Aplication Guide
Aplication Guide
Aplication Guide
PETROLEUM ENGINES
APPLICATION and
INSTALLATION GUIDE
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CATERPILLAR
PETROLEUM ENGINE
APPLICATION AND INSTALLATION GUIDE
Table of Contents
Marketing Profit Center Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Design Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Serviceability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Installation Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Long Term Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Petroleum Engine Selection, Ratings, and Configurations . . . . . . . . . . . . . . .8
Petroleum Equipment Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Engine Packaging for Electric Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Petroleum Bases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Two-Bearing Generator Offshore Power Modules . . . . . . . . . . . . . . . . . .21
Two-Bearing Generator Land Rig Power Modules . . . . . . . . . . . . . . . . . .23
Auxiliary Service Single-Bearing Generators Without Bases . . . . . . . . . .25
Equipment Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Engine Packaging for Mechanical Drives . . . . . . . . . . . . . . . . . . . . . . . . . .29
Mobile and Service Rigs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Clutches, Belt and Chain Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
System Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Torque Converters, Transmissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Transmission and Torque Converter Ratings and Adaptation . . . . . . . . . .40
Mud Pump Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Alignment and Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
General Alignment Information Defining Types of Misalignment . . . . . . .43
Crankshaft Deflection Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Alignment of Two-Bearing Generators . . . . . . . . . . . . . . . . . . . . . . . . . .49
Alignment of Close-Coupled Driven Equipment . . . . . . . . . . . . . . . . . . .55
Alignment of Mechanical Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
TMI Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Noise Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
1 LEBW1414-00
1976, 1979, 1982, 1985, 2001 Caterpillar
Available electronically in the Technical Information section of
https://oilandgas.cat.com
Table of Contents
Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Speed Droop Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Isochronous Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Electric Load Sharing Governors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
Electronic Governing and Control System . . . . . . . . . . . . . . . . . . . . . . .84
Generator Set Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Cooling Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
General Information and Cooling System Functions . . . . . . . . . . . . . . . .89
Coolant Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
Watermaker Installation Requirements . . . . . . . . . . . . . . . . . . . . . . . . . .98
Interconnection of Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Heat Exchanger Cooling Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102
Expansion Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107
System Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
Emergency Radiator Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Radiators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Installation Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Radiator Performance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . .118
Jacket Water Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123
Extreme Cold Weather Considerations . . . . . . . . . . . . . . . . . . . . . .124
Sizing and Installing Radiators for EPA Certified Engines . . . . . . . .125
Supplemental Radiator Design Criteria . . . . . . . . . . . . . . . . . . . . .125
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Lubricating Oil Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Scheduled Oil Sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
Lubricating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133
Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .133
Duplex Oil Filter System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
Remote Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
Tilt Angles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
Supplemental Bypass Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
Fuel Delivery System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136
System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136
Fuel System Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142
Fuel Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
Crude Oil Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .147
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151
Air Intake Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .159
Engine Room Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .159
Land SCR Rig Ventilation Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . .164
Combustion Air Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165
Air Cleaners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165
Crankcase Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .168
DC Power Systems Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .171
LEBW1414-00 2
Table of Contents
AC Power Systems Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173
Oilfield Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177
Shutoffs and Alarm Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180
Starting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .184
Electric Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .184
Air Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187
Starting Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189
Electrolytic and Galvanic Activity Protection . . . . . . . . . . . . . . . . . . . . . .191
Fuel Conservation on Petroleum Engines . . . . . . . . . . . . . . . . . . . . . . . .193
Daily Engine Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .205
Engine Support Systems Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206
Design Review Sheets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .208
3 LEBW1414-00
MARKETING PROFIT CENTER LOCATIONS
CAT POWER SYSTEMS NORTH AMERICA (PSNA)
CATERPILLAR AMERICAS CO. (CACo)
701 Waterford Way, Suite 200
Miami, FL 33126-4670
Ph: (305) 476-6800
Fax: (305) 476-6801
CATERPILLAR OF AUSTRALIA LTD.
(CofA)
1 Caterpillar Drive
Private Mail Bag 4
Tullamarine
Victoria 3043
Australia
CATERPILLAR ASIA PACIFIC LTD.
(CAPL)
Singapore Branch
7, Tractor Road, Jurong
Singapore 627968
Republic of Singapore
P.O. Box 0520
Jurong Town Post Office
Singapore 916118
Ph: 662-8333
Fax: 662-8302
CATERPILLAR CHINA LIMITED (CCL)
37/F., The Lee Gardens
33 Hysan Ave.
Causeway Bay
G.P.O. Box 3069
Hong Kong
Ph: (852) 2848-0333
Fax: (852) 2848-0440
(852) 2848-0400
(852) 2848-0236
(852) 2848-0223
(852) 2868-5435
CATERPILLAR POWER SYSTEMS INC.
Sanno Grand Bldg., 8th Floor
2-14-2 Nagatacho
Chiyoda-Ku, Tokyo 100
Japan
Ph: (03) 3593-3231
Fax: (03) 3593-3238
CATERPILLAR S.A.R.L.
76, Route de Frontenex
P.O. Box 6000
CH-1211 Geneva 6
Switzerland
Ph: (22) 849 44 44
Fax: (22) 849 45 44
Tlx: 413323
Cble: CATOVERSEA
NORTH CENTRAL REGION
330 S.W. Adams St., LD-LL30
Peoria, IL 61602
Ph: (309) 675-4605
Fax: (309) 675-4303
NORTHEAST REGION
175 Powder Forest Dr.
Weatogue, CT 06089
Ph: (860) 658-3411
Fax: (860) 651-4118
Speed No.: *0-119
NORTHWEST REGION
12600 SE 38th St.
Suite 205
Bellevue, WA 98006
Ph: (425) 865-0251
Fax: (425) 865-0919
Speed No.: *0-037
SOUTH CENTRAL REGION
8300 FM 1960 West
Suite 340
Houston, TX 77070
Ph: (281) 677-2525
Fax: (281) 807-6535
Speed No.: *0-112
SOUTHEAST REGION
7621 Little Avenue
Suite 202
Charlotte, NC 28226
Ph: (704) 752-1321
Fax: (704) 752-1316
Speed No.: *0-120
SOUTHWEST REGION
1450 N. Tustin Avenue
Suite 217
Santa Ana, CA 92705
Ph: (714) 560-4010
Fax: (714) 835-2737
Speed No.: *0-106
CANADIAN REGION
3700 Steeles Ave. West
Suite 902
Woodbridge, ON L4L 8K8
Ph: (905) 850-3655
Fax: (905) 850-3661
Speed No.: *7-25
LEBW1414-00 4
5 LEBW1414-00
Following are installation requirements for
Caterpillar Diesel Engines applied in petro-
leum applications, except for 3600 Series
engines.
Reliability of machinery is a major factor affect-
ing satisfactory performance.
Machinery must be properly installed in an accept-
able environment to achieve reliability.
The installation plan must assure machinery will
be able to function in its environment.
Caterpillar is not responsible for choice or per-
formance of components mentioned herein that
are not manufactured or serviced by Caterpillar.
It is the installers responsibility to consider and
avoid possible hazardous conditions which could
develop from the systems involved in the spe-
cific engine installation. The suggestions provided
regarding avoidance of hazardous conditions
apply to all applications and are necessarily of a
general nature since only the installer is familiar
with the details of his installation. The sugges-
tions should be considered general examples
only and are in no way intended to cover every
possible hazard in every installation.
The engine installation should be designed and
sized according to the requirements of the appli-
cation. Engine installation layout is important for
ventilation, cooling and the filtering of dirt and
sand from the air. Space must also be planned
for auxiliary equipment. In addition, heat and
noise levels should be adequate for workers
comfort and comply with local, state, marine
classification society or country codes. Consid-
erations must be given to how the engine pack-
age is delivered to the site, i.e. by crane or other
methods.
Multiple Use Facility
Drill rigs have auxiliary equipment such as boiler
units, compressors, etc. For this reason, it is
important for the room to have ample space for
maintenance and repair of all the equipment.
Serviceability
Adherence to proper maintenance practices is
critical to engine or generator set reliability.
Caterpillar publishes guidelines and service inter-
vals for every engine and generator model.
Reference should be made to these guidelines for
specific maintenance practices. However, the
installation must be designed for ease of servic-
ing to ensure adequate maintenance.
Lifting Capabilities
The room enclosures should have adequate
clearance to allow lifting of the generator sets for
repair work, etc.
Clearances
There are different types of clearances: overhead,
side and front/rear.
Overhead Clearances
Overhead clearance is the clearance above the
engine and generator. Special consideration
should be made for clearances above the muf-
flers, exhaust stacks and cylinder heads to allow
space for maintenance work.
Side Clearances
In a single or multiple generator set application,
there should be sufficient space between engines
for drain carts, tool carriages and other equip-
ment. As a rule, the space between engines
should be equal to at least the width of the engine.
Front/Rear Clearances
The room should be designed to provide suffi-
cient area in front for removing the radiator and
camshaft from the block in case of major over-
hauls. In a similar manner, there should be suf-
ficient space at the rear of the generator for
removal of the rotor.
Access
Accessibility is an important feature in any engine
room design.
There will be periodic preventive maintenance
on the engine, so easy access should especially
be provided to:
lube oil filters and drain plug
fuel and air filters
jacket water pump
turbocharger
heat exchanger
DESIGN CONSIDERATIONS
Routine Maintenance
Access should be available through the service
entrance in the case of regular routine mainte-
nance. The entrance should be designed to han-
dle the removal of generator sets, parts, fluids
and tools. Maintenance personnel should be able
to pass through freely.
Major Repair
Rooms should be able to handle major repairs,
which may involve weight and size constraints.
Service Convenience
Air
Air should be in sufficient supply for use with air
tools as well as ventilation purposes.
Water
Water is an important resource for cooling pur-
poses as well as for cleaning the room, engine,
and hands.
Air Pressure
Doors
Air restrictions in enclosed engine rooms can cre-
ate a pressure differential between the room and
the surrounding areas. A 1.02 psi (7 kPa) pres-
sure differential can create a 3086 lb (1400 kg)
force exerted on a 3.28 6.56 ft
2
(1 2 m
2
)
door (as pressure is equal to weight divided by
area). The door design and proper ventilation
should be taken into consideration when design-
ing the room.
Air Velocity
While air temperatures must be controlled, air
velocities affect worker comfort. The typical air
motion conditions include:
Table 1. Conditions from air velocity
Temperatures
Pre-Start
The engine should be equipped with starting
capabilities especially in cold conditions.
Provisions such as jacket water heaters, battery
heaters, oil heaters, ether start aids and anti-
freeze concentration must be planned for to
ensure proper starting. These measures are taken
in cold ambient conditions.
Operational
In order to maintain temperature and prevent de-
rating of the engine during operation, adequate
air and coolant flow are necessary. Radiators, if
so equipped, provide cooling air for the room, as
well as the engine. Heat exchanger and remote
radiator cooling remove much of the heat from
the room, but ventilation will still be necessary
for radiant heat.
Installation Considerations
Handling
Lift Points
Lift points on drill rig power modules are impor-
tant as they provide support to the equipment
when it is moved.
When lifting, all supporting members (chains and
cables) should be parallel to each other and as
perpendicular as possible to the top of the object
being lifted.
When it is necessary to remove a component on
an angle, remember that the capacity of an eye-
bolt is reduced when the angle between the
supporting members and the object becomes
less than 90 degrees. Eyebolts and brackets
should never be bent and should only be loaded
under tension.
To move only the engine, use the lifting eyes on
the engine itself.
To remove the generator only, use the lifting eyes
that are on the generator.
Center of Gravity (CG) Calculations
This information is important, especially when
they are hoisted by overhead cranes. Compo-
nents with a lower center of gravity have less ten-
dency to tip over when lifted.
Air Velocity
(fpm) m/min Conditions
50 15.2 Offices, seated worker
100 30.5 Factory, standing worker
150 45.7 Capture velocity, light dust
200 61.0 Maximum continuous exposure
1300 396.0 Capture velocity, rain
1 2000 306.0 Maximum intermittent exposure
610.0
LEBW1414-00 6
Long Term Storage
Engine Storage
When an engine is not started for several months,
the lubricating oil drains from the cylinder walls
and piston rings. Rust can then form on the cylin-
der liner surface, increasing engine wear and
decreasing engine life.
To prevent excessive engine wear:
Be sure all lubrication recommendations
mentioned in the Maintenance Schedule
intervals chart are completed.
If freezing temperatures are expected, check
the cooling system for adequate protec-
tion against freezing. A 50/50 solution of
Ethylene Glycol based antifreeze and
approved water will give protection to 33F
(36C).
If an engine is out of operation and if use of the
engine is not planned, special precautions should
be made. If the engine will be stored for more
than one month, a complete protection proce-
dure is recommended. Refer to SEHS9031,
Storage Procedures for Caterpillar Products, for
more detailed information on engine storage.
Your Caterpillar dealer will have instructions for
preparing your engine for extended storage
periods.
Generator Storage
When a generator is stored, moisture may con-
dense in the windings. Use a dry storage space
and space heaters to minimize condensation.
Removing Generator Moisture
Drying does not always produce desired results.
It may be necessary for the generator to be
dipped and baked by a qualified rebuild shop.
Energize the space heaters in the generator
(if equipped).
Space heaters can be installed on genera-
tors (see the Parts Manual). They warm the
windings to remove moisture. The heaters
should be connected at all times in high
humidity conditions, whenever the genera-
tor is not running.
Refer to SEHS9124, Special Instructions, Clean
and Dry Gen Set, or contact your Caterpillar
dealer.
Open Storage of Generators
Test the main stator windings with a megohm-
meter:
before the initial start-up of the genera-
tor set
every three months* if the generator is oper-
ating in a humid environment
if the generator has not been run under load
for three months* or more
*This is a guideline only. If the environment is extremely
humid or salty, it may be necessary to perform the Megger
Test more frequently. Refer to one of the following publica-
tions for Megger Test information:
SEBU6918, SR4B Generators and Control Panels Oper-
ation and Maintenance Manual
* SENR5359, SR4B Generator Service Manual
7 LEBW1414-00
LEBW1414-00 8
PETROLEUM ENGINE SELECTION, RATINGS, AND CONFIGURATIONS
Petroleum Engine Selection
General
One of the major concerns in applying petroleum
engines is proper application of engine horse-
power to obtain desired performance, economic
operation, and satisfactory engine life. Successful
application of petroleum engines requires under-
standing of power requirements, how engines are
rated, applicable emissions requirements, and
knowledge of the proper selection and use of
these ratings.
Power Requirements Compared
With Past Experience
Before selecting an engine model and rating,
power demand must be analyzed. This is simpli-
fied if experience is available with a similar
machine powered by an engine of known rat-
ing and fuel rate performance. This experience
helps decide whether the machine was under-
powered, correctly powered, or overpowered.
Calculated Horsepower Demand
Machine load demand can be estimated mathe-
matically when no actual machine experience is
available. Using basic engineering principles on
work and energy and data on the type of task to
be accomplished, it is possible to convert all
functions of a machine to torque demand and
then to power demand. Calculation may be the
only way available to estimate power requirements
at the start of a new machine design. Of course,
this approach is accurate only if all factors are
considered and assumptions are correct. For
applications such as pumps or other continuous
loads, where demand is known quite well, cal-
culated values are quite accurate. In other appli-
cations, actual demand can differ significantly.
Engine Measured Power Demand
Usually, the most practical way to assess power
demand and engine capability is to make a selec-
tion based on calculation or comparison with past
experience and test it. There is no substitute for
a rigorous evaluation of an engine in the machine
or application. This provides final proof of
machine performance acceptability, or it will
identify shortcomings in need of correction.
Horsepower, Torque, and Machine Productivity
To better understand torque and horsepower,
consider that a very small engine can provide
sufficient torque for a very large machine if there
is enough speed reduction. But, although the
machine could have sufficient torque, it would
operate at such a slow speed as to be unpro-
ductive. Productivity of most machines is approx-
imately proportional to horsepower input.
Horsepower is the time rate of doing work. Or
restated, horsepower is proportional to the prod-
uct of torque times rpm. Some basic relation-
ships are:
English units
bhp =
T RPM
5252
T =
5252 bhp
RPM
1 hp =
33,000 ft-lb
min
Where: T = Torque, ft-lb
Metric units
bkW =
T RPM
9537
T =
9537 bkW
RPM
T = Torque, Nm
Torque Rise Effect on Performance
For equipment (such as a plunger pump) which
is capable of lugging the engine (i.e., applying
sufficient load to pull the engine speed down
below rated speed at full throttle), it is important
to consider two other characteristics of engine
performance. These are torque rise and response
to sudden load change.
Torque Rise % =
(Peak Torque) (Rated Torque) 100
Rated Torque
Cat
2 __
2 __
1
Dia
2 _____
Dia
1
Dia
2 _____
Dia
1
Dia
2 _____
Dia
1
rpm
2 _____
rpm
1
rpm
2 _____
rpm
1
129 LEBW1414-00
Proper Venting for Non-Standard Radiators
OUTLET CONTROLLED WITH VERTICAL RADIATOR CORE
Figure 7.47
OUTLET CONTROLLED WITH VERTICAL CROSS FLOW RADIATOR
Figure 7.48
OUTLET CONTROLLED WITH HORIZONTAL RADIATOR
Figure 7.49
LEBW1414-00 130
The lubricating system of a modern diesel engine
accomplishes three purposes. First, it lubricates
friction surfaces to minimize friction losses.
Second, it cools internal engine parts which can-
not be directly cooled by the engines water cool-
ing system. Third, it cleans the engine by flushing
away wear particles.
Proper lubrication requires clean oil free from
abrasive particles and corrosive compounds. It
requires a lubricant with sufficient film strength to
withstand bearing pressures, low enough vis-
cosity index to flow properly when cold and high
enough to retain film strength when subjected to
heat exposure on cylinder and piston walls. The
lubricant must neutralize harmful combustion
products and hold them in suspension for the
duration of the oil change period. Your local
Caterpillar Dealer should be consulted to deter-
mine the best lubricant for local fuels.
The 3600 Series diesel engines and all Gas
engines have different, unique oil specifications
and requirements.
Cleanliness
Normal engine operation generates a variety of
contamination ranging from microscopic metal
particles to corrosive chemicals. If the engine oil
is not kept clean through filtration, this contam-
ination would be carried through the engine via
the oil.
Oil filters are designed to remove these harmful
debris particles from the lubrication system. Use
of a filter beyond its intended life can result in a
plugged filter.
A plugged filter will cause the bypass valve to
open releasing unfiltered oil. Any debris particles
in the oil will then flow directly to the engine.
Solid particles are removed from the oil by
mechanical filtration. Filter mesh size is deter-
mined by the maximum particle size that can be
circulated without noticeable abrasive action.
Standard oil filter systems on Caterpillar Engines
meet these requirements and are sized to pro-
vide reasonable time intervals between element
changes. Filter change intervals relate to oil
change periods.
Caterpillar filters are designed to provide
maximum engine protection. Use of genuine
Caterpillar elements is encouraged for adequate
engine protection.
Larger oil pans are available on some engines.
They provide increased oil change intervals
and/or increased tilt angle capability.
Lubricating Oil Requirements
Sulfur content of todays diesel fuels is increas-
ing in certain areas. Fuel supplies around the
world are limited and in order to maintain
needed quantities, refineries are buying crude oil
wherever available. Sulfur levels of these crude
oils vary significantly. Sulfur content of refined
diesel fuel is dependent upon the amount of sul-
fur in the crude supply, and the refiners ability
to remove it.
When diesel fuel is burned in the engines com-
bustion chamber, fuel sulfur is converted to sul-
fur oxides. These compounds will unite with
water vapor to form acids. When the vapors cool
and condense in the valve guides or in the pis-
ton ring belt area, the acids attack metal and
cause corrosive wear. One function of the engine
lubricating oil is to neutralize the acids and retard
metal corrosion.
One factor that influences the formation of cor-
rosive acids is the engine jacket water outlet
temperature. If the outlet temperature is below
175F (70C), acid vapor is readily formed
because of the lower dew point temperature and
corrosion can occur. This is true even in fuels
with less than 0.5% sulfur. Under the above con-
dition, the fuel performs as if it contained two
to three times the percent of sulfur that it actu-
ally has.
When corrosion occurs, the usual signs are liner
wear and ring wear. However, top ring wear is
not caused by corrosion but by the ring work-
ing/sliding against a pitted surface. This pitted
surface can peel layers of chrome off the ring
surfaces. Ring and liner wear will result in exces-
sive oil consumption.
Also, the water content of the oil increases
because of the lower temperature. The water
can react with the additives, deplete them and
form sludge. This reduces the oils protective
property.
LUBRICATION
131 LEBW1414-00
Additives
Lubricating oil consists of a mixture of base oil
fortified with certain additives. Depending on
the type of base, paraffinic, asphaltic, naph-
thenic or intermediate (which has some of the
properties of the former), different additive
chemistries are used.
Certain lubricating oil additives contain alkaline
constituents which perform the neutralizing func-
tion. The measure of alkalinity in a lube oil is
termed TBN or Total Base Number. Oils having
high initial TBN values will generally have more
reserve alkalinity or acid neutralizing capacity.
To minimize engine corrosive wear caused by
increases in fuel sulfur levels, engine oils with
higher alkalinity reserve (TBN) are essential.
Guidelines have been developed to be used in
the selection of engine lubricating oils that may
permit standard oil drain intervals when using
diesel fuel with up to 1.5% sulfur content. This can
be accomplished through use of oils with appro-
priate alkalinity reserves (new oil TBN values)
and satisfactory verification procedures listed in
oil analysis.
Figure 8.1 contains the necessary information to
select the appropriate new oil alkalinity value
(TBN) for the sulfur level in the fuel being used.
It must be kept in mind the new oil recommended
TBN value will provide acceptable performance
up to the standard drain interval, and we do not
recommend selecting oils with significantly
higher TBN values. More than 5 TBN above rec-
ommended is not advisable.
High Sulfur Fuels
Caterpillar lube oil change period recommen-
dations are based on the use of diesel fuels con-
taining 0.4% or less of sulfur by weight. Fuel
sulfur can produce rapid engine wear. Fuels of
higher sulfur content than 0.4% will require
reducing the oil change interval and/or use of
high TBN oil. These measures reduce the cor-
rosive effect of the sulfuric acid that is formed by
the sulfur and other by-products of combustion.
The properties of the specific lube oil used, load
factor, and other variables may affect the rate
of wear due to sulfur. The lube oil supplier should
be consulted for the analysis parameters and
limits which will assure satisfactory engine per-
formance with his products.
TBN by ASTM D2896
Percentage of fuel sulfur by weight
TBN of new oil
Change the oil when the TBN deteriorates to 50% of the original TBN
Figure 8.1
2
1
X
Y
1
0 0.5 1.0 1.5 2.0 2.5 3.0
3
5
7
9
11
13
15
17
Y X
2
1
% FUEL SULFUR, BY WEIGHT
T
B
N
Contamination
Contamination refers to the presence of unwanted
material or contaminants in the oil. There are
seven major contaminants.
1. Wear Elements
Wear elements are regarded as those ele-
ments whose presence indicates a part or
component which is wearing. Wear ele-
ments include: copper, iron, chromium, alu-
minum, lead-tin, molybdenum, silicon,
nickel, and magnesium.
2. Dirt and Soot
Dirt can get into the oil via air blowing down
past the rings and by sticking to the oil film
and being scraped down from cylinder walls.
Soot is unburned fuel. Black smoke and a
dirty air filter indicate its presence. It causes
oil to turn black.
3. Fuel
Unburned fuel may enter under cold condi-
tions or enter when the engine is not run-
ning, but with a high static fuel pressure.
4. Water
It can condense in the crankcase if the
engine operating temperature is insufficient.
The usual means of entry is via leaks.
5. Ethylene Glycol/Antifreeze
6. Sulfur Products/Acids
7. Oxidation Products
Oxidation products cause the oil to thicken;
oxidation rate is accelerated by high tem-
perature of the inlet air.
Scheduled Oil Sampling (SOS)
Many Caterpillar Dealers offer Scheduled Oil
Sampling as a means of determining engine
condition by analyzing lubricating oil for wear
particles. This program will analyze the wear
rate of your engines, indicate any shortcomings
in engine maintenance, show first signs of exces-
sive wear which would mean an upcoming fail-
ure, and help keep repair costs to a minimum.
This program may not indicate lube oil condition
nor predict a fatigue or sudden failure. Caterpillar
recommendations for oil and oil change periods
are published in Service Literature. Caterpillar
does not recommend exceeding published oil
change recommendations without verification
procedures.
Oils of the same alkalinity value may not per-
form the same. Oil alkalinity can be achieved
through a variety of additive formulations; some
are more effective against acid corrosive wear
than others. For this reason, it will be necessary
to closely monitor engine wear with Scheduled
Oil Sampling (SOS) Atomic Absorption
Wear Analysis. If oil recommendations are fol-
lowed and excessive wear is indicated by unac-
ceptable levels of iron (Fe) and chromium (Cr)
wear particles, it will be necessary to shorten
the oil change interval or change to another oil
of higher TBN value. If such oils are not avail-
able, SOS can provide the information nec-
essary to establish the maximum limit for a
reduced drain interval.
Other SOS elements (e.g., copper, aluminum,
tin and silicon) should not be ignored, however,
since acid corrosion is not the only cause of
engine wear. Infrared analysis can provide oil
condition information indicating problems that
may be contributing to engine wear.
If the means are available to analyze used oil
TBN by ASTM D2896, use Figure 8.1 to deter-
mine the minimum TBN allowable in used oil.
Minimum allowable TBN is determined by fuel
sulfur content. These limits are higher for pro-
portionately higher fuel sulfur contents. Con-
trolled laboratory tests have demonstrated this
is necessary because oil alkalinity concentra-
tion in critical areas having only small amounts
of oil (valve guides and piston ring belt areas)
must be proportionately higher to effectively
neutralize the higher quantities of acids pro-
duced in those areas.
Coping with effects of fuel sulfur is not a simple
problem. Oils with larger quantities of acid neu-
tralizing components will have higher ash con-
tents. This may increase deposits on exhaust
valve heads and turbocharger nozzle rings. Even
though proper use of lubricants and oil drain
intervals reduce the degree of corrosive attack,
engine wear will increase when high sulfur fuel
is used.
