Dynamometer Testing of Caterpillar Engines (0781, 1000)

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Configuración: 962H Wheel Loader M3G00001-UP (MACHINE) POWERED BY
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Dynamometer Testing of Caterpillar Engines{0781, 1000}
Número de medio -SEBF9011-03 Fecha de publicación -03/10/2006 Fecha de actualización -03/10/2006
i02628864
Dynamometer Testing of Caterpillar Engines{0781, 1000}

SMCS - 0781; 1000
Caterpillar Products: 3500 Family Generator Sets and Power Modules 3500 and 3500B Family
Generator Sets and Power Modules with Standard Displacement 3500B Machine Engines with
Standard Displacement Engines with ACERT Technology G3300 Family Generator Sets
G3400 Family Generator Sets G3500 Family Generator Sets and Power Modules Machine
Engines with ACERT Technology
Caterpillar Products:All 3500B Engines
Caterpillar Products:Machine Engines with Electronic Unit Injectors 3500 Series
Caterpillar Products:Machine Engines with Mechanical Unit Injectors 3500 Series
Caterpillar Products:Machine Engines 3500B Series All 3500 Series
Commercial and Truck Engines: 3176 3406E C-10 C-12 C-15 C-16
Engine: Commercial with Electronic Unit Injection 3500 Series
Engine: Commercial with Mechanical Unit Injection 3126
Engine: Machine with Mechanical Unit Injection 3126
Engine: Truck with Mechanical Unit Injection 3116
Engine:14.6 Liter 3406
Engine: 3114 3116 3126 3126 and 3126B 3126B 3408 3412
Engine:Commercial With Mechanical Unit Injector 3500
Engine:Commercial with Mechanical Unit Injection 3114 3116
Engine:Commercial 3406B 3406C 3500 and 3500B Engines with Standard Displacement 3500
and 3500B Family All 3500B Series High Displacement All Diesel G3500 Family All
Engine:Generator Set 3500 Series
Engine:Industrial, Marine, and Generator Set that Use Flash Programming All
Engine:Machine with Mechanical Unit Injection 3114 3116 3500 Series
Engine:Machine 3114 3126 3500B Series All 3412
Engine:Marine 3500 Series
Engine:Truck with Hydraulic Electronic Unit Injection (HEUI) 3116 3126 3126B
Engine:Truck with Mechanical Unit Injection 3114
Engine:Truck 3406B 3406C All Electronically Controlled
Engine:Trucks that Use Flash Programming All
Engine:with Jake Brake Retarders Built Prior to 1999 All
Engine: 3114 Truck Engines 3116 Truck Engines 3126 Truck Engine 3126B Truck Engine
3126E Truck Engines 3208 Truck Engines 3408E and 3412E 3600 Diesel All Commercial Gas
Engines C7 On-Highway C9 On-Highway Equipped with Air Compressors G3600
Generator Set: 3114 3116 3208 3406C 3408 3412 3456 All 3304 All 3306 All 3406 C-12
Industrial Engine:with Turbochargers All
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Industrial Engine: 3114 3116 3126 3126B 3176 3204 3208 3304 Diesel 3306 Diesel 3406 Diesel
3406C 3408 3408 Diesel 3412 C-10 C-12 C-15 C-16 C-9
Machine Engines: 3408E 3412E
Machine Engines:with Mechanical Unit Injection 3500 Series
Machine Engines: 3114 3116 3126 3126B 3176 3176C 3196 3204 3208 3304 3306 3406 3406B
3406C 3406E 3408 3412 3456 3508 3512 3516 All C-12 C-15 C-16 C-9
Marine Engine:with Turbochargers All
Marine Engine: 3116 3126 3126B 3208 3304 3306 3406 3408 3412 C-12 C-9
Introduction
Caterpillar Inc. produced this manual in order to be used as an instruction manual to perform
dynamometer testing of engines that have been rebuilt. The information within this book is
considered reliable and accurate. Specifications will vary for each engine model. Contact Caterpillar
for the latest information on engine specifications.
For information on dealer support, contact Repair Process Engineering.
Repair Process Engineering

Engine Rebuild
501 S.W. Jefferson Avenue
Peoria, IL 61630-2125
1-309-494-19341-309-636-5132
For information on tooling, contact the Caterpillar Service Technology Group.
Caterpillar Service Technology Group

Peoria, IL 61630
1-800-542-8665 (USA)1-800-541-8665 (Illinois)1-800-523-8665 (Canada)1-309-675-6618 (Fax)
For information on layouts for facilities, contact Service Operations Engineering.
Service Operations Engineering

Facility Planning and Layout
Peoria, IL 61630-2125
1-309-494-5975
Summary
This publication has been written in order to provide information to the dealers for testing engines on
a dynamometer. For proper operation and safety, an engine should be tested in an approved facility
for dynamometers. The facilities for dynamometers are discussed in, SEBD0642, "Engine
Dynomometer Facilities". A dynamometer is a specialized tool that provides the final level of quality
assurance for testing an out-of-frame engine assembly or an in-chassis engine assembly.
An engine test is used to show that the following three conditions have been met.
(1) The components that affect engine performance were manufactured properly.
(2) The engine was assembled properly.
(3) The engine settings are correct.
A dynamometer test is used to detect failure of engines and to cause failure during testing of engines
that do not meet the above criteria.
If the fuel system settings are correct the settings should not be altered in an attempt to change
power, torque, fuel rates, specific fuel consumption, boost, or any other performance characteristic.
If the fuel system settings are correct, conflict in any of the performance characteristics demonstrates
a faulty component or an improper assembly of components. This problem should be corrected. The
defect should not be hidden by improperly altered fuel system settings, which will require additional
adjustments later in the shop. An engine with the proper power and with improper fuel system
settings is a faulty engine.
In addition to the specified performance characteristics, other characteristics of the engine will be
observed. Some other observations are listed below.
blowby
slobber
combustion gas leakage into the cooling system
leaks in the exhaust system
leaks in the air inlet system
excessive vibration
unusual noise
Any engine that exhibits abnormalities in any detrimental area is a faulty engine. A report from an
engine test, which shows no discrepancies in any of the performance characteristics, is not the only
criteria of an acceptable engine. The engine must meet the individual specifications for engine
performance that are found in the Technical Marketing Information (TMI) under General Engine
Data (Engine Test Specifications).
General Instructions
These procedures on preparing the engine for testing have been developed with the input from
several important personnel and experienced operators.
Engine Test
All characteristics of engine performance that are specified in TMI or in this bulletin will be
monitored in order to ensure conformance to those specifications. The use of an additive in the
engine oil that will aid in the detection of oil leaks is permitted.
Criteria for Retesting Engines
It is sometimes necessary to rework an engine after the engine has completed dynamometer testing
in accordance with this bulletin. In order to ensure proper performance, it is necessary to retest the
engine if one of the following criteria is met.
(1) Engines will be retested after any changes to the settings or components which affect airflow
through the engine, fuel that is injected into the engine, or the process of combustion.
Note: This does not include the removal of engine components that are not related to the engine's
performance such as external covers, plugs, levers, and similar components.
(2) The engine must be rested if any disassembly and reassembly of the engine which potentially
affects the mechanical integrity of the engine or leakage from the engine take place. This will
include bringing the outlet temperature of the engine water to the normal value for full load and
checking for leakage from the engine.
Records of Tests
The record of the engine test will list the details of assembly, discrepancies in the test, and the action
that has been done in order to correct each one. The record of the engine test will also include the
data in the required performance data which is shown in the section "Performance Test" under Diesel
Engines and Spark Ignited Engines. This includes performance problems as well as problems with
parts.
Correction Factors of Engine Performance
The correction factors for engine performance that are found in ""Appendix D" " will be used to
correct observed engine performance (power, torque, fuel rates, and specific fuel consumption).
(1) The correction factors for the inlet air pressure will be based on readings from a dry barometer.
These values are determined frequently in order to keep the values within the allowed accuracy and
the measured inlet air restriction.
(2) The correction factors for the inlet air temperature will be based on the temperature that is
measured in the air supply line to each engine during the performance test.
(3) The correction factor for the density of the fuel inlet will be based on the fuel density. These
values are determined frequently in order to stay within the accuracy required for each measurement
that is shown in the chart of tolerances for maximum performance.
Air Supply
The inlet air to the engine will be filtered. The inlet air will also be drawn from outside of the engine
test cell so that the ambient air conditions are not affected by the operation of the engine. The inlet
air will then be conveyed to the engine through the appropriate piping. The inlet air restriction of the
air cleaner and air piping must not be more than the limit that is shown in the TMI General Engine
Data (Engine Test Specifications).
Fuel
Diesel
(1) The fuel for the test will be in accordance with the specifications that are given in ""Appendix F"
". Engine power, torque, and fuel rates will be corrected for variation in the fuel density from 35.0
API (American Petroleum Institute). The use of a fuel additive is permitted to control white smoke.
(2) The pressure of the fuel supply at full load to the engine fuel inlet will be constant, and the
pressure will not be in excess of 25 kPa (3.6 psi). The temperature will be 30° ± 2°C (86.0° ± 3.6°F).
The engine fuel inlet is located at the fuel's entrance into the engine fuel system.
Note: If the fuel temperature does not exceed 32 °C (90 °F), there will be no noticeable loss in
power. A loss in horsepower will be encountered if the fuel temperature exceeds 32 °C (90 °F), due
to decreased density of the fuel.
(3) The fuel supply and return lines will be vented to the atmosphere in a manner, which permits any
gas in the fuel to be monitored and released. If there is a detectable fuel leak in any metered fuel the
readings for the fuel rate will not be correct. If the performance test reaches the point of full load and
visible gas is being discharged from the fuel system the test is considered invalid.
Natural Gas
All performance tests will be made with fuel that conforms to dry processed natural gas that has a
low heating value determined with an accuracy of ± 1%. The corrected specific fuel consumption
will be calculated by using this measured value.
Cooling Water
1. Cooling water will be the following temperatures.
a. The outlet for the engine water is from 95 °C (203.0 °F) to 101 °C (213.8 °F).
b. The inlet for the separate circuit aftercooler is any specified temperature from 30° ± 3°C
(86.0° ± 5.4°F) to 55° ± 3°C (131.0° ± 5.4°F).
Note: The simulation of an aftercooler may be used on the engines that were not previously
tested with an aftercooler. See the individual engine performance specification in TMI for the
requirements on the inlet manifold temperature. The heat exchanger that is used for simulation
has an air pressure drop from 7 kPa (28.1 inch of H2O) to 14 kPa (56.3 inch of H2O). Any
differential in the coolant pressure or temperature through the heat exchanger is permitted.
2. The restriction of the flow of coolant in the water cooling system of the facility that is used for
testing will be low enough so that the rise of the temperature of the coolant between the inlet
of the engine jacket water pump and the outlet of the water will be no more than 12 °C (53.6 °
F). The engine performance specifications for some engines with an abnormally high heat
rejection may require a rise in temperature that is greater than 12 °C (53.6 °F).
3. The flow rates for the separate circuit aftercooler will be in agreement with the performance
part number for the individual engine.
Exhaust Pressure
The test facility exhaust system will create a static pressure at the outlet of the engine exhaust of −2
kPa (−8.0 inch of H2O) to 2 kPa (8.0373 inch of H2O) at a full load and speed.
Engine Speed Control
The torque of 8 N·m (70.8 lb in) to 12 N·m (106.2 lb in) (5.5 N·m (48.7 lb in) to 9.5 N·m (84.1 lb in)
for the Woodward 3161 governor) is applied to the control shafts of the mechanical governor in
order to maintain the maximum speed of the engine.. Proper control of torque on the governor
control shaft is required for consistent governor settings and high idle speeds.
Note: Other special tests may be specified for engine attachments such as brake savers, duplex oil
filter controls, torque limiters, prelube systems, special governors, and governor controls.
Engine Test Specifications

The nominal engine test specifications (nominal specifications) are those values that are shown in the
individual engine test specifications, which are found in the TMI General Engine Data (Engine Test
Specifications).
Criteria for Evaluating Performance Test Data
The reports for performance tests are divided into two groups. These two groups are "passed" or
"failed".
(1) Performance tests are passed when all test results are within the nominal specifications of + 0.90
(specification tolerances).
If the test passes, the performance test will have a note that states "Passed Performance Test".
(2) Performance tests are failed when any test result is outside the nominal specification of +1.20
(Specification Tolerances).
If the test fails, the performance test will have a note that states "Failed Performance Test".
(a) If the performance test fails because of a test result that is controlled by the engine (Table 1), the
test report will provide all appropriate notes. This includes a note that states "Repair Engine".
(b) If the performance test fails because of the result from a test cell (Table 2) the report for the test
will provide a note that states "Repair Cell - Retest Engine".
(c) If the performance test fails because of a test result that is controlled by both the engine and by
the test cell the report for the test will have a note that states "Repair Engine and Repair Cell".
(d) If the test data shows the engine to be potentially adjustable, the report from the test will provide
a note that states "Fuel System Check and Adjustment Required". If the test result fails for a reason
except for the fuel rate, power, or torque the report for the test will also provide a note that states
"Repair Engine".
Table 1
Table 1
Test Results that are Controlled by the Engine
09 Corrected Power of Full Load (kW)
12 High Idle Speed RPM
13 Low Idle Speed RPM
18 Corrected Fuel Rate (g/min)
19 Corrected Specific Fuel Consumption (CSFC) (g/kW.h)
20 Adjusted Boost (kPa)
30 Corrected Torque at TC RPM (N·m)

