:
◦ X = Engine Inlet Air Pressure from 87.0 through 104.0 kPa (99.0 +5.0/-12.0 kPa)
◦ Y = Engine Inlet Air Temperature from 10 through 50 DEG C (25 +25/-15 DEG.C)
Note: For Turbocharged Engines fin = 1.
Performance Test for Mechanical Engines
Warm Up
systems of the engine.
The engine speed control will not be “revved” or “pumped” during any portion of this performance test. “Revving” is the
process of rapidly increasing and decreasing the engine speed control and/or engine speed.
1. Starting procedure
The engine should be cranked at 100 RPM to 1000 RPM with the engine speed control in a position that provides the
maximum fuel delivery. You must obtain a minimum of 40 kPa (5.8 psi) oil pressure within 0.5 minutes. Otherwise, the
engine will stop cranking. Cranking should also be discontinued if the engine has not started within 2 minutes.
After the engine starts, limit the engine speed to the following.
Table 9
(Low idle + 0.2 × (nominal high idle − nominal low idle)) ± 20 RPM
Minimum oil pressure of 40 kPa (5.8 psi) will be obtained within 3 seconds after the engine starts, or the engine must be
stopped.
2. First point (1 minute ± 0.2 minutes)
75% of the rated speed ... ± 20 RPM
Note: The engine speed will not be increased above 75% rated speed + 20 or low idle speed if the low idle speed is greater
than 75% of the rated speed.
50% of the rated torque ... ± 5% of the rated torque
If the Full Load Brake Mean Effective Pressure is 1750 kPa (253.8 psi) or more, the rated torque is the following.
30% of the rated torque ... ± 5% of the rated torque
3. Second Point (5 minutes ± 0.2 minutes)
Due to the insufficient ability of a cooling system in a plant to vent air, some facilities that are used for testing may require
more time to purge air from the system. This will prevent an additional load from causing overheating. This is a function
of the facility for testing. The additional time should be applied to all engines that are run in that facility. The maximum
time should not exceed the time that is required for the thermostats to reach the opening temperature.
The Rated Speed ... ± 20 RPM
60% Rated Torque ... ± 5% Rated Torque
4. Third point (3 minutes ± 0.2 minute)
Rated Speed ... ± 20 RPM
90% Rated Torque ... ± 5%
5. Setting point of the governor (0.25 minutes ±0.1 minute)
The setting speed of the governor ... ± 5 RPM
The setting speed of the governor ... ± 1% rated torque
At the setting point of the governor, the engine speed control will be at the position for the maximum speed (Engine Speed
Control of the General Instructions). The torque is specified in the Engine Test Specifications.
The governor control which positions the overrun curve will not be adjusted after completing the setting point of the
governor. If the high idle speed is not correct at the High Idle Check in the Performance Check of this schedule, the
governor controls will not be adjusted. Only repairing and retesting the engine can correct the high idle speed.
6. Full Load (4 Minutes ± 0.2 minute or Stabilization)
Full Load Speed ... ± 10 RPM
Engine Speed Control at the maximum speed position in accordance with Engine Speed Control of the General
Instructions
While the engines are running continuously at the RPM for full load, the engines are considered stabilized after the
engines achieve the following maximum variation per 2 minute period.
(1) Jacket Water Pump Inlet ... 3 °C (37.4 °F)
(2) Oil Pressure ... 7 kPa (1.015 psi)
(3) Fuel Rate ... 1%
(4) Corrected Power ... 1%. Use the observed power for facilities that use a manual test.
The outlet temperature of the engine water and the inlet temperature of the water for the separate circuit aftercooler (if
equipped) will be within the specification before recording data at full load.
7. Performance Check
a. For the Full Load Check, put the engine at the full load point. Stabilize the engine according to the above paragraph.
Calculate the following information and record the following information.
(1) Engine Speed
(2) Torque
(3) Fuel Rate (manual test)
(4) Corrected Fuel Rate
(5) Oil Pressure
(6) Fuel Pressure
(7) Boost (manual test)
(8) Adjusted Boost
(9) Temperature into Jacket Water Pump
(10) Temperature out of the Jacket Water Pump (coming out of the engine)
(11) Delta - Temperature Jacket (Engine Outlet Temperature minus Inlet Temperature)
(12) The temperature of the inlet air, the dry barometric pressure, the restriction of the inlet air, the pressure of the
inlet air, and the density of the fuel (Correction Factors for the Engine Performance)
(13) Inlet Fuel Temperature
(14) Pressure of the fuel at the inlet
(15) Observed power at full load (manual test)
(16) Corrected power at full load
(17) Corrected Specific Fuel Consumption
(18) Water Temperature to SCAC
(19) SCAC Water Flow
(20) Total Correction Factor
(21) Inlet Manifold Temperature (Air to Air Aftercooled Engines)
(22) Blowby (manual test)
b. Cylinder Cutout Check
If the engine is equipped to permit the cutout of the individual cylinders, use Electronic Testing to perform the test.
Note: This test is only a diagnostic check.
c. Torque Check (0.25 Minute ± 0.1 minute)
Increase the dynamometer load until the engine lugs to the speed that is specified for the Torque Check. Engine
speed and load will be stabilized for this reading. Stabilization is determined by the remaining speed within the
specification for 15 seconds. Calculate the following information and record the following information.
(1) Speed for the Torque Check
(2) Torque (manual test)
(3) Corrected Torque at TC RPM
(4) Fuel Rate at TC RPM (manual test)
(5) Corrected Fuel Rate at TC RPM
(6) CSFC at TC RPM
(7) Boost (manual test)
(8) Adjusted Boost at TC RPM
d. Checking the Response (mechanical engines)
Remove the dynamometer load as rapidly as possible until the dynamometer is operating with a maximum of 3% of
the Rated Torque. Opening the field circuit for the dynamometer and simultaneously closing the water supply valve
with a solenoid is adequate.
Adjust the engine speed control to maintain the specified idle speed for checking the response. The fuel system
should be turned off when the engine is brought to the idle speed for checking the response. The engine speed
control does not need to be in the minimum position.
At the specified response, check the idle time after initiating the removal of the load, and maintain the speed from
checking the response by adjusting the dynamometer load. As rapidly as possible increase the setting of the engine
speed control with a 1 second maximum to the maximum speed setting. Response time is the time from the start of
change in engine speed until the specified torque is obtained. Record the following information.
(1) Idle Speed for checking the response.
(2) Speed for checking the response
(3) Response Time
An engine test is required in test facilities that do not have a computerized diesel engine Full Load Check to check
that the settings for the air and fuel control are correct. Run the engine until the engine reaches the rated top speed.
This should be done while the engine is running at high idle and the line for sensing the boost is disconnected. The
measurement of the settings for the air control and settings for the fuel control are not required. Record the
following information.
Observed Torque
e. High Idle Check (0.10 minute)
Remove the dynamometer load until the dynamometer is operating with a maximum of 3% of Rated Torque.
With some types of dynamometers, the load cannot be lowered to this level. If the load can be lowered to 10% of
the rated torque, it is acceptable to create a straight line from the setting point of the governor through the lowest
attainable torque to zero torque to obtain a high idle value. Maintaining a load on the engine for stabilizing the high
idle speed is not an acceptable process.
Record the following information.
High Idle Speed
During the check at high speed, the engine speed will not vary more than the following.
◾ Generator Set and Marine Auxiliary Engines
Table 10
Rated Speed
±
300
◾ All other diesel engines
Table 11
Rated Speed
±
200
If the high idle speed is not correct, only repairing and retesting the engine can correct the idle speed.
8. Low Idle Point (0.10 minute)
Maximum dynamometer load equals 3% of the Rated Torque. Set the low idle speed. Record the following information
within 5 minutes of obtaining the data from full load unless the oil temperature is maintained at the temperature for full
load by using a special test that is conducted immediately before the low idle point.
(1) Low Idle Speed
(2) Oil Pressure (Low Idle)
During checking of the low idle speed, the engine speed will not vary more than ±10 RPM.
Note: It may be necessary to run special tests with the standard performance tests that are defined in this bulletin. Special
tests can be inserted after the high idle check. This will provide a test sequence, which will maintain the normal operating
temperature for checking the torque and checking the response. If special tests are inserted into the test sequence,
judgment should be used to be certain that normal operating temperatures are maintained for the low idle check and the
low idle point.
Schedule for Testing Engines with Multiple Ratings
1. Run the Standard Test that is defined in the Performance Test under the Diesel Engine for the highest power and/or the
highest torque rating.
2. Activate the device for the change of rating.
3. Increase the engine speed to high idle (position of maximum engine speed control).
4. Load the engine until the engine runs to the alternate full load and/or the speed of the torque check. The engine will be
stabilized according to the step at Full Load of the Standard Schedule for Testing Engines.
5. Calculate the following and record the following according to the rating.
a. Full Load Speed
b. Corrected Power at Full Load
c. Speed of the Torque Check
d. Corrected Torque at the RPM of the Torque Check
6. If additional ratings are required, then repeat step 2 through step 5 for each rating that is consecutively lower.
Spark Ignited Engine
Perform the following checks in addition to the checks that are listed in Preparation for the Engine and the Test Cell.
Fuel Pressure
The fuel for the engine that is coming in to the gas pressure regulator will be supplied at the pressures that are shown in the
individual engine performance specifications.
Throttle Position
Ensure that the throttle plate can be opened to the maximum position. Do not adjust the linkage so that the throttle plate will not
close completely to obtain the maximum position.
Setting of the Carburetor
Set the control for the mixture for the carburetor at the "Nominal Value" that is specified in the specifications for engine
performance. Do not adjust the control for the mixture for the remainder of the test. Adjust the control, if necessary, according to
Item 2 of the Standard Schedule for Testing Engines for Spark Ignited Engines.
1. The following is for engines that are equipped with carburetors that have a rotary control for the mixture.
◦ One (1) is the value that is assigned to the mark that is nearest to the "L" (Lean) on the scale.
2. For engines that have a mixture control that is controlled by a screw, the setting of the mixture control is the number of
turns of the screw that are from the maximum clockwise position.
Standard Schedule for an Engine Test
The testing of the performance of each engine will follow this schedule. See the individual procedures for testing for any
variations to the detailed test points. If an engine is stopped before the completion of a test, the test will be rerun from the
beginning of the warmup schedule. The running time that is specified for each point in this schedule of testing is the time at each
specified speed and torque. The time of transition between the points is not included as part of the required time for each point.
Warm Up
The warmup is conditioning the engine to create repeatable performance of the engine and to purge air from the liquid handling
systems of the engine.
The speed control of the engine will not be "pumped" during any portion of this test of performance. Pumping is the process that
consists of rapidly increasing and decreasing the speed control of the engine and/or the speed of the engine.
1. Starting Procedure
Crank the engine at 200 RPM to 600 RPM. (Crank the 3600 series at 100 RPM to 200 RPM.) A minimum oil pressure of
40 kPa will be obtained within 0.5 minutes or the cranking will be stopped. The cranking will continue for 0.25 minutes
after obtaining an oil pressure reading of 40 kPa before the engine is started. Cranking should be stopped if the engine
does not start within 2 minutes.
Set the preliminary timing for the ignition to the value that is specified in the specifications for engine performance.
2. First point
Low Idle Speed
"0" Torque ... Maximum of 3% of the test torque
Completely close the throttle plate and adjust the screw that is used to stop the throttle until the screw touches the stop
lever. The screw should not hold the throttle plate open at all.
Set the pressure differential for the preliminary fuel to be ± 5 kPa of the value that is specified for high idle in the
specifications for engine performance. The pressure differential of the fuel is the static gas pressure that is maintained to
the carburetor that is relative to the static component of the inlet to the total pressure of the carburetor.
If the engine is equipped with a Woodward governor, operate the engine at the specified speed or at the lowest attainable
speed. If the governor is equipped with a motor for synchronizing, check the increase and decrease in the engine speed
when the appropriate wires are utilized. Refer to "Appendix A (Additional Reference Material)" for the proper publication
for additional information.
3. Second Point
Test Speed
"0" Torque ... Maximum of 3% of the test torque
Set the timing of the ignition to the value that is specified for the full load in the specifications for the testing of the
engine.
Set the pressure differential for the fuel to the value that is specified for high idle in the specifications for the testing of the
engine.
4. Third point (1 minute ± 0.2 minutes)
75% of the Test Speed ... ± 20 RPM, but not less than the low idle
50% of the torque value for the test ... ± 5%
Note: For the 3600, use 25% of the Test Torque.
If the excess oxygen for full load is greater than 4%, set the preliminary excess oxygen to 1.0% less than the value that is
specified in the engine specifications for full load. If the excess oxygen is 4% or less, set the preliminary excess oxygen to
the value that is specified in the engine performance specifications for full load.
5. Fourth Point (5 minutes ± 0.2 minutes)
Test Speed ... ± 20 RPM
60% of the torque value for the test ... ± 5%
6. Test Point at Full Load (4 minutes ± 0.2 minutes or stabilization)
The nominal power at full load is defined as corrected power at full load. Nominal test speed is defined as full load speed.
Nominal Torque Value
The Nominal Torque Value for the test is calculated by using the following equation.
Table 12
Corrected Full Load Power ( kW) × 60000
Nominal Torque Value ( N·m/kW.min) × 2PI × Total Correction
= Factor
RPM
At the test point for full load, the speed control of the engine will be at the maximum speed position. Refer to Engine
Speed Control of the General Instructions.
Test Speed ... ± 5 RPM
Torque Value ... ± 5%
If the specifications for the engine test specify a high idle speed that is greater than the speed at full load (a non-
isochronous overrun curve), the torque value can be increased or decreased with the adjustment that controls the position
of the overrun curve.
The nominal mixture control settings are acceptable if the excess oxygen, the corrected specific fuel consumption, the test
speed, the test torque, the inlet manifold pressure, and the outlet pressure of the compressor are within the limits that are
specified in the engine test specifications.
Ifthe excess oxygen, the corrected specific fuel consumption, the test speed, the torque value, the inlet manifold pressure,
and the outlet pressure of the compressor cannot be obtained simultaneously, the control for the mixture and the wastegate
will be reset to bring these characteristics within the specifications.
For a manual test, the CSFC in the preceding two paragraphs will need to be omitted.
Engines are considered stabilized after achieving the following maximum variation per 2 minute period while the engines
are running at test speed and torque.
Inlet temperature of the jacket water pump ... 3 °C (37.4 °F)
Oil Pressure ... 7 kPa (1.02 psi)
The Fuel Rate ... 1%
The corrected power ... 1% (observed power for facilities that use a manual test)
The temperature of the water at the outlet for the engine will be in the specifications before recording the data for the test
at full load. The temperature of the inlet water for the separate circuit aftercooler will be in the specifications before
recording the data for the test at full load.
The overrun curve will not be repositioned after completing the full load point except as repositioning is specified in the
High Idle Check of the Performance Check.
7. Performance Check
a. For the check at Full Load, the engine is at the point of full load and the engine is stabilized according to Item B of
the Performance Test for Spark Ignited Engines. Calculate the following information and/or record the following
information.
(1) Full load speed
(2) Torque (manual test)
(3) Inlet fuel temperature
(4) Fuel pressure at the inlet
(5) Fuel rate
(6) Corrected fuel rate
(7) Oil pressure
(8) Differential of the fuel pressure
(9) Outlet pressure for the compressor (Absolute pressure)
(10) Inlet manifold pressure (Absolute pressure)
(11) Temperature of the inlet to the jacket water pump
(12) Temperature of the outlet for the engine water
(13) Delta-T jacket (outlet temperature minus inlet temperature)
(14) Inlet air temperature, dry barometric pressure, inlet air restriction, and inlet air pressure
Note: The estimated inlet air temperature will be within 2 °C (35.6 °F) of the test temperature.
(15) Observed power at full load (manual test)
(16) Corrected power at full load
(17) Corrected Specific Fuel Consumption (CSFC)
(18) Temperature of the water to the SCAC
(19) SCAC water flow
(20) Correction factor for the inlet
(21) Control setting of the mixture
(22) Excess Oxygen
(23) Blowby (Manual test)
(24) Specific Blowby
(25) Lower heating value for the fuel
b. Torque Check (.25 minutes ± 0.1 minute)
(1) Increase the load of the dynamometer until the engine lugs up to the speed that is specified for the Torque
Check. Measurements will be taken within 3 minutes after leaving Full Load. The engine speed and load will be
stabilized for this reading. Stabilization is determined by the speed that is remaining within the specification for .25
minutes.
(2) Increase the load of the dynamometer and adjust the speed control of the engine until the engine is running at the
speed and torque that is specified for the Torque Check. Measurements will be taken within 3 minutes after leaving
full load. The engine speed and load will be stabilized for this reading. Stabilization is determined by the speed that
remains within the specification for 0.25 minutes.
(3) Calculate the following information and record the following information.
(a) Speed of the torque check
(b) Torque (manual test)
(c) Corrected torque at TC RPM
(d) Temperature of the inlet fuel
(e) Pressure (absolute pressure) of the inlet fuel
(f) Fuel rate at TC RPM
(g) Corrected fuel rate at TC RPM
(h) CSFC at TC RPM
(i) The outlet pressure (absolute pressure) of the compressor at TC RPM
(4) High Idle Check (0.1 minutes)
Remove the load of the dynamometer until the dynamometer is operating with a maximum of 3% of the torque
value for the test. Record the following information.
◾ High Idle Speed
◾ High Idle Stability
During the check for the high idle speed, the engine speed must not vary more than the following.
Table 13
the rated speed
±
150
If the test high idle speed is not correct and if the specification for the engine test specifies a high idle speed that is
greater than the full load speed, then change the adjustment that controls the position of the overrun curve to bring
the test high idle speed to the limit of the specification. Load the engine to the full load point. If the test point at full
load conforms to the specifications, then both the test point at full load and the high idle speed are acceptable. If not
all the test characteristics at the full load test point conform to the specification, then only repairing and retesting the
engine can correct the test high idle speed.
8. The Reset at Full Load
a. The reset at full load (.25 Minutes)
The full load speed ... ± 10 RPM
The corrected power at full load ... ± 3%
The full load point of the engine is reset by using the following procedure.
(1) Keep the engine speed control at the maximum speed position.
(2) Change the torque of the dynamometer to the value that is specified in the TMI for the power and speed. The
torque is determined in accordance with the information that is found in Item B of the Standard Schedule for an
Engine Test.
(3) Change the speed of the engine at full load with the adjustment that controls the position of the overrun curve to
the speed at full load that is specified in the TMI.
(4) Readjust the control for the mixture that is required to maintain the excess oxygen that is specified for the Power
at Full Load. This step (8.a.4) should be completed before adjusting the wastegate in the next step (8.a.5).
(5) Readjust the setting of the wastegate to obtain the same differential between the outlet pressure of the
compressor and the inlet pressure for the manifold as at the full load point.
(6) Readjust the torque of the dynamometer to obtain the power that is specified in the TMI. Readjust the speed of
the engine to obtain the speed that is specified in the TMI. Calculate the following information and record the
following information.
◾ Full Load Speed
◾ Observed Torque (manual test)
◾ Observed Power (manual test)
◾ Corrected Power at Full Load
◾ The Compressor Outlet minus the Inlet Manifold Pressures at rest
(5) High Idle Check (0.1 minutes)
Remove the load of the dynamometer until the dynamometer is operating with a maximum of 3% of the torque
value for the test. Record the following information.
(1) High Idle Speed (stamp on the Engine Information Plate)
(2) High Idle Stability
During the check for the High Idle Speed, the engine speed must not vary more than the following.
Table 14
the rated speed
±
150
9. Low Idle Point (0.10 minute)
Maximum load for the dynamometer equals 3% of the torque value for the test. Set the low idle speed and record the
following information within 5 minutes of obtaining the data at full load unless the temperature of the oil is maintained at
the temperature of full load by special tests that are conducted immediately before the point of low idle.
(1) Low Idle Speed
(2) Oil Pressure (low idle)
(3) Low Idle Stability
During the check for the Low Idle Speed, the engine speed shall not vary more than ± 10 RPM.
Note: If special tests are required with the standard performance test that is defined in this bulletin, the tests should be run
after the standard test has been completed.
Lug Test
The test involves measuring the various parameters of engine performance at various speeds on the lug curve for the engine.
This test is performed after the basic performance testing has been completed and the results are recorded.
Note: The following procedure is performed after the fan is removed.
1. Start the engine and warmup the engine at an engine speed and engine load that is reasonable. Gradually increase the
speed and gradually increase the load until the power setting is obtained and the outlet temperature of the jacket water has
been stabilized. The throttle position should be at the maximum position.
2. With the throttle position at the maximum position, remove the entire load from the dynamometer and record the high idle
speed.
3. Gradually add a load until the engine speed is halfway between high idle and the rated speed. Record the data that is
required on the form for each test. Refer to "Appendix C (Formats of the Reports for the Engines)" for an example of the
form that is used for the test data.
4. This procedure is continued for each reduced speed that is listed on the form for the test data until the engine will not
sustain a load. Record the data that is required.
5. Remove the entire load from the dynamometer and move the throttle position to the minimum position. Record the low
idle speed.
Fuel Consumption
This test is performed after the basic performance testing has been completed and the results are recorded. No adjustments will
be made to any engine settings.
Note: If this test is being performed simultaneously with the basic performance test, the engine may be inserted into the basic
performance test immediately after the completion of the Torque Check Point. The engine may be inserted immediately into the
basic performance test after the completion of the Full Load if the Torque Check is not required.
1. Start the engine and warmup the engine at full load speed and full load power in accordance with the specified rating.
a. The throttle position will be at the maximum speed position.
b. The engine is considered warmed up and stabilized after the engine is at the specified speed and power for 15
minutes. The engine is also considered warmed up and stabilized after the engine achieves a rate of variation that is
no greater than the rate that is allowed in the steps of the Full Load Test of the Performance Test.
c. The temperature of the water from the outlet will be within the specification before recording the data from the test.
d. Calculate the test data and record the test data.
2. Reduce the load to the following.
Table 15
75% of the rated power ± 1% of the rated power at the full load speed
a. The measurements shall be taken when the speed and the load have been maintained continuously for 0.5 minutes
and within 2 minutes after the completion of the preceding point.
b. Repeat step 2 for 50% of the rated power ± 1% of the rated power.
Post Test Procedures

