70582277 know your cooling system

SEBD0518-09 c 2008 CaterpillarPrinted in U.S.A.

Understanding Cooling Systems . . . . . . . . . . . . . .4Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4Function of Components. . . . . . . . . . . . . . . . . . . . 4Cooling System Temperature . . . . . . . . . . . . . . . . 6

Factors That Affect the Cooling System . . . . . . . .8Sources of Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Oil Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Aftercoolers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Transmission, Marine Transmission, or TorqueConverter Oil Coolers . . . . . . . . . . . . . . . . . . . . . . 9Retarder Coolers . . . . . . . . . . . . . . . . . . . . . . . . . 10Water Cooled Exhaust Manifolds and Water Cooled Turbocharger Shields . . . . . . . . . . . . . . . 10Hydraulic Oil Coolers . . . . . . . . . . . . . . . . . . . . . 10

Safety Recommendations . . . . . . . . . . . . . . . . . . . .11

Cooling System Maintenance . . . . . . . . . . . . . . . .12Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Heat Transfer. . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Protection Against Freezing of the Coolant . . . . 12Corrosion Resistance. . . . . . . . . . . . . . . . . . . . . . 12Scale and Deposits . . . . . . . . . . . . . . . . . . . . . . . 12Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Non-Foaming . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Sediment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Cylinder Wall Pitting . . . . . . . . . . . . . . . . . . . . . 13

Coolant Properties . . . . . . . . . . . . . . . . . . . . . . . . .14Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15Glycol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15Testing Glycol Concentrations . . . . . . . . . . . . . . 16

Coolant Recommendations . . . . . . . . . . . . . . . . . .17

Cat® ELC (Extended Life Coolant) . . . . . . . . . . .19Cat ELC Cooling System Maintenance . . . . . . . 20Cat ELC Extender . . . . . . . . . . . . . . . . . . . . . . . . 20Cat ELC Cooling System Cleaning . . . . . . . . . . 21Changing to Cat ELC . . . . . . . . . . . . . . . . . . . . . 21Cat ELC Cooling System Contamination. . . . . . 22Commercial Extended Life Coolant . . . . . . . . . . 22

Diesel Engine Antifreeze and Coolant Additives .23Cat DEAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23Supplemental Coolant Additive . . . . . . . . . . . . . 23Conventional Coolant/Antifreeze Cooling System Maintenance . . . . . . . . . . . . . . . . . . . . . . 23Cooling Systems with Larger Capacity . . . . . . . 25

Adding at the Initial Fill . . . . . . . . . . . . . . . 25Adding for Maintenance . . . . . . . . . . . . . . . 25

Cleaning of Heavy-Duty Coolant/AntifreezeSystems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26Commercial Heavy-Duty Coolant/Antifreeze and Supplemental Coolant Additive . . . . . . . . . . 26

Water and Supplemental Coolant Additive . . . . .27Cooling Systems with Larger Capacities . . . . . . 28

Adding the Cat SCA to Water at the Initial Fill. . . . . . . . . . . . . . . . . . . . . . . . . . . 28Adding the Cat SCA to Water forMaintenance . . . . . . . . . . . . . . . . . . . . . . . . 28

S•O•S Services Coolant Analysis . . . . . . . . . . . . . .29New, Refilled, or Converted Systems. . . . . . . . . 29Recommended Interval for S•O•S Coolant Sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29S•O•S Coolant Analysis (Level 1) . . . . . . . . . . . 29S•O•S Coolant Analysis (Level 2) . . . . . . . . . . . 29

Caterpillar® Conditioner Elements . . . . . . . . . . .30

Functional Effects . . . . . . . . . . . . . . . . . . . . . . . . . .32

Pitting and Cavitation-erosion . . . . . . . . . . . . . . 33Rust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35Acidity-Alkalinity Imbalance . . . . . . . . . . . . . . . 36Galvanic and Electrolytic Corrosion. . . . . . . . . . 36Scale and Deposit Formation . . . . . . . . . . . . . . . 37Aeration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Coolant-Related Failures . . . . . . . . . . . . . . . . . . . .38Cracked or Warped Cylinder Heads . . . . . . . . . . 38Cylinder Block . . . . . . . . . . . . . . . . . . . . . . . . . . 39Piston Seizure . . . . . . . . . . . . . . . . . . . . . . . . . . . 39Cold Operating Temperatures . . . . . . . . . . . . . . . 40

Service and Periodic Maintenance . . . . . . . . . . . .41Periodic Maintenance . . . . . . . . . . . . . . . . . . . . . 41Troubleshooting Checklist . . . . . . . . . . . . . . . . . 42

Troubleshooting Overheating . . . . . . . . . . . . . . . .43Visual Inspections for Overheating. . . . . . . . . . . 43Cooling System Tests . . . . . . . . . . . . . . . . . . . . . 46Test Water Temperature Regulators . . . . . . . . . . 46Check Air Velocity . . . . . . . . . . . . . . . . . . . . . . . 47Check for Air, Gases, and Steam in the CoolingSystem. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47Check the Cooling System Relief Valve. . . . . . . 48Test During Machine Operation . . . . . . . . . . . . . 48Measure Manifold and Aftercooler Temperatures48Summary of Overheating Problems and Causes 49

Troubleshooting Overcooling . . . . . . . . . . . . . . . .50Engine Overcooling . . . . . . . . . . . . . . . . . . . . . . 50Causes of Overcooling . . . . . . . . . . . . . . . . . . . . 50

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Contents

SEBD0518-09

Reconditioning the Cooling System . . . . . . . . . . .51Cleaning the Outside of a Standard Radiator Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51Cleaning the Outside of a Folded Radiator Core 52Cleaning the Outside of a Multiple Row orAMOCS Radiator . . . . . . . . . . . . . . . . . . . . . . . . 54Cleaning Inside Parts of the Cooling System . . . 54

Components that Affect the Cooling System . . . .56Battery Ground Connections. . . . . . . . . . . . . . . . 56Sea Water Inlet Screens . . . . . . . . . . . . . . . . . . . 56Oil Cooler Cores . . . . . . . . . . . . . . . . . . . . . . . . . 56After Cooler Cores . . . . . . . . . . . . . . . . . . . . . . . 57Radiator Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58Relief Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58Fan Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58Pulleys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58Fan Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . 58Fan Shroud and Baffles. . . . . . . . . . . . . . . . . . . . 58Radiator Mounts . . . . . . . . . . . . . . . . . . . . . . . . . 58Fan Guards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58Water Temperature Regulators . . . . . . . . . . . . . . 58Hoses and Clamps. . . . . . . . . . . . . . . . . . . . . . . . 59Temperature Gauges . . . . . . . . . . . . . . . . . . . . . . 59Water Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59Cylinder Heads . . . . . . . . . . . . . . . . . . . . . . . . . . 60Cylinder Block . . . . . . . . . . . . . . . . . . . . . . . . . . 61Cylinder Liners . . . . . . . . . . . . . . . . . . . . . . . . . . 61Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 61

Cooling System Maintenance Products . . . . . . . .62Cat ELC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62Supplemental Coolant Additive . . . . . . . . . . . . . 62Supplemental Coolant Additive Elements . . . . . 62Antifreeze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63Cooling System Cleaners . . . . . . . . . . . . . . . . . . 63

Coolant Sampling Tools . . . . . . . . . . . . . . . . . . . . .64Fluid Sampling Bottle Kit. . . . . . . . . . . . . . . . . . 64Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 64Probe Adapter Groups. . . . . . . . . . . . . . . . . . . . . 65

Coolant Condition Test Tools . . . . . . . . . . . . . . . .66Cat ELC Dilution Test Kit . . . . . . . . . . . . . . . . . 66Coolant Condition and Ethylene GlycolTest Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66Coolant Condition Test Kit . . . . . . . . . . . . . . . . . 66Coolant/Battery Tester . . . . . . . . . . . . . . . . . . . . 67

Temperature Testing Tools . . . . . . . . . . . . . . . . . .68Infrared Thermometer (High Temp) . . . . . . . . . . 68Infrared Thermometer . . . . . . . . . . . . . . . . . . . . . 68Multimeter with Infrared Thermometer . . . . . . . 68Digital Thermometer Group . . . . . . . . . . . . . . . . 69

Thermocouple Temperature Adapter . . . . . . . . . 69Recorder Group. . . . . . . . . . . . . . . . . . . . . . . . . . 69Thermometers . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

Air Flow Test Tool . . . . . . . . . . . . . . . . . . . . . . . . .70Multitach II Tool Group . . . . . . . . . . . . . . . . . . . 70Blowby/Air Flow Indicator. . . . . . . . . . . . . . . . . 70

Pressure Test Tools . . . . . . . . . . . . . . . . . . . . . . . . .71Pressurizing Pump . . . . . . . . . . . . . . . . . . . . . . . 71Pressure Probe. . . . . . . . . . . . . . . . . . . . . . . . . . . 71Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . 71Digital Pressure Indicator . . . . . . . . . . . . . . . . . . 71Engine Pressure Group . . . . . . . . . . . . . . . . . . . . 72

Leak Detection Tool . . . . . . . . . . . . . . . . . . . . . . . .73Ultraviolet Lamp Group . . . . . . . . . . . . . . . . . . . 73

Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74Hood and Engine Enclosures . . . . . . . . . . . . . . . 74Abrasion Resistant Grid for Radiators and Ejector-type Fans . . . . . . . . . . . . . . . . . . . . . . . . 74Crankcase Guards . . . . . . . . . . . . . . . . . . . . . . . . 75Reversible Fan. . . . . . . . . . . . . . . . . . . . . . . . . . . 75Hinged Radiator Guard . . . . . . . . . . . . . . . . . . . . 76Coolant Flow Indicators . . . . . . . . . . . . . . . . . . . 76Jacket Water Heater . . . . . . . . . . . . . . . . . . . . . . 76

Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77

Reference Material Available . . . . . . . . . . . . . . . .77

ForewordDiesel engine manufacturers have increased engineoperating temperatures to improve engine efficiency.This increase in temperature means proper coolingsystem maintenance is especially important.Overheating, overcooling, pitting, cavitation-erosion,cracked heads, piston seizures, and plugged radiatorsare classic cooling system failures.

Proper coolant selection and maintenance are yourchoice, and coolant is vital to successful engineservice life. In fact, coolant is as important as thequality of your fuel and lubricating oil.

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

NOTE: Always check the latest ServiceInformation for updates to ensure that the mostcurrent specifications and test procedures are used.

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Contents

SEBD0518-09

SEBD0518-09

Proper cooling system design and maintenance is animportant part of the satisfactory operation and servicelife of an engine. Understanding how the coolingsystem works can help reduce owning and operatingcosts.

Function

The temperature of burning fuel in Caterpillar Enginescan reach 1927° C (3,500° F). However, only about33% of this total heat is converted into crankshafthorsepower. Approximately 30% is expelled throughexhaust, while another 7% is radiated directly into theatmosphere from engine surfaces. The remaining 30%must be dissipated through a carefully designedcooling system.

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

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

Other components that transfer heat to the coolantinclude:

• transmission oil coolers • hydraulic oil coolers • aftercoolers • water-cooled exhaust manifolds• water-cooled turbocharger shields and housings • marine gear oil coolers • torque converter/retarder coolers

The cooling system has a direct effect on the operationand service life of the engine. Overheating orovercooling can result from the following conditions:

• The cooling system is not the correct size • Poor maintenance of the cooling system • Incorrect operation of the engine

Overheating or overcooling can shorten the engineservice life. Overheating or overcooling can also causepoor engine performance. Find the cause of anyproblem in the cooling system and correct the problemimmediately.

Thus, the function of the cooling system is to removethe proper amount of heat to keep the engine runningat correct operating temperatures. This function isvital to the operation of an internal combustion engine.

Function of Components

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

Figure 2 shows the basic components of most coolingsystems. These basic components are: coolant, thewater pump, the engine oil cooler, water temperatureregulators in the thermostat housing, the fan, and theradiator. In normal operation, the water pump pushescoolant through the engine oil cooler and into thecylinder block. The coolant then flows through thecylinder block and into the cylinder head or headswhere it flows to the hot areas of the cylinder head.After flowing through the cylinder head or heads, thecoolant goes into the thermostat housing.

When the engine is cold, the temperature regulatorsprevent the flow of coolant to the radiator and directthe coolant back to the water pump. As thetemperature of the coolant becomes warmer, thetemperature regulators begin to open and permit someflow of coolant to the radiator.

The regulator opens to maintain the correct enginetemperature. The amount that the regulator opens andthe percent of coolant flow to the radiator depends onthe temperature of the coolant that in turn isdetermined by the load on the engine and the outsideair temperature.

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Understanding Cooling Systems

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Fig. 1: Proportional amount of heat dissipated from engine.

The fan pushes or pulls air through the radiator andaround the tubes and fins that go from the top to thebottom of the radiator. (Some machines, such as lifttrucks and highway trucks, can have cross flowradiator cores.)

When the hot coolant goes through the tubes in theradiator, the flow of air around the tubes and finslowers the temperature of the coolant. The coolantthen flows back through the water pump.

In many applications, there are other components thattransfer heat to the coolant. These components can beaftercoolers, water cooled exhaust manifolds, watercooled turbocharger shields and housings, transmissionoil coolers, torque converters, and marine transmissionoil coolers.

In some cooling systems, a shunt line is used tomaintain a positive water pressure at the water pumpinlet. The shunt line also provides a path for filling thecooling system.

Some cooling systems use a radiator cap that seals theopening in the top tank or overflow tank and limits thepressure in the cooling system. Other cooling systemshave a separate pressure relief valve to limit thepressure in the cooling system.

An orifice may be used between the thermostat and theradiator top tank for flow balance. If your coolingsystem is equipped with this system, it must not bechanged or removed.

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

In heat exchanger cooling systems, an expansion tankand heat exchanger perform the same function as theradiator. However, instead of transferring heat into theair, a heat exchanger system transfers coolant heat toan external water supply. In marine applications, akeel or skin cooler is used as an outboard heatexchanger. This cooler is either attached to thesubmerged part of a vessel's hull or built as part of thehull.

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Fig 2: Typical Cooling System.

JacketWaterInlet

Connection

HeatExchanger

ExpansionTank

Jacket WaterOutlet Connection

Jacket WaterPump

WaterIntake

FiltersAuxiliaryPump

Fig. 3: Schematic of typical heat exchanger cooling system.

1

23

4

5

6

7

89 10

11

12

10

10 10

1. turbocharger 7. keel cooler2. aftercooler, jacket water cooled 8. bypass filter3. jacket water outlet connection 9. duplex full-flow strainer4. jacket water inlet connection 10. shut-off valve5. expansion tank 11. auxiliary expansion tank6. jacket water pump 12. flexible connection

Fig. 4: Schematic of typical keel cooler cooling system.

Some machines use other cooler cores (radiators) tolower the temperature of transmission oil, hydraulic oilor air conditioning refrigerant. In most cases, the coresare upstream of the air flow to the radiator to get thecoolest air. The additional cores increase thetemperature of the air that passes through the radiatoras well as increase the resistance to air flow. Theadditional cores also make it more difficult tothoroughly clean the radiator core. Recent designchanges on some machines allow these additionalcores to be easily swung to the side to allow betteraccess to clean the radiator core.

Cooling System Temperature

Cooling systems are designed to keep an engineoperating within a desired temperature range. Thetemperature of the coolant must remain high to allowthe engine to operate efficiently. However, thetemperature must stay low enough to prevent thecoolant from boiling.

A cooling system regulates temperature by transferringheat from the engine to the coolant and, eventually,into the air (or external water supply). How quicklythe system transfers heat from the coolant into the airdirectly affects the system's temperature. This rate ofheat transfer at the radiator depends on many differentfactors.