31 CF rate at TC RPM (g/min)
32 CSFC at TC RPM (g/kW.h)
33 Adjusted Boost at TC RPM (kPa)
37 Response Check Time (s)
39 Power Loss/Cyinder % Rated Power
40 Specific Blowby (L/kW·h)
43 Delta-T Jacket (out-in) (°C)
55 Oil Pressure (kPa)
56 Oil Pressure Low Idle (kPa)
57 Oil Temperature to Bearings (°C)
58 Fuel Pressure (kPa)
75 Engine System Voltage Volt
78 Observed Torque at A/F Control Setting (N·m)
83 High Idle Stability RPM
84 Low Idle Stability RPM
Table 2
Table 2
Test Results that are Controlled by the Cell
10 Full Load Speed RPM
11 Governor Setting Speed RPM
28 Torque Check Speed RPM
34 Response Check (Idle Speed) RPM
36 Response Check Speed RPM
42 Temperature of Jacket Water Pump Inlet (°C)
44 Inlet Manifold Temperature (°C)
45 Water Temperature to SCAC (°C)
46 SCAC Water Flow (L/min)
59 Inlet Fuel Pressure (kPa)
60 Inlet Fuel Temperature (°C)
62 Inlet Air Pressure (kPa)

63 Inlet Air Restriction (kPa)
64 Inlet Air Temperature (°C)
65 Fuel Density deg API
82 Temperature of Engine Water Outlet (°C)
Static Fuel System Settings

Setting Point for the Governor
The setting point for the governor (engine speed and torque) is an operating point on the curve of
engine over run that is used to set the governor. The setting speed for the governor and the setting
torque for the governor will be specified in the Specifications for the Engine Test.
The setting point for the governor will be set by running the engine at the specified setting speed for
the governor with the engine speed control at the maximum speed position as specified in Engine
Speed Control of the General Instructions and by providing torque from the dynamometer as
specified. The engine speed should be adjusted with the governor control. The governor control
controls the position of the curve for the over run. The torque should be adjusted via the
dynamometer control.
Preparation for the Engine and the Test Cell

