Cooling System

Know Your Cooling System {0708, 1000, 1350, 7000} (SEBD0518-11)
SMCS - 0708, 1000, 1350, 7000 i09797435

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Introduction 202 -0003
4
13: /05/0 0640
Diesel engine manufacturers have increased engine operating temperatures to improve engine
efficiency. This increase in temperature means that proper cooling system maintenance is
3
SEB 5:54+ 8
especially important. Overheating, overcooling, pitting, cavitation-erosion, cracked heads, piston
seizures, and plugged radiators are classic cooling system failures.
© 2 D051 07:00
Proper coolant selection and maintenance are your choice, and coolant is vital to successful
024 8
engine service life. In fact, coolant is as important as the quality of your fuel and lubricating oil.
Cat
This booklet tells the coolant story: coolant composition, contamination, and typical
erp
consequences. This booklet also offers preventive measures to help you avoid the costly effects
of coolant-related failures.
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Note: Always check the latest Service Information for updates to ensure that the most current
specifications and test procedures are used.
Understanding Cooling Systems

Proper cooling system design and maintenance is an important part of the satisfactory operation
and service life of an engine. Understanding how the cooling system works can help reduce
owning and operating costs.
Functions
The temperature of burning fuel in Caterpillar Engines can reach 1927° C (3,500° F). However,
only about 33% of this total heat is converted into crankshaft horsepower. Approximately 30% is
expelled through exhaust, while another 7% is radiated directly into the atmosphere from engine
surfaces. The remaining 30% must be dissipated through a carefully designed cooling system.
The cooling system must remove heat in order to keep the engine at the correct operating
temperature. The cooling system must not remove too much heat or the engine will run cold.
Illustration 1 g02143772
Proportional amount of heat dissipated from engine
In addition to removing heat generated from fuel combustion, in some applications, the cooling
system must also remove heat from other sources.
Other components that transfer heat to the coolant can include the following:
transmission oil coolers
hydraulic oil coolers
aftercoolers
water-cooled exhaust manifolds
water-cooled turbocharger shields and housings
marine gear oil coolers
torque converter/retarder coolers
The cooling system has a direct effect on the operation and service life of the engine.
Overheating or overcooling can result from the following conditions:
The cooling system is not the correct size
Poor maintenance of the cooling system
Incorrect operation of the engine
Overheating or overcooling can shorten the engine service life. Overheating or overcooling can
also cause poor engine performance. Find the cause of any problem in the cooling system and
correct the problem immediately.
Thus, the function of the cooling system is to remove the proper amount of heat to keep the
engine running at correct operating temperatures. This function is vital to the operation of an
internal combustion engine.
Function of Components
There are many types of cooling systems. Most cooling systems use a radiator and a fan to
remove the heat from the engine and other systems on a machine. Other types of cooling
systems use a heat exchanger, keel coolers, or cooling towers to remove heat.
Figure 2 shows the basic components of most cooling systems. These basic components are:
coolant, the water pump, the engine oil cooler, water temperature regulators in the thermostat
housing, the fan, and the radiator. In normal operation, the water pump pushes coolant through
the engine oil cooler and into the cylinder block. The coolant then flows through the cylinder
block and into the cylinder head or heads. Coolant then flows to the hot areas of the cylinder
head. After flowing through the cylinder head or heads, the coolant goes into the thermostat
housing.
When the engine is cold, the temperature regulators prevent the flow of coolant to the radiator
and direct the coolant back to the water pump. As the temperature of the coolant becomes
warmer, the temperature regulators begin to open and permit some flow of coolant to the
radiator.
The regulator opens to maintain the correct engine temperature. The amount that the regulator
opens and the percent of coolant flow to the radiator depends on the temperature of the coolant.
Coolant temperature is determined by the load on the engine and the outside air temperature.
The fan pushes or pulls air through the radiator and around the tubes and fins. These fins go
from the top to the bottom of the radiator. (Some machines, such as lift trucks and highway
trucks, can have cross flow radiator cores.) Other cooling systems have a separate pressure
relief valve to limit the pressure in the cooling system.
When the hot coolant goes through the tubes in the radiator, the flow of air around the tubes and
fins lowers the temperature of the coolant. The coolant then flows back through the water pump.
Typical Cooling System
In many applications, there are other components that transfer heat to the coolant. These
components can be aftercoolers, water-cooled exhaust manifolds, water-cooled turbocharger
shields and housings, transmission oil coolers, torque converters, and marine transmission oil
coolers.
In some cooling systems, a shunt line is used to maintain a positive water pressure at the water
pump inlet. The shunt line also provides a path for filling the cooling system.
Some cooling systems use a radiator cap that seals the opening in the top tank or overflow tank.
The radiator cap limits the pressure in the cooling system.
An orifice may be used between the thermostat and the radiator top tank for flow balance. If your
cooling system is equipped with this system, the orifice must not be changed or removed.
Most marine engines have an expansion tank and keel cooler or a heat exchanger instead of a
radiator or fan. A second water pump is used to push sea water through the heat exchanger and,
in some applications, through an aftercooler.
In heat exchanger cooling systems, an expansion tank and heat exchanger perform the same
function as the radiator. However, instead of transferring heat into the air, a heat exchanger
system transfers coolant heat to an external water supply. In marine applications, a keel or skin
cooler is used as an outboard heat exchanger. This cooler is either attached to the submerged
part of a vessels hull or built as part of the hull.
Schematic of typical heat exchanger cooling system
Schematic of typical keel cooler cooling system
(1) Turbocharger
(2) Aftercooler, jacket water cooled
(3) Jacket water outlet connection
(4) Jacket water inlet connection
(5) Expansion tank
(6) Jacket water pump
(7) Keel cooler
(8) Bypass filter
(9) Duplex full-flow strainer
(10) Shut-off valve
(11) Auxiliary expansion tank
(12) Flexible connection
Some machines use other cooler cores (radiators) to lower the temperature of transmission oil,
hydraulic oil, or air conditioning refrigerant. In most cases, the cores are upstream of the air flow
to the radiator to get the coolest air. The additional cores increase the temperature of the air that
passes through the radiator as well as increase the resistance to air flow. Additional cores make
the radiator core more difficult to clean. Recent design changes on some machines allow these
additional cores to be easily swung to the side. This change will allow better access to clean the
radiator core.
Cooling System Temperature

Cooling System Temperature Cooling systems are designed to keep an engine operating within
a desired temperature range. The temperature of the coolant must remain high to allow the
engine to operate efficiently. However, the temperature must stay low enough to prevent the
coolant from boiling.
A cooling system regulates temperature by transferring heat from the engine to the coolant and,
eventually, into the air (or external water supply). How quickly the system transfers heat from the
coolant into the air directly affects the system temperature. This rate of heat transfer at the
radiator depends on many different factors.
A major factor of heat transfer is the difference between the temperature of coolant inside the
radiator and the temperature of surrounding air. When the difference between coolant
temperature and ambient temperature increases, the rate of heat transfer increases.
Alternatively, when this temperature differential decreases, the rate of heat transfer declines.
If the coolant starts to boil or steam, coolant is pushed out of the radiator pressure relief valve.
This action lowers the level of coolant and leads to engine overheating. Once overheating
begins, continued operation only worsens the condition.
Three factors can change the boiling temperature of the coolant.
The amount and type of coolant
The pressure in the cooling system
The altitude or barometric pressure

Pressure/Temperature chart
The boiling point is higher at higher pressure levels. Hence, most cooling systems are designed
to operate under pressure. Maximum pressure of the system is controlled by a valve in the
radiator cap or by the pressure relief valve.
Increasing the pressure of the cooling system raises the boiling point of the coolant. For this
reason, most cooling systems are designed to operate under pressure. The amount of pressure
is controlled by a valve in the radiator cap or the pressure relief valve.
A higher altitude causes a lower boiling point. Figure 5 shows the relationship of the altitude and
the pressure in the cooling system with the boiling point. This chart is for water with no coolant.
For example, at 1800 m (6,000 feet) above sea level, water boils at 93°C (200'F). But at 3700 m
(12,000 feet), water boils at only 88°C (190'F).
Coolant boiling point concentration chart
Along with altitude and pressure, the type and the amount of coolant that is added to water also
changes the boiling point. The boiling point is higher with higher concentrations of ethylene
glycol in water when compared to propylene glycol-based antifreeze in water. However, ethylene
glycol is less effective than water at transferring heat. Use the correct concentration of ethylene
glycol because of the effects on boiling point and heat transfer.
Factors That Affect the Cooling System

The rate of heat transfer from the radiator to the air is directly related to the difference between
the coolant and air temperatures. High ambient air temperature causes the coolant temperature
to be higher. Air density decreases as the altitude increases. Therefore, the rate of heat transfer
to the air will decrease as the altitude increases. Because of this, higher altitudes cause higher
coolant temperatures. However, ambient air temperatures normally decrease at higher altitudes,
so the effects often counterbalance one another.
Sources of Heat
Operation of the machine in an overload condition can also cause overheating. The correct
selection of gears is important. If the machine is operated for a long period in a speed range near
the stall speed of the torque converter, the cooling system can overheat. Under such conditions
a large amount of heat is generated by the engine and/or torque converter while the speed of the
fan and water pump are decreased.
Fuel combustion creates heat in all internal combustion engines. How much heat is determined
by the API density and the amount of fuel used.
Cooling systems are designed to maintain proper operating temperature of the engine at full load
conditions. If the load is increased with a drop in the rpm of the engine or if the rpm of the engine
is decreased with no change in the load, the cooling system can overheat. In many applications,
the cooling system must absorb heat from several other sources. Among those sources are:
Engine Oil Coolers, Aftercoolers, Transmission or Torque Converter Oil Coolers, Retarder
Coolers, Water Cooled Exhaust Manifolds, Water Cooled Turbocharger Shields, and Hydraulic
Oil Coolers.
Typical engine oil cooler
Oil Coolers
Many engines, especially engines with turbochargers, have engine oil coolers. Most of the heat
in the oil comes from oil that is sprayed on the bottom side of the pistons. The coolant must
absorb enough heat in the oil cooler to prevent the oil from overheating. High temperature of
pistons is caused by high inlet air temperatures, wrong injection timing, incorrect fuel settings, or
low turbocharger boost. All of these conditions will increase the temperature of the oil.
One type of aftercooler
Aftercoolers
The air at the outlet of the turbocharger is at a higher temperature than the air at the inlet of the
turbocharger. Some engines have an aftercooler to lower the temperature of turbocharger outlet
air. Coolant is used in many aftercoolers to absorb the heat from the turbocharged air. If the
aftercooler core contains dirt or oil, the coolant cannot absorb as much heat as normal. This
issue can raise piston temperature and lower engine horsepower.
Typical transmission oil cooler
Transmission, Marine Transmission or Torque Converter Oil

Coolers
The operation of transmissions, marine transmissions, and torque converters generates heat.
Most of the heat in transmissions and marine transmissions is caused by the churning of oil.
Normally, the amount of heat will increase with load, because some heat is generated by gears
meshing. For torque converters, much of the heat is caused by shearing of oil between moving
parts. The greatest amount of heat is generated when the torque converter operates near stall
speed. A significant amount of heat is also generated in the torque converter when the machine
runs at high speed with no load. This condition is usually when running downhill.
Combination retarder/transmission oil cooler.
Retarder Coolers
Some machines have a retarder that can be used to help slow the machine on a downslope. Use
of this retarder causes heat in the retarder oil. Using the proper engine speed and transmission
speed range is important when using the retarder.
Water-cooled turbocharger
Water Cooled Exhaust Manifolds and Water Cooled

Turbocharger Shields
Some engines, especially marine engines, are equipped with water-cooled exhaust manifolds
and/or water-cooled turbocharger shields. Incorrect fuel settings or injection timing, excessive
load on the engine, high inlet air temperature, or restrictions in the inlet or exhaust air flow can
cause high exhaust temperatures and high coolant temperatures.
Hydraulic Oil Coolers
Hydraulic Oil Coolers
Some machines have hydraulic oil coolers. Generally, these are radiator-type coolers. On some
machines, the cooler core is between the fan and the radiator. The air must pass through the
cooler before the air goes through the radiator. If the hydraulic oil overheats, so can the cooling
system. Hot hydraulic oil is normally the result of a cycle time that is too rapid, the relief valve
pressure set too low or exceeded, or the hydraulic system operated in an overload condition.
Safety Recommendations
Always wear eye protection when you perform any service work on a cooling system.
Care must be taken during removal of the radiator cap
Release the pressure in the cooling system before performing any service work. If the pressure
in the cooling system is not released or the temperature of the system is not permitted to cool,
steam or hot water may be released when you remove the radiator cap. This condition may
cause personal injury. To release the pressure in a cooling system, let the system cool, put a
heavy cloth over the cap and loosen SLOWLY.
Do not allow undiluted corrosion inhibitors or diluted/undiluted radiator cleaners to come in

contact with the skin or eyes.
Do not use chromate corrosion inhibitors or any other cooling tower treatment chemistries in
an engine cooling system. The use of these inhibitors in the cooling system can produce
deposits that will lead to poor heat transfer.
Always follow the manufacturers instructions when handling corrosion inhibitors, radiator
cleaners, or antifreeze. Be especially sure to follow the manufacturers recommendations
concerning toxicity.
Glycol may catch fire when hot or exposed to an open flame. Do not weld, cut, or use an
open flame near leaking coolant that contains antifreeze.
Do not use alcohol in place of antifreeze. Alcohol has a lower boiling temperature and flash
point.
Do not operate a machine or perform any service work-around the area of the fan with the
fan guards removed. Moving fan blades can cause personal injury. Moreover, anything that
may fall into a moving fan can be thrown out with force.
Do not work near fan belts with the engine running.
Do not attempt to tighten any hose clamps while the cooling system is hot or under
pressure. If there is a failure of the hose clamp when tightened, a sudden loss of hot coolant
or steam could result.
Cooling System Maintenance

Coolant
Coolant generally consists of water combined with corrosion inhibitors or water combined with
antifreeze and corrosion inhibitors. The correct selection of coolant has a direct effect on the
efficiency and/or service life of both the cooling system and the engine. Coolant must be able to
transfer heat from hot engine components to a radiator or heat exchanger where the heat is
dissipated.
Heat Transfer
Heat transfer describes the tendency of heat to move from a hot area to a cooler area. Rate of
heat transfer is measured by the specific heat properties of a given liquid. (Specific heat is the
ratio of the quantity of heat required to raise the temperature of an amount of a specific liquid 1°
compared to the heat required to raise the temperature of an equal mass of water 1°). In coolant,
the rate of heat transfer also depends on the temperature difference between the outside air and
the coolant, plus the conductive properties of the material that surrounds the coolant.
A coolant mixture of 50% ethylene glycol, which has a specific heat of .880, and 50% water, will
increase the atmospheric boiling temperature of the mixture to approximately 107°C (225°F).
The heat transfer of an ethylene glycol mixture is less than the heat transfer of water. The
temperature at which the glycol mixture will boil is higher. This means that some loss in cooling
capability is recovered by obtaining a higher temperature in the radiator top tank without loss of
coolant because of boiling.
Protection Against Freezing of the Coolant

The best protection against coolant freezing is the correct mixture/ratio of the coolant. Use the
correct mixture/ratio of ethylene glycol and water or the correct mixture/ratio of propylene glycol
and water as a coolant. The most common antifreezes that are available use ethylene glycol to
provide freeze protection.
Note: Use a mixture of water, ethylene glycol (antifreeze), and cooling system conditioner. Pure,
undiluted antifreeze will freeze at -23°C (-9°F).
Corrosion Resistance
The coolant must prevent the formation of rust and pits in the engine and other components.
Since all water can cause corrosion, water should not be used alone. Any type of water is
unacceptably corrosive when corrosion inhibitors or antifreeze are not added.
Always add Cat SCA (Supplemental Cooling Additive), or equivalent to the water antifreeze
mixture at the time of the initial fill of the cooling system. [Adding Cat SCA is not necessary when
using Cat ELC (Extended Life Coolant) or Cat DEAC (Diesel Engine Antifreeze/Coolant). The
Caterpillar formula in these products includes all necessary inhibitors for initial fill.]
Note: NOTE: Do NOT use conventional SCA with Cat ELC. Use only Cat ELC Extender with Cat
ELC.
Note: NOTE: Conventional Coolants DO require periodic additions of SCA to maintain cooling
system protection.
Water alone is corrosive. If water alone is used (not recommended), adding Cat SCA is
important. Refer to this publication, "Water and Supplemental Coolant Additive" topic.
Scale and Deposits

The general characteristics of the water used as a coolant determine scale and deposit
formations. Inhibiting "poor" water completely to make water usable as a coolant mixture is
impossible. The water must be pretreated.
Compatibility
The coolant must not damage seals, hoses or any of the materials used in the construction of
cooling systems such as copper, aluminum, and steel. Inhibitors in Cat ELC, Cat DEAC, and Cat
SCA are designed to protect these materials.
Non-foaming
The coolant used in a system must not foam or make sludge that can damage the cooling
system.
Sediment
The coolant must be clear and not contain mud or an oil residue.
Cylinder Wall Pitting