A major factor of heat transfer is the differencebetween the temperature of coolant inside the radiatorand the temperature of surrounding air. When thedifference between coolant temperature and ambienttemperature increases, the rate of heat transferincreases. Alternatively, when this temperaturedifferential decreases, the rate of heat transfer declines.

If the coolant starts to boil or steam, coolant is pushedout of the radiator's pressure relief valve. This actionlowers the level of coolant and leads to engine overheating. Once overheating begins, continuedoperation only worsens the condition.

Three factors can change the boiling temperature ofthe coolant.

• The amount and type of coolant • The pressure in the cooling system • The altitude or barometric pressure

Increasing the pressure of the cooling system raises theboiling point of the coolant. For this reason, mostcooling systems are designed to operate underpressure. The maximum amount of pressure iscontrolled by a valve in the radiator cap or thepressure relief valve.

A higher altitude causes a lower boiling point. Figure5 shows the relationship of the altitude and thepressure in the cooling system with the boiling point.This chart is for water with no coolant.

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

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Fig 5: Pressure/temperature chart.

Fig 6: Coolant boiling point concentration chart.

Along with altitude and pressure, the type and theamount of coolant that is added to water also changesthe boiling point. The boiling point is higher withhigher concentrations of ethylene glycol in water whencompared to propylene glycol based antifreeze inwater. However, ethylene glycol is less effective thanwater at transferring heat. Use the correctconcentration of ethylene glycol because of the effectson boiling point and heat transfer.

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The rate of heat transfer from the radiator to the air isdirectly related to the difference between the coolantand air temperatures. High ambient air temperaturecauses the coolant temperature to be higher. Airdensity decreases as the altitude increases. Therefore,the rate of heat transfer to the air will decrease as thealtitude increases. Because of this, higher altitudescause higher coolant temperatures. However, ambientair temperatures normally decrease at higher altitudes,so the effects often counterbalance one another.

Sources of Heat

Operation of the machine in an overload condition canalso cause overheating. The correct selection of gearsis very important. If the machine is operated for a longperiod in a speed range that is near the stall speed ofthe torque converter, the cooling system can overheat.Under such conditions a large amount of heat isgenerated by the engine and/or torque converter whilethe speed of the fan and water pump are decreased.

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

Cooling systems are generally designed to maintainproper operating temperature of the engine at full loadconditions. If the load is increased with a drop in therpm of the engine or if the rpm of the engine isdecreased with no change in the load, the coolingsystem can overheat. In many applications, the coolingsystem must absorb heat from several other sources.Among those sources are: Engine Oil Coolers,Aftercoolers, Transmission or Torque Converter OilCoolers, Retarder Coolers, Water Cooled ExhaustManifolds, Water Cooled Turbocharger Shields, andHydraulic Oil Coolers.

Oil Coolers

Many engines, especially engines with turbochargers,have engine oil coolers. Most of the heat in the oilcomes from oil that is sprayed on the bottom side ofthe pistons. The coolant must absorb enough heat inthe oil cooler to prevent the oil from overheating. Hightemperature of pistons is caused by high inlet airtemperatures, wrong injection timing, incorrect fuelsettings, or low turbocharger boost, all of whichincrease the temperature of the oil.

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Factors That Affect the Cooling System

SEBD0518-09

Fig. 7: Typical engine oil cooler.

Aftercoolers

The air at the outlet of the turbocharger is at a highertemperature than the air at the inlet of theturbocharger. Some engines have an aftercooler tolower the temperature of turbocharger outlet air.Coolant is used in many aftercoolers to absorb the heatfrom the turbocharged air. If the aftercooler core hasdirt or oil in it, the coolant cannot absorb as much heatas it does normally. This can raise piston temperatureand lower engine horsepower.

Transmission, Marine Transmission or TorqueConverter Oil Coolers

The operation of transmissions, marine transmissions,and torque converters generates heat. Most of the heatin transmissions and marine transmissions is caused bythe churning of oil. Normally, the amount of heat willincrease with load, because some heat is generated bygears meshing. For torque converters, much of the heatis caused by shearing of oil between moving parts. Thegreatest amount of heat is generated when the torqueconverter operates near stall speed. A significantamount of heat is also generated in the torqueconverter when the machine runs at high speed withno load - usually downhill.

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Fig. 8: One type of aftercooler. Fig. 9: Typical transmission oil cooler.

Retarder Coolers

Some machines have a retarder that can be used tohelp slow the machine on a downslope. Use of thisretarder causes heat in the retarder oil. It is importantthat proper engine speed and transmission speed rangeare used when using the retarder.

Water Cooled Exhaust Manifolds and WaterCooled Turbocharger Shields

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

Hydraulic Oil Coolers

Some machines have hydraulic oil coolers. Generally,these are radiator-type coolers. On some machines, thecooler core is between the fan and the radiator. The airmust pass through the cooler before it goes through theradiator. If the hydraulic oil overheats, so can thecooling system. Hot hydraulic oil is normally theresult of a cycle time that is too rapid, the relief valvepressure set too low or exceeded, or the hydraulicsystem operated in an overload condition.

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Fig 11: Water cooled turbocharger.

Fig 12: Hydraulic oil coolers.Fig. 10: Combination retarder/transmission oil cooler.

Always wear eye protection when you perform anyservice work on a cooling system.

Release the pressure in the cooling system beforeperforming any service work. If the pressure in thecooling system is not released or the temperature ofthe system is not permitted to cool, steam or hot watermay be released when you remove the radiator cap.This may cause personal injury. To release the pressurein a cooling system, let the system cool, put a heavycloth over the cap and loosen it SLOWLY.

• Do not allow undiluted corrosion inhibitors ordiluted/undiluted radiator cleaners to come in contactwith the skin or eyes.

• Do not use chromate corrosion inhibitors or anyother cooling tower treatment chemistries in anengine cooling system. The use of these inhibitors inthe cooling system can produce deposits that willlead to poor heat transfer.

• Always follow the manufacturer's instructions whenhandling corrosion inhibitors, radiator cleaners, orantifreeze. Be especially sure to follow themanufacturer's recommendations concerning toxicity.

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

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

• Do not operate a machine or perform any servicework around the area of the fan with the fan guardsremoved. Moving fan blades can cause personalinjury. Moreover, anything that may fall into amoving fan can be thrown out with force.

• Do not work near fan belts with the engine running.

• Do not attempt to tighten any hose clamps while thecooling system is hot or under pressure. If there is afailure of the hose clamp when it is tightened, asudden loss of hot coolant or steam could result.

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Safety Recommendations

SEBD0518-09

Fig. 13: Care must be taken during removal of the radiator cap.

Coolant

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

Heat Transfer

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

A coolant mixture of 50% ethylene glycol, which has aspecific heat of .880, and 50% water, will increase theatmospheric boiling temperature of the mixture toapproximately 107°C (225°F). The heat transfer of anethylene glycol mixture is less than the heat transfer ofwater. The temperature at which the glycol mixturewill boil is higher. This means some loss in coolingcapability is recovered by obtaining a highertemperature in the radiator top tank without loss ofcoolant because of boiling.

Protection Against Freezing of the Coolant

The best protection against coolant freezing is thecorrect mixture/ratio of the coolant. Use the correctmixture/ratio of ethylene glycol and water or thecorrect mixture/ratio of propylene glycol and water asa coolant. The most common antifreezes that areavailable use ethylene glycol to provide freezeprotection.

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

Corrosion Resistance

The coolant must prevent the formation of rust andpits in the engine and other components. Since allwater can cause corrosion, water should not be usedalone. Any type of water is unacceptably corrosivewhen corrosion inhibitors or antifreeze are not added.

Always add Cat SCA (Supplemental CoolingAdditive), or equivalent to the water antifreezemixture at the time of the initial fill of the coolingsystem. [Adding Cat SCA is not necessary when usingCat ELC (Extended Life Coolant) or Cat DEAC(Diesel Engine Antifreeze/Coolant). The Caterpillarformula in these products includes all necessaryinhibitors for initial fill.]

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

NOTE: Conventional Coolants DO require periodicadditions of SCA to maintain cooling systemprotection.

Water alone is corrosive. If water alone is used (notrecommended), it is extremely important that Cat SCAbe added. Refer to this publication, "Water andSupplemental Coolant Additive" topic.

Scale and Deposits

The general characteristics of the water used as acoolant determine scale and deposit formations. It isimpossible to inhibit "poor" water completely so as tomake it usable as a coolant mixture. The water must bepretreated.

Compatibility

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

Non foaming

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

Sediment

The coolant must be clear and not have mud or an oilresidue in it.

- 12 -

Cooling System Maintenance

SEBD0518-09

Cylinder Wall Pitting

Proper cooling system maintenance helps to controlcylinder wall pitting. Cylinder wall pitting is the resultof the combined action of cavitation-erosion andcorrosion. Essentially, during the normal course ofengine operation, the cylinder wall flexes causingsmall air bubbles to form on the coolant side of thewall. Cavitation occurs when these bubbles break orimplode and remove the cylinder wall's protectiveoxide film. Once this film is removed, corrosion is freeto develop and eventually the cylinder wall surfacedeteriorates.

Erosion-corrosion is a combination of mechanical andchemical or electrochemical action that causecorrosion. Cavitation is a particular type of erosion-corrosion and a common cause of cylinder wallpitting.

Cylinder wall pitting can be controlled if the coolingsystem is regularly replenished with Cooling SystemConditioner. If, however, conditioner is not added atthe proper intervals (see page 24) and in the correctquantities, pitting will worsen, ultimately allowingcoolant to penetrate the combustion chamber andcause major engine damage.

- 13 - SEBD0518-09

General Coolant Information

Clean the cooling system for the following reasons:

• Contamination of the cooling system• Overheating of the engine• Foaming of the coolant

NOTE: Air pockets can form in the cooling system ifthe cooling system is filled at a rate that is greater than20 L (5 US gal) per minute.

After you drain the cooling system, and after you refillthe cooling system, operate the engine. Operate theengine without the filler cap until the coolant levelstabilizes. Ensure that the coolant is maintained to theproper level.

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

These failures can be avoided with proper coolingsystem maintenance. Cooling system maintenance isas important as maintenance of the fuel system and thelubrication system. Quality of the coolant is asimportant as the quality of the fuel and the lubricatingoil.

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

Water

Water is used in the cooling system in order to transferheat.

Distilled water or deionized water is recommendedfor use in engine cooling systems.

- 14 -

Coolant Properties

SEBD0518-09

NOTICEThese recommendations are subject to changewithout prior notice. Contact your local CaterpillarDealer for the most up to date recommendations.

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

NOTICEIf the engine is to be stored in, or shipped to anarea with below freezing temperatures, the coolingsystem must be either protected to the lowestoutside temperature or drained completely toprevent damage caused by freezing coolant.

NOTICEFrequently check the specific gravity of the coolant forproper freeze protection or for anti-boil protection.

NOTICENever operate an engine without water temperatureregulators in the cooling system. Watertemperature regulators help to maintain the enginecoolant at the proper operating temperature.Cooling system problems can develop withoutwater temperature regulators. Removing theregulators allows some coolant to bypass theradiator, potentially causing overheating.

NOTICE

Never use water alone without SupplementalCoolant Additives (SCA) or without inhibitedcoolant. Water alone is corrosive at engine operatingtemperatures. Water alone does not provideadequate protection against boiling or freezing.

NOTICE

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

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

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

For a water analysis, consult one of the followingsources:

• Caterpillar dealer• Local water utility company• Agricultural agent• Independent laboratory

Additives

Additives help to protect the metal surfaces of thecooling system. A lack of coolant additives orinsufficient amounts of additives enable the followingconditions to occur:

• Corrosion• Formation of mineral deposits• Rust• Scale• Pitting and erosion from cavitation• Foaming of the coolant

Many additives are depleted during engine operation.These additives must be replaced periodically. Thiscan be done by adding SCA (Supplemental CoolantAdditives) to Cat DEAC (Diesel EngineAntifreeze/Coolant) or by adding Cat ELC Extender toCat ELC (Extended Life Coolant).

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

• Formation of gel compounds• Reduction of heat transfer• Leakage of the water pump seal• Plugging of radiators,coolers,and small passages

Glycol

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

• Boiling• Freezing• Water pump cavitation (ATAAC equipped engines)

For optimum performance, Caterpillar recommends a1:1 mixture of a water/glycol solution.

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

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

- 15 - SEBD0518-09

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Most conventional heavy-duty coolant/antifreezes useethylene glycol. Propylene glycol may also be used. Ina 1:1 mixture with water, ethylene and propyleneglycol provide similar protection against freezing andboiling. See Figures 15 and 16.

NOTE: Propylene glycol coolant that is used in thecooling systems for Caterpillar diesel engines mustmeet "ASTM D6210-04," "Fully-Formulated Glycol-Based Engine Coolant for Heavy-DutyEngines." When propylene glycol coolant is used inheavy-duty diesel engines, a regular addition of SCAis required for protection against liner cavitation.Consult your Caterpillar dealer for additionalinformation.

Testing Glycol Concentration

To check the concentration of glycol, use the 245-5829Coolant/Battery Tester/Refractometer. The tester givesreadings that are immediate and accurate in bothdegrees Celsius and degrees Fahrenheit. The tester canbe used with ethylene or propylene glycol.

- 16 - SEBD0518-09

Fig. 15: Ethylene Glycol Concentration Chart.

NOTICEDo not use propylene glycol in concentrations thatexceed 50 percent glycol because of propylene glycol'sreduced heat transfer capability. Use ethylene glycolin conditions that require additional protectionagainst boiling or freezing. Do not use ethylene glycolin concentrations that exceed 60 percent glycol.

Fig. 16: Propylene Glycol Concentration Chart.

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The following two types of coolants may be used inCaterpillar diesel engines.

Preferred – Cat ELC (Extended Life Coolant) or acommercial extended life coolant that meets theCaterpillar EC-1 specification

Acceptable – Cat DEAC (Diesel EngineAntifreeze/Coolant) or a commercial heavy-dutycoolant/antifreeze that meets "ASTM D4985" or"ASTM D6210" specifications

Caterpillar recommends a 1:1 mixture of water andglycol. This mixture of water and glycol will provideoptimum heavy-duty performance as acoolant/antifreeze.

NOTE: Cat DEAC does not require a treatment withan SCA at the initial fill. However, a commercial heavy-duty coolant/antifreeze that only meets the"ASTM D4985" specification WILL require atreatment with an SCA at the initial fill. A commercialheavy-duty coolant/antifreeze that meets the "ASTMD6210" specifications will NOT require a treatmentwith an SCA at the initial fill. Read the label or theinstructions that are provided by the manufacturer ofthe commercial heavy-duty coolant/antifreeze.

NOTE: These coolants WILL require a treatment witha supplemental coolant additive on a maintenancebasis.

In stationary engine applications and marine engineapplications that do not require anti-boil protection orfreeze protection, a mixture of supplemental coolantadditive and water is acceptable. Caterpillarrecommends a six percent to eight percentconcentration of Cat SCA in those cooling systems.Distilled water or deionized water is preferred. Ifdistilled water or deionized water is not available, usewater that meets or exceeds the minimum acceptablewater requirements listed in Figure 14.

- 17 -

Coolant Recommendations

SEBD0518-09

NOTICE Do not use a commercial coolant/antifreeze that onlymeets the "ASTM D3306" specification. This type ofcoolant/antifreeze is made for light duty automotiveapplications.

Use only the coolant/antifreeze that is recommended.

NOTICE

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

Fig. 19: Coolant Service Life Chart.

NOTE: These coolant changes are only achievablewith the annual S•O•S Services Level 2 coolantsampling and analysis.

Cat ELC can be recycled into conventional coolants.

NOTE: Caterpillar recommends a minimum of 30 percent glycol in diesel engine cooling systems.Refer to engine specific Operation and MaintenanceManuals for exceptions.