Preparing the Engine for Testing (Outside Cell)
Engines through 3400
(1) Determine if any items are missing from the engine. Obtain these items and install these items
before proceeding.
(2) Install the governor control if it is necessary.
(3) Check for starters. Remember that electric starters are not tested. If the engine has air starters,
install proper plumbing and the adapter for the air hose.
(4) Ensure that all required sensors are installed on the engine.
(5) Install any required thermocouples, adapters, connectors, hoses, etc.
3500 Engines
before proceeding.
(2) Install governor control if it is necessary.
(3) Check for air starters. Remember that electric starters are not tested. If the engine has air starters
install proper plumbing and the adapter for the air hose.
(4) Ensure that all required sensors are installed on the engine.
(5) Install any required thermocouples, adapters, connectors, hoses, etc.
(6) Install hoses for the diesel fuel on the supply lines and on the return lines.
(7) Connect the mini patch to the test adapter.
3600 Engines
before proceeding.
(2) Install the governor control and the harness for the governor.
(3) Check for air starters. Remember that electric starters are not tested. If the engine has air starters
install proper adapters for plumbing and for air hoses.
(4) Remove the appropriate block plugs in order to install the required sensors, thermocouples,
adapters, connectors, hoses, etc.
(5) By using an overhead hoist, install the exhaust adapter. Ensure that the adapter is equipped with a
functional type K thermocouple for temperature readings for exhaust stacks.
(6) Install rubber baffling to the tube for blowby. This is required to build a slight positive pressure
in the crankcase, which increases the test cell's sensitivity to piston seizures.
(7) Install a connector for pressure from blowby in the plug just above the nozzle for filling the oil.
(8) Install all required sensors, thermocouples, adapters, connectors, hoses, etc.
Note: For inlet manifold air temperatures, do not install the thermocouple in the extreme front or
rear areas.
(9) If it is necessary install connectors for diesel fuel on the supply and return lines.
(10) Flush the shut off system for the air and install the electrical connection. The electrical
connection is usually from the harness for the governor.
(11) Check for any special tests and install the required pressure connections, thermocouples, etc.
(12) If the engine is equipped with the customer's prelube pump, prepare the engine for testing. For
the engines that are equipped with air prelube pumps, install the air lines that tie the pump back into
the prelube system for the air from the pallet. This allows the computer to control the prelube of the
air.
Setting up the Engine in the Test Cell
Note: Refer to ""Appendix I" " for the correct wiring harnesses for electric engines.
(1) Connect the hoses for the cell, lines, and wiring harnesses to the proper connection points on the
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engine.
Note: Install the intake manifold temperature if the manifold temperature is requested or if the
manifold temperature is needed for troubleshooting.
(2) Connect the 202-2301 Portable Contamination Instructional Kit in order to acquire an oil sample
for the patch. The supply should connect at the oil cooler and the return will go into the dipstick
tube.
(3) Only for gas engines, refer to the test specification in order to determine if a throttle angle
transducer is required. The latest specifications indicate differential pressure across the throttle
instead of the actual throttle angle.
Note: If the engine uses a Flowtech actuator, the throttle angle transducer is not used.
(4) Lower the exhaust stack for the cell over the adapter for the engine and clamp in place.
(5) Hook the O2 sample hose up to the exhaust stack.
(6) Only for gas engines, install the timing adapter to the coil on cylinder number 1. Polarity is not
important.
(7) Install the timing probe.
(8) Only for gas engines, remove any safety for the MAG ground in order to run systems. This is
done in order to put the cell in control of shutting down the engine. If the cell did not detect the
missing spark the gas would continue to flow. The gas would flow until the cell could detect zero
Revolutions Per Minute (RPM). Losing the spark could cause the gas to build up in the stack which
can cause the gas to explode.
(9) Turn on the water supply in order to fill the Engine Jacket Water and Separate Circuit
Aftercooler (SCAC). Listen and look for leaks as the engine is filling. Stop the setup procedure and
correct any leaks.
(10) Connect the 24 volt DC electrical supply to the starter.
(11) If the engine is equipped with an air starter, connect the air supply.
(12) Fill the oiler for the air start with air tool oil.
(13) For quality inspection, check for the following criteria before testing and during testing.
Loose parts, missing parts, or damaged parts
Engine oil, water, fuel, exhaust, or air leaks. If a leak is discovered, stop and repair the leak.
Proper operation of the engine attachments (pumps, governors, starters, shutoffs, and gauges)
Listen for unusual noises.
Observe the engine and attachments for unusual vibration.
3500 Engines
(1) Connect the hoses for the cell, the lines, and the wiring harness to the proper sensors,
thermocouples, adapters, connectors, hoses, etc.
Note: Install the intake manifold temperature if the temperature is requested or needed for
troubleshooting.
(2) Turn on the water in order to fill the EJW. Listen and look for leaks. Stop the setup procedure to
repair all leaks.
(3) Position the exhaust stack for the cell and lower onto the engine.
(4) Check and/or fill the oil levels for the engine, the governor, and the hydromechanical shutoff.
(5) Connect the magnetic pickup wire to the governor. This step is only for engines with a
mechanical unit injector.
(6) Connect the wire that activates the governor. This step is only for MUI engines.
Note: B series engines (Electronic Unit Injector (EUI)) do not require steps 5 and 6. These engines
may require a connection for the timing calibration.
(7) Connect the 24 volt DC electrical supply to the starter.
(8) If the engine is equipped with an air starter, connect the air supply.
(9) Fill the oiler for the air start with air tool oil.
(10) For quality inspection, check for the following criteria before testing and during testing.
Loose parts, missing parts, or damaged parts
Engine oil, water, fuel, exhaust, or air leaks. If a leak is discovered, stop and repair the leak.
Proper operation of engine attachments (pumps, governors, starters, shutoffs, gauges, etc.).
Listen for unusual vibration.
Observe the engine and attachments for unusual vibration.
Engine Checks after Installation into Test Cell
(1) Perform the prelubrication because engine components require the prelubrication before
cranking. The prelubrication will be accomplished by pressurizing the lubrication system before
cranking. Reference, SEHS8914, "Pressure Lubrication Procedure for Remanufactured Engines and
Short Blocks" for more information on performing the prelubrication.
Also if an engine is equipped with a prelube pump, the complete prelube pump's starting motor
system will be checked. The checkout of the system can be done before the engine test or after the
engine test. It is not necessary for the checkout to be done in an engine test cell.
(2) Ensure that the oil filters are full of oil and do not fill the filters prior to installation.
(3) Prime the fuel system.
Note: Refer to the latest Contamination Control Guidelines, PEBJ0002, "Caterpillar Dealer
Contamination Control" publications on contamination control.
(4) If the oil supply for the engine does not lubricate the auxiliary power take off, then an external oil
supply must be provided.
(5) Check the engine oil level. Before the engine is cranked the level of the oil pan must be within
the range that is safe for starting the engine.
(6) In order to determine the performance of the engine at full load, the level of the oil must be
between the "add" line and the "full" line. If the dipstick has been marked for tilt operation, the level
of the oil should be within the designated range. Dipsticks that are produced for tilt operation will
show the oil level for an engine that is properly filled with oil that is positioned horizontally in a test
cell.
(7) Ensure that the engine is installed correctly and that the proper adapters are used to connect the
engine to the dynamometer. Refer to the, NENG2500, "Tools and Shop Products Guide" for the
proper adapter.
Note: The adapter for the driveline must be concentric with the flywheel within 0.25 mm (0.01 inch)
of Total Indicator Reading (TIR).
(8) Check the installation of all required diagnostic connections and any special connections for
instrumentation (damper timing marker, cylinder pressure transducer, etc).
(9) Verify that the log for the engine is current. If the log is not current the log should be updated.
Test Cell after Installation of the Engine
(1) Ensure that all pressure lines are routed and connected properly.
(2) Ensure that the thermocouples are installed correctly and that all of the connections are tight.
(3) Ensure that the Electronc Control Module cable is routed properly.
(4) Ensure that the supply valves for the operation of the dynamometer and the control are open.
(5) Make sure that the valves for the transfer plate are open for all the systems that are active.
(6) Check that all additional systems for the test support have been installed correctly and that the
hoses and cables are routed properly.
(7) Check that the proper fuel has been selected.
Preparing the Control Console to Run a Test
It is necessary to access the computer for the cell in order to perform all checks.
Note: There are numerous manufacturers of dynamometers and each one with various types of Data
Acquisition and Control Units. Refer to the appropriate owner's manual for your particular system.
Performance Test
Diesel Engine
Standard Schedule for Testing an Engine
The performance testing of engines will be in accordance with this schedule. See the individual test
procedures for variations to the detailed test points. If an engine is stopped before the completion of
this test the test will be rerun at the start of the warm up schedule. The running time that is specified
for each point in this schedule of testing is the time at the specified speed and torque. The time of
transition between points is not counted as part of the required time at each point.
Warm Up
The warm-up is conditioning the engine in order to create repeatable performance of the engine and
to purge air from the liquid handling systems of the engine.
The engine speed control will not be "revved" or "pumped" during any portion of this performance
test. "Revving" is the process of rapidly increasing and decreasing the engine speed control and/or
engine speed.
1. Starting procedure
The engine should be cranked at 100 to 1000 RPM with the engine speed control in a position
that provides the maximum fuel delivery. You must obtain a minimum of 40 kPa (5.8 psi) oil
pressure within 0.5 minutes. Otherwise, the engine will stop cranking. Cranking should also be
discontinued if the engine has not started within 2 minutes.
After the engine starts, limit the engine speed to the following.
Table 3
(Low idle + 0.2 × (nominal high idle − nominal low idle)) ± 20 RPM
Minimum oil pressure of 40 kPa (5.8 psi) will be obtained within 3 seconds after the engine
starts, or the engine must be stopped.
2. First point (1 minute ± 0.2 minutes)
75% of the rated speed ... ± 20 RPM
Note: The engine speed will not be increased above 75% rated speed + 20 or low idle speed if
the low idle speed is greater than 75% of the rated speed.
50% of the rated torque ... ± 5% of the rated torque
If the Full Load Brake Mean Effective Pressure is 1750 kPa (253.8 psi) or more, the rated
torque is the following.
30% of the rated torque ... ± 5% of the rated torque
3. Second Point (5 minutes ± 0.2 minutes)
Due to the insufficient ability of a plant's cooling system to vent air, some facilities that are
used for testing may require more time to purge air from the system. This will prevent an
additional load from causing overheating. This is a function of the facility for testing. The
additional time should be applied to all engines that are run in that facility. The maximum time
should not exceed the time that is required for the thermostats to reach the opening
temperature.
The Rated Speed ... ± 20 RPM
60% Rated Torque ... ± 5% Rated Torque
4. Third point (3 minutes ± 0.2 minute)
Rated Speed ... ± 20 RPM
90% Rated Torque ... ± 5%
5. Setting point of the governor (0.25 minutes ±0.1 minute)
The setting speed of the governor ... ± 5 RPM
The setting speed of the governor ... ± 1% rated torque
At the setting point of the governor, the engine speed control will be at the position for the
maximum speed (Engine Speed Control of the General Instructions). The torque is specified in
the Engine Test Specifications.
The governor control which positions the overrun curve will not be adjusted after completing
the setting point of the governor. If the high idle speed is not correct at the High Idle Check in
the Performance Check of this schedule, the governor controls will not be adjusted. Only
repairing and retesting the engine can correct the high idle speed.
6. Full Load (4 Minutes ± 0.2 minute or Stabilization)
Full Load Speed ... ± 10 RPM
Engine Speed Control at the maximum speed position in accordance with Engine Speed
Control of the General Instructions
While the engines are running continuously at the RPM for full load, the engines are
considered stabilized after the engines achieve the following maximum variation per 2 minute
period.
(1) Jacket Water Pump Inlet ... 3 °C (37.4 °F)
(2) Oil Pressure ... 7 kPa (1.015 psi)
(3) Fuel Rate ... 1%
(4) Corrected Power ... 1%. Use the observed power for facilities that use a manual test.
The outlet temperature of the engine water and the inlet temperature of the water for the
separate circuit aftercooler (if equipped) will be within the specification before recording data
at full load.
7. Performance Check
a. For the Full Load Check, put the engine at the full load point. Stabilize the engine
according to the above paragraph. Calculate the following information and record the
following information.
(1) Engine Speed
(2) Torque
(3) Fuel Rate (manual test)
(4) Corrected Fuel Rate
(5) Oil Pressure
(6) Fuel Pressure
(7) Boost (manual test)
(8) Adjusted Boost
(9) Temperature into Jacket Water Pump
(10) Temperature out of the Jacket Water Pump (coming out of the engine)
(11) Delta - Temperature Jacket (Engine Outlet Temperature minus Inlet Temperature)
(12) The temperature of the inlet air, the dry barometric pressure, the restriction of the
inlet air, the pressure of the inlet air, and the density of the fuel (Correction Factors for
the Engine Performance)
(13) Inlet Fuel Temperature
(14) Pressure of the fuel at the inlet
(15) Observed power at full load (manual test)
(16) Corrected power at full load
(17) Corrected Specific Fuel Consumption
(18) Water Temperature to SCAC
(19) SCAC Water Flow
(20) Total Correction Factor
(21) Inlet Manifold Temperature (Air to Air Aftercooled Engines)
(22) Blowby (manual test)
b. Cylinder Cutout Check
If the engine is equipped to permit the cutout of the individual cylinders use Electronic
Testing to perform the test.
Note: This test is only a diagnostic check.
c. Torque Check (0.25 Minute ± 0.1 minute)
Increase the dynamometer load until the engine lugs to the speed that is specified for the
Torque Check. Engine speed and load will be stabilized for this reading. Stabilization is
determined by the remaining speed within the specification for 15 seconds. Calculate the
following information and record the following information.
(1) Speed for the Torque Check
(2) Torque (manual test)
(3) Corrected Torque at TC RPM
(4) Fuel Rate at TC RPM (manual test)
(5) Corrected Fuel Rate at TC RPM
(6) CSFC at TC RPM
(7) Boost (manual test)
(8) Adjusted Boost at TC RPM
d. Checking the Response (mechanical engines)
Remove the dynamometer load as rapidly as possible until the dynamometer is operating
with a maximum of 3% of the Rated Torque. Opening the field circuit for the
dynamometer and simultaneously closing the water supply valve with a solenoid is
adequate.
Adjust the engine speed control in order to maintain the specified idle speed for
checking the response. The fuel system should be turned off when the engine is brought
to the idle speed for checking the response. The engine speed control does not need to
be in the minimum position.
At the specified response, check the idle time after initiating the removal of the load,
and maintain the speed from checking the response by adjusting the dynamometer load.
As rapidly as possible increase the setting of the engine speed control with a 1 second
maximum to the maximum speed setting. Response time is the time from the start of
change in engine speed until the specified torque is obtained. Record the following
information.
(1) Idle Speed for checking the response.
(2) Speed for checking the response
(3) Response Time
An engine test is required in test facilities that do not have a computerized diesel engine
Full Load Check in order to check that the settings for the air and fuel control are
correct. Run the engine until the engine reaches the rated top speed. This should be done
while the engine is running at high idle and the line for sensing the boost is
disconnected. The measurement of the settings for the air control and settings for the
fuel control are not required. Record the following information.
Observed Torque
e. High Idle Check (0.10 minute)
Remove the dynamometer load until the dynamometer is operating with a maximum of
3% of Rated Torque.
With some types of dynamometers, the load can not be lowered to this level. If the load
can be lowered to 10% of the rated torque it is acceptable to create a straight line from
the setting point of the governor through the lowest attainable torque to zero torque in
order to obtain a high idle value. Maintaining a load on the engine for stabilizing the
high idle speed is not an acceptable process.
Record the following information.
High Idle Speed
During the check at high speed, the engine speed will not vary more than the following.
Generator Set and Marine Auxiliary Engines
Table 4
Rated Speed
±
300
All other diesel engines
Table 5
Rated Speed
±
200
If the high idle speed is not correct, only repairing and retesting the engine can correct
the idle speed.
8. Low Idle Point (0.10 minute)
Maximum dynamometer load equals 3% of the Rated Torque. Set the low idle speed. Record
the following information within 5 minutes of obtaining the data from full load unless the oil
temperature is maintained at the temperature for full load by using a special test that is
conducted immediately before the low idle point.
(1) Low Idle Speed
(2) Oil Pressure (Low Idle)
During checking of the low idle speed, the engine speed will not vary more than ±10 RPM.
Note: It may be necessary to run special tests in conjunction with the standard performance
tests that are defined in this bulletin. Special tests can be inserted after the high idle check.
This will provide a test sequence, which will maintain the normal operating temperature for
checking the torque and checking the response. If special tests are inserted into the test
sequence, judgment should be used to be certain that normal operating temperatures are
maintained for the low idle check and the low idle point.
Schedule for Testing Engines with Multiple Ratings
1. Run the Standard Test that is defined in the Performance Test under the Diesel Engine for the
highest power and/or the highest torque rating.
2. Activate the device for the change of rating.
3. Increase the engine speed to high idle (position of maximum engine speed control).
4. Load the engine until the engine runs to the alternate full load and/or the speed of the torque
check. The engine will be stabilized according to the step at Full Load of the Standard
Schedule for Testing Engines.
5. Calculate the following and record the following according to the rating.
a. Full Load Speed
b. Corrected Power at Full Load
c. Speed of the Torque Check
d. Corrected Torque at the RPM of the Torque Check
6. If additional ratings are required, then repeat step 2 through step 5 for each rating that is
consecutively lower.
Spark Ignited Engine
Perform the following checks in addition to the checks that are listed in Preparation for the Engine
and the Test Cell.
Fuel Pressure
The fuel for the engine that is coming in to the gas pressure regulator will be supplied at the
pressures that are shown in the individual engine performance specifications.
Throttle Position
Ensure that the throttle plate can be opened to the maximum position. Do not adjust the linkage so
that the throttle plate will not close completely in order to obtain the maximum position.
Setting of the Carburetor
Set the control for the mixture for the carburetor at the "Nominal Value" that is specified in the
specifications for engine performance. Do not adjust the control for the mixture for the remainder of
the test. Adjust the control if it is necessary according to Item 2 of the Standard Schedule for Testing
Engines for Spark Ignited Engines.
1. The following is for engines that are equipped with carburetors that have a rotary control for
the mixture.
One (1) is the value that is assigned to the mark that is nearest to the "L" (Lean) on the
scale.
Five (5) is the value that is assigned to the mark that is nearest to the "R" (Rich) on the
scale.
2. For engines that have a mixture control that is controlled by a screw, the setting of the mixture
control is the number of turns of the screw that are from the maximum clockwise position.
Standard Schedule for an Engine Test
The testing of the performance of each engine will follow this schedule. See the individual
procedures for testing for any variations to the detailed test points. If an engine is stopped before the
completion of a test, the test will be rerun from the beginning of the warm up schedule. The running
time that is specified for each point in this schedule of testing is the time at each specified speed and
torque. The time of transition between the points is not included as part of the required time for each
point.
Warm Up
The warm-up is conditioning the engine in order to create repeatable performance of the engine and
to purge air from the liquid handling systems of the engine.
The speed control of the engine will not be "pumped" during any portion of this test of performance.
Pumping is the process that consists of rapidly increasing and decreasing the speed control of the
engine and/or the speed of the engine.
1. Starting Procedure
Crank the engine at 200 RPM to 600 RPM. (Crank the 3600 series at 100 RPM to 200 RPM.)
A minimum oil pressure of 40 kPa will be obtained within 0.5 minutes or the cranking will be
stopped. The cranking will continue for 0.25 minutes after obtaining an oil pressure reading of
40 kPa before the engine is started. Cranking should be stopped if the engine does not start
within 2 minutes.
Set the preliminary timing for the ignition to the value that is specified in the specifications for
engine performance.
2. First point
Low Idle Speed
"0" Torque ... Maximum of 3% of the test torque
Completely close the throttle plate and adjust the screw that is used to stop the throttle until the
screw touches the stop lever. The screw should not hold the throttle plate open at all.
Set the pressure differential for the preliminary fuel to be ± 5 kPa of the value that is specified
for high idle in the specifications for engine performance. The pressure differential of the fuel
is the static gas pressure that is maintained to the carburetor that is relative to the static
component of the inlet to the total pressure of the carburetor.
If the engine is equipped with a Woodward governor operate the engine at the specified speed
or at the lowest attainable speed. If the governor is equipped with a motor for synchronizing,
check the increase and decrease in the engine speed when the appropriate wires are utilized.
Refer to ""Appendix A" " in order to refer to the proper publication for additional information.
3. Second Point
Test Speed
"0" Torque ... Maximum of 3% of the test torque
Set the timing of the ignition to the value that is specified for the full load in the specifications
for the testing of the engine.
Set the pressure differential for the fuel to the value that is specified for high idle in the
specifications for the testing of the engine.
4. Third point (1 minute ± 0.2 minutes)
75% of the Test Speed ... ± 20 RPM, but not less than the low idle
50% of the torque value for the test ... ± 5%
Note: For the 3600, use 25% of the Test Torque.
If the excess oxygen for full load is greater than 4%, set the preliminary excess oxygen to
1.0% less than the value that is specified in the engine specifications for full load. If the excess
oxygen is 4% or less, set the preliminary excess oxygen to the value that is specified in the
engine performance specifications for full load.
5. Fourth Point (5 minutes ± 0.2 minutes)
Test Speed ... ± 20 RPM
60% of the torque value for the test ... ± 5%
6. Test Point at Full Load (4 minutes ± 0.2 minutes or stabilization)
The nominal power at full load is defined as corrected power at full load. Nominal test speed is
defined as full load speed.
Nominal Torque Value
The Nominal Torque Value for the test is calculated by using the following equation.
Table 6
Corrected Full Load Power ((kW)) × 60000
Nominal Torque ((N·m/kW.min)) × 2PI × Total