Synthetic Lubricants
Caterpillar Inc. neither endorses nor recommends
a brand or type of extended oil drain interval
crankcase oil for its engines.
LEBW1414-00 132
133 LEBW1414-00
Crankcase oil is changed because it becomes
contaminated with soot (unburned carbon),
wear products, partially burned fuel, acids,
dirt, and products of combustion. The additive
components included in the oil become depleted
as they perform their intended functions of dis-
persing soot, preventing oxidation, wear, foam-
ing, etc. Caterpillar requires engine crankcase
lubricants to meet Engine Service Designation
API CH-4.
Special Oil Formulations
Caterpillar does not recommend the use of addi-
tives to extend oil change periods. Oil additives
such as graphite, teflon, molybdenum disulfide,
etc., which have been properly blended into an
oil that meets API CH-4 specification can be
used in Caterpillar Diesel Engines. These addi-
tives are not necessary to achieve normal life
and performance of the engine.
Normal engine life and performance can be
achieved by properly applying the engine, by
servicing at recommended oil change period,
by selecting the correct oil viscosity, by using a
API CH-4 oil, and performing maintenance as
outlined in the engine operation and mainte-
nance guide.
Caterpillar does not recommend the use of
molybdenum dithiophosphate friction modifier
additive in the engine oil. This additive causes
rapid corrosion of bronze components in
Caterpillar Diesel Engines.
Lubricating Oil
Oils meeting Engine service classification
API CH-4 are recommended for Caterpillar
Diesel Engines. Publication Caterpillar Com-
mercial Diesel Engine Fluids Recommenda-
tions, form SEBU6251-06, contains complete
information.
Viscosity is the property of oil which defines its
thickness or resistance to flow. Viscosity is
directly related to how well an oil will lubricate
and protect surfaces that contact one another.
Oil must be provided in adequate supply to all
moving parts, regardless of the temperature.
The more viscous (thicker) an oil is, the stronger
the oil film it will provide.
The required viscosity is listed in Figure 8.2.
Multiviscosity oils are acceptable. In extreme
cold weather operation, where engines are
located in enclosed heated rooms, some oper-
ators and contractors prefer to make their oil
viscosity selection based on the expected range
of temperature within the engine room. After a
winter rig move, this may require use of space
heaters in the engine room for an extended
period of time before the engines can be started.
Figure 8.2
Lubricating Oil Heaters
Caterpillar does not recommend the use of
immersion-type lubrication oil heaters due to their
tendency to overheat the oil in contact with the
heating element. This overheating causes dete-
rioration and sludging of the lubricating oil and
may lead to premature engine failure.
To avoid this condition, when using an oil heater,
heater skin temperatures should not exceed
300F (150C) and have a maximum heat den-
sity of 8 W/in
2
(12.5 W/1000 mm
2
).
Prelubrication
3512 and 3516 Vee-type engines have the capa-
bility to prelubricate all critical bearing journals
before energizing the starting motors.
The automatic system, standard on the 3516 drill
rig engine utilizes a small air powered pump which
fills the engine oil galleries from the engine oil
sump until the presence of oil is sensed at the
upper portion of the lubrication system. Starter
motors are automatically energized only after the
engine has been adequately prelubricated.
Engine Oil Viscosity
Caterpillar DEO Ambient Temperature
Multigrade
EMA LRG-1
API CH-4
Minimum Maximum
API CG-4
and API CF-4
Viscosity Grade
SAE 0W20 40F (40C) 50F (10C)
SAE 0W30 40F (40C) 86F (30C)
SAE 0W40 40F (40C) 104F (40C)
SAE 5W30 22F (30C) 86F (30C)
SAE 5W40 22F (30C) 104F (40C)
SAE 10W30 4F (20C) 104F (40C)
SAE 15W40 5F (15C) 122F (50C)
LEBW1414-00 134
Duplex Oil Filter System
Oilfield engines that require marine classification
society certification must be capable of oil filter
change while running.
The optional Caterpillar Duplex Oil Filter System
(available for 3408, 3412, 3508, 3512, and 3516
offshore engines) meets requirements of the
standard filter system plus an auxiliary filter sys-
tem with necessary valves and piping, Figure 8.3.
The system provides means for changing either
main or auxiliary filter elements with the engine
running at any load or speed. A filter change indi-
cator is included to tell when to change the main
filter elements. A vent valve allows purging of air
trapped in either the main or auxiliary system
when installing new elements. Air must be purged
from the changed section to eliminate possible
turbocharger and bearing damage. The auxiliary
system is capable of providing adequate oil fil-
tration for at least 100 hours under full load and
speed operation. The same filter elements are
used in both systems.
Changing the filters when the engine is running
is not recommended when engine driven radia-
tors are used since fan blast may disperse oil dur-
ing filter change.
DUPLEX LUBE OIL FILTER
Figure 8.3
Remote Filters
Some Caterpillar Engines have the capability for
remote mounting the oil filter when space limita-
tion or serviceability is a problem on mobile type
land drill rigs. However, authorization from
Caterpillar Inc. must be obtained before making
any modification to the engine lubrication system.
While remote filters have more potential for oil
leaks, they seldom cause problems when the fol-
lowing recommendations are followed:
A. Exercise cleanliness during removal and
installation of oil filters and lines. Keep all
openings covered until final connections
are made.
B. Use medium pressure high temperature
(250F [120C]) hose equivalent to or
exceeding SAE 100R5 specification.
C Keep oil lines as short as possible and at least
as large as engine connections.
D. Support hose as necessary to keep from
chafing or cutting on sharp corners.
E. Use care in connecting oil lines so the direc-
tion of oil flow is correct. CAUTION: Engine
damage will occur if oil filter is improperly
connected.
Tilt Angles
Installations at a permanent tilt or slant angle
should be reviewed to ensure the lubrication sys-
tem will function properly. Transient and contin-
uous tilt angle limits are shown for all engines in
the TMI.
Supplemental Bypass Filters
Supplemental filters generally fall into two cate-
gories. The first are centrifugal filters. Centrifugal
filters remove solids from the oil such as sludge,
wear materials, soot and carbonous material.
Centrifugal filters can extend the operating hours
before the primary filters become restricted as
indicated by oil filter differential pressure.
The second category of supplemental filters is
absorptive filters. Absorptive filters have an
absorbent media such as cotton or cellulose
fibers which absorb acids, moisture and remove
contaminants from the oil.
Caterpillar Engines usually do not require a sup-
plemental bypass oil filter system. However there
may exist some unusual operating condition
which would cause the user to install a system.
Centrifugal filters have proved helpful in extend-
ing the primary filter life while absorptive filters
reduce acids and contaminants in the oil.
FUEL
FILTER
OIL
FILTER
135 LEBW1414-00
If used, system must have a non-drainback fea-
ture when the engine is shut down and a 0.125 in.
maximum diameter orifice limiting flow to 2 gpm
(7.57 L/min). Refer to engine general dimension
drawings for recommended bypass filter supply
location and oil return to the crankcase.
Supplemental bypass absorptive filters increase
oil capacity and may allow oil and filter change
periods to be extended. However the drain inter-
vals cannot be extended arbitrarily. Oil and filter
life must be verified by adequate monitoring sys-
tems. Refer to the Caterpillar Operation Guide for
recommended change periods.
LEBW1414-00 136
FUEL DELIVERY SYSTEM
System Description
The diesel engine fuel supply, delivery, and gov-
erning systems have one primary purpose to
deliver clean fuel at the precise quantity and time
needed to produce the required engine perform-
ance. To do this many precision components are
needed but the two major devices are the fuel
injection pump and the governor which controls
it. The fuel system supplied on a Cat Engine is
essentially complete, requiring only the hookup
of fuel supply and return lines to a fuel tank, and
connection of governor controls.
A complete fuel system includes all of the follow-
ing basic devices also shown by schematic below.
In addition to these basic features, other devices
are frequently used to provide additional func-
tions or to modify one of the basic functions.
Examples are fuel heaters, primary filters, duplex
filters, fuel coolers, air-fuel ratio controllers, load
limiters, ether aids, load indicators, flow meters,
gauges, and shutoffs.
A complete fuel system includes all of the fol-
lowing basic devices also shown by schematic
below:
1. Fuel Tank
2. Water Separator or Primary Filter
3. Transfer Pump
4. Secondary Filter
5. Injection Pump
6. Injection Lines
}
or unit fuel injector
7. Injection Valves
8. Fuel Pressure Regulator
9. Priming Pump
10. Fuel Pressure Gauge
11. Governor and Controls
12. Low Pressure Lines and Fittings
13. Fuel Cooler
Fuel is drawn from the tank (1) through the
optional water separator or primary fuel filter (2)
by the engine-driven fuel transfer pump (3) and
pumped through the secondary fuel filter (4) into
the injection pump housing reservoir (5) (or indi-
vidual cylinder unit injector) and maintained at
low pressure. It is injected by individual high pres-
sure pumps into each cylinder through special
high pressure fuel lines (6) to individual injectors
contained in the cylinder head (DI).
Fuel in excess of engine demand is bypassed
through a pressure regulating valve (8) where all
or part of it returns to the fuel tank along with
any air which may have been purged out of the
system. On modern, unit fuel injected engines,
the fuel flow also cools the injector. Fuel flow rate
is approximately 6 times the full load fuel con-
sumption rate. Fuel coolers (13) may be required
to prevent excessive fuel temperature.
For every 10F (6C) that the fuel temperature
rises above 100F (38C) the engine loses about
1% of the gross horsepower as a result of the
expansion of the fuel (low viscosity). With very
low viscosity, the fuel loses the capability to
lubricate and damage to the injection compo-
nents will occur. To avoid this, the maximum fuel
temperature should not at any time exceed
150F (66C).
If the system is drained, as during repair or filter
change, a hand-operated fuel priming pump (9)
is used to fill the system and expel the air. A pres-
sure gauge (10) shows pressure of filtered fuel
supplied to the injection pump. If filters become
plugged and require replacing, the gauge will
read low when the engine is operating at load.
The governor (11) controls the individual fuel
rates from shutoff to full delivery in order to
achieve desired engine speed, regardless of load.
Component Description and
Installation Requirements
Individual components of the fuel system are
described here more completely as to purpose,
recommended features, and installation require-
ments to achieve satisfactory performance
and life.
Fuel Tank
It provides fuel storage and should have the fol-
lowing features:
Adequate size for the intended application.
The capacity of a fuel tank or tank system can be
estimated by multiplying the average horse-
power demand by the hours of operation between
137 LEBW1414-00
refuelings, and divide the result by 16 for U.S.
gallons and by 4 for liters.
This calculation does not allow for any reserve
capacity which should be added to this basic
requirement.
Appropriate material. Steel, aluminum, stainless
steel, or copper clad steel is used successfully.
Fuel tanks are best made from low carbon
rolled steel.
Water in fuel produces a voluminous, white cor-
rosion product when in contact with zinc.
Do not use zinc on significant surface area items
such as fuel tanks and lines which have potential
for sitting in contact with stagnant pools of water
for long periods of time. Fittings made of brass or
coated with zinc should be acceptable because of
limited exposure to stagnant water and a lack of
sufficient surface area to produce enough corro-
sion product to cause plugging problems. Gal-
vanized steel is essentially the same as zinc
coated material.
The fuel tank must meet stringent corrosion pro-
tection and leak detection regulations.
Expansion volume must be adequate to allow for
expansion of stored fuel during temperature
change. Allowance of 5% of tank volume is ade-
quate. This can be provided by extending the
filler neck down into the tank enough to create
the required expansion volume. A small vent hole
(about 0.19 in. [4.81 mm] diameter) in filler tube,
just below top of tank, is required to make this
volume usable.
Venting to atmospheric pressure is necessary to
prevent pressure or vacuum buildup. A large tank
can be collapsed by vacuum or burst by pres-
sure if not vented properly. The vent should
include a filter.
Filler must be adequately sized and located for
convenient filling. It should also be lockable. Fuel
spillage must not reach hot parts. Also, fuel
spillage should not reach items which can soak
up or entrap fuel or be damaged by fuel.
A 2 sloping bottom helps collect sediment and
any major amounts of water, and a bottom drain
is necessary to permit periodic removal of these
contaminants.
Fuel supply pickup should be off the bottom
enough to leave 3% to 5% of the fuel in the tank.
This should leave sediment and water in the tank
until drained off periodically.
Fuel return line should normally enter the tank
at the top and extend downward, exiting above
the fuel level. Inlet and return lines should be sep-
arated in the tank by at least 12 in. (204.8 mm)
to avoid air pickup in the inlet line.
The fuel tank should be grounded.
REPRESENTATIVE BASIC FUEL SYSTEM
(CONSULT TMI SCHEMATICS FOR EACH SPECIFIC MODEL)
Figure 9.1
Tank Maintenance
Fuel has a finite storage life of approximately one
year, although this may vary widely depending
upon initial quality, contaminant levels and stor-
age conditions. Periodic exchange of fuel and fil-
tering/treating to remove water, scale and
bacteria growth will extend fuel life.
Water contamination of fuel during long-term
storage offers a medium for bacterial growth,
forming a dark slime which:
Plugs filters
Deposits on tank walls and pipes
Swells rubber products that it contacts
Sulfur compounds are natural antioxidants, so
the low sulfur fuels (0.05% by weight) now avail-
able will degrade quicker in storage. The diesel
fuel will oxidize and form gums and varnishes
which can plug fuel filters and injectors.
Because microorganism growth occurs in the
fuel/water layer, the tank should be designed to
minimize this interface, and water bottoms should
be drained regularly.
Microbiocide additives, either water- or fuel-sol-
uble, can be added to fresh fuel to inhibit microor-
ganism growth. Consult your local fuel supplier
for recommended additives.
In warm climates, large bulk storage diesel fuel
requires full filtering every six months to one year.
Every two years fuel should be completely
changed to remove water, scale, bacteria growth,
oxidized gums/resins, and minimize filter clog-
ging due to fuel separation into components such
as asphaltenes.
Fuel Coolers
A fuel cooler may be required on engines with
unit fuel injectors, such as the 3500 series.
Typical applications will be those where the fuel
tank is exposed to high ambient temperatures
or where there are restrictions to the size of the
tank. The fuel temperature must be kept below
150F (66C).
By reducing the temperature of fuel and remov-
ing harmful particles, coolers and filters improve
the quality of the fuel used by an engine.
The excess fuel returned from some engines
equipped with unit injectors (1.7 liter, and 3500
Family Engines) can absorb considerable heat
from the injectors and the surrounding jacket
water. Fuel coolers may be necessary for proper
engine performance. The following factors affect
the need for fuel cooling equipment:
Length of periods of continuous operation: If the
operating periods are short, the amount of heat
returned to the fuel tanks will be relatively small.
Fuel coolers are not generally required for
engines used in high performance applications,
such as fracturing.
Length of time between periods of operation: If
the time between periods of operation is long, the
heat will have an opportunity to dissipate.
Volume of the fuel tank: If the volume of the fuel
tank is large (larger than 3,000 gal. (11 000 L)
per engine, it will accept a great deal of heat
before the temperature of the fuel leaving the tank
increases significantly.
Local experience may modify these recommen-
dations, particularly in hot climates.
Offshore Rigs
Offshore rigs should have a fuel day tank installed
in the engine room, Figure 9.2. All engine fuel
supply and return lines (or manifolds) should be
connected to this tank. This allows for venting of
any air that may enter fuel delivery system.
The day tanks fuel level when full should not
exceed the top of the injection valves. If the full
level is higher, static pressure in the supply and
return lines may allow fuel to leak into combus-
tion chambers when the engine is not running.
Engine damage can result.
Where it is customary to install a large fuel
day tank at the top of the engine room, an aux-
iliary day tank should be mounted near the
engine room deck and float fed from the larger
tank Figure 9.2. A capacity of 100-300 gal.
(379-1136 L) is sufficient. The auxiliary day tank
isolates the pressure head of the day tank from
the engine fuel system.
Land Rigs
For land rigs the fuel day tank refill mark must not
be more than 12 ft. (3.65 m) below the engine
fuel transfer pump. If the fuel day tank is more
than 30 ft. (9.15 m) from the engines or if ambi-
ent temperature is extremely low, larger fuel sup-
ply and return lines should be used to ensure
adequate flow. The fuel day tank should have
LEBW1414-00 138
139 LEBW1414-00
Figure 9.3
provisions to vent air in case it enters the fuel
delivery system.
Elevated fuel tanks for land rigs should not exceed
the limitations, Figure 9.2.
Where a portion of the rig engines are elevated
on a substructure, 100 gal. (380 L) day tanks
installed next to each engine improve startabil-
ity and isolate ground level engines from high
static fuel pressure. This requires an electric fuel
transfer pump at the main fuel tank location to
provide low pressure fuel to these individual float
controlled day tanks, Figure 9.3.
Mobile Rigs
Adequate fuel tank structural strength is required
to avoid failure under application conditions
which may include shock loading and steady
vibration.
Baffles reduce sloshing and resulting air entrain-
ment. They also prevent sudden shifts in the
tanks center of gravity, when in motion, as on a
mobile machine.
Strong fastening of the fuel tank to the machine
is essential. This is especially important on a
mobile application where motion of a full tank
generates sizeable forces. It is good practice to
use some nonmetallic cushioning material
between the tank and support members to avoid
fretting and wear on the tank.
Filler must be adequately sized and located for
convenient filling. It should also be lockable. Fuel
spillage must not reach hot parts. Also, fuel
spillage should not reach items which can soak
up or entrap fuel or be damaged by fuel.
Filler should be located near center of tank so
that parking a mobile machine on a side tilt will
FUEL SUPPLY SYSTEMS
Figure 9.2
LEBW1414-00 140
not cause expanding fuel to back up into filler
pipe and overflow. This will also help avoid
spilling fuel from a full tank when operating on
a grade.
Fuel tanks should be shielded or located away
from major heat radiating sources such as hot
exhaust manifolds and turbochargers. Also, the
cooling fan blast picks up enough heat from the
radiator to raise fuel temperatures significantly if
the air is directed at the fuel tank. This will result
in some power loss because of the heated,
expanded fuel.
Water Separator and Primary Filter
Clean fuel meeting Caterpillars recommenda-
tions assures maximum engine service life and
performance; anything less is a compromise and
the risk is the users responsibility. Dirty fuel not
meeting Caterpillars minimum fuel specifications
will adversely affect combustion, filter life, starta-
bility and life of internal components.
Clean fuel is of utmost importance to fuel injec-
tion system components if long, trouble-free
service life is expected. All Caterpillar Engines
are equipped with a main micronic filter system
to protect the fuel injection pumps and valves.
These filters are not designed to cope with great
quantities of sediment and water. Both impuri-
ties should be removed by an optional primary
filter. A fuel centrifuge used in place of a water
separator is acceptable. A primary fuel filter
should still be used because of contaminants
that may be in the tank and piping as a result of
construction.
The system should be located ahead of any fuel
pumps since pumps have a tendency to emul-
sify the water with the fuel, which will reduce the
efficiency of the water trap. Give close attention
to the systems restriction since this will reduce
the fuel pump lift capability.
Any system can be damaged by water in the fuel;
so water should be removed. Fuel system dam-
age by water is always the responsibility of
the user.
The water separator should be sized adequately
to separate and store enough water between peri-
odic drainings to prevent overfilling and water
carryover into the engines fuel system.
The water separator should be mounted in a vis-
ible location. If the operator sees water, he is more
likely to drain it out periodically. If the device is
hard to see or difficult to service, it may not
receive regular attention.
The installation should include valves which can
isolate the separator and primary filter when ele-
ments are changed.
Excessive amounts of water, slimy material on
filters, corrosion of fuel system components, or
tank coatings may indicate fungus/bacteria in
the fuel. Contact your fuel supplier for test kits to
determine the degree of contamination and
chemical additives to prevent recurrence.
Because water can collect and freeze at low
points in fuel lines, filters, or other components
that contain fuel, a water separator should be
placed as close to the fuel tank as practical in a
visible, serviceable location. Usually, the sepa-
rator has a see-through feature that allows a
quick visual check for presence of water and a
quick-drain valve to let water out.
Lines and Fittings
Pipes, hoses, and fittings must be mechanically
strong, leak-tight, and resistant to deterioration
due to age or environmental conditions. Sizing
must be adequate to minimize flow loss. Routing
must be correct, and flex connections, such as
hose assemblies, must isolate engine motion
from the stationary members in the system.
The pipes should be of the same material as the
tank, black iron or steel to avoid reaction with
the fuel.
Copper pipe or tubing may be substituted in sizes
of 0.5 in. (13.0 mm) nominal pipe size or less.
Valves and fittings may be cast iron or bronze
(not brass).
Do not use zinc alloy or galvanized metal due to
its high chemical reaction with fuel.
The size of the pipe should be the same as the
size of the engine fuel inlet.
Piping and fittings must be sealed to prevent air
or dirt contamination. Air in the system causes
hard starting and erratic engine operation.
Determine the fuel line sizing by the supply and
return line restriction. The maximum allowable
restriction is published in the TMI. Supply and
return lines should be no smaller than the fittings
on the engine.
141 LEBW1414-00
Figures 9.4 and 9.5 provide useful frictional
loss data.
Engine fuel pressure measured in the fuel return
line should be kept below 4 psi (27 kPa), except
for the 3300 Engine Family, which is 3 psi
(20 kPa). A shutoff valve is not recommended,
for 3400 Series or smaller engines because dam-
aging pressure may result if the valve were left
closed when engine was started.
If the engine is above the fuel tank, consider
adding a check valve to the fuel supply line to
keep fuel from bleeding back to the fuel tank caus-
ing hard starting.
Fuel lines should be designed with the application
in mind. Especially on mobile, off-highway
equipment, effects of vibration, shock loads, and
motion of parts should be considered. Fuel lines
should be well routed and clipped, with flexible
hose connections where relative motion is pres-
ent. Lines should be routed away from hot
parts, like manifolds and turbochargers, to avoid
fuel heating and potential hazard if a fuel line
should fail.
Joints and fittings must be leak-tight to avoid
entry of air into the suction side of the fuel system.
A joint which is leak-tight to fuel can sometimes
allow air to enter the fuel system, causing erratic
running and loss of power. Pipe joint compound
should be used on pipe threads, taking care to
keep it out of the fuel system where it can cause
damage.
Routing
Whenever possible, route fuel lines under any
machinery so any leakage will be confined to
the bilges or drip pans under machinery. Leaks
from overhead fuel system components may fall
onto hot machinery, increasing the likelihood of
fire danger.
Fuel lines should also be routed to avoid forma-
tion of traps which can catch sediment or pock-
ets of water which will freeze in cold weather.
All connecting lines, valves, and tanks should be
thoroughly cleaned before making final connec-
tions to the engine. The entire fuel supply sys-
tem should be flushed prior to engine startup.
Transfer Pump
This engine driven pump delivers low pressure
(15 psi to 30 psi [103 kPa to 207 kPa]) fuel from
the tank to the injection pump housing reservoir
(60 psi [414 kPa] on 3508, 3512, and 3516). It
Figure 9.4. Frictional head loss, pipes.
Figure 9.5. Frictional loss in pipe fittings.
Frictional Loss in Pipe Fittings in Terms of Equivalent Feet (Meters) of Straight Pipe
Pipe Ball 45 Std. Std. Check Angle Globe Diaphragm
Size Valve Elbow Elbow Tee Valve Valve Valve Valve
(in.) ft. (m) ft. (m) ft. (m) ft. (m) ft. (m) ft. (m) ft. (m) ft. (m)
3/8 0.28 (0.085) 0.70 (0.213) 1.4 (0.427) 2.6 (0.792) 3.6 (1.1) 8.6 (2.62) 16.5 (5.03)
1/2 0.35 (0.107) 0.78 (0.238) 1.7 (0.518) 3.3 (1.01) 4.3 (1.31) 9.3 (2.83) 18.6 (5.67) 40 (12.19)
3/4 0.44 (0.134) 0.97 (0.296) 2.1 (0.64) 4.2 (1.28) 5.3 (1.62) 11.5 (3.51) 23.1 (7.04)
1 0.56 (0.171) 1.23 (0.375) 2.6 (0.792) 5.3 (1.62) 6.8 (2.07) 14.7 (4.48) 29.4 (8.96)
1-1/4 0.74 (0.226) 1.6 (0.488) 3.5 (1.07) 7.0 (2.13) 8.9 (2.71) 19.3 (5.88) 38.6 (11.77)
1-1/2 0.86 (0.262) 1.9 (0.579) 4.1 (1.25) 8.1 (2.47) 10.4 (3.17) 22.6 (6.89) 45.2 (13.78)
2 1.10 (0.335) 2.4 (0.732) 5.2 (1.58) 10.4 (3.17) 13.4 (4.08) 29.0 (8.84) 58.0 (17.67)
Frictional Head Loss [ft. (m)] for 100 Feet (30.5 Meters) of Standard Weight Pipe
at 60F (15.5C) at Seal Level Diesel Fuel
GPM (L/min) Pipe Size
3/8 1/2 3/4 1 1-1/4 1-1/2 2
2 (7.57) 15.2 (4.63) 5.5 (1.67) 1.1 (0.34) 0.5 (0.15) 0.2 (0.06)
4 (15.14) 55.5 (16.92) 20.3 (6.18) 5.1 (1.55) 1.4 (0.43) 0.5 (0.15) 0.2 (0.06)
7 (26.5) 61.0 (18.59) 15.3 (4.66) 4.6 (1.4) 1.2 (0.36) 0.5 (0.15)
10 (37.85) 26.3 (8.01) 8.5 (2.6) 2.5 (0.76) 0.9 (0.27) 0.2 (0.06)
19 (71.92) 28.5 (8.68) 7.5 (2.28) 3.5 (1.07) 1.2 (0.36)
is a gear-type pump with some limited priming
capability when the pumping gears are full of fuel.
This pump should be protected from abrasive
wear and corrosion by a water separator or pri-
mary fuel filter.
Secondary Filter
Because fuel injection pumps and injectors are
precision devices with extremely close clearances
between working parts, particles which can cause
damage must be removed in the secondary fil-
ter. This filter is standard equipment on all Cat
Diesel Engines. When a secondary filter gets
plugged, an engine typically loses power or may
run erratically. The fuel pressure gauge will indi-
cate low fuel pressure under these conditions.
