Excelnt Book Diesel Fuel CAT PDF

APPLICATION AND INSTALLATION GUIDE
DIESEL FUELS &

DIESEL FUEL SYSTEMS
3600 C175 3500

C32 3412E 3400 3126B
C18 C-16 C-15 C15
C13 C-12 C11 C-10
C9 C-9 C7
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Contents
Diesel Fuels ......................................................................... 1

Common Diesel Fuel ......................................................... 2
Diesel Fuel Grades ........................................................ 2
Low Grade............................................................... 2
High Grade .............................................................. 2
American Society for Testing and Materials (ASTM) ...... 2
Diesel Fuel Types ......................................................... 3
Crude Oil ................................................................. 3
Residual Oil or Blended Heavy Fuel Oil (HFO) ................ 3
Distillate Fuel ........................................................... 3
Marine Diesel Oil ...................................................... 3
Aircraft Jet Fuels and Kerosene Type Fuels .................. 4
Biodiesel.................................................................. 4
Ultra Low Sulfur Diesel (ULSD) ................................... 4
Diesel Fuel Characteristics ............................................. 5
Diesel Fuel Selection......................................................... 6
Diesel Fuel Systems ............................................................. 7
Basic Fuel System ............................................................ 8
MUI Fuel System ...................................................... 8
MEUI Fuel System .................................................... 8
HEUI Fuel System ..................................................... 9
Common Rail Fuel System ......................................... 9
ACERT Technology ................................................. 10
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Diesel Fuel System Design Considerations ......................... 12
Fuel Storage Systems ................................................. 12
Main Fuel Tank....................................................... 12
Auxiliary Fuel Tanks................................................ 13
Fuel Head Limiting Tank .......................................... 16
Base Mounted Tanks............................................... 16
Fuel Tank Design Considerations .................................. 17
Fuel Tank Sizing ..................................................... 17
Fuel Tank Material .................................................. 17
Fuel Tank Installation .............................................. 17
Fuel Tank Drains..................................................... 17
Fuel Tank Grounding ............................................... 18
Fuel Tank Maintenance............................................ 18
Fuel Transfer Systems................................................. 18
Fuel Transfer Pumps ............................................... 20
Fuel Piping Design Considerations................................. 21
Fuel Supply Piping .................................................. 21
Fuel Return Piping................................................... 22
Purging ................................................................. 22
Siphoning & Check Valves ....................................... 22
Material................................................................. 22
Sizing.................................................................... 23
Routing ................................................................. 23
Fuel Filtration Systems ................................................ 23
Filter Micron Ratings ............................................... 24
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Primary Fuel Filter Element Specification .................... 25
Duplex Fuel Filters .................................................. 25
Water Separation.................................................... 26
Miscellaneous Fuel System Considerations......................... 30
Fuel Temperature ....................................................... 30
Fuel Coolers............................................................... 30
Fuel Heaters .............................................................. 31
Partial Load Operation ................................................. 33
Burning Used Crankcase Oil ......................................... 33
Continuous Blending ............................................... 34
Fuel Conservation Practices ............................................. 36
Appendix 1 ....................................................................... 37
Day Tank Sizing (When Day Tank Serves as a Heat Sink) .... 37
Day Tank Calculations................................................. 37
Day Tank Thermal Capacity Calculation ..................... 38
Useful Fuel Formulas and Data ................................. 47
Appendix 2 ....................................................................... 49
Crude Oil Fuel ................................................................ 49
Pretreatment of Crude Oils........................................... 49
Crude Oil Maintenance Intervals ................................... 51
Crude Oil Settling Tanks .............................................. 51
Reference Material ............................................................. 54
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Foreword
This section of the Application and Installation Guide generally describes
Diesel Fuels and Diesel Fuel Systems for Caterpillar engines listed on the
cover of this section. Additional engine systems, components and dynamics
are addressed in other sections of this Application and Installation Guide.
Engine-specific information and data are available from a variety of
sources. Refer to the Introduction section of this guide for additional
references.
Systems and components described in this guide may not be available or
applicable for every engine.
Information contained in this publication may be considered confidential.

Discretion is recommended when distributing. Materials and specifications
are subject to change without notice.
CAT, CATERPILLAR, their respective logos and Caterpillar Yellow, as well

as corporate and product identity used herein, are trademarks of Caterpillar
and may not be used without permission.
2005 Caterpillar
All rights reserved.
Application and Installation Guide Diesel Fuels & Diesel Fuel Systems
Diesel Fuels
Diesel fuel quality is an important factor in satisfactory engine life and
performance. Fuels must provide adequate combustion without producing
excess contaminates that can harm the engine. Additionally, fuel selection
involves economic and environmental considerations. The availability of
certain grades of diesel fuels may be cost prohibitive or inappropriate for
various applications. This Application and Installation Guide provides
information on the various diesel fuel oil types and how they relate to
Caterpillar engine installations.
SECTION CONTENTS
Common Diesel Fuel............. 2 Diesel Fuel Selection .............6

Diesel Fuel Grades
Diesel Fuel Types
Diesel Fuel Characteristics
2005 Caterpillar
All rights reserved. Page 1
Diesel Fuels & Diesel Fuel Systems Application and Installation Guide
Common Diesel Fuel

The high sulfur content often
Diesel Fuel Grades
found in low-grade fuels causes
A variety of fuel oils, also known
corrosion, wear and deposits in the
as middle distillates, is marketed for
engine. Fuels that are not volatile
use in diesel engines. Their
enough or dont ignite rapidly may
properties and performance depend
leave harmful deposits in the engine
upon the refining practices employed
and may cause poor starting or
and the nature of the crude oils from
running under adverse operating
which they are produced. Because
conditions. The use of low-grade
of constituents in the oil, some
fuels may require the use of high
crude oils are naturally suited for
priced, higher detergent lubricating
refinement into high-grade fuels
oils and more frequent oil changes to
while others are best used for lower-
yield appropriate performance and
grade fuels. Similarly, high-grade
engine life.
fuels, low-grade fuels and the
various grades between them High Grade
provide choices for the most suitable High-grade fuels burn cleaner, but
fuel for any given installation. have a lower heat value, which
Note: The use of very high-grade or yields slightly less power. Aviation
very low-grade fuel oils often jet fuels and kerosene are considered
requires modification to the fuel high-grade fuels and seldom
system and special consideration of contribute to the formation of
additional costs that may be harmful engine deposits and
encountered. Contact your corrosion. Other attributes of high-
Caterpillar dealer for information grade fuels include the benefits of
regarding the use of these fuel faster engine starting and less
types. frequent overhauls, and the
drawback of reduced lubricity.
Low Grade
Low-grade fuels produce a higher American Society for Testing and
heat value which translates into Materials (ASTM)
more engine power, but they also Due to the different engine
produce more contaminates that applications, designs and sizes,
could negatively impact engine-life. standards for the limits of fuel
Additionally, the use of low-grade properties have been set by the
fuel oil in diesel engines often American Society for Testing and
produces darker exhaust and a more Materials (ASTM). Utilizing the
pronounced odor. These attributes correct fuel for the engine will
may be objectionable in hospital, minimize wear of the injection
office, commercial or urban settings system, allowing easier starting and
and require the use of a higher-grade improve component service life.
fuel. Experience has proven that
distillate fuels meeting basic
2005 Caterpillar
Page 2 All rights reserved.
specifications will result in optimum create more combustion chamber

engine performance and durability. deposit formations which can cause
Depending on fuel costs and increased cylinder and ring wear.
availability, the proper use of Blending may improve fuel density;
alternative fuels such as crude oil, however, adding alcohol (ethanol,
blended oil or residual oil can also methanol) or gasoline causes an
provide cost competitive engine explosive atmosphere in the tank
operation. and is not recommended.
Diesel Fuel Types Caterpillar 3600 diesel engines, in
general EPG applications only, can
Crude Oil be modified to run on blended fuels,
The term crude oil is used to but extreme PREVENTIVE
describe petroleum-based oils/fuels MEASURES MUST BE TAKEN,
that are not yet refined. They are including following a thorough
essentially in the same state as maintenance program and use of
when they were pumped from the high quality fuel treatment
earth. equipment. For any other
Certain types of crude oils can be applications including marine,
burned in Caterpillar Engines. In petroleum, industrial, etc. that
some cases, crude oil is a practical require the burning of blended fuels,
and economical fuel for diesel MAK Engines should be considered.
engines. Crude oils are evaluated Blended fuel can lower fuel cost,
individually and special equipment but there are often significant trade-
may be needed to condition the fuel. offs. Fuel price must be weighed
Minimum guidelines have been against the following.
established to determine the
suitability of crude oils as shown in Fuel containment effects
Appendix 2. Reduced engine component
life
Residual Oil or Blended Heavy Fuel Higher maintenance and
Oil (HFO) personnel costs
Residual fuel (which resembles tar Reduced warranty
and contains abrasive and corrosive
substances) is composed of the Distillate Fuel
remaining elements from crude oil Distillate fuels are refined from
after the crude has been refined into crude oil and are commonly referred
diesel fuel, gasoline, or lubricating to as diesel fuel, furnace oil, gas oil,
oil. or kerosene.
After the more desirable products Marine Diesel Oil
have been refined, residual fuel can Many different names are used for
be combined or diluted with a lighter marine diesel fuels, which can often
fuel to produce a mixture that can cause a misunderstanding. Four
flow. This mixture is called blended types of marine diesel fuel are
or heavy fuel. Heavy fuels tend to generally recognized and available at
2005 Caterpillar
bunkering ports around the world. engine fuel systems, a minimum

However, not all of the types are viscosity of 1.4 cSt at 38C
available at every station. (100F) is required at the engine
transfer pump to properly lubricate
Gas Oil
fuel system components. Kerosene
This is a light distillate fuel which
type fuels have lower energy
does not contain any residual fuel.
content than diesel fuels and
Gas oil is approximately ASTM No. 1
therefore will produce less peak
diesel fuel.
power output and/or will require
Marine Diesel more fuel volume to do an
This is a distillate fuel that boils at equivalent amount of work.
a higher temperature than gas oil.
Biodiesel
The fuel varies from ASTM No. 2
Biodiesel is a fuel that can be made
diesel fuel to ASTM No. 4 diesel
from a variety of sources. Soybean
fuel. The composition can vary
oil and rapeseed oil are the primary
within the following range: ASTM
sources, but alternate base stocks
No. 2 diesel fuel, No. 2 that is
may include animal tallow, waste
contaminated with heavier fuel in
cooking oil, or a variety of other
the bottom of the tanker, and No. 2
feedstocks.
that is blended with as much as 20
% residual fuel. In original forms, these oils are not
suitable for use as a fuel in
Blended Fuel Oil
compression engines; they must first
This is a blend of distillate and
be esterified. Without esterification,
residual fuel. This fuel is blended to
these oils will gel in the crankcase
the viscosity that is requested by the
and the fuel tank.
operator or the engine manufacturer.
Blended fuel is not recommended for Ultra Low Sulfur Diesel (ULSD)
use in Caterpillar engines that are Ultra low sulfur diesel represents
configured to use distillate fuel. distillate fuels with 15 ppm sulfur.
It has been developed to reduce
Residual Fuel
particulate engine emissions.
This is residue from the distillation
of crude oil in a refinery. DO NOT
use residual fuel in Caterpillar
engines that are configured to use
distillate fuel.
Aircraft Jet Fuels and Kerosene Type
Fuels
Aircraft jet fuels and kerosene type
fuels may be used as a diesel engine
fuel provided they meet acceptable
limits. Adequate viscosity,
particularly with kerosene type fuels
is a major concern. For Caterpillar
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Distillation: This involves