Proper cooling system maintenance helps to control cylinder wall pitting. Cylinder wall pitting is
the result of the combined action of cavitation-erosion and corrosion. Essentially, during the
normal course of engine operation, the cylinder wall flexes causing small air bubbles to form on
the coolant side of the wall. Cavitation occurs when these bubbles break or implode and remove
the protective oxide film from the cylinder wall. Once this film is removed, corrosion is free to
develop and eventually the cylinder wall surface deteriorates.
Erosion-corrosion is a combination of mechanical and chemical or electrochemical action that

cause corrosion. Cavitation is a particular type of erosion corrosion and a common cause of
cylinder wall pitting.
Cylinder wall pitting can be controlled if the cooling system is regularly replenished with Cooling
System Conditioner. However, if conditioner is not added at the proper intervals (see page 24)
and in the correct quantities, pitting will worsen. This process will ultimately allow coolant to
penetrate the combustion chamber and cause major engine damage.
Coolant Properties
General Coolant Information
NOTICE
These recommendations are subject to change without prior
notice. Contact your local Cat dealer for the most up-to-date
recommendations.
NOTICE
Never add coolant to an overheated engine. Engine damage
could result. Allow the engine to cool first.
NOTICE
If the engine is to be stored in, or shipped to an area with below
freezing temperatures, the cooling system must be protected to
the lowest outside temperature or drained completely to prevent
damage caused by freezing coolant.
Frequently check the specific gravity of the coolant for proper freeze protection or for anti-boil
protection.
Clean the cooling system for the following reasons:
Contamination of the cooling system
Overheating of the engine
Foaming of the coolant
Note: If the cooling system is filled at a rate that is greater than 20 L (5 US gal) per minute, air
pockets can form in the cooling system.
After you drain the cooling system, and after you refill the cooling system, operate the engine.
Operate the engine without the filler cap until the coolant level stabilizes. Ensure that the coolant
is maintained to the proper level.
NOTICE
Never operate an engine without water temperature regulators
in the cooling system. Water temperature regulators help to
maintain the engine coolant at the proper operating
temperature. Cooling system problems can develop without
water temperature regulators. Removing the regulators allows
some coolant to bypass the radiator, potentially causing
overheating.
Many engine failures are related to the cooling system. The following problems are related to
cooling system failures: overheating, leakage of the water pump, plugged radiators or heat
exchangers, or pitting of the cylinder liners.
These failures can be avoided with proper cooling system maintenance. Cooling system
maintenance is as important as maintenance of the fuel system and the lubrication system.
Quality of the coolant is as important as the quality of the fuel and the lubricating oil.
Coolant is normally composed of three elements: water, additives, and glycol.
Water
NOTICE
All Caterpillar diesel engines equipped with air-to-air
aftercooling (ATAAC) require a minimum of 30 percent glycol to
prevent water pump cavitation.
NOTICE
Never use water alone without Supplemental Coolant Additives
(SCA) or without inhibited coolant. Water alone is corrosive at
engine operating temperatures. Water alone does not provide
adequate protection against boiling or freezing.
Water is used in the cooling system in order to transfer heat.
Distilled water or deionized water is recommended for use in engine cooling system.
DO NOT use the following types of water in cooling systems: hard water, softened water that has
been conditioned with salt, and seawater.
If distilled water or deionized water is not available, use water that meets or exceeds the
minimum acceptable water requirements listed in Figure 14.
Table 1
Caterpillar Minimum Acceptable Water Requirements
Property Maximum Limit ASTM Test
"D512"
Chloride (CI) 40 mg/L ((2.4 grains/US gal))
"D4327"
"D516"
Sulfate (SO4) 100 mg/L ((5.9 grains/US gal))
"D4327"
Total Hardness 170 mg/L ((10 grains/US gal)) "D1126"
Federal Method(1)
Total Solids 340 mg/L ((20 grains/US gal))
"2540B"
Acidity pH of 5.5 to 9.0 "D1293"
(1) Total dissolved solids dried at 103-105° C. "Standard Method for the Elimination of Water and Wastewater",
American Public Health Association, 1015 15th Street, N.W. Washington, DC 20005
For a water analysis, consult one of the following sources:
Cat dealer
Local water utility company
Agricultural agent
Independent laboratory
Additives
Additives help to protect the metal surfaces of the cooling system. A lack of coolant additives or
insufficient amounts of additives enable the following conditions to occur:
Corrosion
Formation of mineral deposits
Rust
Scale
Pitting and erosion from cavitation
Many additives are depleted during engine operation. These additives must be replaced
periodically. This process can be done by adding SCA (Supplemental Coolant Additives) to Cat
DEAC (Diesel Engine Antifreeze/Coolant) or by adding Cat ELC Extender to Cat ELC (Extended
Life Coolant).
Additives must be added at the proper concentration. Over concentration of additives can cause
the inhibitors to drop out-of-solution. The deposits can enable the following problems to occur:
Formation of gel compounds
Reduction of heat transfer
Leakage of the water pump seal
Plugging of radiators, coolers, and small passages

Glycol
Glycol in the coolant helps to provide protection against the following conditions:
Boiling
Freezing
Water pump cavitation (ATAAC equipped engines)
For optimum performance, Caterpillar recommends a 1:1 mixture of a water/glycol solution.
Note: Use a mixture that will provide protection against the lowest ambient temperature.
Note: 100 percent pure glycol will freeze at a temperature of -23° C (-9° F).
Most conventional heavy-duty coolant/antifreezes use ethylene glycol. Propylene glycol may also
be used. In a 1:1 mixture with water, ethylene and propylene glycol provide similar protection
against freezing and boiling. See Figures 15 and 16.
Table 2
Ethylene Glycol
Concentration Freeze Protection Boil Protection(1)
50 percent −37° C (−34° F) 106° C (223° F)
60 percent −52° C (−62° F) 111° C (232° F)
(1) Boiling protection is increased with the use of a pressurized radiator.
Fig. 15: Ethylene Glycol Concentration Chart.
NOTICE
Do not use propylene glycol in concentrations that exceed 50
percent glycol because of propylene glycols reduced heat
transfer capability. Use ethylene glycol in conditions that
require additional protection against boiling or freezing. Do not
use ethylene glycol in concentrations that exceed 60 percent
glycol.
Table 3
Propylene Glycol
Concentration Freeze Protection Boil Protection(1)
50 percent −32° C (−26° F) 106° C (223° F)
(1) Boiling protection is increased with the use of a pressurized radiator.
Fig. 16: Propylene Glycol Concentration Chart

Note: Propylene glycol coolant that is used in the cooling systems for Caterpillar diesel engines
must meet "ASTM D6210-04," "Fully-Formulated Glycol-Based Engine Coolant for Heavy-Duty
Engines." When propylene glycol coolant is used in heavy-duty diesel engines, a regular addition
of SCA is required for protection against liner cavitation. Consult your Cat dealer for additional
information.
Testing Glycol Concentration

To check the concentration of glycol, use the 245-5829 Coolant/Battery Tester Gp. The tester
gives readings that are immediate and accurate in both degrees Celsius and degrees
Fahrenheit. The tester can be used with ethylene or propylene glycol.
Freezing point curve for typical ethylene glycol solution
Table 4
Freeze Protection Temperatures for Antifreeze Concentrations(1)
Protection to: Concentration
−15° C (5° F) 30% glycol, 70% water
−24° C (−12° F) 40% glycol, 60% water
−37° C (−34° F) 50% glycol, 50% water
−52° C (−62° F) 60% glycol, 40% water
(1) Ethylene Glycol-based antifreeze
Fig. 18: Protection Temperatures for Antifreeze Concentrations.

Coolant Recommendations
The following two types of coolants may be used in Caterpillar diesel engines.
Preferred – Cat ELC (Extended Life Coolant) or a commercial extended life coolant that meets
the Caterpillar EC-1 specification
Acceptable – Cat DEAC (Diesel Engine Antifreeze/Coolant) or a commercial heavy-duty

coolant/antifreeze that meets "ASTM D4985" or "ASTM D6210" specifications
NOTICE
Do not use a commercial coolant/antifreeze that only meets the
"ASTM D3306" specification. This type of coolant/antifreeze is
made for light duty automotive applications.
Use only the coolant/antifreeze that is recommended.
Caterpillar recommends a 1:1 mixture of water and glycol. This mixture of water and glycol will
provide optimum heavy-duty performance as a coolant/antifreeze.
Note: Cat DEAC does not require a treatment with an SCA at the initial fill. However, a
commercial heavy-duty coolant/antifreeze that only meets the "ASTM D4985" specification WILL
require a treatment with an SCA at the initial fill. A commercial heavy-duty coolant/antifreeze that
meets the "ASTM D6210" specifications will NOT require a treatment with an SCA at the initial
fill. Read the label or the instructions that are provided by the manufacturer of the commercial
heavy-duty coolant/antifreeze.
Note: These coolants WILL require a treatment with a supplemental coolant additive on a
maintenance basis.
In stationary engine applications and marine engine applications that do not require anti-boil
protection or freeze protection, a mixture of supplemental coolant additive and water is
acceptable. Caterpillar recommends a 6 percent to 8 percent concentration of Cat SCA in those
cooling systems. Distilled water or deionized water is preferred. If distilled water or deionized
water is not available, use water that meets or exceeds the minimum acceptable water
requirements listed in Figure 14.
NOTICE
Note: Caterpillar recommends a minimum of 30 percent glycol in diesel engine cooling systems.
Refer to engine-specific Operation and Maintenance Manuals for exceptions. Containers of
several sizes are available.
Table 5
Coolant Service Life
Coolant Type Service Life(1)(2)
12000 Service Hours or 6
Cat ELC
years(3)
Commercial coolant that meets the Caterpillar EC-1 6000 Service Hours or 6
Specification years(4)
Cat DEAC
years
Commercial Heavy-Duty Coolant/Antifreeze that meets "ASTM 3000 Service Hours or 2
D6210" years
Commercial Heavy-Duty Coolant/Antifreeze that meets "ASTM
3000 Service Hours or 1 year
D4985"
Cat SCA(5) and Water (6)
years
Commercial Supplement coolant additive(7) and Water(6) 3000 Service Hours or 1 year
(1) Use the interval that occurs first.
(2) Refer to the specific engine Operation and Maintenance Manual and Maintenance Interval Schedule for the correct
interval for replacement of the Cooling System Water Temperature Regulator
(3) Cat ELC Extender must be added at 6000 service hours or one half of the service life for the coolant.
(4) Requires the addition of an extender at 3000 hours or one half of the service life for the coolant.
(5) The CAT SCA concentration in a cooling system that uses "CAT SCA" and water should be 6 to 8 percent by vol.
(6) Refer to this publication General Coolant Information under the section that discusses water for requirements.
(7) Consult the supplier for the commercial SCA for instructions on usage. Also, refer to this Special Publication, Water,
and Supplement Coolant Assistive topic for additional information.
Fig. 19: Coolant Service Life Chart
Note: These coolant changes are only achievable with the annual "S·O·S" Services Level 2
coolant sampling and analysis.
Cat ELC can be recycled into conventional coolants.
Containers of several sizes are available.
Table 6
Coolant Part Numbers
Description Size Part Number(1)
Cat DEAC Bulk 2P-9868 or 156-2649
"Concentrate"
8C-3686
208.2 L (55 US gal)
238-8653(2)
8C-3684
3.8 L (1 US gal)
238-8651(2)
Bulk 156-2653
101-2845
208.2 L (55 US gal)
238-8650(2)
Cat ELC
"50/50 Premix" 129-2151
18.9 L (5 US gal)
238-8649(2)
101-2844
3.8 L (1 US gal)
238-8648(2)
Cat ELC 119-5150
3.8 L (1 US gal)
"concentrate" (2)
0.946 L (1 qt) 119-5152

Cat ELC Extender
3.8 L (1 US gal) 210-0786
(1) The availability of part numbers will vary by region. Consult your Caterpillar dealer.
(2) With embitterment. Embitterment makes the coolant taste bad. Embitterment is done in order to deter accidental
human or animal ingestion of the coolant antifreeze.
Recommended Coolant/ Antifreeze for Caterpillar Gas

Engines
NOTICE
Do not use Extended Life Coolant (ELC) with Caterpillar Gas
Engines.
ELC was not formulated for use in Caterpillar Gas Engines.
Preferred - Caterpillar Natuaral Gas Engine Coolant (NGEC). Alternatively, use Caterpillar
Diesel Engine Antifreeze/Coolant (DEAC) or a commercial heavy-duty coolant/antifreeze that
meets "ASTM D6210" or "ASTM D4985" specifications. The preferred coolant antifreeze can
contain either ethylene glycol or propylene glycol. The coolant/antifreeze must be low in silicates.
The coolant/antifreeze must be mixed with water that meets the properties that are listed in the
table in the "General Coolant Information" topic. The coolant/antifreeze must also have the
correct concentration of Supplemental Coolant Additive (SCA).
NOTICE
Do not use a commercial coolant/antifreeze that only meets the
STM "D3306" specification. This type of coolant/antifreeze is
made for light duty automotive applications.

Cat ELC (Extended Life Coolant)
Caterpillar provides Cat ELC for use in the following applications:
Heavy-duty diesel engines
Automotive applications
When Cat ELC is compared to conventional coolants, the Cat ELC anti-corrosion package is
based on a different additive system. Cat ELC has been formulated with the correct amounts of
additives. These additives provide superior corrosion protection for all metals that are in engine
cooling systems.
Cat ELC extends the service life of the coolant to 12000 service hours or 6 years. Cat ELC does
not require a frequent addition of a SCA (Supplemental Coolant Additive). An Extender is the
only additional maintenance that is needed at 6000 service hours or one half of the ELC service
life.
Cat ELC is available in a 1:1 premixed cooling solution with distilled water. The Premixed ELC
provides freeze protection to -37°C (-34°F). The Premixed ELC is recommended for the initial fill
of the cooling system. The Premixed ELC is also recommended for topping off the cooling
system.
ELC Concentrate is also available. ELC Concentrate can be used to lower the freezing point to
-52°C (-62°F) for arctic conditions.
See Page 14 for available quantities and part numbers.
Note: Caterpillar developed the EC-1 specification. The EC-1 specification is an industry
standard. The EC-1 specification defines all of the performance requirements. These
requirements are needed for an engine coolant to be sold as an extended life coolant for
Caterpillar engines. Cat ELC can be used in most OEM engines of the following types: diesel
and gasoline. Cat ELC meets the performance requirements of "ASTM D4985" and "ASTM
D6210" for heavy-duty low silicate antifreeze/coolants, but does not require treatment with
conventional SCA. Cat ELC also meets the performance requirements of "ASTM D3306" for
automotive applications.
Cat ELC Cooling System Maintenance
NOTICE
Use only Caterpillar products or commercial products that have
passed Caterpillars EC-1 specification for pre-mixed or
concentrated coolants.
Use only Cat ELC Extender with Cat ELC.
Do NOT use conventional SCA with Cat ELC. Mixing Cat ELC
with conventional coolants and/or conventional SCA reduces
the Cat ELC service life.
Do NOT mix brands or types of coolant. Do NOT mix brands or

types of SCA. Different brands or types may use different
additive packages to meet the cooling system requirements.
Different brands or types may not be compatible.
Failure to follow the recommendations can reduce cooling
system components life unless appropriate corrective action is
performed.
In order to maintain the correct balance between the antifreeze and the additives, the
recommended concentration of ELC must be maintained. Lowering the proportion of antifreeze
lowers the proportion of additive. This change will lower the ability of the coolant to protect the
system from pitting, from cavitation, from erosion, and from deposits.
During daily maintenance, use the premixed Cat ELC as a cooling system top-off. This action will
bring the coolant up to the proper level. Check the specific gravity of the coolant system with the
245-5829 Coolant/Battery Tester/Refractometer. This tester gives readings that are immediate
and accurate in both degrees Celsius and degrees Fahrenheit. Use Cat ELC Concentrate to
restore the proper glycol concentration in the coolant system. This action should be done before
the engine is exposed to freezing temperatures.
NOTICE
Do not use a conventional coolant to top-off a cooling system
that is filled with Cat ELC.
Do not use standard conventional SCA or an SCA maintenance

element. Only use Cat ELC Extender in cooling systems that are
filled with Cat ELC.
Cat ELC Extender

Cat ELC Extender is added to the cooling system halfway through the Cat ELC service life. Treat
the cooling system with Cat ELC Extender at 6000 hours or one half of the coolant service life. A
119-5152 Container (0.946 L) (1 qt.) or a 210-0786 Container (3.79L) (1 gal) of Cat ELC
Extender are available for convenient use. Containers are available in metric liter sizes. Consult
your Cat dealer for the part numbers.
Use the formula in Figure 21 to determine the proper amount of Cat ELC Extender for your
cooling system. Refer to Operation and Maintenance Manual, "Refill Capacities and
Recommendations" in order to determine the capacity of the cooling system.
Table 7
Formula for Adding Cat ELC Extender to Cat ELC
V ×0.02 = X
V is the capacity of the cooling system.
X is the amount of Cat ELC Extender that is required
Fig. 21: Formula for Adding Cat ELC Extender to Cat ELC
Figure 22 is an example for using the formula that is in Figure 21.
Table 8
Example of The Formula for Adding Cat ELC Extender to Cat ELC
Total Volume of the Cooling Multiplication Amount of Cat ELC Extender that is
System (V) Factor Required (X)
946 L (250 US gal) × 0.02 19 L (5 US gal)
FIG. 22: Example for using Formula for Adding Cat ELC Extender to Cat ELC.
NOTICE
When using Cat ELC, do not use conventional SCA or SCA
maintenance elements. To avoid SCA contamination of an ELC
system, remove the SCA element base and plug off or by-pass
the coolant lines.
Cat ELC Cooling System Cleaning

Note: If the cooling system is already using Cat ELC, cleaning agents are not required at the
specified coolant change interval. Cleaning agents are only required if the system has been
contaminated by the addition of some other type of coolant or by cooling system damage.
Clean water is the only cleaning agent that is required when Cat ELC is drained from the cooling
system.
Cat ELC can be recycled into conventional coolants. The drained coolant mixture can be distilled
in order to remove the ethylene glycol and the water. The ethylene glycol and the water can be
reused. This distilled material does not contain the additives required to be classified as either
Cat ELC or Cat DEAC. Consult your Cat dealer for more information.
After the cooling system is drained and after the cooling system is refilled, operate the engine
while the cooling system filler cap is removed. Operate the engine until the coolant level reaches
the normal operating temperature and until the coolant level stabilizes. As needed, add the
coolant mixture in order to fill the system to the proper level.
Changing to Cat ELC
To change from heavy-duty coolant/antifreeze to the Cat ELC, perform the following steps:
NOTICE
Care must be taken to ensure that fluids are contained during
performance of inspection, maintenance, testing, adjusting, and
repair of the product. Be prepared to collect the fluid with
suitable containers before opening any compartment or
disassembling any component containing fluids.
Refer to Special Publication, NENG2500, "Cat dealer Service

