Application

Engineering
Bulletin
Subject This AEB is for the following applications:
Automotive and Bus Installation
Requirements – Natural Gas and Automotive Industrial G-Drive Marine
LPG/Propane Catalyzed Exhaust
Aftertreatment Systems
Date July 17, 2009 AEB Number 21.20

Engine Models included: All automotive gas engines

Author: Rick Mason Approver: per Procedure 9183OPS-04-10-01 Page 1 of 8

This AEB supersedes AEB 21.20 dated June 18, 2007

INSTALLATION REQUIREMENTS

In order to obtain CES approval of the catalyst installation, the installation must meet the following requirements.
Exceptions must be approved by Cummins OEM Applications Engineering:

• The catalyst substrate core must be the correct part for the particular engine model and rating. For the
listed engines except ISL G this is specified on the fuel rating datasheet by catalyst part number. For
2007 ISL G the acceptable catalyst assemblies are listed by PE option on the GCE homepage rating
chart.
• The catalyst assembly must be a design approved and supplied by CES. Thermal insulation must not be
added to the catalyst sections unless it is supplied by CES as an integral part of the housing.
• The catalyst assembly must be mounted to the vehicle with a mounting system strong enough to support
its static and dynamic load.
• The mounting system must have sufficient clearance to prevent contact with adjacent components during
the useful life of the system. At least 13 mm (0.5 inch) clearance is recommended.
• The catalyst assembly and integrated mounting features must not be modified without CES approval.
• Mounting straps must not be attached directly over the housing in the area of the catalyst substrate
section(s).
• The catalyst must be placed within the required tube length (distance) from the engine turbocharger outlet
flange as specified on the engine data sheet.
• The catalyst must not be supported by hangers on the inlet and outlet tubes.
• The tubing between the engine and catalyst must be made of 409 grade stainless steel or equivalent to
provide adequate life.
• The backpressure of the complete exhaust system must meet the specifications as listed on the engine
data sheet.
• The catalyst must be installed in the orientation for which it was designed. Vertical design must
incorporate a water trap to prevent water from entering the substrate section. Horizontal designs must
have condensate drains downward with 10 degrees of vertical.
• Heat-sensitive or flammable components that are within 12 inches of the exhaust manifold, turbo, exhaust
piping or catalyst must be shielded from exhaust heat.

Cummins Confidential
 AEB 21.20
Page 2 of 8
• The catalyst assembly must include a condensate drain hole. This hole must be open and not covered by
brackets or mounting straps.
• The catalyst core must be accessible for visual inspection by removing the tubing downstream of the
catalyst or an inspection plug.
• The catalyst assembly or piping between engine and catalyst must have an accessible 1/8" NPT port for
checking backpressure in service.
• Attached tailpipe mass must not exceed the values listed in this AEB.
• For 2007 ISL G installations, the outlet sensor wiring harness must be installed and routed such that the
sensor connectors are a minimum of 250 mm (10 in) from the surface of the catalyst assembly or
exhaust tubing unless it is thermally shielded to prevent the connector from exceeding 125° C (257° F).
In addition, no portion of the wiring harness may come within 50 mm (2 in) of the surface of the catalyst
assembly. Thermal shielding effectiveness must be demonstrated by the Original Equipment
Manufacturer (OEM) for installed distances of less than 250 mm (10 in).
• For 2007 ISL G, the outlet sensors must be accessible for replacement in the chassis without removal of
the catalyst assembly.
• Drainage from vehicle or body builder systems must not discharge onto the surface of the Cummins
Particulate Filter body or the attached wiring, sensors or tubes.
• The backpressure measured at turbocharger for the complete exhaust system must not exceed the value
listed in the engine datasheet.

DOCUMENT OVERVIEW

The applicable Cummins Westport gaseous fueled engines are integrated with specific catalyst type
aftertreatment devices that were developed and supplied by Cummins Emissions Solutions (CES). This
document provides requirements and recommendations for proper installation of these catalyst devices.
All engines except the 2007 ISL G used lean burn combustion technology and specific oxidation type catalyst
assemblies.
The 2007 ISL G is a stoichiometric combustion engine and has a three-way catalyst assembly with serviceable
catalyst substrate section(s), inlet and outlet sections with integral silencing features and a temperature sensor
and oxygen sensor on the outlet. Both of these are passive aftertreatment systems so no regeneration event is
required. This is unlike the 2007 diesel systems that are covered in AEB 21.63. The catalyst reactive activity is
continuous and acts to reduce emissions in the exhaust flow.
The datasheets and Cummins GCE product page reference the correct catalyst for each engine family and
rating.