Diesel Fuel Characteristics heating crude to relatively
The following information high temperatures. Vapor
describes the basic fuel drawn at various temperatures
characteristics and their relation to produce fuels of different
engine performance. types. Lighter fuels, such as
Cetane Number: Index of gasoline, are drawn off first
ignition quality determined by and heavier fuels last. It has
comparing with fuels used as an influence on viscosity of
standards for high and low the fuel and the BTU content,
cetane numbers. The higher which affects exhaust and
the cetane number is the smoke, starting and power
shorter the ignition delay output.
period which affects warm- Flash Point: Lowest
up, combustion, cold start and temperature at which fuel will
exhaust smoke density. give off sufficient vapor to
Sulfur: Sulfur is an element ignite when flame is applied.
that occurs naturally in all Pour Point: Is the temperature
crude oils, and when burned which is 3C (5F) above the
in the combustion chamber, temperature where the fuel
can form oxides of sulfur. just fails to flow or turns
These can react with water solid.
vapor to create sulfuric acid, Cloud Point: The temperature
which can cause severe at which a cloud or a haze
engine damage. High sulfur appears in the fuel. This will
content requires usage of high happen when the temperature
Total Base Number (TBN) oils falls below the melting point
or shortening of the oil change of waxes or paraffins that
periods. occur naturally in petroleum
Gravity: An index of weight of products.
a measured volume of fuel. Water and Sediment:
Lower American Petroleum Percentage by volume of
Institute (API) ratings indicate water and foreign material
heavier fuel containing greater removed by centrifuging.
heat content. Carbon Residue: Percentage
Viscosity: A time measure to by weight of dry carbon
resistance of flow. High remaining when fuel is burned
viscosities cause poor fuel until no liquid remains.
atomization thereby Ash: Percentage by weight of
decreasing combustion dirt, dust, sand, and other
efficiency. Low viscosity may foreign matter remaining after
not provide adequate combustion.
lubrication to fuel system
components.
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Corrosion: A polished copper Fuel imparting more than

strip is immersed in fuel for slight discoloration is rejected.
three hours at 50C (122F).
Diesel Fuel Selection

The fuels recommended for use in
Caterpillar diesel engines are Table 2 lists acceptable aircraft jet
normally No. 2-D diesel fuel and No. fuels and kerosene type fuels.
2 fuel oil, although No. 1 grades are
also acceptable. Table 1 lists the
worldwide fuel standards which Name Description
meet Caterpillar requirements.
ASTM D Aviation Turbine Fuel
1655-80 (JET A-1)
Aviation Turbine Fuel
Standard Name Description MIL-T-5624L (JP-5)
ASTM No. 1-D & No. 2-D (NATO Code No. F-44)
D975 Diesel Fuel Oils Aviation Turbine Fuel
MILT-T-
(JP-8)
ASTM No. 1 & No. 2 Fuel 83133B
American (NATO Code No. F-34)
D396 Oils
ASTM No. 1-GT & No. 2-GT Table 2
D2880 Gas Turbine Fuels
Classes A1, A2 & B2
BS 2869
Engine Fuels
British
Classes C2 & D Burner
BS 2869
Fuels
DIN
Diesel Fuel
West 51601
German DIN
Heating Oil El
51603
AS Automotive Diesel
Australian
3570 Fuel
JIS Types 1 (spl), 1, 2, 3,
Japanese
K2204 & 3 (spl) Gas Oil
DF-1, DF-2 Conus &
W-F-
DF-20 Conus Diesel
U.S. 800C
Fuel
Government
W-F- FS-1 & FS-2 Burner
815C Fuel Oil
U.S. MIL-L-
Marine Oil
Military 16884G
Table 1
2005 Caterpillar
Diesel Fuel Systems

The fuel system on a diesel engine is a highly specialized set of
components which must deliver the correct amount of fuel to the cylinder at
the precise moment it is needed. A well-designed fuel system enables the
engine to produce maximum power at maximum efficiency with a minimum
of exhaust emissions.
Todays diesel injectors must develop very high injection pressures to
function with modern high compression ratio engine designs. They must also
control the start and duration of injection within milliseconds to perform at
the level demanded by engine customers. These precision injectors require an
adequate supply of clean, stable fuel for proper operation. This requirement
in turn demands careful attention to the fuel storage and handling systems
specified for each installation.
This section discusses the various fuel systems available on current
Caterpillar diesel engines, details the numerous fuel storage and handling
system options available for diesel fuels, and outlines the advantages,
disadvantages, and special considerations which accompany each system.
Diesel Engine Fuel System Descriptions/Components
Caterpillar diesel engines are all furnished with a fuel system based on a
conventional design, utilizing unit injectors, but with differing means of
injector actuation and control.
The following sections briefly describe the basic fuel system and the three
types of injector control systems currently in use.
SECTION CONTENTS
Basic Fuel System................ 8 Fuel Piping Design

MUI Fuel System Considerations
MEUI Fuel System Fuel Filtration Systems
HEUI Fuel System Miscellaneous
Common Rail Fuel System Considerations ...................30
ACERT Technology Fuel Temperature
Design Considerations .........12 Fuel Coolers
Fuel Storage Systems Fuel Heaters
Fuel Tank Design Burning Used Crankcase Oil
Considerations Fuel Consumption
Fuel Transfer Systems Practices ...........................36
2005 Caterpillar
Basic Fuel System

The basic fuel system, common to the proper fuel pressure to the
all Caterpillar diesel engines, includes injectors.
an engine driven fuel transfer pump, The manual fuel priming pump is
a secondary fuel filter, unit fuel recommended if no electrical priming
injectors and a fuel pressure pump is available. The manual pump
regulator. Optional Caterpillar helps to bleed air from the fuel
supplied fuel system components piping before initial engine operation
include flexible hoses, a manual fuel and following engine maintenance
priming pump, and a duplex primary such as filter element changes and
fuel strainer. A basic fuel system injector replacement.
schematic is shown in Figure 1.
Caterpillar also recommends the
The engine driven transfer pump use of a duplex primary fuel filter
delivers fuel to the unit injectors via prior to the engine driven fuel
the secondary fuel filter. The pump transfer pump. This filter is available
is equipped with a pump-mounted from Caterpillar via custom quote.
safety valve and the fuel flow at When used, the duplex primary fuel
rated rpm is listed in the technical filter is installed, remotely from the
data and varies with engine speed. engine, in the fuel transfer pump
The unit injector, either suction piping.
mechanically or hydraulically
actuated, combines the functions of MUI Fuel System
pumping, metering and injecting into The Mechanically actuated and
a single unit. It is located near the controlled Unit Injectors (MUI) use
center of the combustion chamber in the engine camshaft and push rods
each cylinder head, between the to generate fuel injection pressure,
rocker arms. External manifolds and a mechanical linkage system to
supply fuel from the transfer pump control the amount of fuel injected
to the injectors, eliminating the need into the cylinders. The mechanical
for high pressure fuel lines. Fuel linkage system connects the
continuously circulates through the governor to the fuel rack, which
injectors, and the excess fuel that is allows the fuel rate to the engine to
not used for combustion cools the be controlled in relation to the
injectors and is returned to the fuel varying engine loads.
tank via the pressure regulating
valve. This excess fuel also aids in
MEUI Fuel System
The Mechanically actuated
the purging of air from the system.
Electronically controlled Unit
The fuel delivery pressure to the Injectors (MEUI), formerly known as
injectors is controlled by a pressure Electronic Unit Injectors (EUI), also
regulating valve. The pressure use the engine camshaft and push
regulator must be adjusted at the rods to generate fuel injection
installation site in order to provide pressure, but use an Electronic
2005 Caterpillar
Control Module (ECM) to control the delivery and timing of the fuel
amount of fuel injected into the injection(s). Similar to some other
cylinders. A solenoid on each systems, the common rail fuel
injector receives voltage signals from system has capability of multiple
the ECM to become energized. The injections for a given combustion
injectors will inject fuel only while event.
the injector solenoid is energized. The main components of a
The ECM controls the amount of common rail system include the
fuel that is injected by varying the high-pressure pump, the high-
signals that are sent to the injectors. pressure lines and rail system, and
By controlling the timing and the the injectors. The low-pressure fuel
duration of the voltage signal, the system utilizes similar components
ECM can control injection timing and to the unit injector fuel system. See
the amount of fuel that is injected. Figure 2 for a schematic of the
common rail fuel system.
HEUI Fuel System
The common rail fuel system does
The Hydraulically actuated
not continually circulate fuel through
Electronically controlled Unit
the entire system like the unit
Injectors (HEUI) use a hydraulic
injector fuel system. Instead, small
pump and engine oil to generate fuel
amounts of fuel are bypassed during
injection pressure, and an ECM to
the injection event. Due to the very
control the pressure and amount of
high pressure in the fuel manifold,
fuel injected into the cylinders.
more heat is put into the fuel than
The operation of the HEUI fuel on previous systems. Because of the
system is completely different from additional heat added to the fuel, it
any other type of fuel system that is is critical that the fuel inlet
actuated mechanically. The HEUI temperature is maintained within
fuel system is completely free of guidelines provided for the engine
adjustment. Changes in performance model. Recommended, and
are made by installing different sometimes required, is the use of a
software in the ECM. fuel cooler to maintain the
appropriate inlet fuel temperature.
Common Rail Fuel System Otherwise, the overheated fuel will
Unlike the MEUI fuel system, in a
have very low viscosity and film
common rail fuel system injection
strength which makes the fuel
pressure is created external to the
system components, especially the
unit injectors in a high-pressure fuel
injectors, more susceptible to
pump which is driven off the engine.
damage from fuel contaminants and
The pump pressurizes a high-
wear, hence the importance of
pressure fuel manifold that runs
proper filtration practices on
along both sides of the engine
common rail engines.
feeding high pressure fuel to the
injectors. The electronic fuel
injectors at each cylinder control the
2005 Caterpillar
ACERT Technology produce higher performance with

Caterpillar ACERT Technology fewer emissions. This new
improves diesel engine performance. technology works with the MEUI,
This technology provides precise HEUI and Common Rail fuel
control over a range of combustion systems.
variables, which can be regulated to
Fuel System Schematic
Figure 1
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Common Rail System Schematic
Figure 2
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Diesel Fuel System Design Considerations

