XQ2000 SOUND ATTENUATED POWER MODULE

Transcription

1 R E N T A L XQ2000 SOUND ATTENUATED POWER MODULE 60 Hz FEATURES EMISSIONS EPA and CARB Emissions Certified for non-road mobile applications. CAT DIESEL GENERATOR SETS Factory designed, certified prototype tested with torsional analysis. Production tested and delivered to you in a package that is ready to be connected to your fuel and power lines. Electric Power Design Pro computer sizing available. Supported 100% by your Caterpillar dealer with warranty on parts and labor. Extended warranty available in some areas. The generator set was designed and manufactured in an ISO 9001 compliant facility. Generator set and components meet or exceed the following specifications: AS1359, AS2789, ABGSM TM3, BS4999, DIN6271, DIN6280, EGSA101P, JEM1359, IEC 34/1, ISO3046/1, ISO8528, NEMA MG1-22. CATERPILLAR SR4B GENERATOR Single bearing, wye connected, static regulated, brushless permanent magnet excited generator designed to match the performance and output characteristics of the Caterpillar diesel engine that drives it. RELIABLE, FUEL EFFICIENT DIESEL The compact, four-stroke-cycle diesel engine combines durability with minimum weight while providing dependability and economy. The fuel system operates on a variety of fuels. CATERPILLAR COOLING SYSTEM Sized compatible to rating with energy efficient fan and core. CATERPILLAR SWITCHGEAR Single unit or optional paralleling components. Circuit breakers, bus bars, and connection panel ready to connect. EXCLUSIVE CATERPILLAR VOLTAGE REGULATOR Three-phase sensing and adjustable Volts-per- Hertz regulation give precise control, excellent block loading, and constant voltage in the normal operating range. SOUND ATTENUATED ISO CONTAINER For ease of transportation and protection. Meets 70 dba at 50 ft or below per SAE J1074 measurement procedure. W H E R E T H E W O R L D T U R N S F O R P O W E R

2 R E N T A L FACTORY INSTALLED STANDARD & OPTIONAL EQUIPMENT System Standard Optional Engine Air cleaner, with service indicator Batteries Filters; fuel, LH with service indicators; lubricating oil Insulated muffler Jacket water heater Pump, fuel priming LH Radiator Service meter Standard eight-gauge instrument panel Sump pump Governor Electronic ADEM II Generator SR4B brushless, 480 volt, PM excited three-phase with digital voltage regulator, space heater Containerized Air intake louvers Module Bus bar access door Fuel tank 4730 L (1250 Gal) UL listed Fuel/water separator 110 VAC/24 VDC lighting Sound attenuated (75 50 ft) ISO hi cube container Lockable doors Stainless steel hardware and hinges Vertical radiator and exhaust discharge plenum Cooling Standard cooling provides 110 ambient at prime rating Switchgear Floorstanding switchgear with EMCP II components Meters: power factor, KW, PF, W/WHM, Automatic start/stop with cooldown timer synchroscope, KVAR Battery charger, heavy duty 20A Protection: 27, 40, 810, 81U Protection: 32, 59 CIM, CCM, remote annunciation Circuit breaker, electrically operated Plug and peak shave utility conversion panel Connection terminals, 3-phase and neutral Automatic paralleling Auxiliary power connections for jacket water heater, battery charger, space heaters SPECIFICATIONS CAT SR4B GENERATOR Type...Static regulated brushless PM excited Construction... Single bearing, close coupled Three-phase...Wye connected 6 lead Insulation...Class H 2 extra dips and bakes on random wound units Enclosure...Drip proof Alignment...Pilot shaft Overspeed capability...130% Voltage regulator...3-phase sensing with Volts-per-Hertz Voltage regulation...less than ± 0.5% Voltage gain...adjustable to compensate for engine speed droop and line loss Wave form... Less than 5% deviation TIF...Less than 50 THD...Less than 3% CAT 3516B ENGINE V-16, 4-stroke-cycle diesel Bore mm (in) (6.7) Stroke mm (in) (7.5) Displacement L (cu in) (4210) Aspiration...Turbocharged-Aftercooled 2

3 R E N T A L TECHNICAL DATA Power Rating Standby Prime 60 Hz ekw Engine and Container Information Engine Model 3516B Container size m (ft) 12 (40) Container dimensions see below Fuel Capacity Hours of Operation at 60% Load Factor 4732 L (1250 Gal) Standard 12 m (40 ft) hours 8 9 Approximate Weight (Dry) Container with Generator Set and Switchgear Including Container kg (lb) (72,000) With Undercarriage kg (lb) (89,000) Container Dimensions The power module must have support under the center when set on the ground. Dimensions Length mm in Width mm in Height mm in 3

4 R E N T A L STANDARD CONTROLS 12 m (40 ft) CONTAINERS 480V/60 Hz Floorstanding switchgear includes the following functions and features: ELECTRONIC MODULAR CONTROL PANEL (EMCP II) COMPONENTS GENERATOR SET CONTROL (GSC) Monitoring Sequentially rotating, backlit LCD display of engine hours, engine rpm, DC battery voltage, oil pressure, and water temperature. Includes pushbutton to hold display on any single parameter. Protection Shutdowns: Overspeed, overcrank, high water temperature, low oil pressure, and emergency stop. With LED indicator for each condition. Alarms: Low coolant level AC Metering Three-phase volts (L-L), amperes and frequency with phase select pushbutton, on backlit LCD. Metering accuracy is 0.5%. Control Automatic starting with field adjustable cycle crank, failure to start (overcrank), and cooldown timer. Programming and Diagnostics Includes field programmable set-points for engine control and monitoring variables and self diagnosis of EMCP II system component and wiring failures. ALARM MODULE Flashing LED warnings for: low coolant temperature, high coolant temperature (pre-alarm), low oil pressure (pre-alarm), engine control switch not in automatic, and low DC voltage. Includes alarm horn and acknowledge pushbutton. ENGINE CONTROL SWITCH Snap action rotary switch, four-position off/reset, automatic, manual, stop/cooldown. Off/reset for engine shutdown and resetting faults, automatic for remote starting by customer contact closure, manual for local starting and manual paralleling, stop/cooldown for manual operation cooldown. ALARM ACKNOWLEDGE/LAMP TEST SWITCH Three-position, spring return to center switch for alarm acknowledge and lamp test of all discrete indicating lamps. Lamp test shall also sound the alarm horn. ANNUNCIATION CIRCUITS Upon receipt of an alarm or shutdown condition, the horn shall sound and an LED shall flash. Upon acknowledgement from alarm acknowledge/lamp test switch, the horn shall be silenced and the lamp steadied. LED shall be extinguished when ECS is placed in the off/reset position if the alarm condition has been corrected. Circuits are recurring such that the LED shall flash and the horn sound, should another fault occur even prior to correction of the initial fault. EMERGENCY STOP PUSHBUTTON Mushroom head, twist to reset, causes engine shutdown and tripping of the generator circuit breaker. Prevents engine starting when depressed. MANUAL PARALLELING Controls consisting of reverse power relay, synchronizing lights, and switch. Reverse power condition causes tripping of the generator circuit breaker, immediate engine shutdown, flashing of indicating lamp, and sounding of alarm horn. CIRCUIT BREAKER Fixed mounted, three-pole, manually operated, molded case circuit breaker with solid state trip unit for overload (time overcurrent) and fault (instantaneous) protection. Includes DC shunt trip coil activated on any generator set monitored fault. Circuit breaker is sized for full load capacity of the generator set at 0.8 power factor. LOAD SHARE GOVERNOR Electronic load sharing governor with speed adjust potentiometer, idle/rated switch, and isochronous/droop switch. VOLTAGE REGULATOR Standard Caterpillar generator-mounted digital voltage regulator with voltage adjust rheostat mounted in the floorstanding switchgear. 4