Tool Catalog" and to Special Publication , GECJ0001 "Cat Shop
Supplies and Tools" guide for tools and supplies suitable to
collect and contain fluids on Caterpillar products.
Dispose of all fluids according to local regulations and

mandates.
1. Drain the coolant into a suitable container.
2. Dispose of the coolant according to local regulations.
3. If equipped, remove the empty SCA maintenance element and remove the element base.
Plug the coolant lines or bypass the coolant lines.
NOTICE
Do not leave an empty SCA maintenance element on a system
that is filled with ELC.
The element housing may corrode and leak causing an engine

failure.
Remove the SCA element base and plug off or by-pass the
coolant lines.
4. Flush the system with clean water in order to remove any debris.
5. Use Caterpillar cleaner for cooling systems in order to clean the system. Follow the
instruction on the label.
6. Drain the cleaner into a suitable container. Flush the cooling system with clean water.
Note: Deposits that remain in the system may be loosened and removed by the Cat ELC.
7. In systems with heavy deposits, disconnecting the hoses may be necessary. Clean the
deposits and debris from the hoses and the fittings. Install the hoses and tighten the hose
fittings. Refer to Specifications, SENR3130, "Torque Specifications" for the proper torques.
Pipe threads may also need to be cleaned and sealed. Seal the threads with 5P-3413 Pipe
Sealant.
8. Fill the cooling system with clean water. Operate the engine until the engine is warmed to
49°C to 66°C (120°F to 151°F).
NOTICE
Improper or incomplete rinsing of the cooling system can result
in damage to copper and other metal components.
To avoid damage to the cooling system, make sure to flush the

cooling system completely with clear water. Continue to flush
the system until all signs of the cleaning agent are gone.
9. Drain the cooling system into a suitable container and flush the cooling system with clean
water.
NOTICE
Thoroughly flush the cooling system cleaner from the cooling
system. Cooling system cleaner that is left in the system will
contaminate the coolant. The cleaner may also corrode the
cooling system.
10. Repeat Steps 8 and 9 until the system is cleaned completely.
11. Fill the cooling system with Cat ELC
12. Operate the engine until the engine is warmed. While the engine is running, inspect the
engine for leaks. Tighten hose clamps and connections in order to stop any leaks.
13. Attach the Special Publication, PEEP5027, "Label" to the cooling system filler for the engine
in order to indicate the use of Cat ELC.
Note: Clean water is the only flushing agent that is required when Cat ELC is drained from
the cooling system.
Cat ELC Cooling System Contamination

NOTICE
Mixing ELC with other products reduces the effectiveness of the
ELC and shortens the ELC service life. Use only Caterpillar
products or commercial products that have passed the
Caterpillar EC-1 specification for premixed or concentrate
coolants. Use only Cat ELC Extender with Cat ELC. Do NOT mix
brands or types of coolants. Failure to follow these
recommendations can result in shortened cooling system
component life.
Cat ELC cooling systems can withstand contamination to a maximum of 10 percent of

conventional heavy-duty coolant/antifreeze and/or SCA before the advantages of Cat ELC are
reduced. If the contamination exceeds 10 percent of the total system capacity, perform ONE of
the following procedures:
If cooling system contamination is caused by cooling system damage, follow the procedures
under the "Changing to Cat ELC" heading. Also follow the procedures under the "Changing
to Cat ELC" heading if the engine has been operated since being contaminated with more
than 10 percent conventional heavy-duty coolant/antifreeze and/or SCA. Certain types of
cooling system contamination may require cooling system tear-down and manual cleaning
of system components.
If the cooling system is contaminated with more than 10 percent conventional heavy-duty
coolant/antifreeze and/or SCA, but the engine has not been operated, drain the cooling
system into a suitable container. Dispose of the coolant according to local regulations.
Thoroughly flush the system with clean water. Fill the system with Cat ELC.
Maintain the system as a conventional DEAC (Diesel Engine Antifreeze/Coolant) or other

conventional coolant. If the SCA concentration is less than 3 percent, treat the system with
an SCA. Maintain 3 to 6 percent SCA concentration in the coolant. Change the coolant at
the interval that is recommended for Cat DEAC or at the interval that is recommended for
the conventional commercial coolants.
Commercial Extended Life Coolant

If Cat ELC is not used, then select a commercial extended life coolant that meets the Caterpillar
specification of EC-1 and the "ASTM D6210" specification. Do not use an extended life coolant
that does not meet the EC-1 specification. Follow the maintenance guide for the coolant from the
supplier of the commercial extended life coolant. Follow the Caterpillar guidelines for the quality
of water and the specified coolant change interval.
Diesel Engine Antifreeze/Coolant and Coolant

Additives
Cat DEAC (Diesel Engine Antifreeze/Coolant)
Caterpillar recommends using Cat DEAC for cooling systems that require a high performance
conventional heavy-duty coolant/antifreeze. Cat DEAC is an alkaline single-phase ethylene
glycol type antifreeze that contains corrosion inhibitors and antifoam agents.
Cat DEAC is formulated with the correct amount of Cat SCA (Supplemental Coolant Additive).
Do not use Cat SCA at the initial fill when Cat DEAC is used.
Containers of several sizes are available. See page 14 for available quantities and part numbers.
If concentrated Cat DEAC is used, Caterpillar recommends mixing the concentrate with distilled
water or with deionized water. If distilled water or deionized water is not available, use water
which has the required properties. For the water properties see this publication, "General
Coolant Information."
Note: Thoroughly mix the concentrated Cat DEAC and the recommended water prior to filling
the cooling system.
Supplemental Coolant Additive

The use of SCA (supplemental coolant additive) helps to prevent the following conditions from
occurring:
Corrosion
Cavitation erosion of the cylinder liners
Cat DEAC is formulated with the correct level of Cat SCA. When the cooling system is initially
filled with Cat DEAC, adding more Cat SCA is not necessary until the concentration of Cat SCA
has been depleted. To ensure that the correct amount of Cat SCA is in the cooling system, the
concentration of Cat SCA must be tested on a scheduled basis. Refer to the specific engine
Operation and Maintenance Manual, "Maintenance Interval Schedule" (Maintenance Section).
Cat SCA maintenance elements and containers of Cat SCA are available in several sizes. See
page 18 for available quantities and part numbers.
Note: Do not exceed 6 percent maximum concentration of SCA.
Conventional Coolant/Antifreeze Cooling System

Maintenance
NOTICE
Never operate an engine without water temperature regulators
in the cooling system. Water temperature regulators help to
maintain the engine coolant at the proper operating
temperature. Cooling system problems can develop without
water temperature regulators.
Check the coolant/antifreeze (glycol concentration) in order to ensure adequate protection

against boiling or freezing. Caterpillar recommends the use of a refractometer for checking the
glycol concentration. Use the Coolant/Battery Tester/Refractometer (245-5829). The tester gives
readings in both degrees Celsius and degrees Fahrenheit that are immediate and accurate. The
tester can be used with ethylene or with propylene glycol.
Caterpillar engine cooling systems should be tested at 250 hour intervals or at the PM level 1
intervals for the concentration of Supplemental Coolant Additive (SCA). SCA test kits are
available from your Cat dealer. Test the concentration of SCA or submit a coolant sample to your
Cat dealer at 250 hour intervals or at the intervals for PM Level 1. Refer to this publication
"S·O·S Services Coolant Analysis" for more information on this topic.
Additions of SCA are based on the results of the test or based on the results of the coolant
analysis. An SCA that is liquid or a maintenance element for an SCA (if equipped) may be
needed at 250 hour intervals or at the intervals for PM Level 1.
Figure 23 lists the amount of Cat SCA that is needed at the initial fill in order to treat
coolant/antifreeze. These amounts of Cat SCA are for systems that use heavy-duty
coolant/antifreeze.
Figure 23 also lists additions of supplemental coolant additive for liquid and for maintenance
elements at 250 hour intervals or at the intervals for PM Level 1. The additions are required for
Cat DEAC and for commercial coolant/antifreezes.
Note: Conventional heavy-duty coolant/antifreeze of all types REQUIRE periodic additions of

SCA.
Table 9
Caterpillar SCA Requirements for Heavy-Duty Coolant

Caterpillar Liquid SCA
Spin-on Element at 250
Cooling System 250 Service Hour or Service Hour or Intervals
Capacity in L (US Gal) Initial Fill(1) Intervals for PM for PM Level 1
Level 1(2)
0.95 L
22 to 30 (6 or 8) 0.24 L (8 fl oz) 111-2370(3)
(32 fl oz)
31 to 38 L 1.18 L
0.36 L (12 fl oz) 111-2369
(9 to 10 US gal) (40 fl oz)
39 to 49 L 1.42 L
0.36 L (12 fl oz) 111-2369
(11 to 13 US gal) (48 fl oz)
50 to 64 L 1.90 L 0.47 L (16 fl oz) 9N-3368
(14 to 17 US gal) (64 fl oz)
65 to 83 L 2.37 L
0.60 L (20 fl oz) 111-2371
(18 to 22 US gal) (80 fl oz)
84 to 114 L 3.32 L
0.95 L (32 fl oz) 9N-3718
(23 to 30 US gal) (112 fl oz)
115 to 163 L 4.75 L two units
1.18 L (40 fl oz)
(31 to 43 US gal) (160 fl oz) 111-2371
164 to 242 L 7.20 L two units
1.90 L (64 fl oz)
(44 to 64 US gal) (256 fl oz) 9N-3718
(1) When the coolant system is first filled, the SCA is not required with Cat DEAC or fully formulated coolants that meet
the "ASTM D6210-04" specification.
(2) Do not exceed the 6 percent maximum concentration. Check the concentration of SCA with an SCA test kit, or
check the concentration of SCA with Cat SOS Coolant Analysis.
(3) Do not use the maintenance element for the SCA and the liquid for the SCA at the time.
Fig: 23: Caterpillar SCA Requirements for Heavy-Duty Coolant.
Note: Specific engine applications may require maintenance practices to be periodically

evaluated in order to maintain the engine cooling system properly. Refer to Figure 23 and Figure
24 for part numbers and for quantities of SCA maintenance elements and liquid SCA.
Table 10
Caterpillar Liquid SCA(1)
Part Number Size of Container
6V-3542 0.24 L (8 oz)
8T-1589 0.47 L (16 oz)
3P-2044 0.94 L (32 oz)
217-0616 1 L (34 oz)
237-7673 5 L (1.3 US gal)
8C-3680 19 L (5 US gal)
217-0617 20 L (5.3 US gal)
5P-2907 208 L (55 US gal)
217-0618 208 L (55 US gal)
(1) The availability of part numbers will vary from one region to another region.
Fig: 24: Caterpillar Liquid SCA container sizes.
Cooling Systems with Larger Capacities

Adding the Supplemental Coolant Additive to Conventional
Coolant/Antifreeze at the Initial Fill
Note: When the coolant system is first filled, the SCA is not required with Cat DEAC or fully
formulated coolants that meet the "ASTM D6210-04" specification.
Note: Do not exceed 6 percent maximum concentration. Check the concentration of SCA with an
SCA test kit, or check the concentration of SCA with CAT S·O·S coolant analysis.
Commercial heavy-duty coolant/antifreeze that meets only the "ASTM D4985" specification WILL
require adding supplemental coolant additive at the initial fill. Read the label or the instructions
that are provided by the manufacturer of the commercial heavy-duty coolant/antifreeze.
Use the equation that is in Figure 25 to determine the amount of Cat SCA that is required when
the cooling system is initially filled with fluids that meet the following specification: "ASTM
D4985"
Table 11
Equation for Adding the Cat SCA to Conventional Coolant/Antifreeze at Initial Fill
V × 0.045 = X
V is the total volume of the cooling system
X is the amount of Cat SCA that is required
Fig. 25: Equation for Adding the Cat SCA at Initial Fill.
Table 12
Example of the Equation for Adding the Cat SCA to Conventional Coolant/Antifreeze at
Initial Fill
Total Volume of the Cooling Multiplication Amount of Cat SCA that is
946 L (250 US gal) × 0.045 43 L (11 US gal)
Fig. 26: Example of Equation for adding CAT SCA at Initial Fill
Adding the supplemental coolant additive to Conventional

Coolant/Antifreeze for Maintenance
Heavy-duty coolant/antifreeze of all types REQUIRE periodic additions of a supplemental coolant
additive.
Test the coolant/antifreeze periodically for the concentration of supplemental coolant additive.
For the interval, see the Operation and Maintenance Manual, Maintenance Interval Schedule for
your engine. Supplemental coolant additive test kits are available from your Cat dealer. Test the
concentration of supplemental coolant additive or submit a coolant sample to your Cat dealer.
Refer to "S·O·S Services Coolant Analysis" in this publication.
Additions of supplemental coolant additive are based on the results of the test or based on the
results of the coolant analysis. The size of the cooling system determines the amount of
supplemental coolant additive that is needed.
Use the equation that is in Figure 27 to determine the amount of Cat SCA that is required, if
necessary.
Table 13
Equation for Adding the Cat SCA to Conventional Coolant/Antifreeze for Maintenance
V × 0.014 = X
PSP
V is the total volume of the cooling system
X is the amount of Cat SCA that is required
202 -0003
Fig. 27: Equation for Adding the Cat SCA for Maintenance
13: 4/05/0 0640

Figure 28 is an example for using the equation that is in Figure 27.
3
SEB 5:54+ 8
Note: Specific engine applications may require maintenance practices to be periodically
evaluated in order to maintain the engine cooling system properly.
© 2 D051 07:00
Figure 24 lists part numbers and the sizes of containers for Cat SCA that is available from your
Cat dealer
024 8
Table 14
Cat
erp
Example of the Equation for Adding the Cat SCA to Conventional Coolant/Antifreeze for
illa
Maintenance
Total Volume of the Cooling
System (V) rI
Multiplication
Factor
Amount of Cat SCA that is
nc.
Required (X)
946 L (250 US gal) × 0.014 13 L (4 US gal)
Fig. 28: Example of the Equation for Adding the Cat SCA for Maintenance.
Cleaning of Heavy-Duty Coolant/Antifreeze Systems

Before Caterpillars supplemental coolant additive can be effective, the cooling system must be
free from rust, scale, and other deposits. Preventive cleaning helps avoid downtime caused by
expensive out-of-service cleaning required for dirty and neglected cooling systems.
Caterpillar Cooling System Cleaner - Standard:
Dissolves or depresses mineral scale, corrosion products, light oil contamination, and
sludge.
Cleans the cooling system after used coolant is drained or before the cooling system is filled
with new coolant.
Cleans the cooling system whenever the coolant is contaminated or whenever the coolant is
foaming.
Cleans engine while still in service.
Reduces downtime and cleaning costs.

Avoid costly repairs from pitting and other internal problems caused by improper cooling
system maintenance.
Can be used with glycol-based antifreeze.
For the recommended service interval, refer to the Operation and Maintenance Manual,
"Maintenance Interval Schedule" for your engine.
Caterpillar Cooling System Cleaner - Standard is designed to clean the system of harmful scale
and corrosion without taking the engine out of service. The cleaners , both "Standard" and
"Quick Flush," can be used in all Caterpillar Engine cooling systems. Contact your Cat dealer for
part numbers.
Note: These cleaners must not be used in systems that have been neglected or have heavy
scale buildup. These systems require a stronger commercial solvent available from local
distributors.
Follow label directions for proper usage.
Commercial Heavy-Duty Coolant/Antifreeze and

If Cat DEAC is not used, select a coolant/antifreeze with low silicate content for heavy-duty
applications that meets "ASTM D6210" or "ASTM D4985" specifications.
When a heavy-duty coolant/antifreeze is used, treat the cooling system with three to six per cent
Cat SCA by volume. Maintain a concentration level of SCA in the cooling system that is between
3 percent and 6 percent. For more information refer to, in this publication, "Conventional
Coolant/Antifreeze Cooling System Maintenance" topic.
If Cat SCA is not used, select a commercial supplemental coolant additive. The commercial
supplemental coolant additive must provide a minimum of 1400 mg/L or 1400 ppm (82 grains/US
gal) of nitrites in the final coolant mixture.
Maintain a concentration level of nitrates in the cooling system that is between 1200 ppm (70
grains/US gal) and 2400 ppm (140 grains/US gal).
Coolant/antifreeze for heavy-duty applications that meet only the "ASTM D4985" specification
WILL require treatment with supplemental coolant additive at the initial fill. These coolants WILL
require treatment with supplemental coolant additive on a maintenance basis.
Coolant/antifreezes for heavy-duty applications that meet the "ASTM D6210" specification do not
require treatment with supplemental coolant additive at the initial fill. Treatment with
supplemental coolant additive WILL be required on a maintenance basis.
When concentrated coolant/antifreeze is mixed, Caterpillar recommends mixing the concentrate

with distilled water or with deionized water. If distilled water or deionized water is not available,
water which has the required properties may be used. For the water properties, see, in this
publication, "General Coolant Information" topic.
Water and Supplemental Coolant Additive
NOTICE
Note: Caterpillar recommends a minimum of 30 percent glycol in diesel engine cooling systems.
Refer to engine-specific Operation and Maintenance Manuals for exceptions.
NOTICE
Never use water alone without Supplemental Coolant Additives
(SCA). Water alone is corrosive at engine operating
temperatures. Water alone does not provide adequate
protection against boiling or freezing.
In engine cooling systems that use water alone, Caterpillar recommends the use of Cat SCA.
Cat SCA helps to prevent the following conditions from occurring:
Corrosion
Cavitation erosion of the cylinder liner
If Cat SCA is not used, select a commercial supplemental coolant additive. The commercial
supplemental coolant additive must provide a minimum of 2400 mg/L or 2400 ppm (140
grains/US gal) of nitrites in the final coolant mixture.
The quality of the water is an important factor in this type of cooling system. Distilled water or
deionized water is recommended for use in cooling systems. If distilled water or deionized water
is not available, use the recommended water properties in this publication. Refer to "General
Coolant Information" for water that meets the minimum requirement.
A cooling system that uses a mixture of supplemental coolant additive and water only needs
more supplemental coolant additive than a cooling system that uses a mixture of glycol and
water. The supplemental coolant additive concentration in a cooling system that uses
supplemental coolant additive and water should be 6 to 8 percent by volume. Refer to Figure 29
for the amount of supplemental coolant additive that is required for various capacities of the
cooling system.
Refer to Figure 30 for part numbers and for container sizes of SCA.
Table 15
Caterpillar SCA Requirements for Cat SCA and Water Cooling Systems
Cooling System Capacity Cat SCA at Initial Fill Cat SCA at 250 Hours(1)
22 to 30 L (6 to 8 US gal) 1.75 L (64 fl oz) 0.44 L (15 fl oz)
65 to 83 L (18 to 22 US ga) 5.00 L (168 fl oz) 1.25 L (42 fl oz)
(1) Do not exceed the 8 percent maximum concentration. Check the concentration o Cat SCA with a test kit for
supplemental coolant additive of perform an SOS Coolant Analysis.
Table 16
Caterpillar Liquid SCA(1)
Part Number Size of Container
6V-3542 0.24 L (8 oz)
8T-1589 0.47 L (16 oz)
3P-2044 0.94 L (32 oz)
217-0616 1 L (34 oz)
237-7673 5 L (1.3 US gal)
8C-3680 19 L (5 US gal)
217-0617 20 L (5.3 US gal)
5P-2907 208 L (55 US gal)
217-0618 208 L (55 US gal)
(1) The availability of part numbers will vary from one region to another region.
Fig. 30: Caterpillar Liquid SCA Container Sizes.
Maintain the Cat SCA in the same way as you would maintain a cooling system that uses heavy-
duty coolant/antifreeze. Adjust the maintenance for the amount of Cat SCA additions. See Figure
29 for the amount of Cat SCA that is required.
Cooling Systems with Larger Capacities
Adding the Cat SCA to Water at the Initial Fill
Use the equation that is in Figure 31 to determine the amount of Cat SCA that is required at the
initial fill. This equation is for a mixture of only Cat SCA and water.
Table 17
Equation for Adding the Cat SCA to Water at Initial Fill
V × 0.07 = X
V is the total volume of the cooling system.
X is the amount of CAT SCA that is required
Fig. 31: Equation for CAT SCA at the Initial Fill
Table 18
Example of the Equation for Adding Cat SCA to Water at the Initial Fill
946 L (250 US gal) × 0.07 66 L (18 US gal)
Adding the Cat SCA to Water for Maintenance

For the recommended service interval, refer to the Operation and Maintenance Manual,
"Maintenance Interval Schedule" for your engine.
Submit a coolant sample to your Cat dealer. See, in this publication, S·O·S Services Coolant
Analysis.
Additions of Cat SCA are based on the results of the coolant analysis. The size of the cooling
system determines the amount of Cat SCA that is required.
Use the equation that is in Figure 33 to determine the amount of Cat SCA that is required for
maintenance, if necessary:
Table 19
Equation for Adding the Cat SCA to Water for Maintenance
V × 0.023 = X
V is the total volume of the cooling system.
X is the amount of CAT SCA that is required
Equation for adding Cat SCA to Water for Maintenance.