Diesel fuel supply systems must application. Rule of thumb for tank
ensure continuous and clean supply size is to find the fuel consumption
of fuel to the engines fuel system. rate at 100% load factor (depending
The recommended diesel fuel supply on application: Prime, stand-by etc.)
system typically has three major and multiply it with the number of
components: a fuel storage system, hours between refills. Fuel
a fuel transfer system and a fuel consumption rates are shown on the
filtration system. The three Engine Technical Data Sheets for the
component systems provide clean specific engine. Additionally, 10%
operating fuel to the engine. should be added to the result; 5%
for expansion at the top of the tank,
Fuel Storage Systems and 5% for sediment settlements at
Bulk fuel is usually stored in large the bottom.
main storage tanks and transferred
to smaller auxiliary tanks (service Example:
tanks or day tanks) near engines by A power plant with one (1) 3516B
electric motor-driven pumps as diesel generator set, rated for 1145
shown in Figure 3. bkW (1560 bhp) at 100% load. The
fuel rate for the engine is 284 L/hr
If auxiliary tanks are not (75 G/hr) as found in TMI.
necessary, the main fuel tank must
provide a ready fuel supply to the The time between tank refills is
engine-mounted transfer pump. based on weekly fuel tanker truck
deliveries, so refill time is 168 hours.
Main Fuel Tank
The main fuel tank represents the Solution:
primary fuel reservoir in all Tank vol. = 284 x 168 x 1.1 = 52,583 L
applications, and must have Tank vol. = 75 x 168 x 1.1 = 12,600 gal
adequate capacity for the intended
2005 Caterpillar
Installation Example with Main and Auxiliary Fuel Tanks
Figure 3
Auxiliary Fuel Tanks pressure head from the fuel

Auxiliary fuel tanks, service tanks transfer pump and injection
and day tanks are secondary fuel equipment for efficient fuel flow.
tanks located between the main fuel A manual fuel priming pump,
tank and the engine. These tanks are offered as an attachment, or an
required in the following situations. electric motor-driver boost pump
The main fuel tank is located may allow operation under
on the same level but more conditions more severe than those
than 15 m (50 ft) away. previously described; but where
The main fuel tank is located starting dependability is required,
3.7 m (12 ft) or more below Caterpillar recommends the use of
the engine. an auxiliary fuel tank.
The main fuel tank is located Auxiliary tanks offer convenient
above the engine fuel and ready fuel storage while
injectors. providing a settling reservoir for
Any of the above conditions can water, sediment and sludge. An
cause unsatisfactory engine starting example of an auxiliary fuel tank is
and operation. The purpose of an shown in Figure 4.
auxiliary tank is to relieve the fuel
2005 Caterpillar
Typical Auxiliary Fuel Tank
Figure 4
Fuel Service Tank or Day Tank automatically controlled. For

Auxiliary tanks such as fuel service convenience and safety, automatic
tanks or day tanks can be quite control is usually employed using a
simple. It usually consists of a small float-actuated, electric motor-drive
metal tank, either floor or wall pump. The refilling pump can be
mounted, in the immediate vicinity positioned either at the auxiliary tank
of the engine. The tank is usually or at the main tank outlet. The
sized to hold approximately eight performance capability of the pump
hours of fuel, based on the engines must be considered during
fuel consumption rate at full load. placement.
Refilling can be accomplished by Features of the auxiliary tank, as
gravity, a hand pump, or with a shown in Figure 5, should include
motor-drive pump. Motor-drive the following.
pumps can be either manually or
2005 Caterpillar
Fill line - Located above the fill line. To simplify engine

high fuel level, with outlet maintenance, a shut-off valve in the
baffled to prevent agitation of supply line is useful.
sediment in the tank. The delivery line, carrying the fuel
Delivery line - Located near to the engine-mounted fuel transfer
the bottom but not so low as pump, and the return line, carrying
to pick up collected sediment excess fuel back to the tank, should
or condensation. be no smaller in size than the
Return line - To carry excess respective fittings on the engine.
fuel back to the auxiliary tank.
Larger fuel supply and return lines
Should have its outlet baffled
ensure adequate flow if the fuel tank
for the reason described
supplies multiple engines over 9 m
above.
(30 ft.) away from the tank or when
Overflow line - Allows excess
temperatures are low. Consult
fuel to return to the main tank
general dimension drawings for the
in event of overfilling of the
sizes for each model.
auxiliary tank.
Vent line - Allows air pressure It is important that the fuel return
to equalize as tank is drained line is sloped down to the tank with
or filled (vent cap should be no traps or obstructions in the line.
located away from open flame If this is not done, the fuel system is
or sparks). prone to air-lock with consequent
Drain valve - Allows removal hard-starting.
of condensate and sediment. The auxiliary tank should be
Sight glass or float-type gauge located so that the level of the fuel
- Provides a positive check on when the tank is full is no higher
fuel level. than the injection valves. Static
To prevent damage to the fuel pressure would allow fuel to leak
filter housings, the return line should into the combustion chambers in the
have no valves or restrictions to event of injection valve leakage. The
allow dangerous pressure buildups. tank should be close enough to the
Flexible rubber hoses, used as fuel engine so that the total suction lift
return lines, should be supported to to the transfer pump with the fuel at
prevent closing off over time due to low level, plus the line loss of the
weight of the hose and fuel. Hard supply line, is less than the fuel
fuel lines prevent this problem, but a pumps maximum suction lift
flexible connection is still required to capability. This figure should be
isolate vibration between the line minimized for better starting. A float
and the tank. valve or solenoid valve in this type
of day tank regulates the fuel level
A nonflammable tank mounting will
to keep it below the level of the
maximize fire protection.
injectors.
The overflow line should be at
least two pipe sizes larger than the
2005 Caterpillar
Typical Fuel Head Limiting Tank
Figure 5
purpose is to limit the head of fuel

Fuel Head Limiting Tank
on the engines injection system.
If overhead mounting of the
service tank or day tank is Base Mounted Tanks
unavoidable, or if existing tank Base mounted day tanks are
locations in a re-power application sometimes used to provide a
dictate, then a small fuel head convenient and close source of fuel
limiting tank may be required. This with adequate capacity for four to
tank fulfills the same requirements eight hours of operation. While
as the service tank or day tank, but minimizing the floor space needed
stores a much smaller volume of for fuel storage, the height of the
fuel. The fuel head limiting tank is engine will increase significantly
installed between the engine and the with this option designed to ease
service tank or day tank. Its only maintenance.
2005 Caterpillar
Fuel returning to the main tank generally should not exceed the
may, because of its volume, aid with engine injectors height. This
cooling, but returning to the day prevents possible fuel leakage into
tank is permissible. cylinders.
Above ground tanks provide
Fuel Tank Design
accessibility, allowing for easy
Considerations draining of impurities and reducing
Fuel Tank Sizing the danger of ground water
The fuel tank is typically one of the contamination.
least expensive items in an Underground tanks allow the earth
installation, and it is wise to provide to work as an insulator, limiting
too much, rather than too little, radical temperature changes which
storage capacity. However, while can cause flow restrictions,
the minimum required capacities of condensation, and possible power
fuel tanks can be estimated, as loss. Seasonal settlings are also
outlined in the previous discussion of avoided when burying the tank
fuel tanks, some applications may below frost line. In underground
need to meet the requirements of tanks, the water must be removed
outside organizations, such as the by pumping through a tube placed
U.S. National Electrical Code (NEC) down the fill pipe.
or National Fire Protection
Regulations governing the
Association (NFPA).
installation and maintenance of both
Fuel Tank Material above and below ground fuel tanks
Fuel tanks made from low carbon may apply.
rolled steel are best. Locate storage tank fill tubes for
CAUTION: Zinc, either in the form of convenience and safety of filling
plating or as a major alloying operations. Vents are necessary to
component, should not be used with relieve air pressure created by filling
diesel fuels. Zinc is unstable in the and prevent vacuum as fuel is
presence of sulfur, particularly if consumed.
moisture is present in the fuel. The
Fuel Tank Drains
sludge formed by chemical action is
All fuel tanks should have easily
extremely harmful to the engines
accessible drain connections. Water
internal components.
and sediment that collects in the
Fuel Tank Installation bottom of the tank must be
Large capacity storage tanks allow eliminated regularly. Provide clean-
bulk purchases and minimize dirt out openings for periodical removal
contamination. Maintaining full tanks of sediment and trash that settles
reduces condensation, particularly if out of fuel tanks.
fuel is seldom used. Well-designed tanks have large
Tanks may be above or below enough clean-out openings so the
ground level, but high fuel level
2005 Caterpillar
lowest part of the fuel tank can be Because microorganism growth

accessed with cleaning equipment. occurs in the fuel/water layer, the
tank should be designed to minimize
Fuel Tank Grounding
this interface, and water bottoms
Fuel tanks, both bulk and auxiliary,
should be drained regularly.
need to be grounded. This is to
improve personal safety and reduce Microbiocide additives, either
the fire hazard of sparks discharged water or fuel soluble, can be added
from static electricity build-up during to fresh fuel to inhibit microorganism
refueling operations. growth. Consult your local fuel
supplier for recommended additives.
If the auxiliary tank is mounted to
the base of the engine, it will be In warm climates, large bulk
grounded at the same time as the storage diesel fuel requires full
engine. If the fuel tank is placed filtering every six months to one
away from the engine, the tank year.
must be grounded separately. Every two years the fuel should be
Fuel Tank Maintenance completely changed to remove
Fuel has a storage life of water, scale, bacteria growth,
approximately one year. This period oxidized gums/resins, and minimize
may vary widely depending upon filter clogging due to fuel separation
initial fuel quality, contaminant levels into components such as
and storage conditions. asphaltenes.
To remove water, scale and Fuel Transfer Systems
bacteria growth, periodic exchange The diesel engine fuel supply,
of fuel and filtering/treating is delivery and governing systems are
recommended to extend fuel life. designed to deliver clean fuel in the
Water contamination of fuel during precise quantity and time needed to
long-term storage provides a medium produce the required engine
for bacterial growth, forming a dark performance.
slime which: All connection lines, valves and
Plugs filters tanks should be thoroughly cleaned
Deposits on tank walls and before making final connections to
pipes the engine. The entire fuel system
Swells rubber products that it external to the engine should be
contacts flushed prior to connection to engine
Sulfur compounds are natural and startup.
antioxidants, so low sulfur fuels Caterpillar supplies the engine with
(0.05 percent by weight) degrade a transfer pump and the secondary
quicker in storage. filter. The customer must provide
Diesel fuels oxidize and form gums the primary filter and, if needed, an
and varnishes which can plug fuel auxiliary transfer pump. The auxiliary
filters and injectors. transfer pump is required when the
distance, vertically or horizontally,
2005 Caterpillar
between the day tank and engine of a fuel transfer system is shown in
exceeds the requirements discussed Figure 6.
in Auxiliary Fuel Tanks. An example
Typical Fuel Transfer System
(Distillate Fuel Supply System)
Figure 6
2005 Caterpillar
Fuel Transfer Pumps 3. Elevation has a big impact on