Value = RPM Correction Factor
At the test point for full load, the speed control of the engine will be at the maximum speed
position. Refer to Engine Speed Control of the General Instructions.
Test Speed ... ± 5 RPM
Torque Value ... ± 5%
If the specifications for the engine test specify a high idle speed that is greater than the speed
at full load (a non-isochronous overrun curve), the torque value can be increased or decreased
with the adjustment that controls the position of the overrun curve.
The nominal mixture control settings are acceptable if the excess oxygen, the corrected
specific fuel consumption, the test speed, the test torque, the inlet manifold pressure, and the
outlet pressure of the compressor are within the limits that are specified in the engine test
specifications.
If the excess oxygen, the corrected specific fuel consumption, the test speed, the torque value,
the inlet manifold pressure, and the outlet pressure of the compressor cannot be obtained
simultaneously, the control for the mixture and the wastegate will be reset in order to bring
these characteristics within the specifications.
For a manual test, the CSFC in the preceding two paragraphs will need to be omitted.
Engines are considered stabilized after achieving the following maximum variation per 2
minute period while the engines are running at test speed and torque.
Inlet temperature of the jacket water pump ... 3 °C (37.4 °F)
Oil Pressure ... 7 kPa (1.02 psi)
The Fuel Rate ... 1%
The corrected power ... 1% (observed power for facilities that use a manual test)
The temperature of the water at the outlet for the engine will be in the specifications before
recording the data for the test at full load. The temperature of the inlet water for the separate
circuit aftercooler will be in the specifications before recording the data for the test at full load.
The overrun curve will not be repositioned after completing the full load point except as
repositioning is specified in the High Idle Check of the Performance Check.
7. Performance Check
a. For the check at Full Load, the engine is at the point of full load and the engine is
stabilized according to Item B of the Performance Test for Spark Ignited Engines.
Calculate the following information and/or record the following information.
(1) Full load speed
(2) Torque (manual test)
(3) Inlet fuel temperature
(4) Fuel pressure at the inlet
(5) Fuel rate
(6) Corrected fuel rate
(7) Oil pressure
(8) Differential of the fuel pressure
(9) Outlet pressure for the compressor (Absolute pressure)
(10) Inlet manifold pressure (Absolute pressure)
(11) Temperature of the inlet to the jacket water pump
(12) Temperature of the outlet for the engine water
(13) Delta-T jacket (outlet temperature minus inlet temperature)
(14) Inlet air temperature, dry barometric pressure, inlet air restriction, and inlet air
pressure
Note: The estimated inlet air temperature will be within 2 °C (35.6 °F) of the test
temperature.
(15) Observed power at full load (manual test)
(16) Corrected power at full load
(17) Corrected Specific Fuel Consumption (CSFC)
(18) Temperature of the water to the SCAC
(19) SCAC water flow
(20) Correction factor for the inlet
(21) Control setting of the mixture
(22) Excess Oxygen
(23) Blowby (Manual test)
(24) Specific Blowby
(25) Lower heating value for the fuel
b. Torque Check (.25 minutes ± 0.1 minute)
(1) Increase the load of the dynamometer until the engine lugs up to the speed that is
specified for the Torque Check. Measurements will be taken within 3 minutes after
leaving Full Load. The engine speed and load will be stabilized for this reading.
Stabilization is determined by the speed that is remaining within the specification for .25
minutes.
(2) Increase the load of the dynamometer and adjust the speed control of the engine until
the engine is running at the speed and torque that is specified for the Torque Check.
Measurements will be taken within 3 minutes after leaving full load. The engine speed
and load will be stabilized for this reading. Stabilization is determined by the speed that
remains within the specification for 0.25 minutes.
(3) Calculate the following information and record the following information.
(a) Speed of the torque check
(b) Torque (manual test)
(c) Corrected torque at TC RPM
(d) Temperature of the inlet fuel
(e) Pressure (absolute pressure) of the inlet fuel
(f) Fuel rate at TC RPM
(g) Corrected fuel rate at TC RPM
(h) CSFC at TC RPM
(i) The outlet pressure (absolute pressure) of the compressor at TC RPM
(4) High Idle Check (0.1 minutes)
Remove the load of the dynamometer until the dynamometer is operating with a
maximum of 3% of the torque value for the test. Record the following information.
High Idle Speed
High Idle Stability
During the check for the high idle speed, the engine speed must not vary more than the
following.
Table 7
the rated speed

±
150
If the test high idle speed is not correct and if the specification for the engine test
specifies a high idle speed that is greater than the full load speed then change the
adjustment that controls the position of the overrun curve in order to bring the test high
idle speed to the limit of the specification. Load the engine to the full load point. If the
test point at full load conforms to the specifications, then both the test point at full load
and the high idle speed are acceptable. If not all of the test characteristics at the full load
test point conform to the specification then only repairing and retesting the engine can
correct the test high idle speed.
8. The Reset at Full Load
a. The reset at full load (.25 Minutes)
The full load speed ... ± 10 RPM
The corrected power at full load ... ± 3%
The full load point of the engine is reset by using the following procedure.
(1) Keep the engine speed control at the maximum speed position.
(2) Change the torque of the dynamometer to the value that is specified in the TMI for
the power and speed. The torque is determined in accordance with the information that
is found in Item B of the Standard Schedule for an Engine Test.
(3) Change the speed of the engine at full load with the adjustment that controls the
position of the overrun curve to the speed at full load that is specified in the TMI.
(4) Readjust the control for the mixture that is required in order to maintain the excess
oxygen that is specified for the Power at Full Load. This step (8.a.4) should be
completed before adjusting the wastegate in the next step (8.a.5).
(5) Readjust the setting of the wastegate in order to obtain the same differential between
the outlet pressure of the compressor and the inlet pressure for the manifold as at the full
load point.
(6) Readjust the torque of the dynamometer in order to obtain the power that is specified
in the TMI. Readjust the speed of the engine in order to obtain the speed that is specified
in the TMI. Calculate the following information and record the following information.
Full Load Speed
Observed Torque (manual test)
Observed Power (manual test)
Corrected Power at Full Load
The Compressor Outlet minus the Inlet Manifold Pressures at rest
(5) High Idle Check (0.1 minutes)
Remove the load of the dynamometer until the dynamometer is operating with a
maximum of 3% of the torque value for the test. Record the following information.
(1) High Idle Speed (stamp on the Engine Information Plate)
(2) High Idle Stability
During the check for the High Idle Speed, the engine speed must not vary more than the
following.
Table 8
the rated speed

±
150
9. Low Idle Point (0.10 minute)
Maximum load for the dynamometer equals 3% of the torque value for the test. Set the low
idle speed and record the following information within 5 minutes of obtaining the data at full
load unless the temperature of the oil is maintained at the temperature of full load by special
tests that are conducted immediately before the point of low idle.
(1) Low Idle Speed
(2) Oil Pressure (low idle)
(3) Low Idle Stability
During the check for the Low Idle Speed, the engine speed shall not vary more than ± 10
RPM.
Note: If special tests are required to be run in conjunction with the standard performance test
that is defined in this bulletin, the tests should be run after the standard test has been
completed.
Lug Test
The test involves measuring the various parameters of engine performance at various speeds on the
lug curve for the engine.
This test is performed after the basic performance testing has been completed and the results are
recorded.
Note: The following procedure is performed after the fan is removed.
1. Start the engine and warm up the engine at an engine speed and engine load that is reasonable.
Warm up the engine at an engine speed and engine load that is reasonable. Gradually increase
the speed and gradually increase the load until the power setting is obtained and the outlet
temperature of the jacket water has been stabilized. The throttle lever should be at the
maximum position.
2. With the lever for the throttle cover at the maximum position, remove the entire load from the
dynamometer and record the high idle speed.
3. Gradually add a load until the engine speed is halfway between high idle and the rated speed.
Record the data that is required on the form for each test. Refer to ""Appendix C" " for an
example of the form that is used for the test data.
4. This procedure is continued for each reduced speed that is listed on the form for the test data
until the engine will not sustain a load. Record the data that is required.
5. Remove the entire load from the dynamometer and move the throttle control lever to the
minimum position. Record the low idle speed.
Fuel Consumption
This test is performed after the basic performance testing has been completed and the results are
recorded. No adjustments will be made to any engine settings.
Note: If this test is being performed simultaneously with the basic performance test, the engine may
be inserted into the basic performance test immediately after the completion of the Torque Check
Point. The engine may be inserted immediately into the basic performance test after the completion
of the Full Load if the Torque Check is not required.
1. Start the engine and warm up the engine at full load speed and full load power in accordance
with the specified rating.
a. The throttle control lever will be at the maximum speed position.
b. The engine is considered to be warmed up and the engine is considered stabilized after
the engine is at the specified speed and power for 15 minutes., The engine is also
considered to be warmed up and the engine is also considered to be stabilized after the
engine achieves a rate of variation that is no greater than the rate that is allowed in the
steps of the Full Load Test of the Performance Test.
c. The temperature of the water from the outlet will be within the specification before
recording the data from the test.
d. Calculate the test data and record the test data.
2. Reduce the load to the following.
Table 9
75% of the rated power ± 1% of the rated power at the full load speed
a. The measurements shall be taken when the speed and the load have been maintained
continuously for 0.5 minutes and within 2 minutes after the completion of the preceding
point.
b. Repeat step 2 for 50% of the rated power ± 1% of the rated power.
Post Test Procedures

Removing the Engine from the Cell
1. Drain the engine coolant.
2. If air starters are installed check the air starters for proper operation.
3. Remove the oil mini-patch. Send the oil and the patch to the S O S laboratory. Install a new
mini-patch for the next test.
4. Remove the oil screens from the supply lines for the turbocharger oil. Install the oil lines.
5. Open the doors of the test cell.
6. Remove all test hoses, connectors, and adapters, and cap the holes with the appropriate plug or
the appropriate boot.
7. Install a freeze plug in the wastegate.
8. Remove all of the special equipment such as timing probes, throttle angle transducers,
thermocouple wires, etc.
9. Remove the bolts that are connecting the coupling for the dynamometer to the flywheel and
move the coupling.
10. Lift the exhaust for the cell off the adapter for the engine and remove the adapter for the
engine exhaust.
11. Remove the hold down bolts (engine stand to bed).
12. The engine can now be moved to the next area and a new engine can be brought in for testing.
13. Collect and complete all of the paper work.
a. Labels
(1) Oil Patch
(2) Oil Sample
b. Reports
(1) Workmanship
(2) Engine Discrepancy
(3) Engine Test
3500 Engines
1. Take the last oil sample. Then complete the label for the oil sample.
2. Shut off the engine and secure the shutoff lever.
3. Remove the mini-patch. Send the oil and the patch to the S O S laboratory.
4. Remove the oil screen for the engine test from the oil manifold.
5. Remove the oil screens from the turbocharger oil supply lines. Install the oil lines.
6. Open the doors and the cover to the hatch of the test cell.
7. Drain the engine coolant. The engine must be fully drained before the engine can be moved
from the cell.
8. Raise the exhaust stack from the engine.
9. Disconnect the right hand intake hose for the turbocharger.
10. Drain the fuel filters.
11. Disconnect the communication cable.
12. Remove the temperature probes.
13. Disconnect the electrical cables.
14. Check in order to ensure that the engine has fully drained.
15. Spray the engine in order to remove any fuel or oil that may have dripped on the engine during
the removal of the hoses.
16. Move the engine away from the dynamometer and allow the draining to stop before any hoses
are removed.
17. Remove all hoses, connectors, and adapters.
18. Collect and complete all paper work.
a. Labels
(1) Oil Patch
(2) Oil Sample
b. Reports
(1) Workmanship
(3) Engine Test
19. Remove the engine from the cell.
20. Remove the flywheel adapter.
3600 Engine
1. If the engine is going to be packaged, remove the center oil filter that is in the lower housing,
and send the filter to the S O S laboratory. Mark the filter with the engine serial number.
Very little of the assembly that takes place after the test will be done until the engine is in the
area for packaging.
2. If the engine is not going to packaging, replace the oil filters. Mark the engine with the serial
number. Send the lower, center filter to the S O S laboratory.
Note: If the operator notices a foreign object in the oil, a sample of the oil should be sent to
the S O S laboratory for analysis. Record this information on the Engine Discrepancy Report.
Also, inspect the filter carefully for damage before installing the filters. Do not install
damaged filters.
3. Drain the systems for the engine coolant.
4. Disconnect the electrical cables.
5. Remove the exhaust stacks.
6. Remove the lines for bleeding the engine jacket water.
7. Disengage the engine from the dynamometer.
8. Remove the fuel lines from the engine.
9. Cap all connections for the oil so water can not get into the oil system.
10. Spray the engine in order to remove any fuel or oil that may have dripped on the engine during
the removal of the cables.
11. If air starters are installed, check the air starters for the proper operation. Refer to the section
on Starter Systems. Energize the air on the control panel. Then turn on the switch on the
solenoid to "manual" and verify that the starter functions.
12. Remove the engine from the test cell.
13. Take the final oil sample and remove the mini-patch. Send the oil and the patch to the S O S
laboratory.
14. Remove the harnesses from the engine. No particular order of removal is required. The
operator should develop a technique that is quick and efficient.
15. Remove the air inlet adapters, exhaust stacks, and the coupler for the dynamometer. If a
coupler for the dynamometer was installed for testing, index the flywheel to top dead center.
Install the flywheel from the factory.
16. Collect and complete all the paper work.
a. Labels
(1) Oil Patch
(2) Oil Sample
b. Reports
(1) Workmanship
(3) Engine Test
Engine Storage
Reference the following Caterpillar documents for storage of engines.
Table 10
Special Instruction, SEHS9031, "Storage Procedure for Caterpillar Products"