Table 20
Example of the Equation for Adding Cat SCA to Water at the Initial Fill
946 L (250 US gal) × 0.023 22 L (6 US gal)
Fig. 34: Example of the Equation for adding Cat SCA to Water for Maintenance.
Specific engine applications may require maintenance practices to be periodically evaluated in

order to maintain the engine cooling system properly.
Figure 30 lists part numbers and the sizes of containers for Cat SCA that are available from your
Cat dealer.
S·O·S Service Coolant Analysis

Testing the engine coolant is important to ensure that the engine is protected from internal
cavitation and corrosion. The analysis also tests the ability of the coolant to protect the engine
from boiling and freezing. S·O·S coolant analysis can be done at your Cat dealer. Caterpillar
S·O·S coolant analysis is the best way to monitor the condition of your coolant and your cooling
system. S·O·S coolant analysis is a program based on periodic samples.
NOTICE
Do not use the same vacuum sampling pump for extracting oil
samples that is used for extracting coolant samples.
A small residue of either type sample may remain in the pump

and may cause a false positive analysis for the sample being
taken.
Always use a designated pump for oil sampling and a

designated pump for coolant sampling.
Failure to do so may cause a false analysis which could lead to

customer and dealer concerns.
New, Refilled, and Converted Systems

Perform an S·O·S coolant analysis (Level 2) at the following maintenance intervals.
Every Year
Initial 500 service hours
Perform this analysis at the interval that occurs first for new systems, for refilled systems, or for
converted systems that use Cat ELC or use Cat DEAC. This 500 hour check will also check for
any residual cleaner that may have contaminated the system.
Recommended Interval for S·O·S Coolant Sampling

Table 21
Recommended Interval
Type of Coolant Level 1 Level 2
CAT DEAC Every 250 hours(1) Yearly(1)(2)
CAT ELC Optional(2) Yearly(2)
(1) This interval is the recommended coolant sampling interval for all conventional heavy-duty coolant/antifreeze. This
interval is also the recommended coolant sampling interval for commercial coolants that meet Cat EC-1
(EngineCoolant specifications - 1.
(2) The Level 2 Coolant Analysis should be performed sooner if a problem is suspected or identified.
Recommended Interval for S·O·S Coolant Sampling
Note: Check the SCA (Supplemental Coolant Additive) of the conventional coolant at every oil
change or at every 250 hours. Perform this check at the interval that occurs first.
S·O·S Coolant Analysis (Level 1)

A coolant analysis (Level 1) is a test of the properties of the coolant.
The following properties of the coolant are tested:
Glycol concentration for freeze protection and boil protection
Ability to protect from erosion and corrosion
pH
Conductivity
Visual analysis
Odor analysis
Water hardness
The results are reported, and appropriate recommendations are made.
S·O·S Coolant Analysis (Level 2)

A coolant analysis (Level 2) is a comprehensive chemical evaluation of the coolant. This analysis
is also a check of the overall condition of the inside of the cooling system.
The S·O·S coolant analysis has the following features:
Full coolant analysis (Level 1)

Identification of the source of metal corrosion and of contaminants
Identification of buildup of the impurities that cause corrosion
Identification of buildup of the impurities that cause scaling
Determination of the possibility of electrolysis within the cooling system of the engine
The results are reported, and appropriate recommendations are made.
For more information on S·O·S coolant analysis, consult your Cat dealer.
Caterpillar Conditioner Elements

Note: Do NOT use SCA precharge or SCA maintenance elements with Cat ELC. Do NOT use
liquid SCA with Cat ELC.
When using Cat DEAC, no precharge elements are required. Caterpillar DEAC contains the
necessary amount of supplemental coolant additives at initial fill. However, maintenance
elements are still available. Using the wrong size element can result in overconcentration of
additives.
Supplemental coolant additive maintenance element assemblies are also available from
Caterpillar for use instead of liquid coolant additives in some applications. Element assemblies
are in a dried state. The contents of these element assemblies dissolve into the coolant when the
coolant passes through the element. Use precharge elements at original fill, and use other
elements as maintenance items at specific service intervals. Elements can be identified by part
number or element length. In marine applications, Caterpillar recommends using a liquid
supplemental coolant additive.
Supplemental Coolant Additive Element Assembly.
At original fill, precharge elements can be used with commercial coolants that meet only the
"ASTM D4985" specifications for heavy-duty coolants that require a precharge with SCA. The
precharge establishes a protection level between a minimum of 0.030 L per 3.8 L (1.0 oz per gal)
and a maximum of 0.059 L per 3.8 L (2.0 oz per gal). Use precharge elements only at original fill
or after the system has been drained and refilled.
Precharge elements are necessary at original fill and after the system has been drained and
refilled because maintenance elements do not supply sufficient amounts of coolant additives. If
the cooling system lacks the necessary concentration of coolant additives, some surfaces have
protection against corrosion and pitting at the expense of other surfaces.
Table 22
Supplement Coolant Additive Elements By Capacity

Cooling System
Initial(1) Precharge 250 Hour Maintenance
Capacity Qty Qty
Element Element
liter (gal)
22-30 (6-8) 112-0926 1 111-2370 1
31-38 (9-10) 111-2373 1 111-2369 1
39-49 (11-13) 9N-6123 1 111-2369 1
50-64 (14-17) 9N-3366 1 9N-3368 1
65-83 (18-22) 9N-3367 1 111-2371 1
84-114 (23-30) 9N-3367 1 9N-3718 1
117-163 (31-43) 9N-3367 2 111-2371 2
117-163 (31-43) 1W-5518 1 111-2371 2
166-242 (44-64) 9N-3367 2 9N-3718 2
(1) When using Caterpillar Antifreeze, no precharge elements are required
Fig. 37: Supplemental Coolant Additive Elements by Capacity.
Note: One 9N-3668 base assembly is required for all capacities listed, except for 117-163 L (31-
43 gal) and 166-242 L (44-64 gal). The 117-163 L (31- 43 gal) and 166-242 L (44-64 gal)
capacities require two base assemblies. Also, all capacities require two 9N-3666 Valve
Assemblies.
A 3% to 6% concentration of liquid supplemental coolant additive is required during the original

fill of the cooling system mixture. This initial concentration of supplemental additive is vital. If the
concentration of additive is too high, insoluble salts form and can cause wear on water pump
seal surfaces. Engine damage can also result when the concentration of supplemental coolant
additive or antifreeze exceeds recommended levels,
Note: Higher aluminum content engines require silicates to protect aluminum surfaces.
Supplemental coolant additive used on these engines must pass the following tests:
ASTM D1384 - Glassware corrosion test

ASTM D2809 - Cavitation Erosion Of Aluminum ASTM D4340 - Hot Surface Corrosion Of
Aluminum
ASTM D4340 - Hot Surface Corrosion Of Aluminum
In addition, the additives must control cast iron cylinder liner and block pitting, and cavitation
erosion.
Water Pump Seal Deterioration
Over a period, the concentration of coolant additives is depleted. This depletion occurs because
additives deplete during the coating of metal surfaces, and from continuously neutralizing acids
that form in the system. Therefore, to maintain constant protection, it is necessary to replenish
the additive concentration periodically. Either replace the initial precharge element with the
maintenance element or add 0.47 L (1 pt) of additive for every 75.8 L (20 U.S. gal) of coolant at
recommended intervals.
Normal recommended intervals are 16,000 to 19,000 km (10,000 to 12,000 mi.), or at 250
Service Meter Hours. Follow container instructions for the correct concentration
Table 23
Supplemental Coolant Additive Precharge Element Assemblies Available from
Caterpillar
Part No. Description Amount of Additive Length of Element
9N-3366 Precharge Element 453 g (16 oz) 175 mm (6.9 inch)
1W-5518 Precharge Element 907 g (32 oz) 263 mm (10.4 inch)
111-2371 Precharge Element 141 g (5 0z) 133 mm (5.25 inch)
111-2373 Precharge Element 280 g (10 oz) 175 mm (6.9 inch)
112-0926 Precharge Element 227 g (8 oz) 175 mm (6.9 inch)
Table 24
Supplemental Coolant Additive Maintenance Element Assemblies Available from Caterpillar

Part No. Description Amount of Additive Length of Element
9N-3366 Maintenance Element 113 g (4 oz) 133 mm (5.25 inch)
9N-3718 Maintenance Element 226 g (8 oz) 175 mm (6.9 inch)
111-2369 Maintenance Element 85 g (3 oz) 133 mm (5.25 inch)
111-2370 Maintenance Element 57 g (2 oz) 133 mm (5.25 inch)
Coolant Additives and Element Assemblies Chart
Note: Soluble oil must not be used as a supplemental coolant additive in Caterpillar engines.
Soluble oil damages the radiator hoses and certain engine seals. Also, soluble oil does not
lubricate pump bearings or protect engine parts from damage caused by cavitation erosion.
Functional Effects
Without careful selection and maintenance of coolant, certain functional effects can cause
problems in the cooling system. Coolant mixtures must be formulated to minimize the possibility
of problems like:
pitting and cavitation-erosion
rust
acidity
alkalinity imbalance
galvanic and electrolytic corrosion
scale and deposit formation
aeration
Using acceptable water and correct additives helps prevent these functional effects.
Cylinder liner walls with heavy external scale may have areas that are free of scale and are experiencing cavitation-
erosion induced pitting corrosion.
Careful examination of what appears to be small surface pits in Fig. 37 will reveal large underlying holes in the liner
wall. This issue is called concentration cell pitting corrosion.
Rust and scale deposits, due to the absence of supplemental coolant additive, caused temperature regulators to fail.
Corrosion on a water pump passage due to lack of supplemental coolant additive in the cooling system.
Note: CAT ELC does not require treatment with SCA in order to provide cooling system
protection.
Conventional coolants DO require periodic additions of SCA to maintain cooling system

protection
Corrosion is a chemical or electrochemical action that gradually wears away metal surfaces in
the cooling system. In some instances, corrosion can eventually destroy an engine. All cooling
system components need protection from corrosion. Supplemental coolant additives are used to
protect metal surfaces. The additives coat these surfaces and prevent the formation of scale,
rust, and cavitation erosion.
Types of cooling system corrosion are pitting and cavitation erosion, rust, acidity-alkalinity
imbalance caused erosion, and galvanic and electrolytic corrosion. Other functional effects of
coolants with no, or low, levels of supplemental coolant additives are aeration and the formation
of scale and deposits.
Pitting and Cavitation-Erosion

Electrical current flow in a localized area is one of the causes of pitting corrosion. Pitting is the
most damaging type of corrosion. After pitting has progressed for any appreciable length of time,
there is no practical way to stop pitting before perforation takes place. Because 1 A of current
flowing for 30 hours removes 1 oz of iron, current flow concentrated on a small area is
destructive. Therefore, prevention is the best policy.
Erosion-corrosion is a combination of mechanical and chemical or electrochemical action that

causes corrosion. Cavitation is a particular type of erosion-corrosion and a common cause of
cylinder wall pitting.
Example of cylinder wall cavitation-erosion
Example of cylinder wall cavitation-erosion.
Cavitation of the cylinder wall begins when air bubbles remove the protective oxide film from the
cylinder wall. Flexing of the cylinder wall after the fuel mixture explodes in the combustion
chamber causes cylinder wall vibration and creates air bubbles in the coolant. Concentration of
air bubbles increases when cooling system pressure is low or when the system leaks. Also,
increased vibration amplifies the quantity of air bubbles. Vibration multiplies when the engine is
run cold, because of increased piston-to-cylinder clearance. Vibration also multiplies when the
engine is lugged.
These air bubbles form on the outside of the cylinder wall (perpendicular to the wrist pin) and
then explode inward (implode). When air bubbles continue to implode, sufficient energy is
released to attack the cylinder wall physically and remove the oxide film.
Progression of cavitation and pitting on cylinder wall.
Corrosion and pitting then take place at a high rate.
Eventually, a pit can become deep enough to break through the cylinder wall and allow coolant
to leak into the cylinder. This coolant leak contaminates the lubricating oil.
Eventually, a pit can penetrate the cylinder wall and allow coolant to leak into the cylinder.
Supplemental coolant additives coat metal surfaces and control cavitation-erosion and pitting.
Unfortunately, small particles or ferrous scale often shield the surfaces underneath from the
protective action of coolant additives. If this condition persists, pits can form. Keeping your
cooling system clean, along with regularly replenishing your coolant additives, helps prevent
pitting. However, if coolant additives are not added at the proper intervals and in correct
quantities (see page 24), cavitation erosion and pitting intensifies. Eventually, coolant can
penetrate the cylinder wall. This penetration can cause major engine damage.
Cat SCA helps prevent pitting when the system is filled with either Cat DEAC or commercial
heavy-duty coolant/antifreeze that contains a minimum of 1200 ppm Nitrite.
Cat ELC does not require the addition of Caterpillar supplemental coolant additives. Do not use
supplemental coolant additives with Cat ELC.
Effects of improperly treated cooling system.
Corrosion/erosion of aluminum material.
3406 Water Pump Adapter
Rust deposits on outside of cylinder wall surface.
Rusting inside water pump.
Rust
Rust is caused by oxidation within the cooling system. Heat and moist air accelerate this
process. Rusting leaves residual scale deposits that can clog the cooling system. This causes
accelerated wear and reduces the efficiency of heat transfer.
Cat SCA helps prevent rust in cooling system passages.
Acidity-Alkalinity Imbalance
A coolant mixture acidity-alkalinity content is measured by the pH level. The pH level, ranging
from 1 to 14, indicates the degree of acidity or alkalinity and the corrosive element of the coolant.
For best results, the cooling system pH level should be maintained between 8.5 and 10.5. When
the pH level is above 11.0, the coolant attacks aluminum and copper, or non-ferrous materials.
When the pH level is below 7.0, the coolant becomes acidic and attacks ferrous materials. When
the pH level is below 7.0, or above 11.0, the coolant mixture is unsuitable.
pH scale for coolant mixture.
Supplemental coolant additives used in the coolant mixture must contain buffering agents to
maintain the pH level properly and to neutralize acids produced by blow-by gases.
Galvanic and Electrolytic Corrosion

Electrical current flowing through coolant between different metals causes galvanic corrosion.
The coolant acts as an electrical conductor between metals that are coupled together. An
electromotive force or a potential voltage that exists between the two dissimilar metals allows
current to flow. Galvanic corrosion occurs on the least resistant metal.
In marine applications where sea water is highly conductive, sacrificial material (rods) are placed
in seawater flow passages to absorb current flow. Typically, this wear material is either
magnesium or zinc. Rods must be inspected regularly and replaced when necessary. Caterpillar
recommends inspecting rods every 50 hours until a wear rate is established.
In truck, earthmoving, and other non-marine applications, if galvanic corrosion occurs,

immediately drain, flush, and refill the coolant mixture. The source of voltage must be determined
to prevent continued corrosion.
Corrosion can also occur when the source of current flow through the coolant is external. To help
prevent this electrolytic corrosion, electrical systems must be designed so that no continuous
electrical potential is imposed upon any cooling system components. Despite coolant mixture
quality, the presence of an electrical potential can cause materials in the cooling system to be
damaged by electrolytic corrosion.
Soundness of ground connections should be checked with a volt/ohm meter. Typically, measured
resistance between an electrical component on the engine and battery negative should be less
than 0.3 ohms. All grounds should be tight and free of corrosion.
Aluminum material parts are susceptible to electrolytic corrosion. Aluminum requires only about
one-half the electrical potential as iron to produce the same damaging effect. With the aluminum
components of newer engines, greater care is required to ensure proper grounding to prevent
electrical potential differences.
Troubleshooting these types of corrosion is complicated. The source of electrical current must be
located. Common sources of stray current are improper grounding of electrical components or
corroded ground strap connections.
Scale and Deposit Formation