Removing the Engine from the Cell
1. Drain the engine coolant.
2. If air starters are installed, check the air starters for proper operation.
3. Remove the oil mini-patch. Send the oil and the patch to the S O S laboratory. Install a new mini-patch for the next test.
4. Remove the oil screens from the supply lines for the turbocharger oil. Install the oil lines.
5. Open the doors of the test cell.
6. Remove all test hoses, connectors, and adapters, and cap the holes with the appropriate plug or the appropriate boot.
7. Install a freeze plug in the wastegate.
8. Remove all the special equipment such as timing probes, throttle angle transducers, and thermocouple wires.
9. Remove the bolts that are connecting the coupling for the dynamometer to the flywheel and move the coupling.
10. Lift the exhaust for the cell off the adapter for the engine and remove the adapter for the engine exhaust.
11. Remove the hold down bolts (engine stand to bed).
12. The engine can now be moved to the next area and a new engine can be brought in for testing.
13. Collect and complete all the paper work.
a. Labels
(1) Oil Patch
(2) Oil Sample
b. Reports
(1) Workmanship
(2) Engine Discrepancy
(3) Engine Test
3500 Engines
1. Take the last oil sample. Then complete the label for the oil sample.
2. Shut off the engine and secure the shutoff lever.
3. Remove the mini-patch. Send the oil and the patch to the S O S laboratory.
4. Remove the oil screen for the engine test from the oil manifold.
5. Remove the oil screens from the turbocharger oil supply lines. Install the oil lines.
6. Open the doors and the cover to the hatch of the test cell.
7. Drain the engine coolant. The engine must be drained fully before the engine can be moved from the cell.
8. Raise the exhaust stack from the engine.
9. Disconnect the right-hand intake hose for the turbocharger.
10. Drain the fuel filters.
11. Disconnect the communication cable.
12. Remove the temperature probes.
13. Disconnect the electrical cables.
14. Check to ensure that the engine has fully drained.
15. Spray the engine to remove any fuel or oil that may have dripped on the engine during the removal of the hoses.
16. Move the engine away from the dynamometer and allow the draining to stop before any hoses are removed.
17. Remove all hoses, connectors, and adapters.
18. Collect and complete all paper work.
a. Labels
(1) Oil Patch
(2) Oil Sample
b. Reports
(1) Workmanship
(3) Engine Test
19. Remove the engine from the cell.
20. Remove the flywheel adapter.
3600 Engine
1. If the engine is going to be packaged, remove the center oil filter that is in the lower housing and send the filter to the S O
S laboratory. Mark the filter with the engine serial number.
Very little of the assembly that takes place after the test will be done until the engine is in the area for packaging.
2. If the engine is not going to packaging, replace the oil filters. Mark the engine with the serial number. Send the lower,
center filter to the S O S laboratory.
Note: If the operator notices a foreign object in the oil, a sample of the oil should be sent to the S O S laboratory for
analysis. Record this information on the Engine Discrepancy Report. Also, inspect the filter carefully for damage before
installing the filters. Do not install damaged filters.
3. Drain the systems for the engine coolant.
4. Disconnect the electrical cables.
5. Remove the exhaust stacks.
6. Remove the lines for bleeding the engine jacket water.
7. Disengage the engine from the dynamometer.
8. Remove the fuel lines from the engine.
9. Cap all connections for the oil so water cannot get into the oil system.
10.
11. If air starters are installed, check the air starters for the proper operation. Refer to the section on Starter Systems. Energize
the air on the control panel. Then turn on the switch on the solenoid to "manual" and verify that the starter functions.
12. Remove the engine from the test cell.
13. Take the final oil sample and remove the mini-patch. Send the oil and the patch to the S O S laboratory.
14. Remove the harnesses from the engine. No particular order of removal is required. The operator should develop a
technique that is quick and efficient.
15. Remove the air inlet adapters, exhaust stacks, and the coupler for the dynamometer. If a coupler for the dynamometer was
installed for testing, index the flywheel to top dead center. Install the flywheel from the factory.
16. Collect and complete all the paper work.
a. Labels
(1) Oil Patch
(2) Oil Sample
b. Reports
(1) Workmanship
(3) Engine Test
Engine Storage
Reference the following Caterpillar documents for storage of engines.
Table 16
Special Instruction, SEHS9031, "Storage Procedure for Caterpillar Products"
Operation and Maintenance Manual, SEBU6250, "Caterpillar Machine Fluids Recommendations"
Powerdown Sequence for the Test Cell
Perform all the checks that are required to powerdown. Sign off the computer for the cell
Note: There are numerous manufacturers of dynamometers with various types of Data Acquisition and Control Units. Refer to
the appropriate owner's manual that is used for your particular system.
Starter Systems
Air Starters
Note: Check the 3300 air starters and the 3400 air starters after the basic test to allow the starter to be lubricated with 3-
34996931 spindle oil.
Note: Check the 3500 air starters and 3600 air starters after the basic test to allow the starter to be lubricated with diesel fuel.
Air Starters without Solenoids
1. While the engine is in the cell, connect the elbow for the air supply and the hose.
2. Push the "on" button for the air starter.
3. Open the manual air valve.
4. Check the air lines to the starter for leaks and repair all the leaks.
5. Secure the manual fuel lever in the "off" position.
6. Engage the air starter.
7. Check the starter for the proper rotation and verify if the engine speed is greater than 100 RPM by using the tachometer
for the test cell.
Air Starters with Solenoid
1. While the engine is in the cell, connect the elbow for the air supply and hose.
4. Check the air lines to the starter for leaks. Repair the leaks.
7. Check the starter for the proper rotation and verify if the engine speed is greater than 100 RPM by using the tachometer
for the test cell.
Air Starters with Prelube Pumps
1. While the engine is in the cell, connect the elbow for the air supply and hose.
4. Check the air lines to the starter for leaks. Repair the leaks.
7. Check that the prelube pump energizes, that the prelube pump runs in the proper direction, and that the prelube pump runs
until the engine is prelubed. Then, the starter should work.
8. Check the starter for proper rotation and verify if the engine speed is greater than 100 RPM by using the tachometer for
the test cell.
Disconnecting Air Starters After Testing
1. Push the "off" button for the air starter.
2. Close the manual air valve.
3. Open the purge valve.
4. Disconnect air hose and the elbow, when all the air is out of the line.
Electric Starters
Note: Test the electrical starters prior to testing the engine. If the engine gets an EMCP panel, electric motors are not checked in
the cell of the dynamometer. Electric motors are checked in the cell of the generator.
1. After the engine is in the cell, connect the battery power to the starter terminals.
2. Check the starters for the requirements of voltage (24 V or 26 V DC).
3. Set the battery power to the proper voltage.
Note: Leave the battery power on until the testing of the engine is done and the operator is ready to remove the engine
from the cell.
5. Engage the starter.
6.
test cell.
Electric Starters with Prelube Pump
Note: Test electrical starters prior to testing the engine. If the engine gets an EMCP panel, electric motors are not checked in the
cell of the dynamometer. Electric starters are checked in the cell of the generator.
1. After the engine is in the cell, check the starters for requirements of voltage (24 V or 36 V DC).
2. Set the battery power to the proper voltage.
3. Connect the battery power to the starter terminals.
Note: Leave the battery power on until the testing of the engine is done and the operator is ready to remove the engine
from the cell.
5. Engage the starter.
6. Check the prelube pump for proper operation.
7. Check the starter for proper rotation and verify if the engine speed is greater than 100 RPM by using the tachometer of the
test cell.
Tier IV Engine Testing