5 R E N T A L STANDARD CONTROLS (Continued) CURRENT TRANSFORMERS (3) Five-ampere secondary with shorting terminal strips POTENTIAL TRANSFORMERS (3) 120 VAC secondary with primary and secondary fuse protection, two connected to the generator side of the circuit breaker, one connected to the load side of the circuit breaker. BUS BARS Three-phase plus fully rated neutral bus bars with NEMA standard hole pattern for connection of customer load cables and generator cables. Bus bars are sized for full load capacity of the generator set at 0.8 power factor. Also includes ground bus, connected to the generator frame ground and container frame with holes for connection of field ground cable. Bus bars are accessible from outside of the power module via hinged, lockable cable access door. ACCESSORY POWER 3500 Power Modules Three 230 VAC (50 Hz units) or 120 VAC (60 Hz units) shore power connections for jacket water heaters, generator space heater, and battery charger. BATTERY CHARGER 24 VDC/20A battery charger with float/ equalize modes and charging ammeter. 5

6 R E N T A L U.S. sourced LEHX0534 (10-00) 2000 Caterpillar All rights reserved. Printed in U.S.A. Materials and specifications are subject to change without notice. The International System of Units (SI) is used in this publication.

7 Maintenance Section Fuel Specifications Fuel Specifications iol Fuel Information for Diesel i Engines General Fuel Information SMCS Code: 1250; 1280 SMCS Code: 1250; 1280 Purchase fuel from a reputable supplier, Use fuel that meets the minimum Caterpillar specifications for diesel fuel. The specifications are included in the table Caterpillar Specifications for Distillate Fuel. This table is included in the recommendations for diesel fuel. These fuels have a minimum lubricity level of 3100 g. This result is obtained by conducting the Scuffing Load Wear Test (SBOCLE). If a High Frequency Reciprocating Rig (HFRR) is used for testing, the maximum allowable wear scar is.45 mm (0.018 inch) at 60 'C (140 'F). The maximum allowable wear scar is.38 mm ( inch) at 25 -C (77 -F), Keep the fuel storage tank clean of water, debris and sediment. Drain water and sediment from the fuel storage tank weekly. Drain water and sediment before the tank is refilled, Keep the area around the fuel tank filler neck clean of debris in order to prevent contamination of the fuel tank. As required, clean the inside of the engine's fuel tank. Drain water and sediment from the engine's fuel tank daily. Drain the tank at the start of a shift. After the fuel tank has been filled, allow the fuel to settle for ten minutes. This will allow the water and sediment to separate from the fuel. Then, drain the water and sediment from the tank. Install water separators. Drain the water from the water separator daily. For some applications, Caterpillar high efficiency fuel filters are required in order to provide maximum life to the fuel system. Change fuel filters at the scheduled interval. Never fill the new fuel filter with fuel before installation. Use the fuel priming pump to remove air from the system. Install breather filters on the fuel tanks. The two basic types of diesel fuel are No. 2 diesel fuel and No. 1 diesel fuel. No. 2 diesel fuel is a heavier diesel fuel than No. I diesel fuel. Heavier fuels can cause problems with fuel filters, fuel lines, fuel tanks, and fuel storage in cold weather. Heavier diesel fuels such as No. 2 diesel fuel can be used in diesel engines that operate in cold temperatures with a minimum amount of pour point depressant additive. For more information on fuels which include blends of No. 1 and No. 2 diesel fuel, consult your fuel supplier. When you use No. 2 diesel fuel or other heavier fuels, some of the fuel's qualities may interfere with successful cold weather operation. Additional information about the characteristics of diesel fuel is available. This information contains a discussion on the modification to the characteristics of diesel fuel. There are several possible methods that can be used to compensate for the fuel qualities that may interfere with cold weather operation. These methods include the use of starting aids, engine coolant heaters, fuel heaters, and de-icers. Starting Aids The use of a starting aid is a conventional method of assistance for cold starts in low temperature conditions. A variety of starting aids are available for Caterpillar engines. Follow the recommendations that are provided by the manufacturer of the starting aid. Engine Coolant Heaters These heaters heat the engine coolant. The heated coolant flows through the cylinder block. The flow of heated coolant keeps the engine warm. A warm engine is easier to start in cold weather. Most coolant heaters use electrical power. A source of electricity is necessary for this type of heater. Other heaters that burn fuel are available as a source of heat. These heaters may be used in place of the electrical heaters. With either type of heater, starting aids and/or fuels with higher cetane numbers are less important because the engine is warm. Problems with fuel cloud point can cause the plugging of fuel filters. Problems with fuel cloud point cannot be corrected by engine coolant heaters. This is especially true for fuel filters that are cooled by air flow during operation.