Cummins Confidential
 AEB 21.20
Page 3 of 8
THERMAL PROTECTION (2007 ISL G Only)

During typical operation the ISL G three way catalyst assembly acts to reduce emissions using only the energy
and oxygen available in the engine exhaust. During these conditions, typically, the surface temperatures of the
outer body of an un-insulated housing will not exceed 460° C (860° F). The temperature is dependent on the
engine duty cycle and exhaust flows. Vehicle design provisions are required to ensure that these temperatures
have no adverse effects on vehicle system, bystanders or objects in the vicinity of the exhaust system
components and outlet.

Under rare circumstances, abnormal operating modes can allow excess fuel to flow to the catalyst substrate.
During these abnormal operating conditions, the assembly surface and outlet gas temperature may exceed the
typical maximum temperatures listed above. The ‘stop engine’ fault indicator lamp will be displayed if this
occurs and an engine shutdown protection sequence will be initiated. Under such worst-case conditions, the
maximum surface and exhaust gas temperatures of an un-insulated assembly are shown in the figure below.

3” from
Outlet
Surface Exhaust
200° C Gas at
3”
(392 ° F) Outlet
800° C
(1472 ° F)

Inlet Catalyst 1 Filter 2

Catalyst Outlet
Surface Surface Surface Surface
375° C 450° C 550° C 700° C
(707 ° F) (842 ° F) (1022 ° F) (1292 ° F)

3” from drain 3”
hole exit
200° C
(392 ° F)

Maximum surface and gas temperatures of a standard insulated assembly during abnormal or
‘failure mode’ conditions (note diesel DP sensor shown, not used on ISL G application)

The OEM must avoid locating combustible or heat sensitive materials in close proximity to the catalyst assembly
and tailpipe in the vehicle installation.

Every catalyst assembly has at least one moisture drain hole. Hot exhaust gas downstream of the
aftertreatment device will escape the drain hole with temperatures reaching 200° C (392° F) at 76 mm (3 in)
radially outward from the hole during a failure mode event. The assembly should be located such that exhaust
gases exiting the drain hole do not impinge on sensitive materials on the vehicle.

The OEM must design the installation such that surface temperatures of the catalyst and tailpipe do not cause
damage to the vehicle and bystanders. Any materials used to insulate the tailpipe (tubing downstream of the
aftertreatment device) must be able to withstand sustained tubing surface temperatures up to 800° C (1472° F).

The OEM should design the tailpipe such that surface temperatures and exhaust gas temperatures exiting the
tailpipe do not create an exposure risk to property or physical injury to bystanders. An aspirating device or
diffusing device on the tailpipe can also reduce exit gas temperatures. An aspirating device uses exhaust flow
to draw ambient air into the tailpipe, thus diluting the hot exhaust gas with cooler, ambient air. A diffusing device
increases the area of the exhaust outlet allowing the gasses to more quickly mix with and transfer heat to the
atmosphere. CES has developed diffusion technology that can be used to lower exit gas temperatures.

OEM’s may contact a CES application engineering representative with their requirements for exit gas and
surface temperatures to provide design support for a diffusing system to match their application.

Cummins Confidential
 AEB 21.20
Page 4 of 8

In some applications such as enclosed compartments, an insulated catalyst assembly may be used to lower
body surface temperatures and heat emissions into the compartment. The typical insulated housing CES design
option can reduce the maximum surface temperatures to 200-350° C (572 - 662° F) under typical operation
conditions depending on the specific design, compartment geometry and air flows.

Excessive thermal insulation over the catalyst or filter sections may degrade the integrity of the catalyst
substrate retention materials inside the housing. For this reason, thermal insulation must not be added to the
catalyst or filter sections of the catalyst housing except what may have been supplied by CES as an integral part
of the housing.