Operation and Maintenance Manual, SEBU6250, "Caterpillar Machine Fluids Recommendations"
Powerdown Sequence for the Test Cell
Perform all of the checks that are required in order to powerdown. Sign off the computer for the cell
Note: There are numerous manufacturers of dynamometers with various types of Data Acquisition
and Control Units. Refer to the appropriate owner's manual that is used for your particular system.
Starter Systems
Air Starters
Note: Check the 3300 air starters and the 3400 air starters after the basic test in order to allow the
starter to be lubricated with 3-34996931 spindle oil.
Note: Check the 3500 air starters and 3600 air starters after the basic test in order to allow the starter
to be lubricated with diesel fuel.
Air Starters without Solenoids
1. While the engine is in the cell, connect the elbow for the air supply and the hose.
2. Push the "on" button for the air starter.
3. Open the manual air valve.
4. Check the air lines to the starter for leaks and repair all of the leaks.
5. Secure the manual fuel lever in the "off" position.
6. Engage the air starter.
7. Check the starter for the proper rotation and verify if the engine speed is greater than 100 RPM
by using the tachometer for the test cell.
Air Starters with Solenoid
1. While the engine is in the cell, connect the elbow for the air supply and hose.
4. Check the air lines to the starter for leaks. Repair the leaks.
7. Check the starter for the proper rotation and verify if the engine speed is greater than 100 RPM
by using the tachometer for the test cell.
Air Starters with Prelube Pumps
1. While the engine is in the cell, connect the elbow for the air supply and hose.
4. Check the air lines to the starter for leaks. Repair the leaks.
7. Check that the prelube pump energizes, that the prelube pump runs in the proper direction, and
that the prelube pump runs until the engine is prelubed. Then, the starter should work.
8. Check the starter for proper rotation and verify if the engine speed is greater than 100 RPM by
using the tachometer for the test cell.
Disconnecting Air Starters After Testing
1. Push the "off" button for the air starter.
2. Close the manual air valve.
3. Open the bleed valve.
4. Disconnect air hose and the elbow, when all the air is out of the line.
Electric Starters
Note: Test the electrical starters prior to testing the engine. If the engine gets an EMCP panel,
electric motors are not checked in the cell of the dynamometer. Electric motors are checked in the
cell of the generator.
1. After the engine is in the cell, connect the battery power to the starter terminals.
2. Check the starters for the requirements of voltage (24 or 26 V DC).
3. Set the battery power to the proper voltage.
Note: Leave the battery power on until the testing of the engine is done and the operator is
ready to remove the engine from the cell.
5. Engage the starter.
using the tachometer of the test cell.
Electric Starters with Prelube Pump
Note: Test electrical starters prior to testing the engine. If the engine gets an EMCP panel, electric
motors are not checked in the cell of the dynamometer. Electric starters are checked in the cell of the
generator.
1. After the engine is in the cell, check the starters for requirements of voltage (24 or 36 V DC).
2. Set the battery power to the proper voltage.
3. Connect the battery power to the starter terminals.
Note: Leave the battery power on until the testing of the engine is done and the operator is
ready to remove the engine from the cell.
5. Engage the starter.
6. Check the prelube pump for proper operation.
using the tachometer of the test cell.
Appendix A (Additional Reference Material)

Table 11
Form
Title of Publication
Number
REHS0183 "Removal and Installation of Tamperproof Caps on a RSV Governor"
RENR2228 "723PLUS Digital Speed Control"
RENR5850 "SPM-A Synchronizer"
SEBD0642 "Engine Dynamometer Facilities"
SEBF4564 "Planning Engine Processing Areas - Dynamometer"

SEBF4565 "Position Description for a Dynamometer Test Area"
"Visual Inspection and General Information for Governor Assembly used in New
SEBF8298
Scroll Fuel Systems (NSFS) of 3204, 3300, and 3400 Engines"
"3100 Governor Inspection and General Information for Mechanical Governor
SEBF8434
Groups used in 3114, 3116, and 3126 MUI Engines"
"Testing and Adjusting of the Woodward 3161 Governors on the Fuel Injection
SEHS9318
Test Bench"
SENR1087 "Digital Min/Max ProAct Control for Caterpillar G3306 Engines"
SENR2928 "2301 Electric Governor for Generator Set and Industrial Engines"
SENR3028 "Caterpillar 3161 Governor"
SENR3585 "2301A Electric Governors for Generator Set and Industrial Engines"
SENR6430 "524 and 1724 Electrically Powered Governor Systems"
SENR6444 "PGEV and PGE Locomotive Governors"
SENR6454 "3114, 3116, and 3126 MUI Engine Governors"
SENR6514 "PSG Governor with Cast Iron Case"
Appendix B (Minimum Recommended Hardware for Testing

Engines)
Pressure Transducers
Oil pressure ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Water pump pressure ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Compressor outlet ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Differential for the fuel pressure ... −4 kPa to 4 kPa (−0.58 psi to 0.58 psi)
Inlet manifold ... 0 kPa to 342 kPa (0 psi to 49.6 psi)
Natural gas meter(Absolute Pressure) (mezzanine level) ... 0 kPa to 516 kPa (0 psi to 74.8 psi)
Natural gas pressure (Absolute Pressure) (measure in the test cell on the piping that is used for
supplying the gas) ... 0 kPa to 344 kPa (0 psi to 49.9 psi)
SCAC water pressure ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Inlet air pressure (Absolute Pressure) ... 0 kPa to 137.8 kPa (0 psi to 19.99 psi)
Spare transducer ... 0 kPa to 700 kPa (0 psi to 101.5 psi)
Boost pressure - The boost pressure after the turbochargers and before the aftercooler (0 kPa to 700
kPa (0 psi to 101.5 psi))
Fuel pressure - The fuel pressure of the inlet to fuel filter (0 kPa to 700 kPa (0 psi to 700 psi))
Engine load - 1 transducer per test cell for counterclockwise rotation and clockwise rotation (0 N to
6250 N (0 lb to 1405.1 lb))
Engine temperature sensors
Exhaust port temperatures
Right exhaust
Left exhaust
Inlet air temperature
Water temperature for the dynamometer
Oil temperature
Temperature of the inlet for the Engine Jacket Water
Temperature of the outlet for the Engine Jacket Water
Inlet manifold
SCAC inlet temperature
SCAC outlet temperature
Temperature of the gas meter
Temperature of the Test cell
Temperature of the SCAC heater
Engine Rates (analog inputs)
Voltage
Load
Fuel Rate
Frequency
Engine speed
Left turbocharger speed
Right turbocharger speed
Status monitors
Emergency stop
Water flow for the dynamometer
Lubrication pressure for the dynamometer
"Llow" level of the Engine Jacket Water
"Full/ready"Engine Jacket Water
Selection of drains for the Engine Jacket Water
"Head high" level for the Engine Jacket Water
SCAC on
SCAC flow
Inlet air restriction
Analyzer of the air in the cell
Status of the test "continue" at the pedestal
Status of the test "reject" at the pedestal
Status of the natural gas
Analyzer for the air in the cell
Natural gas valves closed.
Natural gas valves open.
Cogeneration for the flow of the Engine Jacket Water
EIS shutdown
Outputs for digital controls
Draft inducer
Control for the cogeneration
Emergency stop
Lamp for calling the operator
Water control for the dynamometer
SCAC heater control
Fan for the air in the cell
Start the air clutch.
Start the crank clockwise.
Start the crank counterclockwise.
Control for the natural gas
High natural gas pressure and lo natural gas pressure
SCAC drain
Control power "enable"
Bypass for the flow meter of the gas
Variable outputs per cell
Set point for the natural gas
Throttle control
Temperature control for the Engine Jacket Water
Control for the water temperature of the SCAC
Engine Rates
1 Meter for the Fuel Rate
1 Tachometer for the Engine Speed
Appendix C (Formats of the Reports for the Engines)

1. Report for Testing a Diesel Engine
2. Report for Testing the Performance of a Diesel Engine
3. Report for Testing the Performance of a Spark Ignited Engine
4. Report for testing a Spark Ignited Engine
5. Report for the Lug Curve
6. Report for the Fuel Consumption
Table 12
3400, 3500 MUI and Standard Stroke EUI Less than 135 kW per Cylinder - Manual Test -
Manual Data Report
Caterpillar Inc. Engine Test - Diesel Engine

Date Operator
Performance
Model Test Number
Specification
Test Cell
Arrangement Shipping Order
Number
Dynamometer
Serial Number Ident. Number
Constant
Nominal Rated Torque (NRT) = Rated Power × 9549.297 / Rated RPM = ____________N·m
Warm Up Torque Check - 1 Minute
Cranking (1) Within 3 Minutes after Full Load
Starting Time Torque Check Speed RPM
50% - 1 Minute Corrected Torque at TC RPM N·m
Starting Time Fuel Rate at TC RPM g/min
RPM ± 20
0.75 Rated Speed (2) Corrected Fuel Rate at TC RPM g/min
0.50 (NRT) N·m ± 5% CSFC at TC RPM g/kW.h

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

KW End Test Time
Load)
Observed Power KW
Corrected Power at
g/min PERFORMANCE CORRECTION FACTORS
Full Load
Observed Fuel Rate
g/min
Corrected Fuel Rate

g/kW.h Observed Value
Factor ____
CSFC kPa
Fuel Density
Boost kPa API
In Air Temp.
Adjusted Boost kPa (°C)
Date Page 2
Serial Number
In Air Press.
Oil Pressure kPa kPa
Full Load Total Correction Factor

Fuel Pressure kPa
Inlet Fuel Pressure Torque Check Total Correction

kPa
Factor
Inlet Fuel
(°C)
Temperature
Jacket Water Pump
(°C) (Dry Bar minus Inlet Restriction)
Inlet
Engine Water
(°C)
Outlet
Delta-T Jacket (Out (1) Shut down the engine if the oil pressure is less
(°C)
- In) than 40 kPa after 3 seconds.
Water Temperature
(°C) (2) Greater than the low idle
to SCAC
SCAC Water Flow
L/min
(3) The temperature of the water outlet shall be to the
Inlet Air Restriction specification before recording the data from full load.
kPa
Inlet Manifold
(°C)
Temp. If AAAC
Blowby L/h
Specific Blowby L/kW.h
Static Fuel Set at
Mm
Full Load
Full Load Static
Mm
Fuel Set
Table 13
3500 Standard Stroke EUI Greater than 135 KW per Cylinder - Manual Test - Manual Data
Report
Date Operator:
Performance
Model Test Number
Specification
Test Cell
Number
Dynamometer
Constant
Warm Up Torque Check - 4 Minutes
20% - 3 Minutes Corrected Torque at TC RPM N·m
0.75 Rated Speed RPM ± 20
(2) Corrected Fuel Rate at TC RPM g/min


75% - 4 Minutes Within 5 Minutes after Full Load
Starting Time Low Idle Speed RPM
Rated Speed RPM ± 20 Observed Torque N·m
.75 (NRT) N·m +3-11% Oil Pressure kPa
Governor Setting Point - 5 Minutes Stability ± RPM
Governor Setting
RPM ± 5% Observed Torque at A/F Set N·m
Speed
0.90 (NRT) N·m ± 1% End Test Time
Full Load - 4 Minutes (3)
Starting Time RPM
Full Load Speed N·m
Torque Value (Full

KW
Load)
Observed Power KW
Corrected Power at
Full Load
Observed Fuel Rate
g/min
Corrected Fuel
g/kW.h
Rate Observed Value Factor ____
CSFC kPa
Date Page 2
Serial Number
Fuel Density
Boost kPa API
In Air Temp. (°C)

Adjusted Boost kPa
In Air Press.

Fuel Pressure kPa

kPa
Factor
Inlet Fuel
(°C)
Temperature
Jacket Water Pump
Inlet
Engine Water
(°C)
Outlet
(°C)
Water Temperature
to SCAC
SCAC Water Flow
L/min (3) The temperature of the water outlet shall be to the
specification before recording the data from full load.
Inlet Air
kPa
Restriction
Inlet Manifold
(°C)
Temp. If AAAC
Blowby L/h
Static Fuel Set at
Mm
Full Load
Full Load Static
Mm
Fuel Set
Table 14
3500 High Displacement - Manual Test - Manual Data Report

Date Operator:
Performance
Model Test Number
Specification
Test Cell
Arrangement Shipping Order Number

Dynamometer
Constant
Warm Up Torque Check - 4 Minutes
20% - 10 Minutes
Corrected Torque at TC RPM N·m


50% - 10 Minutes
High Idle Speed RPM

75% - 10 Minutes
Within 5 Minutes after Full Load

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

KW
Load)
Observed Power KW
Corrected Power at
Full Load
Observed Fuel Rate
g/min
Corrected Fuel
g/kW.h
CSFC kPa
Date Page 2
Serial Number
Fuel Density
Boost kPa API
In Air Temp. (°C)

Adjusted Boost kPa
In Air Press.