8 Maintenance Section Fuel Specifications Fuel Heaters iol The fuel cloud point is related to problems with fuel filters. The heater heats the fuel above the cloud point before the fuel enters the fuel filter. This prevents wax from blocking the filter. Fuel can flow through pumps and lines at temperatures below the cloud point. The cloud point is often above the pour point of a fuel. While the fuel can flow through these lines, the wax in the fuel can still plug the fuel filter. Fuel Recommendations SMCS Code: 1250; 1280 Diesel engines have the ability to burn a wide variety of fuels. These fuels are divided into two general groups, The two groups are called the preferred fuels and the permissible fuels. In some engine installations, small modifications can prevent problems that are caused by the cloud point. One of the following changes can prevent problems in many conditions: a change in the location of fuel filters and/or supply lines and the addition of insulation. In extreme temperatures, heating of the fuel may be required to prevent the filters from plugging. There are several types of fuel heaters that are available. The heaters use either engine coolant or exhaust gas as a heat source. These systems may prevent filter waxing problems without the use of cle-icers. These systems may be ineffective when the fuel contains a large amount of dirt or of water. Use of a fuel heater can help eliminate some cold weather problems. A fuel heater should be installed so that the fuel is heated before flowing into the fuel filter. Note: Only use fuel heaters that are controlled by thermostats or use fuel heaters that are self-regulated. Do not use fuel heaters in warm temperatures. Select a fuel heater that is mechanically simple, yet adequate for the application. The fuel heater should also prevent overheating of the fuel. Disconnect the fuel heater or deactivate the fuel heater in warm weather. An unacceptable loss of fuel viscosity and engine power will occur if the fuel supply temperature is allowed to become too hot. For additional information on fuel heaters, see your Caterpillar dealer De-Icers De-icers lower the freezing point of the moisture in the fuel. De-icers are not generally needed when fuel heaters are used. If you experience trouble, consult your fuel supplier for recommendations of a compatible commercial de-icer The preferred fuels provide maximum engine service life and performance. The preferred fuels are distillate fuels. These fuels are commonly called diesel fuel, furnace fuel, gas oil, or kerosene. The permissible fuels are crude oils or blended fuels. Use of these fuels can result in higher maintenance costs and in reduced engine service life. Diesel fuels that meet the specifications in Table 7 will help to provide maximum engine service life and performance. In North America, diesel fuel that is identified as NO. 1-D or No. 2-D in ''ASTM D975'' generally meet the specifications. Table 7 is for diesel fuels that are distilled from crude oil. Diesel fuels from other sources could exhibit detrimental properties that are not defined or controlled by this specification. Table 7 Caterpillar Specifications for Distillate Diesel Fuel Specifications Requirements ASTM Test Aromatics 35% maximum ''D1319'' Ash 0.02% maximum (weight) ''D482'' Carbon Residue on 1 0% Bottoms Cetane Number Cloud Point Copper Strip Corrosion Distillation Flash Point 0.35% maximum (weight) ''D524'' 40 minimum (DI engines) 35 minimum (PC engines) The cloud point must not exceed the lowest expected ambient temperature. No. 3 maximum 1 0% at 282 OC (540 OF) maximum 90% at 360 OC (680 OF) maximum legal limit ''D613'' - ''D130'' ''D86'' ''D93'' (continued)

9 Maintenance Section Fuel Specifications (Table 7, contd) Caterpillar Specifications for Distillate Diesel Fuel Specifications API Gravity Pour Point Sulfur (1) Kinematic ViSCOSity (2) Water and Sediment Requirements 30 minimum 45 maximum ASTIVI Test ''D287" 6 OC (10 ''F) minimum ''D97'' below ambient temperature 3% maximum ''D3605'' or ''D1 552'' 1.4 cst minimum and 20.0 cst maximum at 40 OC (104 -F) ''D445'' 0.1% maximum ''131796'' Water 0.1% maximum ''D1744'' Sediment 0.05% maximum (weight) ''D473'' Gums and Resins (3) Lubricity (4) 10 mg per 100 ml maximum 3100 g minimum 0.45 mm (0.018 inch) maximum at 60 OC (140 OF) 0.38 mm ( inch) maximum at 25 'C (77 'F) ''D381 '' ''D6708'' ''D6079'' (1) Caterpillar fuel systems and engine components can operate on high sulfur fuels. Fuel sulfur levels affect exhaust emissions. High sulfur fuels also increase the potential for corrosion of internal components. Fuel sulfur levels above 1.0 percent may significantly shorten the oil change interval. For additional information, see this publication, ''Engine Oil'' topic Table 8 (Maintenance Section). (2) The values of the fuel viscosity are the values as the fuel is delivered to the fuel injection pumps. If a fuel with a low viscosity is used, cooling of the fuel may be required to maintain a 1.4 cst viscosity at the fuel injection pump. Fuels with a high viscosity might require fuel heaters in order to bring down the viscosity to a 20 cst viscosity. For additional information, see Special Publication, SEBDO717, ''Diesel Fuel and Your Engine'' (3) Follow the test conditions and procedures for gasoline (motor). (4) The lubricity of a fuel is a concern with low sulfur fuel. To determine the lubricity of the fuel, use either the ''ASTIVI D6708 Scuffing Load Wear Test (SBOCLE)'' or the ''ASTIVI D6079 High Frequency Reciprocating Rig (HFRR)'' test. If the lubricity of a fuel does not meet the minimum requirements, consult your fuel supplier. Do not treat the fuel without consulting the fuel supplier. Some additives are not compatible. These additives can cause problems in the fuel system. NOTICE Operating with fuels that do not meet Caterpillar's recommendations can cause the following effects: starting difficulty, poor combustion, deposits in the fuel injectors, reduced service life of the fuel system, deposits in the combustion chamber, and reduced service life of the engine. In the USA, 0.05 percent diesel fuels have been used in all on-highway truck engines since I January This low sulfur diesel fuel was mandated as a means of directly reducing particulate emissions from diesel truck engines. This low sulfur fuel will also be used in Caterpillar commercial diesel engines when low emissions are required or when the fuel supply sources provide this type of fuel. Caterpillar has not seen any detrimental effects with 0.05 percent sulfur fuel in Caterpillar diesel engines. NOTICE Heavy Fuel Oil (HFO), Residual fuel, or Blended fuel must NOT be used in Caterpillar diesel engines (except in 3600 Series HFO engines). Severe component wear and component failures will result if HFO type fuels are used in engines that are configured to use distillate fuel. In extreme cold ambient conditions, you may use the distillate fuels that are specified in Table 8. However, the fuel that is selected must meet the requirements that are specified in Table 7. These fuels are intended to be used in operating temperatures that are down to -54 OC (-65 OF). Specification ''MIL-T-5624R'' ''ASTM D1655'' ''MIL-T-83133D'' Distillate Fuels (1) Grade JP-5 Jet-A-1 JP-8 (1) The fuels that are listed in this Table may not meet the requirements that are specified in the ''Caterpillar Specifications for Distillate Diesel Fuel'' Table. Consult the supplier for the recommended additives in order to maintain the proper fuel lubricity. These fuels are lighter than the No. 2 grades of fuel. The cetane number of the fuels in Table 8 must be at least 40. If the viscosity is below 1.4 cst at 38 OC (100 OF), use the fuel only in temperatures below 0 OC (32 OF), Do not use any fuels with a viscosity of less than 1.2 cst at 38 'C (100 OF). Fuel cooling may be required in order to maintain the minimum viscosity of 1.4 cst at the fuel injection pump.