Filter media in Caterpillar fuel filters is developed
and carefully controlled to conform with Cat spec-
ifications on filtration efficiency and durability. Use
of filters of unknown capability may not protect
the precision fuel system from contamination.
Fuel Pressure Regulator
Somewhere in the fuel path, before or at the injec-
tion pump, there is a pressure regulating valve
which limits the pressure of fuel supplied to the
injection pump housing reservoir. This pressure
must be enough to fill the individual injection
pump assemblies, but would become excessive
if the transfer pump could not pump excess fuel
through a relief circuit back to the fuel tank. A
shutoff valve should never be placed in the fuel
return line because pressure may quickly build to
damaging levels, depending upon the engine
model. The return line also allows air to escape
from the system.
3500 Series engines include a transfer pump
relief valve that protects the system if a return
line fuel shutoff valve is accidentally closed.
Priming Pump
When a fuel system has air in it, the hand prim-
ing pump is used to fill the system with fuel and
purge air. Once this has been done, the priming
pump will not likely be used again until the fuel
system is emptied for adjustment or repair.
Injection Pump
Fuel is pumped at a very high pressure to each
cylinder unit injector. The fuel volume pumped
on each stroke is controlled by the rack (scroll
system) or electric solenoid which determines
the effective pumping stroke. The governor con-
trols fuel delivery to produce a governed speed,
regardless of load.
Injection Lines
On some smaller engines, individual fuel lines
carry fuel at the very high pressure required for
injection, from individual injection pumps to each
cylinder injector. These lines are heavy-walled,
strong, specially extruded tubing made only for
this purpose. Because injection lines carry such
high pressure, they should not be bent or dam-
aged during installation or operation.
Injectors
The purpose of the injector valve is to spray the
correct pattern of atomized fuel into the com-
bustion chamber (DI). It has a spring-loaded
valve which requires that the pressure rise to
some elevated level before valve opens at start
of injection. This is necessary for a precision-
timed fuel delivery and assures a sharp cutoff of
fuel at the end of each injection period.
Most emissions certified engines utilize unit injec-
tors. No high pressure injection lines are required.
Fuel System Attachments
Duplex Fuel Filter System
Oilfield engines that require marine classification
society certification must be capable of fuel filter
change while running. The optional Caterpillar
duplex fuel filter system (available for 3406,
3408, 3412, 3508, 3512, and 3516 Engines)
meets the requirements of the engine and marine
societies, Figure 9.6. Main and auxiliary filter sys-
tems are combined in one housing. The system
provides for changing either main or auxiliary fil-
ter elements with the engine running at any load
and speed. A vent position in the control valve
allows purging of air trapped in the housing when
installing new elements. Both main and auxiliary
sections can be used simultaneously to extend
running time in an emergency. The auxiliary sys-
tem provides at least 100 hours full load running
time with reasonably clean fuel.
This system can be used when engine driven
radiators are used, but only to select the standby
filter. Filter changing during engine operation is
not recommended due to safety concerns around
hot surfaces and due to fuel being blown around
by the radiator fan air flow.
LEBW1414-00 142
143 LEBW1414-00
DUPLEX FUEL FILTER
1. Fuel Filter Housing
2. Priming Pump
3. Changeover Valve Handle
Figure 9.6
Double-Wall Fuel Lines
On engines without unit injectors, double-wall fuel
lines are required by marine classification soci-
eties for unmanned engine rooms and other
national association regulations on fire prevention.
The system contains high pressure steel fuel lines
inside steel tubes. The fuel line assembly bleeds
off fuel that may have leaked from the main
injector line to a collecting tank.
The tank contains a float switch which can be
wired to a warning alarm that activates when the
tank fills. The tank can be connected to a larger
reservoir.
Fuel Specifications
Clean fuel meeting Caterpillars fuel recommen-
dations assures maximum engine service life and
performance; anything less is a compromise and
the risk is the users responsibility. Dirty fuel and
fuels not meeting Caterpillars minimum fuel
specifications will adversely affect combustion,
filter life, injection system performance and serv-
ice life, startability and/or, perhaps, service life
of valves, pistons, rings, liners, and bearings.
Fuel costs can represent 80% or more of total
engine operating costs; it is good economics to
carefully consider proper fuel selection.
Fuel normally recommended for diesel genera-
tor sets is No. 2 furnace oil or No. 2D diesel fuel.
Caterpillar Engines burn a variety of fuels.
Generally, use the lowest priced distillate fuel
which meets the following requirements (fuel
condition as delivered to engine fuel filters).
Fuel specifications meeting the above require-
ments include:
ASTM D396 No. 1 and No. 2 Fuels
(Burner Fuels)
ASTM D975 No. 1-D and No. 2-D Diesel
Fuel Oil
BS2869 Class A1, A2, B1, and B2 Engine
Fuels
DIN51601 Diesel Fuel
DIN51603 EL Heating Oil
Preferred Fuels
Distillate fuels which meet the following require-
ments are the preferred fuels for Caterpillar
Engines:
Complete information on diesel fuels is in Diesel
Fuels and Your Engine, form SEBD0717.
(Contd)
Caterpillar Specifications for Distillate Diesel Fuel
ASTM
Specifications Requirements Test
Aromatics 35% maximum D1319
Ash 0.02% maximum (weight) D482
Carbon Residue 0.35% maximum (weight) D524
on 10% Bottoms
Cetane Number 40 minimum (DI engines) D613
35 minimum (PC engines)
Cloud Point The cloud point must not
exceed the lowest expected
ambient temperature
Copper Strip No. 3 maximum D130
Corrosion
Distillation 10% at 540F (282C) D86
maximum
90% at 680F (360C)
maximum
Flash Point Legal limit D93
API Gravity 30 minimum D287
45 maximum
FUEL
FILTER
OIL
FILTER
LEBW1414-00 144
Figure 9.7
*A higher cetane number fuel may be required for
operation at a high altitude or in cold weather.
Permissible Fuels
There are exceptions to the distillate only
Caterpillar recommendation for a suitable fuel.
With the addition of special equipment, 3500
Series low speed Cat Engines will perform satis-
factorily on some crude oils and blended fuels.
Since the composition of crude oils varies greatly
and since worldwide specifications of blended
fuels are very broad, special care must be taken
before using such fuels in Cat Engines. Unsuit-
able characteristics of such fuels and precondi-
tioning requirements are discussed later.
Caterpillar has established the following guide-
lines for fuel, as delivered to the fuel injection sys-
tem, to determine the suitability of a fuel having
physical and chemical properties not meeting
Caterpillar Diesel preferred fuel requirements.
Fuel Properties
Cetane Number (ASTM D613) Measure of the
ignition quality of a diesel fuel as determined in
an engine. The higher the cetane number the bet-
ter the ignition quality and the less the tendency
to knock.
Ignition delay also causes poor fuel economy, a
loss of power and sometimes engine damage. A
low cetane number fuel can also cause white
smoke and odor at start-up on colder days.
Engines running on fuels with low cetane num-
bers may need to be started and stopped using
a good distillate fuel.
Blended fuels or additives can change the cetane
number. The cetane number is difficult and
expensive to establish for blended fuels due to
the complexity of the required test.
White exhaust smoke is made up of fuel vapors
and aldehydes created by incomplete engine
combustion. Ignition delay during cold weather
is often the cause. There is not enough heat in
the combustion chamber to ignite the fuel.
Therefore, the fuel does not burn completely.
Using a cetane improver additive can often
reduce white smoke during engine start-up in
cold weather. It increases the cetane number of
diesel fuel which improves ignition quality and
makes it easier for fuel to ignite and burn. Contact
your local fuel supplier for information on where
to obtain cetane improvers.
Cetane number is usually calculated or approx-
imated using a cetane index due to the cost of
more accurate testing. Be cautious when obtain-
ing cetane numbers from fuel suppliers.
Higher cetane numbers indicate a shorter igni-
tion lag and are associated with better all-around
performance in most diesel engines, especially in
high speed engines.
Specific Gravity (ASTM D287)
The specific gravity of diesel fuel is the weight of
a fixed volume of fuel compared to the weight of
the same volume of water (at the same temper-
ature). The higher the specific gravity, the heav-
ier the fuel. Heavier fuels have more energy or
power (per volume) for the engine to use.
Lighter fuels like kerosene will not produce rated
power. (Specification sheets usually show ratings
when using fuel having 35 API density, at 85F
(29C), weighing 7.001 pounds per gallon, and
having 18,390 BTUs per pound. The same fuel
of 35 API density weights 7.076 pounds per gal-
lon at 60F (15C). When comparing fuel con-
sumption or engine performance, always know
the temperature of the fuel measurement for cor-
rect gravity and density.
Engine fuel settings should not be adjusted to
compensate for a power loss with lighter fuels
Caterpillar Specifications for Distillate Diesel Fuel
ASTM
Specifications Requirements Test
Pour Point 10F (6C) minimum below D97
ambient temperature
Sulfur 3% maximum D3605
or
D1552
Kinematic 1.4 cSt minimum and D445
Viscosity 20.0 cSt maximum at
104F (40C)
Water and 0.1% maximum D1796
Sediment
Water 0.1% maximum D1744
Sediment 0.05% maximum (weight) D473
Gums and 10 mg per 100 mL D381
Resins maximum
Lubricity 3100 g minimum D6708
0.018 in. (0.45 mm) D6079
maximum at 140F (60C)
0.015 in. (0.38 mm)
maximum at 77F (25C)
145 LEBW1414-00
(with a density number higher than 35 API). Fuel
system component life can be decreased with
very light fuels because lubrication will be less
effective (due to low viscosity).
Lighter fuels may also be a blend of ethanol or
methanol with diesel fuel. Blending of alcohol
(ethanol or methanol) or gasoline into a diesel
fuel will create an explosive atmosphere in the
fuel tank. In addition, water condensation in the
tank can cause the alcohol to separate and strat-
ify in the tank. Caterpillar recommends against
such blends.
Viscosity (ASTM D445 Kinematic Viscosity)
Measure of a fluids resistance to flow. It is ordi-
narily expressed in terms of the time required for
a standard quantity of the fluid at a certain tem-
perature to flow under gravity through a cali-
brated glass capillary viscosimeter. The higher
the value, the more viscous the fluid. Since vis-
cosity varies inversely with temperature, its value
is meaningless unless accompanied by the tem-
perature at which it is determined. With petro-
leum oils, viscosity is commonly reported in
centistokes (CST). Other viscosity units used are
Saybolt seconds, universalsus or, Saybolt sec-
onds, furol-SSF. Less common are the Engler
and redwood viscosity scales, whose principal
applications are outside the U.S.A.
High viscosity fuel will increase gear train, cam
and follower wear on the fuel pump assembly
because of the higher injection pressure. Fuel
atomizes less efficiently and the engine will be
more difficult to start.
Low viscosity fuel may not provide adequate
lubrication to plungers, barrels, and injectors; its
use should be evaluated carefully.
Flash Point (ASTM D93) Lowest temperature
fuel will give off sufficient vapor to ignite when
flame is applied.
Pour Point (ASTM D97) Lowest temperature
at which fuel will flow, a factor of significance in
cold weather startup and operation. A pour point
of 5F (3C) lower than the ambient temperature
at which the engine will be expected to start and
operate should provide freedom from fuel filter
plugging. If the fuel contains a pour point depres-
sant, the cloud point is the significant temperature.
Cloud Point Lowest temperature at which the
sample becomes clouded by the formation of
wax crystals. If this temperature is no higher than
the lowest ambient temperature at which the
engine will be expected to start and operate, fuel
filter wax plugging will not be a problem.
Sulfur (ASTM D1522 or D3605) Fuel sulfur
forms compounds during combustion which
react chemically with the lubricating oil. They
reduce the oils effectiveness in preventing the
formation and accumulation of deposits on the
piston and piston rings. Sulfur compounds also
promote corrosion and corrosive wear.
When diesel fuel containing sulfur is burned in
an engines combustion chamber, oxides of sul-
fur form and react with water vapor to create sul-
furic acid. If these acid vapors condense, they
chemically attack the metal surfaces of valve
guides, cylinder liners, and may affect bearings.
For example, when the temperature of the cylin-
der liners is lower than the dew point of sulfuric
acid, and the lubricating oil does not have suffi-
cient alkalinity reserve (TBN) to neutralize the
acid, liners can wear ten times more quickly.
When fuel sulfur damage occurs, there will be
very little change in engine power. But, frequently,
corrosive wear will lead to excessive oil con-
sumption and blowby, causing a premature,
expensive overhaul.
Maintain the crankcase breather system to pre-
vent condensation in the crankcase oil which will
cause rapid TBN depletion.
Maintain a regular Scheduled Oil Sampling
(SOS) oil analysis program. Infrared (IR)
analysis is valuable as well.
Follow standard oil change intervals unless SOS
or known sulfur content indicates differently.
Caterpillar recommends reducing the length of
oil change periods or increasing crankcase
capacities or raising the operating water tem-
perature to offset the effects of higher quantities
of sulfur.
Water and Sediment (ASTM D1796) The per-
centage, by volume, of water and foreign matter
which can be removed from fuel by centrifug-
ing. These materials affect the rate of fuel filter
plugging.
Salt water is the greatest single source of fouling
deposits and corrosion. Salt water can cause fuel
injector and piston ring groove deposits and wear
in fuel system plunger and barrel assemblies.
The coalescing type of separator is recom-
mended because often the water in the fuel is
mixed or broken into small particles which do
not settle. This separator is used if particles are
so fine they make the fuel cloudy.
A coalescing type separator will separate all
water from fuel. It can be put anywhere in the fuel
line, such as next to the components that need
the most protection from water. The elements are
composed of two-stage paper media that are
replaceable. The element is plugged when there
is a lack of fuel pressure.
Make sure you know the percentage of sediment
in the fuel you purchase. If the sediment or water
for distillate fuels exceeds 0.05% to the engine,
consider other sources for fuel, or special filtra-
tion, centrifuging or settling procedures. Fuel
should be tested often for both sediment and
water. Testing is the only way you can be assured
that you are actually getting the quality of fuel
you paid for.
Sediment will gradually be caught in the fuel fil-
ter, but this will cause added expense in more
periodic filter changes. Very small sediment will
get through the filters and can result in fuel sys-
tem wear. It is important to remove as much sed-
iment as possible before the fuel goes into your
engine. This will reduce the ash and particulate
contamination which causes deposits, corrosion
and abrasive wear.
Allow time for sediment to settle to the bottom
of the tank. Your engine will use the cleaner fuel
at the top and you can drain the sediment from
the bottom. However, as the specific gravity
becomes higher, the settling method of removing
sediment becomes less effective.
Sludge and Fibers
Both sludge and fibers can contaminate fuel dur-
ing handling and storage. Storage tanks, fuel pipe
lines and barge transportation all contribute to
these contaminants.
Fibers cannot be removed except by filtering.
Sludge will rapidly foul the centrifugal purifiers.
Both of these contaminants will clog strainers
and fuel filters. If fuel with sludge is burned in the
engine, it will cause filter fouling.
The only solution to a sludge or fiber problem is
to replace (or clean) the filters often until the con-
taminating fuel supply is completely used, then
clean the fuel tank and use clean fuel.
Microorganisms in Fuel
All water and fuel offer a medium for bacterial
growth. These simple life forms live in the water
and feed on fuel.
Microorganisms or fungi in fuel cause corrosion
and filter plugging. Bacteria may be any color,
but is usually black, green or brown. Bacteria
grows in long strings and has a slimy appear-
ance. A biocide added to the fuel will kill the
growth and/or slow its formation. Filtering the
fuel, or proper disposal after using the biocide, is
required to eliminate filter plugging.
Copper Strip Corrosion
Corrosion (ASTM Test D130), is a discoloration
formed on a polished copper strip when immersed
in fuel for three hours at 212F (100C). Any fuel
showing more than slight discoloration should
be rejected.
Many types of engine parts are of copper or cop-
per alloys. It is essential that any fuel in contact
with these parts be noncorrosive to them. There
are certain sulfur derivatives in the fuel that are
likely sources of corrosion.
Carbon Residue (ASTM D524) Percentage by
weight of dry carbon remaining when fuel is
burned until no liquid remains.
Ash (ASTM D482) Percentage by weight of
dirt, dust, sand, and other foreign matter remain-
ing after combustion.
Fuel Stability
Gums and Resins
The gums and resins that occur in diesel fuel are
the result of dissolved oxidation products that do
not evaporate easily or burn cleanly. Excessive
gum in the fuel will coat fuel injection lines,
pumps and injectors and will interfere with the
close tolerances of the fuel systems moving
parts. They will also cause rapid filter plugging.
During fuel storage the fuel will oxidize and form
more gums and resins. Reducing fuel storage
periods (maximum of one year) will minimize the
formation of gums and resins.
LEBW1414-00 146
147 LEBW1414-00
Fuel Separation
Fuel must remain stable in storage. If not prop-
erly refined, incorrect stability additives are used;
or if fuel gets old, it can change its characteris-
tics of being totally mixed to separating into com-
ponents like asphaltenes. This will cause rapid
fuel filter plugging and low engine power. To min-
imize the occurrence of fuel separation, use good
quality fuel with the correct additives from a rep-
utable supplier, and minimize the length of time
the fuel is stored. Do not store fuel for over a year.
Fuel Storage
Diesel fuel is more prone to oxidative attack in
storage and to thermal degradation in use than
gasoline because of more sulfur and nitrogen and
higher molecular weight components with higher
distillation end points. The sulfur removal process
helps stabilize the fuel by reducing sediment
forming products. But the use of cracked stocks
(more unstable) has created the need for addi-
tional treatment.
Commercial diesel fuels will usually contain a
variety of additives that improve or add desirable
properties. Fuel stability additives are extensively
used in diesel fuels to prevent oxidative break-
down of the fuel into gums and polymeric sedi-
ment during storage.
But the fuel still has a finite storage life which is
usually limited to about one year. Care should
also be used to prevent water and other con-
taminants from getting into the storage tanks to
reduce the effectiveness of built-in resistance.
Mixing Used Crankcase Oil with Diesel Fuel
It is necessary to collect, store, and dispose of
used crankcase oil from engines due to legisla-
tion and ecological considerations. It is no longer
acceptable to dump used crankcase oil into the
oceans, rivers, and harbors from vessels or off-
shore drilling and production platform installa-
tions. It may be necessary for engine operators
to consider burning crankcase oil in their Cat
Engines. This can be done providing the pre-
cautions below are carefully followed.
1. Only diesel engine crankcase oils can be
mixed with the diesel engine fuel supply. The
ratio of used oil to fuel must not exceed 5%.
Premature filter plugging will occur at higher
ratios. Under no circumstances should
gasoline engine crankcase oils, transmission
oils, special hydraulic oils not covered by
Caterpillar recommendations, greases, clean-
ing solvents, etc., be mixed with the diesel
fuel. Also, do not use crankcase oils con-
taining water or antifreeze from engine
coolant leaks or from poor storage practices.
2. Adequate mixing is essential. Lube oil and
fuel oil, once mixed, will combine and not
separate. 1. Mix used crankcase oil with an
equal amount of fuel, 2. filter, and 3. then add
the 50-50 blend to the supply tank before
new fuel is added. This procedure should nor-
mally provide sufficient mixing. Failure to
achieve adequate mixing will result in pre-
mature filter plugging by slugs of undiluted
lube oil.
3. Filter or centrifuge used oil prior to putting it
in the fuel tanks to prevent premature fuel
filter plugging or accelerated wear or plug-
ging of fuel system parts. Soot, dirt, metal,
and residue particles larger than 5 microns
should be removed by this process. If filter-
ing or centrifuging is not used prior to adding
the oil to the fuel, primary filters with
5 microns capability must be located between
the fuel supply and engine. These will require
frequent servicing.
4. Clean handling techniques of the used crank-
case oils are essential to prevent introducing
contaminants from outside sources into the
diesel fuel supply. Care must be taken in col-
lecting, storing, and transporting the used
crankcase oil to the diesel fuel tanks.
Diesel fuel day tank sight glasses may become
blackened in time due to the carbon content in
the crankcase oil. Ash content of the lube oil
added to the fuel may also cause more rapid
accumulation of turbocharger and valve deposits
than normal.
Crude Oil Fuel System
Where economics justify or where limited fuel sup-
plies necessitate, crude oil and heavier fuels (i.e.,
distillate-residual blends) can be permissible fuels
for Caterpillar 3500 Series low speed Engines.
Caterpillar does not recommend using any of the
heavier fractions such as residuals or bottoms.
Residual fuels or blended fuels with high (above
20%) percentages of residuals are unsuitable
because they have a high viscosity range, low igni-
tion quality and vanadium and sodium contents
LEBW1414-00 148
that shorten engine life. Such fuels may cause
high wear rates in the fuel system, on the piston
rings, cylinder liners, and exhaust valves. Also, fil-
ter problems and deposits in the piston ringbelt
may be evidenced.
Special fuel pretreatment equipment may be
required and is available from suppliers of fuel
treatment equipment. Also, it may be essential
to start and stop the engine on a better quality,
ASTM No. 2-D type fuel to prevent plugging and
sticking fuel system components and to permit
satisfactory startability.
The same diesel power ratings may not always
apply for Caterpillar engines burning crude oil or
heavy fuels. Reasonable engine service life can
be achieved when proper procedures are fol-
lowed. However, the greater risks involved make
it good practice to include slightly higher than
normal maintenance costs when figuring the
overall economics to be gained.
A fuel analysis should be performed (see Fig-
ure 9.8.). Include a distillation curve. Operation
at light load is not recommended. On occasion,
operation at 50% load has reportedly caused
smoking.
PPM = parts per million
Figure 9.8
Crude Oil Chart
Fuel Properties and Characteristics Permissible Fuels as Delivered to the Fuel System
Cetane number or cetane index Minimum 35
(ASTM D613 or calculated index)
(PC Engines)
(DI Engines) Minimum 40
Water and sediment % volume (ASTM D1796) Maximum 0.5%
Pour point (ASTM D97) Minimum 10F (6C) below ambient temperature
Cloud point (ASTM D97) Not higher than ambient temperature
Sulfur (ASTM D2788 or D3605 or D1552) Maximum 0.5% See page 133 to adjust oil TBN
for higher sulfur content
Viscosity at 100F (38C) Minimum 1.4 cSt
(ASTM D445) Maximum 20 cSt
API gravity (ASTM D287) Maximum 45
Minimum 30
Specific gravity (ASTM D287) Minimum 0.8017
Maximum 0.875
Gasoline and naphtha fraction Maximum 35%
(fractions boiled off below 200C)
Kerosene and distillate fraction (fractions boiled off Minimum 30%
between 200C and cracking point)
Carbon residue (ramsbottom) (ASTM D524) Maximum 3.5%
Distillation 10% Maximum 540F (282C)
90% Maximum 716F (380F)
cracking % Minimum 60%
Distillation residue (ASTM D86, D158 or D285) Maximum 10%
Reid vapor pressure (ASTM D323) Maximum 20 psi (kPa)
Salt (ASTM D3230) Maximum 100 lb/1,000 barrels
Gums and Resins (ASTM D381) Maximum 10 mg/100 mL
Copper strip corrosion 3 hrs @ 100C (ASTM D130) Maximum No. 3
Flashpoint F C (ASTM D93) Maximum Must be legal limit
Ash % weight (ASTM D482) Maximum 0.1%
Aromatics % (ASTM D1319) Maximum 35%
Vanadium PPM (ASTM D2788 or D3605) Maximum 4 PPM
Sodium PPM (ASTM D2788 or D3605) Maximum 10 PPM
Nickel PPM (ASTM D2788 or D3605) Maximum 1 PPM
Aluminum PPM (ASTM D2788 or D3605) Maximum 1 PPM
Silicon (ASTM D2788 or D3605) Maximum 1 PPM
149 LEBW1414-00
Engines for crude fuel operation should be
equipped with higher temperature thermostats,
bypass centrifugal oil filter, and fuel injector
pushrod keepers.
Pretreatment of Crude Oils
First The crude may contain excessive
amounts of sediment and water that will require
removal before they get to the engine. This can
usually be accomplished with a settling tank,
Figure 9.9, a centrifuge or special filtering equip-
ment or a combination of these methods. The
crude may also contain solid particles of wax at
ambient temperature that would plug the filters
rapidly. It is impractical to try to remove the wax,
but the crude can be heated sufficiently to dis-
solve it. The amount of heat needed will vary from
one crude to another and will, therefore, have to
be determined in each situation. Frequently,
jacket-water heated fuel filters, available from
fuel equipment suppliers, are adequate. If not, an
external heating system will be necessary.
Second The crude oil must not have too high
a viscosity. For maximum life and minimum
maintenance of the fuel pumping and injection
systems, the viscosity of the crude oil in these
systems should be within 1.4 to 20 cSt at 100F
(38C). If the crudes natural viscosity is higher
than this, it may be heated or diluted to reduce it.
The degree of heating required will vary from one
crude to another and will have to be estab-
lished in each case. Another method of reducing
viscosity is to blend the original crude with a suf-
ficient amount of lighter distillate material. Again,
the blending proportions would have to be
determined for each crude.
Third The crude must have a cetane number
of at least 40. This brings its distillation charac-
teristics into the picture. The cetane number
should be determined by actual engine test
because calculated numbers of crude oils are
unreliable.
The cetane number of a crude is a function of its
composition. Crude is generally subdivided into
fractions by boiling temperatures. The combina-
tion of the gasoline and naphtha fractions, which
have low cetane numbers, should not exceed
35% of the total crude. The kerosene, distillate
and gas oil fractions combined should make up
at least 30% of the total because they have high
cetane numbers.
Fourth Another problem created by highly
volatile crudes (low initial boiling points) is vapor
locking of the fuel system. This situation can be
handled by an air eliminator. This, in some cases,
can be an ordinary float-type steam trap inverted,
but it should be made of corrosion-resistant
materials. It should be located after the auxiliary
filters. If the engine is stopped occasionally and
allowed to cool, coagulation may build up in this
vapor trap and cause it to be inoperative.