Fuel Pressure kPa

kPa
Factor
Inlet Fuel
(°C)
Temperature
Jacket Water Pump
Inlet
Engine Water
(°C)
Outlet
(°C)
Water Temperature
to SCAC
SCAC Water Flow
L/min
(3) The temperature of the water outlet shall be to the
Inlet Air specification before recording the data from full load.
kPa
Restriction
Inlet Manifold
(°C)
Temp. If AAAC
Blowby L/h
Static Fuel Set at
Mm
Full Load
Full Load Static
Mm
Fuel Set
Table 15
3600 Engines- Manual Test - Manual Data Report

Date Operator:
Performance
Model Test Number
Specification
Test Cell
Number
Dynamometer
Constant
Warm Up Torque Check - 3Minutes
25% - 60 Minutes
Corrected Torque at TC RPM N·m



100% - 15 Minutes
Within 5 Minutes after Full Load

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

KW
Load)
Observed Power KW
Corrected Power at
Full Load
Observed Fuel Rate
g/min
Corrected Fuel
g/kW.h
CSFC kPa
Date Page 2
Serial Number
Fuel Density
Boost kPa API
In Air Temp. (°C)

Adjusted Boost kPa
In Air Press.

Fuel Pressure kPa

kPa
Factor
Inlet Fuel
(°C)
Temperature
Jacket Water Pump
Inlet
Engine Water
(°C)
Outlet
(°C)
Water Temperature
to SCAC
SCAC Water Flow
L/min (3) The temperature of the water outlet shall be to the
specification before recording the data from full load.
Inlet Air
kPa
Restriction
Inlet Manifold
(°C)
Temp. If AAAC
Blowby L/h
Static Fuel Set at
Mm
Full Load
Full Load Static
Mm
Fuel Set
Table 16
Diesel Engine - Manual Test - Computer Data Report

Performance Specification
Time/Date Operator:
Model Rotation Test Number

Arrangement Test Procedure Test Cell Number
Serial Number Shipping Order

Nominal Maximum Minimum
Test Results
Cranking Time With <40 kPa Oil

Min 0.5
Pressure
Cranking Time With >40 kPa Oil
Min 0.25 2 0.25
Pressure
50% Point Engine Speed ____ RPM ____ ____

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

1 Minute ____ N·m ____ ____
100% Point ____ RPM ____ ____

3 Minutes ____ N·m ____ ____
Governor Setting
Point
Governor Setting
0.25 Minute ____ RPM ____ ____
Speed
Governor Setting
____ N·m ____ ____
Torque
Full Load
4 Minutes Full Load Speed ____ RPM ____ ____
Observed Torque
___×___N·m
Observed Fuel Rate ___×___g/min

Starting Time
Observed Boost ___×___kPa

Oil Pressure ___×___kPa
Observed Power Fuel Pressure ___×___kPa
Corrected Power Inlet Fuel Pressure

___×___kPa ___ ___ ___
at Full Load
Observed Fuel Inlet Fuel
___×___(°C) ___ ___ ___
Rate Temperature
Corrected Fuel Jacket Water Pump
___×___ (°C)
Rate Inlet
Engine Water
CSFC ___×___ (°C) ___ ___ ___
(Outlet)
Water Temp. To
Boost ___×___ (°C) ___ ___ ___
SCAC
Time/Date Page 2
Serial Number Test Number
SCAC Water Flow ___×___ L/min

Adjusted Boost ___ ___ ___
Inlet Air
___×___ kPa ___ ___ ___
Restriction
Inlet Air
___×___ (°C) ___ ___ ___
Temperature
Inlet Man. Temp. If
___×___ (°C) ___ ___ ___
AAAC
Blowby ___×___ L/h
Torque Check YES
Within 3 minutes after Full Load
0.25 Minute
Torque Check
____ RPM ____ ____
Speed
Observed Torque ___×___ N·m
Observed Fuel Rate ___×___ g/min
Observed Boost ___×___ kPa
___×___ RPM
High Idle High Idle Speed

0.10 Minute ___
±___×___ RPM
Stability
Low Idle Within 5 minutes after Full Load

0.10 Minute Low Idle Speed ____ RPM ____ ____
___
Oil Pressure ___×___ kPa

±___×___ RPM
Stability
Observed Torque at A/F Control Setting ___×___ N·m
Table 17
Diesel Engine - Computerized Test Report

Engine Test -
Caterpillar Inc. Operator:___________________________
Diesel Engine
Arrangement________________ Serial
Model_______
Number___________________
Date________ Start End Specification____________________
Time______ Time______
Test
Test Cell Number_______
Number_______
Amount from Nominal Specification
CSFC -___% ___ g/kW.h
Corrected Fuel Rate
-___% ____ g/min
Corrected Full Load

-___% ____.0 Kw
Power
Adjusted Boost -___% ___ kPa

Full Load Speed -___ ____ RPM
Oil Pressure -___% ___ kPa
Fuel Pressure -___% ___ kPa
Inlet Fuel Pressure -___ ___ kPa
Inlet Fuel
-___ ___ (°C)
Temperature
Engine Water Outlet
-___ ___ (°C)
Delta-T Jacket
-___ ___ (°C)
(Outlet - Inlet)
Water Temp. to
-___ ___ (°C)
SCAC
SCAC Water Flow -___ ___ L/min
Inlet Manifold
-___ ___ (°C)
Temperature
Specific Blowby -___% ___ L/kW.h
(Cylinder
Number/Power Loss - (1/___) (2/___) (3/___) (4/___)
% Rated)
___%
Nominal (5/___) (6/___)
CSFC at Torque
-___% ___ g/kW.h
Check RPM
Corrected Fuel Rate
at Torque Check -___% ___ g/kW.h
RPM
Corrected Torque at
Torque Check RPM -___% ____N·m
Adjusted Boost at
Torque Check RPM -___% ___ kPa
Torque Check Speed

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

Engine System
-___ ___ Volts
Voltage
___ Degree
Fuel Density -___
API
Inlet Air Temperature
-___ ___ (°C)
Inlet Air
-___ ___ kPa
Pressure
Dry Barometer -___ ___ kPa
Inlet Air Restriction ___ kPa MAX
___
Full Load Total

____ NONE
Correction Factor
Torque Check Total
____ NONE
Correction Factor
Full Load Static Fuel
±___ mm
Setting
Full Load Static Fuel
±___ mm
Setting
Table 18
Spark Ignited Engine - Manual Test - Manual Data Report

Caterpillar Inc. EngineTest - Spark Ignited Engine
Date Operator: Test Number
Performance
Model Test Number
Specification
Arrangement Shipping Order Test Cell Number
Dynamometer
Constant
Corrected Full Load Power
Nominal Test Torque × 9549.297
= ____________N·m
(NTT) = Test RPM × Correction
Factor
Estimated Inlet Air
(°C) SCAC Water Flow L/min
Temp.
Est. Inlet Correction
Inlet Air Restriction kPa
Factor
Lower Heating Value
KJ/L Blowby L/h
Warm Up Specific Blowby L/kW.h

Cranking - 0.25 Minute Torque Check - 0.25 Minute
(1)
Within 3 Minutes after Full
Starting Time
Load
Set Timing See Spec. Torque Check Speed RPM
Low Idle - 1 Minute Torque N·m
Starting Time Corrected Torque N·m
Low Idle Speed RPM Inlet Fuel Temperature (°C)
Fuel Pressure kPa Absolute
1.5 kPa ± 0.5 Inlet Fuel Pressure
Differential
Test Speed - No Load
RPM ± 10 Fuel Rate at TC RPM L/min
Corrected Fuel Rate at TC

Set Timing See Spec. kJ/min
RPM
Fuel Pressure
1.5 kPa ± 0.1 CSFC at TC RPM kJ/kW.h
Differential
Date Page 2
Serial Number
Compressor Outlet Press. at kPa Absolute

50% - 1 Minute
TC RPM
Test High Idle - 0.10 Minute
Starting Time
0.75 Test Speed RPM ±20 Test High Idle Speed RPM
0.50 (NTT) N·m ± 5% Observed Torque N·m
75% - 3 Minutes Fuel Pressure Differential kPa
±
Starting Time Stability RPM
0.75 Test Speed RPM ± 20 Reset Values - 0.25 Minute

0.50 (NTT) N·m ± 5% Full Load Speed RPM
Full Load - 4 Minutes
Observed Torque N·m
(2)
Starting Time Corrected Full Load Power kW
Comp. Outlet - Inlet Man.
Test Speed ± 5 RPM kPa
Pressure
(NTT) ± 1% N·m High Idle Speed RPM
±
Observed Power kW Stability RPM
Corrected Full Load

kW Low Idle - 0.10 Minute
Power
Inlet Fuel Temperature Within 5 Minutes after Full
(°C)
Load
Inlet Fuel Pressure kPa Absolute Low Idle Speed RPM
Fuel Rate L/min Observed Torque N·m
Corrected Fuel Rate kJ/min Oil Pressure kPa
±
CSFC kJ/kW.h Stability RPM
Compressor Outlet
kPa Absolute End of Test Time
Pressure
Inlet Manifold Pressure

kPa Absolute
PERFORMANCE CORRECTION
Oil Pressure kPa
FACTORS
Fuel Pressure
kPa Inlet Air Temperature (°C)
Differential
Mix Control Setting Inlet Air Pressure kPa
Excess Oxygen % Full Load & TC Inlet Correction Factor
Jacket Water Pump
Inlet Temp.
Engine Water Outlet
(°C) (1) After obtaining 40 kPa oil pressure
Temperature
Delta-T Jacket (Out -
(°C) (2) Water Outlet Temperature shall be to
In)
specification before recording Full Load Data
Water Temperature to
(°C)
SCAC
Table 19
Spark Ignited Engine - Manual Test - Computer Data Report

Engine Test - Spark Ignited
Caterpillar Inc.
Engines
Performance
Time/Date Operator:
Specification
Model Rotation Test Number
Arrangement Test Procedure Test Cell Number
Serial Number Shipping Order
Nominal Maximum Minimum

Test Results
Estimated Inlet Air Temperature ___ (°C) ___ ___
Cranking Time with <40 kPa Oil

Min 0.5
Pressure
Cranking Time with >40 kPa Oil
Min 0.25 2 0.25
Pressure
___ Degree
Ignition Timing ___ ___
BTDC
1st Point Engine Speed ____ RPM ____ ____

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

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

Observed Torque
4 Minutes ___×___ N·m ___
Inlet Fuel
___×___ (°C)
Temperature
Inlet Fuel Pressure ___×___ kPa
___ ___ ___
Absolute
___×___ L/min
Fuel Rate
Compressor Outlet ___×___ kPa

___ ___ ___
Pressure Absolute
Inlet Manifold ___×___ kPa
___ ___ ___
Pressure Absolute
Oil Pressure ___×___ kPa

Fuel Pressure
___×___ kPa
Differential
Mixture Control
___ ___ ___
Setting
Excess Oxygen ___×___ % ___ ___ ___
Time/Date Page 2
Jacket Water Pump

___×___ (°C)
Inlet
Engine Water
___×___ (°C) ___ ___ ___
Outlet
Water Temp. to
___×___ (°C) ___ ___ ___
SCAC
SCAC Water Flow ___×___ L/min
___ ___ ___
Inlet Air
___×___ kPa ___ ___ ___
Restriction
Inlet Air
___×___ (°C) ___ ___ ___
Temperature
Blowby ___×___ L/h
Torque Check Part Load
0.25 Minute Within 3 minutes after Full Load
Torque Check
____ RPM ____ ____
Speed
Observed Torque
___×___ N·m ____ ____ ____
Inlet Fuel
___×___ (°C)
Temperature
Inlet Fuel Pressure ___×___ kPa
___ ___ ___
Absolute
Fuel Rate at TC ___×___ L/min
RPM
Comp. Outlet Press ___×___ kPa

at TC RPM Absolute
Test High Idle
Test High Idle ___×___ RPM
0.10 Minute ____ ____ ____
Speed
Observed Torque
___×___ N·m ___
Fuel Pressure
___×___ kPa
Differential
±___×___ RPM
Stability
Reset Values
___×___ RPM
Full Load Full Load Speed ____ ____ ____
Observed Torque
0.25 Minute ___×___ N·m ____ ____ ____
Comp. Outlet -
___×___ kPa ___ ___ ___
Inlet Man. Press
___×___ RPM
High Idle High Idle Speed
Observed Torque
0.10 Minute ___×___ N·m ___
±___×___ RPM
Stability
Within 5 minutes
Low Idle
after Full Load
___×___ RPM
0.10 Minute Low Idle Speed ____ ____ ____
Observed Torque
___×___ N·m ___
Oil Pressure ___×___ kPa ___ ___ ___