The general characteristics of water - including pH level, calcium and magnesium hardness, total
hardness, and temperature determine scale and deposit formation. Use of supplemental coolant
additive is a major factor in preventing scale and deposit formation. Common scale deposits in a
cooling system include:
calcium carbonate
calcium sulfate
iron
copper
silica
lead
Rust deposits on water pump impeller caused by lack of supplemental coolant additive.
Scale and deposit formations are detrimental to the cooling system because the scale and
deposits act as insulators and barriers to heat transfer. Thus, scale and deposit formations
reduce the cooling system efficiency. Only 1.6MM (1/16") of scale has the same insulating
potential as approximately 101 mm (4") of cast iron. This thin scale deposit can reduce heat
transfer by 40%. In many cases, severe damage to the engine results.
Eliminating poor water characteristics is impossible. However, water must be pretreated to meet
the manufacturer specifications for the cooling system. (See page 15).
Used in proper concentration, Cat SCA helps prevent the formation of scale and deposits.
Aeration
Air leakage into the cooling system often results in coolant foaming. Foaming promotes pitting,
particularly around water pump impellers. Pitting and corrosion increase significantly when
exhaust gases enter the cooling system, introducing bubbles, foam, and acid forming
compounds.
To help prevent such problems, foam suppressant additives must be added to the coolant
mixture. Cat SCA contains de-foaming agents and helps prevent the formation of air bubbles.
Coolant-Related Failures
Because of the cooling systems vital function in regulating temperature, coolant-related
problems, such as corrosion or aeration in the cooling system, can ultimately lead to failure of
the engine. Temperatures that are excessively high or low lead to engine failure. Overheating
typically causes cracking of cylinder heads and cylinder blocks and seizure of pistons.
Excessively low operating temperatures lead to other types of problems such as sludge
formation and carbon build-up.
Overheating can be traced to many different sources:
slow hydraulically driven fan
low coolant level
plugged radiator core
broken or leaking coolant hoses
loose fan belts
excessive engine load
failure of water pump or water temperature regulator
restriction of inlet or exhaust air flow
engine operation with no temperature regulator
cooling system (heat exchanger, cooler, or radiator) that is defective or too small
Many of these causes are related to coolant. Examples of coolant-related failure symptoms are
cracked or warped cylinder heads, cylinder block damage, piston seizure, and cold operating
temperatures.
Cracked or Warped Cylinder Heads

When an engine overheats, stress in the cylinder head increases. This stress can cause the
cylinder head to become warped or cracked.
Coolant-related overheating caused this crack in the cylinder head at the nozzle hole.
Further inspection of the crack shows extension into the valve seat area.
Cylinder Block
The cylinder block represents another potentially vulnerable area. Cavitation-erosion and
excessive pitting in the water passage around the cylinder liner can cause holes in the cylinder
wall. Pitting and cavitation-erosion often result from incorrect cooling system maintenance.
These types of problems can be prevented by properly maintaining the cooling system, which
includes regular additions of Cat SCA as required.
Piston Seizure
Piston damage, in varying amounts, is typical of overheating failure. Normally, several pistons
have seizure damage (scuffing), while the skirts of the remaining pistons are polished or have
normal appearance. Usually, more severe damage occurs on pistons in one or more of the rear
cylinders.
Piston damage on this direct-injection engine resulted from improper cylinder jacket cooling. As shown by the middle
piston, seizure usually begins in the skirt area while the top land escapes damage. The piston on the right shows
further progression after skirt seizure.
Seizure damage from improper cylinder jacket cooling usually begins in the piston skirt area on
direct injected fuel system engines. On precombustion fuel system engines, piston seizure often
begins at the top land.
Cold Operating Temperatures

Overcooling can damage an engine, just as overheating can. Correct operating temperature is
critical to engine performance. Engines must reach a specific operating temperature to run
efficiently and prevent failures.
Continued engine operation at cold temperatures can result in sludge formation in the crankcase.
Sludge can gum valve lifters, valve stems, pistons, and piston rings. Also, when using fuels with
high sulfur content, sulfuric acid can form more readily and accelerate corrosion.
Cold operating temperatures can also lead to carbon buildup. Carbon buildup is a result of over-
lubrication or cold engine operation. Correct temperatures help reduce carbon deposits from
forming on valves.
Excessive carbon buildup on an intake valve. Carbon buildup can be caused by engine operating at cold temperatures.
All Caterpillar Engines are equipped with temperature regulators (thermostats) for temperature
control. Regulators can vary according to engine application. Make sure that the recommended
regulator has been installed and is operating correctly.
Service and Periodic Maintenance

Periodic Maintenance
Periodic maintenance is necessary for the cooling system to operate efficiently. The following
maintenance practices extend both cooling system and engine service life.
Note: These are general recommendations. For specific requirements, consult the engine
manufacturer owner guide.
Personal injury can result from hot coolant, steam and alkali.
At operating temperature, engine coolant is hot and under

pressure. The radiator and all lines to heaters or the engine
contain hot coolant or steam. Any contact can cause severe
burns.
Remove cooling system pressure cap slowly to relieve pressure

only when engine is stopped and cooling system pressure cap
is cool enough to touch with your bare hand.
Do not attempt to tighten hose connections when the coolant is

hot, the hose can come off causing burns.
Cooling System Coolant Additive contains alkali. Avoid contact

with skin and eyes.
INITIAL FILL
1. If Cat ELC or Cat DEAC will not be used, select proper water, supplemental coolant
additive, and coolant.
2. Before the cooling system is filled, close all drain plugs.
3. Before adding to the cooling system, always premix water, supplemental coolant additive,
and coolant concentrate, or use fully formulated premixed coolant. Premixed coolants that
are not fully formulated may require a precharge of coolant additive. Consult manufacturers
label.
4. Do not fill the cooling system faster than 20 L (5 gal) per minute. Air pockets can form in
the cooling system if the cooling system is filled at a faster rate. Air pockets result in an
incomplete fill and could possibly cause damaging steam.
5. After filling the cooling system, run the engine for several minutes. Leave off the radiator
cap. Next, install the radiator cap and run the engine at low idle until the coolant becomes
warm.
6. Inspect coolant level in top tank. If necessary, add coolant. Examine all cooling system
components for leaks. If none are found, the engine is ready for service.
10-HOUR OR DAILY CHECK
1. Inspect the coolant level in the top tank or the overflow tank.
2. Remove foreign material and dirt from outside the radiator core (and between the panels
of folded core radiators).
50-HOUR INTERVAL
1. Perform all 10-hour maintenance.
2. Inspect zinc or magnesium rods if so equipped.
250-HOUR OR MONTHLY CHECK
1. Perform all 10-hour and 50-hour maintenance.
2. Inspect the condition and tension of all fan belts. If necessary, adjust or replace any belts.
3. Add supplemental coolant additive, or change element assemblies if so equipped.
4. Test the coolant for freeze protection.
5. Inspect the radiator or overflow tank cap gasket.

6. Inspect all hoses for leaks.
7. Inspect/check all engine grounds.
3000 HOURS OR 24 MONTHS (whichever occurs first)
1. Perform all 10, 50, and 250-hour maintenance.
2. Add Cat ELC Extender if filled with Commercial ELC.
3. Drain, clean, and refill the cooling system if filled with Cat DEAC, commercial heavy-duty
coolant/antifreeze, or supplemental coolant additive and water. (See page 63, Caterpillar
Cooling System Cleaners.)
4..Inspect the condition of fan blades and guards. Inspect the condition of hoses and
clamps. Tighten all clamps.
5. Obtain a coolant analysis.
6000 HOURS OR 6 YEARS (whichever occurs first)
2. Add Cat ELC Extender if filled with Cat ELC. See page 20 for the amount of Cat ELC
Extender to add.
3. Drain, clean, and refill the cooling system if filled with commercial coolant that meets the
Caterpillar EC-1 specifications.
4. Inspect the condition of fan blades and guards. Inspect the condition of hoses and
5. Obtain a coolant analysis.
12,000 HOURS OR 6 YEARS with CAT ELC Only. (whichever occurs first)
2. Drain, clean, and refill the cooling system if filled with Cat ELC only.
3. Inspect the condition of fan blades and guards. Inspect the condition of hoses and
Troubleshooting Checklist
Three basic problems are typical of cooling systems:
overheating
overcooling
loss of coolant
A cooling system problem should first be diagnosed by visual inspection. If the problem cannot
be diagnosed, tools must be used to find the cause.
Caterpillar has published booklets that contain the following service information in extensive
detail:
Cooling system inspection, test, and troubleshooting procedures
Overheating and overcooling problems and causes
Steps to clean and recondition cooling systems
Components that affect cooling systems
Refer to the "Reference Material" section at the back of this publication.
Troubleshooting Overheating
Visual Inspections for Overheating
If an overheating problem is suspected, first check to see if an overheating problem actually
exists.
Look for radiator clogging, low coolant level, and low fan rpm.
Check for coolant leaks or steam coming out of the overflow on the radiator when the engine is
stopped.
If no problem is found after these simple visual checks, more accurate ways to check that
cooling system components are necessary.
Ensure that the coolant temperature gauge is accurate. Use a 4C6500 Digital Thermometer
Group or other temperature testing tools shown on pages 68 and 69 to check the temperature of
the coolant. Most coolant temperature gauges for pressurized cooling systems are calibrated to
show overheating at approximately 108°C (226°F).
Correct coolant level in radiator
Check the level of the coolant in the radiator. Ensure that the coolant is cool first. A low coolant
level can cause overheating. A low coolant level can also be the result of overheating. If the
coolant begins to boil, the pressure relief valve in the radiator top tank or filler cap will open. The
cooling system pressure remains constant, but coolant is lost. If the level of the coolant is low,
add more coolant as needed. See the appropriate Operation and Maintenance Guide for the
amount of coolant to add. If the engine overheats again, the low coolant level was not the cause
of overheating.
Dirt in the radiator core.
Check for restrictions that can stop the flow of air through the radiator. Look for dirt in the cores,
especially outside of the fan blast area. Use a light to check for plugged areas in the core. Lower
light on one side of the radiator and visually inspect the opposite side.
Radiator with bent cooling fins.
Check for radiator fins that are bent, damaged, or show signs of leakage from the radiator. On
truck engines that have shutters on the radiator, check to see if the shutters are stuck in a closed
position.
Check engine high idle speed. If necessary, adjust until the correct high idle speed is reached.
Check for correct shutter opening temperature. The relationship between the thermostat and
shutter operating temperature must be defined.
Check fan belts and pulley grooves. Loose belts will wear at a faster rate and can cause damage
to pulleys. It is also possible for loose fan belts to slip and cause the fan to turn at a slower rate.
This issue too can cause overheating.
Make sure that there is no oil or grease on the fan belts or pulleys. Oil or grease will cause the
belts to slip. The outside diameter of a new fan belt must extend beyond the edge of the pulley a
small amount. If the fan belt is even with the outside diameter of the pulley, either the fan belt or
pulley is worn. Check the inside surface of the fan belts for cracks. Cracks on the inside surface
of the fan belt will cause the belt to break after a time. Replace fan belts in sets. A new fan belt
will stretch a small amount after several days of operation. A new fan belt and a used fan belt
used together will cause excessive stress on the new fan belt. When an adjustment is made to
the belts, the new belt will tighten before the used belt and thus carry all of the load.
Check fan speed of hydraulically driven fans. Low relief valve pressure setting or low fan pump
flow can cause slow fan speed.
Radiator Baffle
Check the fan blades for damage. Look for missing or damaged radiator baffles. The baffles
prevent recirculation of air around the sides of the radiator. A missing or damaged baffle raises
the temperature of the air that goes through the radiator.
Fan shroud
Check the condition of the shrouds. Make sure that the shrouds are installed correctly. Also,
make sure that the rubber strips are in good condition. Fan and radiator shrouds increase the
efficiency of the fan by helping to move air through the radiator. The fan shroud must be near the
outer edges of the fan blade to prevent recirculation of air around the ends of the fan.
Check the air inlet system, If an industrial or marine engine is in a closed room and has an air
inlet pipe that provides a supply of outside air to the engine, make sure that the inlet pipe does
not leak and that the inlet pipe is properly connected to the engine. The temperature of the air in
the room will rise because of engine heat. If the inlet pipe is not connected correctly, the inlet air
will be hot. Make sure that there are no restrictions in the air cleaner, air inlet and exhaust lines,
or to the flow of air through the cooling system.
Check the condition of all hoses. A collapsed hose with the engine running, is an indication that
the water pump cannot pump enough coolant because of a restriction in the radiator. If the hose
is collapsed after shutoff and cool down, the system is not vented properly to allow pressures to
equalize. Check the vented filler cap or the relief valve in older systems to assure the vacuum
valve is functioning properly.
Avoid installation where the radiator is higher than the engine. Excess head pressure can cause
pump seal leaks while the engine is stopped. For instance, if the engine is in the basement and
the cooling tower is on the roof, the height differential cannot exceed 17.4 m (57feet). If the
height differential exceeds 17.4 m, an auxiliary expansion tank should be incorporated to ensure
that the water pump seals and hoses do not leak.
Check for leaks around the water pump. On all engines, there is a drain hole between the
coolant seal and the bearing seal in the water pump. Without this drain hole, coolant can get into
the oil if there is a failure of the seals in the water pump. Look for signs of coolant or oil leaks at
the junction of the cylinder head and cylinder block. Leaks in this area are an indication of head
gasket failure,
If no cause for overheating can be found, make these additional visual checks before cooling
system tests are made:
Check the condition of the gasket in the radiator cap. If necessary, install a new gasket or
radiator cap.
Check the radiator gasket sealing surface in the cap for gouges, nicks, or grooves. This surface
must be smooth and even.
Type of radiator cap held by studs
If the radiator cap is held in position by a stud, tighten the cap and feel for contact between the
gasket and the surface on the radiator top tank. If the stud is too long or damaged, the cap will
not provide a complete seal.
NOTICE
Do not disassemble the relief valve in the cooling system until
the radiator cap has been removed from the radiator and the
pressure in the cooling system is released. If there is pressure
in the cooling system when the relief valve is removed, steam
can be released. This steam can cause personal injury.
... Remove the relief valve and check the condition and the condition of the gasket surface for
the relief valve. If the parts are in good condition, remove any rust or scale deposits and install
the relief valve back in the top tank.
... Make sure that the fan is installed correctly. A fixed blade fan that is installed backwards can
lose approximately 50% of the fan capacity.
... Check the governor seal to see if the fuel setting was changed. Make sure that the machine is
not used in an overload condition or is not operated near the stall speed of the torque converter.
... Check for transmission and steering clutch slippage.
... Make sure that the brakes on the machine are not dragging.
... Check the retarder or BrakeSaver to see if the retarder or BrakeSaver is fully disengaged.
... Check the glycol concentration of the coolant. The glycol should not exceed 50%.
Cooling System Tests

If the cause of overheating was not discovered during the visual inspections, cooling system
tests must be made. Before any tests are made, let the engine temperature cool and install self
sealing probe adapters in the following positions if not already installed:
1. Radiator top tank
2. Radiator bottom tank or water pump inlet
3. Water pump outlet or oil cooler inlet
4. Water temperature regulator housing

5. Torque converter oil outlet
6. Engine oil manifold or oil cooler outlet
NOTICE
Remove the radiator cap slowly to release the pressure in the
cooling system. Draining the coolant is not necessary, if the
engine is allowed to cool and probe adapters are already
installed. If these steps are not taken, hot coolant can run out or
spray out and cause personal injury.
Test Water Temperature Regulators

Increase the water temperature to the opening temperature of the regulator (the opening
temperature is stamped on the regulator). After several minutes at this temperature, quickly
check the regulator to see if the regulator has cracked open. Raise the water temperature
approximately 15°C (25°F) above the opening temperature for approximately 10 minutes.
Remove the regulator from the water and immediately measure the opening dimension. If the
distance is less than the specified dimension in the Service Manual, replace the regulator.
Testing water temperature regulators
Do not operate the engine without the water temperature regulators installed. Removing the
regulators opens the water pump bypass allowing most of the coolant to bypass the radiator,
compounding any potential overheating. In some applications, removing the regulators can be a
time consuming task. In these cases it may be easier to determine regulator opening in the
engine. This procedure can be done by measuring water temperatures and comparing
differential temperatures.
Measure temperatures at the locations specified in "Cooling System Tests." The regulator is not
fully open if the radiator temperature drop is considerably higher than the engine temperature
rise. The regulator is fully open when both temperature differentials are the same. if the engine
and the radiator temperature differentials are greatly different when the engine reaches
PSP
maximum temperature, it is likely the regulator is not opening properly.
202 -0003
The source of the overheating problem can usually be identified by determining engine
temperature rise and radiator temperature drop during the overheating condition. Engine heat
4
13: /05/0 0640
rejection and jacket water pump flow can be obtained from the Technical Marketing Information
Files (TMI).
3
SEB 5:54+ 8
This information can be used to calculate the proper temperature differentials at full load. If the
© 2 D051 07:00
measured temperature differentials are much higher than calculated, a water flow problem
exists. The heat transfer capacity of the radiator (heat exchanger) is too low if the engine
024 8
overheats when the temperature differentials are correct or less than the calculated value. Any
number of problems can cause low cooling capacity. These problems could include: improper
Cat
sizing (too small initial heat transfer capacity), airflow too low, excessive glycol concentration,
erp
over loaded engine, lug operation.
illa
Check Air Velocity
rI nc.
Before the air velocity is checked, put the transmission in the machine in neutral position. Put the
parking brakes "ON" and lower all equipment. Make all checks at rated speed with the radiator
grill swung out of the way.
NOTICE
Wear eye protection when working around a running engine.
Check the air velocity with a 8T2700 Blowby/Air Flow Indicator Group. Take several readings and
average the results. Care must be taken when trying to pinpoint problem areas in the radiator
core. On machines and trucks, it is normal for velocities at the center (fan hub area) and outside
edges of the radiator to be as much as five times less than the velocity at the blade sweep area
of the core. This meter not only measures air velocity but also helps pinpoint the location of any
core clogging that can cause overheating. Use Special Instruction, Form SEHS8712, as a guide
for using the 8T2700 Blowby/Air Flow Indicator Group.
Note: The air flow through commercial engine radiators is determined by the type of installation.
Radiators, with fans located remotely, may have equal air velocities across the radiator and will
NOT have higher velocity at the blade sweep area.
If the radiator core has no restrictions, check the fan speed with the 9U7400 Multitach II Tool
Group. The complete test procedure is given in Special Instruction, Form NEHS0605.
Check for Air, Gases and Steam in the Cooling System
A cooling system that is not filled to the correct level or that is not filled correctly can cause air in
the cooling system. Also, leaks in some components, such as aftercoolers and hoses, permit air
to get into the cooling system, especially on the inlet side of the water pump.
Air in the cooling system causes foaming or aeration and affects the performance of the water
pump. The air bubbles in the system act as insulation and reduce pump flow. Coolant cannot
come in contact with different parts of the engine that have air bubbles, so "hot spots" develop
on these different parts. To keep air out of the system, fill the cooling system slowly at the original
fill and make sure all suction hose clamps are tight. Start the engine. Check the coolant level to
make sure that the radiator is still full.
Combustion gas leakage into the cooling system also causes foaming or aeration. Combustion
gases can get into the cooling system through cylinder head gaskets that have internal cracks or
defects. Most of the causes can be found by a visual check but some need disassembly or a
simple test.
Gas in the cooling system is one cause of overheating which can be found by a test known as
the "bottle test." For the bottle test, fill the cooling system to the correct level with coolant. Fasten
a hose to the outlet relief valve in the radiator top tank or expansion tank. Put the other end of
the hose in a jar of water. See Figure 65. Install and tighten the radiator cap. Start and run the
machine at torque converter stall for 3 to 5 minutes. Make sure that the temperature of the
cooling system is between 85°C (185°F) and 99°C (210°F). This temperature can be checked by
installing a thermistor probe in the regulator housing ahead of the regulator. This process is a
test for gas in the system, not steam, which can produce similar conditions if the temperature is
permitted to increase. Look at the number of bubbles in the glass jar. If an occasional bubble is
visible there is no air or combustion gases in the cooling system. However, a constant violent
flow of bubbles indicates the presence of air or combustion gases.
Loose precombustion chambers, defective precombustion chamber seals, a loose cylinder head,
a cracked liner, or a damaged head gasket will also cause combustion gases in the cooling
system.
Bottle test used to check for air or combustion gases in the cooling system.
Check the Cooling System Relief Valve