The aftertreatment systems found on some tier IV engines creates a back pressure. The ATAAC system on some tier IV engines
creates a pressure drop. Both effect power and power settings. Engines are tested replicating this back pressure at the factory for
two reasons. The first is to be certain that the rated power is achieved with the exhaust back pressure and ATAAC drop effect in
place. The other is to prevent turbocharger over speeds and the resulting failure that can occur. The dealer must replicate this
testing process to achieve the same results.
Reasons for Additional Backpressure Requirements
The aftertreatment system on some tier IV engines creates a backpressure. To simulate real world conditions, the back pressure
of the aftertreatment must be replicated in a test cell.
NOTICE
Testing a Tier IV engine without simulating the back-pressure created

by tier 4 aftertreatment systems can cause turbo overspeed and
incorrect test data.
Recognizing which engines need to control exhaust back pressure and ATAAC pressure drop.
Not all engines need to have restricted airflow control to simulate back-pressure created by aftertreatment systems. Only certain
tier IV engines need to have this additional requirement for dyno testing.
Obtain the test specifications for the engine being tested from TMI. The information for ATAAC and Exhaust pressures are in
the final three lines of data (Illustration 10). If those fields do not contain data, then the engine test does not need to address
ATAAC and Exhaust pressures (Illustration 11).
TMI Dyno Specifications. The arrows indicate that this engine needs the additional requirements in Section "Additional Back Pressure Requirements for
Tier IV Engines".
TMI Dyno Specifications. No data in the indicated line items mean that the engine does NOT require any additional Back Pressure Requirements.
Additional Back Pressure Requirements for Tier IV Engines
Typical setup of a dyno test.
The arrows in Illustration 12 indicate the additional requirements to dyno test a tier IV engine. The additional requirements are a
controllable turbine-out restrictor and a controllable ATAAC restrictor.
Consult with your local dyno test cell vendor to obtain the two controllable restrictors. Illustrations 13 and 14 show an example
of a Turbine-Out Restrictor and an ATAAC Restrictor for Tier IV engine dyno tests.
The arrow in Illustration 13 indicates an example turbine-out restrictor.
The arrow in Illustration 14 indicates an example ATAAC restrictor.
Appendix A (Additional Reference Material)

Table 17
Form
Title of Publication
Number
REHS0183 "Removal and Installation of Tamperproof Caps on an RSV Governor"
RENR2228 "723PLUS Digital Speed Control"
RENR5850 "SPM-A Synchronizer"
SEBD0642 "Engine Dynamometer Facilities"
SEBF4564 "Planning Engine Processing Areas - Dynamometer"
SEBF4565 "Position Description for a Dynamometer Test Area"
"Visual Inspection and General Information for Governor Assembly used in New Scroll Fuel Systems
SEBF8298
(NSFS) of 3204, 3300, and 3400 Engines"
"3100 Governor Inspection and General Information for Mechanical Governor Groups used in 3114, 3116,
SEBF8434
and 3126 MUI Engines"
SEHS9318 "Testing and Adjusting of the Woodward 3161 Governors on the Fuel Injection Test Bench"
SENR1087 "Digital Min/Max ProAct Control for Caterpillar G3306 Engines"
SENR2928 "2301 Electric Governor for Generator Set and Industrial Engines"
SENR3028 "Caterpillar 3161 Governor"
SENR3585 "2301A Electric Governors for Generator Set and Industrial Engines"
SENR6430 "524 and 1724 Electrically Powered Governor Systems"
SENR6444 "PGEV and PGE Locomotive Governors"
SENR6454 "3114, 3116, and 3126 MUI Engine Governors"
SENR6514 "PSG Governor with Cast Iron Case"
Table 18
+
Parameter
TOL Ceiling Nominal Nominal
Line Item Usage Units Nominal
- TOL Floor (1) Precision Example
Number (1)
±
Mechanical ± 3.0% 490.5
3.0%
Electronic with ±
± 1.00% 183.0
Corrected FLS/FTS 1.00%
1
09 Full Load Electronic without KW Note (3) ±
± 3.0% Decimal 294.4
Power (2) FLS/FTS 3.0%
±
SI 3.0% ± 3.0% 1490.5
-0.5%
Full Load 0
10 All RPM Note (3) ± 10 ± 10 2200
Speed Decimal
Governor
0
11 Setting Speed Mechanical RPM Note (3) ±5 ±5 2147
(4) Decimal
12 High Idle Electronic Control RPM ± 10 ± 10 0 2130

Speed Decimal
All
±
(ISOCH Governors, ± 1.00% 1818
1.00%
Mechanical)
HDD, DE, SI other
than TRUCK ± 30 ± 60 2312
(>=5% Regulation)
MDD (3208)
± 50 ± 100 3025
(>=5% Regulation) Note (3)
+1% +1%
DE, SI, MG
- 1% - 1% to - 1854
(>=5% Regulation)
to -5% 5%
+1.5%
MDD (3208) +1.5%
- 1872
(>=5% Regulation) -2.00%
2.00%
HDD TRUCK (400,
± 40 ± 80 2512
500 App Code)
Full Load
33/3400 Hydra ± 30 ± 30 1854
RPM*7%
Full Load ±
33/3400 PSG ± 1.00% 1800
RPM*3% 1.00%
Full Load ±
33/3400 ELEC ± 1.00% 1800
RPM 1.00%
3500 W3161 ± 10 ± 10
Full Load
RPM*4%
Full Load
3500 WDWRD ± 10 ± 10 1818
RPM
DE (HDD) Note (3) ± 10 ± 10 700
3208 (MDD) Note (3) ± 25 ± 25 650
NG Note (3) ± 30 ± 30 425
SI -33 / 3400 (GEN)
1200 1200
Rater RPM =1800
SI -33 / 3400 (GEN)
1000 1000
Rater RPM =1500
SI -33 / 3400 (IND)
900 900
ALL
Low Idle 0
13 RPM
Speed SI -3500 Rated RPM = Decimal
1200 1200
1800
± 30 ± 30
SI -3500 Rated RPM =
1000 1000
1500
1000 1000
1400
900 900
1200
700 700
1000
Heavy Duty (C10-
mm ± 0.25
C140), 3600 DE
Full Load MR (C7, C9) ± 0.62 2
14 Static Fuel Note (3) (3)
8.56
MR (C9.3, C-9) 3500 Decimal
Setting ± 0.40
DE
3400 HEUI Vees ± 0.75
Full Load 0
14.1 For ADEM 4 Engines mm^3/st Note (3) ±0 ±0 1000
Fueling Decimal
Full Load
Full Load Gas 0
14.2 Gas Blending mm^3/st Note (3) ±0 ±0 556
Blending Decimal
Fueling
Heavy Duty (C10-
mm ± 0.25
C140), 3600 DE
Full Torque MR (C7, C9) ± 0.62 2
15 Static Fuel Note (3) (3)
10.23
MR (C9.3, C-9), 3500 Decimal
Setting ± 0.4
DE
3400 HEUI Vees ± 0.75
Full Torque 0
15.1 For ADEM 4 engines mm^3/st Note (3) ±0 ±0 1000
Fueling Decimal
FLS (Full Load Setting). Computer calculated value for
FLS electronic engines. See Article 5.3 + 127 0
16 +36
(Intercept) See - 128 Decimal
(3)
3500/C175/C280 Note
Spec
17 FTS (Slope) FTS (Full Torque Setting). Computer calculated value for + 127 0 -22
electronic engines. See Article 5.3 - 128 Decimal
3500/C175/C280 Note (3)
See
Spec
±
Full Load DE g/min ± 5.0% 1230
5.0% 1
18 Corrected Note (3)
± Decimal
Fuel Rate SI kJ/min ± 5.0% 21100
4.0%
+
2.5%
Turbo DE ± 5.0% 221
-
3.0%
+
MR - Turbo DE 3.0% ± 5.5% 221
g/kW.h - 3.5%
±
HD - Turbo DE ± 6.0% 221
3.5%
+
3.0% + 5.5%
NA DE 221
+ - 6.3%
3.8%
1
19 CSFC (5) Note (3) +
Decimal
2.5% + 5.0%
Turbo SI kJ/kW.h 11100
- - 6.3%
3.0%
+
3.0% + 5.5%
NA SI kJ/kW.h 11100
- - 6.3%
3.8%
±
G3500B kJ/kW.h ± 5.5% 10470
3.0%
±
G3500C kJ/kW.h ± 5% 9200
2.5%
±
G3500H kJ/kW.h ± 4.0% 8275
1.5%
Adjusted ± 1
20 All DE (6) kPa Note (3) ± 15% 113
Boost 10% Decimal
FL ECM DE with smart Not 1
21 % Note (3) ± 25 56
PCT Boost wastegate Applicable Decimal
FL Fuel 1
22 C175 % Note (3) ±5 ±5 54.0
Position Decimal
TC Fuel 1
22.1 C175 % Note (3) ±5 ±5 45
Position Decimal
FLGB Fuel
Full Load Gas 1
22.2 Valve % Note (3) ±5 ±5 19.7
Blending Decimal
Position
FLGB Gas
Full Load Gas 1
22.3 Substitution % Note (3) ±5 ±5 23.5
Blending Decimal
Ratio
Elect Cntl FL
23 Map Setting = FL Static Fuel Setting (ref Line 14)
Point
Elect Cntl
24 Map Setting for FL Setting
FL
Elect Cntl FT
25
Point
26 Map Setting For FT Setting
Elect Cntl
FT
Torque
DE with smart Not 1
27 Check ECM % Note (3) ± 25 30
wastegate Applicable Decimal
PCT boost
DE Note (7) ± 10 ± 10 1350
Use
On Highway Truck Certified
± 10 ± 10 1200
Engines TQCK
Speed
3400V Engines (“High
90% Rated ± 10 ± 10 1620
Output” Electronic)
Advertised
SI (High Speed, >
TQCK RPM ± 10 ± 10 1400
Torque 1500 RPM)
+300 0
28 Check Speed RPM
(7) Advertised Decimal
SI (High Speed, >
TQCK RPM ± 10 ± 10 1100
1500 RPM)
+200
Lower Lug
ALL - IND ± 10 ± 10 1400
Range
Rated RPM
SI - 33/3400 Genset - 100 or ± 10 ± 10 1400
1400
Rated RPM
SI-3500 Genset ± 10 ± 10 1400
- 100
Full Load
Full Load Gas 0
28.1 Gas Blending RPM Note (3) ± 10 ± 10 1500
Blending Decimal
Speed
DE Note (3) ± 0% ± 0% 85.1%
SI - ALL IND (All) 0.0% ±1 ±1 0.0%
SI - 33 / 3400 Genset
3.0% ±1 ±1 3.0%
NON-COSA
SI - 33/3400 Genset
COSA (SEE ENG 1.0% ±1 ±1 1.0%
Torque Rise 1
29 ARRG) %
% Decimal
SI - 3500 Genset
5.0% ±1 ±1 5.0%
(C:R=8 or 9:1)
SI - 3500 Genset (C:R
1.0% ±1 ±1 1.0%
= 11 or 12:1)
SI - 3500 Genset
1.0% ±1 ±1 1.0%
(SINA)
±
DE (Mechanical) ± 7.0% 1040
5.0%
Corrected ±
Torque at Electronic ± 3.0% 1040
3.0% 0
30 Torque N.m Note (3)
± Decimal
Check Speed 3208 ± 9.0% 635
(2) 7.0%
±
SI ± 1.0% 5120
1.0%
Full Load
Gas Blending Full Load Gas ± 1
30.1 KW Note (3)
Corrected Blending 3.0%
Power
Corrected
Fuel Rate at
31 Same as Full Load Corrected Fuel Rate (Line 18)
Torque
Check Speed
Full Load
31.2 G/MIN Note (3) ± 7.0% 4830
Fuel Rate - Blending 5.0% Decimal
SI
Full Load
31.3 KJ/MIN Note (3) ± 4.0% 80000
Fuel Rate - Blending 4.0% Decimal
SI
CSFC At HD - Turbo DE Same as Full Load CSFC (Line 19)

(3)
32 Torque /kW.h Note ±
Check Speed MR - Turbo DE ± 6.5% 1 Decimal 216.9
4.0%
Adjusted
Boost at
33 Same as Full Load Adjusted Boost
Torque
Check Speed
ALL DE Note (3) ± 50 ± 50
1550
3114, 3116 1500 ± 50
1450
Response
Check Idle 1550
3200 1500 ± 50
Speed (Low RPM 1450 1200
Speed
Response) 1250
3300 1200 ± 50 0
34 1150
Decimal
TQCK
3400 1100 ± 50
RPM ± 50
Response
Application Type = GS
Check Idle
or MA or if any above TQCK
Speed (High- High Idle ± 50 1818
values less than Low RPM ± 50
Speed
Idle Response Speed
Response)
Response
0
35 Check Idle All DE s 15 ±1 ±1 15
Decimal
Time
Response Response
Response Check Speed
Check Speed Check Idle + 60 + 60
> Response Check Idle RPM 1300
(Low Speed Speed + - 40 - 40
Speed
Response) 100 0
36
Response If Type = GS or MA or Decimal
Check Speed if low speed response 90% Full + 60 + 60
1620
(High-Speed check idle speed < low Load Speed - 40 - 40
Response) idle
±
Per Bore Size s ± 35% 4.7
Response 17% 1
37 Note (5)
Check Time ± Decimal
3406 Truck s ± 35% 3.5
20%
38 Response 91 0
3412 5 90 ±1 90
Check 89 Decimal
Corrected
Torque (Low
TRQ at 86
Speed Other 85 ±1 85
TC RPM 84
Response)
Response Low Speed Response - Low Speed
Check Idle Check Speed < Response
Torque (High Low Idle Speed TQCK
-Speed Torque / (1+