the pumps lifting capability. As
Engine Driven
described above the atmospheric
Caterpillar engine-mounted transfer
pressure is helping the fuel into
pumps are positive displacement
the vacuum, but as the elevation
gear-type or piston-type pumps, with
gets greater, the atmospheric
a limited prime and lift capability.
pressure decreases and the
The pump lifts the fuel by available lift will also decrease.
displacing air from the suction pipe Refer to Table 3.
to the discharge pipe. Low pressure
(vacuum) develops in the suction
pipe and atmospheric pressure [101 Atmospheric Available
Elevation
Pressure Lift
kPa (14.5 psi) at sea level] moves
meters feet kPa psi meters feet
the fuel into the vacuum. However,
0 0 101.3 14.7 5.18 17.0
a perfect vacuum cannot be
30.5 1000 98.0 14.2 4.87 16.0
maintained, and the maximum that a
61.0 2000 93.8 13.6 4.70 15.5
pump can lift is about 5 m (17 ft).
91.5 3000 90.3 13.1 4.57 15.0
Caterpillar fuel pumps prime and 122.0 4000 86.9 12.6 4.40 14.5
lift capability is 3.7 m (12 ft), but 152.5 5000 83.4 12.1 4.26 14.0
pipe size, routing, and ambient 183.0 6000 80.7 11.7 4.10 13.5
temperature will impact this
Table 3
capability.
To determine if a pump can
perform the required lift, the
Auxiliary
following items must be considered.
An auxiliary transfer pump is
1. The vertical distance from the required when the service tank or
tank to the pump. The distance day tank is located further away,
should be measured from the horizontally or vertically, than the
inlet pump port of the pump to engine driven pumps lift capability.
the bottom of the tank.
Special considerations must be
2. Internal piping system losses given to the auxiliary transfer pump
reduce the lifting capability. This when dealing with electronic engines
is based primarily on the size and and the 3500 engine family. The
the total length of the pipes, but fuel flow for these engines is
also includes the various fittings approximately 2 to 3 times what is
and valves. As the temperature needed for combustion. The auxiliary
goes down the resistance goes transfer pump must be sized to
up. The internal losses can be move the additional fuel.
estimated using the Piping
A primary filter must be installed
System Basic Information section
before the auxiliary pump and as
of the Application & Installation
close as possible to the tank.
Guide.
2005 Caterpillar
In many cases, the auxiliary pump applications. The purpose is to

will be driven by an electric motor ensure fuel oil supply in the event of
and therefore needs a regulator an engine fuel oil pump failure. The
valve so that the fuel flow can emergency fuel oil pump allows the
match the engine speed. single propulsion engine to operate
and the ship to reach port for engine
Example:
repairs.
A power plant with one (1) 3516B
diesel generator set, rated for 1145 Guidelines for emergency fuel oil
bkW (1560 bhp) at 100% load. The system operation:
fuel rate for the engine is 284 L/hr 1. Keep pressure drops to a
(75 G/hr) as found in TMI. minimum by using short, low-
The time between tank refills is restriction lines.
based on weekly fuel tanker truck 2. Use a line size at least as
deliveries, so refill time is 168 hours. large as the engine connection
The fuel tank for this genset is point.
located 22 m (72.2 ft) horizontally 3. Install a low-restriction
and 2.5 m (8.2 ft) vertically (below) strainer in front of the emergency
from the engine. This situation oil pump.
exceeds the fuel system 4. Install a low-restriction check
requirements discussed in Auxiliary valve between the emergency
Fuel Tanks, therefore, an auxiliary pump discharge and the engine
pump is needed. inlet connection.
Solution: 5. Use a pressure-limiting valve
TMI indicates that the fuel flow at in the emergency system set at
rated speed is 1260 L/hr (333 G/hr) the maximum oil pressure limit of
@ 1200 rpm. the engine.
The auxiliary transfer pump 6. TMI contains flow rates and
required for this sample installation pressure limits to fulfill minimum
must be able to deliver fuel at 1260 engine requirements for full
L/hr (333 G/hr) at a pressure of 34.5 power at rated speeds for
kPa (5 psi). Caterpillar engines.
Emergency
Many marine applications require Fuel Piping Design
the capability to connect an Considerations
emergency fuel oil transfer pump Fuel Supply Piping
into the engines fuel oil system. Using shutoff valves in the delivery
Caterpillar engines can be provided line may pull air into the system
with these optional connections during shutdown and cause hard
when necessary. starting. The engine control system
This is a specific requirement of provides adequate shutdown
marine classification societies for options, but, if a shutdown solenoid
seagoing single propulsion engine is specified in the supply line, it
2005 Caterpillar
should be timed to close after the Purging

engine stops rotating. Purging should take place both in
the supply and the return line.
Pressure
The pressure measured in the fuel Siphoning & Check Valves
supply line should be kept below the Siphoning can occur in full fuel
values shown in TMI. pipes when the one end of the pipe
is placed in the fuel and the other
Fuel Return Piping
end is below the level of fuel.
Fuel return piping should normally
Siphoning is a flow of fuel in the
enter the tank at the top and extend
pipe without the help of pumps. It
downward, exiting above the fuel
can occur in supply and return lines.
level. Inlet and return lines should be
separated in the tank as far apart as Siphoning is most likely to occur
possible to allow fuel warmed in the after a fuel line failure, which can be
engine to dissipate excess heat. Fuel due to corrosion, fire or a cut from
tanks can function as a radiator of foreign objects or collision force.
sorts, especially in engines that are The consequences of fuel line
not equipped with a fuel cooler or siphoning are fuel loss and the
engines that use fuel to cool the creation of a fire hazard. If the fuel
injectors. Placing return lines and ignites and the flow is not stopped,
suction lines as far apart as possible the fire will be more difficult to
provides the most opportunity for extinguish.
cooling. Return line placement is The fuel supply line has a fuel
particularly important on smaller transfer pump. To avoid siphoning,
tanks and day tanks where the fuel the pump must be equipped with a
volume is allowed to run down. check valve. This is in case the
The fuel return line is under pump has been deactivated and the
pressure, although not as high as the fuel supply line is breeched.
supply line.
Material
Note: Shut-off valves should not be Black iron pipe is best suited for
used in fuel return lines. Engine diesel fuel lines. Copper pipe or
operation with the valve closed will tubing may be substituted in sizes of
cause damaging pressures. 13.0 mm (0.5 in.) nominal pipe size
Pressure or less. Valves and fittings may be
Engine fuel pressure measured in cast iron or bronze. Do not use brass
the fuel return line should be kept components; they contain zinc.
below 27 kPa (4 psi), except for the CAUTION: Zinc, either in the form of
3300 engine family, which is 20 kPa plating or as a major alloying
(3 psi) and the 3600 family, which is component, should not be used with
350 kPa (51 psi). The location of the diesel fuels. Zinc is unstable in the
day tank and the design of the pipes presence of sulfur, particularly if
should accommodate these moisture is present in the fuel. The
requirements. sludge formed by chemical action is
2005 Caterpillar
extremely harmful to the engines Routing

internal components. Fuel lines should be well routed
Pipes, hoses and fittings must be and clipped with flexible hose
mechanically strong and resistant to connections where relative motion is
deterioration due to age or present. Lines should be routed
environmental conditions. They must away from hot surfaces, like
also be airtight to avoid entry of air manifolds and turbochargers, to
into the suction side of the fuel avoid fuel heating and potential
system. A joint, which is leak-tight hazard if a fuel line should fail.
to fuel, can sometimes allow air to Fuel lines should be routed to
enter the fuel system, causing avoid formation of traps, which can
erratic running and loss of power. catch sediments, or pockets of
water, which will freeze in cold
Sizing
weather.
Sizing of pipes, hoses and fittings
must be adequate to minimize flow Whenever possible, route fuel lines
loss. down low, so any potential leakage
will be confined to the fuel tank
Sizing for a particular application is
base or floor space. Leaks from
determined by the supply and return
overhead fuel system components
line restrictions. This can be
may fall onto hot machinery,
estimated with help from the Piping
increasing the likelihood of fire
System Basic Information section of
danger.
the Application & Installation Guide.
The maximum allowable restrictions Route fuel lines to avoid crossing
are published in the TMI. paths and walkways. Protect fuel
lines from abrasion and damage.
Generally, the supply line carrying
Whenever possible, route fuel lines
fuel to the fuel transfer pump and
so they are visible for leak checking.
the return line carrying excess fuel
back to the tank should be no Fuel Filtration Systems
smaller in size than the connection Clean fuel that meets Caterpillar
fittings on the engine. In addition, fuel recommendations provides
the return line should be at least as outstanding engine service life and
large as the supply line. performance. The use of lesser fuels
If the fuel tank supplies multiple is a compromise and the risk is the
engines over 9.14 m (30 ft) from the users responsibility. Dirty fuel and
tank, or ambient temperatures are fuels not meeting Caterpillars
low, larger fuel supply and return minimum specifications will
lines should be considered to ensure adversely affect:
adequate flow. The overflow line The perceived performance of
from the day tank (or, if no day tank the combustion system and
is used, the engine fuel return line) fuel filters.
should be one size larger than the
supply and return lines.
2005 Caterpillar
The service life of the fuel Caterpillar does not specify filter or
injection system, valves, filter paper by micron rating. Micron
pistons, rings, liners and ratings are easily confused for the
bearings. following reasons:
Even when fuel is handled very The test for micron ratings is
carefully, foreign particles will find not repeatable at different
their way in during handling or labs. One manufacturer may
storage. Foreign particles could be give a rating of 10 microns
paint flakes, dust, sand, rust or (0.00039 in.), another at 2
microbiologic particles. microns (0.000079 in.) and a
Clean fuel is necessary for third may rate a particular
dependable engine performance. filter media (paper) at 15
Engine filters protect the fuel microns (0.00059 in.).
injection pumps and nozzles and There is no consistent
should never be removed or relationship between micron
bypassed. The comparison in Figure rating and actual filtration
7 demonstrates the very tight efficiency. The entire filter
clearance in the fuel system and the needs to be tested, not just
size of visible particles. the media (paper).
The micron rating does not
Sizes of Particles show what happens to a filter
over time. The test provides
no information about how a
filter will stand up under
continual use.
Micron ratings are overemphasized;
a 10-micron filter will not always
stop a 10-micron particle. Many
reputable filter manufacturing firms
are drifting away from micron
ratings to more conclusive tests.
Figure 7
Smaller micron ratings are not
Primary filters will extend engine necessarily better.
filter and transfer pump life. Water If all other factors (area) were
and sediment traps can be included equal, a smaller micron number
upstream of the transfer pump, but media (paper) has a severe
pump flow must not be restricted. drawback: it has less capacity
before plugging and needs to be
Filter Micron Ratings
replaced more often. The size of the
Caterpillar specifies actual filter
pores in the paper needs to be
capability, rupture strength, the
balanced against the costs of the
capacity for holding dirt, flow
filter replacements.
resistance, filter area, etc.
Common questions are:
2005 Caterpillar
What is the maximum particle Opening Size: 0.1778 mm x

size which can pass through 0.2235 mm (0.007 in. X
Caterpillar filters? 0.0088 in.)
What is the difference Duplex Fuel Filters
between nominal size and Many Caterpillar Engines can be
absolute size filters? equipped with duplex fuel filters as
For example: A nominal 10 micron shown in Figure 8.
filter media (paper) will pass some
particles up to about 50 microns in
size. Theoretically, an absolute
rating of 10 microns will stop all
particles larger than 10 microns. In
fact, filters with absolute micron
ratings of 10 will pass some
particles larger than 10 microns due
to the irregularity of the paper
weave. New filters may pass larger
particles than they will after only a Figure 8
few hours of use.
As a rule, Caterpillar fuel filter
media (paper) is about 3 microns These filters may be serviced
nominal, 20 microns absolute. Oil (change elements), without shutting
filter media (paper) is about 10 off the engine. There are two types:
microns nominal, 50 microns the symmetrical type, which has
absolute. These are approximate two identical filter sets and the
values only. main-auxiliary type, which has a
Filters are not effectively compared main filter set and a smaller capacity
on the basis of micron rating alone. auxiliary filter set. A special valve
Evaluate filters on the basis of their connects the two sets of filters in
ability to collect foreign material as a each type. The valve routes the fuel
whole. to be filtered through either or both
Primary Fuel Filter Element sets of filters.
Specification Both filter sets can be used
The primary fuel filters elements simultaneously to extend running
should have the following properties: time in an emergency.
Mesh Size: 32 x 28 strands Duplex filters for fuel and
per cm (70 x 80 strands per lubricating oil allow extended
in.) operation without interruption.
Element: Monel wire cloth
material or equivalent
Element Area: 645 cm2 (100
in.2) or greater
2005 Caterpillar
The main and auxiliary filter If water appears in the