The cooling system relief valve must open at the pressure level indicated in the appropriate
Engine Specification Module. To check the pressure, install a pressure gauge in the radiator top
tank. Tighten the radiator cap. Use an air pressure regulating valve or a 9S8140 Pressurizing
Pump to put pressure in the cooling system. Any additional pressure above must go past the
relief valve. With the air supply turned off, the system must hold the minimum pressure indicated
in the Engine Specification Module.
Test During Machine Operation

If the cause of overheating is not discovered by visual checks and simple cooling system tests, a
temperature measurement must be taken. Temperatures are measured at different locations on
the machine and compared to see if the temperatures are normal. The 4C6500 Thermistor
Thermometer Group is used to measure temperatures at the following locations:
Radiator top tank
Water pump outlet
Water temperature regulator housing
Torque converter oil (inlet and outlet) measured across cooler
Engine oil cooler
The temperature in the radiator top tank must be below coolant boiling point. The difference
between the temperature in the radiator top tank and the ambient air must not be more than
61°C (110°F) with the regulator fully open, full coolant flow through the radiator, and the engine
at full load. The water pump outlet temperature must be approximately 4.5° to 11°C (8° to 20°F)
below the temperature in the radiator top tank.
NOTICE
The regulator in most machines is fully open when the water
temperature is approximately 93°C (200°F - 205°F). The
regulators in some earlier commercial engines and engines with
reduced emissions will fully open at higher water temperatures.
The cooler inlet oil temperature must not be more than 132°C (270°F). The normal temperature
range for cooler inlet oil temperature is 6° to 11°C (10° to 20°F) over the radiator top tank
temperature when a machine is operated under full load. The cooler outlet oil temperature will be
8° to 22°C (15° to 40°F) lower than the cooler inlet oil temperature.
Measure Manifold and Aftercooler Temperatures

The temperature of the oil in the oil manifold is approximately 17°C (30°F) higher than the water
temperature at the pump outlet. If the temperature of the oil in the oil manifold is 19° to 22°C (35°
to 40°F) higher than the water pump outlet temperature, then scaling may be the cause.
A dirty aftercooler will result in high inlet air temperature. For every 1° (Fahrenheit or Centigrade)
increase in inlet air temperature the exhaust temperature increases 3° (Fahrenheit or
Centigrade). A dirty aftercooler, contaminated with oil mist or corrosion, will not permit normal
heat transfer. Where raw or sea water aftercoolers leak into the engine, salt corrosion and wear
of engine parts can result.
Table 25
SUMMARY OF OVERHEATING PROBLEMS AND CAUSES

Problem Possible Causes
A. External leaks caused by loose connections, radiator cap, or cooling
system relief valve with defects.
1. Low coolant level B. Internal leaks caused by cracked cylinder head, cracked cylinder
block, loose cylinder heads, damaged cooler core, damaged after
cooler, damaged gaskets.
2. Reduced air flow A. Plugged radiator core
through radiator B. Damaged or bent radiator fins.
C. Low fan speed because of low engine high idle speed.
D. Fan is damaged or installed backwards.
E. Loose or worn fan belts and
F. Damaged fan shroud, wrong diameter fan, or incorrect number of fan
blades.
G. Incorrect fan blade position. (Fan projection out of the shroud must
be approximately 50%)
H. Excessive fan tip to shroud clearance. Should be .38" maximum
clearance.
I. Closed shutter ( if equipped).
J. Fluid coupling for fan not engaged.
A. Defective pressure gauge.
3. Insufficient cooling B. Defective radiator cap.
system pressure C. Defective cooling system pressure relief valve.
D. B. Defective radiator top tank neck or stud.
A. Air in cooling system because of incorrect cooling system fill.
B. Combination gases in cooling system from loose cylinder head,
cracked cylinder head, loose or defective precombustion chamber,
4. Coolant overflow
defective cylinder head gasket, worn cylinder liner counterbore.
C. Steam in cooling system because of engine torque converter over
load or low coolant level.
A. Stuck water temperature regulator.
B. Absence of water temperature regulator.
5. Insufficient coolant
C. Low engine high idle speed.
flow
D. Loose water pump impeller.
E. Radiator plugged on inside.
A. High ambient air temperature.
B. Plugged openings in screen for engine compartment with a blower
6. High inlet air fan.
temperature or C. Disconnected inlet air pipe in engine room.
restriction D. Dirty aftercooler core.
F. Plugged air cleaner.
G. Damaged of carbon packed turbocharger.
A. Insufficient flow of raw water through heat exchanger.
B. Crusted over keel cooler.
7. Low heat transfer
C. Hot air for radiator caused by overheating hydraulic oil cooler.
D. Scale on cylinder liners or cylinder head.
A. Plugged air cleaner.
B. Damaged turbocharger.
8. Exhaust C. Restriction in exhaust pipes.
restriction D. Water in muffler.
E. Loose baffle in muffler.
F. Excessively long exhaust pipe.
Overheating Troubleshooting Chart
Troubleshooting Overcooling
Engine Overcooling
Overcooling can damage an engine just as overheating can. Overcooling occurs when the
normal temperature at which the engine operates cannot be reached. This condition is most
severe with the use of high sulfur fuel. High sulfur fuel increases wear if the temperature is not
over 80°C (175°F). Overcooling is the result of coolant bypassing the water temperature
regulators and flowing directly to the radiator.
Causes of Overcooling
Low ambient air temperature and light load application conditions may exist when overcooling
occurs. A defective temperature gauge can give an indication of overcooling. The gauge can be
checked for accuracy by comparing the actual temperature of the coolant in the water
temperature regulator housing with the temperature indication on the gauge. Use a 4C6500
Digital Thermometer to check the temperature of the coolant. If necessary, install a new gauge.
The most common cause of overcooling is water temperature regulators that do not close or
allow excess coolant leakage because of a defect. It is possible for coolant to flow around a
water temperature regulator that is in good condition. This issue will give an indication of
overcooling.
Check the water temperature regulator the same way you would for an overheating problem.
Even if the. regulator opens and closes correctly, check the regulator for other defects. On
bonnet-type regulators that are used in the full-flow bypass system, check the bonnets for wear
grooves and dents. These issues can prevent the regulator from sealing correctly.
Fig. 67: Bonnet-type water temperature regulator.
After the water temperature regulators have been checked thoroughly, inspect the water
temperature regulator housing. Check the counterbores that the regulators fit into. Make sure
that the surfaces of the counterbore are clean, smooth, and free of foreign material. Check the
seal in the regulator housing and check for cocking which causes coolant to flow past the
regulator and seal. Some housings have a purge hole orifice to permit coolant flow to purge air
out of the cooling system when the system is filled with coolant. Make sure that this purge hole is
open. Do not enlarge this hole, this process could cause overcooling. In some machinery, check
valves are used to stop coolant flow through the purge hole when the engine starts.
Purge hole in water temperature regulator housing.
Some engine installations use external vent lines to vent air. Excessive vent line flow can be
controlled by adding a vent/check valve (i.e. 8N9071).
NOTICE
Do not alter highway truck vent lines on shunt type cooling
systems.
Reconditioning the Cooling System

In the course of time, certain components in the cooling system will need reconditioning. The
most common reasons for reconditioning are machine operating environment, normal wear of
parts, or accidents. The following procedures and tips will assist you during reconditioning and
repair of the cooling system.
Cleaning the Outside of a Standard Radiator Core

Wear eye protection at all times when cleaning the cooling
system. Pressurized water could cause debris to be blown and
result in personal injury.
Always clean the radiator fins with the engine stopped. Failure
to do so, could result in personal injury caused by the moving
fan blades.
If cleaning with air, use 205 kPa (30 psi) maximum pressure to
prevent personal injury.
Remove the radiator grill from the machine. Find the direction of air flow from the fan. If the
machine is equipped with a blower fan, the core must be cleaned from the side opposite the fan.
If the machine is equipped with a suction fan, the core must be cleaned from the fan side of the
radiator. To clean a radiator core that uses a suction fan, the fan guards must be removed . For
normal debris such as dust, leaves, small twigs, nettles, and cotton fluff, use shop air, or a
compressor with a capacity of 1.4 to 1.7 cfm (50 to 60 cfm) at a pressure of 205 kPa (30 psi) to
clean the core. Hold the air nozzle approximately 6 mm (1/4 ") from the fins. Slowly move the air
nozzle from the top of the core to the bottom of the core in order to clean the debris from
between the vertically positioned tubes in the radiator core.
Cleaning the radiator core (equipped with blower fan).
The debris in a radiator core on machines equipped with a blower fan is thicker and packed more
tightly than the debris in a radiator core on machines equipped with a suction fan. If necessary,
use a light bulb behind the radiator core to see if the radiator core is clean. Use the air to check
for thick areas of dirt.
Critical locations of the radiator core.
On machines equipped with a blower fan, the thicker debris will be in area A (Figure 70) on the
outside edge of the radiator core surrounding the fan. Area B of the radiator core, which is the
approximate location of the fan, will have some debris, but the debris will not be as thick as the
debris in area A. The air velocity in area B is high. This issue will cause most of the debris to be
in the second and third rows of tubes in the radiator core. Area C of the radiator core is the
approximate location of the fan hub. The air velocity is low in this area and most of the time the
area remains clean.
High-pressure water is an excellent means to clean the debris out of a radiator core.
If there is oil in the fins of the radiator core, use a steam cleaner and soap to remove the oil. Use
shop air to remove any loose debris before using the steam cleaner. Some materials like red-
wood bark or shredded paper (normally found in sanitary landfill operations) and stringy type
materials can be difficult to remove. If necessary, remove the radiator core from the machine and
use shop air and a steam cleaner. Make sure that the core is thoroughly cleaned before the core
is installed in the machine.
Folded core radiator.
Although the folded core radiator looks different from a standard core radiator, the principle of
cooling and cleaning are the same. The same precautions taken with a standard radiator should
be used with the folded core radiator. For example, in a wooded application, engine enclosures
should be used and kept in good repair. For machines used in dusty applications, the radiator
should be blown out at regular intervals. The radiator is susceptible to plugging in certain
applications and maintenance actions should be adjusted for these conditions. As with the
standard core, reasonable maintenance should still be practiced.
Compressed air, high-pressure water, and steam are three preferred cleaning mediums that can
be used to clean these radiator cores. For dust, leaves, and general debris, any of these
methods may be used. However, the use of compressed air is preferred. Acceptable results will
be obtained by opening the front grill and directing the cleaning medium at right angles to the
front of each core face. Move the nozzle from the middle to the upper end of each core working
from the rear of the vee, and then back again to the front of the vee. Go across the entire face of
each core and then do the lower half.
After the core is cleaned, start the engine and accelerate to high idle several times, or until
loosened debris is no longer blown from the core. Stop the engine and go over the face again.
Exposure time may be kept shorter on this second pass. Restart the engine and accelerate the
engine to high idle several times.
A method to increase the air velocity is to place a piece of plywood over the lower third of the
radiator. Put the plywood in between the grill and the radiator toward the bottom of the core. Start
and accelerate the engine several times or until trash ceases to be expelled. Stop the engine
and then reposition the plywood toward the top of the core. Secure the plywood in place. Repeat
the engine acceleration process. The increased air velocities will aid in the removal of debris
from between the fins. If steam or water is used, continue running the engine until the core is hot
and does not have water vapor coming off the fins. The machine is then ready for use.
If oil, sap, or mud is encountered, a different cleaning procedure is required. Oil and sap can be
cleaned from a core by using a commercial degreaser. The degreaser must be applied to both
sides of the core face, especially in the area of visible plugging. Let the degreaser soak for a
minimum of 5 minutes and then wash the core. Use hot water under high pressure and a small
amount of laundry detergent. Concentrate the cleaning efforts on areas which were exposed to
the oil or sap, working from both sides of the core. Be sure to wash the areas on each end of
each core in the area around the seal. Excess oil in this area can be detrimental to the seals.
After washing, rinse the core with hot water. Start the engine. Accelerate the engine several
times and rinse the core again. Repeat this rinse process until detergent bubbles are no longer
emitted from the fins. Continue to operate the engine until there are no water vapors coming off
the fins. Do not put the machine back to work until all water has evaporated.
Plugging by mud may be of two types: mud splatter and mud impregnation. Mud splatter may be
easily removed by shutting off the engine and spraying water on both sides of the core to soften
the mud. If heat from, the radiator causes the water to evaporate, spray the core again. Once the
mud has softened, direct the water nozzle from the fan side towards the front of the radiator. Try
to keep the nozzle perpendicular to the face of each core. Then go to the front of the radiator and
spray water at each core. Keep the nozzle pointed to the rear of the engine. This nozzle position
will allow the mud to flake or peel off. After the mud has flaked off, reposition the nozzle as in
general cleaning and go across the core assemblies. When the water from the core appears
clear, the core has been cleaned. Be sure to dry the radiator as previously described. Small
patches of mud splatter and other debris may be removed with a file cleaner card, such as a
Colton's file cleaner #10.
Mud impregnation is difficult to clean on any type of radiator. For best results, remove the fan
guards, fan, and shroud. Thoroughly flush both sides with high-pressure water until the water
flowing from between the fins is clear. To check for cleanliness of the radiator core, a light behind
the core can be used to check for dirt. If dirt is visible, additional cleaning is necessary. If this
method of cleaning impregnated mud does not give good results, remove the radiator. Cap the
inlet and outlet holes in the top and bottom tank and place the radiator in a large tank of water
and laundry detergent. After soaking and agitating the core in water, rinse with hot water and
blow dry. The time required for soaking is dictated by your particular problem.
Do not place folded core radiators in solvent baths that can remove paint. Folder core radiators
are painted with a special process to get full fin penetration. If the original paint is removed, the
fins will corrode at an accelerated rate.
Cleaning the Outside of a Multiple Row Module or Advanced

Modular Cooling System (AMOCS) Radiator
AMOCS Radiator.
The Multiple Row Module and AMOCS radiator have evolved from the folded core radiator, which
replaced the standard core radiator in most equipment. The Multiple Row Module and AMOCS
radiators use individual core assemblies. However, use of these radiators greatly reduces many
plugging problems previously experienced. Since the radiators are similar to the other two types
of radiators, refer to "Cleaning the Outside of a Standard Radiator Core" and "Cleaning the
Outside of a Folded Core Radiator" for cleaning assistance.
Cleaning Inside Parts of the Cooling System

There are several ways to determine if the cooling system needs more than a mild cleaning:
1. Flow restrictions - Remove the radiator cap and see if the cooling tubes are plugged. If
so, simply using a mild cleaner will not be satisfactory.
2. Constant overheating - If the fan belt, thermostat, and water pump are functioning
properly, but the engine continues to overheat, then the cooling system may be badly
plugged.
3. Water pump failure - If the water pump fails and upon inspection, heavy water
contamination damage is found in the bearing, seal, and shaft area, the cooling system
probably needs a thorough cleaning with special chemicals.
4. Visible heavy rust and green slime - If green slime (chromium hydroxide) is evident in the
bottom of the radiator cap and the coolant is so cloudy that an antifreeze tester cannot be
read, the system will need a more thorough cleaning with special solvents.
When the inside parts of the cooling system become contaminated, normal heat transfer is not
possible. Oil is a common form of contamination in cooling systems. If an oil cooler has a defect,
oil can enter the cooling system when the engine runs because the oil pressure is higher than
the water pressure. When the engine stops, water or antifreeze in the oil will settle into the oil
sump because the circulation stops. Also, water or antifreeze will continue to leak into the oil
system, since cooling system pressure drops slowly. A pressure check of the oil cooler may
reveal a defect. Alternatively, oil samples may determine the presence of antifreeze or water in
the oil.
After the problem that caused contamination of the cooling system has been found, the cooling
system can be cleaned as follows:
1. Drain all of the coolant from the cooling system.
2. Fill the cooling system with clean water.
3. Start the engine and run the engine until the thermostats open.
4. Add two cups of non-foaming soap. Automatic dishwasher soap is best. Do not use plain
laundry soap.
5. After non-foaming soap is added, run the engine for approximately 20 minutes. Check to
see if the oil is breaking up or if the water has oil patches.
6. If oil patches.are still present, add two more cups of soap and.run the engine for 10 minutes.
Drain the mixture from the cooling system.
7. Fill the cooling system again with clean water. Check the surface of the water for oil. If oil is
still present, repeat Steps 3 through 7. When the water is clear, drain and rinse the cooling
system one more time. Add coolant and conditioner.
Scale or rust in a cooling system can affect heat transfer. The scale and rust can be cleaned out
of the cooling system with a two-step type heavy-duty radiator cleaner. This cleaner consists of
an oxalic acid, which cleans the scale and rust, and a neutralizer. Two-step type heavy-duty
cleaners are available from industrial supply outlets or the cleaners can be mixed as follows:
Acid - Mix 900 g (2 lb) of sodium bisulfate (NaHS04) per 38 L (10 gal) of water (25 gm per L).
Neutralizer - Mix 225 g (1/2 lb) of sodium carbonate crystals Na2CO3 per 38 L (10 gal) of water
(6 gm per L).
The cooling system may also be cleaned with Caterpillar Cooling System Cleaners. These
cleaners are designed to clean the system of harmful scale and corrosion without taking the
engine out of service. The cleaners can be used in all Caterpillar Engines and other
manufacturer cooling systems in any application. This mild solvent must not be used in systems
that have been neglected or have heavy scale buildup. These systems require a stronger
commercial solvent available from local distributors.
Caterpillars Cooling System Cleaners are available in the following size containers:
4C4609: 0.236 L (1 pt)