Response) (%
TR/100))
Other Inline 6- ±
20 ± 5.0% 20
Cylinder 2.5%
± 25 20
3116 HEUI 21.5 21.5
Power 3.0% 18 10
39 %
Loss/CYL ± 20
3408 HEUI 15 15
2.5% 18
± 15
3412, C27, C30, C32 10 10
2.5% 5
±
Large Engine L/kW.h 28.0 ± 50% 40.0
40%
Full Load 1
40 ±
Blowby MR / Marine L/min ± 50% Decimal 125.0
Note (3) 35%
C32 (See Glossary) L/min ± 40% ± 50% 346.8
Torque
± 1
41 Check C32 (See Glossary) L/min Note (3) ± 50% 421.2
40% Decimal
Blowby
92
All Others 89 ±3
86
78
Inlet Water 3208/3116 MP 75 ±3 0
42 DEG C 72 98
Temp Decimal
91
3600 88 ±3
85
SI Note (3) ±3
Variable Note (3) ±3 ±5
9
Delta-Temp 3606/3612 4 ±3 0
43 DEG C -1 5
Jacket Decimal
10
3608/3616 5 ±3
0
62
3306 AAAC GS (DE) 57 ±5
52
48
Non_ACERT / Bridge 43 ±5 43
Inlet 38
0
44 Manifold DEG C
54 Decimal
Temp Bridge/ACERT 49 ±5
44
3600 / C280 Note (3) ± 10 ± 10
Variable Note (3) ±3 ±3
0
C32 Marine DEG C 32 ±3 ±3 30
Water Temp Decimal
45
to SCAC 0
Other SCAC Engines DEG C Note (3) ±3 ±3 55
Decimal
SCAC Water ± 0
46 SCAC engines L/min ± 25% 120
Flow 25% Decimal
+ 0.5 1.8
ALL SI - NON COSA 1.4 1.4
Full Load -1 1.0
Differential 1
47 ALL SI - COSA (SEE kPa
Fuel 0 ± 0.1 ± 0.1 Decimal 0
ENG ARRG)
Pressure
SI - LE 1.1 ± 0.5
ALL SI -COSA (See 0 ± 0.1 ± 0.1 1.6

Eng Arrg)
SI - 33/3400 - NON-
1.5 ± 0.1 ± 0.1 1.5
COSA
High Idle
Differential SI - 3500 - LPG 0.7 ± 0.2 ± 0.2 1 0.7
49 kPa
Fuel Decimal
Pressure SI - 3500 - LPG
1.5 ± 0.3 ± 0.3 1.5
LANDFILL
SI - 3500 - HPG 1.5 ± 1.5 ± 1.5 1.5
SI - 3500 - SINA 1.5 ± 0.2 ± 0.2 1.5
Compressor
1
50 Out Pressure Turbo SI kPa - abs Note (3) ± 7% 91
Decimal
- abs
±
Inlet SI - SITA ± 7.5% 91
3.0% 1
51 Manifold kPa - abs Note (3)
± Decimal
Pressure SI - SITA ± 7.5% 91
5.0%
Excess
Oxygen
SI - SINA Note (3) ± 0.2 ± 0.2 1 2
54 Standard %
<=3.0% Decimal
SI - SITA Note (3) ± 0.5 ± 0.5 6.8

± 600
All Others
See 15% See Engr.
Full Load Oil Engineering 600 0
55 3300 kPa ± 20% 390
Pressure See Engr. Decimal
± 600
HEUI 250
15% 210
600
±
All Other kPa See
25%
Engr.
Low Idle Oil See 400 0
56 ± 85
Pressure C9, C-9, C9.3 Engineering See Decimal
25%
Engr.
± 600
HEUI
25% 70
Oil Temp to 0
57 3600/C280 DEG C 84 ±3 ±3 105
Bearings Decimal
58 Full Load kPa ± 0
All Others Note (5) ± 33.3% 240
Fuel 20% Decimal
Pressure
± 950
C9.3 / CR-350 Note (5) 820
10% 590
3716,3196, C-10, C-
± 633
12, C10, C11, C12, Note (5) 431
20% 467
C13
3406E, C15, C-16, ± 615
Note (5) 650
C18 20% 309
± 880
C32 Marine Note (5) 550
10% TBD
± 267
ISFS 200 200
20% 133
HEUI 500
± 663
20% 335
±
3500/3600/C175/C280 Note (3) See Spec 525
20%
See
Other SI Note (3) See Spec 150
Spec
NA - Standard
+ 20 130
Pressure and TA Low 110 110
0 110
Pressure
+ 20 290
TA Standard Pressure 270 270
0 270
TA Low Emission - + 20 130
110 110
3406 0 110
+ 20 130
TA Low Pressure 110 110
0 110
Inlet Fuel
kPa 0
58.3 Pressure - SI TA Low Emission - + 20 360
ABS 340 Decimal 340
-abs 3500 0 320
TA Low Emission - + 20 420
400 400
3600 0 400
All - (ALL LPG) 121 ± 10 ± 10 121
33/3400 - HPG 238 ± 10 ± 10 238
3500 - HPG TA LE
360 ± 15 ± 10 360
(>6% O2)
3500 - HPG TA STD
290.5 ± 17.5 ± 10 290.5
(<6% O2)
3500 - SINA 140 ± 25 ± 10 140
+ 20 40
3500/3600/C175/C280 20 0 Decimal 20
Supply Fuel - 19 1
59 kPa 0
Pressure DE 25
All Other DE 12.5 ± 10 Decimal 12.5
0
35
MEC 30 ±5
Inlet Fuel 25 0
60 Deg C 30
Temp LEC & MCOE - 33 Decimal
30 ±3
C10/12/3176 27
Inlet Air +5 104 0
62 All kPa 99 94
Pressure - 12 87 Decimal
Inlet Air 4 4 1
63 All kPa 0 2.5
Restriction 0 0 Decimal
Inlet Air + 25 50 0
64 All DEG C 25 25
Temp - 15 10 Decimal
DEG 36 1
65 Fuel Density All DE 35 ±1 35.1
API 34 Decimal
Full Load
Fuel Calculated Parameters
66 - 100 ± 10 ± 10 100
Correction from Section IXB.2
Factor
NOx
67 Calibration SI - 100 ± 20 ± 20 100
Factor
Boost
68
Constant
69 Gov Setting Enter value based on calculations made from Article 4.4
Constant
All DE (N/A for SI and
Elect Cnt Engines.
Gov Setting % Corr ± 91% 1
70 Dog-leg perf crv 70% 90
Torque FL TRQ 10% 89% Decimal
requires diff torque
values)
Obs Torque
± 0
78 At A/F DE N.m Note (3) ± 10% 213
10% Decimal
Control Set
Mixture
Marks 2.7 Marks None None 1
79 Control SI 13.5
Turns or Turns None None Decimal
Setting
Ignition 2
80 SI DEG Note (3) ± 1.0 ± 1.0 13.50
Timing Decimal
Outlet Water
82 All Deg C Note (5) None 98
Temp
Refer
DE ± 10 to See - 0
7.2.7
High Idle 0
83 DE (Non-Genset or RPM Full Load
Stability ±1 - Decimal 0
M.A.) Speed / 200
DE (Genset or M.A. Full Load
±1 - 0
App Code = 20) Speed / 300
Low Idle 0
84 All RPM ± 10 - 10
Stability Decimal
SI - 33/3400 SITA 20 ±4 ±4 20
Full Load SI - 3500 SITA 35 ±7 ±7 35
0
89 Throttle Delta kPa
SI - 33/3400 SINA 12 ±5 ±5 Decimal 12
Pressure
SI - 3500 SINA 12 ±5 ±5 12
ALL - Danish
270 ± 10 ± 10 270
1.75 g/bhp hr
ALL - Danish Corr
230 ± 10 ± 10 170
1.5 g/bhp hr
ALL - TA LUFT
170 ± 10 ± 10 170
1.1 g/bhp hr
Full Load ALL - 1/2 TA LUFT 1
90 g/hr 80 ± 10 ± 10 170
NOx 0.55 g/bhp hr Decimal
ALL - 1/4 TA LUFT
40 ± 10 ± 10 170
0.3 g/bhp hr
3500 - LE
310 ± 10 ± 10 170
2.0 g/bhp hr
3400 - LE
340 ± 10 ± 10 170
2.0 g/bhp hr
91 Throttle PPM + 15 + 15 0
SI - SINA 55 60
Angle -10 -10 Decimal
+5 + 15
SI - Genset 55 60
-0 -10
+5 + 15
SI - 3400 - IND 60 60
-0 -10
60
SI - 33/3400 COSA +5 + 15
(See Eng Arrg) -0 -10
SI - 3500 IND +5 + 15
60 60
(WDWRD) -0 -10
SI - 3500 IND +5 + 15
55 60
(W3161) -0 -10
SI - COSA (See Eng +5 + 15
60 60
Arrg) -0 -10
Full Load
DE with Supporting 0
93 ECM Final % 0 ±0 ±0 0
Software Decimal
Derate
Torque
DE with Supporting 1
94 Check ECM % 0 ±0 ±0 0
Software Decimal
Final Derate
Full Load
ECM CGI 2
95 DE with CRS Systems % Note (3) ± 10 ± 10 32.11
Valve Decimal
Position
Delta 0
95 3600/C280 DEG C Note (5) ±3 (5)
5
H2O/Bearing Decimal
TQCK ECM
2
96 CGI Valve DE with CRS Systems % Note (3) ± 10 ± 10 27
Decimal
Position
FL ECM CGI
2
97 Valve DE with CRS Systems Kg/hr Note (3) ± 50 ± 50 411
Decimal
Position
TQCK ECM
2
98 CGI Flow DE with CRS Systems Kg/hr Note (3) ± 50 ± 50 325
Decimal
Rate
Full Load
1
98 NOx ECM - SI PPM Note (3) ± 30 ± 30 170
Decimal
Analyzer
Full Load
DE with Turbo Speed ± 0
99 NOx ECM - RPM 170 ± 500 185K
Sensors 5000 Decimal
Analyzer
Full Load 1
99 SI PPM Note (3) ± 30 ± 30 60
NOx ECM Decimal
TQCK ECM DE with Turbo Speed ± 0
100 RPM Note (3) ± 500 125K
Turbo Speed Sensors 5000 Decimal
DE (HD) with CRS
ECM 105 ± 25 ± 25
Systems 2
101 Combust. Air Kg/hr 126
DE (MR) with CRS Decimal
Flow 110 ± 20 ± 20
Systems
DE (HD with CRS
ECM Pilot 1750 ± 180 ± 180
Systems) 2
102 Fuel kPa 1746
DE (MR) with CRS + 280 + 280 Decimal
Pressure 1750
Systems - 180 - 180
DE (HD with CRS
ECM Main 160 ± 60 ± 60
Systems) 2
103 Fuel kPa 112
DE (MR) with CRS + 85 + 85 Decimal
Pressure 115
Systems - 55 - 55
104 ECM Flame DE (HD with CRS DEG C
1100 ± 200
Temp Systems)
DE (MR) with CRS 1000 + 200 + 200

Systems - 100 - 100
Full Load DE with CR Fuel
2
105 ECM Rail System and Supporting MPa Note (3) ± 10 ± 10 185
Decimal
Pressure Software
DE with CR Fuel
TQCK ECM 2
106 System and Supporting MPa Note (3) ± 10 ± 10 165
Rail Pressure Decimal
Software
Full Load
1
107 ECM VGT DE with VGT Turbo % Note (3) ± 50 ± 50 72
Decimal
Position
TQCK ECM
1
108 VGT DE with VGT Turbo % Note (3) ± 50 ± 50 64
Decimal
Position
MR - Engines with
± 30 ± 30 165.0
Mass Flow NRS 1
(5)
150 KG/HR Note
Rate P1 HD - Engines with Decimal
± 60 ± 60 175.0
NRS
MR - Engines with
± 30 ± 30 230.0
Mass Flow NRS 1
(5)
151 KG/HR Note
± 60 ± 60 622.0
NRS
MR - Engines with
Valve ± 150 ± 150 390
NRS 0
152 Response msec Note (5)
HD - Engines with Decimal
Time P2 ± 140 ± 140 515
NRS
MR - Engines with
± 30 ± 30 215.0
Mass Flow NRS 1
(5)
153 KG/HR Note
± 60 ± 60 660.0
NRS
MR - Engines with
± 30 ± 30 230.0
Mass Flow NRS 1
154 KG/HR Note (5)
± 60 ± 60 622.0
NRS
MR - Engines with
± 30 ± 30 165.0
Mass Flow NRS 1
(5)
155 KG/HR Note
± 60 ± 60 175.0
NRS
MR - Engines with
Valve ± 150 ± 150 500
NRS 0
156 Response msec Note (5)
HD - Engines with Decimal
Time P5 ± 140 ± 140 580
NRS
Full Load
1
160 Exhaust Back Tier 4 Final kPa Note (3) ±2 ±2 29.0
Decimal
Pressure
Torque
Check 1
161 Tier 4 Final kPa Note (3) ±2 ±2 18.1
Exhaust Back Decimal
Pressure
Full Load
ATAAC 1
162 Tier 4 Final kPa Note (3) ±2 ±2 6.8
Delta
Pressure
200 MR Engine C9.3 Engines with Cat s 1.65 + 9.00 + 9.00 2 1.72
Brake Time Constant Lift Brake - 0.00 - 0.00 Decimal
Difference
(1)
Percent values shown for Tolerances, Ceilings, and Floors are percent of nominal specification. Magnitude values shown for Tolerances, Ceilings, and
Floors are added to the nominal. See Table 18 for examples of the results of ceiling/floor calculation routines employed in the spec database.
(2)
Ceiling Values, Floor Values, tolerances on Corrected Full Load Power, and tolerances on Corrected Torque are numbers calculated from the nominal
values shown on individual specification part numbers (e.g., 0T, 0K, seven digit, etc.). Refer to the individual Specific Engine Test Specification for
variations due to customer driven requirements and factory ability to hold these requirements.
(3)
A rating-dependent parameter, where the nominal value is specified in the Performance Specification Request (PSR) or a result of the rating
development.
(4)
The Governor Setting Point (mechanical engines) is not on the knee of the torque curve. The setting point is above the intersection point of the two
curves (Somewhere between 20 and 40 RPM less than the governor setting speed).
(5)
CSFC and NRS Parameter Tolerances, Ceiling, and Floor Values are typically factory values. Refer to the specific engine test specification for
variations due to customer driven requirements and factory ability to hold these requirements.
(6)
The Boost Value as normally measured on an engine is a function of power. The value of boost used for acceptance or non-acceptance of engine
performance shall be the observed boost value adjusted in accordance with equations of the following form: Adjusted Boost = Observed Boost - Boost
Constant * (Corr Full Load Power - Specified Power) * 100 / Specified Power Note C (Cont): The Boost Constant equals the change in boost (in kPa)
per 1% deviation from specified power. Power at the full load point and torque at the torque check point can be used interchangeably in equation
above. The Boost Constant will be supplied by the Engineering Department (See Table ** #i06688672/i06688672.334 ** ). Currently adjusted boost
is reported in both the as-tested and reset results.
(7)
Historically torque check speed should have equaled 2/3 rated speed, rounded up to the nearest 100 RPM unless otherwise specified by Performance
Engineer. For all other modern electronic engines, rated and torque check speed is determined by engineering based on application requirements and
test stability.
Appendix B (Minimum Recommended Hardware for Testing Engines)