10 Maintenance Section Fuel Specifications There are many other diesel fuel specifications that are published by governments and by technological societies. Usually, those specifications do not review all the requirements that are addressed in this specification. To ensure optimum engine performance, a complete fuel analysis should be obtained before engine operation. The fuel analysis should include all of the properties that are listed in Table 7. iol Characteristics of Diesel Fuel SMCS Code: 1250; 1280 The primary characteristics that affect engine operation and performance in cold temperatures are the following characteristics: Lubricity, Viscosity, Cetane Number, Cloud Point, Pour Point, and Moisture Content. Refer to Special Publication, SEBDO717, ''Diesel Fuels and Your Engine'' for information about the following fuel properties: ignition quality, gravity (density), viscosity, cloud point, pour point, and sulfur content. Lubricity and Low Sulfur Fuel Note: The fuel lubricity is important, You should consider the fuel's lubricity whenever you operate the equipment in arctic weather. Also, you should consider the fuel's lubricity whenever you use fuels that are lower in viscosity. There are many aftermarket additives that are available to treat fuel. If the fuel's lubricity is an issue, consult your fuel supplier for proper recommendations regarding fuel additives. In the USA, a 0.05 percent limit on the amount of fuel sulfur in diesel fuel was mandated in January of 1994 for on-highway trucks. The removal of sulfur from diesel fuel helps to reduce particulate emissions from diesel engines. While limits for fuel sulfur have not generally been mandated for off-highway use, some local governments have regulations that include off-highway use. There is frequently no difference in the fuel that is sold for different applications. The same fuel is often used for both on-highway applications and off-highway applications. Other areas of the world are mandating similar limits. Regulations continue to become more stringent. Lower sulfur limits can be expected in the future. The fluid's lubricity describes the ability of the fluid to reduce the friction between surfaces that are under load. This ability reduces the damage that is caused by friction. Fuel injection systems rely on the lubricating properties of the fuel. Until fuel sulfur limits were mandated, the fuel's lubricity was generally believed to be a function of fuel viscosity. The process that is most commonly used to remove sulfur from fuel is called hydro-treatment, This process is also the most economical process. Each source of crude oil contains different amounts of sulfur. Crude oils with low sulfur require little hydro-treatment to obtain the 0.05 percent limit. Crude oils with high sulfur require a more severe treatment. The Hydro-treatment removes the fuel's sulfur as well as other components. The treatment removes nitrogen compounds, polar materials, bicyclic aromatics, polycyclic aromatics, and oxygen compounds. While the removal of sulfur has shown no detrimental effects to the engine, the removal of other compounds have lowered the lubricity of the fuel. As a result of the lowered lubricity, the fuel is less tolerant of contamination by water and dirt. The lower fuel lubricity can be seen as abrasive wear of fuel system components. Fuels that have a low lubricity may not provide adequate lubrication to plungers, to barrels, and to injectors. This problem may be compounded in areas that require winter blends of fuel. The lighter winter fuel blend has the following characteristics: lower viscosity, lower cloud point, and lower pour point. All low sulfur fuels do not have a low lubricity, The fuel's lubricity may be enhanced with additives. Many fuel suppliers treat the fuel with these additives. Do not use a fuel lubricity additive before you consult the fuel's supplier. Some aftermarket additives may not be compatible with the additives that are already in the fuel. Some additive packages that are supplied by the aftermarket manufacturer may not be compatible with the seals that are used in fuel systems of some diesel engines. Other additive packages that are supplied by aftermarket manufacturers cannot provide proper performance in high temperature conditions, These additives may leave deposits because of the high temperatures that exist in the fuel systems of diesel engines. Maximum life of the fuel system can be achieved by performing the following tasks: using a reliable fuel supplier, performing proper maintenance of the fuel system, and installing Caterpillar high efficiency fuel filters in the fuel system.