Containers of several sizes are available.

- 18 - SEBD0518-09

Fig. 20: Coolant Part Numbers Chart.

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Recommended Coolant/Antifreeze forCaterpillar Gas Engines

NOTICE

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

ELC was not formulated for use in Caterpillar GasEngines.

Use only the coolant/antifreeze that isrecommended.

Preferred - Caterpillar Natuaral Gas Engine Coolant(NGEC).

Alternatively, use Caterpillar Diesel EngineAntifreeze/Coolant (DEAC) or a commercail heavy-duty coolant/antifreeze that meets "ASTM D6210" orASTM D4985" specifications.

The preferred coolant antifreeze can contain eitherethylene glycol or propylene glycol. Thecoolant/antifreeze must be low in silicates. Thecoolant/antifreeze must be mixed with water thatmeets the properties that are listed in the table in the"General Coolant Information" topic. Thecoolant/antifreeze must also have the correctconcentration of Supplemental Coolant Additive(SCA).

NOTICE

Do not use a commercial coolant/antifreeze thatonly meets the STM "D3306" specification. Thistype of coolant/antifreeze is made for light dutyautomotive applications.

Use only the coolant/antifreeze that isrecommended.

Caterpillar provides Cat ELC for use in the followingapplications:

• Heavy-duty diesel engines• Automotive applications

When Cat ELC is compared to conventional coolantsthe Cat ELC anti-corrosion package is based on atotally different additive system. Cat ELC has beenformulated with the correct amounts of additives inorder to provide superior corrosion protection for allmetals that are in engine cooling systems.

Cat ELC extends the service life of the coolant to12000 service hours or six years. Cat ELC does notrequire a frequent addition of a SCA (SupplementalCoolant Additive). An Extender is the only additionalmaintenance that is needed at 6000 service hours orone half of the ELC service life.

Cat ELC is available in a 1:1 premixed coolingsolution with distilled water. The Premixed ELCprovides freeze protection to -37°C (-34°F). ThePremixed ELC is recommended for the initial fill ofthe cooling system. The Premixed ELC is alsorecommended for topping off the cooling system.

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

See Page 18 for available quantities and part numbers.

NOTE: Caterpillar developed the EC-1 specification.The EC-1 specification is an industry standard. TheEC-1 specification defines all of the performancerequirements that are needed for an engine coolant tobe sold as an extended life coolant for Caterpillarengines. Cat ELC can be used in most OEM enginesof the following types: diesel and gasoline. Cat ELCmeets the performance requirements of "ASTM D4985" and "ASTM D6210" for heavy-dutylow silicate antifreeze/coolants, but does not requiretreatment with conventional SCA. Cat ELC also meetsthe performance requirements of "ASTM D3306" for automotive applications.

- 19 -

Cat ELC (Extended Life Coolant)

SEBD0518-09

SEBD0518-09

Cat ELC Cooling System Maintenance

NOTICEUse only Caterpillar products or commercialproducts that have passed Caterpillar’s EC-1specification for pre-mixed or concentratedcoolants.

Use only Cat ELC Extender with Cat ELC.

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

Do NOT mix brands or types of coolant. Do NOTmix brands or types of SCA. Different brands ortypes may use different additive packages to meetthe cooling system requirements. Different brandsor types may not be compatible.

Failure to follow the recommendations can reducecooling system components life unless appropriate corrective action is performed.

In order to maintain the correct balance between theantifreeze and the additives, you must maintain therecommended concentration of ELC. Lowering theproportion of antifreeze lowers the proportion of additive. This will lower the ability of the coolant toprotect the system from pitting, from cavitation, fromerosion, and from deposits.

During daily maintenance, use the premixed Cat ELCas a cooling system top-off. This action will bring thecoolant up to the proper level. Check the specificgravity of the coolant system with the 245-5829Coolant/Battery Tester/Refractometer. This tester givesreadings that are immediate and accurate in bothdegrees Celsius and degrees Fahrenheit. Use Cat ELCConcentrate to restore the proper glycol concentrationin the coolant system. This action should be donebefore the engine is exposed to freezing temperatures.

NOTICEDo not use a conventional coolant to top-off acooling system that is filled with Cat ELC.

Do not use standard conventional SCA or an SCAmaintenance element. Only use Cat ELC Extenderin cooling systems that are filled with Cat ELC.

Cat ELC Extender

Cat ELC Extender is added to the cooling systemhalfway through the Cat ELC service life. Treat thecooling system with Cat ELC Extender at 6000 hoursor one half of the coolant service life. A 119-5152Container (0.946 L) (1 qt.) or a 210-0786 Container(3.79L) (1 gal) of Cat ELC Extender are available forconvenient use. Containers are available in metric litersizes. Consult your Caterpillar dealer for the partnumbers.

Use the formula in Figure 21 to determine the properamount of Cat ELC Extender for your cooling system.Refer to Operation and Maintenance Manual, "RefillCapacities and Recommendations" in order todetermine the capacity of the cooling system.

NOTICEWhen using Cat ELC, do not use conventionalSCA’s or SCA maintenance elements. To avoid SCAcontamination of an ELC system, remove the SCAelement base and plug off or by-pass the coolantlines.

- 20 -

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Fig. 22: Example for using Formula for Adding Cat ELCExtender to Cat ELC.

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SEBD0518-09

Cat ELC Cooling System Cleaning

NOTE: If the cooling system is already using CatELC, cleaning agents are not required to be used at thespecified coolant change interval. Cleaning agents areonly required if the system has been contaminated bythe addition of some other type of coolant or bycooling system damage.

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

Cat ELC can be recycled into conventional coolants.The drained coolant mixture can be distilled in orderto remove the ethylene glycol and the water. Theethylene glycol and the water can be reused. Thisdistilled material does not contain the additives thatare required to be classified as either Cat ELC or CatDEAC. Consult your Caterpillar dealer for moreinformation.

After the cooling system is drained and after thecooling system is refilled, operate the engine while thecooling system filler cap is removed. Operate theengine until the coolant level reaches the normaloperating temperature and until the coolant levelstabilizes. As needed, add the coolant mixture in orderto fill the system to the proper level.

Changing to Cat ELC

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

NOTICECare must be taken to ensure that fluids arecontained during performance of inspection,maintenance, testing, adjusting, and repair of theproduct. Be prepared to collect the fluid withsuitable containers before opening anycompartment or disassembling any componentcontaining fluids.

Refer to Special Publication, NENG2500,"Caterpillar Dealer Service Tool Catalog" and toSpecial Publication , GECJ0001 "Cat Shop Suppliesand Tools" guide for tools and supplies suitable tocollect and contain fluids on Caterpillar products.

Dispose of all fluids according to local regulationsand mandates.1. Drain the coolant into a suitable container.2. Dispose of the coolant according to local

regulations.

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

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

5. Use Caterpillar cleaner for cooling systems inorder to clean the system. Follow the instructionon the label.

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

NOTE: Deposits that remain in the system may beloosened and removed by the Cat ELC.

7. In systems with heavy deposits, it may benecessary to disconnect the hoses. Clean thedeposits and debris from the hoses and the fittings.Install the hoses and tighten the hose fittings.Refer to Specifications, SENR3130, "TorqueSpecifications" for the proper torques. Pipe threadsmay also need to be cleaned and sealed. Seal thethreads with 5P-3413 Pipe Sealant.

8. Fill the cooling system with clean water andoperate the engine until the engine is warmed to49°C to 66°C (120°F to 151°F).

- 21 -

NOTICEImproper or incomplete rinsing of the coolingsystem can result in damage to copper and othermetal components.

To avoid damage to the cooling system, make sureto completely flush the cooling system with clearwater. Continue to flush the system until all signsof the cleaning agent are gone.

NOTICEDo not leave an empty SCA maintenance elementon a system that is filled with ELC.

The element housing may corrode and leak causingan engine failure.

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

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

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

11. Fill the cooling system with Cat ELC.12. Operate the engine until the engine is warmed.

While the engine is running, inspect the engine forleaks. Tighten hose clamps and connections inorder to stop any leaks.

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

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

Cat ELC Cooling System Contamination

Cat ELC cooling systems can withstand contaminationto a maximum of ten percent of conventional heavy-duty coolant/antifreeze and/or SCA before theadvantages of Cat ELC are reduced. If thecontamination exceeds ten percent of the total systemcapacity, perform ONE of the following procedures:

• If cooling system contamination is caused by cooling system damage, follow the proceduresunder the "Changing to Cat ELC" heading. Alsofollow the procedures under the "Changing to CatELC" heading if the engine has been operated sincebeing contaminated with more than ten percentconventional heavy-duty coolant/antifreeze and/orSCA. Certain types of cooling systemcontamination may require cooling system tear-down and manual cleaning of systemcomponents.

• If the cooling system is contaminated with morethan ten percent conventional heavy-dutycoolant/antifreeze and/or SCA, but the enginehasn't been operated, drain the cooling system intoa suitable container. Dispose of the coolantaccording to local regulations. Thoroughly flush thesystem with clean water. Fill the system with Cat ELC.

• Maintain the system as a conventional DEAC(Diesel Engine Antifreeze/Coolant) or otherconventional coolant. If the SCA concentration isless than three percent, treat the system with anSCA. Maintain three to six percent SCAconcentration in the coolant. Change the coolant atthe interval that is recommended for Cat DEAC orat the interval that is recommended for theconventional commercial coolants."

Commercial Extended Life Coolant

If Cat ELC is not used, then select a commercialextended life coolant that meets the Caterpillarspecification of EC-1 and the "ASTM D6210"specification. Do not use an extended life coolant thatdoes not meet the EC-1 specification. Follow themaintenance guide for the coolant from the supplier ofthe commercial extended life coolant. Follow theCaterpillar guidelines for the quality of water and thespecified coolant change interval.

- 22 - SEBD0518-09

NOTICEMixing ELC with other products reduces the effectiveness of the ELC and shortens the ELC service life. Use only Caterpillar products orcommercial products that have passed theCaterpillar EC-1 specification for premixed orconcentrate coolants. Use only Cat ELC Extenderwith Cat ELC. Do NOT mix brands or types ofcoolants. Failure to follow these recommendationscan result in shortened cooling system componentlife.

NOTICEThe cooling system cleaner must be thoroughlyflushed from the cooling system. Cooling systemcleaner that is left in the system will contaminatethe coolant. The cleaner may also corrode thecooling system.

Cat DEAC (Diesel Engine Antifreeze/Coolant)

Caterpillar recommends using Cat DEAC for coolingsystems that require a high performance conventionalheavy-duty coolant/antifreeze. Cat DEAC is analkaline single-phase ethylene glycol type antifreezethat contains corrosion inhibitors and antifoam agents.

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

Containers of several sizes are available. See page 18for available quantities and part numbers.

If concentrated Cat DEAC is used, Caterpillarrecommends mixing the concentrate with distilledwater or with deionized water. If distilled water ordeionized water is not available, use water which hasthe required properties. For the water properties seethis publication, "General Coolant Information."

NOTE: The concentrated Cat DEAC and therecommended water must be thoroughly mixed priorto filling the cooling system.

Supplemental Coolant Additive

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

• Corrosion• Formation of mineral deposits• Cavitation erosion of the cylinder liners• Foaming of the coolant

Cat DEAC is formulated with the correct level of Cat SCA. When the cooling system is initially filledwith Cat DEAC, adding more Cat SCA is notnecessary until the concentration of Cat SCA has beendepleted. To ensure that the correct amount of CatSCA is in the cooling system, the concentration of CatSCA must be tested on a scheduled basis. Refer to thespecific engine’s Operation and Maintenance Manual,"Maintenance Interval Schedule" (MaintenanceSection).

Cat SCA maintenance elements and containers of Cat SCA are available in several sizes. See page 24 foravailable quantities and part numbers.

NOTE: Do not exceed six percent maximumconcentration of SCA.

Conventional Coolant/Antifreeze Cooling SystemMaintenance

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

Caterpillar engine cooling systems should be tested at250 hour intervals or at the PM level 1 intervals forthe concentration of Supplemental Coolant Additive(SCA). SCA test kits are available from yourCaterpillar dealer. Test the concentration of SCA orsubmit a coolant sample to your Caterpillar dealer at250 hour intervals or at the intervals for PM Level 1.Refer to this publication "S·O·S Services CoolantAnalysis" for more information on this topic.

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

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

Figure 23 also lists additions of supplemental coolantadditive for liquid and for maintenance elements at250 hour intervals or at the intervals for PM Level 1.The additions are required for Cat DEAC and forcommercial coolant/antifreezes.

NOTE: Conventional heavy-duty coolant/antifreezeof all types REQUIRE periodic additions of SCA.

- 23 -

Diesel Engine Antifreeze/Coolant and Coolant Additives

SEBD0518-09

NOTICENever operate an engine without watertemperature regulators in the cooling system.Water temperature regulators help to maintain theengine coolant at the proper operatingtemperature. Cooling system problems can developwithout water temperature regulators.

NOTE: Specific engine applications may requiremaintenance practices to be periodically evaluated inorder to properly maintain the engine’s coolingsystem.

Refer to Figure 23 and Figure 24 for part numbers andfor quantities of SCA maintenance elements and liquidSCA.

- 24 - SEBD0518-09

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

Fig. 24: Caterpillar Liquid SCA container sizes.

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Cooling Systems with Larger Capacities

Adding the Supplemental Coolant Additive toConventional Coolant/Antifreeze at the Initial Fill

NOTE: When the coolant system is first filled, theSCA is not required to be used with Cat DEAC or withfully formulated coolants that meet the "ASTMD6210-04" specification.

NOTE: Do not exceed six percent maximum concentration. Check the concentration of SCA withan SCA test kit, or check the concentration of SCAwith CAT S•O•S coolant analysis.

Commercial heavy-duty coolant/antifreeze that meetsonly the "ASTM D4985" specification WILL requireadding supplemental coolant additive at the initial fill.Read the label or the instructions that are provided bythe manufacturer of the commercial heavy-dutycoolant/antifreeze.

Use the equation that is in Figure 25 to determine theamount of Cat SCA that is required when the coolingsystem is initially filled with fluids that meet thefollowing specification: "ASTM D4985"

Figure 26 is an example for using the equation that isin Figure 25.

Adding the supplemental coolant additive toConventional Coolant/Antifreeze for Maintenance

Heavy-duty coolant/antifreeze of all types REQUIREperiodic additions of a supplemental coolant additive.

Test the coolant/antifreeze periodically for theconcentration of supplemental coolant additive. Forthe interval, see the Operation and MaintenanceManual, Maintenance Interval Schedule for yourengine.

Supplemental coolant additive test kits are availablefrom your Caterpillar dealer. Test the concentration ofsupplemental coolant additive or submit a coolantsample to your Caterpillar dealer. Refer to, in thispublication, "S·O·S Services Coolant Analysis" topic.

Additions of supplemental coolant additive are basedon the results of the test or based on the results of thecoolant analysis. The size of the cooling systemdetermines the amount of supplemental coolantadditive that is needed.

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



Figure 24 lists part numbers and the sizes of containersfor Cat SCA that is available from your Caterpillardealer

- 25 - SEBD0518-09

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

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

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

Cleaning of Heavy-Duty Coolant/AntifreezeSystems

Before Caterpillar's supplemental coolant additive canbe effective, the cooling system must be free fromrust, scale and other deposits. Preventive cleaninghelps avoid downtime caused by expensive out-of-service cleaning required for extremely dirtyand neglected cooling systems.

Caterpillar Cooling System Cleaner - Standard:

• Dissolves or depresses mineral scale, corrosionproducts, light oil contamination, and sludge.

• Cleans the cooling system after used coolant isdrained or before the cooling system is filled withnew coolant.

• Cleans the cooling system whenever the coolant iscontaminated or whenever the coolant is foaming.