Fifth The proper oil change recommendation
must be made in each case. Many crude oils con-
tain large amounts of material that accelerate
lube oil deterioration. For this reason, the stan-
dard change period with recommended oils
should be reduced one-half. From this point, the
length of change period with crude is determined
by sulfur content the same as with distillate fuels.
With 0.4-1.0% sulfur, the change period should
again be reduced one-half. When sulfur content
exceeds 1.0%, still further reduction is recom-
mended. In many cases, it may be desirable to
install a larger capacity lube oil system to avoid
short oil changes.
Crude Oil Settling Tanks
A great deal of sludge can be removed from
crude oil by proper settling. A recommended set-
tling system consists of two cone-bottomed
tanks, Figure 9.9, each holding a little more than
four days usable supply of fuel. Sludge in the bot-
tom third is discarded before refilling. The tanks
must be housed in a heated building, and each fit-
ted with heating coils. Immediately after filling,
hot water is circulated through the heating coil
until the tank is heated to 100F (38C). The heat
is then shut off and the fuel allowed to settle
undisturbed for four days. During this time, fuel
is being used from a second tank. Temperature
inside the settling tank building should be main-
tained above 70F (21C), and the tanks must
be vented outside the building.
A two-day supply of diesel fuel should be main-
tained for emergency use and to start and stop
engine when the crude fuel is highly viscous or
heavy with paraffins.
LEBW1414-00 150
Figure 9.9
151 LEBW1414-00
Exhaust systems collect exhaust gases from
engine cylinders and discharge them as quickly
and silently as possible. A primary design con-
sideration of the exhaust system is to minimize
backpressure. Backpressure will indirectly raise
the exhaust temperature which will reduce exhaust
valve and turbocharger life. A well designed
exhaust system will have minimum backpressure.
All internal combustion engines generate heat as
a result of combustion. The temperatures in
Caterpillar engines combustion chambers can
reach 3,500F (1927C). 30% of this total heat
is expelled through exhaust.
For safety reasons an exhaust system must be
gas tight. It should also be insulated, shielded, or
isolated to avoid damage, injury, or distress from
exposure to, or contact with, its high tempera-
tures. Uninsulated exhausts greatly increase the
heat rejection into an enclosed engine room. To
prevent excessive engine room temperatures, the
exhaust system should be properly insulated.
CAUTION: Dry exhaust manifolds may require
guards when the work space makes it easier for
a person to fall against the exhaust system.
OSHA and other government bodies may have
regulations concerning this. The user is respon-
sible to provide such guards where required but
not factory supplied.
Flexible Connections
The exhaust pipe must be isolated from the
engine with flexible connections, Figure 10.1.
They should be installed as close to the engines
exhaust outlet as possible. A flexible exhaust con-
nection has three primary functions:
1. isolate the weight of the exhaust piping from
the engine. No more than 60 lbs (28 kg) of
exhaust piping weight should be supported
by 3400 and 3500 Series engines. The limit
is 25 lbs. (11.3 kg) on smaller engines.
2. relieve exhaust components of excessive
vibrational fatigue stresses;
3. allow for relative shifting between reference
points on engine exhaust components. This
shifting has numerous causes. It may result
from expansion and contraction of compo-
nents due to temperature changes or by slow
but continual creep processes that take place
throughout the life of any structure.
In order to take care of vibratory stresses, soft-
ness or flexibility of the flexible connection is of
prime concern. The connector must have high
fatigue life to withstand normal stresses for indef-
inite periods. Softness prevents transmission of
vibration beyond the connection. Resistance to
fatigue keeps it from breaking under vibratory or
recycling stresses.
Optional Caterpillar flexible exhaust couplings
meet these requirements. See Figures 10.1 and
10.5. See Figures 10.3 and 10.4 for installation
limitations for these flexible connections.
On land rigs, exhaust piping or muffler should
not be supported by brackets, etc., connected to
the engine, Figures 10.1, 10.5, 10.6.
Growth and shrinkage of the exhaust pipe must
be planned, otherwise it will create excessive
loads on exhaust piping and supporting struc-
ture. Long runs of dry exhaust pipes can be sub-
jected to very severe stresses from expansion
and contraction. From its cold state, a steel
exhaust pipe will expand about 0.0076 inch per
foot of pipe for each 100F rise of exhaust tem-
perature (0.11 mm/m for each 100C). This
amounts to about 0.65 inch expansion for each
10 feet of pipe from 100F to 950F (52 mm/m
per meter from 35C to 510C).
It is of utmost importance that flexible pipe, when
insulated, be insulated in such a way that the flex-
ible pipe can expand and contract freely within
the insulation. This generally requires either a
soft material or an insulated sleeve to encase the
flexible pipe.
Long runs of exhaust pipe should be divided into
sections having expansion joints between sec-
tions. Each section should be fixed at one end and
be allowed to expand at the other. Figure 10.7 illus-
trates methods for connecting exhaust systems.
EXHAUST SYSTEM
LEBW1414-00 152
Installation Limits of Bellows-Type Flexible Exhaust Fittings
A B C
Maximum Offset Maximum Compression MaximumExtension
Hose
Between Flanges From Free Length From Free Length
Diameter in. mm in. mm in. mm
8 & 12 in. 0.75 19.05 1.50 38.1 1.00 25.40
14 in. 0.75 19.05 3.00 76.2 1.00 25.40
18 in. 0.90 22.86 3.00 76.2 1.75 44.45
PROPER MUFFLER MOUNTING
Figure 10.1
Four (4) small straps can be tack-welded between
the two end flanges to hold the engine exhaust
flexible connection in a rigid position during
exhaust piping installation. This will prevent the
fitting from being installed in a flexed condition.
Attach a warning tag to the fitting noting that the
weld straps must be removed prior to starting the
engine.
For maximum durability, allow the flexible con-
nection to operate as close as possible to its free
state.
Figure 10.2
Flanges must
be parallel
Free length
L
A
B or C
L = 457 (457 mm I.D.)
Installation Limits of Flexible Metal Hose-Type Exhaust Fittings
A B C
Maximum Offset Maximum Compression MaximumExtension
Hose
Between Flanges From Free Length From Free Length
Diameter in. mm in. mm in. mm
4 & 5 in. 1.0 25.4 0.25 6.25 0.25 6.25
6 in. 1.5 38.1 0.25 6.25 0.25 6.25
Figure 10.3. Installation limits for bellows and flexible connections.
153 LEBW1414-00
Figure 10.4. Spring rates.
Piping
Physical characteristics of the equipment room on
offshore rigs determine exhaust system layouts.
Arrangements with minimum backpressures are
favored. Securely support pipes and rubber
dampers or springs installed in the exhaust pipe
bracing to isolate vibrations.
Piping must be designed with engine service in
mind. In many cases, an overhead crane will be
used to service the heavier engine components.
For both installation economy and operating effi-
ciency, engine location should make the exhaust
piping as short as possible with minimum bends
and restrictions. There should be a sleeve in wall
openings to absorb vibration and an expansion
joint(s) in the pipe to compensate for lengthways
thermal expansion or contraction.
Install piping with 9 in. (229 mm) minimum clear-
ance from combustible materials.
Exhaust heat must be discharged without caus-
ing discomfort to personnel or hazards to struc-
tures or equipment.
Extend exhaust stacks to avoid heat, fumes and
odors. Also, the exhaust pipes should not be in
close proximity to the air intake system for
the engine or the crankcase ventilation system.
Engine air cleaners, turbochargers, and after-
coolers clogged with exhaust products can cause
premature failures. Pipe outlets cut at 30 to 45
angles will reduce gas turbulence and noise. Rain
caps forced open by exhaust pressure will keep
water from entering.
Muffler placement greatly affects silencing abil-
ity. See Figure 10.8. Locating it near the engine
minimizes transmission of sound to the exhaust
piping. Higher exhaust temperatures near the
engine also reduces carbon buildup in the muf-
fler; a drain removes condensation.
During repowers, engine hp may be increased.
Larger mufflers and/or piping may be required.
Avoid sudden changes in diameter if existing
exhaust piping is retained. These act as orifices
and their pressure drop is hard to predict, but can
be very high.
Spring Rate for
Bellows-Type Flexible Fittings
Spring Rate Axial
Diameter lb/in. kN/m
8 in. 170 29.7
12 in. 194 33.9
14 in. 391 68.5
18 in. 110 19.3
EXHAUST SYSTEM
Figure 10.5
LEBW1414-00 154
EXHAUST SYSTEM
Figure 10.6
1. Engine exhaust outlet. 6. Anchor point for vertical run of pipe.
2. Flexible pipe connection. 6.
NOTE: Allowance for expansion must be made on either side of
3. Long sweep elbow. 6.
anchor. If muffler is used, it should be installed as section of pipe.
4. Longitudinal and lateral pipe support, fixing location of end pipe.
5. Lateral pipe support, allowing for longitudinal expansion. 7. Expansion sleeve with spray shield.
8. Condensate trap (removable for cleanout).
Figure 10.7
155 LEBW1414-00
Mufflers
For muffler location instructions see Figure 10.8.
Exhaust noise attenuation is best performed with
a quality muffler; however, attenuation charac-
teristics of a muffler are not the same for all fre-
quencies. Therefore, the effect of a given muffler
upon a naturally aspirated or a turbocharged
engine could be different. The effect of a given
muffler could be quite different if the engine runs
at two different speeds.The manufacturer must
be contacted for any specific muffling charac-
teristics. As an additional noise attenuation aid,
the exit opening of the exhaust pipe should be cut
at a 30 angle (0.52 rad), Figures 10.5 and 10.6.
Consult the TMI for engine exhaust noise data.
Figure 10.8
Spark arresting mufflers are available. These are
many times specified when the owner judges
them to be beneficial.
Mufflers are rated according to their degree of
silencing and commonly referred to by such terms
as residential or critical and supercritical.
Residential Suitable for industrial areas
where background noise level is relatively
high or for remote areas where partly muffled
noise is permissible.
Critical Reduces exhaust noise to an
acceptable level in localities where moderately
effective silencing is required such as
semi-residential areas where a moderate
background noise is always present.
Supercritical Provides maximum silenc-
ing for residential, hospital, school, hotel,
store, apartment building and other areas
where background noise level is low and gen-
erator set noise must be kept to a minimum.
At least 5 diameters of straight pipe upstream of
the muffler and 2.5 diameters downstream are
required to minimize turbulence and backpressure.
Piping
Combined engine exhaust systems can allow
operating engines to force exhaust gases into
engines which are not operating. This is not an
acceptable installation practice.
Recirculated exhaust gas will cause several prob-
lems. Gas will condense an appreciable amount
of water which can cause engine damage. Also,
soot can clog the turbocharger, aftercooler, or
plug air cleaner elements.
Use of an exhaust isolating valve has not been
successful. Deterioration at exhaust temperatures
tends to be high plus soot buildup causes the
valve to leak. If the valve is not gas tight, it is
ineffective.
Check that generator power and control cables
are not mounted too close to the exhaust.
When moving a land-rig engine, exhaust outlets
should face opposite forward movement. If headed
forward, the turbocharger could rotate from the
air forced into it, resulting in engine failure shortly
after spudding the next well.
Rain Protection
The exhaust end should be sloped and the pipe
end angled to prevent water entering the pipe.
Alternatively, some form of rain cap should be
fitted to the vertical exhaust system.
Cleanliness
Install an identifiable blanking plate to prevent
debris from falling into the turbocharger during
installation. The Caterpillar shipping cover can
be used for this purpose. Install it directly on top
of the turbine housing. Attach a warning tag to
the plate indicating it must be removed prior to
starting the engine.
LEBW1414-00 156
Slobber
Extended engine operation at no load or lightly
loaded conditions (less than 15% load) may
result in exhaust manifold slobber. Exhaust man-
ifold slobber is the black oily fluid than can leak
from exhaust system joints. The presence of
exhaust manifold slobber does not necessarily
indicate an engine problem. Engines are designed
to operate at loaded conditions.
At no load or lightly loaded conditions, the seal-
ing capability function of some integral engine
components may be adversely affected. Exhaust
manifold slobber is not usually harmful to the
engine; the results can be unsightly and objec-
tionable in some cases.
Exhaust manifold slobber consists of fuel and/or
oil mixed with soot from the inside of the exhaust
manifold. Common sources of oil slobber are
worn valve guides, worn piston rings, worn turbo-
charger seals or light load poor combustion. Fuel
slobber usually occurs with combustion problems.
A normally operating engine should be expected
to run for at least one hour at light loads without
significant slobber. Some engines may run for as
long as three, four or more hours before slob-
bering. However, all engines will eventually slob-
ber if run at light loads. External signs of slobber
will be evident unless the exhaust system is com-
pletely sealed.
If extended idle or slight load periods of engine
operation are mandatory, the objectionable effect
of the engine slobber can be avoided by loading
the engine to at least 30% load for approximately
ten minutes every four hours. This will remove
any fluids that have accumulated in the exhaust
manifold. To minimize exhaust manifold slobber,
it is important that the engine is correctly sized for
each application.
Exhaust Gas Recirculation
Exhaust stacks must be designed so engine
exhaust is discharged high enough and in a direc-
tion to keep it clear of air turbulence and eddy
currents created by wind, radiators, and the rigs
fresh air supply system. Engine air cleaners, tur-
bochargers, and aftercoolers clogged with
exhaust products will cause engine failures,
Figures 10.5 and 10.6.
Exhaust Backpressure
Backpressure limits recommended are 27 in.
(685 mm and 6.7 kPa) of water for turbocharged
engines and 34 in. (865 mm and 8.5 kPa) of
water for naturally aspirated engines, measured
at the fitting in the exhaust elbow provided for
this purpose. There is no minimum backpressure
requirement.
To avoid excessive exhaust temperature, loss of
power, increased fuel consumption, and soot
from incomplete combustion caused by back-
pressure, a method of approximating the back-
pressure of the system in the design phase is
provided. (See Exhaust Backpressure Calcula-
tion Worksheet, Figure 10.10). Figure 10.9 con-
tains the data required to calculate exhaust
backpressure. The chart is calculated with an
exhaust temperature of 900F (482C). This
should be increased/decreased 7% for every
100F/55C increase/decrease from 900F
(482C).
To ensure the above limits are not exceeded dur-
ing operation, it is recommended the design limit
be one-half of the above backpressure limits.
Pressure drop includes losses due to piping, muf-
fler, and rain cap, and is measured in a straight
length of pipe 3 to 5 diameters from the last tran-
sition change after the turbocharger outlet. The
backpressure should be measured as close to the
engine as possible.
157 LEBW1414-00
Figure 10.9
2,000
(3320)
4,000
(6640)
6,000
(9960)
8,000
(13 280)
10,000
(16 660)
12,000
(19 920)
0
.04
(1)
.08
(2)
P
R
E
S
S
U
R
E
D
R
O
P
P
E
R
F
O
O
T
(
M
E
T
E
R
)
O
F
S
T
R
A
I
G
H
T
P
I
P
E
A
T
9
0
0
F
(
4
8
2
C
)
EXHAUST FLOW (CFM/m
3
H)
NOTE: With 800F (427C), pressure drop increases 7%.
16" (400 m
m
) dia
1
4
" (3
5
0
m
m
) d
ia
1
2
"
(
3
0
0
m
m
)
d
ia
1
0
"
(
2
5
0
m
m
)
d
i
a
8
"
(
2
0
0
m
m
)
d
i
a
6
"
(
1
5
0
m
m
)
d
i
a
5
"
(
1
2
5
m
m
)
d
i
a
4
"
(
1
0
0
m
m
)
d
i
a
LEBW1414-00 158
EXHAUST BACKPRESSURE CALCULATION WORKSHEET
General Data
Calculation for Backpressure:
I. Straight Pipe Resistance
Total Length of Straight
Sections of Exhaust Pipe Pressure Drop Resistance
_______________ ft. (m) X _______________ inch H2O/ft = _______________ inch of H2O
:______________ (mm H2O/m) :______________ (mm of H2O)
II. Elbow Resistance
Inside Diameter of Elbows Quantity of Elbows Equivalent Length
____________ in. (mm) X _________ std. 90 X 2.75 (0.033) = _____ ft. (mm)
____________ in. (mm) X _________ long sweep 90 X 1.67 (0.02) = _____ ft. (mm)
____________ in. (mm) X _________ 45elbow X 1.25 (0.015) = _____ ft. (mm)
____________ in. (mm) X _________ square elbow X 5.50 (0.066) = _____ ft. (mm)
Total Equivalent Length _____________________ ft. (mm)
Pressure Drop Total Equivalent Length Resistance
_______________ inch H2O/ft X _______________ ft. (m) = _______________ inch of H2O
:______________ (mm H2O/m) :______________ (mm of H2O)
III. Muffler Resistance
Obtain from manufacturer; based on muffler data and exhaust Resistance
flow data.
_______________ inch of H2O
:______________ (mm of H2O)
IV. Total Exhaust System Resistance
Straight Pipe Resistance Elbow Resistance Muffler Resistance System Resistance
+ + = inch of H2O*
(mm of H
2O)
NOTE: Use additional pages for each pipe size. *kPa = inch of H2O X 0.249
Figure 10.10
Engine Model __________________________________
Power: ________________ HP @ _____________ RPM
PIPE DATA
Exh. Pipe Inside Diameter _______________ in. (mm)
Pressure Drop ____________________ inch H2O/ft
(mm H2O/m)
(See Figure 9.9)
EXHAUST FLOW DATA
__________________________________ CFM (m
3
/HR)
________________________________ lbs/min (kg/min)
__________________________________ F (C) Stack
(See TMI or Engine Performance book)
MUFFLER DATA
Manufacturer _________________________________
Model _____________________________________
Muffler Pipe Connection
Size _________________________________ in. (mm)
159 LEBW1414-00
Engine Room Ventilation
Engine room ventilation must accomplish two
things:
1. Provide an environment which permits the
machinery and equipment to function prop-
erly with dependable service life.
2. Provide an environment in which person-
nel can work comfortably and, therefore,
effectively.
An engine not enclosed does not present venti-
lation problems; therefore, this discussion applies
to engine rooms only.
About five percent of fuel consumed by an engine
is lost as heat radiated to the surrounding air. In
addition, heat from generator inefficiencies and
exhaust piping can easily equal engine radiated
heat. Any resulting elevated temperatures in
the engine room may adversely affect mainte-
nance personnel, switchgear, and generator set
performance.
General Information
There are three aspects to ventilation:
Ventilation Air
The flow of air required to carry away the radiated
heat of the engine(s) and other engine room
machinery.
Combustion Air
The flow of air required to burn the fuel in the
engine.
Crankcase Fumes Disposal
The crankcase fumes of the engine must be
either ingested by the engine or piped out of the
engine room.
Engine Room Temperature
A properly designed engine room ventilation sys-
tem will maintain engine room air temperatures
within 15F (9C) above the ambient air tem-
perature (ambient air temperature refers to the
air temperature surrounding the vessel). In gen-
eral, engine room temperature should not exceed
120F (49C).
Offshore Rig Ventilation
In modern offshore installations, natural draft ven-
tilation is too bulky for practical consideration.
Adequate quantities of fresh air are best supplied
by powered (fan-assisted) systems.
Correct routing of ventilation air is vital. Without
it, air flow will not adequately maintain comfort-
able engine room temperatures.
All engine room radiated heat is eventually
absorbed by engine room surfaces. Some is
transferred to the air or water through the enclo-
sure. The remainder must be carried away by a
flow of cool ventilating air which picks up the heat
through contact with these surfaces.
Ventilating systems must be designed to provide
safe working temperatures and adequate air flow
for machinery, equipment, and personnel at all
times, but especially when the rigs hatches are
closed for bad weather operations.
For personal comfort, air movement of at least
five feet per second should be maintained in
working area adjacent to sources of heat or where
air temperature exceeds 100F (38C).
Long runs of hot, uninsulated exhaust pipe can
dissipate more heat into an engine room than all
machinery surfaces combined. It is, therefore,
important to completely insulate the exhaust sys-
tem within the engine rooms work area. Hot
pipes and other hot surfaces within the engine
room should also be insulated if localized high
air temperatures are created because of them.
CAUTION: When refrigeration equipment is
installed within engine room space, ensure its
location is such that any refrigerant leakage will
not be drawn into the engines combustion air.
Severe engine damage will occur if refrigerants,
such as Freon or ammonia, get drawn into the
engines air intake system. Locating refrigerant
compressors near an engine room air discharge
area is appropriate.
Offshore Rig Ventilation Systems
Recommended ventilating systems are described
below:
1. Bring outside air into the engine room through
a system of ducts. These ducts should be
routed between engines, at floor level, and
AIR INTAKE SYSTEMS
LEBW1414-00 160
discharge air up at the engines and genera-
tors. The most economical method is to use
the service platform built up around the
engines as the top of this duct, Figure 11.1
Type 1.
This requires the service platform to be con-
structed of solid, nonskid plate rather than
perforated or expanded grating. The duct
outlet will be the clearance between the deck-
ing and oilfield base.
Ventilation air discharge fans should be
mounted or ducted at the highest point in the
engine room. They should be directly over
heat sources.
This system provides the best ventilation with
the least amount of air required. In addition,
the upward flow of air around the engine
serves as a shield which minimizes the
amount of heat released into the engine
room. Air temperature in the air discharge
duct will be higher than engine room air
temperature.
If System No. 1 is not feasible, the following
method is recommended:
2. Bring outside air into the engine room as far
away as practical from heat sources, utiliz-
ing fans or large intake ducts. Discharge this
air into the engine room as low as possible,
Figure 11.2 Type 2.
Allow air to flow across the engine room from
the cool air entry point(s) toward sources of
engine heat such as the engine, exposed
exhaust components, generators, or other
large sources of heat.
Ventilation air discharge fans should be
mounted or ducted at the highest point in the
engine room. They should be directly over
heat sources.
Engine heat will be dissipated with this sys-
tem, but a certain amount of heat will still
radiate and heat up all adjacent engine room
surfaces.
If the air is not properly routed, it will rise to
the ceiling before it gets to the engines,
Figures 11.3 A and B.
This system will work only where the air inlets
circulate the air between the engines. Air
inlets located at the end of the engine room
will provide adequate ventilation to only the
engine closest to the inlet. Figure 11.3 B
shows this incorrect system.
3. If System 1 or 2 is not feasible, the following
method can be used; however, it provides the
least efficient ventilation.
Bring outside air into the engine room and
discharge it directly down on the engines with
inlet fans, Figure 11.4 Type 3.
VENTILATION TYPE 1
Figure 11.1
161 LEBW1414-00
Ventilation exhaust fans should be mounted
or ducted from the corners of the engine room.
This system mixes the hottest air in the
engine room with the incoming cool air, rais-
ing the temperature of all air in the engine
room. It also interferes with the natural con-
vection flow of hot air rising to exhaust fans.
Engine rooms can be ventilated this way, but
it requires extra large capacity ventilating fans.
VENTILATION TYPE 2
Figure 11.2
INCORRECT VENTILATION
Figure 11.3A
LEBW1414-00 162
INCORRECT AIR FLOW
Figure 11.3B
Air Quantity Required for Ventilation
A method of calculating the quantity of air
needed to reach any predetermined temperature
in the engine room is determined by the follow-
ing formulas:
It is recommended the engine room temperature
should generally be less than 100F (38C).
Engine room work areas temperature should not
exceed 120F (49C). Where ambient tempera-
tures exceed these values, Tr should be main-
tained at 15F (9C).
1. For use with ventilating flow System 1,
Figure 11.1
C = + Ca (English)
C = + Ca (Metric)
C = cfm (m
3
/hr) ventilating air required
He = Engine heat (Btu/min or kW) released
to engine room per engine at maximum
desired engine room temperature,
Figure 11.5.
Ha = Auxiliary or driven equipment heat
(Btu/min or kW) released to engine
room per each power module. If exact
heat rejection data is not available,
an estimated value is one-third of
the engine heat rejection for each
generator.
W = Density (lbs/ft
3
or kg/m
3
) of air at max-
imum outside ambient temperature,
Figure 11.6.
Tr = Maximum desired temperature rise (F
or C) from outside ambient tempera-
ture to air temperature in engine room.
He + Ha
0.00168 WTr
He + Ha
1.4 WTr
POWER UNIT
POWER UNIT
POWER UNIT
NO AIR
BETWEEN
ENGINE
VENTILATION TYPE 3
Figure 11.4
163 LEBW1414-00
Ca = Combustion air requirements of engine,
refer to TMI or Engine Performance
book.
2. For use with ventilating System 2, Figure 11.2
C = + Ca (English)
C = + Ca (Metric)
3. For use with ventilating System 3, Figure 11.4
C = + Ca (English)
C = + Ca (Metric)
Radiator Cooled Engines
Engine driven blower fans on Caterpillar radiators
have an air flow in excess of that required for
engine room ventilation.
Radiator cooling fans are sensitive to air flow
restriction. Restriction in either inlet or outlet duct-
ing should generally be less than 0.5 in. H
2O
(0.13 kPa). The radiator supplier should be con-
tacted for the exact value.
Emergency/Standby Generator Set Ventilation
Emergency/Standby generator sets are normally
radiator cooled. The following additional guide-
lines should be followed:
Radiator air inlet and outlet ports should each be
at least 1.25 times the radiator frontal area.
Resistance of louvers should be considered when
calculating air flow restriction on the radiator fan.
Additionally, these ports must be so arranged or
deflected so air recirculation does not occur. The
engine exhaust outlet must be arranged so
exhaust gas does not recirculate into the radia-
tor air inlet.
If ventilation ports of the engine room are covered
by watertight doors, it is recommended the engine
air cleaner be ducted outside of the engine room.
Otherwise, starting of the engine with the doors
closed will result in a vacuum in the engine room.
Total duct air flow restriction, including air clean-
ers, should not exceed 10 in. (2.49 kPa) of water
measured while the engine is producing full rated
power. It is good design practice to design com-
bustion air ducts to give the lowest practical restric-
tion to air flow, since this will result in longer times
between filter element service or replacement.