11 Maintenance Section Fuel Specifications Note: Lighter fuels are frequently used in arctic temperatures. Lighter fuels may include the following fuels: Jet A-1, JP-8, JP-5, and kerosene. The fuel lubricity is not a requirement of the specifications for these fuels. Do not assume that a fuel meets the minimum Caterpillar specification. Contact the fuel supplier for proper recommendations on fuel lubricity additives. Viscosity The viscosity of the fuel is significant because the fuel serves as a lubricant for fuel system components. Arctic fuels need to have sufficient viscosity. The fuel must lubricate the fuel system at a temperature of OOC (320F) or below freezing. If the kinematic viscosity of the fuel is lower than 1.4 cst as supplied to the fuel injection pump or to the unit injectors, excessive scuffing and seizure can occur. Cetane Number The cetane number of the fuel has an effect on the ability of the engine to start. Also, the cetane number has an effect on the interval of time before the engine runs smoothly. Generally, an increase of ten in the cetane number will allow the engine to be started at a lower temperature. The starting temperature can be improved approximately 7 to 80C (I 2 to 150F) for every increase of ten in the cetane number. After the engine reaches the normal operating temperature, a change in the cetane from 40 to 50 will have a minimal effect on engine performance. Most fuels that have a cetane number above 40 will permit acceptable engine starts in warmer outside temperatures. The engine will start satisfactorily with this fuel when the engine is kept warm. The engine can be kept warm by using either a heated room or a coolant heater. During average starting conditions, direct injection engines require a minimum cetane number of 40. A higher cetane value may be required for operation in high altitudes or for cold weather operation. The minimum fuel cetane number that is required for the precombustion engine is 35. Modifying the Cetane Number The cetane number of a fuel can be changed if the fuel is mixed with a fuel that has a different cetane number. Generally, the cetane number of the mixture will be in direct relation to the ratio of the fuels that were mixed. Your fuel supplier can provide the information about the cetane number of a particular fuel. Additives can also be used to improve the cetane number of a fuel. Additives are evaluated through testing in special engines. However, the fuel characteristics of additives are not identical to a natural product. While both fuels may be rated as having the same cetane number, starting may be different. Cloud Point It is important to understand that the cloud point of a fuel is different from the pour point. There is no relationship between cloud point and the pour point. The cloud point is the temperature that allows some of the heavier components in the wax to solidify in the fuel. This wax is not a contaminant in the fuel. The wax is an important element of No. 2 diesel fuel. The wax has a high fuel energy content and the wax has a very high cetane value. Removal of the heavier wax lowers the cloud point of the fuel. Removal of the wax also increases the cost because less fuel can be made from the same amount of crude oil. Basically, a No. 1 diesel fuel is formulated by removing the wax from a No. 2 diesel fuel. The cloud point of the fuel is important because the cloud point can limit the performance of the fuel filter. The wax can alter the fuel characteristics in cold weather, Solid wax can fill the fuel filters. The solidified wax will stop the flow of fuel. Fuel filters are necessary in order to remove dirt from the fuel. The filters block foreign material, and the filters protect the parts for the fuel injection system. Since fuel must flow through the filters, installing a fuel heater is the most practical way to prevent the problem. A fuel heater will keep the fuel above the cloud point as the fuel flows through the fuel system. The fuel heater will permit the wax to flow through the filters with the fuel. Modifying the Cloud Point You can lower the cloud point of a diesel fuel by mixing the diesel fuel with a different fuel that has a lower cloud point. No. 1 diesel fuel or kerosene may be used to lower the cloud point of a diesel fuel. The efficiency of this method is not good, because the ratio of the mixture does not have a direct relation to the improvement in cloud point. The amount of fuel with low cloud point that is required makes the process less preferable to use.

12 Maintenance Section Fuel Specifications The following illustration contains a table that can be used to find the necessary mixture for two fuels with different cloud points. In order to use the table, you must know the exact fuel cloud point of each fuel. This specification can change from one purchase of fuel to the next purchase of fuel. This specification is normally available from personnel at the source of the fuel supply. When fuels that have a lower cloud point are not available, this method cannot be used. The manufacturer of the fuel can add cold flow improvers to the fuel. Cold flow improvers modify the wax crystals in the fuels. The cold flow improvers do not change the fuel's cloud point. However, the cold flow improvers keep the wax crystals small enough to pass through standard fuel filters. For mixing precautions, see the topic ''Pour Point'' To measure the pour point, the fuel temperature is lowered below the cloud point in steps of 30C (50F) at a time, The temperature is lowered until the fuel does not flow. The pour point is the last temperature that is shown before the flow stops. At the pour point, the wax has solidified out of the fuel. This makes the fuel more solid than liquid, The pour point of the fuel can be improved. This does not require the removal of important elements. This process is the same process that is used to improve the cloud point of a fuel. A fuel's pour point should be at least 60C (100F) below the lowest ambient temperature that is required for engine start-up and for engine operation. To operate the engine in extremely cold weather, No. 1 fuel or No. I -D fuel may be necessary because of these fuels' lower pour points. Modifying the Pour Point You can lower the fuel's pour point by using additives. You can also lower the pour point by mixing the fuel with a fuel that has a lower pour point. See the topic ''Cloud Point'' for the procedure. This procedure is not the best procedure to use. The same table that was use for cloud point can be used for an estimate of pour points. This is true only if the fuels do not have additives which change the pour point. Illustration 5 goo Cloud point of fuel mixtures Generally, the most practical method that is used to prevent problems that are caused by fuel cloud point at low temperatures is the use of fuel heaters. In most applications, fuel heaters can be used at a lower cost than fuel mixtures. Pour Point The fuel's pour point is a temperature below the fuel's cloud point. Fuel stops flowing below the pour point. The pour point is the temperature which limits movement of the fuel with pumps.

13 Maintenance Section Fuel Specifications The above example shows that the blending will require a thirty percent mixture of lighter fuel. Additives are a good method to use in order to lower the pour point of a fuel. These additives are known by the following names: pour depressants, cold flow improvers, and wax modifiers. When the additives are used in a low concentration, the fuel will flow through pumps, lines, and hoses. These additives must be thoroughly mixed into the fuel at temperatures that are above the cloud point. The fuel supplier should be contacted in order to blend the fuel with the additives. The blended fuel can be delivered to your fuel tanks. Moisture Content Problems with fuel filters can occur at any time. The cause of the problem can be water in the fuel or moisture in the fuel. At low temperatures, moisture causes special problems. There are three types of moisture in fuel: dissolved moisture (moisture in solution), free and dispersed moisture in the fuel, and free and settled at the bottom of the tank. Illustration 6 Cloud point of fuel mixtures goo In order to calculate the amount of lighter fuel that is required to be blended with the heavier fuel, perform the following steps: 1. Obtain the specification for fuel cloud point of both fuels from your fuel supplier. 2. Locate the cloud point of the heavier fuel on the left side of the table. Mark the point on the table. 3. Locate the cloud point of the lighter fuel on the right side of the table. Mark the point on the table. 4. Draw a line between the two points that were established. Label this line ''A''. 5. Determine the lowest outside temperature for machine operation. Find this point on the left side of the table. Mark this point. Draw a horizontal line from this point. Stop the line at the intersection of line ''A''. Label this new line ''C''. 6. Line ''C'' and line ''A'' intersect. Mark this point. Draw a vertical line from this point. Stop the line at the bottom of the table. Label this line ''B''. The point at the bottom of line ''B'' reveals the percentage of lighter fuel that is required to modify the pour point. Most diesel fuels have some dissolved moisture. Just as the moisture in air, the fuel can only contain a specific maximum amount of moisture at any one temperature. The amount becomes less as the temperature is lowered. For example, a fuel could contain 100 ppm (0.010 percent) of water in solution at 18'C (650F). This same fuel can possibly hold only 30 ppm (0.003 percent) at 4'C (40'F). After the fuel has absorbed the maximum possible amount of water, the additional water will be free and dispersed. Free and dispersed moisture is fine droplets of water that is suspended in the fuel. Since the water is heavier than the fuel, the water will slowly become free and settled at the bottom of the tank. In the above example, when the fuel temperature was lowered from 180C (65'F) to 4'C (40'F), 70 ppm of water became free and dispersed in the fuel. The small drops of water cause a cloudy appearance in the fuel. If the change in temperature is slow, the small drops of water can settle to the bottom of the tank. When the fuel temperature is lowered rapidly to freezing temperature, the moisture that comes out-of-solution changes to very fine particles of ice instead of small drops of water. The particles of ice are lighter than the fuel, and the particles of ice will not settle to the bottom of the tank. When this type of moisture is mixed in the fuel, this moisture will fill the fuel filters. The ice crystals will plug the fuel filters in the same way as wax plugs the fuel filters.