• Cleans engine while still in service. • Reduces downtime and cleaning costs. • Avoid costly repairs from pitting and other internal

problems caused by improper cooling systemmaintenance.

• Can be used with glycol-based antifreeze. • For the recommended service interval, refer to the

Operation and Maintenance Manual, "MaintenanceInterval Schedule" for your engine.

Caterpillar Cooling System Cleaner - Standard isdesigned to clean the system of harmful scale andcorrosion without taking the engine out of service. Thecleaners , both "Standard" and "Quick Flush," can beused in all Caterpillar Engine cooling systems. Contactyour Caterpillar dealer for part numbers.

NOTE: These cleaners must not be used in systemsthat have been neglected or have heavy scale buildup.These systems require a stronger commercial solventavailable from local distributors.

Follow label directions for proper usage.

Commercial Heavy-Duty Coolant/Antifreeze andSupplemental Coolant Additive

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

When a heavy-duty coolant/antifreeze is used, treat thecooling system with three to six per cent Cat SCA byvolume. Maintain a concentration level of SCA in thecooling system that is between three percent and sixpercent. For more information refer to, in thispublication, "Conventional Coolant/Antifreeze CoolingSystem Maintenance" topic.

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

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

Coolant/antifreeze for heavy-duty applications thatmeet only the "ASTM D4985" specification WILLrequire treatment with supplemental coolant additive atthe initial fill. These coolants WILL require treatmentwith supplemental coolant additive on a maintenancebasis.

Coolant/antifreezes for heavy-duty applications thatmeet the "ASTM D6210" specification do not requiretreatment with supplemental coolant additive at theinitial fill. Treatment with supplemental coolantadditive WILL be required on a maintenance basis.

When concentrated coolant/antifreeze is mixed,Caterpillar recommends mixing the concentrate withdistilled water or with deionized water. If distilledwater or deionized water is not available, water whichhas the required properties may be used. For the waterproperties, see, in this publication, "General CoolantInformation" topic.

- 26 - SEBD0518-09

SEBD0518-09- 27 -

Water and Supplemental Coolant Additive

NOTE: Caterpillar recommends a minimum of 30 percent glycol in diesel engine cooling systems.Refer to engine specific Operation and MaintenanceManuals for exceptions.

NOTICENever use water alone without Supplemental CoolantAdditives (SCA). Water alone is corrosive at engineoperating temperatures. Water alone does not provideadequate protection against boiling or freezing.

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

• Corrosion• Formation of mineral deposits• Cavitation erosion of the cylinder liner• Foaming of the coolant

Maintain the Cat SCA in the same way as you wouldmaintain a cooling system that uses heavy-dutycoolant/antifreeze. Adjust the maintenance for theamount of Cat SCA additions. See Figure 29 for theamount of Cat SCA that is required.

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

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If Cat SCA is not used, select a commercialsupplemental coolant additive. The commercialsupplemental coolant additive must provide aminimum of 2400 mg/L or 2400 ppm (140 grains/USgal) of nitrites in the final coolant mixture.

The quality of the water is a very important factor inthis type of cooling system. Distilled water ordeionized water is recommended for use in coolingsystems. If distilled water or deionized water is notavailable, use the recommended water properties inthis publication, "General Coolant Information" topicfor water that meets the minimum requirement.

A cooling system that uses a mixture of supplementalcoolant additive and water only needs moresupplemental coolant additive than a cooling systemthat uses a mixture of glycol and water. Thesupplemental coolant additive concentration in acooling system that uses supplemental coolant additiveand water should be six to eight percent by volume.Refer to Figure 29 for the amount of supplementalcoolant additive that is required for various capacitiesof the cooling system.

Refer to Figure 30 for part numbers and for containersizes of SCA.

Cooling Systems with Larger Capacities

Adding the Cat SCA to Water at the Initial Fill

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


Adding the Cat SCA to Water for Maintenance

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

Submit a coolant sample to your Caterpillar dealer.See, in this publication, S·O·S Services CoolantAnalysis.

Additions of Cat SCA are based on the results of thecoolant analysis. The size of the cooling systemdetermines the amount of Cat SCA that is required.

Use the equation that is in Figure 33 to determine theamount of Cat SCA that is required for maintenance, ifnecessary:



Figure 30 lists part numbers and the sizes of containersfor Cat SCA that are available from your Caterpillardealer.

- 28 - SEBD0518-09

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Fig. 32: Example of the Equation for Adding the Cat SCA at theInitial Fill.

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

Testing the engine coolant is important to ensure thatthe engine is protected from internal cavitation andcorrosion. The analysis also tests the ability of thecoolant to protect the engine from boiling andfreezing. S·O·S coolant analysis can be done at yourCaterpillar dealer. Caterpillar S·O·S coolant analysis isthe best way to monitor the condition of your coolantand your cooling system. S·O·S coolant analysis is aprogram based on periodic samples.

New, Refilled, and Converted Systems

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

• Every Year• Initial 500 service hours

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

Recommended Interval for S·O·S Coolant Sampling

NOTE: Check the SCA (Supplemental CoolantAdditive) of the conventional coolant at every oilchange or at every 250 hours. Perform this check atthe interval that occurs first.

S·O·S Coolant Analysis (Level 1)

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

The following properties of the coolant are tested:

• Glycol concentration for freeze protection and boilprotection

• Ability to protect from erosion and corrosion• pH• Conductivity• Visual analysis• Odor analysis• Water hardness

The results are reported, and appropriaterecommendations are made.

S·O·S Coolant Analysis (Level 2)

A coolant analysis (Level 2) is a comprehensivechemical evaluation of the coolant. This analysis isalso a check of the overall condition of the inside ofthe cooling system.

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

• Full coolant analysis (Level 1)• Identification of the source of metal corrosion and

of contaminants• Identification of buildup of the impurities that

cause corrosion• Identification of buildup of the impurities that

cause scaling• Determination of the possibility of electrolysis

within the cooling system of the engine

The results are reported, and appropriaterecommendations are made.

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

- 29 -

S·O·S Service Coolant Analysis

SEBD0518-09

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NOTICE Do not use the same vacuum sampling pump forextracting oil samples that is used for extractingcoolant samples.A small residue of either type sample may remainin the pump and may cause a false positive analysisfor the sample being taken.Always use a designated pump for oil sampling anda designated pump for coolant sampling.Failure to do so may cause a false analysis whichcould lead to customer and dealer concerns.

NOTE: Do NOT use SCA precharge or SCAmaintenance elements with Cat ELC. Do NOT useliquid SCA with Cat ELC.

When using Cat DEAC, no precharge elements arerequired. Caterpillar DEAC contains the necessaryamount of supplemental coolant additives at initial fill.However, maintenance elements are still available.Using the wrong size element can result in over-concentration of additives.

Supplemental coolant additive maintenance elementassemblies are also available from Caterpillar for useinstead of liquid coolant additives in someapplications. Element assemblies are in a dried state.The contents of these element assemblies dissolve intothe coolant when the coolant passes through theelement. Use precharge elements at original fill, anduse other elements as maintenance items at specificservice intervals. Elements can be identified by partnumber or element length. In marine applications,Caterpillar recommends using a liquid supplementalcoolant additive.

At original fill, precharge elements can be used withcommercial coolants that meet only the "ASTM D4985" specifications for heavy-duty coolantsthat require a precharge with SCA. The prechargeestablishes a protection level between a minimum of0.030 liter per 3.8 liters (1.0 ounce per gallon) and amaximum of 0.059 liter per 3.8 liters (2.0 ounces pergallon). Use precharge elements only at original fill orafter the system has been drained and refilled.

Precharge elements are necessary at original fill andafter the system has been drained and refilled becausemaintenance elements do not supply sufficientamounts of coolant additives. If the cooling systemlacks the necessary concentration of coolant additives,some surfaces have protection against corrosion andpitting at the expense of other surfaces.

NOTE: One 9N-3668 base assembly is required forall capacities listed, except for 117-163 liters (31- 43 gallons) and 166-242 liters (44-64 gallons),each of which require two base assemblies. Also, allcapacities require two 9N-3666 Valve Assemblies.

A 3% to 6% concentration of liquid supplementalcoolant additive is required during the original fill ofthe cooling system mixture. This initial concentrationof supplemental additive is vital. If the concentrationof additive is too high, insoluble salts form and cancause wear on water pump seal surfaces. Enginedamage can also result when the concentration ofsupplemental coolant additive or antifreeze exceedsrecommended levels,

NOTE: Higher aluminum content engines requiresilicates to protect aluminum surfaces. Supplementalcoolant additive used on these engines must pass thefollowing tests:

ASTM D1384 - Glassware corrosion test ASTM D2809 - Cavitation Erosion Of Aluminum ASTM D4340 - Hot Surface Corrosion Of AluminumIn addition, the additives must control cast ironcylinder liner and block pitting, and cavitation erosion.

- 30 -

Caterpillar Conditioner Elements

SEBD0518-09

Fig. 36: Supplemental Coolant Additive Element Assembly.

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Over a period of time, the concentration of coolantadditives is depleted. This depletion occurs becauseadditives deplete during the coating of metal surfaces,and from continuously neutralizing acids that form inthe system. Therefore, to maintain constant protection,it is necessary to periodically replenish the additiveconcentration. Either replace the initial prechargeelement with the maintenance element or add 0.47 liter(1 pint) of additive for every 75.8 liters (20 U.S. gallons) of coolant at recommended intervals.

Normal recommended intervals are 16,000 to 19,000kilometers (10,000 to 12,000 miles), or at 250 ServiceMeter Hours. Follow container instructions for thecorrect concentration

- 31 - SEBD0518-09

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Fig. 38: Water Pump Seal Deterioration.

NOTE: Soluble oil must not be used as asupplemental coolant additive in Caterpillar engines.Soluble oil damages the radiator hoses and certainengine seals. Also, soluble oil does not lubricate pumpbearings or protect engine parts from damage causedby cavitation erosion.

Without careful selection and maintenance of coolant,certain functional effects can cause problems in thecooling system. Coolant mixtures must be formulatedto minimize the possibility of problems like:

• pitting and cavitation-erosion• rust• acidity• alkalinity imbalance• galvanic and electrolytic corrosion• scale and deposit formation• aeration

Using acceptable water and correct additives helpsprevent these functional effects.

- 32 -

Functional Effects

SEBD0518-09

Fig. 40: Cylinder liner walls with heavy external scale may haveareas that are free of scale and are experiencing cavitation-erosion induced pitting corrosion.

Fig. 41: Careful examination of what appears to be small surface pits in Fig. 37 will reveal large underlying holes in theliner wall. This is called concentration cell pitting corrosion.

Fig. 42: Rust and scale deposits, due to the absence of supplemental coolant additive, caused temperature regulatorsto fail.

Fig. 43: Corrosion on a water pump passage due to lack of supplemental coolant additive in the cooling system.

NOTE: CAT ELC does not require treatment withSCA in order to provide cooling system protection.

Conventional coolants DO require periodic additionsof SCA to maintain cooling system protection

Corrosion is a chemical or electrochemical action thatgradually wears away metal surfaces in the coolingsystem. In some instances, corrosion can eventuallydestroy an engine. All cooling system componentsneed protection from corrosion. Supplemental coolantadditives are used to protect metal surfaces. They coatthese surfaces and prevent the formation of scale, rust,and cavitation erosion.

Types of cooling system corrosion are pitting andcavitation erosion, rust, acidity-alkalinity imbalancecaused erosion, and galvanic and electrolyticcorrosion. Other functional effects of coolants with no,or low, levels of supplemental coolant additives areaeration and the formation of scale and deposits.

Pitting and Cavitation-Erosion

Electrical current flow in a localized area is one of thecauses of pitting corrosion. Pitting is the mostdamaging type of corrosion. After pitting hasprogressed for any appreciable length of time, there isno practical way to stop pitting before perforationtakes place. Because one ampere of current flowingfor thirty hours removes one ounce of iron, currentflow concentrated on a small area is very destructive.Therefore, prevention is the best policy.

Erosion-corrosion is a combination of mechanical andchemical or electrochemical action that causescorrosion. Cavitation is a particular type of erosion-corrosion and a common cause of cylinderwall pitting.

- 33 - SEBD0518-09

Fig. 44: Example of cylinder wall cavitation-erosion.

Fig. 45: Example of cylinder wall cavitation-erosion.

Cavitation of the cylinder wall begins when air bubbles remove the wall's protective oxide film.Flexing of the cylinder wall after the fuel mixtureexplodes in the combustion chamber causes cylinderwall vibration and creates air bubbles in the coolant.Concentration of air bubbles increases when coolingsystem pressure is low or when the system leaks. Also,increased vibration amplifies the quantity of airbubbles. Vibration multiplies when the engine is runcold, because of increased piston-to-cylinderclearance. Vibration also multiplies when the engine islugged.

These air bubbles form on the outside of the cylinderwall (perpendicular to the wrist pin) and then explodeinward (implode). When air bubbles continue toimplode, sufficient energy is released to physicallyattack the cylinder wall and remove the oxide film.

Corrosion and pitting then take place at a high rate.

Eventually, a pit can become deep enough to breakthrough the cylinder wall and allow coolant to leakinto the cylinder. This coolant leak contaminates thelubricating oil.

Supplemental coolant additives coat metal surfacesand control cavitation-erosion and pitting.Unfortunately, small particles or ferrous scale oftenshield the surfaces underneath from the protectiveaction of coolant additives. If this condition persists,pits can form. Keeping your cooling system clean,along with regularly replenishing your coolantadditives, helps prevent pitting. However, if coolantadditives are not added at the proper intervals and incorrect quantities (see page 24), cavitation erosion andpitting intensifies. Eventually, coolant can penetratethe cylinder wall and cause major damage to theengine.

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

Cat ELC does not require the addition of Caterpillarsupplemental coolant additives. Do not usesupplemental coolant additives with Cat ELC.

- 34 - SEBD0518-09

Fig. 47: Eventually, a pit can penetrate the cylinder wall andallow coolant to leak into the cylinder.

Fig. 46: Progression of cavitation and pitting on cylinder wall.

Rust

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

Cat SCA helps prevent rust in cooling systempassages.

- 35 - SEBD0518-09

Fig. 48: Effects of improperly treated cooling system. Fig. 50: Rust deposits on outside of cylinder wall surface.

Fig. 51: Rusting inside water pump.Fig. 49: Corrosion/erosion of aluminum Water Pump Adapter .

Acidity-Alkalinity Imbalance

A coolant mixture's acidity-alkalinity content ismeasured by its pH level. The pH level, ranging from1 to 14, indicates the degree of acidity or alkalinityand the coolant's corrosiveness. For best results, thecooling system's pH level should be maintainedbetween 8.5 and 10.5. When the pH level is above11.0, the coolant attacks aluminum and copper, or non-ferrous materials. When the pH level is below 7.0, the coolant becomes acidic and attacks ferrousmaterials. When the pH level is below 7.0, or above11.0, the coolant mixture is unsuitable.

Supplemental coolant additives used in the coolantmixture must contain buffering agents to properlymaintain the pH level and to neutralize acids producedby blow-by gases.

Galvanic and Electrolytic Corrosion

Electrical current flowing through coolant betweendifferent metals causes galvanic corrosion. The coolantacts as an electrical conductor between metals that arecoupled together. An electromotive force or a potentialvoltage that exists between the two dissimilar metalsallows current to flow. Galvanic corrosion occurs onthe least resistant metal.

In marine applications where sea water is highlyconductive, sacrificial material (rods) are placed inseawater flow passages to absorb current flow.Typically, this wear material is either magnesium orzinc. Rods must be inspected regularly and replacedwhen necessary. Caterpillar recommends inspectingrods every 50 hours until a wear rate is established.