He + Ha
0.00048 WTr
He + Ha
0.4 WTr
He + Ha
0.00084 WTr
He + Ha
0.7 WTr
Figure 11.5
Figure 11.6
Density of Air at Various Temperatures
F/C lb./cu. ft. (kg/m
3
) F (C) lb./cu. ft. (kg/m
3
)
0/18 0.086 (1.38) 70 (21) 0.075 (1.20)
10/12 0.084 (1.35) 80 (27) 0.074 (1.18)
20/7 0.083 (1.33) 90 (32) 0.072 (1.15)
30/1 0.081 (1.30) 100 (38) 0.071 (1.14)
40/4 0.079 (1.27) 110 (43) 0.070 (1.12)
50/10 0.078 (1.25) 120 (49) 0.068 (1.09)
60/16 0.076 (1.22) 130 (54) 0.067 (1.07)
Heat Rejection to Atmosphere
Btu/min. (kW) Rejection at Various Engine Room Ambient Temperatures
Consult TMI for Actual Values
Engine Model 85F/29C 100F/38C 115F/46C
3304 910 (16) 775 (14) 637 (11)
3306 1375 (24) 1170 (21) 963 (17)
3406 2100 (37) 1785 (31) 1470 (26)
3408 3900 (68) 3300 (58) 2730 (48)
3412 4200 (73) 3570 (62) 2940 (51)
3508 5100 (90) 4350 (77) 3600 (63)
3512 7690 (135) 6550 (115) 5390 (95)
3516 10,200 (180) 8660 (152) 7100 (125)
LEBW1414-00 164
Combustion air duct velocity should not exceed
2,000 ft./min. (610 m/min). Higher velocities will
cause unacceptable noise levels and excessive
flow restriction.
EMERGENCY GEN SET OR
PRODUCTION POWER HOUSE
Figure 11.7
Land SCR Rig Ventilation Systems
Land SCR rig engines equipped with suction or
blower fan radiators have an air flow in excess of
that required for recommended engine ventila-
tion. As long as radiator air flow is not obstructed,
no further ventilation requirements are needed.
Land rig engine installations with remote radia-
tors or vertical discharge radiators should be
inspected to determine if sufficient engine ven-
tilation is provided.
Figure 11.8 illustrates a land rig installation where
ventilation should be considered. Natural draft
ventilation is almost completely blocked by roofs,
SCR house, tool room, and vertical discharge radi-
ators. Warm weather operation may result in unac-
ceptable engine and generator temperatures.
LAND RIG ENGINES REQUIRING VENTILATION
Figure 11.8
Figure 11.9 shows an engine room designed to
provide a combination of ventilation and engine/
generator air inlet ducting.
Ventilation is provided by the air discharged from
the generator. In warm weather, the air source
valve is positioned to provide outside air to the
generator ventilation air inlet. Air discharged from
the generator exits through the roof vent door
and open rear of base, providing engine ventila-
tion as a secondary result.
Figure 11.9
165 LEBW1414-00
In cold weather, the air source valve will be posi-
tioned to provide partial or total generator venti-
lation air from within engine room.
If doors are added to rear of base, make sure that
total enclosure is not airtight. This prevents pres-
surizing engine room (reducing generator venti-
lation air flow) when doors are closed and air
source valve is positioned to provide outside air
to generator.
An air duct size of 2.0 sq. ft. (0.19 m
2
) is ade-
quate for 3508, 3512, and 3516s on up to 40 ft.
(12.2 m) bases. The ducting to the air cleaners
from air source valve can match the sizes of the
optional air cleaner inlet rectangular adapters.
Combustion Air Intake
A diesel engine uses large quantities of air for
combustion and requires that air enter its intake
system with minimum restriction. Normal require-
ments for combustion will fall very close to
2.5 cfm (0.07 m
3
/min) per bhp for a Caterpillar
Diesel Engine. High intake air temperature or
high intake restriction raises engine exhaust tem-
perature. Engine damage may result.
The air cleaner service indicator is actuated when
the restriction reaches 30 in. H
2O (762 mm and
7.5 kPa). Above this value, engine performance
begins to be noticeably affected. This restriction
also includes any air inlet piping pressure drop.
Thus, air inlet duct restriction should be held to
a minimum to prevent undue shortening of the air
cleaner service intervals. An air intake duct
restriction of less than 3 in. (76 mm and 0.75 kPa)
H
2O is suggested.
Air entering the engine air cleaners should not
be more than 10F (5.6C) above ambient air
temperature. If it is not practical to design the
engine room ventilation system to allow air with
10F (5.6C) or less temperature rise to reach
engine air intakes directly, it is advisable to run
ducts from air cleaners to points where fresh, cool
air enters the engine room.
Combustion air inlet ducting, if used, should be
so placed that it is in the path of the cool air
inflow. It should not be directly in front of the air
intake ducts or close enough to allow salt spray
or mist entering the engine room to enter engine
intake ducts. Presence of salt in the intake air can
damage an engine. Its presence in any significant
quantity should be carefully avoided.
Wire-reinforced, flexible hose must not be used
as ductwork since it is susceptible to abrasion
and abuse.
Figures 11.10 and 11.11 suggest ways of arrang-
ing air intakes to take full advantage of the engine
rooms ventilating system. The air inlet must
be located so exhaust fumes do not enter the
engine. These fumes cause premature plugging
of air cleaner elements and reduce combustion
efficiency.
On land rigs, also see Section Land Rig Ventila-
tion Systems.
Air Cleaners
The standard Caterpillar petroleum engine
arrangements include dry paper, element-type
air cleaners, Figure 2.10. (A dry paper element
is the only type air cleaner which may be used.)
Figure 11.10 Figure 10.11
ENGINE ROOM AIR FLOW
1. Engine 5. Ventilating cold air vertical stack-type discharge
2. Air cleaner with duct connection 6. Ventilating cold air peripheral slotted
3. Intake air duct 6. duct-type discharge
4. Ventilating cold air intake 7. Engine intake air pickup
LEBW1414-00 166
Their filtration efficiency exceeds 99%, providing
good protection to the engine.
Pressure drop across a typical air cleaner will be
6.0 in. H
2O (1.5 kPa) when clean. The on-engine
piping system might typically add another
3.0 in. H
2O (0.75 kPa) pressure drop.
Soot filters are included with electric drill rig
engines. Soot filters extend the dry paper ele-
ment life and reusability by catching the major-
ity of oily, sooty deposits which would plug the
dry paper element.
Heavy-duty air cleaners are recommended for
desert or dusty atmosphere, Figure 11.12. Heavy-
duty air cleaners have a mechanical precleaning
section that lengthens the air cleaner life under
dusty conditions. Check that the additional size
of heavy-duty air cleaners do not cause physical
interference with other equipment.
Heavy-duty air cleaners with exhaust-powered
dust ejectors are available on 3400 Series and
smaller engines. No changes should be made to
exhaust system, such as adding mufflers, because
they reduce or nullify dust ejector efficiency.
Oil bath and oil-soaked screen-type air cleaners
are not acceptable since filtration efficiency rarely
exceeds 95%. There is the constant danger of
improper servicing resulting in even lower filtra-
tion efficiency or oil carryover into the engine air
intake system. Oil carryover causes aftercooler
plugging and possible turbocharger failure due
to increased exhaust temperatures.
Figure 11.12
CAUTION: Under no circumstances should the
engines be operated without air cleaners.
The air inlet should be shielded against direct
entrance of rain or show. The most common
practice is to provide a cap or inlet hood which
incorporates a coarse screen to keep out large
objects. This cap should be designed to keep air
flow restriction to a minimum. Some users have
piped to a front air intake location which gives a
direct air inlet and an internal means of achiev-
ing water separation.
Precleaners and prescreeners incorporated into
the intake cap design are also available. They
can be used where special conditions prevail or
to increase the air cleaner service life. These
devices can remove 70% to 80% of the dirt. The
prescreener is designed to protect the inlet sys-
tem when trash is encountered.
Ducting for Remote Air Cleaners
Ducting: Ducting should be constructed of
formed steel or aluminum tubing. Elbows may
be of these materials or molded rubber. Where
vibration could present a fatigue problem, hump-
type connections of rubber or other flexible syn-
thetic material must be used. The hump-type joint
allows vibration isolation as well as minor mis-
alignment due to manufacturing tolerances and
engine or air cleaner movement.
Piping diameter should be equal to or larger than
the air cleaner inlet and outlet and the engine
air inlet. A rough guide for pipe size selection
would be to keep maximum air velocity in the
piping in the 2,000 fpm to 3,000 fpm (10 m/s to
15 m/s) range.
Consideration must be given to wall thickness of
metallic components to ensure the clamp load
of rubber joints will not deform piping. Sealing
surfaces must be smooth to ensure proper fit
and achieve a good airtight seal with mating
parts. Fiberglass and molded plastic elbows are
acceptable if they have sufficient strength to
accept clamping loads and provide airtight leak
proof ducting.
Remote-Mounted Air Cleaners
Air Inlet: CAUTION: When air cleaners are
remote-mounted and air is piped to the turbo-
charger inlet, care must be taken to ensure air
flow is introduced uniformly into the turbocharger
compressor. Air striking the compressor wheel
167 LEBW1414-00
at an angle can result in pulsations causing pre-
mature failure. Air flow must enter the turbo-
charger through a smooth, straight pipe. Allow
at least 2 in. of pipe (51 mm) between the point
of attachment to the turbocharger and the bend
radius center point, Figure 11.13.
Figure 11.13
When fabricated elbows are required, they should
be constructed of sections not exceeding 15
(0.1745 rad) to allow a smooth flow of inlet air.
To protect turbocharger components, care must
be taken to remove all welding slag and splatter
from the inside surface.
When rubber elbows or joints are used, they
should always be double clamped. T bolt type
clamps providing 360 seal are recommended
because of their higher clamping load capability.
CAUTION: When using rubber or synthetic
elbows or joints, review location to ensure that
temperatures do not exceed the capability of
the material.
Where there is a width restriction, a plenum
chamber can be fabricated as a space saver,
Figure 11.14.
Figure 11.14
LEBW1414-00 168
Normal combustion pressures of an internal com-
bustion engine cause a certain amount of blowby
past piston rings into the crankcase. To prevent
pressure buildup within the crankcase, vent tubes
are provided to allow gas to escape.
Caterpillar does not recommend venting crank-
case fumes into the engine room. Fumes will clog
air filters and increase air inlet temperature with
resulting engine damage. They can also cause
problems with electrical equipment.
Crankcase fumes should be discharged through
venting systems to atmosphere. A separate vent
line for each engine is required.
Crankcase fumes vent pipes must be large
enough to minimize backpressure. If the equiv-
alent length of straight pipe is equal to 20 ft.
(6.1 m) or less, the size used for the fumes out-
let on the engine will be satisfactory. For lengths
greater than 20 ft. (6.1 m) use the next larger
size pipe. As a general rule, the 3508, 3512, and
3516 Engines require a 2 in. (50 mm) I.D.
crankcase fumes disposal line. Over 100 ft. of
length (30.5 m), a 3 in. (75 mm) I.D. crankcase
fumes disposal line is used.
Loops or low spots in a crankcase vent pipe must
be avoided to prevent condensation in the pipe
and restriction of normal discharge of fumes.
Where horizontal runs are required, install the pipe
with a gradual slope from engine (1/2 in. per ft.
[41.7 mm/m]), Figure 12.1.
All offshore rigs should have crankcase venting
systems. Land rigs with engine driven blower
fans, generators driven off the front of the engine,
or cold weather enclosures should also have
crankcase fumes venting systems, Figure 12.2.
Crankcase fumes must not be discharged into
air ventilating ducts or exhaust pipes. They will
become coated with oily deposits creating a fire
hazard.
The crankcase pipe should vent directly to the
atmosphere and be so directed that rain or spray
cannot enter and run back into the engine.
Figure 12.2
CRANKCASE VENTILATION
Figure 12.1
169 LEBW1414-00
To minimize the amount of oil discharge through
the vent pipe, a drip collector with drain may be
installed near the engine, Figure 12.3.
Under no circumstances should crankcase pres-
sure vary more than 1 in. (25.4 mm) of water from
ambient barometric pressure. Higher crankcase
pressures will tend to worsen any existing oil
leaks. Measurement should be made with engine
at 180200F (6879C) at engine dipstick.
Figure 12.3
LEBW1414-00 170
Figure 12.4 illustrates a powered fumes disposal
system. The valves with each engine should be
adjusted to provide no more than 1 in. (25.4 mm)
of water column crankcase vacuum. Adjust valves
with only one engine operating. Fan capacity pro-
vides a 4:1 dilution of fumes volume. A backup
fan should be available.
A damper could be placed at the end of the
manifold at the cleanout port and set to provide
1 in. H
2O (25.4 mm H2O) vacuum in engine
crankcase instead of bleed valve at each engine.
Figure 12.4
171 LEBW1414-00
DC drives are used on some older electric drill
rigs. The following information is useful when con-
sidering repowers on these rigs.
DC drives consist of an engine, DC generator,
DC motor, and control equipment. Under certain
conditions, the DC motor can become a gener-
ator and drive the engine-driven generator as a
motor, preventing safety shutoffs from stopping
the engine. This can occur when two generators
are paralleled on a drawworks motor or when two
engines are driving each of two motors on a mud
pump or drawworks.
To protect against these possibilities, the engine
must be equipped with low oil pressure, high
water temperature, and overspeed switches con-
nected to the DC control system generator exci-
tation cutout section. One set of contactors is
sufficient regardless of the number of DC gener-
ators driven per engine, Figure 13.1.
DC POWER SYSTEMS CONTROLS
Figure 13.1
HIGH WATER
TEMPERATURE
LOW OIL
PRESSURE
LEBW1414-00 172
When tripping pipe in or out of the hole, regen-
erative power surges can occur as the traveling
block nears the crown block. These power surges
drive the generator and engine above the engine
governed speed (overrun).
Regenerative power surges can cause nuisance
tripping of the engine overspeed device. Overrun
can be kept below the engine overspeed shutoff
setting by controlling the rate of drop-off of DC
generator excitation. The rate of excitation drop-
off should be spread over as much as five sec-
onds to minimize this power surge.
It is recommended that a separate engine be
operated for each drawworks motor. This pro-
vides more engine frictional hp to help resist these
power surges during tripping.
To conserve fuel and increase engine life, the
drillers console controls can be equipped to sig-
nal the air actuated governor to return to low
speed when the generators on that engine arent
being used, Figure 13.2.
Figure 13.2
173 LEBW1414-00
The following items, normally supplied by oth-
ers, are not all-inclusive but generally have an
influence on engine operation.
Voltage Regulators
Operation characteristics of voltage regulators
affect engine performance when the AC loads
are dominant, such as jacking an offshore rig or
during load bank testing. The DC load controls
(SCR modules) include DC excitation controls
that are adjusted to match load application to
engine capability.
Where the AC loads can be dominant, Caterpillar
recommends the volts-per-hertz type regulator
rather than the constant voltage type. When run-
ning at rated speed, there is no difference in oper-
ating characteristics of the two types of voltage
regulators; however, during overload conditions,
the constant voltage type tends to stall the engine
while the volts-per-hertz regulator allows the
engine to lug. Because of this characteristic, con-
stant voltage regulators are sometimes referred
to as hard regulators.
A hard regulator maintains constant voltage as
generator frequency varies. When an engine is
subject to an overload, it begins to slow down.
Constant line voltage keeps the electrical load
above the engines capability, and the engine
generally will not recover. Thus, the constant
voltage regulator works against the engine and
prevents engine recovery.
The volts-per-hertz regulator maintains a voltage
level proportional to frequency. Thus, as the
engine slows down due to an overload, reduction
in generator voltage reduces electrical load. This
assists engine recovery. An engine-generator set
equipped with a volts-per-hertz regulator can also
pick up larger block loads with a smaller fre-
quency dip.
Parallel operation requires the generators to be
equipped with either a voltage droop or cross-
current compensation system. A voltage droop
system is standard on the optional Caterpillar
voltage regulators.
Voltage droop or cross-current compensation
systems must operate effectively, particularly on
rectified drill rigs, with a very low power factor.
Circulating current will proportionately reduce the
load sharing accuracy of the Woodward 2301A
electric governor.
Electrical Instruments
Frequency meter: A dial-type meter is preferred
for accuracy of frequency readings below rated
speed. Reed-type instruments are susceptible to
frequency harmonics.
Voltmeter: Where three or more generating units
are in an installation, it is recommended only one
voltmeter per system be used. Individual gener-
ators can be connected to this single meter
through the synchroscope switch at the time of
paralleling. A single voltmeter minimizes meter
errors. A voltmeter continuously monitoring the
bus voltage should also be included.
Ammeter: No special requirements other than at
least one ammeter and a three-phase selector
switch should be included per generator.
kW meter: A kW meter is recommended for par-
allel operation involving either rectified systems
or larger generator sets.
PF meter (power factor): PF meters are recom-
mended under certain conditions of parallel oper-
ation; for example, where operating personnel
frequently adjusts generator controls. Tinkering
results in generator misadjustment and subse-
quent high ampere readings. When this happens,
adjusting the generator controls until the amperes
are rebalanced does not necessarily bring the
generators back into balance.
With a PF meter, proper generator voltage adjust-
ment procedure is as follows:
1. In single-unit operation, use volt meter to deter-
mine proper generator voltage adjustment.
2. In parallel operation, use PF meter instead of
a voltmeter or ammeter because generator
voltages are properly adjusted only when all
units show the same power factor.
KVAR meters perform the same function as
PF meters. However, when the governors are not
adjusted to carry the same kW load (or different
size generating units are used), calculation is
required to determine proper readings.
PF meters are also recommended for rectified
power systems.
AC POWER SYSTEMS CONTROLS
LEBW1414-00 174
Safety Considerations
Reverse Power Relay (RPR): This system is
required for parallel operation. The RPR opens
the circuit breaker when generating units draw
power from the line rather than supplying power
to it.
Reverse power can occur due to improper gov-
ernor settings or an engine safety shutoff signal.
CAUTION: shutting off the fuel of an engine oper-
ating in parallel does not stop it because the gen-
erator becomes a motor as soon as it tries to run
slower than other paralleled generators.
As a general rule, the RPR setting should be 68%
of the generator kW rating. At this value, the time
delay should be less than two seconds. Caterpillar
Diesel Engines require a larger amount to motor-
ize at rated speed. Exact frictional horsepower
data is available if required.
Setting the RPR for a lower activation point usu-
ally causes nuisance trips when paralleling. Also,
many Reverse Power Relays are really Reverse
Current Relays, and, as such, their effective kW
activation point is reduced by any circulating cur-
rent between generating units. In fact, with high
circulating current (caused by generator misad-
justment), it is possible to have a reverse current
trip while generating power.
kW overload protection on SCR rigs: Engines on
AC rectified drill rigs must have some type of kW
overload protection. This protection should not
open the generator circuit breaker, but rather
operate circuitry that reduces DC electrical load;
otherwise, loss of one generating unit can result
in power outages due to underfrequency of the
remaining generating units tripping their circuit
breakers.
Devices that sense kW loads above the engine-
generator rating will not provide complete pro-
tection. Although these devices would actuate
during a gradual overload, they cannot protect
against a large sudden overload resulting from a
paralleled generator set shutting down due to a
fault. Remaining generating units would be
slowed down in rpm so fast that a kW overload
would not be detected.
If other means of overload protection are not pro-
vided, Caterpillar recommends that an underfre-
quency sensor be connected to the switchgear
bus. It should be set for 5 Hz below rated fre-
quency and include a two-second time delay so
short transients will not actuate the system. This
device should signal the load reduction system.
Disconnecting the AC load on an SCR drill rig
usually does not remove an overload because
the major electrical load is the SCR powered
equipment. Load reduction can be accomplished
by selectively phasing-back noncritical SCR-
powered loads or by reducing the power output
setting of all SCR-powered equipment.
Ampere overload protection: The ampere over-
load device of the circuit breaker should be over-
sized if the protection system is temperature
sensitive. Loose connections or high switchgear
ambient temperatures can cause premature trip-
ping of temperature sensitive circuit breakers. An
oversizing of 15% is suggested. (Consult appli-
cable electrical codes.)
Automatic tripping mechanism of the circuit
breaker: Breakers may be tripped electrically by
either a shunt trip or an undervoltage release
device. Caterpillar recommends the undervolt-
age release on electrically operated circuit break-
ers. A shunt trip will open the circuit breaker as
long as AC power is still available. If only one
engine is running and it stops due to a nonelec-
trical fault, the circuit breaker will not open.
(Reverse power has not occurred.) Damage to
electrical equipment can occur if another gener-
ator is put on the line without first opening this
circuit breaker.
Battery voltage alarm: Where electric governors
are used, the control battery should be protected
with a low battery voltage alarm. Battery voltage
lower than 22 volts on a 24 volt system can cause
governor instability or loss of power. (Do not use
a battery which will have other high electrical
loads such as engine starting as an elec-
tric governor power supply.)
Paralleling check relay: Such relay prevents
untrained people from paralleling generators out
of phase. Extensive electrical and/or mechanical
damage can occur due to paralleling out of phase.
Emergency Generator Considerations
Automatic start-stop arrangements and cranking
panels are available for all Caterpillar Engines.
The Caterpillar automatic start-stop group con-
tains the electric starting motor(s), engine shutoff
device, high water temperature and low oil pres-
sure shutoff contactors (overspeed is available),
175 LEBW1414-00
and wiring of the above controls to a junction box
(all mounted on the engine).
Caterpillar cranking panels are required with non-
electronic engines and provide an electrical sig-
nal to crank the engine, disconnect starter when
engine starts, and stops engine if a fault occurs or
if the power outage is over (to be mounted by cus-
tomer). Electronic engines contain this circuitry.
A cranking panel does not contain the AC power
failure relay which determines when to start or stop
the engine automatically. This relay is usually a
part of the customers automatic transfer switch.
Jacket water heaters are also available from
Caterpillar. They provide fast and reliable start-
ing in ambient temperatures below 70F (21C).
Electrical equipment required to support opera-
tion of the emergency generator set should be
powered off the emergency bus. This includes
such things as fuel transfer pumps, ventilating
fans, battery chargers and cooling pumps.
If an emergency stop control is on the drillers
console, the stop signal from this emergency stop
control must prevent the emergency generator
from starting as well as stop the main power plant.
The best method to assure the reliability of an
emergency system is to periodically test the
entire system. A simulated power failure should
be conducted monthly, with actual transfer switch
operation to connect the full emergency power
demand to the generator set. The emergency sys-
temshould function for one hour in the presence
of an authorized mechanic.
After completion of the run, the system should be
readied for automatic operation and rechecks of
fuel level and battery condition should be made.
Generator Sizing
SCR Drill Rigs
AC generators on SCR drill rigs frequently oper-
ate at power factors less than 0.8. This can occur
when DC motors operate at high DC amps and
low DC volts. This may occur when beginning to
hoist (especially when the mud pumps are left
on), reaming the hole, low pump strokes, etc.
To allow engine capability to be more efficiently
utilized, generators should be specified with a
high kVA rating. The SCR system supplier can
provide information on oversizing required with
a given SCR system. Caterpillar SR 4B Generators
for SCR service provide generous oversizing.
Approximate sizing for good performance
requires kVA equivalent to 0.6 PF. See the fol-
lowing chart.
Generator kVA sizing (at 0.6 PF) for various
engine hps are shown below:
An undersized generator does not harm the
engine but the rig operation will require the
running of more engines than would otherwise
be required when low PF conditions are encoun-
tered. This increases fuel consumption and puts
unnecessary hours on the engines. While drilling
the larger diameter portions of the well, genera-
tor limitations are usually not encountered.
(During this time, the PF is near 0.8 PF because
the mud pumps are operated quite fast high
pump strokes.)
Generator limitations are normally encountered
during the deeper sections of the well. This is
where the mud pumps are run at lower speeds
(lower pump strokes) with a resultant low PF
on the generator. If the generator is not oversized,
it will be necessary to run an extra engine in order
to provide sufficient generator capacity.
Drillers have also commented that oversize gen-
erators improve the drawworks response. Many
times, hoisting from the deep hole can be just as
fast with one less engine running as compared
to engines with smaller generators. (The over-
size generators allow the drawworks motors to
develop more torque, when the DC motors are
at low speeds.)
(Many offshore rigs have propulsion machinery
that raises the total load to levels far greater than
the drilling machinery alone requires. This propul-
sion machinery typically operates at higher power
factors. Combining these loads improves the
(D379) 610 hp 720 kVA
(3508) 860 hp 1016 kVA
(D398, 3508B) 912 hp 1075 kVA
(3512) 1100 hp 1240 kVA
(D399, 3512) 1215 hp 1435 kVA
(D399, 3512, 3516) 1325 hp 1565 kVA
(3512) 1435 hp 1695 kVA
(3512B) 1476 hp 1743 kVA
(3516) 1650 hp 1948 kVA
(3516B) 1855 hp 2190 kVA
(3516B HD) 2150 hp 2550 kVA
LEBW1414-00 176
system PF. Generators on these larger rigs there-
fore may not be as oversize as shown above.)
AC Variable Frequency Drill Rigs
If the variable frequency drive is of the Diode front
end style, oversizing of the AC generator is not
required. High kVA on the AC generator will not
occur. The special requirements for generator
construction to withstand voltage spikes and cur-
rent stresses do still apply.
Generator Space Heaters
Generators must be kept clean and dry to provide
acceptable service life. Generators can have
winding failures when shutdown in humid areas.
Space heaters are available for generators. They
are installed within the generator and are to be
energized when the generator is not on-line to
repel moisture. They must be connected to a
power source. Caterpillar SCR generators have
space heaters as standard equipment. They are
also available for auxiliary or lite plant generators.
Serious consideration should be given to install-
ing and using generator space heaters.
Generator Location
It is recommended that the rig layout place gen-
erator sets as far as practical from mud tanks
because some dust acts as a desiccant (attracts
moisture). Moisture and chemicals can cause
premature generator failure. Drillers should con-
sider wind direction when making a setup also.
Generator space heaters should be considered
as an aid where moisture and dust cannot oth-
erwise be controlled. NOTE: Heaters can only
aid moisture control for a stand-by or at rest gen-
erator.
Generators should be protected from direct rain.
177 LEBW1414-00
Instrumentation and control systems are an inte-
gral part of the oilfield installation. Attention to
design, installation, and testing ensures a reliable
installation that reduces maintenance costs.