14 Maintenance Section Fuel Specifications If a filter is plugged and fuel flow is stopped, perform the following procedure to determine the cause: 1. Remove the fuel filters. 2. Cut the fuel filters open. 3. Inspect the fuel filter before the filter warms. This inspection will show that the filter is filled with particles of either ice or wax. The moisture which is free and settled at the bottom of the tank can become mixed with the fuel. The force of any pumping action will mix the moisture with the fuel whenever fuel is transferred. This moisture then becomes free and dispersed water. This moisture can cause ice in the filters. This moisture can cause other problems with filters at any temperature. Generally the same force that mixes the water into the fuel will also mix dirt and rust from the bottom of the tank with the water. The result is a dirty mixture of fuel and water which can also fill the filters and Stop fuel flow.

15 Maintenance Section Lubricant Specifications Maintenance Section Table 1 Lubricant Specifications Lubricant Information SMCS Code: 1000; 1300; I Current CF-4, CG-4, CH-4 CIF CF-20) API Classifications Obsolete CE CC, CID CD-20) (1) CD-2 and API CF-2 are classifications for two-cycle diesel engines. Caterpillar does not sell engines that utilize CD-2 and API CF-2 oils. General Information Because of government regulations regarding the certification of engine exhaust emissions, the lubricant recommendations must be followed. Engine Manufacturers Association (EMA) Oils The ''Engine Manufacturers Association Recommended Guideline on Diesel Engine Oil'' is recognized by Caterpillar. For detailed information about this guideline, see the latest edition of EMA publication, ''EMA LRG-V. API Oils The Engine Oil Licensing and Certification System by the American Petroleum Institute (API) is recognized by Caterpillar. For detailed information about this system, see the latest edition of the ''API publication No. 1509''. Engine oils that bear the API symbol are authorized by API. Note: API CIF is not the same classification as API CF-4. API CF oils are only recommended for Caterpillar 3600 Series Diesel Engines and Caterpillar engines with precombustion chamber (PC) fuel systems. Grease The classifications of grease are based on the ''ASTIM D217'' worked penetration characteristics. These characteristics for grease are given a defined consistency number, Terminology Certain abbreviations follow the nomenclature of "SAF J754'' Some classifications follow "SAF J183'' abbreviations, and some classifications follow the ''EMA Recommended Guideline on Diesel Engine Oil''. In addition to Caterpillar definitions, there are other definitions that will be of assistance in purchasing lubricants. Recommended oil viscosities can be found in this publication, ''Engine Oil'' topic (Maintenance Section). Engine Oil Illustration 1 Typical API symbol goo SMCS Code: 1348 Caterpillar Diesel Engine Oil Caterpillar Oils have been developed and tested in order to provide the full performance and service life that has been designed and built into Caterpillar Engines. Caterpillar Oils are currently used to fill diesel engines at the factory, These oils are offered by Caterpillar dealers for continued use when the engine oil is changed. Consult your Caterpillar dealer for more information on these oils. Diesel engine oils CC, CD, CD-2, and CE have not been API authorized classifications since I January 1996, Table 1 summarizes the status of the classifications. Due to significant variations in the quality and in the performance of commercially available oils, Caterpillar makes the following recommendations: Caterpillar Diesel Engine Oil (10W30)

16 Maintenance Section Lubricant Specifications Caterpillar Diesel Engine Oil (15W40) Caterpillar multigrade Diesel Engine Oil is formulated with the correct amounts of detergents, dispersants, and alkalinity in order to provide superior performance in Caterpillar Diesel Engines. Caterpillar multigrade Diesel Engine Oil is available in two viscosity grades (10W30 and 15W40). For direct injection engines, see Table 2 in order to choose the correct viscosity grade for the ambient temperature. Multigrade oils provide the correct viscosity for a broad range of operating temperatures. Multigrade oils are effective in maintaining low oil consumption and low levels of piston deposits, Caterpillar multigrade Diesel Engine Oil can be used in other diesel engines and in gasoline engines. See the engine manufacturer's guide for the recommended specifications. Compare the specifications to the specifications of Caterpillar multigrade Diesel Engine Oil. The current industry standards for Caterpillar Diesel Engine Oil are listed on the product label and on the data sheets for the product. Consult your Caterpillar dealer for part numbers and for available sizes of containers. Commercial Oils The performance of commercial diesel engine oils is based on American Petroleum Institute (API) classifications. These API classifications are developed in order to provide commercial lubricants for a broad range of diesel engines that operate at various conditions. If Caterpillar multigrade Diesel Engine Oil is not used, only use commercial oils that meet the following classifications: EMA LRG-1 multigrade oil (preferred oil) API CH-4 multigrade oil (preferred oil) API CG-4 multigrade oil (preferred oil) API CF-4 multigrade oil (acceptable oil) in order to make the proper choice of a commercial oil, refer to the following explanations: EMA LRG-1 The Engine Manufacturers Association (EMA) has developed lubricant recommendations as an alternative to the API oil classification system. LRG-1 is a Recommended Guideline that defines a level of oil performance for these types of diesel engines: high speed, four stroke cycle, heavy-duty, and light duty. LRG-11 oils may be used in Caterpillar engines when API CH-4, API CGA and API CF-4 oils are recommended. LRG-1 oils are intended to provide superior performance in comparison to API CG-4 and API CF-4. LRG-1 oils will meet the needs of high performance Caterpillar diesel engines that are operating in many applications. The tests and the test limits that are used to define LRG-1 are similar to the new API CH-4 classification, Therefore, these oils will also meet the requirements of the low emissions diesel engines. LRG-1 oils are designed to control the harmful effects of soot with improved wear resistance and improved resistance to oil filter plugging. These oils will also provide superior piston deposit control for engines with either two-piece steel pistons or aluminum pistons. All LRG-1 oils must complete a full test program with the base stock and with the viscosity grade of the finished commercial oil. The use of "API Base Oil Interchange Guidelines'' are not appropriate for LRG-1 oils. This feature reduces the variation in performance that can occur when base stocks are changed in commercial oil formulations. LRG-1 oils are recommended for use in extended oil change interval programs that optimize oil life. These oil change interval programs are based on oil analysis. LRG-1 oils are recommended for conditions that demand a premium oil. Your Caterpillar dealer has the specific guidelines for optimizing oil change intervals. API CH-4 - API CH-4 oils were developed in order to meet the requirements of the new high performance diesel engines. Also, the oil was designed to meet the requirements of the low emissions diesel engines. API CH-4 oils are also acceptable for use in older diesel engines and in diesel engines that use high sulfur diesel fuel. API CH-4 oils may be used in Caterpillar engines that use API CG-4 and API CF-4 oils. API CH-4 oils will generally exceed the performance of API CG-4 oils in the following criteria: deposits on pistons, control of oil consumption, wear of piston rings, valve train wear, viscosity control, and corrosion.