In truck, earthmoving, and other non-marineapplications, if galvanic corrosion occurs, immediatelydrain, flush, and refill the coolant mixture. The sourceof voltage must be determined to prevent continuedcorrosion.

Corrosion can also occur when the source of currentflow through the coolant is external. To help preventthis electrolytic corrosion, electrical systems must bedesigned so that no continuous electrical potential isimposed upon any cooling system components.Despite coolant mixture quality, the presence of anelectrical potential can cause materials in the coolingsystem to be damaged by electrolytic corrosion.

Soundness of ground connections should be checkedwith a volt/ohm meter. Typically, measured resistancebetween an electrical component on the engine andbattery negative should be less than 0.3 ohms. Allgrounds should be tight and free of corrosion.

Aluminum material parts are susceptible to electrolyticcorrosion. Aluminum requires only about one-half theelectrical potential as iron to produce the samedamaging effect. With the aluminum components ofnewer engines, greater care is required to ensureproper grounding to prevent electrical potentialdifferences.

Troubleshooting these types of corrosion is extremelycomplicated. The source of electrical current must belocated. Common sources of stray current areimproper grounding of electrical components orcorroded ground strap connections.

- 36 - SEBD0518-09

Fig. 52: pH scale for coolant mixture.

Scale and Deposit Formation

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

• calcium carbonate • calcium sulfate• iron • copper • silica • lead

Scale and deposit formations are detrimental to thecooling system because they act as insulators andbarriers to heat transfer. Thus, scale and depositformations reduce the cooling system's efficiency.Only 1.6MM (1/16") of scale has the same insulatingpotential as approximately 101 mm (4") of cast iron.This thin scale deposit can reduce heat transfer by40%. In many cases, severe damage to the engineresults.

It is impossible to completely eliminate poor watercharacteristics. However, water must be pretreated tomeet the manufacturer's specifications for the coolingsystem. (See page 15).

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

Aeration

Air leakage into the cooling system often results incoolant foaming. Foaming promotes pitting,particularly around water pump impellers. Pitting andcorrosion increase significantly when exhaust gasesenter the cooling system, introducing bubbles, foam,and acid forming compounds.

To help prevent such problems, foam suppressantadditives must be added to the coolant mixture. CatSCA contains de-foaming agents and helps prevent theformation of air bubbles.

- 37 - SEBD0518-09

Fig. 53: Rust deposits on water pump impeller caused by lackof supplemental coolant additive.

Because of the cooling system's vital function inregulating temperature, coolant-related problems, suchas corrosion or aeration in the cooling system, canultimately lead to failure of the engine. Temperaturesthat are excessively high or low lead to engine failure.Overheating typically causes cracking of cylinderheads and cylinder blocks and seizure of pistons.Excessively low operating temperatures lead to othertypes of problems such as sludge formation and carbonbuild-up.

Overheating can be traced to many different sources:

• slow hydraulically driven fan• low coolant level• plugged radiator core• broken or leaking coolant hoses• loose fan belts• excessive engine load• failure of water pump or water temperature

regulator• restriction of inlet or exhaust air flow• engine operation with no temperature regulator• cooling system (heat exchanger, cooler, or radiator)

that is defective or too small

Many of these causes are related to coolant. Examplesof coolant-related failure symptoms are cracked orwarped cylinder heads, cylinder block damage, pistonseizure, and cold operating temperatures.

Cracked or Warped Cylinder Heads

When an engine overheats, stress in the cylinder headincreases. This can cause the cylinder head to becomewarped or cracked.

- 38 -

Coolant-Related Failures

SEBD0518-09

Fig. 54: Coolant-related overheating caused this crack in thecylinder head at the nozzle hole.

Fig. 55: Further inspection of the crack shows extension intothe valve seat area.

Cylinder Block

The cylinder block represents another potentiallyvulnerable area. Cavitation-erosion and excessivepitting in the water passage around the cylinder linercan cause holes in the cylinder wall. Pitting andcavitation-erosion often result from incorrect coolingsystem maintenance. These types of problems can beprevented by properly maintaining the cooling system,which includes regular additions of Cat SCA asrequired.

Piston Seizure

Piston damage, in varying amounts, is typical ofoverheating failure. Normally, several pistons haveseizure damage (scuffing), while the skirts of theremaining pistons are polished or have normalappearance. Usually, more severe damage occurs onpistons in one or more of the rear cylinders.

Seizure damage from improper cylinder jacket coolingusually begins in the piston's skirt area on directinjected fuel system engines. On precombustion fuelsystem engines, piston seizure often begins at the topland.

- 39 - SEBD0518-09

Fig. 56: Piston damage on this direct-injection engine resultedfrom improper cylinder jacket cooling. As shown by the middlepiston, seizure usually begins in the skirt area while the topland escapes damage. The piston on the right shows furtherprogression after skirt seizure.

Cold Operating Temperatures

Overcooling can damage an engine, just asoverheating can. Correct operating temperature iscritical to engine performance. Engines must reach aspecific operating temperature to run efficiently andprevent failures.

Continued engine operation at cold temperatures canresult in sludge formation in the crankcase. Sludgecan gum valve lifters, valve stems, pistons, and pistonrings. Also, when using fuels with high sulfur content,sulfuric acid can form more readily and acceleratecorrosion.

Cold operating temperatures can also lead to carbonbuildup. Carbon buildup is a result of over-lubricationor cold engine operation. Correct temperatures helpreduce carbon deposits from forming on valves.

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

- 40 - SEBD0518-09

Fig. 57: Excessive carbon buildup on an intake valve. Carbonbuildup can be caused by engine operating at coldtemperatures.

Periodic Maintenance

Periodic maintenance is necessary for the coolingsystem to operate efficiently. The followingmaintenance practices extend both cooling system andengine service life.

NOTE: These are general recommendations. Forspecific requirements, consult the enginemanufacturer's owner's guide.

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

At operating temperature, engine coolant is hotand under pressure. The radiator and all linesto heaters or the engine contain hot coolant orsteam. Any contact can cause severe burns.

Remove filler cap slowly to relieve pressureonly when engine is stopped and radiator cap iscool enough to touch with your bare hand.

Cooling System Conditioner contains alkali.Avoid contact with skin and eyes.

INITIAL FILL

1. If Cat ELC or Cat DEAC will not be used, selectproper water, supplemental coolant additive, andcoolant.

2. Before the cooling system is filled, close all drainplugs.

3. Before adding to the cooling system, alwayspremix water, supplemental coolant additive, andcoolant concentrate, or use fully formulatedpremixed coolant. Premixed coolants that are notfully formulated may require a precharge ofcoolant additive. Consult manufacturers label.

4. Do not fill the cooling system faster than 20 liters(5 gallons) per minute. Air pockets can form in thecooling system if the cooling system is filled at afaster rate. Air pockets result in an incomplete filland could possibly cause damaging steam.

5. After filling the cooling system, run the engine forseveral minutes with the radiator cap off. Next,install the radiator cap and run the engine at lowidle until the coolant becomes warm.

6. Inspect coolant level in top tank. If necessary, addcoolant. Examine all cooling system componentsfor leaks. If none are found, the engine is ready forservice.

- 41 -

Service and Periodic Maintenance

SEBD0518-09

10-HOUR OR DAILY CHECK

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

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

50-HOUR INTERVAL

1. Perform all 10-hour maintenance. 2. Inspect zinc or magnesium rods if so equipped.

250-HOUR OR MONTHLY CHECK

1. Perform all 10 and 50-hour maintenance. 2. Inspect the condition and tension of all fan belts. If

necessary, adjust or replace any belts. 3. Add supplemental coolant additive, or change

element assemblies if so equipped. 4. Test the coolant for freeze protection. 5. Inspect the radiator or overflow tank cap gasket. 6. Inspect all hoses for leaks. 7. Inspect/check all engine grounds.

3000 HOURS OR 24 MONTHS (whicheveroccurs first)

1. Perform all 10, 50, and 250-hour maintenance. 2. Add Cat ELC Extender if filled with Commercial

ELC. 3. Drain, clean, and refill the cooling system if filled

with Cat DEAC, commercial heavy-duty coolant/antifreeze, or supplemental coolantadditive and water. (See page 63, CaterpillarCooling System Cleaners.)

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

5. Obtain a coolant analysis.

6000 HOURS OR 6 YEARS (whichever occursfirst)

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

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

3. Drain, clean, and refill the cooling system if filledwith commercial coolant that meets the CaterpillarEC-1 specifications.

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

5. Obtain a coolant analysis.

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

1. Perform all 10, 50, and 250-hour maintenance. 2. Drain, clean, and refill the cooling system if filled

with Cat ELC only. 3. Inspect the condition of fan blades and guards.

Inspect the condition of hoses and clamps. Tightenall clamps.

Troubleshooting Checklist

Three basic problems are typical of cooling systems:• overheating• overcooling• loss of coolant

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

Caterpillar has published booklets that contains thefollowing service information in extensive detail:

• Cooling system inspection, test and troubleshootingprocedures

• Overheating and overcooling problems and causes• Steps to clean and recondition cooling systems• Components that affect cooling systems

Refer to the "Reference Material" section at the backof this publication.

- 42 - SEBD0518-09

Visual Inspections for Overheating

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

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

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

If no problem is found after these simple visualchecks, more accurate ways to check cooling systemcomponents are necessary.

... Ensure that the coolant temperature gauge isaccurate. Use a 4C6500 Digital Thermometer Group orother temperature testing tools shown on pages 68 and69 to check the temperature of the coolant. Mostcoolant temperature gauges for pressurized coolingsystems are calibrated to show overheating atapproximately 108°C (226°F).

... Check the level of the coolant in the radiator.Ensure that the coolant is cool first. A low coolantlevel can cause overheating. A low coolant level canalso be the result of overheating. If the coolant beginsto boil, the pressure relief valve in the radiator top tankor filler cap will open. The cooling system pressureremains constant, but coolant is lost. If the level of thecoolant is low, add more coolant as needed. See theappropriate Operation and Maintenance Guide for theamount of coolant to add. If the engine overheatsagain, the low coolant level was not the cause ofoverheating.

... Check for restrictions that can stop the flow of airthrough the radiator. Look for dirt in the cores,especially outside of the fan blast area. Use a light tocheck for plugged areas in the core. Lower light onone side of the radiator and visually inspect theopposite side.

... Check for radiator fins that are bent, damaged, orshow signs of leakage from the radiator. On truckengines that have shutters on the radiator, check to seeif the shutters are stuck in a closed position.

- 43 -

Troubleshooting Overheating

SEBD0518-09

Fig. 59: Dirt in the radiator core.

Fig. 60: Radiator with bent cooling fins.

Fig. 58: Correct coolant level in radiator.

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

... Check for correct shutter opening temperature. Therelationship between the thermostat and shutteroperating temperature must be defined.

... Check fan belts and pulley grooves. Loose belts willwear at a faster rate and cause damage to pulleys. It isalso possible for loose fan belts to slip and cause thefan to turn at a slower rate. This too can causeoverheating.

... Make sure there is no oil or grease on the fan beltsor pulleys. Oil or grease will cause the belts to slip.The outside diameter of a new fan belt must extendbeyond the edge of the pulley a small amount. If thefan belt is even with the outside diameter of the pulley,either the fan belt or pulley is worn. Check the insidesurface of the fan belts for cracks. Cracks on the insidesurface of the fan belt will cause the belt to break aftera period of time. Replace fan belts in sets. A new fanbelt will stretch a small amount after several days ofoperation. A new fan belt and a used fan belt usedtogether will cause excessive stress on the new fanbelt. When an adjustment is made to the belts, the newbelt will tighten before the used belt and thus carry allof the load.

... Check fan speed of hydraulically driven fans. Lowrelief valve pressure setting or low fan pump flow cancause slow fan speed.

... Check the fan blades for damage. Look for missingor damaged radiator baffles. The baffles preventrecirculation of air around the sides of the radiator. Amissing or damaged baffle raises the temperature ofthe air that goes through the radiator.

... Check the condition of the shrouds. Make sure theyare installed correctly. Also, make sure the rubberstrips are in good condition. Fan and radiator shroudsincrease the efficiency of the fan by helping to moveair through the radiator. The fan shroud must be nearthe outer edges of the fan blade to preventrecirculation of air around the ends of the fan.

- 44 - SEBD0518-09

Fig. 61: Radiator Baffle.

Fig. 62: Fan shroud.

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

... Check the condition of all hoses. A collapsed hosewith the engine running, is an indication that the waterpump cannot pump enough coolant because of arestriction in the radiator. If the hose is collapsed aftershutoff and cool down, the system is not ventedproperly to allow pressures to equalize. Check thevented filler cap or the relief valve in older systems toassure the vacuum valve is functioning properly.

... Avoid installation where the radiator is significantlyhigher than the engine. Excess head pressure can causepump seal leaks while the engine is stopped. Forinstance, if the engine is in the basement and thecooling tower is on the roof, the height differentialcannot exceed 17.4 meters (57feet). If the heightdifferential exceeds 17.4 meters, an auxiliaryexpansion tank should be incorporated to ensure thewater pump seals and hoses do not leak.

... Check for leaks around the water pump. On allengines, there is a drain hole between the coolant sealand the bearing seal in the water pump. Without thisdrain hole, coolant can get into the oil if there is afailure of the seals in the water pump. Look for signsof coolant or oil leaks at the junction of the cylinderhead and cylinder block. Leaks in this area are anindication of head gasket failure,

If no cause for overheating can be found, make theseadditional visual checks before cooling system testsare made:

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

.. Check the radiator gasket sealing surface in the capfor gouges, nicks, or grooves. This surface must besmooth and even.

... If the radiator cap is held in position by a stud,tighten the cap and feel for contact between the gasketand the surface on the radiator top tank. If the stud is

too long or damaged, the cap will not provide acomplete seal.

NOTICE

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

... Remove the relief valve and check its condition andthe condition of the gasket surface for the relief valve.If the parts are in good condition, remove any rust orscale deposits and install the relief valve back in thetop tank.

... Make sure the fan is installed correctly. A fixed-blade fan that is installed backwards can loseapproximately 50% of its capacity.

... Check the governor seal to see if the fuel settingwas changed. Make sure the machine is not used in anoverload condition or is not operated near the stallspeed of the torque converter.

... Check for transmission and steering clutch slippage.

... Make sure the brakes on the machine are notdragging.

... Check the retarder or BrakeSaver to see if it is fullydisengaged.

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

- 45 - SEBD0518-09

Fig. 63: Type of radiator cap held by studs.

Cooling System Tests

If the cause of overheating was not discovered duringthe visual inspections, cooling system tests must bemade. Before any tests are made, let the enginetemperature cool and install self sealing probe adaptersin the following positions if not already installed:

1. Radiator top tank

2. Radiator bottom tank or water pump inlet

3. Water pump outlet or oil cooler inlet

4. Water temperature regulator housing

5. Torque converter oil outlet

6. Engine oil manifold or oil cooler outlet

NOTICE

Remove the radiator cap slowly to release thepressure in the cooling system. It is not necessary todrain the coolant if the engine is allowed to cooland probe adapters are already installed. If thesesteps are not taken, hot coolant can run out orspray out and cause personal injury.

Test Water Temperature Regulators

Increase the water temperature to the openingtemperature of the regulator (this is stamped on theregulator). After several minutes at this temperature,quickly check the regulator to see if it has crackedopen. Raise the water temperature approximately 15°C(25°F) above the opening temperature forapproximately 10 minutes. Remove the regulator fromthe water and immediately measure the openingdimension. If the distance is less than the specifieddimension in the Service Manual, replace theregulator.

Do not operate the engine without the watertemperature regulators installed. Removing theregulator(s) opens the water pump bypass allowingmost of the coolant to bypass the radiator,compounding any potential overheating. In someapplications, removing the regulators can be a timeconsuming task. In these cases it may be easier todetermine regulator opening in the engine. This can bedone by measuring water temperatures and comparingdifferential temperatures.