Pressure Transducers
Oil pressure ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Water pump pressure ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Compressor outlet ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Differential for the fuel pressure ... −4 kPa to 4 kPa (−0.58 psi to 0.58 psi)
Inlet manifold ... 0 kPa to 342 kPa (0 psi to 49.6 psi)
Natural gas meter(Absolute Pressure) (mezzanine level) ... 0 kPa to 516 kPa (0 psi to 74.8 psi)
Natural gas pressure (Absolute Pressure) (measure in the test cell on the piping that is used for supplying the gas) ...
0 kPa to 344 kPa (0 psi to 49.9 psi)
SCAC water pressure ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Inlet air pressure (Absolute Pressure) ... 0 kPa to 137.8 kPa (0 psi to 19.99 psi)
Spare transducer ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Boost pressure - The boost pressure after the turbochargers and before the aftercooler ( 0 kPa to 700 kPa (0 psi to 101.5 psi))
Fuel pressure - The fuel pressure of the inlet to fuel filter ( 0 kPa to 700 kPa (0 psi to 700 psi))
Engine load - 1 transducer per cell setup, this should be sized to match the Dynometer's capability.
Engine temperature sensors
• Exhaust port temperatures
• Right exhaust
• Left exhaust
• Inlet air temperature
• Water temperature for the dynamometer
• Oil temperature
• Temperature of the inlet for the Engine Jacket Water
• Temperature of the outlet for the Engine Jacket Water
• Inlet manifold
• SCAC inlet temperature
• SCAC outlet temperature
• Temperature of the gas meter
• Temperature of the Test cell
• Temperature of the SCAC heater
Engine Rates (analog inputs)
Voltage
• Load
• Fuel Rate
Frequency
• Engine speed
• Left turbocharger speed
• Right turbocharger speed
Status monitors
• Emergency stop
• Water flow for the dynamometer
• Lubrication pressure for the dynamometer
• "Llow" level of the Engine Jacket Water
• "Full/ready"Engine Jacket Water
• Selection of drains for the Engine Jacket Water
• "Head high" level for the Engine Jacket Water
• SCAC on
• SCAC flow
• Inlet air restriction
• Analyzer of the air in the cell
• Status of the test "continue" at the pedestal
• Status of the test "reject" at the pedestal
• Status of the natural gas
• Analyzer for the air in the cell
• Natural gas valves closed.
• Natural gas valves open.
• Cogeneration for the flow of the Engine Jacket Water
• EIS shutdown
Outputs for digital controls
• Draft inducer
• Control for the cogeneration
• Emergency stop
• Lamp for calling the operator
• Water control for the dynamometer
• SCAC heater control
• Fan for the air in the cell
• Start the air clutch.
• Start the crank clockwise.
• Start the crank counterclockwise.
• Control for the natural gas
• High natural gas pressure and low natural gas pressure
• SCAC drain
• Control power "enable"
• Bypass for the flow meter of the gas
Variable outputs per cell
• Set point for the natural gas
• Throttle control
• Temperature control for the Engine Jacket Water
• Control for the water temperature of the SCAC
Engine Rates
1 m for the Fuel Rate
1 Tachometer for the Engine Speed
Appendix C (Formats of the Reports for the Engines)

1. Report for Testing a Diesel Engine
2. Report for Testing the Performance of a Diesel Engine
3. Report for Testing the Performance of a Spark Ignited Engine
4. Report for testing a Spark Ignited Engine
5. Report for the Lug Curve
6. Report for the Fuel Consumption
Example Manual Diesel Test Data Sheet
Example Manual Spark Ignition Test Data Sheet
Table 19
3400, 3500 MUI and Standard Stroke EUI Less than 135 kW per Cylinder - Manual Test - Manual Data Report
Caterpillar Inc. Engine Test - Diesel Engine
Date Operator
Performance
Model Test Number
Specification
Arrangement Shipping Order Test Cell Number
Dynamometer
Serial Number Indent. Number
Constant
Nominal Rated Torque (NRT) = Rated Power × 9549.297 / Rated RPM = ____________N·m
Warm Up Torque Check - 1 Minute
Cranking (1) Within 3 Minutes after Full Load
Starting Time Torque Check Speed
50% - 1 Minute Corrected Torque at TC RPM N·m

Starting Time Fuel Rate at TC RPM g/min
0.75 Rated Speed (2) RPM ± 20 Corrected Fuel Rate at TC RPM g/min
0.50 (NRT) N·m ± 5% CSFC at TC RPM g/kW.h
60% - 5 Minutes Boost kPa
Starting Time Adjusted Boost at TC RPM kPa
Rated Speed RPM ± 20
0.60 (NRT) N·m ± 5% High Idle - 2 Minutes
90% - 3 Minutes High Idle Speed RPM
Starting Time Observed Torque N·m
Rated Speed RPM ± 20 Stability ± RPM
.90 (NRT) N·m +3-11% Low Idle - 5 Minutes
Governor Setting Point - 3 Minutes Within 5 Minutes after Full Load
Governor Setting
RPM ± 5% Low Idle Speed RPM
Speed
0.90 (NRT) N·m ± 1% Observed Torque N·m
Full Load - 4 Minutes (3) Oil Pressure kPa
Starting Time RPM Stability ± RPM
Full Load Speed N·m Observed Torque at A/F Set N·m
Torque Value (Full

KW End Test Time
Load)
Observed Power KW
Corrected Power at Full
g/min PERFORMANCE CORRECTION FACTORS
Load
Observed Fuel Rate g/min
Corrected Fuel Rate g/kW.h
Observed Value Factor ____
CSFC kPa
Boost kPa Fuel Density API
Adjusted Boost kPa In Air Temp. °C
Date Page 2
Serial Number
Oil Pressure kPa In Air Press. kPa
Fuel Pressure kPa Full Load Total Correction Factor

Inlet Fuel Pressure kPa Torque Check Total Correction Factor
Inlet Fuel Temperature °C
Jacket Water Pump
°C (Dry Bar minus Inlet Restriction)
Inlet
Engine Water Outlet °C
°C
Delta-T Jacket (Out - (1) Shut down the engine if the oil pressure is less than 40 kPa after 3
In) seconds.
Water Temperature to
°C (2) Greater than the low idle
SCAC
SCAC Water Flow L/min (3) The temperature of the water outlet shall be to the specification before
Inlet Air Restriction kPa recording the data from full load.
Inlet Manifold Temp. If

°C
AAAC
Blowby L/h
Specific Blowby L/kW.h
Static Fuel Set at Full
Mm
Load
Full Load Static Fuel
Mm
Set
Table 20
3500 Standard Stroke EUI Greater than 135 KW per Cylinder - Manual Test - Manual Data Report
Date Operator:
Performance
Model Test Number
Specification
Dynamometer
Serial Number Identification number
Constant
Warm Up Torque Check - 4 Minutes
Starting Time Torque Check Speed RPM
20% - 3 Minutes Corrected Torque at TC RPM N·m
75% - 4 Minutes Within 5 Minutes after Full Load
Starting Time Low Idle Speed RPM
Rated Speed RPM ± 20 Observed Torque N·m
.75 (NRT) N·m +3-11% Oil Pressure
Governor Setting Point - 5 Minutes Stability ± RPM

Governor Setting
RPM ± 5% Observed Torque at A/F Set N·m
Speed
0.90 (NRT) N·m ± 1% End Test Time
Full Load - 4 Minutes (3)
Starting Time RPM
Full Load Speed N·m
Torque Value (Full

KW
Load)
Observed Power KW
Load
CSFC kPa
Date Page 2
Serial Number

Jacket Water Pump
Inlet
Delta-T Jacket (Out - (1) Shutdown the engine if the oil pressure is less than 40 kPa after 3
°C
In) seconds.
SCAC

°C
AAAC
Blowby L/h
Mm
Load
Mm
Set
Table 21
3500 High Displacement - Manual Test - Manual Data Report

Date Operator:
Performance
Model Test Number
Specification
Dynamometer
Constant
Warm Up Torque Check - 4 Minutes
.75 (NRT) N·m +3-11% Oil Pressure kPa
Governor Setting
Speed
Starting Time RPM
Torque Value (Full

KW
Load)
Observed Power KW
Load
Corrected Fuel Rate g/kW.h Observed Value
CSFC kPa
Date Page 2
Serial Number

Jacket Water Pump
Inlet
°C
In) seconds.
SCAC

°C
AAAC
Blowby L/h
Mm
Load
Mm
Set
Table 22
3600 Engines- Manual Test - Manual Data Report
Date Operator:
Performance
Model Test Number
Specification
Dynamometer
Constant
Warm Up Torque Check - 3Minutes
0.75 Rated Speed (2) RPM ± 20 Corrected Fuel Rate at TC RPM

1.00 (NRT) N·m +3-11% Oil Pressure kPa
Governor Setting
Speed
Starting Time RPM
Torque Value (Full

KW
Load)
Observed Power KW
Load
CSFC kPa
Date Page 2
Serial Number

Jacket Water Pump
Inlet
°C
In) seconds.
SCAC

°C
AAAC
Blowby L/h
Mm
Load
Mm
Set
Table 23
Diesel Engine - Manual Test - Computer Data Report
Time/Date Performance Specification Operator:
Model Rotation Test Number
Arrangement Test Procedure Test Cell Number
Serial Number Shipping Order
Test Results Nominal Maximum Minimum
Cranking Time With <40 kPa Oil Pressure Min 0.5
Cranking Time With >40 kPa Oil Pressure Min 0.25 2 0.25
50% Point Engine Speed ____ RPM ____ ____

1 Minute Observed Torque ____ N·m ____ ____
75% Point ___ RPM ____ ____
1 Minute ____ N·m ____ ____
100% Point ____ RPM ____ ____

3 Minutes ____ N·m ____ ____
Governor Setting Point

0.25 Minute Governor Setting Speed ____ RPM ____ ____
Governor Setting Torque ____ N·m ____ ____

Full Load
4 Minutes Full Load Speed ____ RPM ____ ____
Observed Torque ___×___N·m
Starting Time Observed Fuel Rate ___×___g/min
Observed Boost ___×___kPa

Oil Pressure ___×___kPa
Observed Power Fuel Pressure ___×___kPa
Corrected Power at Full Load Inlet Fuel Pressure ___×___kPa ___ ___ ___
Observed Fuel Rate Inlet Fuel Temperature ___×___ °C ___ ___ ___
Corrected Fuel Rate Jacket Water Pump Inlet ___×___ °C
CSFC Engine Water (Outlet) ___×___ °C ___ ___ ___
Boost Water Temp. To SCAC ___×___ °C ___ ___ ___
Time/Date Page 2
Serial Number Test Number
Adjusted Boost SCAC Water Flow ___×___ L/min ___ ___ ___
Inlet Air Restriction ___×___ kPa ___ ___ ___
Inlet Air Temperature ___×___ °C ___ ___ ___
Inlet Man. Temp. If AAAC ___×___ °C ___ ___ ___
Blowby ___×___ L/h
Torque Check YES
0.25 Minute Within 3 minutes after Full Load
Torque Check Speed ____ RPM ____ ____
Observed Torque ___×___ N·m
Observed Fuel Rate ___×___ g/min
Observed Boost ___×___ kPa
High Idle High Idle Speed ___×___ RPM

0.10 Minute Observed Torque ___×___ N·m ___
Stability ±___×___ RPM
Low Idle Within 5 minutes after Full Load
0.10 Minute Low Idle Speed ____ RPM ____ ____
Observed Torque ___×___ N·m ___
Oil Pressure ___×___ kPa
Observed Torque at A/F Control Setting ___×___ N·m
Table 24
Diesel Engine - Computerized Test Report
Caterpillar Inc. Operator:___________________________ Engine Test - Diesel

Engine
Model _______ Arrangement ________________ Serial Number ___________________

Start Time End Time
Date ________ Specification ____________________
______ ______
Test Number _______ Test Cell Number _______
Amount from Nominal Specification
CSFC -___% ___ g/kW.h
Corrected Fuel Rate -___% ____ g/min
Corrected Full Load Power -___% ____.0 Kw
Adjusted Boost -___% ___ kPa
Full Load Speed -___ ____ RPM
Oil Pressure -___% ___ kPa
Fuel Pressure -___% ___ kPa
Inlet Fuel Pressure -___ ___ kPa
Inlet Fuel Temperature -___ ___ °C
Engine Water Outlet -___ ___ °C
Delta-T Jacket (Outlet - Inlet) -___ ___ °C
Water Temp. to SCAC -___ ___ °C
SCAC Water Flow -___ ___ L/min
Inlet Manifold Temperature -___ ___ °C
Specific Blowby -___% ___ L/kW.h
(Cylinder Number/Power Loss - %
(1/___) (2/___) (3/___) (4/___)
Rated)
___% Nominal (5/___) (6/___)
CSFC at Torque Check RPM -___% ___ g/kW.h

Corrected Fuel Rate at Torque Check
-___% ___ g/kW.h
RPM
Corrected Torque at Torque Check
-___% ____N·m
RPM
Adjusted Boost at Torque Check
-___% ___ kPa
RPM
Torque Check Speed -___% ____ RPM
Response Check Time -___% ___ seconds

Response Check Speed -___ ____ RPM
Response Check Idle Speed -___ ____ RPM
High Idle Speed -___ ____ RPM
High Idle Stability ±___ ±___ RPM
Low Idle Speed -___ ___ RPM
Oil Pressure Low Idle -___% ___ kPa
Time/Date Page 2
Low Idle Stability ±___ ±___ RPM