17 r Maintenance Section Lubricant Specifications Three new engine tests were developed for the API CH-4 oil. The first test specifically evaluates deposits on pistons for engines with the two-piece steel piston. This test (piston deposit) also measures the control of oil consumption. A second test is conducted with moderate oil soot, The second test measures the following criteria: wear of piston rings, wear of cylinder liners, and resistance to corrosion. A third new test measures the following characteristics with high levels of soot in the oil: wear of the valve train, resistance of the oil in plugging the oil filter, and control of sludge, In addition to the new tests, API CH-4 oils have tougher limits for viscosity control in applications that generate high soot. The oils also have improved oxidation resistance. API CH-4 oils must pass an additional test (piston deposit) for engines that use aluminum pistons (single piece). Oil performance is also established for engines that operate in areas with high sulfur diesel fuel. All of these improvements allow the API CH-4 oil to achieve optimum oil change intervals, API CH-4 oils are recommended for use in extended oil change intervals. API CH-4 oils are recommended for conditions that demand a premium oil. Your Caterpillar dealer has specific guidelines for optimizing oil change intervals. API CG-4 - API CG-4 oils were developed primarily for diesel engines that use a 0.05 percent level of fuel sulfur. However, API CG-4 oils can be used with higher sulfur fuels. The TBN of the new oil determines the maximum fuel sulfur level for API CG-4 and API CF-4 oils. See Illustration 2. API CG-4 oils are the first oils that are required to pass industry standard tests for foam control and viscosity shear loss. API CG-4 oils must also pass tests that were developed for corrosion, wear and oxidation. API CF-4 - These oils service a wide variety of modern diesel engines. API CF-4 oils provide more stable oil control and reduced piston deposits in comparison to API CF and the obsolete CE and CID classifications of oil. API CIF-4 oils provide improved soot dispersancy in comparison to API CF and obsolete CID oils. The API CF-4 classification was developed with a 0.40 percent sulfur diesel fuel. This represents the type of diesel fuels that are commonly available worldwide. Note: Do not use single grade API CF oils or multigrade API CF oils in Caterpillar Direct Injection (DI) Commercial Diesel Engines. Some commercial oils that meet the API classifications may require reduced oil change intervals. To determine the oil change interval, closely monitor the condition of the oil and perform a wear metal analysis. Caterpillar's S 0 S oil analysis program is the preferred method. NOTICE Failure to follow these oil recommendations can cause shortened engine service life due to deposits and/or excessive wear. Total Base Number (TBN) and Fuel Sulfur Levels for Direct Injection (DI) Diesel Engines The Total Base Number (TBN) for an oil depends on the fuel sulfur level. For direct injection engines that use distillate fuel, the minimum TBN of the new oil must be 10 times the fuel sulfur level, The TBN is defined by "ASTIVI D2896''. The minimum TBN of the oil is 5 regardless of fuel sulfur level. Illustration 2 demonstrates the TBN M Illustration 2 goo (Y) TBN by ''ASTM D2896'' (X) Percentage of fuel sulfur by weight (1) TBN of new oil (2) Change the oil when the TBN deteriorates to 50 percent of the original TBN. Use the following guidelines for fuel sulfur levels that exceed 1.5 percent: Choose an oil with the highest TBN that meets one of these classifications: EMA LRG-1, API CHA API CGA and API CF-4. Reduce the oil change interval. Base the oil change interval on the oil analysis. Ensure that the oil analysis includes the condition of the oil and a wear metal analysis.

18 Maintenance Section Lubricant Specifications Excessive piston deposits can be produced by an oil with a high TBN. These deposits can lead to a loss of control of the oil consumption and to the polishing of the cylinder bore. NOTICE Operating Direct Injected (DI) diesel engines with fuel sulfur levels over 1.0 percent may require shortened oil change intervals in order to help maintain adequate wear protection. Lubricant Viscosity Recommendations for Direct Injection (DI) Diesel Engines The proper SAE viscosity grade of oil is determined by the minimum ambient temperature during cold engine start-up, and the maximum ambient temperature during engine operation. Refer to Table 2 (minimum temperature) in order to determine the required oil viscosity for starting a cold engine. Refer to Table 2 (maximum temperature) in order to select the oil viscosity for engine operation at the highest ambient temperature that is anticipated. Generally, use the highest oil viscosity that is available to meet the requirement for the temperature at start-up. Table 2 Caterpillar DEO Multigrade EMA LRG-1 API CH-4 API CG-4 and API CF-4 Viscosity Grade Engine Oil Viscosity Ambient Temperature Minimum Maximum SAE OW20-40 'C (-40 OF) 10 'C (50 OF) SAE OW30-40 'C (-40 OF) 30 OC (86 OF) SAE OW40-40 'C (-40 OF) 40 'C (104 OF) SAE 5W30-30 'C (-22 OF) 30 'C (86 OF) SAE 5W40-30 'C (-22 OF) 40 'C (104 OF) SAE 1OW30-20 'C (-4 OF) 40 'C (104 OF) SAE 15W40-15 'C (5 OF) 50 OC (122 OF)