Suitable instrumentation enables the operator to
monitor oilfield engine systems and make cor-
rections before failures occur.
Premium Oilfield Instrument Panel
This engine-mounted oilfield instrument panel,
available on 3508, 3512, and 3516 engines,
monitors five critical engine systems for non-elec-
tronic engines, Figure 15.1. All instruments were
selected for reliability, durability and accuracy
under engine room environmental conditions.
The panel offers calibrated mechanical gauges
plus a pyrometer and a self-contained electrical
tachometer. It allows the operator to:
(1) Monitor essential systems for normal oper-
ating conditions.
(2) Determine trends of changing conditions
which could be due to deterioration of one or
more engine systems.
(3) Troubleshoot essential engine systems.
Periodic monitoring and recording of data, begin-
ning with initial service, provides an engine his-
tory. As normal engine operating conditions
change, preventive maintenance can eliminate
potential failures and downtime.
The operator can determine operating limits by
referring to the operating limit plate attached to
the instrument panel. These limits are based on
the engine running at oilfield continuous rated
speed and load after warm-up and using SAE30,
API-CH-4, oil. At initial startup, gauge readings
should be well within stated limits. If gauges reg-
ister at or outside operating limits, any malfunc-
tion or installation problem should be corrected.
Information required to diagnose and correct any
malfunction or installation problem is contained
in the Service Manual for each engine model.
Routine operating instructions are contained in
the Operation Guide for each engine model.
3508, 3512, 3516
Figure 15.1
Premium Oilfield Instrument Panels
for 3500B Engines
3500B engines incorporate both analog gauges
and digital readout of selected values.
The two modules included with every instrument
panel are the main display module and gauge
cluster module. The main display module con-
trols all the instruments and gauge cluster mod-
ule displays:
Engine oil pressure
Engine coolant temperature
System voltage
Engine fuel pressure
The second gauge cluster module displays:
Right hand and left hand air inlet restriction
Right hand and left hand exhaust temperature
Fuel filter differential pressure
Oil filter differential pressure
There is an option to add a third gauge cluster
module. The third gauge cluster module displays:
Inlet air pressure (boost)
Separate circuit aftercooler coolant tem-
perature
Engine oil temperature
Inlet air temperature
The optional individual cylinder exhaust pyrom-
eter group comes with the third gauge cluster.
START
CONTROL &
SHUTOFF
OVERRIDE
OPERATING LIMIT PLATE
OILFIELD INSTRUMENTS
LEBW1414-00 178
Instruments
Following is a description of the various standard
and optional gauges.
Tachometer
The tachometer indicates engine rpm.
Jacket Water Temperature Gauge
This gauge indicates the temperature of the
jacket water as it leaves the engine. Jacket water
temperature must be maintained between mini-
mum and maximum limits.
Temperature gauge capillary tubes must be
routed to avoid hot spots, such as manifolds or
turbochargers, which will cause false readings.
Aftercooler Water Temperature Gauge
This gauge indicates the temperatures of the
water entering the aftercooler circuit. Emissions
compliant engines may monitor this.
Intake Manifold Air Temperature Gauge
This gauge indicates air temperature between
the aftercooler and the cylinder. The limits will
vary by engine rating. Jacket water aftercooled
engines operate at a significantly higher inlet
manifold air temperature than do separate cir-
cuit cooled engines.
Exhaust Temperature Gauge (Pyrometer)
The pyrometer measures exhaust gas tempera-
tures, normally after the turbocharger. On Vee
engines with two turbochargers, a single instru-
ment is supplied with dual temperature readout
for both banks. On engines with single tur-
bochargers, one instrument with a single read-
out is provided. DO NOT USE EXHAUST
TEMPERATURE AS A LOAD SETTING INDI-
CATOR WITH TURBOCHARGED AND TURBO-
CHARGED/AFTERCOOLED ENGINES. The
pyrometer should be used only to monitor
changes in the combustion system and to warn
of required maintenance.
The optional exhaust temperature gauge system,
where available, adds the readings at each cylin-
der exhaust outlet.
3500B ELECTRONIC INSTRUMENT PANEL
Figure 15.2
179 LEBW1414-00
Engine Oil Temperature Gauge
This gauge indicates oil temperature after the
lube oil cooler. On most engines, the oil is cooled
by engine jacket water. A high jacket water tem-
perature or a clogged oil cooler will prevent the
engine lube oil from being properly cooled.
Engine Oil Pressure Gauge
This gauge indicates the pressure of the filtered
oil. Oil pressure will be greatest after starting a
cold engine and will decrease slightly as the oil
warms up. Oil pressure is greater at operating
speeds than at low idle rpm. The specified min-
imum oil pressure is for an engine running at con-
tinuous rated speed. Plugged oil filter elements
will decrease engine oil pressure. The oil filter
service indicator (where provided) should be
checked regularly for premature filter plugging.
STOP THE ENGINE IMMEDIATELY IF OIL PRES-
SURE DROPS RAPIDLY.
Fuel Pressure Gauge
The fuel pressure gauge indicates the pressure
of the filtered fuel. A power reduction will occur
if the fuel pressure drops too low. Plugged fuel
filters decrease fuel pressure. High fuel pressure
can burst fuel filter housings, damage gaskets,
and cause erratic speed control because of
increased friction drag in injection pumps.
Air Restriction Gauge
The air restriction gauge measures the vacuum
caused by the air filter restriction. Clogged air
cleaners will result in reduced air flow causing
high exhaust temperature and sometimes exces-
sive smoke. The air restriction gauge should be
checked regularly, and air filters should be
changed when restriction limits are reached.
Oil Filter Differential Gauge
This gauge measures the difference in pressure
between the filtered and unfiltered sides of the oil
filter; a high reading will indicate plugged oil filters.
Where supplied, this gauge should be checked
regularly.
Ammeter
Where supplied, an ammeter measures electri-
cal current to or from the battery.
LEBW1414-00 180
Shutoffs
3508, 3512, and 3516 oilfield engines that are
non-electronic controlled are equipped with a
hydramechanical low oil pressure, high water
temperature and overspeed shutoff. Shutdown is
accomplished by moving the fuel rack to shutoff
position.
The high water temperature shutoff will not pro-
vide protection when the water level is below the
sensing element.
These engines include an air inlet shutoff. During
an overspeed or when the remote shutoff is actu-
ated, this device shuts off the air inlet at the same
time the fuel rack is moved to the off position.
This provides protection when operating in a
gaseous fuel atmosphere, Figure 16.1.
A monitoring gauge is included that will indicate
shutoff is operable.
Remote shutoff provisions are also available. A
routine shutoff option shuts only the fuel off. The
engine can then be restarted remotely after a sev-
eral minute delay. An emergency shutoff option
shuts off both fuel and air. The air inlet shutoff
must be manually reset before the engine can be
restarted.
Other Non-Electronic Engines
A mechanical shutoff is available for most other
engine configurations. It will automatically shut
down the engine is case of low oil pressure or
high water temperature. This system is hydrauli-
cally operated and contains a shutoff control
group which forces the engine fuel control to
shutoff if an extreme limit is reached.
It may be necessary to manually override the
shutoff when starting engine.
CAUTION: Sensing devices must not trigger
engine shutdown in applications where engine
provides equipment mobility.
3508, 3512, 3516
Figure 16.1
Electronic Engine Shutoffs
Shutoff systems for electronic engines are incor-
porated within the Engine Control Module (ECM).
Shutoff of fuel is accomplished internally, and air
inlet shutoff utilizes air inlet shutoff valves.
Compound Drives
For compound drives, an engine oil pressure
actuated 3-way valve may be added to discon-
nect the air clutch from the compound. This pre-
vents motoring of the engine by other engine(s)
on the compound, Figure 16.2.
If air clutches are not used, this dump valve may
be used to actuate the torque converter or fluid
coupling dump valve. An air cylinder will also be
required, Figure 16.2.
The 3-way valve should be an Amot model
4057-CE or equivalent. It will actuate on 20 psi
(137.9 kPa) oil pressure and includes an emer-
gency manual override in case engine is to be
started through the compound. This will not be
activated by overspeed or the emergency shut-
off button.
EMERGENCY SHUTOFF
LOCAL REMOTE
MONITOR
GAUGE
SHUTOFFS AND ALARM SYSTEMS
181 LEBW1414-00
Alarm Contactors
Low oil pressure and high water temperature
alarms are most commonly used and are rec-
ommended for every engine. These are preset
temperature and pressure switches to be con-
nected to the rigs electrical system. They will
activate a customer-supplied audio or visual
alarm when extreme temperature and pressure
limits are reached. Engines equipped with expan-
sion tanks for heat exchanger cooling contain a
low water level alarm switch.
Practically any additional engine function involv-
ing speed, temperature, and pressure control can
be sensed at extreme limits by special alarm or
shutoff systems. Extent of usage should depend
entirely on the type and extent of monitoring and
automation desired.
Switches normally available from Caterpillar will
operate on AC or DC voltage from 6 volts to
240 volts, Figure 16.3. See also section on DC
Power Systems for alarm contactors required when
driving DC generators. These contactors (SPDT
switches) disconnect the generators excitation.
Figure 16.2
Contactor Switch Ratings
Figure 16.3
Alarm Panels
The most common type of user supplied alarm
panel contains alarm indicating lights for all
engines. Caterpillar recommends the following
features in alarm panels:
1. Fault light lock-in circuitry keeps fault light
on when intermittent faults occur.
2. Lockout of additional alarm lights prevents
subsequent alarm lights from going on after
the activated engine shutoff stops the engine.
This aids in troubleshooting.
3. Alarm silence allows engineman to
acknowledge the alarm without having to
continually listen to the alarm horn. Alarm
light is left on.
4. If more than one engine is connected to an
alarm panel, a fault in a second engine should
activate the alarm, even though the alarm
horn may have been silenced after a fault on
another engine.
5. Circuit Test provides for periodic checking
of alarm panel functions.
Recommended Minimum Alarms
Radiator cooled engines:
(Jacket water aftercooled)
A. Low oil pressure Figure 16.5
B. High water temperature Figure 16.4
C. Overspeed Figure 16.6
Heat exchanger or grid-cooler cooled engines:
(Jacket water aftercooled)
A. Low oil pressure
B. High water temperature
C. Overspeed
D. Low water level
Engines equipped with electric governors should
have a low control battery voltage alarm. A reverse
power alarm or circuit breaker tripped alarm
should be considered on AC generating units. A
low sea water pressure alarm for the engine cool-
ing systems should be included. If any other
engine room function is monitored, the fault indi-
cator should be built into this control panel or
located next to it.
World Class Contactors
Pressure and temperature contactors are avail-
able. They meet the requirements of the marine
classification societies. They are adjustable,
Figure 16.7.
TEMPERATURE CONTACTOR
Figure 16.4
Temperature Sensing
Rating with alarm or switch:
115-volt AC . . . . . . . . . . . . . . . . . . . 5A
230-volt AC . . . . . . . . . . . . . . . . . . . 2.5A
600-volt AC . . . . . . . . . . . . . . . . . . . 1A
120-volt DC . . . . . . . . . . . . . . . . . . . .5A
240-volt DC . . . . . . . . . . . . . . . . . . . .25 A
48-volt DC . . . . . . . . . . . . . . . . . . . . 1.25A
32-volt DC . . . . . . . . . . . . . . . . . . . . 1.9A
24-volt DC . . . . . . . . . . . . . . . . . . . . 2.5A
12-volt DC . . . . . . . . . . . . . . . . . . . . 5A
Pressure Sensing
Rating with alarm or switch:
125, 250, or 480-volt AC . . . . . . . . . 20A
250-volt DC . . . . . . . . . . . . . . . . . . . 25A
Speed Sensing*
Rating with alarm or switch:
Mechanical Switch
28-volt DC . . . . . . . . . . . . . . . . . . . . 5A
115-volt DC . . . . . . . . . . . . . . . . . . . 1A
120, 240, 480-volt AC . . . . . . . . . . . 10A
125-volt DC . . . . . . . . . . . . . . . . . . . .5A
*Terminals are not under a cover.
Electronic Switch
12-32-volt DC . . . . . . . . . . . . . . . . . 3A
LEBW1414-00 182
183 LEBW1414-00
PRESSURE CONTACTOR
Figure 16.5
OVERSPEED CONTACTOR
Figure 16.6
SOCIETY APPROVED CONTACTOR
Figure 16.7
WATER TEMPERATURE
OIL PRESSURE
LEBW1414-00 184
An engine starting system must be able to crank
the engine at sufficient speed for fuel combustion
to begin normal firing and keep engine running.
These are two common types of engine starting
systems:
A. Electric
B. Air
Hydraulic starting is usable with Cat engines,
but is not available from Caterpillar.
The choice of systems depends upon availabil-
ity of the energy source, availability of space for
storage of energy, and ease of recharging the
energy banks.
Startability of a diesel engine is affected primar-
ily by ambient temperature, lubricating oil vis-
cosity, and size of the cranking system. The diesel
relies on the heat of compression to ignite fuel.
This heat is a result of both the cranking speed
and length of time for cranking. When the engine
is cold, a longer period of cranking is required to
develop this ignition temperature.
Heavy oil imposes the greatest load on the crank-
ing motor. Both the type of oil and temperature
can drastically alter its viscosity. An SAE 30 oil
will, for example, approach the consistency of
grease at temperatures below 32F (0C). Proper
engine oil viscosity should be provided accord-
ing to recommendations in the engine operation
manual.
Electric Starting
Electric starting is the most convenient to use.
Storage of energy is compact, however, charging
the system is slow and difficult in case of emer-
gency. Electric starting becomes less effective as
temperature drops due to loss of battery charge
capacity and an increase in an engines resistance
to cranking under those conditions. It is the least
expensive system and is most adaptable to remote
control and automation, Figs. 17.1 and 17.2.
Do NOT crank the engine more than 30 seconds,
or the starter will overheat.
Damage can result if water enters and is retained
in the starting motor solenoid. To prevent this,
engines stored outside should be provided with a
flywheel housing cover. If possible, the starting
motor should be mounted with the solenoid in an
up position which would provide drainage and
prevent water from collecting in the solenoid.
Engines which are subject to heavy driven load
during cold start-up should be provided with a
heavy-duty starting motor.
Batteries
Batteries provide sufficient power to crank engines
long and fast enough to start. Lead-acid types
are common, have high output capabilities, and
lowest first cost. Nickel-cadmium batteries are
costly, but have long shelf life and require mini-
mum maintenance. Nickel-cadmium types are
designed for long life and may incorporate thick
plates which decrease high discharge capability.
Consult the battery supplier for specific recom-
mendations.
Ambient temperatures drastically affect battery
performance and charging efficiencies. Maintain
90F (32C) maximum temperature to assure
rated output. Impact of colder temperatures is
described, Figures 17.3 and 17.4.
Locate cranking batteries for easy visual inspec-
tion and maintenance, away from flame or spark
sources and isolated from vibration. Mount level
on nonconducting material and protect from
splash and dirt. Use short slack cable lengths and
minimize voltage drops by positioning batteries
near the starting motor.
Charging Systems
Normally, engine-driven alternators are used for
battery charging. When selecting an alternator,
give consideration to current draw of electrical
accessories to be used and to the conditions in
which the alternator will be operating. An alter-
nator must be chosen which has adequate capa-
bility to power accessories and charge the battery.
If the alternator will be operating in a dusty, dirty
environment, a heavy-duty alternator should be
selected.
STARTING SYSTEMS
185 LEBW1414-00
Engine-driven alternators have the disadvantage
of charging batteries only while the engine is run-
ning. Trickle chargers are available but require
an AC power source. Battery chargers using
AC power sources must be capable of limiting
peak currents during the cranking cycle or must
have a relay to disconnect the battery charger dur-
ing the cranking cycle. In applications where an
engine-driven alternator and a battery trickle
charger are both used, the disconnect relay must
be controlled to disconnect the trickle charger dur-
ing cranking and running periods of the engine.
DIRECT INJECTION COMBUSTION SYSTEM
TYPICAL WIRING DIAGRAM (Mobile Equipment)
Figure 17.2
+
ALTERNATOR
GAUGES, ETC.
LIGHTS, ETC.
AMMETER
KEY
SWITCH
MAGNETIC
SWITCH
STARTING
MOTOR
BATTERY
12V
DC DUAL STARTING SYSTEM
Figure 17.1
+
BATTERY
STARTING
MOTORS
MAG
SWITCH
OIL PRESS
SWITCH
START
SWITCH
Figure 17.3
Figure 17.4
Figure 17.5
Figure 17.6
NOTE: Use aids below 0F (18C)
Suggested Minimum Battery Cold Cranking Amps
Battery Voltage 12 24-32 1-motor
Minimum F 20 30 60 20 0 60
3304 1450 1225 925 725
3306 1450 1225 925 725
3406 1225 925
3408 1300 1225 925
3412 1300 1225 925
3508 1300 1225 925
Maximum Recommended Total Battery Cable Length
Cable Size Direct Electric Starting
AWG MM
2
12 Volt 24-32 Volt
Feet Meters Feet Meters
0 50 4.0 1.22 15.0 4.57
00 70 5.0 1.52 18.0 5.49
000 95 6.0 1.83 21.0 6.40
0000 120 7.5 2.29 27.0 8.24
Temperature vs. Output
F (C) % 80F Ampere Hours Output Rating
80 (27) 100
32 (0) 65
0 (18) 40
Battery Performance
Specific Gravity vs. Voltage
Sp. Gravity % Charge V per Cell Freezes F (C)
1.260 100 2.10 70 (94)
1.230 75 2.07 39 (56)
1.200 50 2.04 16 (27)
1.170 25 2.01 2 (19)
1.110 Discharged 1.95 +17 (8)
LEBW1414-00 186
187 LEBW1414-00
Starting System Wiring
Power carrying capability and serviceability are
primary concerns of the wiring system.
Select starter and battery cable size, Figure 17.5.
For correct size and correct circuit for starting
system components, see typical wiring diagrams.
Wiring should be protected by fuses or a manual
reset circuit breaker (not shown on the wiring
diagrams). Fuses and circuit breakers should
have sufficient capacity and be readily accessi-
ble for service.
Other preferred wiring practices are:
Minimum number of connections, especially
with battery cables.
Positive mechanical connections.
Permanently labeled or color-coded wires.
Short cables to minimize voltage drop.
Ground cable from battery to starter is pre-
ferred. If frame connections are used, tin
the contact surface. Current path should
not include high resistance points such as
painted, bolted, or riveted joints.
Protect battery cables from rubbing against
sharp or abrasive surfaces.
Air Starting
Air starting, Figure 17.7, offers higher cranking
speeds than electric starting and is the most com-
mon system used on drill rigs. It usually results
in faster starts with less cranking time. Remote
controls and automation are more complex and
cumbersome. Storage of energy is bulky, but
recharging the system is relatively fast. Air for
recharging is always available. A small emergency
receiver (not supplied by Caterpillar) can be hand
pumped to starting pressure under emergency
conditions or an auxiliary diesel engine-driven
air compressor package can be used. System
repairs can often be done on site with minimum
tool requirement. Moisture condensation may
take place within the air system, causing inter-
nal corrosion and freezing. Figures 17.8 and 17.9
contain information required to size air starting
systems.
Recommended air pressure range is 90-150 psi
(620-1034 kPa).
AIR STARTING SYSTEM WITH PRELUBE
Figure 17.7
LEBW1414-00 188
NOTE: Add to the 3516 1 cu. ft./sec. (0.0283 m
3
/s) of air consumption for the air operated oil prelubrication pump.
This pump will normally operate 2 to 10 seconds before the engine begins to crank.
*Minimum air storage tank pressure required to sustain cranking at 100 rpm. Higher pressure required to initiate cranking.
Figure 17.8
Figure 17.9
Air Receiver Volume Required For One Second of Cranking Time
With Pressure Drop From 250 to 125 psi (1724 to 862 kPa)
Engine Model cu. ft./sec. (m
3
/s) Engine Model cu. ft./sec. (m
3
/s)
3304 0.535/0.0151 3508 1.42/0.0402
3306 0.506/0.0143 3512 1.33/0.0376
3516 1.30/0.0368
3406 0.518/0.0147
3408 1.90/0.054
3412 1.82/0.051
Free Air Consumption f
3
/s (m
3
/s)
For a Bare Engine at 50F (10C)
100 psig 125 psig 150 psig
Engine (690 kPa) (862 kPa) (1034 kPa) P min psig*
Model To Starter To Starter To Starter (kPa)
3304 5.8 (0.1641) 6.8 (0.1924) 7.7 (0.2179) 35 (242)
3306 5.9 (0.1670) 6.9 (0.1953) 7.8 (0.2207) 36 (248)
3406 6.2 (0.1755) 7.3 (0.2066) 8.3 (0.2349) 40 (276)
3408 6.4 (0.1811) 7.5 (0.2122) 8.6 (0.2434) 39 (269)
3412 9.0 (0.2601) 10.3 (0.2914) 11.8 (0.3339) 30 (207)
3508 9.3 (0.26) 10.8 (0.30) 12.6 (0.36) 45 (310)
3512 9.8 (0.28) 11.4 (0.32) 13.3 (0.38) 50 (344)
3516 10.5 (0.30) 12.1 (0.34) 14.1 (0.40) 65 (448)
The air supply line between storage tank and air
motor should be short and direct, and of a size
equal to the discharge opening of the air receiver.
Black iron pipe is preferable and must be prop-
erly supported to avoid vibration damage to the
compressor. Flexible connections between com-
pressor outlet and piping are required.
The shipyard or rigup yard must thoroughly clean
the air piping prior to first engine start. Rust or
debris can destroy the air starter.
Air storage tank should meet American Society
of Mechanical Engineers (ASME) or other rec-
ognized source of specifications pressure ves-
sel specifications and should be equipped with a
safety valve and pressure gauge. Safety valves
should be regularly checked to guard against
possible malfunction. A drain cock must be pro-
vided in the lowest part of the air receiver tank
for draining condensation.
Many applications require sizing air receivers to
provide a specified number of starts. This can be
accomplished using the following equation:
English System
Vt =
Vs T 14.7 psi
__________________
Pt Pm
SI System
Vt =
Vs T 101 kPa
__________________
Pt Pm
Vs = Starter air consumption (ft
3
/sec or m
3
/sec),
Figure 17.8.
Vt = Air storage tank capacity (cubic feet or
cubic meters)
Pt = Air storage tank pressure (psig or kPa)
T = Cranking time
Pm = 90 psig (620 kPa) when sequential
crank cycles are used. Use P minimum,
Figure 17.8, when a single crank cycle is
used.
189 LEBW1414-00
The quantity of free air required per start (Vs)
depends on three factors:
A. Cranking time required per start
Cranking time per start depends on engine
model, engine condition, ambient air temper-
ature, oil viscosity, fuel type, and design crank-
ing speed. Five to seven seconds is typical
for an engine at 80F (26C). Restarts of hot
engines usually take less than two seconds.
B. Rate of free air consumption
Rate of free air consumption depends on
these same variables, and also on pressure
regulator setting. Correct pressure regulator
setting is 90 to 150 psi (620 to 1033 kPa),
with the higher pressure used to improve
starting under adverse conditions. 5 to 15 ft
3
/s
(0.14 to 0.42 m
3
/s) is typical for engines
from 50 to 1200 hp (37 to 895 kW).
C. Operation
The air supply must be shut off as soon as
engine starts or the sensing system must
close the solenoid air valve to prevent wast-
ing starting air pressure.
Water vapor in the compressed air supply may
freeze as air is expanded below 32F (0C). A
dryer at the compressor outlet or a small quan-
tity of alcohol in the starter tank is suggested.
This formula may be used to estimate the time
required for an air compressor to raise the pres-
sure in an air receiver to a specified limit:
T =
Pt R
________
Pa N
T = Time in minutes
Pt = Final pressure of tank (psia or kPa)
Pa = Atmospheric pressure (psia or kPa)
R = Volume of air receiver (ft
3
or m
3
)
N = Net free air delivery of compressor (ft
3
/min
or m
3
/min)
Starting Aids
The diesel engine depends on heat of compres-
sion of air in the cylinder to ignite fuel. Below
some minimum temperature, even a reasonably
sized cranking system will not turn the engine
fast enough or long enough to ignite fuel without
one or more commonly used starting aids such
as jacket water heaters and/or ether.
Adequate starts can usually be obtained with
properly maintained systems above 60F (15C)
ambient temperatures without aids.
Jacket water heaters maintain water at a tem-
perature high enough to start engine. kW rating
of the jacket water heater depends on Cooling
Systems Jacket Water Heaters for additional
details.
Ether is a volatile and highly combustible agent.
Small quantities of ether fumes added to the
engines intake air during cranking reduce com-
pression temperature required for engine start-
ing. This method can be used for starting of an
engine at practically any ambient temperature.
Ether starting aids are available on the smaller
Caterpillar engines.
CAUTION: When other than fully sealed ether
systems are used, ensure adequate ventilation
for venting fumes to the atmosphere to prevent
accidental explosion and danger to operating
personnel.
The high pressure metallic capsule-type is rec-
ommended for mobile applications. When placed
in an injection device and pierced, ether passes
into the intake manifold. This has proven to be
the best system since few special precautions are
required for handling, shipping, or storage.
Ether must be used only as directed by the man-
ufacturer of the starting aid device. The ether sys-
tem must be such that a maximum of 3.0 cc of
ether will be released each time the button is
pushed. Caterpillar ether systems are designed
to release 2.25 cc of ether each time the system
is activated. Excessive injection of ether can
damage an engine. Ether should not be released
into a running engine.
Lighter fuels, such as kerosene, can ease the
unaided cranking requirements slightly by low-
ering the compression temperature required for
starting. These lighter fuels also slightly reduce
horsepower delivered at any given fuel rack setting.
Excessive parasitic loads should be disconnected
during engine cranking.
Prelubrication Systems
If the 3516 engine is started or operated at low
idle until oil pressure is attained, prelubrication
is NOT required.
The 3516 oilfield engine includes a prelubrica-
tion system to provide lubricating oil to critical
components before cranking and starting the
engine. Caterpillar furnishes an air cranking/air
prelubricating system, Figure 17.7 and 17.10.