Engine System Voltage -___ ___ Volts
___ Degree
Fuel Density -___
API
Inlet Air Temperature -___ ___ °C
Inlet Air Pressure -___ ___ kPa
Dry Barometer -___ ___ kPa
Inlet Air Restriction ___ ___ kPa MAX
Full Load Total Correction Factor ____ NONE
Torque Check Total Correction Factor ____ NONE
Full Load Static Fuel Setting ±___ mm
Full Load Static Fuel Setting ±___ mm
Table 25
Spark Ignited Engine - Manual Test - Manual Data Report
Caterpillar Inc. Engine Test - Spark Ignited Engine
Date Operator: Test Number
Performance
Model Test Number
Specification
Serial Number Dynamometer Constant Identification number
Corrected Full Load Power ×
Nominal Test Torque 9549.297 = ____________N·m
(NTT) =
Test RPM × Correction Factor
Estimated Inlet Air Temp. °C SCAC Water Flow L/min
Est. Inlet Correction Factor Inlet Air Restriction kPa
Lower Heating Value KJ/L Blowby L/h
Warm Up Specific Blowby L/kW.h
Cranking - 0.25 Minute (1) Torque Check - 0.25 Minute
Starting Time Within 3 Minutes after Full Load
Set Timing See Spec. Torque Check Speed RPM
Low Idle - 1 Minute Torque N·m
Starting Time Corrected Torque N·m
Low Idle Speed RPM Inlet Fuel Temperature °C
Fuel Pressure Differential 1.5 kPa ± 0.5 Inlet Fuel Pressure kPa Absolute
Test Speed - No Load RPM ± 10 Fuel Rate at TC RPM L/min
Set Timing See Spec. Corrected Fuel Rate at TC RPM kJ/min
Fuel Pressure Differential 1.5 kPa ± 0.1 CSFC at TC RPM
Date Page 2
Serial Number
50% - 1 Minute Compressor Outlet Press. at TC RPM kPa Absolute

Starting Time Test High Idle - 0.10 Minute
0.75 Test Speed RPM ±20 Test High Idle Speed RPM
0.50 (NTT) N·m ± 5% Observed Torque N·m
75% - 3 Minutes Fuel Pressure Differential kPa
Starting Time Stability ± RPM
0.75 Test Speed RPM ± 20 Reset Values - 0.25 Minute
0.50 (NTT) N·m ± 5% Full Load Speed RPM
Full Load - 4 Minutes (2) Observed Torque N·m
Starting Time Corrected Full Load Power kW
Test Speed ± 5 RPM Comp. Outlet - Inlet Man. Pressure kPa
(NTT) ± 1% N·m High Idle Speed RPM
Observed Power kW Stability ± RPM
Corrected Full Load Power kW Low Idle - 0.10 Minute
Inlet Fuel Temperature °C Within 5 Minutes after Full Load
Inlet Fuel Pressure kPa Absolute Low Idle Speed RPM
Fuel Rate L/min Observed Torque N·m
Corrected Fuel Rate kJ/min Oil Pressure kPa
CSFC kJ/kW.h Stability ± RPM
Compressor Outlet
kPa Absolute End of Test Time
Pressure
Inlet Manifold Pressure kPa Absolute
Oil Pressure kPa PERFORMANCE CORRECTION FACTORS
Fuel Pressure Differential kPa Inlet Air Temperature °C
Mix Control Setting Inlet Air Pressure kPa
Excess Oxygen % Full Load & TC Inlet Correction Factor
Jacket Water Pump Inlet
Temp.
Engine Water Outlet
°C (1) After obtaining 40 kPa oil pressure
Temperature
Delta-T Jacket (Out - In) °C
(2) Water Outlet Temperature shall be to specification before
Water Temperature to recording Full Load Data
°C
SCAC
Table 26
Spark Ignited Engine - Manual Test - Computer Data Report
Caterpillar Inc. Engine Test - Spark Ignited Engines
Time/Date Performance Specification

Model Rotation
Arrangement Test Procedure Test Cell Number

Serial Number Shipping Order
Test Results Nominal Maximum Minimum

Estimated Inlet Air Temperature ___ °C ___ ___
Cranking Time with <40 kPa Oil Pressure Min 0.5

Cranking Time with >40 kPa Oil Pressure Min 0.25 2 0.25
Ignition Timing ___ Degree BTDC ___ ___
1st Point Engine Speed ____ RPM ____ ____

Observed Torque ____ N·m ___
Fuel Pressure Differential ___ kPa ___ ___
2nd Point Test Speed ____ RPM ____ ____
Observed Torque 0 N·m ___ ___
Ignition Timing ____Degrees BTDC ___ ___ ___
Fuel Pressure Differential ___ kPa ___ ___
3rd Point Engine Speed ____ RPM ____ ____
1 Minute Observed Torque ____ N·m ____ ____
4th Point Engine Speed ____ RPM ____ ____

3 Minutes Observed Torque ____ N·m ____ ____
Full Load Full Load Speed ____ RPM ____ ____

4 Minutes Observed Torque ___×___ N·m ___
Inlet Fuel Temperature ___×___ °C
Inlet Fuel Pressure ___×___ kPa Absolute ___ ___ ___
Fuel Rate ___×___ L/min
Compressor Outlet Pressure ___×___ kPa Absolute ___ ___ ___
Inlet Manifold Pressure ___×___ kPa Absolute ___ ___ ___
Oil Pressure ___×___ kPa
Fuel Pressure Differential ___×___ kPa
Mixture Control Setting ___ ___ ___
Excess Oxygen ___×___ % ___ ___ ___
Time/Date Page 2
Jacket Water Pump Inlet ___×___ °C
Engine Water Outlet ___×___ °C ___ ___ ___

Water Temp. to SCAC ___×___ °C ___ ___ ___
SCAC Water Flow ___×___ L/min ___ ___ ___
Inlet Air Restriction ___×___ kPa ___ ___ ___
Inlet Air Temperature ___×___ °C ___ ___ ___
Blowby ___×___ L/h
Torque Check Part Load
0.25 Minute Within 3 minutes after Full Load
Torque Check Speed ____ RPM ____ ____
Observed Torque ___×___ N·m ____ ____ ____
Inlet Fuel Temperature ___×___ °C
Inlet Fuel Pressure ___×___ kPa Absolute ___ ___ ___
Fuel Rate at TC RPM ___×___ L/min
Comp. Outlet Press at TC RPM ___×___ kPa Absolute
Test High Idle
0.10 Minute Test High Idle Speed ___×___ RPM ____ ____ ____
Fuel Pressure Differential ___×___ kPa
Reset Values
Full Load Full Load Speed ___×___ RPM ____ ____ ____
0.25 Minute Observed Torque ___×___ N·m ____ ____ ____
Comp. Outlet - Inlet Man. Press ___×___ kPa ___ ___ ___
High Idle High Idle Speed ___×___ RPM

0.10 Minute Observed Torque ___×___ N·m ___
Low Idle Within 5 minutes after Full Load
0.10 Minute Low Idle Speed ___×___ RPM ____ ____ ____
Oil Pressure ___×___ kPa ___ ___ ___
Table 27
Spark Ignited Engine - Computerized Test Report
Caterpillar Inc. Operator:_____________________ Engine Test-Spark Ignited Engine
Model:______________ Arrangement:_________________ Serial Number:________________
Date:_______________ Start Time:_______ End Time:_______ Specification:____________
Test Number:________ Test Cell Number:________
Amount from Nominal Specification

CSFC -___ % ____ kJ/kW.h
Corrected Fuel Rate -___ % ____kJ/min
Corrected Full Load Power -___ % ____.0 kW
Compressor Outlet Pressure - Absolute -___ % ___ kPa Absolute
Inlet Manifold Pressure - Absolute -___ % ___ kPa Absolute
Oil Pressure -___ % ___ kPa
Fuel Pressure Differential -___ ___ kPa
Mixture Control Setting -___ ___
Excess Oxygen -___ ___%
Inlet Fuel Pressure - Absolute -__ ___ kPa Absolute
Engine Water Outlet -_ ___ °C
Delta-T Jacket (Outlet - Inlet) -_ ___ °C
Water Temp. To SCAC -_ ___ °C
SCAC Water Flow -___ % ___ L/min
Specific Blowby -___ % ___ L/kW.h
CSFC at Torque Check RPM -___ % ____ kJ/kW.h

Corrected Fuel Rate at Torque Check RPM -___ % ____ L/min
Corrected Torque at Torque Check RPM -___ % ____ N·m
Compressor Outlet Press. at TC RPM - Absolute -___ % ___ kPa Absolute
Torque Check Speed -___ % ____ RPM
Test High Idle Speed -___ ____ RPM

Fuel Pressure Differential High Idle -___ ___ kPa
Low Idle Speed -___ ___ RPM
Oil Pressure Low Idle -___ ___ kPa
Low Idle Stability ±___ ±___ RPM
Inlet Air Temperature -___ ___ °C
Inlet Air Pressure -___ ___ kPa
Dry Barometer -___ ___ kPa
Time/Date Page 2
Inlet Air Restriction ___ ___ kPa MAX
Full Load & Torque Check Total Correction Factor ____
RESET VALUES

Correction Full Load Power -___ % _____ kW
Compressor Outlet - Inlet Manifold Pressure -___ ___ kPa
High Idle Speed - Observed Value ____ NONE
Table 28
Engine Lug Test - Manual Test Report
Target Speed Beam Observed Corrected Fuel
Torque Boost BSFC
Speed RPM LBS BHP BHP Rate
Model: _________________
Overrun Arrangement:____________
Engine S/N:_____________
+20 Rating:____ KW @____RPM
+10
Rated Data at Full Load
Corr KW
-20 Acc. KW____
____
-50 Total KW____
Water
-100 Out ____°C
In____°C
Oil
-200 Temp ____°C
R Pr.____kPa
a
t High Idle
-300 Low Idle ____
e ____
d -400 Combustion
S System
p -500 (DI) (PC) Aftercooler
e (JWAC)
e -600 Aspiration (SCAC-85)
d (NA) (T) (SCAC-90)
-700 (TA) (SCAC-110)
-800 Governor (SCAC-130)
(CTCO)
-900 (PSG)
-1000 (UG8)
(EG3P) Exh. Man.
-1100 (Other) (Dry) (Wet)
Fuel Temp.
-1200 Corr ____
____
Fuel API
-1400 Corr ____
____
Air Temp.
Corr ____
____
Dry Bar
Corr ____
____
Overrun speed is approximately half way between high idle and rated speed.
Combined Corr ____
Date: ____ Operator: ____
Dynamometer
Cell: ____
Constant: ____
Table 29
Engine Fuel Consumption Test - Test Report
Fuel Consumption Test -

Caterpillar Inc.
Engine
Performance
Time/Date:___________ Operator:_________
Specification:__________
Model:______________ Test Number:_________
Arrangement:________ Test Cell Number:________
Shipping Identification
Serial Number:_______
Order:___________________ Number:________
Stabilization -15 Minutes

Starting Time:________
Load Point Full Load 75% Rated 50% Rated

Full Load Speed RPM _______ _______ _______
Observed Torque N·m _______ _______ _______
Water Outlet Temperature (1) °C _______ _______ _______
Observed Power kW _______ _______ _______
Parasitic Power kW _______ _______ _______
Corrected Power
(Observed Power + Corrected Power)
kW _______ _______ _______
Correction Factor
Diesel
Observed Fuel Rate g/min _______ _______ _______
Corrected Fuel Rate g/min _______ _______ _______
CSFC g/kW.h _______ _______ _______
Natural Gas
Observed Fuel Rate L/min _______ _______ _______
Gas Temperature °C _______ _______ _______
Gas Pressure kPa _______ _______ _______
Corrected Fuel Rate (3) kJ/min _______ _______ _______
CSFC kJ/kW.h _______ _______ _______
Performance Correction Factors Value Corr Value Corr Value Corr

Diesel Degree API ____ ____ ____ ____ ____ ____
Fuel Density °C ____ ____ ____ ____ ____ ____
Inlet Air Temperature kPa ____ ____ ____ ____ ____ ____
Inlet Air Pressure (2)
Total Correction
____
Factor
Time/Date:___________ Page 2
Serial Number:_______
Natural Gas
Inlet Air Temperature °C ____ ____ ____ ____ ____ ____
Inlet Air Pressure (2) kPa ____ ____ ____ ____ ____ ____
Total Correction
____ ____ ____
Factor
(1) Temperature of the outlet for the engine water and water temperature to the aftercooler must be to the specification before
recording data.
(2) Dry Barometer minus Inlet Air Restriction
(3) Corrected Fuel Rate
Appendix D (Correction Factors for Engines)

The equations that are shown in this section are used to calculate the correction factors for correcting the engine performance to
the standard conditions. The calculations are not intended to conform to the "Engine Power Test Code" for Spark Ignited
Engines and Diesel Engines by the SAE J1349. Determine the appropriate correction factors for the type of engine and for the
observed conditions. Multiply the correction factors together to obtain the total correction factor. The corrected values are found
by multiplying the observed values of performance for the engine by the total correction factor. These equations are not used for
altitude derailing.
Standard Conditions
The standard atmospheric pressure and the standard atmospheric temperature were defined according to the "Engine Power Test
Code" for Spark Ignited Engines and Diesel Engines by the SAE J1349.
Table 30
Total Barometric Pressure 100.0 kPa
Water Vapor Pressure 1.0 kPa
Dry Barometric Pressure 99.0 kPa
Inlet Air Temperature 25° C
Fuel Density 35.0° API
The vapor pressure for the water may be calculated by using the following equations.
VP - Vapor Pressure in kPa
SP - Saturation Pressure at wet bulb temperature in kPa
BP - Total barometric pressure in kPa
T dry - Dry bulb temperature in °C
T wet - Wet bulb temperature in °C
DP - Dew point in °C
Note: The air pressure for the engine inlet is defined to relate the air pressure for the engine inlet to the atmospheric pressure.
The inlet air pressure of the engine is equal to total barometric pressure minus the vapor pressure for the water and minus the
inlet air restriction.
Dry barometric pressure is equal to total barometric pressure minus the vapor pressure for the water.
Standard Conditions for Gas
Table 31
Gas Pressure 101.3253 kPa
Gas Temperature 15.5556 °C
Lower Heating Value 33.7 kJ/L
Correction Factors for a Diesel Engine
Table 32
Fuel Density (API) Correction Factors
Fuel API at 60° F Correction Factor Fuel API at 60° F Correction Factor
31.5 0.985 40.0 1.022
32.0 0.987 40.5 1.024
32.5 0.989 41.0 1.026
33.0 0.991 41.5 1.028
33.5 0.994 42.0 1.031
34.0 0.996 42.5 1.033
34.5 0.998 43.0 1.035
35.0(1) 1.000 43.5 1.037
35.5 1.002 44.0 1.040
36.0 1.004 44.5 1.042
36.5 1.006 45.0 1.044
37.0 1.009 45.5 1.046
37.5 1.011 46.0 1.049
38.0 1.013 46.5 1.051
38.5 1.015 47.0 1.053
39.0 1.017 47.5 1.055
39.5 1.020 48.0 1.058
(1)
The Standard Value, the measured API for the fuel and corresponding fuel temperature must be corrected to 60° before selecting a correction factor
for the API.
A Chart of Gravity Correction for Diesel Fuel API
Factors for Correcting Fuel Temperature
Table 33
Factors for Correcting Fuel Temperature
Fuel Temp. Correction Fuel Temp. Correction
°F Factor °F Factor
0 0.915 90 1.005
5 0.920 95 1.010
10 0.925 100 1.015
15 0.930 105 1.020
20 0.935 110 1.025
25 0.940 115 1.030