THERMAL PROTECTION (all except ISL G catalyst)

Natural gas and LPG engines produce higher exhaust temperatures than diesel engines. The catalysts used on
natural gas and propane engines are also similar to gasoline engines in that the catalyst runs at higher
temperatures than the incoming exhaust during some operating conditions.
Due to the higher operating temperature, the exhaust manifold, turbocharger or catalyst MUST NOT be wrapped
or insulated with any material. Heat-sensitive components should not be mounted near the exhaust manifold,
turbo, exhaust piping or catalyst. Any heat-sensitive component mounted within 12 inches of any of these high-
temperature areas must be protected with heat shielding.
The catalyst should not be located near flammable materials on the vehicle. Heat shielding between the catalyst
and body of the vehicle is recommended.

PACKAGING

CES expects the OEM vehicle manufacturer to choose the specific design of the catalyst assembly package for
their application and design the appropriate installation.
In order to provide the durability of the catalyst package dictated by the EPA, the catalyst is packaged in 439
grade stainless steel or the equivalent. This material has the required high temperature fatigue and corrosion
resistance. This material is used due to the higher exhaust temperatures on natural gas and LPG/propane
engines when compared to a diesel.
Some types of engine failures can overheat and possibly damage the catalyst. The only way to determine if the
catalyst has been damaged is through visual inspection of the core. Designs that allow for this inspection are
preferred. The three-way catalyst substrate sections for use with 2007 ISL G are designed to be removed from
the assembly for service and inspection.
For engines except the 2007 ISL G; The catalyst package will be identified by a 5-digit code number stamped on
its housing which will correspond to the catalyst part number on the engine dataplate.
Since natural gas and propane engines can produce large amounts of water vapor in the exhaust, a condensate
drain hole is required in the catalyst or catalyst-muffler. The drain hole must be oriented downward when the
catalyst unit is mounted on the vehicle. The drain hole should be marked “Drain - Do Not Plug”. Water
contacting the catalyst can result in shortened life.

Cummins Confidential
 AEB 21.20
Page 5 of 8
MOUNTING SYSTEM AND MOUNTING ORIENTATION

The typical catalyst assembly can weigh from 27-68 kg (60–150 lb). The exhaust mounting system must be
designed to support the static and dynamic load of the catalyst assembly and exhaust components.

Internal to the catalyst assembly, ceramic fiber mat material is used to mount the catalyst substrates to the
stainless steel housing. This mat material must be protected from contact with water. To ensure this, the
assembly must be installed in the orientation for which it was designed. Vertically-mounted devices must
incorporate a water trap to prevent water from entering the substrate section. Horizontal designs must not be
used in vertical orientations. Horizontally-mounted units must be mounted such that the drain hole(s) in the
outlet section are oriented downward within ±10 degrees of vertical. The drain holes on all assemblies must not
be plugged or covered by mounting straps. Exhaust flow from the drain hole should be considered in the design
of the vehicle and placement of the assembly. Shielding may be necessary to protect chassis components and
items surrounding the assembly from this exhaust flow.

It is recommended that the assembly be mounted using a minimum of two mounting straps or clamps around
the body of the device spread over at least 50% of the length of the body as shown in the sketch below. All
supports must be securely mounted to rigid vehicle frame members. Mounting straps must be located a
minimum of 51 mm (2.0 in) from the end of the housing as shown.

L
Minimum
L/2 Mounting
51 mm (2 in)
Straps
(typical)

Minimum Support Spacing on the Aftertreatment Assembly

The mounting system must prevent the entire exhaust system from contacting adjacent vehicle components
during its entire useful life. The assembly must be mounted such that all outer surfaces of the exhaust system,
including sensor leads, are at least 13 mm (0.5 in) from adjacent chassis components. Sufficient clearance
should be provided around the assembly to allow for removal of the V-band clamps. A minimum clearance of 25
mm (1 in) radial and 25 mm (1 in) axially fore or aft around the clamp is needed to remove the clamp for service
without removing the entire assembly.

The aftertreatment assembly must be mounted such that sensors are accessible for replacement without
removal of the assembly from the chassis. A minimum radial clearance of 102 mm (4 in) from the outer face of
the thermistor ports should be maintained to allow for servicing of the thermistor(s).