4C4610: 1,980 L (1 qt)
4C4611: 3.780 L (1 gal)
4C4612: 18.90 L (5 gal)
4C4613: 208 L (55 gal drum)
6V4511L 1.9 L(1 1/2 gal
Drain the cooling system completely. Refill with clean water and a 6% to 10% concentration of
cleaner. Run the engine for 1/2 hours. Then, drain the coolant and flush the system with clean
water. Refill the system with the proper amount of Cat ELC, or Cat DEAC and water. If Caterpillar
Coolant is not used, the appropriate amount of Supplemental Coolant Additive must be added
too. -
Components that Affect the Cooling System

Battery Ground Connections
Improper ground connections at the engine can cause problems In the cooling system. Make
sure that all ground connections are clean and tight.
Battery Ground.
Sea Water Inlet Screen

Marine vessels and dredges use raw water coolers. Raw water coolers must be equipped with
inlet screens to prevent debris entry. A clogged inlet screen or no inlet screen at all can result in
overheating.
Oil Cooler Cores
A pressure check of the oil cooler cores can be made to detect leaks. The cooler must be
removed for such a check. Depending on the size and location of the leaks, some leaks can be
repaired.
Oil flows around the tube bundles in an oil cooler core and the water flows through the tubes. If
the tubes that the water flows through become plugged, the tubes can be cleaned as shown in
Figure 74. If the oil passages in the cooler core become plugged, the oil passages cannot be
cleaned.
Cleaning the tube bundles.
Cooler cores contaminated by a system failure should be replaced. Before installing the new
core, inspect the oil filter. The oil filter will give an indication of the condition of the oil cooler core.
Inspect the oil filter as follows:
1. Check the schematic of the lubrication system to determine if oil flows through the oil filter
before the oil goes to the oil cooler core, or if oil flows through the oil cooler first and then
goes to the oil filter. In most lubrication systems, oil flows through the cooler and then to the
oil filter before the oil goes to the oil gallery.
2. Look for chips in the oil filter. If the oil flows from the oil cooler to the oil filter and the filter is
full of chips, the oil cooler can also be full of chips. It is not possible to clean these chips out
of the cooler core, so the core is not reusable. If the oil flows through the oil filter first, check
the number of chips in the oil filter and inspect the inlet of the oil cooler core to see if it
contains any chips. If the oil filter is clean, the oil cooler will probably be clean.
3. Check the cause of a wear failure. If the failure was instant, only a few chips will be present.
If the wear failure was gradual, the first few chips will be small, increasing in size as the
failure progresses.
A failure that stops the flow of oil will not produce chips in the oil cooler even if there is a large
amount of failure debris.
Refer to SEBF8077 Caterpillar Guideline For Reusable Parts and Salvage Operations "Engine
Oil Coolers" and SEBF8085 Caterpillar Guideline, For Reusable Parts and Salvage Operations
"Inspection and Cleaning of Rubber End Sheet Oil Coolers".
Aftercooler Cores
See Technical Marking Information (TMI) for Marine Application Performance Specifications.
Usually, an aftercooler core used on a vehicle receives adequate air supply. However, adequate
air supply is crucial if an aftercooler core is used on an engine that is in a room. If so, make sure
that all blowby fumes are directed out of the room. If the fumes are piped into the air intake, the
fumes will decrease the efficiency of the aftercooler.
The water side of the core can be kept clean by the use of correct maintenance procedures. This
is not true with raw water aftercoolers. Sea water and stream water can plug the water side of
the core. A temperature check of the air, after the air goes through the aftercooler, will determine
whether the aftercooler core is plugged. Ideally, the inlet manifold air temperature will never be
above 52°C (125°F), but the temperature on some arrangements can reach 93°C (200°F). If the
aftercooler core is clean and the temperature of the sea water is 29°C (85°F), the air
temperature on marine engines must not be more than 49° + 2.8°C (12° ± 5°F). The air
temperature will decrease 1° (Fahrenheit or Centigrade) for each 1° (Fahrenheit or Centigrade)
the water temperature is under 29°C (85°F). This means if the temperature of the sea water is
18°C (65°F) and the aftercooler core is clean, the air temperature must be 38° ± 2.8°C (100° ±
5°F). If the sea water is 18°C (65°F) or lower and the air temperature goes above 52°C (125°F)
on marine engines, investigate the aftercooler core. If the jacket water side temperature
differential is low, suspect an aftercooler problem. If the jacket water side temperature differential
is high, check the pump as pump flow is most likely the problem.
Because of the construction of the aftercooler, it is impossible to clean the inside of the tube
bundles with a rod. But it is possible, with special plumbing, to reverse the flow of raw water
through the aftercooler to back flush it. This process can be accomplished by running the engine
for approximately 1 hour with a light load or no load. This procedure will help clean the core. If
this procedure is not possible, remove all the pipes connected to the aftercooler and make
adapters that can be used to flush the core with fresh water. If fresh water is used to clean the
core, the water pressure must not be more than 170 to 205 kPa (25 to 30 psi). Do not stop the
outlet flow of water out of the core and let the water pressure buildup in the core. If the
aftercooler core can be removed easily, it is best to clean the aftercooler core in a shop.
Radiator Cap
The radiator cap must prevent water and pressure loss in the cooling system. On large radiator
caps, a worn gasket can be replaced. Smaller automotive type radiator caps cannot be serviced.
A new cap must be installed.
Relief Valve
The cooling system relief valve cannot be serviced but the relief valve can be cleaned. If there is
a loss of pressure in the cooling system, install a new relief valve and plate.
Fan Belts
Fan belts come in a set. If one of the fan belts is worn, all the fan belts must be replaced.
Pulleys
Some pulleys can be reconditioned under certain conditions. A pulley is reconditioned by
remachining the grooves. For reconditioning procedures and specifications, see Guideline for
Reusable Parts, Cast Iron And Steel Pulley Grooves, Form SEBF8046. Pulleys wear on the side
faces of the groove. This wear is caused by abrasive material between belts and grooves. As the
pulley wears, the belt will drop deeper into the groove. If the belt and pulley are in good
condition, the belt will extend beyond the pulley edge as shown in Figure 75.
When fan belts and pulleys are in good condition, belts extend beyond the edge of the pulley.
Do not use belt dressing or other compounds that prevent belt slippage. Most of these
compounds will make the side walls of the belt soft and weak and cause the belt to wear.
Fan Assembly
Do not repair a damaged fan assembly. When a fan is constructed, a balance point is
established so the fan will run with a minimum amount of vibration. A repair would affect this
balance point and can weaken the structure of the fan.
Do not direct high-pressure water at the blades of the fan. Cleaning should never be done while
the engine is running.
Fan Shroud and Baffles

The fan shroud and baffles cannot be reconditioned. Make sure that these parts are installed
when a radiator core is replaced. The fan shroud and baffles can affect fan efficiency and
prevent recirculation of air. At times, wear or interference between the fan blade tips and the
baffles will be noticed. This process is normal. When a radiator guard flexes, the flex can cause
the shroud to contact the tips of the fan blades.
Radiator Mounts
The flexible radiator mounts protect the radiator from damage normally caused by machine
and/or engine vibration. When a radiator is removed for any repair, check the mounts, especially
the condition of the rubber. If the rubber is deteriorated, install new mounts. Be sure that the
mounting bolts are tightened to the correct torque. See the appropriate Service Manual module.
Fan Guards
Vibration can damage fan guards. Make sure the bolts that hold the fan guards are tight at all
times. If a guard wire is broken at an original weld joint, the guard wire can be tack welded into
place. If a guard wire is broken, a new wire must be installed.
Water Temperature Regulators

There are no parts in the water temperature regulator that can be repaired. See the topic, "Test
Water Temperature Regulators" on page 46.
Hoses and clamps

On machines where it is possible, turn the valves in the heater lines to the "OFF" position during
summer months so that there is no system pressure in the heater hoses. If one heater hose
comes loose, all of the coolant can be lost if coolant flow is available to these hoses. Knowing
the location of heater hoses is important because the hoses must be checked often.
When you install hose clamps, do not tighten the clamps too much. Tighten the clamp until the
clamp compresses the rubber coating on the hose. If the clamp tears the rubber coating,
revealing the cords in the hose, the clamp has been over tightened. Hoses are replaced when
the hoses have a leak or during a scheduled service interval. Remember, all hoses in the cooling
system are made of similar material and operate in the same environment. So, if any one hose
starts to leak, replace all of the hoses. If a scheduled service interval is used, change hoses
every 3 years or 4000 hours.
It is difficult to check the condition of a hose because all hose coverings are painted and it is
normal for paint to flake, check, and crack. As pressure increases in a cooling system, the hoses
expand, causing the paint to check. The exterior appearance of the hose is not a good indication
of wear. The "feel" of the hose is a good indication of wear. When the temperature of the cooling
system is cold and the pressure in the system is released, the hose will need to be replaced if
the hose feels soft. Softness of the hose may be due to a number of factors. If a radiator or
cooling system has had oil in the system, the inner liner of the hose will soften. The hose will
also feel soft if the hose is old and the inner liner has loosened from the fabric. A loose inner liner
can fold down into a water passage on the suction side of the water pump and restrict the flow of
coolant. An inner liner folded into a water passage is not only rare, but because there is no
external leakage, it is also difficult to find. Finding a loose liner is especially difficult if you are
troubleshooting an overheating problem.
Temperature Gauges
There are two types of temperature gauges, electrical and mechanical. If there is a problem with
an electric gauge, the temperature sending unit and the gauge must be checked separately. With
the mechanical gauge, the bulb and tube are fastened to the gauge and must be checked as a
unit. If you install a new mechanical gauge, make sure that the tube is long enough for correct
installation.
There are different types of mechanical gauges and the red ranges are different. The red range
is 108°C (227°F) for most gauges and 99°C (210°F) for highway trucks. The red range for most
transmission temperature gauges is 132°C (270°F). The part number is different on each gauge
because of the difference in the length of the tube to the bulb.
Later model machines have EMS panels. On these machines, the high coolant temperature light
will come on at a temperature of 107°C (225°F).
Water pump.
Water Pump
The need for water pump repair is generally the result of seal leakage. All water pumps have a
drain cavity in the pump housing. The cavity will direct water leakage to the ground. If this cavity
is closed, the water will be pushed past the oil seal on the shaft, allowing the water to get into the
engine oil system. This issue will damage the engine.
Use a special tool to install the seal assembly.
Seal assemblers are available for all water pumps. Some seal assemblers come with a small tool
that is used to install the seal and ring correctly. Clean water, used as a lubricant, will make the
installation of the seal easier. Never use oil as a lubricant. Oil can make the seal swell or soften
or cause the seal to turn on the shaft.
The bearings in the water pump can be replaced when the pump is reconditioned. The impeller,
shaft, and cover can be used again, unless there was a bearing failure and the pump has
operated for some time. Most of the time the impeller wears into the cover when there is a
bearing failure.
Note: When reconditioning a water pump, make sure that the shaft is clean before any seals are
installed. Rust or scale can tear the seal. Do not use a hammer to install the impeller. A hammer
will crack the seal face. Use a press or a retaining bolt to pull the seal in position on the shaft.
Note: When installing a new water pump, put a small amount of oil on the bearings. Do not start
or turn over an engine unless the cooling system is filled with coolant. If the water pump is
operated in a dry condition, seal failure will result from overheating.
Note: If a cooling system has been flushed, check the condition of the water pump closely for
approximately one week. Many times, a seal failure will result soon after the cooling system has
been flushed. This issue is because the loose rust and scale, which is purged by the cleaning
process, goes through the pump seal area.
Cylinder Heads
Normally, cylinder head repair is needed because of leaks or cracks. A defect in a core plug
(freeze plug) in the top deck of the cylinder head can cause a leak. If there is a leak in this area,
water spots will be visible in the plug recess. The old plug must be removed, the hole for the plug
cleaned and a new plug installed. Make sure to put a sealant on the new plug before installation.
Freeze plug located in the cylinder head.
Cracks in a cylinder head are found between valve ports. Cracks can also be found at
precombustion chamber or nozzle openings to a valve port. Cracks in a cylinder head can be
repaired by a remanufacturing welding process. Remanufactured cylinder heads are available
from the Caterpillar Parts Distribution System.
Before installing a new precombustion chamber in a cylinder head, check the precombustion
chamber gasket surface in the head for pits or rust. If there are pits or rust, a new precombustion
chamber will not seal correctly.
If you remove a precombustion chamber from a cylinder head, install a new O-ring seal on the
precombustion chamber before the precombustion chamber is used again in the head. O-ring
seals can harden and break. If there is a leak in the area around the seal, overheating will result,
especially if scale prevents heat transfer from the body of the precombustion chamber. Also, it is
important that a new gasket is installed. This gasket helps make sure that the hole for the glow
plug is in the correct position. See the appropriate Service Manual module for the orientation of
this hole.
O-ring seals and gasket on precombustion chamber.
Cylinder Block
If an engine has been disassembled, check the condition of the cylinder block carefully.
Be sure to measure the depth of the counterbores for the cylinder liners. The thickness of the
flange on the cylinder liner must be more than the depth of the. counterbore. See the appropriate
Service Manual for the correct liner projection. If the liner projection is not correct, there will be
insufficient compression on the cylinder head gasket. If the counterbore has been damaged by a
loose cylinder head, a fretting pattern will be visible on the ledge of the counterbore. The block
can be reconditioned with a counterboring tool and the use of inserts under the flange of the
cylinder liner. These inserts are available from the Caterpillar Parts Distribution System.
If the deck surface of a cylinder block is damaged, consult the factory for information as to how
much stock can be removed from the block. If the block is ground, the clearance will decrease
between the valves and the top of the pistons at top dead center of crankshaft rotation for that
cylinder.
Cylinder Liners
Check the condition of the cylinder liners. Look for fretting on the flange and any pits and scale
on the water side of the liner. If there are pits in the liner, turn the liner 90° from the liners original
position during reinstallation in the, cylinder block. Put liquid soap on the lower seals of the liner
before installation. Do not use ethylene glycol on these seals because some of the ethylene
glycol may drain down to the oil pan and give a positive antifreeze reaction in an S·0·S Services
oil analysis test. Put mineral oil or crankcase oil on the upper seal in the liner. Install the seal
immediately. The mineral oil or crankcase oil will cause the seal to swell. Normal wear
dimensions for the different types of cylinder liners can be found in the Service Manual.
Filler band and O-ring seals on cylinder liner.
Test Equipment
Troubleshooting and analyzing cooling system conditions can be easier with the right test
equipment.
See pages 62-69 for cooling system troubleshooting and analyzing tools available from the
Caterpillar Parts Distribution System.
Cooling System Maintenance Products

Cat ELC (Extended Life Coolant)
101-2844 Cat ELC (1 gal).
Developed, tested, and approved by Caterpillar, Cat ELC lasts up to six times as long as
conventional coolant. Cat ELC requires no supplemental coolant additives (SCA's). Instead, Cat
ELC Extender is added once, at 6000 service hours or one half of the service life. Cat ELC is the
coolant used as standard factory fill worldwide for all Caterpillar machines. Cat ELC can be used
in all Cat and most OEM diesel and gasoline engines.
See page 18 for available quantities and part numbers.
Cat SCA (Supplemental Coolant Additive).
Cat SCA helps prevent rust, mineral, and deposit formation in the cooling system. Cat SCA helps
protect all metals, including aluminum. Cat SCA does not affect gaskets or hoses and is
compatible with glycol-base antifreeze.
Supplemental Coolant Additive Elements

9N3718 Caterpillar Conditioner Element.
Spin-on supplemental coolant additive elements contain a pre-measured amount of chemical
coolant additives that dissolve during engine operation. The elements can be used year-round to
help prevent cavitation, corrosion, and erosion. Elements are available for most Cat diesel
engines. To avoid over-concentration, never use supplemental coolant additive elements and
liquid supplemental coolant additive simultaneously. Never use supplemental coolant additive
elements with Cat ELC.
Antifreeze
8C-3684 Cat DEAC (Diesel Engine Antifreeze/Coolant) (1 gal).
Cat DEAC is specially formulated for use in diesel cooling systems. Cat DEAC helps protect
against cylinder liner and block pitting and helps prevent corrosion. Cat DEAC does not require
supplemental coolant additive at initial fill. See page 18 for available quantities and part
numbers.
Cooling System Cleaners
6V4511 Cooling System Cleaner - Standard (1/2 gal).
Caterpillar Cooling System Cleaner - Standard is designed to clean the system of harmful scale
and corrosion without taking the engine out of service. Caterpillar Cooling System Cleaner -
Standard can be used in all Caterpillar engines and other manufacturers cooling systems in any
application.
Caterpillar Cooling System Cleaners, both "standard" and "Quick Flush," must not be used in
systems that have been neglected or have heavy scale buildup. These systems require a
stronger commercial solvent available from local distributors.
Caterpillar Cooling System Cleaner 1.9 L (1/2 gal) - Standard is available (Part No. 6V-4511) in
containers or, if an immediate cleaning is desired, the following Caterpillar Cooling System
Cleaners can be used:
4C4609: 0.236 L (1 pt)
4C4610: 1,980 L (1 qt)
4C4611: 3.780 L (1 gal)
4C4612: 18.90 L (5 gal)
4C4613: 208 L (55 gal drum)