±___×___ RPM
Stability
Table 20
Spark Ignited Engine - Computerized Test Report

Engine Test-Spark Ignited
Caterpillar Inc. Operator:_____________________
Engine
Serial
Model:______________
Arrangement:_________________ Number:________________
End
Date:_______________ Start Time:_______ Specification:____________
Time:_______
Test Number:________ Test Cell

Number:________
Amount from
Specification
Nominal
-___ %
CSFC ____ kJ/kW.h
-___ %
Corrected Fuel Rate ____kJ/min
-___ %
Corrected Full Load Power ____.0 kW
-___ % ___ kPa Absolute

Compressor Outlet Pressure - Absolute
-___ % ___ kPa Absolute

Inlet Manifold Pressure - Absolute
-___ %
Oil Pressure ___ kPa
Fuel Pressure Differential -___ ___ kPa
Mixture Control Setting -___ ___
Excess Oxygen -___ ___%
___ kPa Absolute

Inlet Fuel Pressure - Absolute -__
Engine Water Outlet -_ ___ (°C)
Delta-T Jacket (Outlet - Inlet) -_ ___ (°C)
Water Temp. To SCAC -_ ___ (°C)
-___ %
SCAC Water Flow ___ L/min
-___ %
Specific Blowby ___ L/kW.h
-___ %
CSFC at Torque Check RPM ____ kJ/kW.h
-___ %
Corrected Fuel Rate at Torque Check RPM ____ L/min
-___ %
Corrected Torque at Torque Check RPM ____ N·m
Compressor Outlet Press. at TC RPM - Absolute -___ % ___ kPa Absolute
-___ %
Torque Check Speed ____ RPM
Test High Idle Speed -___ ____ RPM
Fuel Pressure Differential High Idle -___ ___ kPa
Low Idle Speed -___ ___ RPM
Oil Pressure Low Idle -___ ___ kPa
Low Idle Stability ±___ ±___ RPM
Inlet Air Temperature -___ ___ (°C)
Inlet Air Pressure -___ ___ kPa
Dry Barometer -___ ___ kPa
Time/Date Page 2
Inlet Air Restriction ___ ___ kPa MAX
Full Load & Torque Check Total Correction

____
Factor
RESET VALUES
-___ %
Correction Full Load Power _____ kW
Compressor Outlet - Inlet Manifold Pressure -___ ___ kPa
High Idle Speed - Obseved Value ____ NONE
Table 21
Engine Lug Test - Manual Test Report

Speed Beam Fuel
Target Torque Observed Corrected Boost BSFC
RPM LBS Rate
Speed BHP BHP Model:
_________________
Overrun Arrangement:________
Engine S/N:_________
+20
Rating:____ BHP
@____RPM
+10
Rated Data at Full Load
Corr BHP
-20
____
-50 Total BHP ____

Water
-100
In____°F
Oil
-200 Pr.____PSI
R
High
a -300
Idle____
t -400 Combustion
e System
-500 (DI) (PC)
d
-600 Aspiration
S (NA) (T)
-700 (TA)
p
-800 Governor
e
-900 (CTCO)
e (PSG)
-
d (UG8)
1000
(EG3P)
-
1100 (Other)
- Fuel Temp.
1200 ____
- Fuel API
1400 ____
Air Temp.
____
Dry Bar
____
Combined Corr
Overrun speed is approximately half way between high idle and rated speed.
Date: ____
Cell: ____
Table 22
Engine Fuel Consumption Test - Test Report
Caterpillar Inc. Fuel Consumption Test -

Engine
Time/Date:___________ Performance
Operator:_________
Specification:__________
Model:______________ Test Number:_________
Arrangement:________ Test Cell
Number:________
Serial Number:_______ Shipping Identification
Order:___________________ Number:________
Stabilization -15 Minutes
Starting Time:________
75% Rated 50% Rated

Load Point Full Load
Full Load Speed RPM _______ _______ _______

Observed Torque N·m _______ _______ _______
Water Outlet Temperature
(°C) _______ _______ _______
(1)
Observed Power kW _______ _______ _______
Parasitic Power kW _______ _______ _______
Corrected Power
(Observed Power +
Corrected Power) kW _______ _______ _______
Correction Factor
Diesel
Observed Fuel Rate g/min _______ _______ _______
Corrected Fuel Rate g/min _______ _______ _______
CSFC g/kW.h _______ _______ _______
Natural Gas
Observed Fuel Rate L/min _______ _______ _______
Gas Temperature (°C) _______ _______ _______

Gas Pressure kPa _______ _______ _______
Corrected Fuel Rate (3) kJ/min _______ _______ _______
CSFC kJ/kW.h _______ _______ _______
Performance Correction Value Corr Value Corr

Value Corr
Factors
____ ____ ____ ____
Diesel Degree API ____ ____
____ ____ ____ ____

Fuel Density (°C) ____ ____
____ ____ ____ ____

Inlet Air Temperature kPa ____ ____
Inlet Air Pressure (2)

Total
____ ____
Correction ____
Factor
Time/Date:___________
Page 2
Serial Number:_______
Natural Gas
____ ____ ____ ____
Inlet Air Temperature (°C) ____ ____
____ ____ ____ ____

Inlet Air Pressure (2) kPa ____ ____
Total
____ ____
Correction ____
Factor
(1) Temperature of the outlet for the engine water and water temperature to the aftercooler must
be to the specification before recording data.
(2) Dry Barometer minus Inlet Air Restriction

(3) Corrected Fuel Rate
Appendix D (Correction Factors for Engines)

The equations that are shown in this section are used in order to calculate the correction factors for
correcting the engine performance to the standard conditions. The calculations are not intended to
conform to the "Engine Power Test Code" for Spark Ignited Engines and Diesel Engines by the SAE
J1349. Determine the appropriate correction factors for the type of engine and for the observed
conditions. Multiply the correction factors together in order to obtain the total correction factor. The
corrected values are found by multiplying the observed values of performance for the engine by the
total correction factor. These equations are not used for altitude derailing.
Standard Conditions
The standard atmospheric pressure and the standard atmospheric temperature were defined according
to the "Engine Power Test Code" for Spark Ignited Engines and Diesel Engines by the SAE J1349.
Table 23
Total Barometric Pressure 100.0 kPa

Water Vapor Pressure 1.0 kPa
Dry Barometric Pressure 99.0 kPa
Inlet Air Temperature 25° C
Fuel Density 35.0° C API
The vapor pressure for the water may be calculated by using the following equations.
Illustration 1 g01176538
VP - Vapor Pressure in kPa
SP - Saturation Pressure at wet bulb temperature in kPa
BP - Total barometric pressure in kPa
T dry - Dry bulb temperature in °C
T wet - Wet bulb temperature in °C
DP - Dew point in °C
Note: The air pressure for the engine inlet is defined in order to relate the air pressure for the engine
inlet to the atmospheric pressure.
The inlet air pressure of the engine is equal to total barometric pressure minus the vapor pressure for
the water and minus the inlet air restriction.
Dry barometric pressure is equal to total barometric pressure minus the vapor pressure for the water.
Standard Conditions for Gas
Table 24
Gas Pressure 101.3253 kPa

Gas Temperature 15.5556 °C
Lower Heating Value 33.7 kJ/L
Correction Factors for a Diesel Engine
Table 25
Fuel Density (API) Correction Factors

Fuel API at 60° F Correction Factor Fuel API at 60° F Correction Factor
31.5 0.985 40.0 1.022
32.0 0.987 40.5 1.024
32.5 0.989 41.0 1.026
33.0 0.991 41.5 1.028
33.5 0.994 42.0 1.031
34.0 0.996 42.5 1.033

34.5 0.998 43.0 1.035
35.0 (1) 1.000 43.5 1.037

35.5 1.002 44.0 1.040
36.0 1.004 44.5 1.042
36.5 1.006 45.0 1.044
37.0 1.009 45.5 1.046
37.5 1.011 46.0 1.049
38.0 1.013 46.5 1.051
38.5 1.015 47.0 1.053
39.0 1.017 47.5 1.055
39.5 1.020 48.0 1.058
(1) The Standard Value, the measured API for the fuel and corresponding fuel temperature must be corrected to 60°
before selecting a correction factor for the API.
A Chart of Gravity Correction for Diesel Fuel API
Factors for Correcting Fuel Temperature
Table 26
Factors for Correcting Fuel Temperature

Fuel Temp. Correction Fuel Temp. Correction
°F Factor °F Factor
0 0.915 90 1.005
5 0.920 95 1.010
10 0.925 100 1.015
15 0.930 105 1.020
20 0.935 110 1.025
25 0.940 115 1.030
30 0.945 120 1.035
35 0.950 125 1.040
40 0.955 130 1.045
45 0.960 135 1.050
50 0.965 140 1.055
55 0.970 145 1.060
60 0.975 150 1.065
65 0.980 155 1.070
70 0.985 160 1.075
75 0.990 165 1.080
80 0.995 170 1.085
85 (1) 1.000
(1) This is the Standard Value. Measure for the Standard Value at the secondary fuel filter
Correction Factors for the Inlet Air Pressure
Table 27
Naturally Aspirated Engines and Mechanically Turbocharged Engines
Air Pressure Air Pressure

correction Factor Correction Factor
Inches Hg (kPa) Inches Hg (kPa)
31.5 (106.5) 0.989 25.5 (86.2) 1.064
31.0 (104.8) 0.995 25.0 (84.5) 1.071
30.5 (103.1) (1) 1.000 24.5 (82.8) 1.079

30.0 (101.4) 1.006 24.0 (81.1) 1.086
29.5 (99.7) 1.012 23.5 (79.4) 1.094
29.0 (98.0) 1.018 23.0 (77.7) 1.103
28.5 (96.3) 1.024 22.5 (76.1) 1.111
28.0 (94.6) 1.030 22.0 (74.4) 1.120
27.5 (93.0) 1.036 21.5 (72.7) 1.129
27.0 (91.3) 1.043 21.0 (71.0) 1.138
26.5 (89.6) 1.050 20.5 (69.3) 1.148
26.0 (87.9) 1.057 20.0 (69.6) 1.158
(1) 30.5 inches Hg is used as the standard value to account for restriction of the air cleaner, vapor pressure (humidity),
and exhaust back pressure.
Table 28
Turbocharged, JWAC (1), and ATAAC (2) Engines

Air Pressure Air Pressure
Correction Factor Correction Factor
inches Hg (kPa) inches Hg (kPa)
31.5 (106.5) 0.989 25.5 (86.2) 1.064
31.0 (104.8) 0.995 25.0 (84.5) 1.071
30.5 (103.1) (3) 1.000 24.5 (82.8) 1.079

30.0 (101.4) 1.006 24.0 (81.1) 1.086
29.5 (99.7) 1.012 23.5 (79.4) 1.094
29.0 (98.0) 1.018 23.0 (77.7) 1.103
28.5 (96.3) 1.024 22.5 (76.1) 1.111
28.0 (94.6) 1.030 22.0 (74.4) 1.120
27.5 (93.0) 1.036 21.5 (72.7) 1.129
27.0 (91.3) 1.043 21.0 (71.0) 1.138
26.5 (89.6) 1.050 20.5 (69.3) 1.148
26.0 (87.9) 1.057 20.0 (67.6) 1.158

(1) Jacket Water aftercooling
(2) Air-To-Air Aftercooled
(3) 30.5 inches Hg is used as the standard value to account for restriction of the air cleaner, vapor pressure (humidity),
and exhaust back pressure.
Correction Factors for the Inlet Air Temperature
Table 29
Naturally Aspirated Engines and Mechanically Turbocharged Engines

Air Temp. °F Correction Factor Air Temp. °F Correction Factor
-10 0.938 60 0.988
-5 0.942 65 0.992
0 0.946 70 0.995
5 0.949 75 0.999
10 0.953 77 (1) 1.000
15 0.957 80 1.002
20 0.960 85 1.005
25 0.964 90 1.009
30 0.968 95 1.012
35 0.971 100 1.015
40 0.975 105 1.018
45 0.978 110 1.022
50 0.982 115 1.025
55 0.985 120 1.028
(1) This is the Standard Value. Measure for the Standard Value between the air cleaner and the inlet manifold
Table 30
Turbocharged Engines and JWAC (1) Engines