Measure temperatures at the locations specified in"Cooling System Tests." The regulator is not fullyopen if the radiator temperature drop is considerablyhigher than the engine temperature rise. The regulatoris fully open when both temperature differentials arethe same. if the engine and the radiator temperaturedifferentials are greatly different when the enginereaches maximum temperature, it is likely theregulator is not opening properly.

The source of the overheating problem can usually beidentified by determining engine temperature rise andradiator temperature drop during the overheatingcondition. Engine heat rejection and jacket waterpump flow can be obtained from the TechnicalMarketing Information Files (TMI).

- 46 - SEBD0518-09

Fig. 64: Testing water temperature regulators.

This information can be used to calculate the propertemperature differentials at full load. If the measuredtemperature differentials are much higher thancalculated, a water flow problem exists. The heattransfer capacity of the radiator (heat exchanger) is toolow if the engine overheats when the temperaturedifferentials are correct or less than the calculatedvalue. Any number of problems can cause low coolingcapacity. These problems could include: impropersizing (too small initial heat transfer capacity), airflowtoo low, excessive glycol concentration, over loadedengine, lug operation, etc.

Check Air Velocity

Before the air velocity is checked, put the transmissionin the machine in neutral position. Put the parkingbrakes "ON" and lower all equipment. Make all checksat rated speed with the radiator grill swung out of theway.

NOTICE

Wear eye protection when working around arunning engine.

Check the air velocity with a 8T2700 Blowby/AirFlow Indicator Group. Take several readings and average the results. Care must be taken when trying topinpoint problem areas in the radiator core. Onmachines and trucks, it is normal for velocities at thecenter (fan hub area) and outside edges of the radiator to be as much as five times less than thevelocity at the blade sweep area of the core. Thismeter not only measures air velocity but also helpspinpoint the location of any core clogging that cancause overheating. Use Special Instruction, FormSEHS8712, as a guide for using the 8T2700Blowby/Air Flow Indicator Group.

NOTE: The air flow through commercial engineradiators is determined by the type of installation.Radiators, with fans located remotely, may have equalair velocities across the radiator and will NOT havehigher velocity at the blade sweep area.

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

Check for Air, Gases and Steam in the CoolingSystem

A cooling system that is not filled to the correct levelor that is not filled correctly can cause air in thecooling system. Also, leaks in some components, suchas aftercoolers and hoses, permit air to get into thecooling system, especially on the inlet side of thewater pump.

Air in the cooling system causes foaming or aerationand affects the performance of the water pump. The airbubbles in the system act as insulation and reducepump flow. Coolant cannot come in contact withdifferent parts of the engine that have air bubbles, so"hot spots" develop on these different parts. To keepair out of the system, fill the cooling system slowly atthe original fill and make sure all suction hose clampsare tight. Start the engine. Check the coolant level tomake sure the radiator is still full.

Combustion gas leakage into the cooling system alsocauses foaming or aeration. Combustion gases can getinto the cooling system through cylinder head gasketsthat have internal cracks or defects. Most of the causescan be found by a visual check but some needdisassembly or a simple test.

Gas in the cooling system is one cause of overheatingwhich can be found by a test known as the "bottletest." For the bottle test, fill the cooling system to thecorrect level with coolant. Fasten a hose to the outletrelief valve in the radiator top tank or expansion tank.Put the other end of the hose in a jar of water. SeeFigure 65. Install the radiator cap and tighten it. Startthe machine and run it at torque converter stall forthree to five minutes. Make sure the temperature of thecooling system is between 85°C (185°F) and 99°C(210°F). This temperature can be checked by installinga thermistor probe in the regulator housing ahead ofthe regulator. This is a test for gas in the system, notsteam, which can produce similar conditions if thetemperature is permitted to increase. Look at theamount of bubbles in the glass jar. If an occasionalbubble is visible there is no air or combustion gases inthe cooling system. However, a constant violent flowof bubbles indicates the presence of air or combustiongases.

Loose precombustion chambers, defectiveprecombustion chamber seals, a loose cylinder head, acracked liner, or a damaged head gasket will alsocause combustion gases in the cooling system.

- 47 - SEBD0518-09

Check the Cooling System Relief Valve

The cooling system relief valve must open at thepressure level indicated in the appropriate EngineSpecification Module. To check the pressure, install apressure gauge in the radiator top tank. Tighten theradiator cap. Use an air pressure regulating valve or a9S8140 Pressurizing Pump to put pressure in thecooling system. Any additional pressure above mustgo past the relief valve. With the air supply turned off,the system must hold the minimum pressure indicatedin the Engine Specification Module.

Test During Machine Operation

If the cause of overheating is not discovered by visualchecks and simple cooling system tests, a temperaturemeasurement must be taken. Temperatures aremeasured at different locations on the machine andcompared to see if they are normal. The 4C6500Thermistor Thermometer Group is used to measuretemperatures at the following locations:

• Radiator top tank• Water pump outlet• Water temperature regulator housing• Torque converter oil (inlet and outlet) measured

across cooler• Engine oil cooler

The temperature in the radiator top tank must be belowcoolant boiling point. The difference between thetemperature in the radiator top tank and the ambientair must not be more than 61°C (110°F) with theregulator fully open, full coolant flow through theradiator, and the engine at full load. The water pumpoutlet temperature must be approximately 4.5° to 11°C(8° to 20°F) below the temperature in the radiator toptank.

NOTICE

The regulator in most machines is fully open whenthe water temperature is approximately 93°C (200°F - 205°F). The regulators in some earliercommercial engines and engines with reduced emissions will fully open at higher watertemperatures.

The cooler inlet oil temperature must not be more than132°C (270°F). The normal temperature range forcooler inlet oil temperature is 6° to 11°C (10° to 20°F)over the radiator top tank temperature when a machineis operated under full load. The cooler outlet oiltemperature will be 8° to 22°C (15° to 40°F) lowerthan the cooler inlet oil temperature.

Measure Manifold and Aftercooler Temperatures

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

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

- 48 - SEBD0518-09

Fig. 65: Bottle test used to check for air or combustion gasesin the cooling system.

SEBD0518-09- 49 -

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Fig 66: Overheating Troubleshooting Chart

Engine Overcooling

Overcooling can damage an engine just as overheatingcan. Overcooling occurs when the normal temperatureat which the engine operates cannot be reached. Thiscondition is most severe with the use of high sulfurfuel. High sulfur fuel increases wear if the temperatureis not over 80°C (175°F). Overcooling is the result ofcoolant bypassing the water temperature regulators andflowing directly to the radiator.

Causes of Overcooling

Low ambient air temperature and light load applicationconditions may exist when overcooling occurs. Adefective temperature gauge can give an indication ofovercooling. The gauge can be checked for accuracyby comparing the actual temperature of the coolant inthe water temperature regulator housing with thetemperature indication on the gauge. Use a 4C6500Digital Thermometer to check the temperature of thecoolant. If necessary, install a new gauge.

The most common cause of overcooling is watertemperature regulators that do not close or allowexcess coolant leakage because of a defect. It ispossible for coolant to flow around a watertemperature regulator that is in good condition. Thistoo will give an indication of overcooling.

Check the water temperature regulator the same wayyou would for an overheating problem. Even if the.regulator opens and closes correctly, check it for otherdefects. On bonnet-type regulators that are used in thefull-flow bypass system, check the bonnets for weargrooves and dents. These can prevent the regulatorfrom sealing correctly.

After the water temperature regulators have beenchecked thoroughly, inspect the water temperatureregulator housing. Check the counterbores that theregulators fit into. Make sure the surfaces of thecounterbore are clean, smooth, and free of foreignmaterial. Check the seal in the regulator housing andcheck for cocking which causes coolant to flow pastthe regulator and seal. Some housings have a bleedhole orifice to permit coolant flow to bleed air out ofthe cooling system when it is filled with coolant. Makesure this bleed hole is open. Do not enlarge this hole;it could cause overcooling. In some machinery, checkvalves are used to stop coolant flow through the bleedhole when the engine starts.

Some engine installations use external vent lines tovent air. Excessive vent line flow can be controlled byadding a vent/check valve (i.e. 8N9071). Caution: Do not alter highway truck vent lines onshunt type cooling systems.

- 50 -

Troubleshooting Overcooling

SEBD0518-09

Fig. 68: Bleed hole in water temperature regulator housing.

Fig. 67: Bonnet-type water temperature regulator.

In the course of time, certain components in thecooling system will need reconditioning. The mostcommon reasons for reconditioning are machineoperating environment, normal wear of parts, oraccidents. The following procedures and tips willassist you during reconditioning and repair of thecooling system.

Cleaning the Outside of a Standard Radiator Core

Wear eye protection at all times when cleaning thecooling system. Always clean the radiator core withthe engine stopped.

Remove the radiator grill from the machine. Find thedirection of air flow from the fan. If the machine isequipped with a blower fan, the core must be cleanedfrom the side opposite the fan. If the machine isequipped with a suction fan, the core must be cleanedfrom the fan side of the radiator. The fan guards haveto be removed to clean a radiator core that uses asuction fan. For normal debris such as dust, leaves,small twigs, nettles, cotton fluff, etc., use shop air or acompressor with a capacity of 1.4 to 1.7 cmm (50 to60 cfm) at a pressure of 350 kPa (50 psi) to clean thecore. Hold the air nozzle approximately 6 mm (1/4 ")from the fins. Slowly move the air nozzle from the topof the core to the bottom of the core in order to cleanthe debris from between the vertically positioned tubesin the radiator core.

The debris in a radiator core on machines equippedwith a blower fan is thicker and packed more tightlythan the debris in a radiator core on machinesequipped with a suction fan. If necessary, use a lightbulb behind the radiator core to see if it is completelyclean. Use the air to check for thick areas of dirt.

- 51 -

Reconditioning the Cooling System

SEBD0518-09

Fig. 69: Cleaning the radiator core (equipped with blower fan).

On machines equipped with a blower fan, the thickerdebris will be in area A (Figure 70) on the outsideedge of the radiator core surrounding the fan. Area Bof the radiator core, which is the approximate locationof the fan, will have some debris, but it will not be asthick as the debris in area A. The air velocity in area Bis high. This will cause most of the debris to be in thesecond and third rows of tubes in the radiator core.Area C of the radiator core is the approximate locationof the fan hub. The air velocity is very low in this areaand most of the time it remains quite clean.

High pressure water is an excellent means to clean thedebris out of a radiator core.

If there is oil in the fins of the radiator core, use asteam cleaner and soap to remove it. Use shop air toremove any loose debris before using the steamcleaner. Some materials like red-wood bark orshredded paper (normally found in sanitary landfilloperations) and very stringy type materials can bedifficult to remove. If necessary, remove the radiatorcore from the machine and use shop air and a steamcleaner. Make sure the core is thoroughly cleanedbefore it is installed in the machine.

Cleaning the Outside of a Folder Core Radiator

Although the folded core radiator looks different froma standard core radiator, the principle of cooling andcleaning are the same. The same precautions takenwith a standard radiator should be used with the foldedcore radiator. For example, in a wooded application,engine enclosures should be used and kept in goodrepair. For machines used in dusty applications, theradiator should be blown out at regular intervals. Theradiator is susceptible to plugging in certainapplications and maintenance actions should beadjusted for these conditions. As with the standardcore, reasonable maintenance should still be practiced.

- 52 - SEBD0518-09

Fig. 71: Folded core radiator.

Fig. 70: Critical locations of the radiator core.

B

C

A

Compressed air, high pressure water and steam arethree preferred cleaning mediums that can be used toclean these radiator cores. For dust, leaves, and general debris, any of these methods may be used.However, the use of compressed air is preferred.Acceptable results will be obtained by opening thefront grill and directing the cleaning medium at rightangles to the front of each core face. Move the nozzlefrom the middle to the upper end of each core workingfrom the rear of the vee, and then back again to thefront of the vee. Go across the entire face of each coreand then do the lower half.

After the core is cleaned, start the engine andaccelerate to high idle several times, or until looseneddebris is no longer blown from the core. Stop theengine and go over the face again. Exposure time maybe kept shorter on this second pass. Restart the engineand accelerate it to high idle several times.

A method to increase the air velocity is to place apiece of plywood over the lower third of the radiator.Put the plywood in between the grill and the radiatortoward the bottom of the core. Start and accelerate theengine several times or until trash ceases to beexpelled. Stop the engine and then reposition theplywood toward the top of the core. The plywood mayhave to be wired in place. Repeat the engineacceleration process. The increased air velocities willaid in the removal of debris from between the fins. Ifsteam or water is used, continue running the engineuntil the core is hot and does not have water vaporcoming off the fins. The machine is then ready for use.

If oil, sap, or mud is encountered, a different cleaningprocedure is required. Oil and sap can be cleaned froma core by using a commercial degreaser. The degreasermust be applied to both sides of the core face,especially in the area of visible plugging. Let it soakfor a minimum of 5 minutes and then wash the core.Use very hot water under high pressure and a smallamount of laundry detergent. Concentrate the cleaningefforts on areas which were exposed to the oil or sap,working from both sides of the core. Be sure to washthe areas on each end of each core in the area aroundthe seal. Excess oil in this area can be detrimental tothe seals. After washing, rinse the core with hot water.Start the engine. Accelerate the engine several timesand rinse the core again. Repeat this rinse process untildetergent bubbles are no longer emitted from the fins.Continue to operate the engine until there are no watervapors coming off the fins. Do not put the machineback to work until all water has evaporated.

Plugging by mud may be of two types: mud splatterand mud impregnation. Mud splatter may be easilyremoved by shutting the engine off and spraying wateron both sides of the core to soften the mud. If heatfrom,the radiator causes the water to evaporate, spraythe core again. Once the mud has softened, direct thewater nozzle from the fan side towards the front of theradiator. Try to keep the nozzle perpendicular to theface of each core. Then go to the front of the radiatorand spray water at each core. Keep the nozzle pointedto the rear of the engine. This nozzle position willallow the mud to flake or peel off. After the mud hasflaked off, reposition the nozzle as in general cleaningand go across the core assemblies. When the waterfrom the core appears clear, the core has been cleaned.Be sure to dry the radiator as previously described.Small patches of mud splatter and other debris may beremoved with a file cleaner card, such as a Colton'sfile cleaner #10.

Mud impregnation is very difficult to clean on anytype of radiator. For best results, remove the fanguards, fan, and shroud. Thoroughly flush both sideswith high pressure water until the water flowing frombetween the fins is clear. To check for cleanliness ofthe radiator core, a light behind the core can be used tocheck for dirt. If dirt is visible, additional cleaning isnecessary. If this method of cleaning impregnated muddoes not give good results, remove the radiator. Capthe inlet and outlet holes in the top and bottom tankand place it in a large tank of water and laundrydetergent. After soaking and agitating the core inwater, rinse with hot water and blow dry. The timerequired for soaking is dictated by your particularproblem.

Do not place folded core radiators in solvent baths thatcan remove paint. Folder core radiators are paintedwith a special process to get full fin penetration. If theoriginal paint is removed, the fins will corrode at anaccelerated rate.

- 53 - SEBD0518-09

Cleaning the Outside of a Multiple Row Module orAdvanced Modular Cooling System (AMOCS)Radiator

The Multiple Row Module and AMOCS radiator haveevolved from the folded core radiator, which replacedthe standard core radiator in most equipment. TheMultiple Row Module and AMOCS radiators useindividual core assemblies. However, use of theseradiators greatly reduces many plugging problemspreviously experienced. Since they are similar to theother two types of radiators, please see "Cleaning theOutside of a Standard Radiator Core" and "Cleaningthe Outside of a Folded Core Radiator" for cleaningassistance.