systems allow changing either injection system, the fuel will
the main or auxiliary filter not be able to lubricate as it is
elements with the engine supposed to and it will lead to
running under load. early wear.
Generally, the same elements Water together with diesel
are used in both systems, and fuel will form microbiological
are capable of providing growth which will build up
adequate filtration for at least sludge. Sludge will cause
100 hours full load running wear of the filter system and
time with reasonably clean influence the injection
fuel and oil. performance.
Use pressure gauges to Iron will oxidize when in
determine when filters must contact with water and can
be changed. infiltrate the fuel. The iron
Avoid mounting filters near oxide will cause injector wear.
the radiator fan, because a Engines using high injection
fuel or oil leak during pressure fuel pumps must be
replacement could create a protected from water and sediment
fire hazard. (As either in the fuel. It is extremely important
substance passes through the to maintain water and sediment
fan it can be atomized, and levels at or below 0.1%.
therefore easier to ignite.) Note: Water and sediment collecting
Plus, coated radiator fins trap in fuel tanks may give the
dirt which can diminish appearance that poor quality fuel
cooling capability. was delivered to the site.
Water Separation Several methods can be used to
Water in the diesel fuel is remove excess water and sediment
absolutely unwanted as it will cause from the fuel system:
damage to the engine and its A water and sediment
components. Water appears in the separator can be installed in
fuel because of condensation, the supply line ahead of the
handling and environmental transfer pump. The separator
conditions. Environmental conditions must be sized to the handle
relate to the humidity of some the fuel being consumed by
climates. Water in the fuel will be the engine as well as fuel
more prevalent in humid climates. being returned to the tank.
Water can impact the fuel system
in the following ways.
2005 Caterpillar
Coalescing filter systems work two (2) centrifuges, with one of the
effectively to remove centrifuges acting as a standby.
sediment and water. If the The required flow rate of a
level in the day tank is not centrifuge can be approximated as
maintained at a consistent follows:
level, install them between
P x b x 24 x 1.15
the main tank and the day Q=
tank. If proper day tank levels Rxt
are maintained, a smaller
system can be used between Where:
the main tank and the day
tank to clean only the fuel Q= Flow required, L/hr
being burned. These filters P= Total Engine Output, kW
can plug and careful attention b= Fuel Consumption, g/kW-hr
must be given to fuel pressure
R= Density of fuel, kg/m3
levels at the injectors to guard
against misfiring. T= Daily separating time in
A centrifuge system can be automatic operation: 23 hr
used, particularly if the fuel
quality consistently falls Or:
below the defined limits
f x be x 24 x 1.15
discussed in this guide. Q=
Rxt
Centrifuges
The centrifuge represents the most
expensive and complex method of Where:
water separation, but it is the most Q= Flow required, gal/hr
effective. It is used extensively in
P= Total engine output, bhp
marine, offshore and power
generation applications where a Be= Specific fuel consumption,
continuous power supply is lb/bhp-hr
essential, and the continuous supply R= Density of fuel, lb/gal
of clean fuel cannot be left to T= Daily separating time in
chance. A typical distillate fuel automatic operation: 23 hr
centrifuge schematic is shown in
Figure 9. Note the following considerations
for configuring a centrifuge.
A centrifuge manufacturer should
be consulted to determine the proper The centrifuge manufacturer
centrifuge type, size and flow should assist in the final
requirements for a specific centrifuge selection.
application. The centrifuge flow has been
increased by 15% as a safety
While Figure 9 shows a single factor for operational
centrifuge schematic, many
tolerances.
applications will require the use of
2005 Caterpillar
Typical Distillate Fuel Centrifuge

System
Figure 9
Centrifuge seal water and control manufactured from cast iron or

air requirements must be specified bronze.
by the centrifuge manufacturer.
Centrifuge Supply Pump
Sample Points Mount an electric motor driven
The centrifuge operating efficiency supply pump separately from the
is checked by drawing samples from centrifuge and size it appropriately
both sides of the centrifuge. for the centrifuge flow. The
following pump characteristics are
Suction Strainer
provided for guidance:
Install a simplex strainer ahead of
the centrifuge supply pump and use Operating pressure - to suit
a stainless steel basket with conditions of piping system
perforations sized nominally at 0.8 Operating fluid temperature -
mm (0.03125 in) to protect the 38C (100F)
pump. The strainer body is normally
2005 Caterpillar
Viscosity for sizing pump should be thermostatically controlled

motor - 500 cSt and set to maintain fuel temperature
to the centrifuge within 2C (
Centrifuge Fuel Heater
4F). The maximum preheating
The heater is sized using the pump
temperature for distillate fuel is 40
capacity and the temperature rise
to 50C (104 to 122F).
required between the settling tank
and the final centrifuge. The heater
2005 Caterpillar
Miscellaneous Fuel System Considerations

operating below the fuel stop limit,
Fuel Temperature
the governor will add fuel as
The fuel temperature supplied to
required to maintain the required
the engine can affect unit injector
engine speed and power.
life and maximum power capability.
Reduced lubrication capability due to Fuel Coolers
high temperature/low viscosity fuel As mentioned earlier in the Basic
may result in component scuffing. Fuel System description, Caterpillar
The minimum allowable viscosity at diesel engine fuel delivery systems
the injectors is 1.4 cSt. A maximum are designed to deliver more fuel to
fuel temperature limit of 66C the engine than is required for
(150F) to the unit injectors, combustion, with the excess being
regardless of fuel viscosity, prevents returned to the fuel tanks. This
coking or gumming of the injectors. excess fuel, on many engines, is
The maximum fuel viscosity to the used for cooling and lubricating of
unit injectors of 20 cSt prevents the pumps and injection systems
overpressure damage to the and in doing so picks up engine heat
injectors. and can raise the temperature of the
Maximum fuel temperature limits fuel in the tanks.
to the low-pressure fuel transfer As previously specified, engine
pump for Common Rail Fuel systems power will be reduced if the fuel
vary with engine model. Values are temperature exceeds the maximum
listed below in Table 4. limit because of the expansion of the
fuel (low viscosity). With very low
viscosity, the oil loses the capability
Maximum Allowable Inlet Fuel
to lubricate and damage to the
Temperature to the Low Pressure Fuel
Transfer Pump for Common Rail injection components will occur.
Applications Proper considerations regarding
fuel tank location and size will help
C175 70C (158F)
temperature control. If the tank is
C7, C9, C15, C18 80C (176F) properly located and sized so the
accumulated heat will not be
Table 4 objectionable when temperature
stabilizes, then nothing more needs
The engines are power set at the to be done. If the stabilized fuel tank
factory, and higher fuel temperature is high, the returning
temperatures will reduce maximum fuel should be cooled.
power capability. The fuel stop
The following factors affect the
power reduction is 1% for each 6C
(10F) fuel supply temperature need for fuel cooling equipment.
increase above the maximum fuel
temperature limit. If the engine is
2005 Caterpillar
Length of periods of If a shell and tube type fuel cooler

continuous operation; If the is required, the following materials
operating periods are short, are suggested for the components
the amount of heat returned listed in Table 5.
to the fuel tanks will be
relatively small. Fuel coolers
Suggested
are not generally required for Component
Material
engines used in applications
requiring intermittent Shell Red Brass
operation. Heads Cast Iron
Length of time between
Tubes Copper Nickel
periods of operation; if the
time between periods of Tube Sheets Brass
operation is long, the heat will Baffles Brass
have an opportunity to
Table 5
dissipate.
Volume of the fuel tank; If the
volume of the fuel tank is
large (larger than 11 000 L A plate type heat exchanger may
[3,000 gal]), it will accept a also be used with titanium plates for
great deal of heat before the seawater cooling or stainless steel
temperature of the fuel plates for fresh water cooling.
leaving the tank increases Refer to Sea Water Systems in the
significantly. Cooling Systems Application and
Note: Day tank sizing is critical to Installation Guide for proper
maintain the desired fuel supply installation and maintenance
temperature. Fuel coolers may be procedures of fuel cooler in sea
required. For a more detailed water applications.
discussion of required fuel tank
volume, see the Day Tank Sizing Fuel Heaters
(When Serving as a Heat Sink) Just as the ability to remove
section in Appendix 1. excess heat from fuel is an
important design consideration in
Ability of the fuel tanks to
some applications, so is the ability to
dissipate heat. In marine
add heat to fuel in applications
applications for instance, fuel
involving cold environments. Diesel
in contact with the shell
fuel must not be too warm or too
plating, where at least 10% of
cool. Both cases will reduce life.
the inside surface area of the
tank is shell plating, the heat With mid-distillate No. 1 or No. 2
will be easily dissipated and diesel fuel, cold weather can cause
the stored fuel temperature wax crystals to form in the fuel
will remain within a few systems, partially or completely
degrees of the ambient water blocking fuel flow. The addition of a
temperature. small amount of heat to the fuel
2005 Caterpillar
before it flows through the filter(s) Heaters used should be

can prevent wax problems. The fuel capable of handling the
will flow through pumps and lines maximum fuel flow of the
but not through filters at engine. The restriction created
temperature below the cloud point should not exceed published
(where a cloud or haze appears in levels of the engine (published
the fuel). values for fuel flow and
At temperatures below the pour allowable restriction can be
point (the lowest temperature that found in the TMI).
fuel will flow or pour), fuel will not Coolant may be taken from
flow in lines or pumps. The use of taps on the engine when
fuel with a pour point above the using the engine as a heat
minimum expected ambient source. Care must be taken to
temperature is not recommended. assure that coolant shunting
Fuel heaters will often solve cloud to one system does not
point problems but not pour point adversely affect another
problems unless applied to the entire system, and that both have
fuel storage volume. adequate flow.
CAUTION: Failed water sourced fuel
Consider the following suggestions
heaters can introduce excessive
when applying fuel heaters to
water into the engine fuel system
Caterpillar engines.
and cause injector failure.
Fuel heaters should be used Maintenance responsibility of this
when the ambient type of heater must be clearly
temperature is below the fuel defined.
cloud point. Many types of
Fuel heaters offered by
heaters can be used;
Caterpillar use engine coolant
however, the fuel should be
to heat the fuel and prevent
heated before the first filter in
the development of solid wax
the fuel system. Fuel heaters
particles.
should not be used when the
When any fuel heater is used
ambient temperature exceeds
and ambient temperatures are
15C (60F). Under no
below approximately 0C
condition should the maximum
(32F), the engine should be
fuel temperature at the outlet
started and run at low idle
of the fuel heater exceed the
until the engine temperature
limit specified on the previous
rises slightly. This allows heat
page.
transfer to the fuel before
high fuel flow rates at high
power output are experienced
by the system. This will
reduce the possibility of wax
plugging the fuel filter shortly
after a cold start.
2005 Caterpillar
Partial Load Operation Only diesel engine crankcase