30 0.945 120 1.035
35 0.950 125 1.040
40 0.955 130 1.045
45 0.960 135 1.050
50 0.965 140 1.055
55 0.970 145 1.060
60 0.975 150 1.065
65 0.980 155 1.070
70 0.985 160 1.075
75 0.990 165 1.080
80 0.995 170 1.085
85 1.000
Correction Factors for the Inlet Air Pressure
Table 34
Naturally Aspirated Engines and Mechanically Turbocharged Engines
Air Pressure Air Pressure
correction Factor Correction Factor
Inches Hg (kPa) Inches Hg (kPa)
31.5 (106.5) 0.989 25.5 (86.2) 1.064
31.0 (104.8) 0.995 25.0 (84.5) 1.071
30.5 (103.1)(1) 1.000 24.5 (82.8) 1.079
30.0 (101.4) 1.006 24.0 (81.1) 1.086
29.5 (99.7) 1.012 23.5 (79.4) 1.094
29.0 (98.0) 1.018 23.0 (77.7) 1.103
28.5 (96.3) 1.024 22.5 (76.1) 1.111
28.0 (94.6) 1.030 22.0 (74.4) 1.120
27.5 (93.0) 1.036 21.5 (72.7) 1.129
27.0 (91.3) 1.043 21.0 (71.0) 1.138
26.5 (89.6) 1.050 20.5 (69.3) 1.148
26.0 (87.9) 1.057 20.0 (69.6) 1.158
(1)
30.5 inches Hg is used as the standard value to account for restriction of the air cleaner, vapor pressure (humidity), and exhaust back pressure.
Table 35
Turbocharged, JWAC(1), and ATAAC(2) Engines
Air Pressure Air Pressure
Correction Factor Correction Factor
inches Hg (kPa) inches Hg (kPa)
31.5 (106.5) 0.989 25.5 (86.2) 1.064
31.0 (104.8) 0.995 25.0 (84.5) 1.071
(3)
30.5 (103.1) 1.000 24.5 (82.8) 1.079
30.0 (101.4) 1.006 24.0 (81.1) 1.086
29.5 (99.7) 1.012 23.5 (79.4) 1.094
29.0 (98.0) 1.018 23.0 (77.7) 1.103

28.5 (96.3) 1.024 22.5 (76.1) 1.111
28.0 (94.6) 1.030 22.0 (74.4) 1.120
27.5 (93.0) 1.036 21.5 (72.7) 1.129
27.0 (91.3) 1.043 21.0 (71.0) 1.138
26.5 (89.6) 1.050 20.5 (69.3) 1.148
26.0 (87.9) 1.057 20.0 (67.6) 1.158
(1)
Jacket Water aftercooling
(2)
Air-To-Air Aftercooled
(3)
30.5 inches Hg is used as the standard value to account for restriction of the air cleaner, vapor pressure (humidity), and exhaust back pressure.
Correction Factors for the Inlet Air Temperature
Table 36
Naturally Aspirated Engines and Mechanically Turbocharged Engines
Air Temp. °F Correction Factor Air Temp. °F Correction Factor
-10 0.938 60 0.988
-5 0.942 65 0.992
0 0.946 70 0.995
5 0.949 75 0.999
10 0.953 77(1) 1.000
15 0.957 80 1.002
20 0.960 85 1.005
25 0.964 90 1.009
30 0.968 95 1.012
35 0.971 100 1.015
40 0.975 105 1.018
45 0.978 110 1.022
50 0.982 115 1.025
55 0.985 120 1.028
(1)
The Standard Value. Measure for the Standard Value between the air cleaner and the inlet manifold
Table 37
Turbocharged Engines and JWAC(1) Engines
-10 0.969 60 0.994
-5 0.971 65 0.996
0 0.972 70 0.998
5 0.974 75 0.999
10 0.976 77(2) 1.000
15 0.978 80 1.00.
20 0.980 85 1.003
25 0.982 90 1.004
30 0.984 95 1.006
35 0.985 100 1.008
40 0.987 105 1.009
45 0.989 110 1.011
50 0.991 115 1.012
55 0.992 120 1.014
(1)
Jacket Water Aftercooling
(2)
The Standard Value. Measure for the Standard Value between the air cleaner and the inlet for the turbocharger
Table 38
ATAAC(1) Engines
45 0.957 100 .993
50 0.961 105 0.997
55 0.964 110(2) 1.000
60 0.967 115 1.003
65 0.970 120 1.007
70 0.974 125 1.010
75 0.977 130 1.013
80 0.980 135 1.016
85 0.984 140 1.020
90 0.987 145 1.023
95 0.990 150 1.026
(1)
Air-To-Air Aftercooled
(2)
The Standard Value. Measure for the Standard Value in the inlet manifold
Equation for the Correction Factor for Spark Ignited Engines
X - Air pressure at the inlet for the engine from 87.0 kPa to 104.0 kPa (12.6 psi to 15.1 psi)
Y - Engine inlet air temperature from 10 °C to 50 °C (50 °F to 122 °F)
Appendix E (Suggested tolerances for Performance)

Note: Refer to TMI for more information on the Suggested Tolerances for Performance.
Table 39
Maximum Tolerances for the Performance of the Instrumentation
Measurement Permitted Tolerances
Torque (% of reading) ± 0.5%
Engine Speed ± 5 RPM

Static Fuel Settings ± 0.05 mm (± 0.002 inch)
Diesel Fuel Rate (% of reading) ± 0.5%
Spark Ignited Fuel Rate(% of reading) ± 1.0%
Spark Ignited Low Heat Value (% of reading) ± 1.0%
Boost ± 1 kPa (0.30 in hg)
Time of the Response Check. ± 0.1 second
Blowby (% of reading) ± 5%
Water Temperatures 1 °C (33.8 °F)
Inlet Manifold Temperature 1 °C (33.8 °F)
Water Flow 5%
Fuel Pressure Differential (Spark Ignited) 0.1 kPa (0.0145 psi)
Pressure of Compressor Outlet (Spark Ignited) 1 1 kPa (0.30 inches Hg)
Manifold Absolute Pressure Inlet (Spark Ignited) 1 1 kPa (0.30 inches Hg)
Inlet Fuel Temperature (Spark Ignited) 1 °C (33.8 °F)
Inlet Fuel Absolute Pressure (Spark Ignited) 1%
Excess Oxygen (Spark Ignited) 0.1%
Oil Pressure 10 kPa (1.45 psi)
Oil Temperature to Bearings 1 °C (33.8 °F)
Fuel Pressure 10 kPa (1.45 psi)
Inlet Fuel Pressure 5 kPa (0.725 psi)
Inlet Fuel Temperature 1 °C (33.8 °F)
Barometric Pressure 0.2 kPa (0.06 in hg)
Water Vapor Pressure 0.1 kPa (0.03 in hg)
Inlet Air Restriction 0.1 kPa (0.03 in hg)
Inlet Air Temperature 1 °C (33.8 °F)
Fuel Density 0.2° API
Timing (% of Engine Full Load Reading) 1° or 0.05 mm (0.002 inch)
For engine performance tolerances, refer to the MIT General Engine Data (Engine Test Specs). The measured performance
characteristics should fall within the minimum and maximum values that are given in TMI.
Appendix F (Requirements for Diesel Fuel)

This appendix defines the requirements of a low sulfur fuel, and fuel for tests with controlled gravity for diesel engines. This fuel
is used for an engine test fuel for run-in and an engine test fuel for power output checks. The fuel is also used for settings for
remanufactured diesel engines or rebuilt diesel engines. This fuel should not be used for an emission certification.
Note: The test fuel shall be in accordance with 1E4318 for ultra low sulfur fuel and 1E0262 for all others. Engine power, torque,
and fuel rates shall be corrected for fuel density variation. The fuel density variation shall not be more than the limit shown in
Table 18
Table 40
Diesel Fuel Specification
Description Permitted Tolerances
API Gravity 15 °C (D287) 34 - 36
Color (D1500) 3.0 max. Darkness

Flash Point (D93) 52 °C min.
Pour Point (D7) − 18 °C max.
Cloud Point (D2500) − 12 °C max.
Water and Sediment by Volume (D1796) 0.05% max
Ramsbottom Carbon Residue (D524) (on 10% Residuum) 0.25% max
Ash by Weight (D482) 0.01% max
Copper Strip Corrosion 3 h at 100 °C (D130) Class 2 max.
Cetane Index (D976) 40 min
Sulfur by weight (D129) 0.05% max
Kinematic Viscosity at 40 °C (D445) 1.9 mm/s to 4.1 mm2/s

Distillation (D86)
Initial Boiling Point 220 °C max.
10% Point 240 °C max.
90% Point 330 °C max.
End Point 355 °C max.
Wear Scar at 25 °C (ISO 12156 - 1.3 0.380 mm max.
Wear Scar at 60 °C (ISO 12156 - 1.3) 0.450 mm max.
Appendix G (Adjusting Air Actuators)

General Instructions
This test provides instructions for adjusting the governor linkage and the Caterpillar Air Actuator. These test instructions only
apply to the Caterpillar Air Actuator.
Test Conditions
This test is performed under conditions that do not have load on the engine.
The supply air pressure that is required for this procedure must be maintained between a minimum of 448.2 kPa (65 psi) and a
maximum of 620.5 kPa (90 psi).
An air pressure regulator is required to control the air pressure that is supplied to the air actuator. The pressure gauge should
have a range from 0 kPa (0 psi) to 689.5 kPa (100 psi) and be accurate up to 3%.
Test Procedure
1. Verify that the movement of the actuator begins at a gauge pressure of 68.9476 ± 13.7895 kPa (10 ± 2 psi). It may be
necessary to adjust the preload for the spring on the actuator. The procedure is outlined in the section that is called Setting
the Preload on the Spring for the Air Actuator.
2. Adjust the linkage for the governor to achieve low idle with a gauge pressure for the actuator of 0 kPa (0 psi) to 68.9 kPa
(10 psi). This procedure is outlined in the section that is called Setting the Stop Position for the Low Idle on the Actuator.
3. Set the high idle stops. This procedure is outlined in the section that is called Setting the High Idle Position for the
Actuator.
4. Measure the information and record the information that is requested on the data sheet.
Setting the Preload on the Spring for the Air Actuator
The actuator spring is preloaded at the factory to allow the plunger to start moving when the air pressure to the actuator reaches
68.9 kPa (10 psi). Perform the following steps if an adjustment is required.
1. Install an air pressure gauge in the line at a convenient point between the regulator for the air supply and the actuator.
2. Slowly increase the air supply. The plunger should start to move when the air pressure gauge registers a reading of
68.9 ± 13.8 kPa (10 ± 2 psi).
a. The preload must be increased if the plunger moves at a pressure that is less than 68.9 kPa (10 psi).
b. The preload must be decreased if the plunger moves at a pressure that is greater than 68.9 kPa (10 psi).
3. The preload is changed by reversing the set screw far enough to permit the retainer nut to turn.
a. Turn the retainer nut clockwise to increase the load of the spring.
b. Turn the retainer nut counterclockwise to decrease the preload.
4. Once a pressure for the preload of 68.9 ± 13.8 kPa (10 ± 2 psi) has been obtained, tighten the setscrew to lock the retainer
nut in place.
Setting the Low Idle Stop Position for the Actuator
For engines that are equipped with an air actuator, the low idle should be controlled by the air actuator. The low idle should not
be controlled by the low idle stop for the governor. The low idle may be adjusted by changing the length of the rod linkage. Use
the following procedure to set the low idle stop for the actuator.
1. Start the engine and warm the engine.
2. Set the hand control lever for the engine governor to low idle.
3. Disconnect the rod linkage from the governor lever by removing the pin.
4. Ensure that no air pressure is being delivered to the actuator.
5. Place the hand control lever for the governor in the "remote" position. Ensure that the lever is against the low idle stop in
the engine governor.
6. Connect the rod linkage to the proper hole in the governor lever. Check the low idle speed of the engine. If the low idle
speed is incorrect, the rod linkage can be adjusted to give the correct low idle. The rod linkage can also be adjusted to
ensure that the rod is seated on the rod spring. Perform the following procedure to make the adjustment.
a. Adjust the governor lever to the proper position on the serrated governor control shaft.
b. Remove the pin from the lever and adjust the length by loosening the locknuts and turning the yokes on the rod
linkage.
7. After the pin is inserted in the governor lever, increase the air pressure to a partial throttle position. Then return the air
pressure to a low idle position. Check the low idle RPM of the engine. The operation is repeated when the check shows a
reading that is not the low idle RPM of the engine. The operation must also be repeated if the rod is not seated on the rod
spring.
Setting the High Idle Position for the Actuator
The high idle stop for the governor can assist in obtaining the correct high idle adjustment on the air actuator.
1. Do the following steps while the engine is running and the engine is warm. Remove the high idle locking screws for the
actuator. Back out the high idle stop screws for the governor.
2. Set the hand control lever for the governor in the remote position and increase the air pressure for the actuator slowly until
the engine reaches the high idle RPM. Turn the two high idle stop screws for the actuator clockwise until the screws have
contact with the plunger for the actuator. Do not turn the screw beyond the point of contact.
3. Tighten the two locking screws for the actuator to prevent the stop screws from backing out during operation.
4. Return the air regulator for the actuator to the low idle position ( 68.9 kPa (10 psi)) and move the hand control lever on the
governor to the full open position.
5. When the engine is operated manually by the hand control lever on the governor, turn the high idle screw that is in the
engine governor in the counterclockwise direction until the high idle is increased approximately 10 RPM above the
specified high idle RPM. This will prevent damage to the governor. Damage is prevented by ensuring that high idle is
the actuator.
6. Make any corrective adjustment that is necessary on the governor's high idle screw to maintain the necessary 10 RPM
high idle speed differential that is between the governor and the high idle settings of the air actuator.
Note: Both of the high idle stop screws on the actuator must be turned in the same distance and in the same direction. This is
necessary because the plunger must contact both screws at the same time.
(A) Air Supply
(B) Set Screw
(C) High Idle Locking Screw for the Actuator
(D) Rod
(E) Rod Linkage
(F) Plunger
(G) Rod Spring
(H) Actuator Spring
(I) High Idle Stop Screws (Actuator)
(J) Retainer Nut
(K) Governor Lever

(L) Governor Shaft
Table 41
Caterpillar Air Actuator Data Sheet
Engine Serial Number
Customer ESO
Actuator Pressure (PSIG) Engine Speed (RPM)