-10 0.969 60 0.994
-5 0.971 65 0.996
0 0.972 70 0.998
5 0.974 75 0.999
10 0.976 77 (2) 1.000
15 0.978 80 1.00.
20 0.980 85 1.003
25 0.982 90 1.004
30 0.984 95 1.006
35 0.985 100 1.008
40 0.987 105 1.009
45 0.989 110 1.011
50 0.991 115 1.012
55 0.992 120 1.014
(1) Jacket Water Aftercooling
(2) This is the Standard Value. Measure for the Standard Value between the air cleaner and the inlet for the
turbocharger
Table 31
ATAAC (1) Engines

45 0.957 100 .993
50 0.961 105 0.997
55 0.964 110 (2) 1.000
60 0.967 115 1.003
65 0.970 120 1.007
70 0.974 125 1.010
75 0.977 130 1.013
80 0.980 135 1.016
85 0.984 140 1.020
90 0.987 145 1.023
95 0.990 150 1.026
(1) Air-To-Air Aftercooled
(2) This is the Standard Value. Measure for the Standard Value in the inlet manifold
Equation for the Correction Factor for Spark Ignited Engines
X - Air pressure at the inlet for the engine from 87.0 kPa to 104.0 kPa (12.6 psi to 15.1 psi)
Y - Engine inlet air temperature from 10 °C to 50 °C (50 °F to 122 °F)
Appendix E (Suggested tolerances for Performance)

Table 32
Maximum Tolerances for the Performance of the Instrumentation

Measurement Permitted Tolerances
Torque (% of reading) ± 0.5%
Engine Speed ± 5 RPM
Static Fuel Settings

± 0.05 mm (± 0.002 inch)
Diesel Fuel Rate (% of reading) ± 0.5%
Spark Ignited Fuel Rate(% of reading) ± 1.0%
Spark Ignited Low Heat Value (% of reading) ± 1.0%
±
Boost
1 kPa (0.30 in hg)
Time of the Response Check. ± 0.1 second
Blowby (% of reading) ± 5%
Water Temperatures
1 °C (33.8 °F)
Inlet Manifold Temperature

1 °C (33.8 °F)
Water Flow 5%
Fuel Pressure Differential (Spark Ignited)

0.1 kPa (0.0145 psi)
Pressure of Compressor Outlet (Spark Ignited) 1 kPa (0.30 inches Hg)

1
Manifold Absolute Pressure Inlet (Spark Ignited)
1 kPa (0.30 inches Hg)
Inlet Fuel Temperature (Spark Ignited)

1 °C (33.8 °F)
Inlet Fuel Absolute Pressure (Spark Ignited) 1%
Excess Oxygen (Spark Ignited) 0.1%
Oil Pressure
10 kPa (1.45 psi)
Oil Temperature to Bearings

1 °C (33.8 °F)
Fuel Pressure
10 kPa (1.45 psi)
Inlet Fuel Pressure

5 kPa (0.725 psi)
Inlet Fuel Temperature

1 °C (33.8 °F)
Barometric Pressure
0.2 kPa (0.06 in hg)
Water Vapor Pressure

0.1 kPa (0.03 in hg)
Inlet Air Restriction

0.1 kPa (0.03 in hg)
Inlet Air Temperature

1 °C (33.8 °F)
Fuel Density 0.2° API
1° or
Timing (% of Engine Full Load Reading)
0.05 mm (0.002 inch)
For engine performance tolerances, refer to the MIT General Engine Data (Engine Test Specs). The
measured performance characteristics should fall within the minimum and maximum values that are
given in TMI.
Appendix F (Requirements for Diesel Fuel)

This appendix defines the requirements of a low sulfur fuel, and fuel for tests with controlled gravity
for diesel engines. This fuel is used for an engine test fuel for run-in and an engine test fuel for
power output checks. The fuel is also used for settings for remanufactured diesel engines or rebuilt
diesel engines. This fuel should not be used for an emission certification.
Table 33
Diesel Fuel Specification

Description Permitted Tolerances
API Gravity (15 °C) (D287) 34 - 36
Color (D1500) 3.0 max. Darkness
Flash Point (D93) (52 °C) min.
Pour Point (D7) (− 18 °C) max.
Cloud Point (D2500) (− 12 °C) max.
Water and Sediment by Volume (D1796) 0.05% max
Ramsbottom Carbon Residue (D524) (on 10% Residuum) 0.25% max
Ash by Weight (D482) 0.01% max
Copper Strip Corrosion 3 h at (100 °C) (D130) Class 2 max.
Cetane Index (D976) 40 min
Sulfur by weight (D129) 0.05% max
Kinematic Viscosity at (40 °C) (D445) (1.9 to 4.1 mm2/s)

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

General Instructions
This test provides instructions for adjusting the governor linkage and the Caterpillar Air Actuator.
These test instructions only apply to the Caterpillar Air Actuator.
Test Conditions
This test is performed under conditions that do not have load on the engine.
The supply air pressure that is required for this procedure must be maintained between a minimum of
448.2 kPa (65 psi) and a maximum of 620.5 kPa (90 psi).
An air pressure regulator is required in order to control the air pressure that is supplied to the air
actuator. The pressure gauge should have a range from 0 kPa (0 psi) to 689.5 kPa (100 psi) and an
accuracy up to 3%.
Test Procedure
1. Verify that the movement of the actuator begins at a gauge pressure of 68.9476 ± 13.7895 kPa
(10 ± 2 psi). It may be necessary to adjust the preload for the spring on the actuator. The
procedure is outlined in the section that is called Setting the Preload on the Spring for the Air
Actuator.
2. Adjust the linkage for the governor in order to achieve low idle with a gauge pressure for the
actuator of 0 kPa (0 psi) to 68.9 kPa (10 psi). This procedure is outlined in the section that is
called Setting the Stop Position for the Low Idle on the Actuator.
3. Set the high idle stops. This procedure is outlined in the section that is called Setting the High
Idle Position for the Actuator.
4. Measure the information and record the information that is requested on the data sheet.
Setting the Preload on the Spring for the Air Actuator
The actuator spring is preloaded at the factory in order to allow the plunger to start moving when the
air pressure to the actuator reaches 68.9 kPa (10 psi). Perform the following steps if an adjustment is
required.
1. Install an air pressure gauge in the line at a convenient point between the regulator for the air
supply and the actuator.
2. Slowly increase the air supply. The plunger should start to move when the air pressure gauge
registers a reading of 68.9 ± 13.8 kPa (10 ± 2 psi).
a. The preload must be increased if the plunger moves at a pressure that is less than 68.9
kPa (10 psi).
b. The preload must be decreased if the plunger moves at a pressure that is greater than
68.9 kPa (10 psi).
3. The preload is changed by reversing the set screw far enough in order to permit the retainer
nut to turn.
a. Turn the retainer nut clockwise in order to increase the load of the spring.
b. Turn the retainer nut counterclockwise in order to decrease the preload.
4. Once a pressure for the preload of 68.9 ± 13.8 kPa (10 ± 2 psi) has been obtained, tighten the
setscrew in order to lock the retainer nut in place.
Setting the Low Idle Stop Position for the Actuator
For engines that are equipped with an air actuator, the low idle should be controlled by the air
actuator. The low idle should not be controlled by the low idle stop for the governor. The low idle
may be adjusted by changing the length of the rod linkage. Use the following procedure in order to
set the low idle stop for the actuator.
1. Start the engine and warm the engine.
2. Set the hand control lever for the engine governor to low idle.
3. Disconnect the rod linkage from the governor lever by removing the pin.
4. Ensure that no air pressure is being delivered to the actuator.
5. Place the hand control lever for the governor in the "remote" position. Ensure that the lever is
against the low idle stop in the engine governor.
6. Connect the rod linkage to the proper hole in the governor lever. Check the low idle speed of
the engine. If the low idle speed is incorrect, the rod linkage can be adjusted in order to give
the correct low idle. The rod linkage can also be adjusted in order to ensure that the rod is
seated on the rod spring. Perform the following procedure in order to make the adjustment.
a. Adjust the governor lever to the proper position on the serrated governor control shaft.
b. Remove the pin from the lever and adjust the length by loosening the locknuts and
turning the yokes on the rod linkage.
7. After the pin is inserted in the governor lever, increase the air pressure to a partial throttle
position. Then return the air pressure to a low idle position. Check the low idle RPM of the
engine. The operation is repeated when the check shows a reading that is not the low idle RPM
of the engine. The operation must also be repeated if the rod is not seated on the rod spring.
Setting the High Idle Position for the Actuator
The high idle stop for the governor can assist in obtaining the correct high idle adjustment on the air
actuator.
1. Do the following steps while the engine is running and the engine is warm. Remove the high
idle locking screws for the actuator. Back out the high idle stop screws for the governor. .
2. Set the hand control lever for the governor in the remote position and increase the air pressure
for the actuator slowly until the engine reaches the high idle RPM. Turn the two high idle stop
screws for the actuator clockwise until the screws have contact with the plunger for the
actuator. Do not turn the screw beyond the point of contact.
3. Tighten the two locking screws for the actuator in order to prevent the stop screws from
backing out during operation.
4. Return the air regulator for the actuator to the low idle position (68.9 kPa (10 psi)) and move
the hand control lever on the governor to the full open position.
5. When the engine is operated manually by the hand control lever on the governor, turn the high
idle screw that is in the engine governor in the counterclockwise direction until the high idle is
increased approximately 10 RPM above the specified high idle RPM. This will prevent
damage to the governor. Damage is prevented by ensuring that high idle is controlled by the
actuator's high idle screws. The high idle should not be controlled by the actuator's high idle
stop screws.
6. Make any corrective adjustment that is necessary on the governor's high idle screw in order to
maintain the necessary 10 RPM high idle speed differential that is between the governor and
the air actuator's high idle settings.
Note: Both of the high idle stop screws on the actuator must be turned in the same distance and in
the same direction. This is necessary because the plunger must contact both screws at the same time.
(A) Air Supply
(B) Set Screw
(C) High Idle Locking Screw for the Actuator
(D) Rod
(E) Rod Linkage
(F) Plunger
(G) Rod Spring
(H) Actuator Spring
(I) High Idle Stop Screws (Actuator)
(J) Retainer Nut
(K) Governor Lever
(L) Governor Shaft
Table 34
Caterpillar Air Actuator Data Sheet

Engine Serial Number
Customer ESO
Actuator Pressure (PSIG) Engine Speed (RPM)

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

Engines)
Copyright 1993 - 2009 Caterpillar Inc. Tue Apr 21 22:33:20 EST 2009
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Dynamometer Testing of Caterpillar Engines (0781, 1000)

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962H Wheel Loader M3G00001-UP (MACHINE) POWERED BY C7 Engine(SEB...

Producto: WHEEL LOADER

Procedimientos de prueba de banco

Dynamometer Testing of Caterpillar Engines{0781, 1000}

For information on dealer support, contact Repair Process Engineering.

Repair Process Engineering

For information on tooling, contact the Caterpillar Service Technology Group.

Caterpillar Service Technology Group

For information on layouts for facilities, contact Service Operations Engineering.

Service Operations Engineering

(2) The engine was assembled properly.

(3) The engine settings are correct.

combustion gas leakage into the cooling system

leaks in the exhaust system

leaks in the air inlet system

Criteria for Retesting Engines

Correction Factors of Engine Performance

1. Cooling water will be the following temperatures.

Engine Speed Control

Engine Test Specifications

Criteria for Evaluating Performance Test Data

30 Corrected Torque at TC RPM (N·m)

62 Inlet Air Pressure (kPa)

Static Fuel System Settings

Preparation for the Engine and the Test Cell

Engines through 3400

(2) Install the governor control if it is necessary.

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

(2) Install governor control if it is necessary.

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

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

Setting up the Engine in the Test Cell

Engines through 3400

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

(7) Install the timing probe.

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

Loose parts, missing parts, or damaged parts

Listen for unusual noises.

Observe the engine and attachments for unusual vibration.

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

Loose parts, missing parts, or damaged parts

Listen for unusual vibration.

Observe the engine and attachments for unusual vibration.

Engine Checks after Installation into Test Cell

(3) Prime the fuel system.

Test Cell after Installation of the Engine

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

Preparing the Control Console to Run a Test

Standard Schedule for Testing an Engine

2. First point (1 minute ± 0.2 minutes)

75% of the rated speed ... ± 20 RPM

50% of the rated torque ... ± 5% of the rated torque

30% of the rated torque ... ± 5% of the rated torque

3. Second Point (5 minutes ± 0.2 minutes)

The Rated Speed ... ± 20 RPM

60% Rated Torque ... ± 5% Rated Torque

4. Third point (3 minutes ± 0.2 minute)

Rated Speed ... ± 20 RPM

90% Rated Torque ... ± 5%

5. Setting point of the governor (0.25 minutes ±0.1 minute)

The setting speed of the governor ... ± 5 RPM

The setting speed of the governor ... ± 1% rated torque

6. Full Load (4 Minutes ± 0.2 minute or Stabilization)