Extended operation at low idle or oils can be mixed with the
at reduced load may cause increased diesel engine fuel supply. The
oil consumption and carbon buildup ratio of used oil to fuel must
in the cylinders. Carbon buildup not exceed 5%. Premature
results in a loss of power and/or filter plugging will occur at
poor performance. When possible, higher ratios. Under no
apply a full load at least on an hourly circumstances should gasoline
basis. This will burn excess carbon engine crankcase oil,
from the cylinders. transmission oils, special
hydraulic oils not covered by
Burning Used Crankcase Oil Caterpillar recommendations,
With legislation and ecological grease, cleaning solvents,
pressures, it is becoming etc., be mixed with the diesel
increasingly difficult to dispose of fuel. Do not use crankcase
used oil. The burning of used oils containing water or
crankcase oil in 3600 engines is not antifreeze from engine coolant
recommended due to the detrimental leaks or poor storage
effects on exhaust emissions. practices.
However, if ancillary methods of Adequate mixing is essential.
reducing exhaust emissions to Lube oil and fuel oil, once
acceptable limits are used, or if mixed, will combine and not
emissions are not a problem, burning separate. Mix used filtered
crankcase oil in 3600 engines is crankcase oil with an equal
possible with the following amount of fuel, then add the
guidelines. 50-50 blend to the supply
It is necessary to collect, tank before new fuel is added
store, and dispose of used (maintaining the 5% used oil-
crankcase oil from engines to-fuel ratio). This procedure
correctly. It is not acceptable should normally provide
to dump used crankcase oil sufficient mixing. Failure to
into the oceans, rivers, and achieve adequate mixing will
harbors from vessels or result in premature filter
offshore drilling and plugging by slugs of undiluted
production platform oil.
installations. It may be
necessary for engine
operators to consider burning
crankcase oil in their
Caterpillar engines. This can
be done, providing the
precautions below are
carefully followed:
2005 Caterpillar
Filter or centrifuge used oil Continuous Blending

before putting it in the fuel If the installation warrants, used
tanks to prevent premature lubricating oil can be blended and
fuel filter plugging, used in the engine in a continuous
accelerated wear, or plugging manner. The normal method uses a
of fuel system parts. Soot, centrifuge module similar to Figure
dirt, metal, and residue 9. The following information
particles larger than 5 microns describes this system.
(0.000197 in.) should be Centrifuge No. 1
removed by this process. If Engine crankcase oil is
filtering or centrifuging is not continuously centrifuged except
used before adding the oil to when the clean waste oil tank is
the fuel, primary filters with 5 low, at which time the dirty waste
microns (0.000197 in.) oil is centrifuged and directed to the
capability must be located clean waste oil tank.
between the fuel supply and
engine. These will require Centrifuge No. 2
frequent servicing. Distillate fuel/oil mixture daytank is
Clean handling techniques of continually centrifuged.
the used crankcase oils are Metering Pump
essential to prevent Adds up to 5% clean waste oil to
introducing contaminants from the distillate fuel (from the main
outside sources into the diesel supply tank) when the daytank low
fuel supply. Care must be level switch calls for more fuel.
taken in collecting, storing
and transporting the used Static Mixer
crankcase oil to the diesel fuel Runs when the metering pump is
tanks. Diesel fuel day tank on to insure a proper homogeneous
sight glasses may become mixture of the fuel and clean waste
blackened in time due to the oil.
carbon content in the The centrifuge module is
crankcase oil. Ash content of electronically controlled and includes
the lube oil added to the fuel the components within the dotted
may also cause accumulation line as shown in Figure 10. Size the
of turbocharger and valve system for appropriate fuel delivery.
deposits more rapidly than
normal.
2005 Caterpillar
Figure 10
2005 Caterpillar
Fuel Conservation Practices

Fuel costs typically represent the Keep air cleaners clean. Use
single highest operating cost an air cleaner restriction
associated with any diesel engine indicator to avoid guessing at
application. This has promoted air cleaner condition.
various fuel conservation practices
that can usually be applied to all
applications.
Avoid fuel spillage. Do not
overfill the fuel tank. Fuel
expands when warm and may
overflow, especially when
tank is not designed correctly.
Operate the engine with a
good electrical system. One
bad cell in a battery will
overwork the alternator,
consuming more engine
horsepower and fuel. A poor
electrical system can also lead
to hard starting, which
encourages excessive idling.
Size the engine or generator
set to the job. Engines operate
more efficiently at relatively
high load factors.
Do not increase fuel settings
to obtain more power.
Make sure all air hoses and
connections do not leak.
Leaks keep the compressor
working unnecessarily.
Make sure the turbocharger is
turning freely so that proper
air-fuel ratio is maintained. A
clean burning exhaust should
indicate these items are
functioning correctly.
Operate the engine with a
thermostat all year; cold
engines consume more fuel
and wear out more quickly.
2005 Caterpillar
Appendix 1
heat transfer from the tank to the
Day Tank Sizing (When surrounding environment due to the
Day Tank Serves as a Heat temperature difference between the
Sink) fuel mix temperature and the
ambient temperature. This
The fuel supply temperature must convective heat transfer then
be within specified limits for determines the resultant tank
optimum injector life and maximum temperature. The fifth step evaluates
power capability. the impact of the final fuel supply
Fuel systems without fuel coolers temperature on the engines
rely on the day tank to dissipate the maximum power capability.
heat of fuel returning from the The included example calculations
engine. Day tank temperatures are should only be used to provide
affected by the following conditions. general guidance. If the day tank
Day tank wetted surface area size is marginal, use a fuel cooler.
(including tank bottom) To simplify the following
Engine(s) fuel consumption calculations, it is assumed the day
rate tank walls are surrounded by free
Day tank replenishing level moving air. If the tank walls are
Storage tank fuel temperature contiguous to the shell plating, heat
Ambient temperature transfer from the day tank will be
Spaces contiguous to the day enhanced. Conversely, if the day
tank (void tanks, cofferdams, tank is bounded by void spaces and
vessel shell plating, etc.) cofferdams, heat rejection from the
Return fuel temperature day tank will be retarded. Typically,
Tank temperature calculation are most day tanks are located with
performed in five [5] steps. The first various combinations of the
determines the fuel mass in the tank preceding boundary elements. The
at each time interval. The second individual performing the evaluation
step is based on a fuel mix must be familiar with the installation
temperature resulting from the as well as the fundamental
engine driven transfer pump flow engineering concepts of the formulas
rate to the engine and the return used in the calculations.
flow rate to the day tank. The third
step determines the day tank fuel Day Tank Calculations
height for each incremental time The following information is
element. Typically, the calculations required to perform the calculations:
will be based upon a 30-60 minute Engine model
iterative time function. The end Engine developed power (MCR
point for the calculation is assumed or CSR)
to be when the day tank is refilled. Engine speed
The fourth step approximates the
2005 Caterpillar
Brake specific fuel Heat rejection from engine to

consumption (bsfc) fuel oil: Q = 1252 Btu/min
Initial day tank fuel Incremental time element: t =
temperature 60 min.
Storage tank fuel temperature Assume that the day tank will be
(Make-up) replenished from the fuel storage
Ambient air temperature tanks when the day tank level falls
Day tank length, width, and to approximately 50-55% of normal
height operating capacity.
Typical full day tank fuel Some of the data above must be
height (assume 95% of tank converted to other units prior to
capacity) beginning calculations. The following
Engine fuel transfer pump formulas can be used:
flow rate (see page 6 of this
1. Engine Driven Transfer Pump
section)
Mass Flow Rate = Mxfer (lb/min)
Fuel heat rejection from the
Assume: #2 DO with an API
engine (see page 6 of this
gravity of 35 (7.1 lb/gal)
section)
Mxfer = qxfer x 7.1 lb/gal = 19.0
Incremental time element
gpm x 7.1 lb/gal = 134.9 lb/min
Day Tank Thermal Capacity 2. Engine burn rate under full load
Calculation conditions:
Example: a. Burn rate (gpm)
Application: Single main
engine bsfc x bhp x 1 Hr.
Engine Model: 3612 =
Fuel density x 60 min.
Rated Power: 4640 bhp (CSR)
Rated Speed: 900 rpm
bsfc: 0.326 lb/bhp-hr 0.326 lb/bhp-hr x 4640 bhp x 1 hr.
=
Initial Day Tank Fuel 7.1 lb/gal. x 60 min.
Temperature = 85F
Storage Tank Temperature = = 3.55 gpm
85F
Ambient Air Temperature =
95F b. Fuel mass flow burn rate
Day Tank Dimensions: = MBR (lb/min)
o Length (L) = 12 ft.
o Width (W) = 8 ft. = 3.55 gpm x 7.1 lb/gal
o Height (H) = 8.42 ft.
Fuel Height (@ 95% of total = 25.21 lb/min
Capacity) (H) = 8 ft.
Engine Fuel Oil Transfer Pump 3. Engine fuel return rate under full
Flow Rate: qxfer = 19.0 gpm load conditions:
2005 Caterpillar
a. Fuel return flow rate Step 1

= qrtn (gal/min) Calculate the fuel mass in the day
tank at specific time intervals:
= Supply rate - burn rate Day Tank Fuel Quantity = MDT -
(MBR x t)
= 19.0 gpm - 3.55 gpm
Where:
= 15.45 gpm MDT = Day tank contents at a
specific time step (lbs)
b. Fuel return mass flow rate MBR = Engine fuel consumption
= Mrtn (lb/min) (lb/min)
t = Incremental time step (min)
= 15.45 gpm x 7.1 lb/gal
Assume the day tank is replenished
at 55% of initial quantity of fuel.
= 109.70 lb/min
Prepare a table of volumes as shown
below for this example. Refer to
4. TENG of fuel = (Tsupply - Trtn) Table 6.
Q
TENG = Incremental Tank Fuel Capacity
Mrtn x Cp Time (Min) Quantity (lb) (%)
0 40258.6 100.0
60 38746.0 96.2
1252 Btu/min
= 120 37233.4 92.5
(109.70 lb/min x
180 35720.8 88.7
0.5 Btu/lb-F)
240 34208.2 85.0
300 32695.6 81.2
= 22.83F 360 31183.0 77.5
420 29670.4 73.7
480 28157.8 69.9
5. 95% Capacity of Diesel Oil Day
540 26645.2 66.2
Tank, (lb)
600 25132.6 62.4
Weight density (p) for #2 diesel
660 23620.0 58.7
oil = 52.42 lb/ft3
720 22107.4 54.9
MDT = L x W x H x pDO = 12 ft x Refill 40258.6 100.0
8 ft x 8 ft x 52.42 lb/ft3 = Table 6
40258.6 lb.
2005 Caterpillar
Step 2
Calculate the fuel oil mix temperature (Tmix):
MDT(t -1) - [(Mxfer x t)] TDT(t -1) + (MRTN x t) x (TDT(t -1)+ TENG)
MDT(t -1) - (MBR x t)
Where: Values for the example calculation:

MDT = Day tank contents at a MDT(t -1) = Day tank contents from
specific time step (lb) previous time step (lb)
Mxfer = Engine transfer pump Mxfer = 134.9 lb/min
mass flow rate (lb/min) T = 60 min.
T = Incremental time step TDT(t -1) =Initial day tank
(min) temperature is used for
TDT(t -1) =Day tank temperature for first iteration, 85F
previous time step or MRTN = 109.70 lb/min
starting temperature (F)
TENG = 22.83F
MRTN =Engine return mass flow
MBR = 25.21 lb/min
rate (lb/min)
T ENG= Fuel temperature rise
across the engine (F)
MBR = Engine fuel consumption
(lb/min)
[(40258.6 - (134.9)(60))(85)] + [(109.70)(60)(85 + 22.83)]

Tmix =
[40258.6 -(25.21)(60)]
Tmix = 88.9F @ t = 60 min.
2005 Caterpillar
This calculation is repeated for

each increment (t).
Prepare a summary table as shown
in Table 7 for each increment (t).
Incremental Mix
Time (Min) Temperature (F)
0 85.0
60 88.9
120 92.9
180 97.1
240 101.5
300 106.1
360 110.9
420 116.0
480 121.3
540 126.9
600 132.9
660 139.3
720 146.1
Refill
Table 7
2005 Caterpillar
Step 3
Calculate the height of fuel Incremental Time
contained in the day tank at t = Height (ft)
(min)
incremental time step. Prepare a 0 8.0
summary table for each time 60 7.7
increment (t) as shown in Table 8. 120 7.4
180 7.1
240 6.8
MDT
H= 300 6.5
pxLxW
360 6.2
420 5.9
Where: 480 5.6
H = Height of fuel in the tank 540 5.3
600 5.0
MDT = Fuel contained in the day
660 4.7
tank at each incremental time
720 4.4
step
Refill 8.0
p = Weight density of #2 DO
(52.42 lb/ft3) Table 8
L = Length of day tank (12 ft)

W = Width of day tank (8 ft)
2005 Caterpillar
Step 4
Calculate the heat transferred between the fuel in the day tank and the
atmosphere, the T of the fuel in the day tank due to the heat transfer, and
the resulting fuel day tank temperature.
a. Heat transferred between the day tank and the atmosphere:
[ ]
(TMIX + TDT)
QTK = U x [ (H x (2L + 2W) + (L x W) ] x TAMB - xt
2
Where: b. Temperature change in the day

QTK =Heat transfer to/from tank resulting from heat to/from
atmosphere (Btu) day tank:
This considers 6mm (0.25 QTK
TDT =
in.) steel plate forming the MDT x Cp
tank boundaries, and the
film coefficient for air and Where:
oil. The air side film
TDT = Temperature change of
coefficient is predominant
fuel in the day tank (F)
when compared to the oil
side film. The tank thickness QTK = Heat transfer to/from
has a negligible effect. atmosphere (Btu)
U = Coefficient of heat MDT = Mass of fuel in day tank
transfer, (0.0424 Btu/min (lb)
ft2F) CP = Specific heat of #2 MDO
L = Day tank length (ft) = 0.5 Btu/lb F
W = Day tank width (ft)
TAMB = Ambient temperature (F) c. Day tank temperature resulting
from heat transfer to/from day
TMIX = Mix temperature of return
fuel and fuel in tank (F) tank:
TDT = TMIX + TDT
TDT = Day tank temperature
resulting from heat transfer
to/from day tank (F) Where:
T = Incremental time step TDT = Day tank temperature
(min) (F)
H = Fuel height for specific TMIX = Mix temperature of return
time step (ft) fuel and tank fuel (F)
TDT = Temperature change of
day tank (F)
These three calculations are
interdependent in nature. First, QTK is
determined for the first incremental
2005 Caterpillar
time step. The resulting value for QTK This process is then repeated for
is then used to compute the TDT. each incremental time step.
TDT is then used to determine TTK.
Example a.:
[T ]
(TMIX + TDT)
QTK = U x [ (H x (2L + 2W) + (L x W) ] x AMB - xt
2
[ 95 - ] x 60
(88.9 + 85)
QTK =0.0424 x [7.7 (40) + 96] x
2
QTK = 8283.6 Btu
Example b.:
QTK
TDT =
MDT x Cp
8283.6 Btu
TDT =
(38746.0 lb) (0.5 Btu/lb F)
TDT = 0.43 F (From atmosphere to day tank)
Example c.:
TDT = TMIX + TDT
TDT = 88.9 F + 0.43F
TDT = 89.3 F
This series of calculations is then repeated for the subsequent incremental
time steps.
2005 Caterpillar
Prepare a summary table for each time increment (t) as shown in Table 9.
Incremental Time Heat Rejection to/from Temperature Chg. in Day Tank Temperature
(min) Day Tank (Btu) Day Tank (F) (F)
0 - - 85.0
60 8283.6 0.43 89.3
120 4069.7 0.22 93.2
180 -4.0 0.00 97.1
240 -4022.0 -0.24 101.3
300 -7966.3 -0.49 105.6
360 -11818.7 -0.76 110.2
420 -15561.4 -1.05 114.9
480 -19257.8 -1.37 120.0
540 -22802.6 -1.71 125.2
600 -26253.3 -2.09 130.8
660 -29655.5 -2.51 136.8
720 -32973.6 -2.98 143.1
Refill - - 116.9
Table 9
The last part in Step 4 determines the day tank

temperature after refilling (TDT refill):
TDT refill [ (MDT full - MDT tn ) x TMUF] + (MDT tn x TTK n )

=
MDT full
Where:
MDT full = Capacity of day tank, (lb)
MDT tn = Fuel in day tank prior to refilling, (lb)
TMUF = Temperature of make-up fuel, (F)
TTK n = Temperature of tank fuel prior to refilling, (F)
Example:
[(40258.6 - 22107.4) x 85] + (22107.4 x 143.1)
TDT refill =
40258.6 lb
TDT refill = 116.9F
2005 Caterpillar
Step 5
The last step calculates the Incremental Day Tank
Corrected
maximum power capability of the Engine Power
Time (min) Temp. (F)
engine at the resultant day tank (bhp)
temperature for each time interval. A 0 85.0 -
summary table for each increment (t) 60 89.3 4625
is also prepared and shown in Table 120 93.2 4607
10: 180 97.1 4588
240 101.3 4569
Note: The engines are power set at
300 105.6 4549
the factory with 30 3C (86
360 110.2 4528
5F) fuel to the engine transfer 420 114.9 4506
pump. Higher fuel temperatures 480 120.0 4482
reduce maximum power capability. 540 125.2 4458
The fuel stop power reduction is 1% 600 130.8 4432
for each 5.6C (10 F) fuel supply 660 136.8 4405
temperature increase above 30C. If 720 143.1 4375
the engine is operating below the Refill 116.9 4497
fuel stop limit, the governor will add
fuel as required to maintain the Table 10
required engine speed and power.
Conclusion
[1 - ]
(TDT - Tref ) 1 The previous calculations indicate
Pcorr = Prated x X
10F 100 day tank fuel temperatures can have
an effect on the maximum power
capability of the engine. The
Where: example was based upon a fixed
pitch propeller application. Typically,
Pcorr = Corrected Engine Power, a fixed pitch propeller is selected
bhp and sized to absorb 85-90% of the
Prated = Rated bhp engine's name plate rating. In this
Tref = 86 (Power setting) example, this would equate to 3950-
4175 bhp. The lowest calculated
TDT = Actual day tank fuel
corrected power was determined to
temperature, F
be 4375 bhp. This would leave a 5-
Example: 10% power margin and vessel
For t = 60, the corrected power of performance would not be affected.
the engine is:
While vessel performance may not
be affected in this example, the
maximum fuel temperature of
Pcorr = 4640 bhp x [1 - (89.3F - 86F)
10F
X
1
100 ] 143.1F will put the fuel viscosity
near or below the minimum
Pcorr = 4625 bhp allowable viscosity of 1.4 cSt at the
2005 Caterpillar
injectors depending on the type of fact that available engine power is

distillate fuel being used. In addition, still acceptable.
the temperature of the fuel in the Aside from the impact on engine
tank after refill is now 116.9F performance, maximum fuel tank
instead of 85F as used at the temperatures are also established by
beginning of the iteration. Therefore, various marine classification
continued operation at full load on societies and regulatory bodies.
this fuel tank would cause the fuel Their interest is based upon the
temperature to rise even higher than increased risks of fire that results
the maximum temperature shown in from elevated fuel temperatures.
this iteration. To protect the fuel
injectors a fuel cooler should be
used in this application, despite the
Useful Fuel Formulas and Data
The following information can be useful in sizing fuel coolers and heaters:
Specific Gravity (SG) and Density
API Gravity = (141.5/SG) - 131.5
SG = 141.5/(API Gravity + 131.5)
Density
SG =
998 kg/m3
Density (kg/m3) = SG x 998 kg/m3
1 lbm/ft3 1 ft3
Density (lbm/gal)= SG x 998 kg/m3 x x
16.02 kg/m3 7.48 gal
Mass Flow Rate

1m3 Flow Rate (L/min)
M (kg/sec) = Density (kg/m3) x x
1000 L 60 (sec/min)
M (lbm/min) = Density (lbm/gal) x Flow Rate (gal/min)
2005 Caterpillar
Specific Heat (cp)

Table 11 shows typical specific heat values for two different API gravity
fuels in Btu/lbm-F:
38C 60C 82C 93C 115C
API Gravity
(100F) (140F) (180F) (200F) (240F)
30 0.463 0.482 0.501 0.511 0.530
40 0.477 0.497 0.516 0.526 0.546
Table 11
0.5461 Btu/lbm-F = 4.186 kJ/kg-C