Cleaning Inside Parts of the Cooling System

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

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

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

3. Water pump failure - If the water pump fails andupon inspection, heavy water contaminationdamage is found in the bearing, seal, and shaftarea, the cooling system probably needs athorough cleaning with special chemicals.

4. Visible heavy rust and green slime - If green slime(chromium hydroxide) is evident in the bottom ofthe radiator cap and the coolant is so cloudy thatan antifreeze tester cannot be read, the system willneed a more thorough cleaning with specialsolvents.

When the inside parts of the cooling system becomecontaminated, normal heat transfer is not possible. Oilis a common form of contamination in coolingsystems. If an oil cooler has a defect, oil can enter thecooling system when the engine runs because the oilpressure is higher than the water pressure. When theengine stops, water or antifreeze in the oil will settleinto the oil sump because the circulation stops. Also,water or antifreeze will continue to leak into the oilsystem, since cooling system pressure drops veryslowly. A pressure check of the oil cooler may reveal adefect. Alternatively, oil samples may determine thepresence of antifreeze or water in the oil.

After the problem that caused contamination of thecooling system has been found, the cooling system canbe cleaned as follows:

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

2. Fill the cooling system with clean water.

3. Start the engine and run it until the thermostatsopen.

4. Add two cups of non foaming soap. Automaticdishwasher soap is best. Do not use plain laundrysoap.

5. After the non foaming soap is added, run theengine for approximately twenty minutes. Checkto see if the oil is breaking up or if the water hasoil patches.

6. If oil patches.are still present, add two more cupsof soap and.run the engine for ten minutes. Drainthe mixture from the cooling system.

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

- 54 - SEBD0518-09

Fig. 72: AMOCS Radiator.

Scale or rust in a cooling system can affect heattransfer. The scale and rust can be cleaned out of thecooling system with a two step type heavy dutyradiator cleaner. This cleaner consists of an oxalicacid, which cleans the scale and rust, and a neutralizer.Two step type heavy duty cleaners are available fromindustrial supply outlets or they can be mixed asfollows:

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

Neutralizer - Mix 225 g (1/2 lb) of sodium carbonatecrystals Na2CO3 per 38 liters (10 gal) of water (6 grams per liter).

The cooling system may also be cleaned withCaterpillar Cooling System Cleaners. These aredesigned to clean the system of harmful scale andcorrosion without taking the engine out of service. Itcan be used in all Caterpillar Engines' and othermanufacturers' cooling systems in any application.This mild solvent must not be used in systems thathave been neglected or have heavy scale buildup.These systems require a stronger commercial solventavailable from local distributors.

Caterpillar's Cooling System Cleaners are available inthe following size containers:

4C4609: 0.236 L (1 pint)4C4610: 1,980 L (1 quart)4C4611: 3.780 L (1 gallon)4C4612: 18.90 L (5 gallon)4C4613: 208 L (55 gallon drum)6V4511L 1.9 liters (1 1/2 gallon'

Drain the cooling system completely. Refill with cleanwater and a 6% to 10% concentration of cleaner. Runthe engine for 1/2 hours. Then, drain the coolant andflush the system with clean water. Refill the systemwith the proper amount of Cat ELC, or Cat DEAC andwater. If Caterpillar Coolant is not used, theappropriate amount of Supplemental Coolant Additivemust be added too.

- 55 - SEBD0518-09

Battery Ground Connections

Improper ground connections at the engine can causeproblems In the cooling system. Make sure all groundconnections are clean and tight.

Sea Water Inlet Screen

Marine vessels and dredges use raw water coolers.Raw water coolers must be equipped with inlet screensto prevent debris entry. A clogged inlet screen or noinlet screen at all can result in overheating.

Oil Cooler Cores

A pressure check of the oil cooler cores can be madeto detect leaks. The cooler must be removed for such acheck. Depending on their size and location, someleaks can be repaired.

Oil flows around the tube bundles in an oil cooler coreand the water flows through the tubes. If the tubes thatthe water flows through become plugged, they can becleaned as shown in Figure 74. If the oil passages inthe cooler core become plugged, they cannot becleaned.

Cooler cores contaminated by a system failure shouldbe replaced. Before installing the new core, inspect theoil filter. The oil filter will give an indication of thecondition of the oil cooler core. Inspect the oil filter asfollows:

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

2. Look for chips in the oil filter. If the oil flows fromthe oil cooler to the oil filter and the filter is full ofchips, the oil cooler can also be full of chips. It isnot possible to clean these chips out of the coolercore, so the core is not reusable. If the oil flowsthrough the oil filter first, check the amount ofchips in the oil filter and inspect the inlet of the oilcooler core to see if it contains any chips. If the oilfilter is clean, the oil cooler will probably be clean.

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

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

Refer to SEBF8077 Caterpillar Guideline ForReusable Parts and Salvage Operations "Engine OilCoolers" and SEBF8085 Caterpillar Guideline, ForReusable Parts and Salvage Operations "EndsheetInspection of Rubber Endsheet Oil Coolers".

- 56 -

Components that Affect the Cooling System

SEBD0518-09

Fig. 74: Cleaning the tube bundles.

Fig. 73: Battery Ground.

Aftercooler Cores

See Technical Marking Information (TMI) for MarineApplication Performance Specifications.

Usually, an aftercooler core used on a vehicle receivesadequate air supply. However, adequate air supply iscrucial if an aftercooler core is used on an engine thatis in a room. If this is the case, make sure all blowbyfumes are directed out of the room. If the fumes arepiped into the air intake, they will decrease theefficiency of the aftercooler.

The water side of the core can be kept clean by the useof correct maintenance procedures. This is not truewith raw water aftercoolers. Sea water and streamwater can plug the water side of the core. Atemperature check of the air, after it goes through theaftercooler, will determine whether or not theaftercooler core is plugged. Ideally, the inlet manifoldair temperature will never be above 52°C (125°F), butthe temperature on some arrangements can reach 93°C(200°F). If the aftercooler core is clean and thetemperature of the sea water is 29°C (85°F), the airtemperature on marine engines must not be more than49° + 2.8°C (12° ± 5°F). The air temperature willdecrease 1° (Fahrenheit or Centigrade) for each 1°(Fahrenheit or Centigrade) the water temperature isunder 29°C (85°F). This means if the temperature ofthe sea water is 18°C (65°F) and the aftercooler core isclean, the air temperature must be 38° ± 2.8°C (100° ± 5°F). If the sea water is 18°C (65°F) or lowerand the air temperature goes above 52°C (125°F) onmarine engines, the aftercooler core needs to beinvestigated. If the jacket waterside temperaturedifferential is low, suspect an aftercooler problem. Ifthe jacket waterside temperature differential is high,check the pump as pump flow is most likely theproblem.

Because of the construction of the aftercooler, it isimpossible to clean the inside of the tube bundles witha rod. But it is possible, with special plumbing, toreverse the flow of raw water through the aftercoolerto back flush it. This can be accomplished by runningthe engine for approximately one hour with a lightload or no load. This will help clean the core. If this isnot possible, remove all the pipes connected to theaftercooler and make adapters that can be used to flushthe core with fresh water. If fresh water is used toclean the core, the water pressure must not be morethan 170 to 205 kPa (25 to 30 psi). Do not stop theoutlet flow of water out of the core and let the waterpressure build up in the core. If the aftercooler corecan be removed easily, it is best to clean it in a shop.

- 57 - SEBD0518-09

Radiator Cap

The radiator cap must prevent water and pressure lossin the cooling system. On large radiator caps, a worngasket can be replaced. Smaller automotive type radiator caps cannot be serviced. A new cap must beinstalled.

Relief Valve

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

Fan Belts

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

Pulleys

Some pulleys can be reconditioned under certainconditions. A pulley is reconditioned by remachiningthe grooves. For reconditioning procedures andspecifications, see Guideline for Reusable Parts, CastIron And Steel Pulley Grooves, Form SEBF8046.Pulleys wear on the side faces of the groove. Thiswear is caused by abrasive material between belts andgrooves. As the pulley wears, the belt will drop deeperinto the groove. If the belt and pulley are in goodcondition, the belt will extend beyond the pulley edgeas shown in Figure 75.

Do not use belt dressing or other compounds thatprevent belt slippage. Most of these compounds willmake the side walls of the belt soft and weak andcause the belt to wear.

Fan Assembly

Do not repair a damaged fan assembly. When a fan isconstructed, a balance point is established so the fanwill run with a minimum amount of vibration. A repairwould affect this balance point and can weaken thestructure of the fan.

Fan Shroud and Baffles

The fan shroud and baffles cannot be reconditioned.Make sure these parts are installed when a radiatorcore is replaced. The fan shroud and baffles have aneffect on fan efficiency and prevent recirculation ofair. At times, wear or interference between the fanblade tips and the baffles will be noticed. This isnormal. When a radiator guard flexes, it can cause theshroud to contact the tips of the fan blades.

Radiator Mounts

The flexible radiator mounts protect the radiator fromdamage normally caused by machine and/or enginevibration. When a radiator is removed for any repair,check the mounts, especially the condition of therubber. If the rubber is deteriorated, install newmounts. Be sure the mounting bolts are tightened tothe correct torque. See the appropriate Service Manualmodule.

Fan Guards

Vibration can damage fan guards. Make sure the boltsthat hold the fan guards are tight at all times. If aguard wire is broken at an original weld joint, it can betack welded into place. If a guard wire is broken, anew wire must be installed.

Water Temperature Regulators

There are no parts in the water temperature regulatorthat can be repaired. See the topic, "Test WaterTemperature Regulators" on page 46.

- 58 - SEBD0518-09

Fig. 75:. When fan belts and pulleys are in good condition beltsextend beyond the edge of the pulley.

Hoses and clamps

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

When you install hose clamps, do not tighten them toomuch. Tighten the clamp until it compresses the rubbercoating on the hose. If the clamp tears the rubbercoating, revealing the cords in the hose, it has beenover tightened. Hoses are usually replaced when theyhave a leak or during a scheduled service interval.Remember, all hoses in the cooling system are madeof similar material and operate in the sameenvironment. So, if any one hose starts to leak, replaceall of the hoses. If a scheduled service interval is used,change hoses every three years or 4000 hours.

It is difficult to check the condition of a hose becauseall hose coverings are painted and it is normal forpaint to flake, check, and crack. As pressure in acooling system increases, the hoses expand, causingthe paint to check. The exterior appearance of the hoseis not a good indication of wear. The "feel" of the hoseis a good indication of wear. When the temperature ofthe cooling system is cold and the pressure in thesystem is released, the hose will need to be replaced ifit feels soft. Softness of the hose may be due to anumber of factors. If a radiator or cooling system hashad oil in it, the inner liner of the hose will soften. Thehose will also feel soft if it is very old and the innerliner has loosened from the fabric. A loose inner linercan fold down into a water passage on the suction sideof the water pump and restrict the flow of coolant. Aninner liner folded into a water passage is not only rare,but because there is no external leakage, it is alsodifficult to find. Finding a loose liner is especiallydifficult if you are troubleshooting an overheatingproblem.

Temperature Gauges

There are two types of temperature gauges, electricaland mechanical. If there is a problem with an electricgauge, the temperature sending unit and the gaugemust be checked separately. With the mechanicalgauge, the bulb and tube are fastened to the gauge andmust be checked as a unit. If you install a newmechanical gauge, make sure the tube is long enough

for correct installation.

There are different types of mechanical gauges andtheir red ranges are different. The red range is 108°C(227°F) for most gauges and 99°C (210°F) forhighway trucks. The red range for most transmissiontemperature gauges is 132°C (270°F). The part numberis different on each gauge because of the difference inthe length of the tube to the bulb.

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

Water Pump

The need for water pump repair is generally the resultof seal leakage. All water pumps have a drain cavity inthe pump housing. The cavity will direct water leakageto the ground. If this cavity is closed, the water will bepushed past the oil seal on the shaft, allowing thewater to get into the engine oil system. This will causedamage to the engine.

- 59 - SEBD0518-09

Fig. 76: Water pump.

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

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

NOTE: When reconditioning a water pump, makesure the shaft is clean before any seals are installed.Rust or scale can tear the seal. Do not use a hammer toinstall the impeller. A hammer will crack the seal face.Use a press or a retaining bolt to pull the seal inposition on the shaft.

NOTE: When installing a new water pump, put asmall amount of oil on the bearings. Do not start orturn over an engine unless the cooling system is filledwith coolant. If the water pump is operated in a drycondition, seal failure will result from overheating.

NOTE: If a cooling system has been flushed, checkthe condition of the water pump closely forapproximately one week. Many times, a seal failurewill result soon after the cooling system has beenflushed. This is because the loose rust and scale, whichis purged by the cleaning process, goes through thepump seal area.

Cylinder Heads

Normally, cylinder head repair is needed because ofleaks or cracks. A defect in a core plug (freeze plug) inthe top deck of the cylinder head can cause a leak. Ifthere is a leak in this area, water spots will be visiblein the plug recess. The old plug must be removed, thehole for the plug cleaned and a new plug installed.Make sure to put a sealant on the new plug beforeinstallation.

Cracks in a cylinder head are generally found betweenvalve ports. Cracks can also be found atprecombustion chamber or nozzle openings to a valveport. Cracks in a cylinder head can be repaired by aremanufacturing welding process. Remanufacturedcylinder heads are available from the Caterpillar PartsDistribution System.

Before installing a new precombustion chamber in acylinder head, check the precombustion chambergasket surface in the head for pits or rust. If there arepits or rust, a new precombustion chamber will notseal correctly.

If you remove a precombustion chamber from acylinder head, install a new O-ring seal on theprecombustion chamber before it is used again in thehead. O-ring seals can harden and break. If there is aleak in the area around the seal, overheating willresult, especially if scale prevents heat transfer fromthe body of the precombustion chamber. Also, it isimportant that a new gasket is installed. This gaskethelps make sure the hole for the glow plug is in thecorrect position. See the appropriate Service Manualmodule for the orientation of this hole.

- 60 - SEBD0518-09

Fig. 78: Freeze plug in cylinder head.

Fig. 77: Use a special tool to install the seal assembly.

Cylinder Block

If an engine has been completely disassembled, checkthe condition of the cylinder block carefully.

Be sure to measure the depth of the counterbores forthe cylinder liners. The thickness of the flange on thecylinder liner must be more than the depth of the.counterbore. See the appropriate Service Manual forthe correct liner projection. If the liner projection isnot correct, there will be insufficient compression onthe cylinder head gasket. If the counterbore has beendamaged by a loose cylinder head, a fretting patternwill be visible on the ledge of the counterbore. Theblock can be reconditioned with a counterboring tooland the use of inserts under the flange of the cylinderliner. These inserts are available from the CaterpillarParts Distribution System.

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

Cylinder Liners

Check the condition of the cylinder liners. Look forfretting on the flange and any pits and scale on thewater side of the liner. If there are pits in the liner, turnthe liner 90° from its original position duringreinstallation in the, cylinder block. Put liquid soap onthe lower seals of the liner before installation. Do notuse ethylene glycol on these seals because some of itmay drain down to the oil pan and give a positiveantifreeze reaction in an S• 0•S Services oil analysistest. Put mineral oil or crankcase oil on the upper sealin the liner. Install the seal immediately. The mineraloil or crankcase oil will cause the seal to swell.Normal wear dimensions for the different types ofcylinder liners can be found in the Service Manual.

Test Equipment

Troubleshooting and analyzing cooling systemconditions can be easier with the right test equipment.

See pages 62-69 for cooling system troubleshootingand analyzing tools available from the Caterpillar PartsDistribution System.

- 61 - SEBD0518-09

Fig. 80: Filler band and O-ring seals on cylinder liner.

Fig. 79: O-ring seals and gasket on precombustion chamber.