This consists of an air-driven prelubrication pump
that draws oil from the engine sump and forces
it into the engine. This pump is driven by an air
motor which, through sequence valving, runs
until a predetermined engine oil pressure shuts it
off and turns on the air cranking motor.
Oilfield engine applications that use the 2301A
Electric Governor do not require prelubrication
pumps because a properly wired 2301A Governor
maintains engine speed at low idle speed until
adequate oil pressure is in the lube system. When
the engine starts and accelerates to low idle, it
will stay at that speed until an electric switch is
closed by engine oil pressure. The engine will
then accelerate to rated speed.
Any solenoids used in the starting system must
be DC to ensure starting during an AC power
outage.
Driven Load Reduction Devices
Effect of driven equipment loads during cold
weather engine starting must be considered.
Hydraulic pumps, air compressors, and other
mechanically driven devices typically demand
more horsepower when they are extremely cold
at start-up. The effect of this horsepower demand
may be overcome by providing a means of
declutching driven loads until the engine has
been started and warmed up for a few minutes.
This is not always easy or practical, so other
means of relieving the load at cold start-up may
be required if the engine-load combination can-
not be started with sufficient ease using engine
starting aids described earlier.
Some air compressors provide for shutoff of
the air compressor air inlet during cold starting.
This greatly decreases drag on the engine and
improves cold startability. This approach can only
be used when the air compressor manufacturer
provides this system and fully approves of its use.
Otherwise, air compressor damage could result.
LEBW1414-00 190
Figure 17.10
AIR START
AIR PRELUBE
191 LEBW1414-00
Introduction
Electrolytic and galvanic activity can cause serious
damage to an engine. Troubleshooting requires
highly skilled personnel. The best procedure is
to attempt to provide adequate safeguards for
engines during rig construction. Troubleshooting
is further complicated by the fact that damage
done by electrolytic or galvanic activity is usu-
ally identical, but required solutions for either
cause usually aggravates the other.
Electrical systems should be so designed that no
continuous electrical potential is imposed upon
any cooling system components. Presence of any
electrical potential may cause cooling system
materials to be damaged by electrolytic processes.
Galvanic activity in salt water circuits produces a
corrosive action with metal, resulting in deteriora-
tion of system components. Proper material selec-
tion and cathodic protection should be employed
by installing sacrificial zinc rods in sea water flow
passages at numerous locations. In order to main-
tain this protection, zinc rods must be inspected
regularly and replaced when deteriorated.
Large amounts of electrical current are present
on offshore electric drilling rigs. Minute stray cur-
rents should be minimized to protect engines.
DC and AC circuits should have insulated (float-
ing) grounds.
The recommended floating circuit has no con-
nection to ground and it can be described as
insulated from ground.
The two-wire circuit has an insulated return wire
from the load to source as well as the lead wire
from the source to load, Figure 18.1. Frames of
various electrical devices should be connected
to the hull if mounting of the device to the hull
does not provide a sufficient ground.
Be aware that the ground between the hull and a
metallic item resting on the hull can be weak-
ened or destroyed by moisture, corrosion or poor
area of contact.
PLANNED ELECTRICAL SYSTEMS
Figure 18.1
S
G
LOAD
+
A. SINGLE-WIRE GROUNDED
(NOT RECOMMENDED)
S
G
LOAD
+
B. TWO-WIRE GROUNDED
(NOT RECOMMENDED)
S
LOAD
+
C. TWO-WIRE FLOATING
(RECOMMENDED)
S = SOURCE
ELECTROLYTIC AND GALVANIC ACTIVITY PROTECTION
LEBW1414-00 192
Metallic items in contact with the hull must be
made of metal similar to that of the hull metal.
For example, a steel pump housing should be in
direct contact with the hull in order to be grounded
to the hull*. However, a dissimilar metal, such as
brass, should be isolated from the hull because
moisture between the brass and hull will cause
galvanic corrosion. The brass should be con-
nected to the hull via a wire.
*Unless the types of steels have a significant volt-
age potential difference (e.g. mild steel will cor-
rode if it is coupled to stainless steel).
Because engines are in direct contact with the
hull, the following procedure can be followed to
assure that stray currents return to the power
source with minimal travel through metallic com-
ponents, Figure 18.2.
The ground wire has a high resistance path back
to the battery because of the insulating material
between the metallic plate and battery. This helps
minimize the amount of current flow.
Insulating material between the metallic place
and hull prevents stray currents from returning
through the hull to the battery. These currents
must return through the ground wire.
Figure 18.2
193 LEBW1414-00
Rapidly increasing fuel prices coupled with
decreasing fuel availability is receiving increased
attention by contractors and oil companies.
Methods to reduce fuel consumption are under
three sections:
1. General Conservation Practices
2. Minimizing Prime Mover Fuel Consumption
3. Modifying Drilling Practices/Machinery to
Reduce Prime Mover Fuel Consumption
General Information
The amount of flywheel kilowatts (horsepower)
produced by burning a liter (gallon) of diesel fuel
depends on engine type, condition, and loading.
If an engine is operated at more than half load,
a liter (gallon) of diesel fuel can produce approx-
imately 3.34 kWh/l (1720 hp-h/gal). In
contrast, the same engine lightly loaded will
only produce approximately 2.73.6 kWh/L
(1418 hp-h/gal) or much less if operating at
no load.
Engine fuel consumption data is stated as:
Fuel quantity consumption per hour at vari-
ous loads. This is expressed in L/h or gal/h.
The engine burns fuel at no load due to the inter-
nal demands of water and oil pumps, friction
losses, other mechanical devices, etc.
This accounts for a major part of the slope
in B curve, Figure 19.1. These internal losses
become a smaller portion of the total as the engine
is loaded. Thus, the engine is more efficient.
Curve A, Figure 19.1, adds the power required to
operate the radiator fan. It is not normally included
in the engines fuel curve due to the wide selec-
tion of radiators used in the oil field.
Note that a radiator fan that takes 5% of the engine
fuel consumption to drive at full load may take
16% of the engine fuel consumption at 20%load.
The percentage would be much higher at no load.
Figure 19.1
General Conservation Practices
Fuel will be saved by converting small diesel
engine-driven auxiliaries, such as mud mix pumps,
superchargers, etc., to electric motor-driven units.
As an engine-driven device, these auxiliaries are
the only load on that particular engine. Thus,
when at light load, fuel consumption per flywheel
kilowatt (horsepower) delivered is high.
On rigs that require winterizing, engine exhaust
and jacket water heat can be recovered and reduce
boiler fuel consumption.
Take measures to prevent theft of fuel.
Eliminate spillage and leakage losses.
Turn off auxiliary loads when not needed. Oper-
ation of unneeded auxiliary loads may represent
up to 5-10% of total rig load.
Minimizing Prime Mover
Fuel Consumption
The following items should be considered in regard
to prime movers. The secret is to get all the
energy out of each drop of fuel and avoid fuel
waste due to poor maintenance and adjustment.
Engine should be maintained to assure optimum
fuel consumption. Exhaust smoke under steady-
state conditions indicates incomplete combus-
tion of fuel, hence, increased fuel consumption.
It could be caused by such things as dirty air
cleaner elements, dirty aftercooler cores, tur-
bocharger malfunctioning, incorrect fuel injec-
tion timing, faulty fuel injection nozzle, etc. A
qualified serviceman should be called upon to
provide a specific diagnosis.
FUEL CONSERVATION ON PETROLEUM ENGINES
LEBW1414-00 194
Turbochargers may also not be properly matched
to the engine. This can happen with engines that
are operating at a speed other than that shown on
the manufacturers nameplate.
In such cases an improper turbocharger match
increases fuel consumption by 15%, in addition
to creating other possible adverse operating con-
ditions, i.e., excessive exhaust temperature, slower
engine acceleration, etc.
Reduce radiator fan power requirements. Radia-
tors of the same ambient capability can have
great differences in fan power due to fan rpm and
fan diameter differences. A large diameter fan at
a lower rpm can deliver the same cfm, but at
greatly reduced power demand.
Radiators are available with fans which draw 1.5
to 6% of the engine rating. The effect of radiator
fan power is quantified, Figure 19.2.
Considering that drilling engines spend much of
their time at reduced load levels, a further reduc-
tion in fan power can be achieved by using a two-
speed drive (electrical, mechanical, or hydraulic)
to operate fan. This savings is illustrated in
Figure 19.2 under the column labeled Controlled
Speed Fans. This column also reflects the fact
that the engine does not operate all year round at
design ambient conditions.
Controlled speed fan would run continuously at
low speed until hot weather/high load conditions
cause engine water temperature to rise, signalling
the fan drive to run at high speed. CAUTION:
Controlled speed fans may be prohibited by some
emission regulations.
A single-speed fan drive that is turned on or off
may not be desirable. The radiator supplier would
have to be consulted to determine if the radiator
core can tolerate the repeated temperature cycling
that occurs. When the fan is off, the radiator out-
let water is at engine water temperature and will
be cooled toward ambient as the fan turns on
particularly at light load. This temperature reduc-
tion causes the radiator core to contract. Repeated
temperature fluctuations could result in prema-
ture core failure unless the radiator can accom-
modate these fluctuations.
When operating on cool or cold days, the radia-
tor ambient capacity, in the low speed operation,
will increase. A low temperature is always reached
where the engine can be cooled at full load with
the fan in low speed operation. Thus, during win-
ter operations (and most summer operations) the
fan may never operate in the high speed position.
Figure 19.3 shows these approximate values.
Figure 19.3
For additional assurance of reliability, the two-
speed drive can be arranged such that fan belts
can be reattached to the engine crankshaft pul-
ley if necessary.
Radiator louvers are a desirable feature in cold
climates, but they do not reduce the fan power
demand.
Use of a heavy distillate or crude fuel can reduce
fuel costs. Fuel consumption will reduce in an
approximate inverse proportion to the ratio of the
heat content of this fuel to regular fuel. However,
such a fuel cost reduction frequently results in
increased engine operating costs. Depending upon
contaminants or operational difficulties encoun-
tered, engine life could be severely reduced.
A fuel analysis is certainly recommended. This
should be compared to permissible and recom-
mended fuel specifications which can be provided
by the engine supplier. Fuel treatment equipment
Radiator Ambient Capability
Approximately
Engine Fan
Ambient
Load Speed
Capability
100% 100% 125F (52C)
100% 50% 80F (27C)
50% 50% 125F (52C)
Figure 19.2
Increase in Rig Fuel Consumption Due to Radiator Fan
Controlled Speed Fan (2:1)
Engine Load 5% Fan 2.5% Fan
5% 2.5%
2040% 1216% 68% 1% 0.5%
3050% 1014% 57% 1% 0.5%
4060% 810% 36% 1.5% 0.75%
60100% 58% 2.55% 1.53% 0.751.5%
195 LEBW1414-00
may be commercially available that conditions
fuel to meet permissible or recommended fuel
specifications. It may be necessary to start and
stop the engine on diesel fuel.
Used lube oil can be blended into the fuel supply
when proper precautions are taken. However, the
reduction of fuel consumption would be in the
range of 0.5% and, fuel filters would have to be
changed more frequently. It also discolors the fuel
so that it cannot be returned to the supplier.
Modifying Drilling Practices/
Machinery to Reduce Prime Mover
Fuel Consumption
The first drilling practice to be discussed is the
number and size of engines used to power a rig.
An SCR rig will be assumed.
The importance of engine sizing is shown by
engine fuel curves, Figure 19.1.
The curve is not flat. More importantly, this is a
curve for a given prime mover. Such curves are
not the same for all manufacturers and/or mod-
els. In a given engine family, a V8, V12, and V16
will not have identical fuel curves. Between engine
manufacturers, a V8, V12, and V16 will differ.
Fuel curves give testimony to engine configura-
tion differences such as: naturally aspirated, roots
blower, turbocharging, natural gas engines, diesel
engines, gas turbine engines, engine size, etc.
Figure 19.4 represents such variations. All these
engines, for purposes of dramatizing the compar-
ison, have the same full load fuel consumption.
Figure 19.4
An additional point is illustrated in Figure 19.5.
The left side shows that two engines have the
same fuel curve expressed as % load. The right
side illustrates that these same two engines are
different sizes hence, their fuel rates now are
dramatically different at specific load points.
This understanding of fuel curves leads to the fol-
lowing conclusion.
When using fuel consumption as one of the
criterions in selecting engine sizes, types, and
quantities, fuel consumption at normal oper-
ating loads, not at the rated full load point, is
of greatest importance. An approximation of
engine load versus time at various well depths
is also required.
Figure 19.5
Calculating or estimating fuel consumption requires
the following:
1. Engine fuel curves tabulated in the same
format (and down to no load operation).
2. An actual or typical well profile that plots
power required versus days of operation.
3. A format to calculate and display the required
information.
Fuel curves for Caterpillar Petroleum Engines are
in the TMI or Engine Performance Book.
LEBW1414-00 196
Well profile data is required to establish the basis
for estimating engine fuel consumption. Well
depth and fuel cost are values you provide.
The well profile itself can be based on your expe-
rience, on-site evaluation, documented by data
recording systems, or a combination of all of these.
It is suggested that separate drilling activities
should be tabulated for each diameter hole being
drilled, hoisting time, and a grouping for nondrilling
times such as logging, waiting on cement, etc.
Engine operating techniques reflect the fuel con-
sumption consequences of the number of engines
you operate. Granted that we recommend (and
hopefully the industry concurs with) operating
engines efficiently but what are the conse-
quences of operating more engines than required?
Engine operating techniques are tabulated under
three headings:
A. Run all engines regardless of need.
B. Run one engine more than required this
prevents a power interruption or reduction if
a generating unit should go off the line.
C. Run minimum number of engines realiz-
ing that a temporary power reduction or out-
age will occur if a generating unit should go
off the line.
DRILL RIG LOAD PROFILES
Top Hole days hp
Drilling days hp
Drilling days hp
Tripping days hp
Wait, Misc. days hp
Figure 19.6
As a general rule, tripping hp (tripping out, trip-
ping in, and running casing) for the entire well
averages 1020% of the drawworks rated hp. Any
operating auxiliary load has to be added.
Wait, Misc., is time spent, throughout the entire
well, waiting on cement, logging, etc.
The profile also assumes no generator limitations
were encountered which would have required
more engines running than indicated.
Finally, it is a known fact well profiles vary widely.
Specific well profiles should be utilized if more
accurate results are required. It may be neces-
sary to record kW and kVA values on some drill
rigs to gain reliable representative data.
Engine Sizing Versus Generator Sizing
As you reflect on what has been just presented,
two objections, or qualifications, may come to
mind. They will be discussed separately. The first
one is expressed in the following statement:
But my SCR rig already operates efficiently
because it operates in power limit.
This statement requires a word of caution the
SCR systems power limiter or overload control
activates for either kW or kVA overloads. A rig
operating with the power limiter light on does not
mean the engines are being efficiently operated.
Larger kVA generators (or other remedial action)
may be needed because generators may be at
kVA limit and engines at only 3050% load!
A difficulty in efficiently sizing and operating an
SCR (or DC) rig is the assumption made by most
people that x amperes represent y power.
This is not true.
This fact is represented by system power factor.
If power factor is 1.0, then x amperes represent
y power. At power factors below 1.0, power is
less than the amperes indicate.
Considering that power factor on a SCR rig can,
under steady-state conditions, be from 0.3 to 0.9,
generator sizing is important. During hoisting,
power factor varies from 0.0 to 0.95.
Nontechnically, the engine suppliers concern
regarding power factor is that engine power capa-
bility cannot be utilized due to generator limita-
tions during low power factor operation. This
necessitates running additional engines. Running
of additional engines increases rig fuel consump-
tion and unnecessarily increases annual hourly
usage of engines and total operating costs.
197 LEBW1414-00
There may be cases where the minimum num-
ber of engines cannot be operated because of a
high generator kVA requirement.
Before examining these variables, it is first neces-
sary to review some characteristics of DC motors.
DC Motor Characteristics
The rpm of DC motors is primarily controlled by
the voltage to the motor (recognizing that motor
type series, shunt and control system
field weakening, etc. are related factors).
Ampere draw of the motor controls torque out-
put of the motor. In other words, torque comes
from the interaction of magnetic fields, and the
strength of these fields is proportional to amperes,
not to DC voltage.
Thus, kilowatt (horsepower) load on a DC motor
is the product of volts and amperes:
kW
(DC Output)
=
V A
______
1000
hp
(DC Output)
=
V A
______________
[
0.746 1000
]
Input power would be higher in inverse proportion
to motor efficiency.
This leads to the realization that a DC motor can
work hard at low rpm (draw high amperage and
produce high torque) and not load the engine
(but load the generator) when operating at low
DC voltage/low rpm.
DC Motor Effects Upon Generator Selection
DC motors do not have power factor identified
with them. However, their DC amperes come
from an AC generator with an SCR system
providing rectification. This AC current does have
power factor (pf) associated with it.
The speed/voltage characteristic of the DC motor
is thus the major determinant of the systems
power factor. (System power factor is a weighted
average of the DC motor systems effect on the
generators power factor and that of the AC aux-
iliary load. The AC auxiliary load generally is only
about 20% of the DC load, so its effect on power
factor is minimal).
Figure 19.7 shows a method to calculate AC gen-
erator power factor due to current draw of a DC
motor powered through an SCR system.
METHOD TO CALCULATE AC GENERATOR pf DUE TO DC MOTORS
Figure 19.7
1. Determine DC kW
from meter
or formula kW
DC
=
V A
______
1000
2. Determine AC Amp of DC motor
use formula AC
amp
= DC
amp
0.816
3. Determine kVA
use formula kVA =
AC Volts AC amp 1.73
________________________
1000
4. Determine pf
use formula pf =
kW (from Step 1)
_______________
kVA (from Step 3)
LEBW1414-00 198
Figure 19.8
Figure 19.8 graphs the effect of motor rpm (or
DC voltage) on the power factor of the driving
AC generators. For a constant rpm (DC voltage),
power factor is the same from no load to full load.
Methods to Improve System Power Factor
The best way to improve system power factor is
to ensure that DC motors are run at as high an
rpm as possible.
Every DC ampere presents a 0.85 kVA load on
the generator, regardless of DC power. Operating
a DC motor at high rpm reduces ampere load,
hence kVA.
On the rotary table, this means keeping the draw-
works transmission in as low a gear as possible.
0
.2
.4
.6
.8
1.0
DC MOTOR SPEED
VERSUS AC GENERATOR POWER FACTOR
Power
Factor
DC Voltage (= Loaded rpm)
180 (200) 450 (600) 750 (1000)
ROTARY TABLE OPERATION
Figure 19.9
1600 hp (1194 kW) TRIPLEX MUD PUMP
140 Strokes Maximum
120 Strokes Rated
Customer Needs 300 gpm @ 2500 PSI = 515 hhp
(18.9 L/s @ 17237 kPa = 384 HkW)
Figure 19.10
DC Motors Geared DC Motors Geared
for 140 spm for 100 spm
Liner Required Motor AC AC Motor AC AC
Size Pump Strokes rpm pf kVA rpm pf kVA
5 (127) 97 690 .66 577 970 .92 419
5 1/2 (140) 81 579 .56 690 810 .76 502
6 (152) 68 486 .45 822 680 .64 598
6 1/2 (165) 58 414 .4 966 580 .55 701
6 3/4 (171) 54 385 .37 1035 540 .51 753
7 (178) 50 357 .34 1118 500 .47 813
7 1/4 (184) 47 336 .32 1189 470 .44 864
7 1/2 (191) 44 314 .30 1274 440 .35 1079
114 hp (85 kW) at DC Motor _______ rpm at _______ DC Amp = _______ pf at _______ kVA
960 118 .9 92
860 131 .8 104
750 151 .7 120
640 177 .6 140
530 214 .5 168
425 267 .4 208
325 349 .3 300
210 540 .2 420
150 756 .14 640
199 LEBW1414-00
To illustrate the effect of rpm, let us assume
a rotary table operating under the following
conditions:
rpm = 30
Torque = 20,000 lb-ft (27 138 Nm)
Power = 114 hp (85 kW)
Regardless of the rpm of the driving DC motor,
engine load will stay at 114 hp (neglecting losses).
But, motor rpm will change the kVA (pf) and,
hence, the size of generator required. This is illus-
trated in Figure 19.9.
In the extreme case of 150 rpm, it does not take
a large engine to produce 114 hp (85 kW), but it
does take a large generator to produce 640 kVA.
This phenomena of increasing AC generator kVA
as the DC motor slows down may seem to reek
of magic, but it is just another way of saying that
DC motor amperes are increasing as the DC
motor is required to provide the same power at
lower rpms (lower DC voltage).
If DC motors are operated at half DC voltage or
less, an alternative method of raising AC gener-
ator power factor is to operate both drawworks
motors in series (assuming this option is avail-
able from the SCR system supplier). This dou-
bles the voltage out of the SCR system and
proportionally raises the power factor. System
speed, however, is limited to half motor speed.
The same considerations apply to mud pumps.
Operating speed should be as high as possible.
If pumps must be operated at less than half speed
(rather than putting in smaller liners) the SCR
system supplier may be able to supply equip-
ment to allow the motors to operate in series.
When mud pumps are purposely oversized to
reduce cost of fluid end maintenance, the mud
pump will run much lower than rated strokes. In
that case specify a motor drive system ratio such
that motors run at or near their rated rpm. Both
mud pump drive types are shown in Figure 19.10.
In summary, Figure 19.11 shows that required
engine power can be determined by knowing only
load demand (based on Figures 19.9 and 19.10).
However, generator sizing also requires knowing
equipment speed. The kVA values in Figure 19.12
are for constant power levels but with various
equipment rpms.
Figure 19.11
Accordingly, ironclad rules for sizing generators
cannot be given. Estimates of generator sizing
are shown, Figure 19.16.
Figure 19.12
This discussion illustrates that operating a rig in
power limit does not ensure efficient engine uti-
lization. The goal is to operate the minimum num-
ber of engines without encountering generator
limitations.
Drawworks Capability
Let us now turn to the second objection or qualifi-
cation. It is expressed by the following statement:
My rig cannot operate on one engine dur-
ing deep drilling as one engine underpowers
the drawworks.
Many times rig operating personnel are reluctant
to operate a minimum number of engines under
deep hole conditions. They express the concern
that, should they need to operate the drawworks
in a hurry, one engine would not be able to come
off bottom, and time would be lost while start-
ing additional engines.
With proper equipment selection, this objection
can be, at least partially, overcome. The key to
understanding this possibility is to draw a dis-
tinction between drawworks power and draw-
works torque. Static hook load capacity is
determined by generator kVA, not engine power.
Generator Sizing
Engine Size Generator Size
600 hp (450 bkW) 750 1000 kVA
900 hp (670 bkW) 11001300 kVA
1200 hp (900 bkW) 15001800 kVA
1500 hp (1120 bkW) 16002000 kVA
2000 hp (1490 bkW) 20002500 kVA
Load While Drilling
kVA
hp/kW Minimum Average Maximum
Rt 114/85 92 209 640
MP1 515/384 577 966 1274
629 hp 669 1174 1914
(469 kW)
+ Aux. load
Rt = Rotary Table
MP1 = #1 Mud Pumps
LEBW1414-00 200
STARTING TORQUE COMPARISON
Torque When Engine Load
Drive Type Coming Off Slips When Coming Off Slips
Low High*
Direct Drive
Rated Rated
Torque Converter
Rated NIL**
Steam
Rated NIL**
DC/SCR
**Engine load is at the rated value for the engine at low idle but the load value is low compared to rated rpm.
**Engine load would be zero except for line losses, etc.
Figure 19.13
201 LEBW1414-00
This was discussed earlier under DC motor char-
acteristics where it was pointed out that motor
torque comes from the strength of motor mag-
netic fields.
To dramatize the stall torque characteristics, it is
useful to compare torque characteristics of sev-
eral drives when coming off the slips mechan-
ical, torque converter, steam, and DC (SCR). See
Figure 19.13.
The startling thing shown in Figure 19.13 is that
developing rated torque on a DC motor at the
moment when coming off the slips does not load
the engine. The engine is loaded in proportion to
the speed to which the motor is accelerating. Thus,
the electric drive is comparable to a steam rig.
Ideally an electric rig will initially accelerate the
traveling block, when coming off the slips, at a
constant rate regardless of power capability of the
engine. This constant rate is determined by gen-
erator kVA capacity. Motors will accelerate at this
constant rate to the rpm at which developed power
equals engine capability. The SCR system kW limit
will then begin to reduce motor ampere draw.
The motor will now accelerate at a slower rate or
maintain a constant rpm, depending on load.
These factors are illustrated by using a hypo-
thetical hoisting scheme. This drawworks has the
following characteristics:
1492 kW (2000 hp) Capacity
Two 746 kW (1000 hp) Motors
Each Motor
At Rated At Stall
rpm Conditions
DC amp 995 1200
AC amp 812 979
kVA 845 1020
kW (hp) 746 (1000) 0
Figure 19.14 plots drawworks current, power,
and hoisting time for a heavy load. Total time to
pull a stand of pipe is 45 seconds. (This is not
based on calculation but is sufficient to illustrate
the desired phenomena.)
In Part A of Figure 19.14, note that drawworks
DC amperes are indicated as doing three things:
1. Hold weight of pipe against gravity under
static or constant rpm conditions.
2. Overcome hole friction.
3. Accelerate pipe.
(Note that on a direct drive or torque converter
rig, it would also be necessary to accelerate the
engines.)
0 10 20 30 40 50 60 70 80 90
400
800
Time
Constant Motor rpm
Motor
Acceleration
0
2000
1000
2
1
3
1000
1400
0
1492 kW
(2000 hp)
3
2
1
D
C
M
o
t
o
r
T
o
t
a
l
R
e
v
o
l
u
t
i
o
n
s
D
r
a
w
w
o
r
k
s
P
o
w
e
r
D
r
a
w
w
o
r
k
s
A
m
p
e
r
e
s
A
B
C
Figure 19.14
LEBW1414-00 202
In this example 1000 amps are required to hold
the weight of the pipe. The remaining 1400 amps
are initially available to accelerate pipe.
In Part B, drawworks power is indicated as being
proportioned among the same three functions.