Low Idle
High Idle
High Idle (20 RPM)
Rated Speed
Note: The test should be performed at no load.
Operator Inspector
Cell
Date
Appendix H (Glossary)
A/F Control Dynamic Setting - The dynamic setting of a device on the engine that limits the amount of fuel that is injected per
stroke as a function of the boost
Aftercooler - A heat exchanger that is inserted into the induction system of an engine after any device is used to compress the
combustion air.
Analog - A continuous signal of performance that represents the value of a characteristic of engine performance
Blowby - Blowby is combustion gas that leaks into the engine crankcase. The leakage is normally leakage from the combustion
chamber past the piston rings or through the valve guides. Specific blowby is calculated by dividing the volume of blowby that
is at atmospheric pressure by corrected power of the engine.
Boost - The gauge pressure is measured in the inlet manifold of a diesel engine. Adjusted boost is the calculated value of boost
that would exist if an engine was running at nominal power. Boost is not equal to inlet manifold pressure.
Brake Specific Fuel Consumption (BSFC) - BSFC is a rate of fuel consumption. The BSFC states the ability of the engine to
convert the energy in diesel fuel to engine horsepower. BSFC is measured in the units “pounds of fuel consumed each hour to
produce one brake horsepower”. As the value of the BSFC increases, the efficiency of the engine decreases. As the efficiency of
the engine decreases, the fuel that is required per hour increases. Each model of engine has a unique BSFC, which is determined
on a test stand.
Ceiling - The maximum rise for the high limit of an engine performance specification
Compressor Outlet Pressure - The gauge pressure of the combustion air at the turbocharger compressor outlet for spark ignited
engines.
Correction Factor - The number that is used to find the value of the characteristic for engine performance under different
operating conditions
Cranking - Rotating an engine with a source of power that is external to the engine
Cyclic - Variation in the performance characteristics which vary as the engine runs. This is especially for those characteristics
which vary in a repetitive fashion.
Delta-T - The rise in temperature of the engine coolant from the inlet of the jacket water pump to the outlet for the engine
coolant.
Density (Fuel) - Density for fuel is the mass of fuel per unit volume. The units of density that are used in this publication are
degrees American Petroleum Institute (API) at 15.6 °C (60 °F).
Fuel Pressure Differential - The gas pressure that is supplied to the carburetor on a spark ignited engine minus the pressure of
the carburetor inlet
Digital - A numeric value that represents the value of a characteristic for engine performance
Displacement - The area of a piston multiplied by the length of stroke times the number of cylinders.
Droop - Droop is the decrease from no load speed to full load speed when full load is applied to a generator set. Droop is
expressed as a percentage of the full load speed.
Ebullient Cooled Engine - An engine cooled by boiling water. The cooling is accomplished by turning water into steam. The
latent heat of evaporation that is absorbed in this process cools the engine.
Engine Fuel Consumption - The value that is found by multiplying the corresponding BSFC by the horsepower and then
dividing the result by 7.076 (the weight in pounds per gallon of standard fuel)
Fuel consumption in pounds per hour is the weight of standard fuel that is burned by the engine per hour under standard
conditions to produce rated horsepower.
Excess Oxygen - Excess Oxygen is the amount of free oxygen in the products of combustion. Excess Oxygen may be expressed
as a percentage of either volume or mass.
Floor - The Floor is the minimum that is allowed for the low limit of an engine performance specification to fall.
Flywheel Brake Horsepower(BHP) - This is the actual horsepower that is available at the flywheel. The measurements are
taken while the engine is stripped of the accessory equipment and while the alternator and the air compressor are being operated
under a “no load” condition. Caterpillar industrial engines and truck engines are measured in terms of Brake Horsepower.
Fuel Rate (Diesel) - The mass of fuel burned by an engine in a specified time. The corrected fuel rate is the actual fuel rate or
the observed fuel rate that is corrected for the fuel density.
Fuel Rate (Spark Ignited Engines) - The fuel rate is the volume of fuel that is burned by an engine in a specified time. The
corrected fuel rate is found by multiplying the volume of fuel at standard conditions by the lower heating value of the fuel.
Fuel Pressure - The fuel pressure that is supplied to the injection system of a diesel engine
Full Load - The maximum power that can be developed by an engine that is running at the rated speed and the fuel system is
opened to the maximum specified condition.
Full Load Speed - The Full Load Speed is the speed that produces the rated horsepower. , The rack is also positioned to allow
the maximum recommended amount of fuel to the engine per unit of time. The governor should reach a balance point about
when the engine reaches the full load speed. In some applications, the curve of the engine performance is modified to provide an
increase in horsepower when the torque spring is deflected. In this instance, the full load speed and the balance point do not
occur at the same time. The increase in horsepower between the balance point and the full load speed is called the “BHP
spread”.
Governor Balance Point - This point occurs at the engine speed when the fuel setting screw or pin just touches the torque
spring or stop bar. The point is set by making two easily adjusted and measurable settings (high idle speed setting and the static
speed setting for the rack).
Induction System - The components of an engine that are involved in providing combustion air to an engine
Inlet Air Pressure - Inlet Air Pressure is the dry air pressure that is supplied to the inlet of an engine. This is normally
barometric pressure minus water vapor minus inlet air restriction.
Inlet Air Restriction - The process of dropping the combustion air from atmospheric pressure to the compressor inlet of a
turbocharged engine or to the inlet manifold of a naturally aspirated engine
Inlet Fuel Pressure - The fuel pressure that is supplied to the fuel inlet of a diesel engine
Inlet Fuel Pressure (Absolute Pressure) - The gas pressure that is supplied to the fuel inlet of a spark ignited engine
Inlet Fuel Temperature - The temperature of the fuel that is supplied to the fuel inlet of either a diesel engine or a spark ignited
engine
Inlet Manifold Pressure - This is the inlet manifold pressure that is above atmospheric pressure. The pressure is also referred to
as “boost”. The pressure also indicates the amount of air that is being delivered to the engine. The 4S-6997 Manifold Test Gauge
that is located in the test kit for the engine will read absolute pressure. The absolute pressure is “boost” plus the atmospheric
pressure.
Lug - This is the application of a load on an engine that causes the engine speed to drop below the rated speed. If the engine is
lugged to a point that is below the point of maximum torque, the engine will stall unless some of the load is removed.
Mixture Control - A screw or adjustable valve that is used to regulate the Air or the Fuel that is provided by a carburetor
Multiple Rating Engine - An engine which has a variable setting for the fuel at full load to provide more than one amount of
power at full load
Naturally Aspirated - A term that is applied to an engine, which has no method of compressing the air that is supplied to the
inlet manifold
Nominal - The Nominal value is the specified value or the target value of a performance characteristic for an engine. The
nominal value is accompanied with tolerances that define the acceptable range of the characteristic value relative to the nominal
value.
Oil Pressure - The engine oil pressure at full load at a specified location on the engine
Overrun Speed - The portion of a brake horsepower (BHP) or torque curve that is between high idle and full load speed. In this
speed range, the engine is controlled by the governor.
Power - The rate of doing work. Power is the actual power or the observed power that is corrected to standard conditions of
atmospheric pressure, inlet air temperature, and fuel density.
Rated - The specified value of a characteristic of the engine performance
Regulation - The increase in the speed of an engine that takes place after the full load is removed. Regulation is expressed as a
percentage of full load speed.
Response Check - A measure of the engine's ability to develop increasing torque at a constant speed.
Response Check (Idle Speed) - The engine speed that is specified for the cool down portion of the response check.
Response Check Speed - The constant engine speed that is used to determine the time that is necessary to develop a specific
torque
Response Time - A measure of the time that is required for an engine to develop a specified torque or power
Rotation of Engine - The direction of rotation of the engine flywheel as the flywheel is viewed from the rear of the engine.
Rotational direction is expressed as clockwise rotation or counterclockwise rotation. The rotation of an engine is normally
counterclockwise.
Separate Circuit Aftercooler - A heat exchanger that is used for cooling combustion air that is cooled by a source of water that
is external to the engine
Slobber - Oil or fuel that is discharged with the exhaust gases into the exhaust system
Significant Figures - The number of digits in a number that define the precision of the number
Spark Ignited Engine - For this publication, a spark ignited engine is a gaseous fueled engine.
Specific Fuel Consumption - The fuel rate divided by the power. Corrected specific fuel consumption is the value that is
obtained when the corrected fuel rate is divided by the corrected power.
Stabilized - The steady condition or cyclic condition of a characteristic of engine performance that remains unchanged with time
as the engine is running under a given steady state condition.
Static Fuel System Setting - A setting of the fuel system that is made to obtain the desired fuel rate at a particular operating
point of the engine. The settings are normally made to provide either the fuel rate at full load or the fuel rate at torque check
RPM. The settings are identified as the Static Fuel Setting at full load or the Static Fuel Setting at full torque.
Timing (Diesel) - The angular position of the crankshaft relative to top dead center at the start of injection
Timing (Spark Ignited Engine) - The angular position of the crankshaft relative to top dead center at the start of the spark
plugs being energized.
Tolerances
Top Dead Center (TDC) - The position of the crankshaft as the piston is at the highest position.
Torque - Torque is an effort of twisting. Torque is a measure of the tendency of a force to cause rotation and torque is often
used in engine specifications.
Torque at Torque Check(TC) RPM - The steady state torque that is developed by an engine at the Torque Check Speed .
Torque Check Speed - The speed that is used to check the performance characteristics at low speed of the engine
Valve Lash - The clearance that is set into the valve mechanism to prevent an inlet valve or an exhaust valve from being held
open while the mechanism is hot.
Water Vapor Pressure - The partial pressure of the water vapor in the combustion air that is being supplied to an engine
Appendix I (Fabricated Wiring Harnesses for Electronic Engines)

Additional information for throttle control can be found in Section "Throttle Control".
Throttle Control
Note: Using the throttle pin for throttle control is an option when Cat ET is not available for speed override.
For 9 - pin connectors (Illustration 23), the throttle input is pin h.
For A4 (2 70 pin connectors) and A4 (1 70 pin connector, 1 120 pin connector) ECMs the throttle pin input is J1-66.
For A2 ECMs (2 40 Pin connector), the throttle input is pin 37.
For most the time, the throttle inputs are not used in the hot test cells. The test cells instead use the engine software's desired
engine speed override (ComET UID 0x00040020).
Appendix J: CRS Test Procedure

Required added functionality test for engines with engine-mounted Caterpillar Regeneration System (CRS):
The CRS test is broken into two sections. Section one is to provide verification that the air line, fuel lines, and control valves are
functioning and free from major leaks. Section two is a functional test to ensure that the CRS performs as specified by
Engineering.
CRS Test - Section 1
Section one CRS leak check definition is as follows:
1. Collect a base line from the engine electronics (ECM) for the CRS Air Flow, CRS Pilot Pressure, and CRS Main Pressure
with all control valves closed.
2. Override the CRS Air Control Valve to a constant value and measure the CRS Air Flow to ensure that it climbs above the
base line.
3. Reclose the Air Control Valve and verify the air flow returns to the baseline value.
4. Open only the CRS Fuel Enable Control Valve and verify that the CRS Pilot and Main Pressures do not increase to check
for leaks past the CRS Pilot and Main Valves.
5. Reclose the CRS Fuel Enable Control Valve.
6. Open only the CRS Fuel Pressure Control Valve (Pilot and Main) and verify that the Pilot and Main pressures do not
increase to check for leaks past the CRS Fuel Enable Control Valve.
7. Reclose the CRS Fuel Pressure Control Valve.
Ifanyof the above fail to perform as described, section one is considered failed, and will not allow the CRS performance check to
be run. In addition, if BOTH Fuel Valves fail each independent leak check the engine will be shut down.
CRS Test - Section 2
CRS Performance check definition is as follows:
1. Set the engine to defined load/speed point as defined for the model being tested (split is between Heavy Duty and Mid
Range).
2. Override the CRS System to perform regeneration.
3. Wait for the CRS Flame Detect Temperature and CRS Main Pressure to reach their low limits, then wait an additional 15
seconds for stability to be reached.
4. The Performance check will be aborted after 90 seconds if CRS Flame Detect Temperature or CRS Main Pressure do not
reach their low limits.
5. For heavy-duty applications the CRS Air Purge Pump, if applicable, will always be activated at the end of this check. This
pump will be verified by monitoring the CRS Pilot and Main Pressures during the Nozzle only function with the pump in
High-Speed mode.
6. The following data is collected as pass/fail criteria as part of the production test:
◦ CRS Pilot Pressure
◦ CRS Main Pressure
◦ CRS Air Control Pressure
◦ CRS Flame Detect Temperature
◦ CRS Air Pump Function (Heavy-Duty Only)
In the case of any fuel component repair or replacement to the Caterpillar Regeneration System, a pressurized system leak test
shall be performed prior to complete retest.
Copyright 1993 - 2016 Caterpillar Inc. Tue Jun 14 09:38:22 UTC+0100 2016
All Rights Reserved. k666mw
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Canceled Part Numbers and Replaced Part Numbers

Important Safety Information

Improper operation, lubrication, maintenance or repair of this product

Do not operate or perform any lubrication, maintenance or repair on

This safety alert symbol means:

Your safety is involved.

(2) The engine was assembled properly.

(3) The engine settings are correct.

• combustion gas leakage into the cooling system

• leaks in the exhaust system

• leaks in the air inlet system

Criteria for Retesting Engines

Correction Factors of Engine Performance

1. Cooling water will be the following temperatures.

For Tier IV engines, exhaust back pressure may need to be applied

Engine Speed Control

Mechanical Engine Speed Control

Electronic Engine Speed Control

Engine Test Specifications

Criteria for Evaluating Performance Test Data

84 Low Idle Stability RPM

Static Fuel System Settings

Preparation for the Engine and the Test Cell

Engines through 3400

(2) Install the governor control if necessary.

the adapter for the air hose.

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

3500 and C175 Engines

(2) Install governor control if necessary.

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

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

3600 and C280 Engines

Setting up the Engine in the Test Cell

Engines through 3400

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

(7) Install the timing probe.

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

• Loose parts, missing parts, or damaged parts

3500 and C175 Engines

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

• Loose parts, missing parts, or damaged parts

Engine Checks after Installation into Test Cell

(3) Prime the fuel system.

Test Cell after Installation of the Engine

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

Preparing the Control Console to Run a Test

Performance Test for Electronic Engines

Standard Schedule for Testing an Engine

Auxiliary Power Take-Off

Standard Engine Test Schedule

• Total Barometric Pressure (kPa)

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

• Inlet Air Temperature (DEG C)

• Inlet Air Pressure (kPa)

• Fuel Density (API)

• Inlet Fuel Temperature (DEG C)