It is recommended that the device be installed on the vehicle such that identification labels are clearly visible.
Sensor ports and body clamps should also be oriented such that they are accessible for maintenance once
installed.

The assembly should be installed such that the sensors are located in spaces that will minimize their
vulnerability to road debris and mishandling. For example, with horizontally-mounted units, the sensors should
be oriented toward the upper half of the housing. In vertical installations, the sensors should be oriented in-ward
towards the cab so that it is protected from contact during normal activity in that area.

Cummins Confidential
 AEB 21.20
Page 6 of 8
If the mounting system fails and the catalyst or catalyst-muffler is damaged, replacement cost is significantly
higher than with current mufflers.
To prevent damage to the catalyst-muffler assembly, no welding or other modifications should be done to the
catalyst-muffler. Unauthorized modifications to the catalyst-muffler can be considered emissions system
tampering by the regulating agencies.
WIRING HARNESS AND SENSORS (2007 ISL G)

The ISL G three-way catalyst requires an outlet temperature sensor and an outlet oxygen sensor (all provided
and installed on the filter) that must be wired by the OEM to the OEM connector on engine.

All connectors and wiring must be adequately protected from the heat radiated from the aftertreatment housing.
The wiring harness must be installed and routed such that the sensor connector is a minimum of 254 mm (10
inches) from the surface of the assembly or exhaust tubing unless it is thermally shielded to prevent the
connector from exceeding 125° C (257° F). In addition, no portion of the wiring harness may come within 25
mm (1 inch) of the surface of the assembly. The shielding effectiveness must be demonstrated by the Original
Equipment Manufacturer (OEM) for installed distances of less than 254 mm (10 in).

Refer to AEB 15.78 “CM2180A Electronic Subsystem Tech Package - OEM Interfaces” or AEB 15.82
“CM2180A Electronic Subsystems Tech Package - OEM Interfaces” for additional installation requirements that
apply to the aftertreatment wiring harness.

CATALYST INSTALLED VIBRATION LEVEL

In order to avoid vibration related problems on the vehicle, the catalyst should be isolated from engine vibration
through the use of a flex section between the engine and catalyst. The catalyst assembly must not be supported
from brackets on the engine.

DISTANCE FROM THE ENGINE

The temperature of the exhaust gas when it reaches the catalyst core has an effect on the emission reduction
performance of the catalyst. Since the exhaust cools as it travels down the exhaust system, it is necessary to
limit the maximum distance the catalyst can be mounted away from the engine turbocharger outlet.
Refer to the engine data sheet for the emissions certification and catalyst distance for each engine model and
rating.
The catalyst distance is measured from the turbocharger outlet flange, measured along the piping connecting
the engine and catalyst. The catalyst can be mounted as close to the engine as desired, but must be isolated
from engine vibration, so it should not be attached to the engine.
Mounting the catalyst close to the engine has practical benefits, minimizing the amount of premium grade
exhaust tubing required and reducing condensation, minimizing the potential for water to contact the catalyst.
ENGINE TO CATALYST TUBING

The tubing in the exhaust system between the engine and catalyst is an integral part of the engine emission
control system, since the exhaust gas must reach the catalyst in order for emissions to be reduced, and this
tubing must not interfere with catalyst operation. Since the EPA requires the emission control system to function
for the specific engines emissions useful life, this tubing must maintain integrity for this period of service.
Cummins requires that the piping between the engine and catalyst be made of 409 grade stainless steel or
equivalent. This material has the corrosion resistance necessary to prevent flaking and plugging of the catalyst
for the duration required by EPA. 304 grade stainless is an alternative to 409, and also has acceptable
corrosion resistance. Aluminized mild steel tubing does not have acceptable durability for use between the
engine and catalyst.