Heat Rejection
Q (kW) = M (kg/sec) x cp (kJ/kg-C) x T (C)
Q (Btu/min) = M (lbm/min) x cp (Btu/lbm-F) x T (F)
2005 Caterpillar
Appendix 2
components and to permit
Crude Oil Fuel satisfactory starting capability.
Note: Crude oils are not suitable for The same diesel power ratings may
use as fuel in all engine applications. not always apply for Caterpillar
The suitability of these fuels for use engines burning crude oil.
is determined on a case-by-case Reasonable engine service life can
basis. A complete fuel analysis is be achieved when proper procedures
required. are followed. However, the greater
NOTICE: Use of permissible crude oil risks involved make it good practice
fuels can result in higher to include slightly higher than normal
maintenance costs and in reduced maintenance costs when figuring the
engine service life. overall economics to be gained.
NOTICE: Caterpillar does not A fuel analysis should be
recommend using any of the heavier performed. Include a distillation
fractions such as residuals or curve. Operation at light load is not
bottoms in engines that are recommended. On occasion,
configured to use distillate diesel operation at 50% load has
fuel. Failure to follow this reportedly caused smoking.
recommendation will result in severe Engines for crude oil fuel operation
wear of components and engine should be equipped with higher
failure. temperature thermostats, bypass
Residual fuels or blended fuels centrifugal oil filter, and fuel injector
with residuals are unsuitable pushrod keepers.
because they have a high viscosity
Pretreatment of Crude Oils
range, low ignition quality and high
1. The crude may contain excessive
vanadium and sodium contents that
amounts of sediment and water
shorten engine life. Such fuels may
that will require removal before
cause high wear rates in the fuel
they get to the engine. This can
system, on the piston rings, cylinder
usually be accomplished with a
liners, and exhaust valves. Also,
settling tank, Figure 11, a
filter problems and deposits in the
centrifuge or special filtering
piston ring belt may be evidenced.
equipment or a combination of
Special crude oil fuel pretreatment these methods. The crude may
equipment may be required and is also contain solid particles of
available from suppliers of fuel wax at ambient temperature that
treatment equipment. Also, it may would plug the filters rapidly. It is
be essential to start and stop the impractical to try to remove the
engine on a better quality, ASTM wax, but the crude can be heated
No. 2-D type fuel to prevent sufficiently to dissolve it. The
plugging and sticking fuel system amount of heat needed will vary
from one crude to another and
2005 Caterpillar
each situation requires an have low cetane numbers, should

assessment. Jacket-water heated not exceed 30% of the total
fuel filters, available from fuel crude. The kerosene, distillate
equipment suppliers, are often and gas oil fractions combined
suitable for heating the crude. If should make up at least 30% of
this is not appropriate for you the total because they have high
application, an external heating cetane numbers.
system will be necessary. 4. Another problem created by
2. The crude oil must not have too highly volatile crude oils (low
high a viscosity. For maximum initial boiling points) is vapor
life and minimum maintenance of locking of the fuel system. This
the fuel pumping and injection situation can be handled by an
systems, the viscosity of the air eliminator. This, in some
crude oil in these systems should cases, can be an ordinary float-
be within 1.4 to 20 cSt at 104F type steam trap inverted, but it
(40C). If the crudes natural should be made of corrosion-
viscosity is higher than this, it resistant materials. It should be
may be heated or diluted to located after the auxiliary filters.
reduce it. The degree of heating If the engine is stopped
required will vary from one crude occasionally and allowed to cool,
oil to another and will have to be coagulation may build up in this
established in each case. Another vapor trap and cause it to be
method of reducing viscosity is inoperative.
to blend the original crude with a 5. The proper oil change
sufficient amount of lighter recommendation must be made in
distillate material. Again, the each case. Many crude oils
blending proportions would have contain large amounts of material
to be determined for each crude that accelerate lube oil
oil. deterioration. For this reason, the
3. The crude must have a cetane standard change period with
number of at least 40. This recommended oils should be
brings its distillation reduced by one-half. From this
characteristics into the picture. point, the length of change period
The cetane number should be with crude is determined by
determined by actual engine test sulfur content the same as with
because calculated numbers of distillate fuels. With 0.4-1.0%
crude oils are unreliable. The sulfur, the change period should
cetane number of a crude oil is a again be reduced by one-half.
function of its composition. When sulfur content exceeds
Crude is generally subdivided into 1.0%, still further reduction is
fractions by boiling temperatures. recommended. In many cases, it
The combination of the gasoline may be desirable to install a
and naphtha fractions, which larger capacity lube oil system to
2005 Caterpillar
avoid short oil changes. The use During this time, fuel is being used
of Caterpillar SOSSM, is strongly from a second tank. Temperature
recommended. inside the settling tank building
should be maintained above 70F
Crude Oil Maintenance (21C), and the tanks must be
Intervals vented outside the building.
Engine inspection intervals should A two-day supply of diesel fuel
be reduced by 50% when using should be maintained for emergency
crude oil as fuel, and maintenance use. This supply can also be used to
routines should be modified based start and stop engine when the
on the results of these increased crude oil fuel is highly viscous or
inspections. heavy with paraffins.
Crude Oil Settling Tanks
A great deal of sludge can be
removed from crude oil by proper
settling. A recommended settling
system consists of two cone-
bottomed tanks, Figure 11, each
holding a little more than four days
usable supply of fuel.
Sludge in the bottom third is
discarded before refilling. The tanks
must be housed in a heated building,
and each fitted with heating coils.
Immediately after filling, hot water
is circulated through the heating coil Figure 11
until the tank is heated to 100F
(38C). The heat is then shut off
and the fuel allowed to settle
undisturbed for four days.
2005 Caterpillar
Crude Oil Specification

Specification and ASTM Test Method Requirements
(1)
Cetane number (ASTM D613)
Minimum 40
(DI Engines)
Water and sediment % volume (ASTM Maximum 0.5%
D1796)
Pour point (ASTM D97) Minimum 10F (6C) below ambient temperature
Not higher than lowest expected ambient
Cloud point (ASTM D97) Maximum
temperature
3% - See pages 131 & 132 to adjust oil
Sulfur (ASTM D3605 or D1552) Maximum
TBN for sulfur content that is above 1%
Minimum 1.4 cSt
20 cSt (as delivered to rotary fuel injection
Kinematic Viscosity (2) pumps)
Maximum
20 cSt (as delivered to other fuel injection
pumps)
Maximum 45
API gravity (ASTM D287)
Minimum 30
Maximum 0.8017
Specific gravity (via Standards tables) (3)
Minimum 0.8762
Gasoline and naphtha fraction
Maximum 30%
(fractions boiled off below 392F (200C))
Kerosene and distillate fraction (fractions
boiled off Minimum 30%
B 392F(on
Carbon residue (200C) d
10% bottoms) ki
(ASTMi ) Maximum 3.5%
D524)
Distillation - 10% Maximum 540F (282C)
- 90% Maximum 716F (380C)
- cracking Minimum 60%
- residue (ASTM D86) Maximum 10%
Reid vapor pressure (ASTM D323) Maximum 20 psi (138 kPa)
Salt (ASTM D3230) Maximum 100 lb per 1,000 barrels (220 kg per 200
kL)
Gums and Resins (4) (ASTM D381) Maximum 5.8 grains per gallon (10 mg per 100 mL)
Copper strip corrosion (ASTM D130) Maximum No. 3
Flashpoint F C (ASTM D93) Minimum legal limit
Ash % weight (ASTM D482) Maximum 0.1%
Aromatics % (ASTM D1319) Maximum 35%
Vanadium PPM (ASTM D3605) Maximum 4 PPM
Sodium PPM (ASTM D3605) Maximum 10 PPM
Nickel PPM (ASTM D3605) Maximum 1 PPM
Aluminum PPM (ASTM D3605) Maximum 1 PPM
Silicon PPM (ASTM D3605) Maximum 1 PPM
PPM = Parts Per Million

(1) The cetane number should be determined by actual engine test because calculated numbers of crude oils are
unreliable. A higher cetane number fuel may be required for operation at high altitude or in cold weather.
(2) The values of the fuel viscosity are the values as the fuel is delivered to the fuel injection pumps. For ease of
comparison, fuels should also meet the minimum and maximum viscosity requirements at 40C (104F) that are
stated by the use of either the ASTM D445 test method of the ISO 3104 test method. If a fuel with a low
2005 Caterpillar
viscosity is used, cooling of the fuel may be required to maintain 1.4 cSt or greater viscosity at the fuel injection
pump. Fuels with a high viscosity might require fuel heaters in order to bring down the viscosity to either 4.5 cSt or
less for rotary fuel injection pumps or 20 cSt viscosity or less for other fuel injection pumps.
(3) Via Standards tables, the equivalent specific gravity using the ASTM D287 test method temperature of
15.56C (60F) for the minimum API gravity of 30 is 0.8762, and for the maximum API gravity of 45 is 0.8017.
The equivalent kg/m3 (kilograms per cubic meter) using the ASTM D287 test method temperature of 15.56C
(60F) for the minimum API gravity of 30 is 875.7 kg.m3, and for the maximum API gravity of 45 is 801.3 kg/m3.
(4) Follow the test conditions and procedures for gasoline (motor).
NOTICE: These recommendations are subject to change without notice.

Contact your local Caterpillar dealer for the most up-to-date fluids
recommendations.
2005 Caterpillar
Reference Material
The following information is
provided as an additional reference
to subjects discussed in this manual.
SEBD0717
Diesel Fuels and Your Engine
SEBU6251
Caterpillar Commercial Diesel
Engine Fluids Recommendations
SEBU7003
3600 Diesel Engine Fluids
Recommendations for Lubricants,
Fuels, and Coolants
REHS0104
Guidelines for 3600 Heavy Fuel Oil
(HFO) Engines
SENR9620
Improving Component Durability:
Fuel Systems
WECAP
Web Engineering Cataloging and
Procuring website
2005 Caterpillar
LEBW4976-00 2005 Caterpillar Printed in U.S.A.
All rights reserved.

Excelnt Book Diesel Fuel CAT PDF

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APPLICATION AND INSTALLATION GUIDE

DIESEL FUELS &

3600 C175 3500

Diesel Fuels ......................................................................... 1

Information contained in this publication may be considered confidential.

CAT, CATERPILLAR, their respective logos and Caterpillar Yellow, as well

Common Diesel Fuel............. 2 Diesel Fuel Selection .............6

Common Diesel Fuel

specifications will result in optimum create more combustion chamber

bunkering ports around the world. engine fuel systems, a minimum

Distillation: This involves

Corrosion: A polished copper Fuel imparting more than

Diesel Fuel Selection

Diesel Fuel Systems

Basic Fuel System................ 8 Fuel Piping Design

Basic Fuel System

ACERT Technology produce higher performance with

Fuel System Schematic

Common Rail System Schematic

Diesel Fuel System Design Considerations

Installation Example with Main and Auxiliary Fuel Tanks

Auxiliary Fuel Tanks pressure head from the fuel

Typical Auxiliary Fuel Tank

Fuel Service Tank or Day Tank automatically controlled. For

Fill line - Located above the fill line. To simplify engine

Typical Fuel Head Limiting Tank

purpose is to limit the head of fuel

lowest part of the fuel tank can be Because microorganism growth

Fuel Transfer Pumps 3. Elevation has a big impact on

In many cases, the auxiliary pump applications. The purpose is to

should be timed to close after the Purging

extremely harmful to the engines Routing

What is the maximum particle Opening Size: 0.1778 mm x

The main and auxiliary filter If water appears in the

Typical Distillate Fuel Centrifuge

Centrifuge seal water and control manufactured from cast iron or

Viscosity for sizing pump should be thermostatically controlled

Miscellaneous Fuel System Considerations

Length of periods of If a shell and tube type fuel cooler

before it flows through the filter(s) Heaters used should be

Partial Load Operation Only diesel engine crankcase

Filter or centrifuge used oil Continuous Blending

Fuel Conservation Practices

Brake specific fuel Heat rejection from engine to

a. Fuel return flow rate Step 1

Where: Values for the example calculation:

[(40258.6 - (134.9)(60))(85)] + [(109.70)(60)(85 + 22.83)]

Tmix = 88.9F @ t = 60 min.

This calculation is repeated for

L = Length of day tank (12 ft)

Where: b. Temperature change in the day

QTK = 8283.6 Btu

TDT = 0.43 F (From atmosphere to day tank)

The last part in Step 4 determines the day tank

TDT refill [ (MDT full - MDT tn ) x TMUF] + (MDT tn x TTK n )

TDT refill = 116.9F

injectors depending on the type of fact that available engine power is

SG = 141.5/(API Gravity + 131.5)

Mass Flow Rate

Specific Heat (cp)

0.5461 Btu/lbm-F = 4.186 kJ/kg-C

Q (Btu/min) = M (lbm/min) x cp (Btu/lbm-F) x T (F)

each situation requires an have low cetane numbers, should