Refer to label for cleaning instructions.
NOTICE
Use of commercially available cooling system cleaners may
damage the aluminum components in the cooling system. Use
only cleaners that are approved for use with aluminum.
Coolant Sampling Tools

Fluid Sampling Bottle Kit (169-8373)
Sampling Bottle with Cap and Probe.
The 169-8373 Fluid Sampling Bottle Kit provides a 118 ml (4 oz) sampling bottle attached to the
177-9343 Cap and Probe Group. There are 300 bottle kits to a box.
The 177-9343 Fluid Sampling Cap and Probe Group can be ordered without a bottle attached.
There are 500 cap and probe groups in a box. Both the kit and the group have a metal tipped
probe with a plastic housing and 317 mm (12.5 inch) of tubing attached. The probe is for use
with systems that have self-sealing probe adapters installed. This probe allows taking samples
from the cooling system without first cooling down and opening the system. The probe and cap
are a single use, disposable system.
There are two sizes of sampling bottles with caps available. The 169-7372 Fluid Sampling Bottle
Assembly holds 118 ml (4 oz.). The 169-7373 Fluid Sampling Bottle Assembly holds 74 ml (2.5
oz.). Both bottle assemblies are packaged 200 to a box.
Vacuum Pump (1U-5718)
Vacuum Pump with Bottle Attached.
The 1U-5718 Vacuum Pumps is used for taking samples for analysis when live sampling under
pressure with a probe is not available. The 30.5 m (100 ft) roll of 4C4056 Plastic Tubing is used
with the vacuum pump after cutting to the required length for sampling. The plastic bottle
assemblies from the previous article are used with this vacuum pump to contain and ship the
samples.
Probe Adapter Groups (5P-2720, 5P-2725, and 5P-3591)
Self-sealing Probe Adapter Groups.
These self-sealing probe adapters allow one to use sampling probes, temperature probes, and
pressure probes in the cooling system without first cooling down and opening the system. The
adapters automatically seal when the probes are removed. Use the probe adapters to make a
cooling test faster and easier. The probe adapters can be used in any cooling system with
pressures up to 690 kPa (100 psi) and temperatures up to 120°C (250°F). The 5P-2720 Probe
Adapter Gp has 1/8 inch pipe threads. The 5P-2725 Probe Seal Adapter has 1/4 inch pipe
threads. The 5P-3591 Probe Adapter Gp has 9/16-18 threads.
Coolant Condition Test Tools

Cat ELC Dilution Test Kit (223-9116)
Cat ELC Test Kit.
This simple pass/fail 223-9116 Cat ELC Dilution Test Kit indicates, by color, if the inhibitor level of
the coolant is correct. All new Caterpillar machines are shipped with Cat ELC in the cooling
system. This kit contains enough material for ten tests. Complete instructions for performing the
test and interpreting the results are enclosed within the kit. This kit has been canceled.
Note: When the inventory of these kits is exhausted, the kits will not be restocked.
Coolant Condition and Ethylene Glycol Test Kit (8T-5296)

Cat SCA and Ethylene Glycol Test Kit.
This test kit accurately measures the concentration of Cat SCA and ethylene glycol in your
coolant. The kit helps monitor Cat SCA and ethylene glycol concentrations to ensure proper
protection of the cooling system. The test can be performed in only minutes. The kits contain
material for approximately 30 tests.
Note: The Cat SCA and ethylene glycol test kit checks for the concentration of nitrites in the
coolant. Some other brands of supplemental coolant additives are based on phosphate inhibitors
and the test kit will yield readings that are inaccurate. If another supplemental coolant additive is
used, refer to the manufacturer for an appropriate test kit.
Coolant Condition Test Kit (4C-9301)
Nitrite Concentration Test Kit.
This kit gives quick results for systems that use nitrite. The kit can be used with Caterpillar liquid
cooling system conditioners. The kit contains material for 100 tests.
Coolant/Battery Tester (245-5829)
Portable Refractometer Freezing Point Tester.
The 245-5829 Refractometer measures the freezing points of both ethylene glycol coolant and
propylene glycol coolant. The refractometer also measures the specific gravity of battery acid in
order to determine the condition of a battery charge.
The technician simply applies two or three drops of the coolant or the acid in the refractometer.
The refractometer displays in degrees Celsius. The refractometer also displays in degrees
Fahrenheit. The prism and lens design with a focus adjustment provides ease of operation for
the technician. The design includes automatic temperature compensation features in order to
deliver accurate results.
A carrying case and a calibration screwdriver are included with the refractometer.
Temperature Testing Tools

Infrared Thermometer (164-3310)
High Temperature Scale Infrared Thermometer.
The 164-3310 Infrared Thermometer is rugged and easy to operate. This thermometer is ideal
for determining the temperature of objects that are out of reach, too hot to touch, or continuously
moving. The measure range is -30° to 900°C (-24° to 1600°F). This thermometer is powered by
two AA cell batteries. 110 VAC and 220 VAC models are also available.
Infrared Thermometer (213-4310)
Caterpillar Non-Contact Infrared Thermometer.
The 213-4310 Infrared Thermometer with a built-in laser pointer is convenient, reliable, and easy
to use. Just point, shoot, and read the temperature instantly on the backlit display. The
temperature measurement range is -20° to 260°C (-4° to 500°F) ±1°F/C.
Additional uses beyond testing engine cooling systems could include determining undercarriage
component temperature, checking brake and bearing temperatures, verifying heating and air
conditioning systems, and determining defrost grid temperatures.
Multimeter with Infrared Thermometer (237-5130)
Caterpillar Digital Multimeter with Built-in Infrared Thermometer.
The 237-5130 Digital Multimeter Group has a built-in laser pointer and a type-K thermocouple
included. The temperature range of the infrared thermometer is -20° to 270°C (-4° to 518°F). The
temperature range of the thermocouple is -20° to 750°C (-4° to 1382°F). The multimeter group
with included leads, also measures true root mean square (RMS) AC voltage, DC voltage,
current, resistance, capacitance, frequency, duty cycles, and temperature for display on the
backlit display.
Digital Thermometer Group (4C-6500)

"Five Channel", Digital Thermometer Group.
The 4C-6500 Digital Thermometer Group is a portable tool with five channels for measuring
temperatures. This tool will calculate the differential temperature between any 2 of the five
channels. The range of temperature is from -50°C to 850°C (-58°F to 1582°F). The group
includes three probes, ranging from 25.4 mm (1") to 63.5 mm (2.5 inch) in length. The probes are
designed for use with included Probe Seal adapters and the 4 included 20 foot cable assemblies.
One high temperature and one exhaust probe is also included in the foam insert in the carrying
case. Additional probes are available for use with the digital thermometer.
Thermocouple Temperature Adapter (6V-9130)
Temperature Adapter for Digital Multimeters.
The 6V-9130 Thermocouple Temperature Adapter is available for use with most digital
multimeters. The ranges are from -46° to 900°C (-50° to 1,652°F). Probes available include a
hand probe, wire, immersion, and exhaust probe.
Recorder Group (8T-2844)

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Adhesive cards for Varied Temperature Ranges.
The 8T-2844 Recorder Group group contains temperature recorders in order to check five
illa
different ranges of temperatures. Each card is used for a specific temperature range. The cards
card as a permanent record.

rI
have adhesive backs. Attach a card to any clean dry surface. Remove the card and keep the
nc.
Thermometers (5N-4562, 9U-5325, 6H3050, and 2F-7112)
Selection of Thermometers Available.
These thermometers check coolant temperature and accuracy of the coolant temperature gauge.
The 2F-7112 Thermometer can be installed in a hole with 1/4 inch pipe threads. The 5N-4562
Thermometer can be installed in a hole with 1/2-14 NPTFs threads or 3/4-14 NPTF threads.
Air Flow Test Tools
Multitach II Tool Group (9U-7400)
Multitach to Check Fan and Engine Speed.
The 9U-7400 Multitach II Tool Group contains a LED Photo Pickup and several tachometer
adapters for use with the included tachometer generator. A battery charger is included for the
required AA batteries. A 9U-7402 Multitach II Tool Group that contains only the LED Photo
Pickup is also available.
Blowby/Air Flow Indicator (8T-2700)
Indicator for Checking for Plugged Radiator.
The 8T-2700 Blowby/Air Flow Indicator Group contains a hand-held digital indicator, a remote
mounted pickup, 915 mm (36 inch) of cable, a blowby hose, and the necessary connectors. This
indicator can measure the volume of the blowby gases that are coming out of the crankcase
breather. Also, the indicator can measure the air velocity through the radiator. The indicator will
check if the air flow through the radiator is within specifications. Use the indicator to check the
different areas of the core and determine if any of the areas in the core are plugged.
Pressure Test Tools

Pressurizing Pump (9S-8140)
Pump for Pressurizing Cooling Systems.
The 9S-8140 Pressurizing Pump is designed to put pressure into the cooling system in order to
test for leaks. The pressurizing pump can also be used to test the pressure relief valve and
pressure gauges.
Pressure Probe (164-2192)

Pressure Gauge Probe Adapter.
To check the coolant pressure at the water pump inlet or at the water pump outlet, the probe can
be installed in a 1/8 inch pipe threaded hole or the probe can be installed in any of the probe
adapters that were mentioned on page 65.
Pressure Gauge (6V-7830)
Tetragauge Group.
The 6V-7830 Tetragauge Group is a general-purpose pressure gauge. The gauge can be used to
measure pressure from -100 kPa (-15 psi) to 40000 kPa (5800 psi).
Digital Pressure Indicator (198-4240)

Digital Pressure Indicator for Remote Reading.
The 198-4240 Digital Pressure Indicator is a microprocessor-based device that reads vacuum,
pressure, differential pressure, and temperature. The indicator uses sensors and cables to
remotely measure systems that are under pressure.
Engine Pressure Group (1U-5470)
Digital Pressure Indicator for Remote Reading.
The 1U-5470 Engine Pressure Group is used to check the performance of turbocharged diesel
and natural gas engines. With the optional 1U-5554 Panel and 8T-0840 Pressure Gauge,
operating adjustments to naturally aspirated gas engines can be made.
Leak Detection Tool

Ultraviolet Lamp Group (1U-5566 [10 VAC] and 1U-6444
[220 VAC])
Tooling for Leak Detection.
Use the 1U-5566 Ultraviolet Lamp Gp (110 V) and 1U-6444 Ultraviolet Lamp Gp (220 V)
ultraviolet lights to detect leaks. The following additives help detect leaks in the cooling system:
1U-5576 Additive (1 oz) and 1U-5577 Additive (0.473 L [1 pt]).
Attachments
All machines and engines have some attachments for the cooling system. A few of the
attachments described here are used exclusively on earthmoving machinery. Others can be
used on all engines. Attachments for specific models are shown in the appropriate Parts Book.
Hood and Engine Enclosures

In certain applications, such as logging, land clearing, or sanitary land filling, loose material in the
engine compartment can be a problem. Loose material can plug the core of the radiator, which
make frequent cleaning of the radiator necessary. If the radiator is not cleaned, overheating will
result. One way to reduce the problem is to use hood and side panels that are perforated. These
perforated panels can extend the cleaning intervals and/or service life of the radiator by
permitting air to flow to or from the radiator while preventing entry of loose material into the
engine compartment.
Perforated Hood and Engine Side Enclosures.
Abrasion Resistant Grid for Radiators and Ejector-type Fans

In applications where there is blowing sand or abrasive material kicked up by the machine,
sandblasting can be a problem. Sandblasting is the erosion of radiator tubes and fins by fine
particles. This issue normally only occurs with blower fans. After a period, sandblasting can
cause coolant leaks.
The abrasion resistant grid deflects and slows the particles so the particles pass through the
radiator without wearing the tubes or fins. This process will give the radiator a longer service life.
An ejector-type blower fan will also lessen sandblasting problems. The ejector fan has the back
edge of the fan blades bent around into a hook shape. This design makes a channel along the
back of each blade which takes most of the debris out of the air flow and discharges the debris
radially.
In applications where sandblasting is not a problem, use of the abrasion resistant grid is not
recommended. However, larger loose particles may yet lodge between the grid and radiator and
make frequent cleaning of the radiator necessary.
Abrasion Resistant Grid.
Crankcase Guards
Although crankcase guards are not a cooling system attachment, the guards can have a positive
or negative effect on the cooling system. The crankcase guard will decrease the amount of loose
material that enters the engine compartment. On machines with blower fans, this guard can
decrease radiator core plugging or sandblasting. In logging, land clearing, or sanitary land filling
applications, the additions of screens over the openings in and around the crankcase guard will
further decrease the entry of loose material into the engine compartment.
Normally, some of the heat in the engine transmission and torque converter is transferred directly
to the air that flows around these components. Mud, dirt, or other material that becomes packed
in and around the crankcase guard will act as an insulating material and prevent heat transfer to
the air. This issue will cause the engine, transmission, and torque converter oil temperatures to
rise and, in some conditions, cause coolant overheating.
Crankcase Guards.
Reversible Fan
A reversible fan makes it possible to change from a suction to a blower fan or a blower fan to a
suction fan easily. Some reversible fans automatically reverse every few minutes to blow or suck
out debris that may get lodged in the radiator.
Reversible Fan.
Hinged Radiator Guard

A hinged radiator guard permits easy access to the front of the radiator. This design makes it
easy to inspect and thoroughly clean the radiator without removing the heavy guards.
Hinged Radiator Guard.
Coolant Flow Indicators

Coolant flow indicators are found on some machines. When there is a loss of coolant, the
coolant flow indicator, which will be a horn and a light, will signal the operator that there is a
problem. Loss of coolant flow can be caused by low coolant level, water pump failure, sudden
loss of coolant, broken fan belts, or severe water pump cavitation.
Coolant Flow Indicator.
Jacket Water Heater

Jacket water heaters have an electric heating element to keep the coolant warm in the engine.
These heaters are required to start a cold engine in temperatures below -18°C (0°F). Jacket
water heaters are also used on electric set engines that have automatic stop-start.
Summary
Cooling system maintenance is your responsibility. Extra time invested in caring for your cooling
system can prolong engine life and lower operating costs.
The consequences of improper coolant selection and cooling system maintenance are evident.
Coolant-related failures and loss of efficiency directly affect your operation.
Selecting and maintaining the proper coolant helps your engine in the end. Understanding
coolant and the effects on your engine is crucial to an efficient operation.
Reference Material Available From Caterpillar

The following publications are available through your local Cat dealer. Some publications may
have a nominal charge.
Note: The information contained in the listed publications is subject to change without notice.
Contact your local Cat dealer for the most up-to-date recommendations.
Note: Refer to this publication, the listed publications, the respective product data sheet, and to
the appropriate Operation and Maintenance Manual for product application recommendations.
"Cold Weather Recommendations", SEBU5898
"Cooling System Fundamentals," LEKQ1475
"Oil And Your Engine," SEBD0640
"Diesel Fuels And Your Engine," SEBD0717
"Caterpillar Machine Fluids Recommendations," SEBU6250
"Know Your Track-type Tractor Cooling System," REHS1063
"Caterpillar Commercial Diesel Engine Fluids Recommendations," SEBU6251
"Caterpillar On-highway Diesel Truck Engine Fluids Recommendations," SEBU6385
"Data Sheet - Cat DEAC (Diesel Engine Antifreeze/Coolant)," PEHP9554
"Cat ELC (Extended Life Coolant) 222-9116 Dilution Test Kit," PELJ0176
"Label - ELC Radiator Label," PEEP5027
"Data Sheet - Cat ELC (Extended Life Coolant)," PEHJ0067
Standards Methods for the Examination of Water and Wastewater, 20th ed.
Annual Book of Standards for Section II, Volume 11.01
American Public Health Association, 800 I Street NW, Washington, D.C. 20001-3710
201-777-2742
ASTM, 100 Bar Harbor Drive, Conshohocken, PA 19428

610-832-9585
PSP-00030640
2024/05/08
13:35:32+07:00
i03898385
© 2024 Caterpillar Inc.

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Know Your Cooling System {0708, 1000, 1350, 7000} (SEBD0518-11)

SMCS - 0708, 1000, 1350, 7000 i09797435

Understanding Cooling Systems

transmission oil coolers

hydraulic oil coolers

water-cooled exhaust manifolds

water-cooled turbocharger shields and housings

marine gear oil coolers

torque converter/retarder coolers

The cooling system is not the correct size

Poor maintenance of the cooling system

Incorrect operation of the engine

Cooling System Temperature

Three factors can change the boiling temperature of the coolant.

The amount and type of coolant

The pressure in the cooling system

The altitude or barometric pressure

Factors That Affect the Cooling System

Transmission, Marine Transmission or Torque Converter Oil

Water Cooled Exhaust Manifolds and Water Cooled

Hydraulic Oil Coolers

Do not allow undiluted corrosion inhibitors or diluted/undiluted radiator cleaners to come in

Do not work near fan belts with the engine running.

Cooling System Maintenance

Protection Against Freezing of the Coolant

Scale and Deposits

Cylinder Wall Pitting

Erosion-corrosion is a combination of mechanical and chemical or electrochemical action that

Clean the cooling system for the following reasons:

Contamination of the cooling system

Overheating of the engine

Foaming of the coolant

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

Water is used in the cooling system in order to transfer heat.

For a water analysis, consult one of the following sources:

Local water utility company

Formation of mineral deposits

Pitting and erosion from cavitation

Foaming of the coolant

Formation of gel compounds

Reduction of heat transfer

Leakage of the water pump seal

Plugging of radiators, coolers, and small passages

Water pump cavitation (ATAAC equipped engines)

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

Fig. 15: Ethylene Glycol Concentration Chart.

Fig. 16: Propylene Glycol Concentration Chart

Testing Glycol Concentration

Fig. 18: Protection Temperatures for Antifreeze Concentrations.

Acceptable – Cat DEAC (Diesel Engine Antifreeze/Coolant) or a commercial heavy-duty

Use only the coolant/antifreeze that is recommended.

Fig. 19: Coolant Service Life Chart

Cat ELC can be recycled into conventional coolants.

Containers of several sizes are available.

0.946 L (1 qt) 119-5152

Recommended Coolant/ Antifreeze for Caterpillar Gas

ELC was not formulated for use in Caterpillar Gas Engines.

Use only the coolant/antifreeze that is recommended.

Use only the coolant/antifreeze that is recommended.