Cat ELC (Extended Life Coolant)

Developed, tested, and approved by Caterpillar, Cat ELC lasts up to six times as long as conventionalcoolant. Cat ELC requires no supplemental coolantadditives (SCA's); instead, Cat ELC Extender is addedonce, at 6000 service hours or one half of the servicelife. Cat ELC is the coolant used as standard factoryfill worldwide for all Caterpillar machines. Cat ELCcan be used in all Cat and most OEM diesel andgasoline engines.

See page 18 for available quantities and part numbers.

Supplemental Coolant Additive

Cat SCA helps prevent rust, mineral and depositformation in the cooling system. Cat SCA helpsprotect all metals, including aluminum. Cat SCA doesnot affect gaskets or hoses and is compatible withglycol-base antifreeze.


Supplemental Coolant Additive Elements

Spin-on supplemental coolant additive elementscontain a pre-measured amount of chemical coolantadditives that dissolve during engine operation. Theelements can be used year-round to help preventcavitation, corrosion, and erosion. Elements areavailable for most Cat diesel engines. To avoid over-concentration, never use supplemental coolantadditive elements and liquid supplemental coolantadditive simultaneously. Never use supplementalcoolant additive elements with Cat ELC.


- 62 -

Cooling System Maintenance Products

SEBD0518-09

Fig. 82: Cat SCA (Supplemental Coolant Additive).

Fig. 83: 9N3718 Caterpillar Conditioner Element.Fig. 81: 101-2844 Cat ELC (1 gal).

Antifreeze

Cooling System Cleaners

Caterpillar's Cooling System Cleaner 1.9 liters (1/2 gallon) - Standard is available (Part No. 6V-4511)in containers or, if an immediate cleaning is desired,the following Caterpillar Cooling System Cleaners canbe used:

4C4609: 0.236 L (1 pint)4C4610: 1,980 L (1 quart)4C4611: 3.780 L (1 gallon)4C4612: 18.90 L (5 gallon)4C4613: 208 L (55 gallon drum)

Refer to label for cleaning instructions.

- 63 - SEBD0518-09

Fig. 84: 8C-3684 Cat DEAC (Diesel Engine Antifreeze/Coolant) (1 gal).

Fig. 85: 6V4511 Cooling System Cleaner - Standard (1/2 gal).

NOTICE

Use of commercially available cooling systemcleaners may cause damage to the aluminumcomponents in the cooling system. Use onlycleaners that are approved for use with aluminum.

Cat DEAC is specially formulated for use in dieselcooling systems. Cat DEAC helps protect againstcylinder liner and block pitting and helps preventcorrosion. Cat DEAC does not require supplementalcoolant additive at initial fill. See page 18 foravailable quantities and part numbers.

Caterpillar Cooling System Cleaner - Standard isdesigned to clean the system of harmful scale andcorrosion without taking the engine out of service.Caterpillar Cooling System Cleaner - Standard can beused in all Caterpillar engines' and othermanufacturers' cooling systems in any application.

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

Fluid Sampling Bottle Kit (169-8373)

The 169-8373 Fluid Sampling Bottle Kit provides a118 ml (4 oz) sampling bottle attached to the 177-9343Cap and Probe Group. There are 300 bottle kits to abox.

The 177-9343 Fluid Sampling Cap and Probe Groupcan be ordered without a bottle attached. There are 500cap and probe groups in a box. Both the kit and thegroup have a metal tipped probe with a plastic housingand 317 mm (12.5 in) of tubing attached. The probe isfor use with systems that have self-sealing probeadapters installed. This probe allows taking samplesfrom the cooling system without first cooling downand opening the system. The probe and cap are asingle use, disposable system.

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

Vacuum Pump (1U-5718)

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

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Coolant Sampling Tools

Fig.86: Sampling Bottle with Cap and Probe.Fig. 87: Vacuum Pump with Bottle Attached.

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

These self-sealing probe adapters allow one to usesampling probes, temperature probes, and pressureprobes in the cooling system without first coolingdown and opening the system. The adaptersautomatically seal when the probes are removed. Usethe probe adapters to make a cooling test faster andeasier. The probe adapters can be used in any coolingsystem with pressures up to 690 kPa (100 psi) andtemperatures up to 120°C (250°F). The 5P-2720 ProbeAdapter Gp has 1/8 inch pipe threads. The 5P-2725Probe Seal Adapter has 1/4 inch pipe threads. The 5P-3591 Probe Adapter Gp has 9/16-18 threads.

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Fig. 88: Self-sealing Probe Adapter Groups.

Cat ELC Dilution Test Kit (223-9116)

This simple pass/fail 223-9116 Cat ELC Dilution TestKit indicates, by color, if the inhibitor level of thecoolant is correct. All new Caterpillar machines areshipped with Cat ELC in the cooling system. This kitcontains enough material for ten tests. Completeinstructions for performing the test and interpreting theresults are enclosed within the kit. This kit has beencancelled.

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

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

This test kit accurately measures the concentration ofCat SCA and ethylene glycol in your coolant. The kithelps monitor Cat SCA and ethylene glycolconcentrations to ensure proper protection of thecooling system. The test can be performed in onlyminutes. The kits contain material for approximately30 tests.

NOTE: The Cat SCA and ethylene glycol test kitchecks for the concentration of nitrites in the coolant.Some other brands of supplemental coolant additivesare based on phosphate inhibitors and the test kit willyield readings that are inaccurate. If anothersupplemental coolant additive is used, refer to themanufacturer for an appropriate test kit. Coolant Condition Test Kit (4C-9301)

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

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Coolant Condition Test Tools

Fig. 89: Cat ELC Test Kit.

Fig. 90: Cat SCA and Ethylene Glycol Test Kit.

Fig. 91: Nitrite Concentration Test Kit.

Coolant/Battery Tester (245-5829)

The 245-5829 Refractometer measures the freezingpoints of both ethylene glycol coolant and propyleneglycol coolant. The refractometer also measures thespecific gravity of battery acid in order to determinethe condition of a battery's charge.

The technician simply applies two or three drops ofthe coolant or the acid in the refractometer. Therefractometer displays in degrees Celsius. Therefractometer also displays in degrees Fahrenheit. Theprism and lens design with a focus adjustmentprovides ease of operation for the technician. Thedesign includes automatic temperature compensationfeatures in order to deliver accurate results.

A carrying case and a calibration screwdriver areincluded with the refractometer.

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Fig. 92: Portable Refractometer Freezing Point Tester.

Infrared Thermometer (164-3310)

The 164-3310 Infrared Thermometer is rugged andeasy to operate. This thermometer is ideal fordetermining the temperature of objects that are out ofreach, too hot to touch, or continuously moving. Themeasure range is -30° to 900°C (-24° to 1600°F). Thisthermometer is powered by 2 AA cell batteries. 110 VAC and 220 VAC models are also available.

Infrared Thermometer (213-4310)

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

Additional uses beyond testing engine cooling systemscould include determining undercarriage componenttemperature, checking brake and bearing temperatures,verifying heating and air conditioning systems, anddetermining defrost grid temperatures.

Multimeter with Infrared Thermometer(237-5130)

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

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Temperature Testing Tools

Fig. 93: High Temperature Scale Infrared Thermometer.

Fig. 95: Caterpillar Digital Multimeter with Built-in InfraredThermometer.

Fig. 94: Caterpillar Non-Contact Infrared Thermometer.

Digital Thermometer Group (4C-6500)

The 4C-6500 Digital Thermometer Group is a portabletool with five channels for measuring temperatures.This tool will calculate the differential temperaturebetween any 2 of the 5 channels. The range oftemperature is from -50°C to 850°C (-58°F to 1582°F).The group includes 3 probes, ranging from 25.4 mm(1") to 63.5 mm (2.5 in.) in length. The probes aredesigned for use with included Probe Seal adaptersand the 4 included 20 foot cable assemblies. One hightemperature and one exhaust probe is also included inthe foam insert in the carrying case. Additional probesare available for use with the digital thermometer.

Thermocouple Temperature Adapter (6V-9130)

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

Recorder Group (8T-2844)

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

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

These thermometers check coolant temperature andaccuracy of the coolant temperature gauge. The 2F-7112 Thermometer can be installed in a hole with1/4 inch pipe threads. The 5N-4562 Thermometer canbe installed in a hole with 1/2-14 NPTFs threads or 3/4-14 NPTF threads.

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Fig.96: Five Channel Digital Thermometer Group.

Fig. 97: Temperature Adapter for Digital Multimeters.

Fig. 98: Adhesive cards for Varied Temperature Ranges.

Fig. 99: Selection of Thermometers Available.

Multitach II Tool Group (9U-7400)

The 9U-7400 Multitach II Tool Group contains a LEDPhoto Pickup and several tachometer adapters for usewith the included tachometer generator. A batterycharger is included for the required AA batteries. A9U-7402 Multitach II Tool Group that contains onlythe LED Photo Pickup is also available.

Blowby/Air Flow Indicator (8T-2700)

The 8T-2700 Blowby/Air Flow Indicator Groupcontains a hand-held digital indicator, a remotemounted pickup, 915 mm (36 inch) of cable, a blowbyhose, and the necessary connectors. This indicator canmeasure the volume of the blowby gases that arecoming out of the crankcase breather. Also, theindicator can measure the air velocity through theradiator. The indicator will check if the air flowthrough the radiator is within specifications. Use theindicator to check the different areas of the core anddetermine if any of the areas in the core are plugged.

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Air Flow Test Tools

Fig. 100: Multitach to Check Fan and Engine Speed.

Fig. 101: Indicator for Checking for Plugged Radiator.

Pressurizing Pump (9S-8140)

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

Pressure Probe (164-2192)

Use the 164-2192 Probe with a pressure gauge in orderto check the coolant pressure at the water pump inletor at the water pump outlet. The probe can be installedin a 1/8 inch pipe threaded hole or the probe can beinstalled in any of the probe adapters that werementioned on page 65.

Pressure Gauge (6V-7830)

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

Digital Pressure Indicator (198-4240)

The 198-4240 Digital Pressure Indicator is amicroprocessor based device that reads vacuum,pressure, differential pressure, and temperature. Theindicator uses sensors and cables to remotely measuresystems that are under pressure.

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Pressure Test Tools

Fig. 102: Pump for Pressurizing Cooling Systems.

Fig. 103: Pressure Gauge Probe Adapter.

Fig. 104: Tetragauge Group.

Fig. 105: Digital Pressure Indicator for Remote Reading.

Engine Pressure Group (1U-5470)

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

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Fig. 106: Digital Pressure Indicator for Remote Reading.

Ultraviolet Lamp Group (1U-5566 [10 VAC] and1U-6444 [220 VAC])

Use the 1U-5566 Ultraviolet Lamp Gp (110 Volt) and1U-6444 Ultraviolet Lamp Gp (220 Volt) ultravioletlights to detect leaks. The following additives helpdetect leaks in the cooling system: 1U-5576 Additive(1 oz) and 1U-5577 Additive (0.473 L [1 pint]).

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Leak Detection Tool

SEBD0518-09

Fig. 107: Tooling for Leak Detection.

All machines and engines have some attachments forthe cooling system. A few of the attachments describedhere are used exclusively on earthmoving machinery.Others can be used on all engines. Attachments forspecific models are shown in the appropriate PartsBook.

Hood and Engine Enclosures

In certain applications, such as logging, land clearing,or sanitary landfilling, loose material in the enginecompartment can be a problem. Loose material canplug the radiator core, which make frequent cleaningof the radiator necessary. If the radiator is not cleaned,overheating will result. One way to reduce theproblem is to use hood and side panels that areperforated. These perforated panels can extend thecleaning intervals and/or service life of the radiator bypermitting air to flow to or from the radiator whilepreventing entry of loose material into the enginecompartment.

Abrasion Resistant Grid for Radiators and Ejector-type Fans

In applications where there is blowing sand or abrasivematerial kicked up by the machine, sandblasting canbe a problem. Sandblasting is the erosion of radiatortubes and fins by fine particles. This normally onlyoccurs with blower fans. After a period of time,sandblasting can cause coolant leaks.

The abrasion resistant grid deflects and slows theparticles so they pass through the radiator withoutwearing the tubes or fins. This will give the radiator alonger service life.

An ejector-type blower fan will also lessensandblasting problems. The ejector fan has the backedge of its blades bent around into a hook shape. Thismakes a channel along the back of each blade whichtakes most of the debris out of the air flow anddischarges it radially.

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

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Attachments

SEBD0518-09

Fig. 108: Perforated Hood and Engine Side Enclosures.

Fig. 109: Abrasion Resistant Grid.

Crankcase Guards

Although crankcase guards are not a cooling systemattachment, they can have a positive or negative effecton the cooling system. The crankcase guard willdecrease the amount of loose material that enters theengine compartment. On machines with blower fans,this can decrease radiator core plugging orsandblasting. In logging, land clearing, or sanitarylandfilling applications, the additions of screens overthe openings in and around the crankcase guard willfurther decrease the entry of loose material into theengine compartment.

Normally, some of the heat in the engine transmissionand torque converter is transferred directly to the airthat flows around these components. Mud, dirt, orother material that becomes packed in and around thecrankcase guard will act as an insulating material andprevent heat transfer to the air. This will cause theengine, transmission and torque converter oiltemperatures to rise and, in some conditions, causecoolant overheating.

Reversible Fan

A reversible fan makes it possible to change from asuction to a blower fan or vice-versa very easily. Somereversible fans automatically reverse every fewminutes to blow or suck out debris that may get lodgedin the radiator.

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Fig. 110: Crankcase Guards.

Fig. 111: Reversible Fan.

Hinged Radiator Guard

A hinged radiator guard permits easy access to thefront of the radiator. This makes it easy to inspect andthoroughly clean the radiator without removing theheavy guards.

Coolant Flow Indicators

Coolant flow indicators are found on some machines.When there is a loss of coolant, the coolant flowindicator, which will be a horn and a light, will signalthe operator to let him know there is a problem. Lossof coolant flow can be caused by low coolant level,water pump failure, sudden loss of coolant, broken fanbelts or severe water pump cavitation.

Jacket Water Heater

Jacket water heaters have an electric heating elementto keep the coolant warm in the engine. These heatersare required to start a cold engine in temperaturesbelow -18°C (0°F). Jacket water heaters are also usedon electric set engines that have automatic stop-start.

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Fig. 112: Hinged Radiator Guard.

Fig. 113: Coolant Flow Indicator.

The following publications are available through yourlocal Caterpillar dealer. Some publications may have anominal charge.

NOTE: The information contained in the listedpublications is subject to change without notice.Contact your local Caterpillar Dealer for the most upto date recommendations.

NOTE: Refer to this publication, the listedpublications, the respective product data sheet, and tothe appropriate Operation and Maintenance Manual forproduct application recommendations.

"Cold Weather Recommendations", SEBU5898

"Cooling System Fundamentals," LEKQ1475

"Oil And Your Engine," SEBD0640

"Diesel Fuels And Your Engine," SEBD0717

"Caterpillar Machine Fluids Recommendations,"SEBU6250

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

"Caterpillar Commercial Diesel Engine FluidsRecommendations," SEBU6251

"Caterpillar On-highway Diesel Truck Engine FluidsRecommendations," SEBU6385

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

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

"Label - ELC Radiator Label," PEEP5027

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

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

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

Annual Book of Standards for Section II, Volume11.01

ASTM100 Bar Harbor DriveConshohocken, PA 19428Phone - 610-832-9585

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Summary

SEBD0518-09

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

The consequences of improper coolant selection andcooling system maintenance are evident. Coolant related failures and loss of efficiency directly affectyour operation.

Selecting and maintaining the proper coolant helpsyour engine in the long run. Understanding coolantand its effects on your engine is crucial to an efficientoperation.

Reference Material Available From Caterpillar

SEBD0518-09 c 2008 CaterpillarPrinted in U.S.A.

70582277 know your cooling system

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