Cummins Confidential
 AEB 21.20
Page 7 of 8
The catalyst must be isolated from engine vibration by the use of a flexible section in the exhaust piping
between the engine and the catalyst. The catalyst must not be attached to the engine.
Any components located in the exhaust system between the engine and catalyst, such as cast elbows, must
also be designed to prevent rust or coatings from plugging the catalyst.
The internal surfaces of these parts should not be painted or coated. Stainless steel is recommended for
fabricated parts. Cast parts should be made of ferritic ductile iron meeting ASTM A536, grade 60-40-18 with a
minimum of 2.6% silicon, or SAE J434c, grade D4018 with a minimum of 2.6% silicon. This material has good
high temperature corrosion resistance and is commonly used in exhaust manifolds.
Accessories which produce high exhaust backpressure on the engine, such as exhaust brakes, must not be
used with natural gas or LPG engines.
Since flexible sections allow some leakage of exhaust, and clamping systems are not leak free, some leakage of
exhaust prior to the catalyst is acceptable. Exhaust gas leakage between the engine and catalyst should not
exceed 1% of the volume flow of exhaust passing through the system. This should be calculated or tested at the
maximum exhaust flow rate indicated on the engine data sheet. Typical flex sections and clamps used today
should meet this limit. Note: Passenger buses and other vehicles may have other exhaust leakage
requirements not related to engine emissions, this is responsibility of the OEM vehicle manufacturer to assess.
EXHAUST BACKPRESSURE

The complete exhaust system must meet the allowable exhaust backpressure specification (at engine
turbocharger connection). This is listed on the engine data sheet for the engine model and rating. Exhaust
backpressure should be checked at full power and at the engine speed that delivers the maximum exhaust gas
flow rate as indicated on the engine data sheet. The exhaust flow rate is listed on the engine data sheet to
assist in sizing exhaust system components.
A backpressure measurement port 1/8 inch NPT is normally located in the CES catalyst assembly to allow for
testing in service. This is not the proper location for engine backpressure measurements but is used to evaluate
possible substrate plugging conditions.
RAINWATER PROTECTION

Installations with vertical exhaust outlets must have a water removal system to prevent rainwater from
contacting the catalyst core. If a catalyst-muffler is used, the water removal system should be incorporated into
the catalyst-muffler. If a separate catalyst is used, the water removal system should be between the exhaust
outlet and catalyst. The water removal system must pass tests on water drainage capability and resistance to
plugging (contact CES if required).
The condensate drain hole required in the catalyst unit is typically smaller than that required for rainwater
protection. If properly designed, the condensate drain hole can also act as a rainwater drain. Contact your
muffler or catalyst supplier for assistance in developing a water removal system. Water contacting the catalyst
or mat may damage the catalyst, which can result in shortened life.
HAZARD MITIGATION TOOLBOX

This PowerPoint presentation identifies elements that will assist OEM’s to design out Hazards. It is based on
OEM’s hazard analysis results. An electronic copy of this presentation is available on the Cummins GCE web
page at http://www.gce.cummins.com/ace_aebs/Mitigation_Tool_Box.ppt

Some of the information may not apply directly to gas three way catalyst but the hazards of elevated surface
and gas exit temperatures are discussed.

Cummins Confidential
 AEB 21.20
Page 8 of 8
REFERENCE DOCUMENTS

AEB No. Title

10.91 B Gas Plus, B LPG Plus and BGI Engines - Mechanical Technical Package
10.174 C Gas Plus Mechanical Technical Package
10.175 ISB5.9G Mechanical Technical Package
10.142 ISL G 2007 Mechanical Technical Package
21.48 Alternate Fuels Engines (B and C Families) Installation Requirements
21.58 L Gas Plus Engine Installation Requirements
21.75 ISL G Engine Installation Requirements
15.78 CM2180A Electronic Subsystem Technical Package – OEM Interfaces/Wiring Diagram
15.82 CM2180A Electronic Subsystem Technical Package – OEM Components
191.14 2007 Aftertreatment Serialization

Change Date Revision History Pages

July 17, 2009 Added ISB5.9G reference, tech packages list updates, move 1,8
requirements list to front
June 18, 2007 Added extensive discussion of three way catalysts the ISL G 2007 All
engine. Much material from diesel AEB 21.63 incorporated.
Nov, 2006 Added ISL G 2007 information All
Jan, 2003 Updated for Cummins Westport B Gas Plus, B LPG Plus, and C Gas All
Plus
January, 2002 Added Not Wrapping requirement
March, 2001 Installation Recommendation Title changed to Requirement 1

Cummins Confidential