Note that drawworks power starts at zero and
reaches rated power after 15 seconds. Once the
drawworks motor reaches rated rpm, the kilo-
watts (horsepower) drop (and motor amps) to
that required for a constant speed condition.
If we accept 45 seconds as a reasonable estimate
of heavy load hoisting time, we can count the DC
motor revolutions as shown in Part C. For this
transmission gear and lines strung, it takes 632
turns of the motor to pull pipe the required 90 ft.
(27.4 m). Note that during acceleration, pipe is
being lifted, although at a slower rate.
To perform according to Figure 19.14, the draw-
works has to be fully powered both with horse-
power (kilowatts) and kVA (amps), which would
be two 3512s with 1250 kVA generators.
Figure 19.15 shows the drawworks under a lighter
load condition but in the same drawworks gear.
Note that acceleration time has been reduced
from 15 seconds to 7 seconds due to the combi-
nation of having 1800 amps available for accel-
eration as compared to the 1400 amps in the
previous example, and due to the lighter load to
accelerate. Hoisting time has been reduced only
3 seconds, from 45 seconds to 42 seconds. Part C
indicates this by counting motor revolutions.
Figure 19.16 shows an underpowered drawworks
with the same heavy load as in Figure 19.14. The
drawworks is now powered by one 3512 and a
1250 kVA generator.
1250 kVA translates into 1470 DC amps. Com-
paring Figure 19.14, Part A, to Figure 19.16,
Part A, we see that this undertorqued drawworks
has only 470 amps available for acceleration while
the fully powered drawworks has 1400 amps
available for acceleration. Hence, this under-
torqued drawworks will accelerate much slower
than before.
After an estimated 25 seconds, the horsepower
will build to the rating of the engine. Acceleration
will now continue at a slower rate as the SCR sys-
tem power limiter or overload control phases
back the SCR system. This reduces generator
amps sufficiently to hold generator and engine
at full load. Note the engine is not loaded for
approximately 25 seconds.
Figure 19.15
0 10 20 30 40 50 60 70 80 90
400
800
Time
0
2000
1000
2
1
1800
0
1492 kW
(2000 hp)
3
2
1
D
C
M
o
t
o
r
T
o
t
a
l
R
e
v
o
l
u
t
i
o
n
s
D
r
a
w
w
o
r
k
s
P
o
w
e
r
D
r
a
w
w
o
r
k
s
A
m
p
e
r
e
s
600
3
A
B
C
203 LEBW1414-00
Thus, total trip time could be about 60 seconds.
This time is broken down as follows:
O X seconds Acceleration to engine
power limit
X Y Acceleration at slower rate
Y Z Constant rpm
Figure 19.17 overlays Figures 19.14, 19.15 and
18.16. Part A shows the important variable is the
percentage of available DC amperes available
for acceleration. Oversize generators provide
increased acceleration torque. Thus, the faster
the drawworks accelerates, the sooner the engine
can be loaded. Oversize generators come close
to providing identical drawworks performance as
that obtained with additional engines operating.
For these figures to be totally representative, avail-
able engine power and generator kVA should be
reduced by the on-line auxiliary loads left running.
In summary, oversized generators not only pro-
vided for operation of mud pumps at reduced
power factors, but they also reduce the need to
fully horsepower the drawworks, as long as the
drawworks is close to being fully torqued.
Concern Over Power Outages
An additional concern expressed by some drilling
personnel is the domino effect. That is, if the load
is equal to one and one-half engines, they prefer
to run three engines. It is felt that if only two
engines were operated, loss of either of two gen-
erator sets would overload and stall out the
remaining generator set.
This does not happen with modern SCR systems
due to the power limiter or overload control built
into the SCR system. This controller will phase-
back one or more of the SCR-controlled loads suf-
ficiently to prevent engine (or generator) overload.
Miscellaneous Considerations
With optimum usage, engines accumulate fewer
hours per year but at a somewhat heavier load.
This heavier load may result in a somewhat lower
time between overhauls as expressed in engine
service meter hours. However, time between
overhauls as expressed in calendar years will be
greater.
Additionally, there will be conditions where engines
are presently so lightly loaded that the increase in
load may still leave the engine moderately loaded
and service life will be only slightly affected.
A final benefit of increasing engine load is that
the resulting warmer jacket water temperatures
greatly aid in combating harmful effects of some
fuel contaminants.
Figure 19.16
0 10 20 30 40 50 60 70 80 90
400
800
Time
Slower Accel.
Motor Accel.
to Power Limit
0
2000
1000
2
1
3
0
1492 kW
(2000 hp)
2
1
D
C
M
o
t
o
r
T
o
t
a
l
R
e
v
o
l
u
t
i
o
n
s
D
r
a
w
w
o
r
k
s
P
o
w
e
r
D
r
a
w
w
o
r
k
s
A
m
p
e
r
e
s
Constant
Motor
rpm
3
A
B
C
LEBW1414-00 204
During deep drilling, where the investment in the
well is accumulating to a considerable amount
and uncertainty regarding the exact nature of
down hole conditions is also increasing, it is a
general practice to operate with 80% or less
engine load.
Summary
The main means available to improve fuel con-
servation are:
Use electric motor-driven auxiliaries.
Use engine heat on winterized rigs.
Prevent theft of fuel.
Eliminate spillage and leakage losses.
Turn off unneeded auxiliaries.
Keep engines properly maintained.
Use proper turbocharger matches.
Reduce radiator fan power requirements.
Operate the minimum number of engines.
Size system for operating kVA.
Operate DC motors in series.
Increase motor rpm.
Utilize oversize generators for improved hoist-
ing and mud pump performance.
0 10 20 30 40 50 60 70 80 90
400
800
Time
0
2000
1000
0
1492 kW
(2000 hp)
D
C
M
o
t
o
r
T
o
t
a
l
R
e
v
o
l
u
t
i
o
n
s
D
r
a
w
w
o
r
k
s
P
o
w
e
r
D
r
a
w
w
o
r
k
s
A
m
p
e
r
e
s
O-X Max. Motor Accel.
X-Z Accel. Power Limited
Y-Z Constant Motor rpm
Z Z Z Z
Y Y
Y Y
X
X
X
2 3512 w/1250 kVA
1 3512 w/1250 kVA
1 3512 w/1500 kVA
1 3512 w/1800 kVA
1000
A
B
C
Figure 19.17
205 LEBW1414-00
RIG NO. LOCATION DATE
ENGINE NO. 1 2 3 4 5 6 7 8 9 10
ENGINE IDENTIFICATION
Hours Run
Oil Added gal
Fuel Used gal
rpm
Air Temperature left
Air Temperature right
Exhaust Temperature left
Exhaust Temperature right
Oil Temperature
Jacket Water Temperature
Aftercooler Water Temperature
Oil Pressure
Fuel Pressure
Engineman Signature:
Hours Run
Oil Added gal
Fuel Used gal
rpm
Air Temperature left
Air Temperature right
Exhaust Temperature left
Exhaust Temperature right
Oil Temperature
Jacket Water Temperature
Aftercooler Water Temperature
Oil Pressure
Fuel Pressure
Engineman Signature:
Hours Run
Oil Added gal
Fuel Used gal
rpm
Air Temperature left
Air Temperature right
Exhaust Temperature left
Exhaust Temperature right
Oil Temperature
Jacket Water Temperature
Aftercooler Water Temperature
Oil Pressure
Fuel Pressure
Engineman Signature:
Remarks: Work done, parts used, cause of failure, periodic inspection, etc., identify each engine worked on.
Figure 20.1
DAILY ENGINE REPORT
LEBW1414-00 206
Figure 21.1
ENGINE SUPPORT SYSTEMS LAYOUTS
207 LEBW1414-00
A. Ducting widens as it descends to engine serv-
ice walkway.
B. Exhaust is only overhead engine connection
all others under engine.
C. Raised platform completely around engines.
Solid plate, with 1 in. (25 mm) clearance
around base.
D. Engines raised 1 ft. (0.3 m) to allow passage
underneath to be used for routing piping
fuel, air, water.
1. Pedestals and spring isolators at 3 point
locations.
2. Walkway
Diesel Fuel Day Tank mounted on outside
wall of module.
Engine bases supported at 3 point mount
location.
Figure 21.2
LEBW1414-00 208
SHUTOFF AND ALARM SYSTEMS
1401. Is air inlet shutoff used? . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1402. Is alarm panel used? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1403. Are alarms used? LOP . . . . HWT . . . . OSS . . . .
1404. Can engine disengage from compound when failure occurs,
Figure 16.2? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OILFIELD INSTRUMENTS
1301. Are premium panels used? . . . . . . . . . . . . . . . . . . . . . . . . . . 1302. How is engine load monitored? . . . . . . . . . . . . . . . . . . . . . . .
CRANKCASE BREATHER
1001. Required with blower fan . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1002. Diameter of pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1003. No low spot in line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1004. Powered disposal system . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR INTAKE SYSTEM
902. Can mud enter air cleaner? . . . . . . . . . . . . . . . . . . . . . . . . . .
903. Are remote mounted air cleaners used? . . . . . . . . . . . . . . . .
904. Are elbows proper size, Figure 11.13? . . . . . . . . . . . . . . . . .
905. Is ducting to air cleaner airtight? . . . . . . . . . . . . . . . . . . . . . .
906. Are durable flexible connections used? . . . . . . . . . . . . . . . . .
VENTILATION
901. Radiator air ducted for space heating . . . . . . . . . . . . . . . . . .
EXHAUST
801. Expansion joint used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
802. Muffler used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
803. No exhaust recirculation to radiator/air cleaner . . . . . . . . . . .
804. Exhaust system supported separate from engine . . . . . . . . .
805. Outlet protected from rain entry . . . . . . . . . . . . . . . . . . . . . . .
FUEL
701. Type of fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
702. Fuel line size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
703. Fuel centrifuge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
704. Shutoff/check valves used each engine . . . . . . . . . . . . . . . . .
705. Return line goes back to fuel tank . . . . . . . . . . . . . . . . . . . . .
706. Water trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
707. Fuel cooler required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LUBRICATION
601. Drain plug accessible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
602. Type oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
603. SOS to be used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COOLING
501. Radiator manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
502. Type: Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Suction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vertical discharge . . . . . . . . . . . . . . . . . . . . . . . .
503. Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
504. Additional heat load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
505. Antifreeze required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
506. Expansion tank supplied . . . . . . . . . . . . . . . . . . . . . . . . . . . .
507. Rad. fan hp . . . . . . . . . . . . . . net engine hp . . . . . . . . . . . .
508. Water lines slope up to radiator . . . . . . . . . . . . . . . . . . . . . . .
509. Piping as large as engine connections . . . . . . . . . . . . . . . . .
510. No air recirculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
511. Shutterstats used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
512. Radiators offset from engines . . . . . . . . . . . . . . . . . . . . . . . .
513. Rad. adequately supported by engines . . . . . . . . . . . . . . . . .
514. Dual core radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAIN ENGINE AUXILIARY DRIVES
401. Auxiliary equip driven . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402. PTO location on engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GOVERNOR
301. Hydra-mechanical with air throttle . . . . . . . . . . . . . . . . . . . . .
302. UG8L with air throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
303. 3161 with air throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
304. Cat electronic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MOUNTING
208. Are substructure pin joints tight? . . . . . . . . . . . . . . . . . . . . . .
209. Can engine twist or bend? . . . . . . . . . . . . . . . . . . . . . . . . . .
210. Does engine overhang substructure? . . . . . . . . . . . . . . . . . .
211. Is substructure laterally braced? . . . . . . . . . . . . . . . . . . . . . .
DRIVE SYSTEM DATA
201. Torque converter model . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
202. Fluid coupling model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
203. Air clutch model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
204. Transmission model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
205. Engine rpm on mud pumps . . . . . . . . . . . . . . . . . . . . . . . . . .
206. Engine rpm on drawworks . . . . . . . . . . . . . . . . . . . . . . . . . . .
207. Clutch air pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL INFORMATION
A. Rig number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B. Owner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C. Address . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D. Rig-up performed by . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
E. Rig-up location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F. First location at . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
G. Special conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
H. Selling dealer or OEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
I. Engine model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rating . . . . . . . . . . . . . . . . . . . hp . . . . . . . . . . . . . . . . . rpm
S/N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
J. Drive Type.
All engines in one compound . . . . . . . . . . . . . . . . . . . . . . . .
Independent mud pump drive . . . . . . . . . . . . . . . . . . . . . . . .
Independent rotary drive . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chassis mounted drawworks . . . . . . . . . . . . . . . . . . . . . . . . .
Make . . . . . . . . . . . . . . . . . . . . . .Model . . . . . . . . . . . . . . . .
K. Reviewed by . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
At . . . . . . . . . . . . . . . . . . . . . . . . . . . Date . . . . . . . . . . . . . . . .
L. Reviewed with . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M. Auxiliary power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CATERPILLAR PETROLEUM ENGINE SYSTEM ANALYSIS DESIGN REVIEW
Reference: Cat Petroleum Engine Application and Installation Guide
LAND MECHANICAL RIG
209 LEBW1414-00
GOVERNORS Check type of governor and answer appropriate questions.
FUEL
701. Type of fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
702. Fuel tanks elevation above engine . . . . . . . . . . . . . . . . . . . .
703. Day tank used to relieve
pressure head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
704. Fuel line size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
705. Fuel centrifuge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
706. Water trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
707. Return line goes back to tank . . . . . . . . . . . . . . . . . . . . . . . .
708. Shutoff/check valves used on
each engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
709. Crankcase oil mixed with fuel . . . . . . . . . . . . . . . . . . . . . . . .
710. Fuel cooler required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LUBRICATION
601. Drain manifold used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
602. Fill manifold used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
603. Type of oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
604. SOS to be used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
605. Duplex filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COOLING HEAT EXCHANGER COOLING
501. Cooling Circuit Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
JWAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
502. Full-load heat rejection . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
503. Sea water temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
504. Sea water flow per engine . . . . . . . . . . . . . . . . . . . . . . . . . . .
505. Sea water pump capacity . . . . . . . . . . . . . . . . . . . . . . . . . . .
506. Cat heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
507. Cat H.E. piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
508. Pressure at engine inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
509. Pressure at engine outlet . . . . . . . . . . . . . . . . . . . . . . . . . . .
510. Pipe size to engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
511. Sea water strainers used . . . . . . . . . . . . . . . . . . . . . . . . . . . .
512. Pressure regulating valve . . . . . . . . . . . . . . . . . . . . . . . . . . .
513. Pressure gauges at engine . . . . . . . . . . . . . . . . . . . . . . . . . .
514. Watermaker used . . . . . . . . . . . . . . . . . . .(answer 515-524)
515. Manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
516. Number of circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
517. Are engines interconnected? . . . . . . . . . . . . . . . . . . . . . . . . .
518. Circuit type: Figure 7.15 . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7.16 . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7.17 . . . . . . . . . . . . . . . . . . . . . . . . . .
519. Auxiliary JW pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
520. Auxiliary expansion tank . . . . . . . . . . . . . . . . . . . . . . . . . . . .
521. Used per Figure 7.25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
522. Piping free of air traps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
523. Piping below expansion tank . . . . . . . . . . . . . . . . . . . . . . . . .
524. Who is modifying engine water lines? . . . . . . . . . . . . . . . . . .
Remote Radiator or Keel Cooler
525. Cooing circuit type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Remote radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Keel cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
526. Ambient temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
527. System external resistance . . . . . . . . . . . . . . . . . . . . . . . . . .
528. Allowable external resistance . . . . . . . . . . . . . . . . . . . . . . . .
529. Pressure at JW pump inlet . . . . . . . . . . . . . . . . . . . . . . . . . .
530. Are engines interconnected? . . . . . . . . . . . . . . . . . . . . . . . . .
531. Is piping free of air traps? . . . . . . . . . . . . . . . . . . . . . . . . . . .
532. Expansion provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
533. De-aeration provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
534. Dual core radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
301. Cat electronic . . . . . . . . . . . . . . . . . .
302. Ross Hill . . . . . . . . . . . . . . . . . . . . . .
303. 2301A . . . . . . . . . . . . . . . . . . . . . . . .
304. Low idle speed . . . . . . . . . . . . . .rpm
0200 Ma control . . . . . . . . . . . . . . . . . . . . .
Powered by control battery . . . . . . . . . . . . .
Low DC voltage alarm . . . . . . . . . . . . . . . . .
Wiring per Figure 6.10 . . . . . . . . . . . . . . . . .
Installation in switchgear per
Cat recommendations . . . . . . . . . . . . . . . . .
Are units paralleled for AC? . . . . . . . . . . . . .
HOC control . . . . . . . . . . . . . . . . . . . . . . . .
Two battery chargers . . . . . . . . . . . . . . . . . .
Minimum 16 gauge stranded wire . . . . . . . .
BASE AND SUPPORT
101. Base manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
102. 3-point mounting used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
103. Spring isolators used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
104. Adequate substructure beams
under all 3 points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL INFORMATION
A. Rig name . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B. Type rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C. Owner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D. Address . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
E. Shipyard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F. Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
G. Selling dealer or OEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
H. First location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
J. Special conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
K. Engine model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rating . . . . . . . . . . . . . . . . . . . . . hp . . . . . . . . . . . . . . . . . rpm
S/N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L. DC or SCR system manufacturer . . . . . . . . . . . . . . . . . . . . . . . .
M. Generator manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type . . . . . . . . . .AC . . . . . . . . . . . . .DC . . . . . . . . . . . . . .
Quantity . . . . . . .AC . . . . . . . . . . . . .DC . . . . . . . . . . . . . .
Rating . . . . . . . . .kW . . . . . . . . . . . . .Hz . . . . . . . . . . . . . .
N. Installation drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
O. Connection drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
P. Reviewed by . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
At . . . . . . . . . . . . . . . . . . . . . . . . . . .Date . . . . . . . . . . . . . . . . .
CATERPILLAR PETROLEUM ENGINE SYSTEM ANALYSIS DESIGN REVIEW
Reference: Cat Petroleum Engine Application and Installation Guide
OFFSHORE ELECTRIC RIG
LEBW1414-00 210
EMERGENCY GENERATOR CONSIDERATIONS
2001. Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2002. Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2003. Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2004. Cooling: Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2005. Jacket water heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2006. Fuel day tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2007. Radiator ducts oversized . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(in and out) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2008. External obstructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2009. Will exhaust gas recirculate? . . . . . . . . . . . . . . . . . . . . . . . . .
2010. Air inlet extension used if
engine can be started with
watertight doors closed . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2011. Spring isolators used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2012. Emergency generator support equipment on
emergency circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2013. Starting: Electric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2014. Cranking panel used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2015. Auto transfer switch used . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELECTROLYTIC AND GALVANIC ACTIVITY PROTECTION
1601. Batteries grounded per Fig. 17.2 . . . . . . . . . . . . . . . . . . . . . .
SHUTOFF AND ALARM SYSTEMS
1401. Air inlet shutoff used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1402. Alarm panel used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1403. Alarms used: HWT . . . . . . . . , LOP . . . . . . . . , LWL . . . . . . ,
OSS . . . . . . . . . . . . , HOT . . . . . . . . . . . . , HIAT . . . . . . . . . . . .
1404. Additional alarms:
Low battery . . . . . . . . . . . , Low air pressure . . . . . . . . . . . ,
Low S.W. pressure. . . . . . . . . . . . . . , RPR. . . . . . . . . . . . . .
AC POWER SYSTEMS
1201. RPR Trip in 2 sec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1202. Overload protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1203. Generators oversized . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1204. Generator controls set for engine
capacity or generator capacity . . . . . . . . . . . . . . . . . . . . . . . .
DC POWER SYSTEMS
1101. Engine alarm switches connected to DC panel . . . . . . . . . . . 1102. Does drillers console idle
engine when unloaded? . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CRANKCASE BREATHER
1001. Separate line/engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1002. Line size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1003. Line sloped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1004. Drip collector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VENTILATION
901. Type ventilation Figure 10.1 . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10.2 . . . . . . . . . . . . . . . Figure 10.4 . . . . . . . . . . . . .
902. Ambient temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
903. Temperature rise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
904. Air required/engine (formula) . . . . . . . . . . . . . . . . . . . . . . . . .
905. Air supplied . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EXHAUST
801. Individual exhaust runs . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
802. Backpressure (Figure 10.10) . . . . . . . . . . . . . . . . . . . . . . . . .
803. Insulated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
804. Thermal exp. allowed:
Vertical . . . . . . . . . . . . . . . . Horizontal . . . . . . . . . . . . . .
805. Rain-spray protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
806. No exhaust recirculation to air inlet . . . . . . . . . . . . . . . . . . . .
807. Will muffler water spray
enter engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
211 LEBW1414-00
GOVERNORS Check type of governor and answer appropriate questions.
SHUTOFF AND ALARM SYSTEMS
1401. Air inlet shutoff used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1402. Alarm panel used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1403. Alarms used: LOP . . . . , HWT . . . . , OSS . . . .
1404. Additional alarms:
Low battery . . . . . . . . . . . . , Low air pressure . . . . . . . . . . ,
RPR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC POWER SYSTEM
1201. RPR trip in two seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1202. Overload protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1203. Generators oversized . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1204. Generator controls set for NET engine hp or
generator capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DC POWER SYSTEM
1101. Engine alarm switches connected to DC Panel . . . . . . . . . . . 1102. Does drillers console idle when unloaded? . . . . . . . . . . . . . .
CRANKCASE BREATHER
1001. Required with blower fan or
front-mounted generator . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1002. No low spot in line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1003. Diameter of pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR INTAKE SYSTEM
902. Remote-mounted air cleaners used . . . . . . . . . . . . . . . . . . .
903. Are elbows proper size, Figure 11.13? . . . . . . . . . . . . . . . . .
904. Is ducting to air cleaner airtight? . . . . . . . . . . . . . . . . . . . . . .
905. Are durable flexible connections used? . . . . . . . . . . . . . . . . .
VENTILATION
901. Radiator air ducted for space heating . . . . . . . . . . . . . . . . . . .
EXHAUST
801. Expansion joint used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
802. No exhaust recirculation to radiator/air cleaner . . . . . . . . . . .
803. Is exhaust system supported separate from engine? . . . . . .
804. Outlet protected from rain entry . . . . . . . . . . . . . . . . . . . . . . .
FUEL
701. Type of fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
702. Fuel line size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
703. Fuel centrifuge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
704. Shutoff/check valves used each engine . . . . . . . . . . . . . . . . .
705. Return line goes back to fuel tank . . . . . . . . . . . . . . . . . . . . .
706. Water trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
707. Fuel cooler required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LUBRICATION
601. Drain plug accessible . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
602. Type oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
603. SOS to be used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COOLING
501. Radiator Manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
502. Types: Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Suction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vertical discharge . . . . . . . . . . . . . . . . . . . . . . . .
503. Temperature . . . . . . . . . . . . . . . Altitude . . . . . . . . . . . . . . .
504. Expansion tank supplied . . . . . . . . . . . . . . . . . . . . . . . . . . . .
505. Antifreeze required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
506. Radiator fan hp . . . . . . . . . . . NET engine hp . . . . . . . . . . .
507. Water lines slope up to radiator . . . . . . . . . . . . . . . . . . . . . . .
508. Piping as large as engine connections . . . . . . . . . . . . . . . . .
509. No air recirculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
510. Dual core radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
301. Cat electronic . . . . . . . . . . . . . . . . . .
302. 3161 . . . . . . . . . . . . . . . . . . . . . . . . .
303. Ross Hill . . . . . . . . . . . . . . . . . . . . . .
304. 2301A . . . . . . . . . . . . . . . . . . . . . . . .
305. Low idle speed . . . . . . . . . . . . . .rpm
0200 Ma control . . . . . . . . . . . . . . . . . . . . .
Air supply pressure . . . . . . . . . . . . . . . . . . .
Powered by control battery . . . . . . . . . . . . .
Powered by control battery . . . . . . . . . . . . .
Low DC voltage alarm . . . . . . . . . . . . . . . . .
Wiring per Figure 6.10 . . . . . . . . . . . . . . . . .
Installation in switchgear per
Cat recommendations . . . . . . . . . . . . . . . . .
Are units paralleled for AC power? . . . . . . .
HOC control . . . . . . . . . . . . . . . . . . . . . . . .
Two battery chargers . . . . . . . . . . . . . . . . . .
Minimum 16 gauge stranded wire . . . . . . . .
BASE AND SUPPORT
101. Base manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
102. Coupling manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
103. Roof over engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
104. Service platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
105. 3-point mounting used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
106. Base will be supported on: Planks . . . . . . . . . . . . . . . . . . . .
Concrete . . . . . . . . . . . . . . . . . .
Hard pan . . . . . . . . . . . . . . . . . .
107. Subbase used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
108. Substructure used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL INFORMATION
A. Rig number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B. Owner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C. Address . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D. Rig-up performed by . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
E. Rig-up location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F. First location at . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
G. Special conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
H. Engine model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rating . . . . . . . . . . . . . . . . . . . hp . . . . . . . . . . . . . . . . . rpm
S/N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
I. DC or SCR system mfr . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
J. Generator mfr . . . . . . . . .DC . . . . . . . . . . . . .AC . . . . . . . . . . .
Type . . . . . . . . . . . . .AC . . . . . . . . . . . . .DC . . . . . . . . . .
Quantity . . . . . . . . . . .AC . . . . . . . . . . . . .DC . . . . . . . . . .
Rating . . . . . . . kW . . . . . . , Hz . . . . . . . , pf . . . . . . . . . .
K. Installation Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L. Connection Drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
M. Reviewed by . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
At . . . . . . . . . . . . . . . . . . . . . . . . . . . Date . . . . . . . . . . . . . . . .
N. Reviewed with . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
O. Selling dealer or OEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CATERPILLAR PETROLEUM ENGINE SYSTEM ANALYSIS DESIGN REVIEW
Reference: Cat Petroleum Engine Application and Installation Guide
LAND ELECTRIC RIG
Materials and specifications are
subject to change without notice.
LEBW1414-00
Supersedes LEBW5119
PRINTED IN U.S.A. CATERPILLAR and CAT are trademarks of Caterpillar Inc.
Available electronically in the Technical Information section of
https://oilandgas.cat.com