19 Maintenance Section Lubricant Specifications i Engine Oil for Precombustion Chamber (PC) Diesel Engines SIVICS Code: 1348 Caterpillar Diesel Engine Oil Caterpillar Oils have been developed and tested in order to provide the full performance and service life that has been designed and built into Caterpillar Engines. Caterpillar Oils are currently used to fill diesel engines at the factory. These oils are offered by Caterpillar dealers for continued use when the engine oil is changed. Consult your Caterpillar dealer for more information on these oils. Due to significant variations in the quality and in the performance of commercially available oils, Caterpillar makes the following recommendations: Caterpillar Diesel Engine Oil (10W30) Caterpillar Diesel Engine Oil (15W40) Caterpillar multigrade Diesel Engine Oil is formulated with the correct amounts of detergents, dispersants, and alkalinity in order to provide superior performance in Caterpillar Diesel Engines. Caterpillar multigrade Diesel Engine Oil is available in two viscosity grades (10W30 and 15W40). For precombustion chamber engines, see Table 4 in order to choose the correct viscosity grade for the ambient temperature. Multigrade oils provide the correct viscosity for a broad range of operating temperatures, Multigrade oils are effective in maintaining low oil consumption and low levels of piston deposits. Caterpillar multigrade Diesel Engine Oil can be used in other diesel engines and in gasoline engines. See the engine manufacturer's guide for the recommended specifications. Compare the specifications to the specifications of Caterpillar multigrade Diesel Engine Oil. The current industry standards for Caterpillar Diesel Engine Oil are listed on the product label and on the data sheets for the product. Consult your Caterpillar dealer for part numbers and for available sizes of containers. Commercial Oils The performance of commercial diesel engine oils is based on American Petroleum Institute (API) classifications. These API classifications are developed in order to provide commercial lubricants for a broad range of diesel engines that operate at various conditions. If Caterpillar multigrade Diesel Engine Oil is not used, only use commercial oils that meet the following classifications: EMA LRG-1 multigrade oil (preferred oil) API CH-4 multigrade oil (preferred oil) API CG-4 multigrade oil (preferred oil) API CF-4 multigrade oil (acceptable oil) API CF oil (acceptable oil for PC engines) In order to make the proper choice of a commercial oil, refer to the following explanations:

20 Maintenance Section Lubricant Specifications EMA LRG-1 - The Engine Manufacturers Association (EMA) has developed lubricant recommendations as an alternative to the API oil classification system. LRG-1 is a Recommended Guideline that defines a level of oil performance for these types of diesel engines: high speed, four stroke cycle, heavy-duty, and light duty. LRG-1 oils may be used in Caterpillar engines when API CH-4, API CG-4, and API CF-4 oils are recommended. LRG-1 oils are intended to provide superior performance in comparison to API CG-4 and API CF-4. LRG-1 oils will meet the needs of high performance Caterpillar diesel engines that are operating in many applications. The tests and the test limits that are used to define LRG-1 are similar to the new API CH-4 classification, Therefore, these oils will also meet the requirements of the low emissions diesel engines. LRG-1 oils are designed to control the harmful effects of soot with improved wear resistance and improved resistance to oil filter plugging. These oils will also provide superior piston deposit control for engines with either two-piece steel pistons or aluminum pistons, All LRG-1 oils must complete a full test program with the base stock and with the viscosity grade of the finished commercial oil. The use of "API Base Oil Interchange Guidelines'' are not appropriate for LRG-1 oils. This feature reduces the variation in performance that can occur when base stocks are changed in commercial oil formulations. LRG-1 oils are recommended for use in extended oil change interval programs that optimize oil life, These oil change interval programs are based on oil analysis. LRG-1 oils are recommended for conditions that demand a premium oil. Your Caterpillar dealer has the specific guidelines for optimizing oil change intervals. API CH-4 - API CH-4 oils were developed in order to meet the requirements of the new high performance diesel engines. Also, the oil was designed to meet the requirements of the low emissions diesel engines. API CHA oils are also acceptable for use in older diesel engines and in diesel engines that use high sulfur diesel fuel. API CH-4 oils may be used in Caterpillar engines that use API CG-4 and API CF-4 oils. API CH-4 oils will generally exceed the performance of API CG-4 oils in the following criteria: deposits on pistons, control of oil consumption, wear of piston rings, valve train wear, viscosity control, and corrosion, Three new engine tests were developed for the API CH-4 oil. The first test specifically evaluates deposits on pistons for engines with the two-piece steel piston. This test (piston deposit) also measures the control of oil consumption. A second test is conducted with moderate oil soot. The second test measures the following criteria: wear of piston rings, wear of cylinder liners, and resistance to corrosion. A third new test measures the following characteristics with high levels of soot in the oil: wear of the valve train, resistance of the oil in plugging the oil filter, and control of sludge. In addition to the new tests, API CH-4 oils have tougher limits for viscosity control in applications that generate high soot. The oils also have improved oxidation resistance. API CH-4 oils must pass an additional test (piston deposit) for engines that use aluminum pistons (single piece). oil performance is also established for engines that operate in areas with high sulfur diesel fuel. All of these improvements allow the API CH-4 oil to achieve optimum oil change intervals. AN CH-4 oils are recommended for use in extended oil change intervals. API CH-4 oils are recommended for conditions that demand a premium oil. Your Caterpillar dealer has specific guidelines for optimizing oil change intervals. API CG-4 -API CG-4 oils were developed primarily for diesel engines that use a 0.05 percent level of fuel sulfur, However, API CG-4 oils can be used with higher sulfur fuels. The TBN of the new oil determines the maximum fuel sulfur level for API CG-4 and API CF-4 oils, See Illustration 4. API CG-4 oils are the first oils that are required to pass industry standard tests for foam control and viscosity shear loss. API CG-4 oils must also pass tests that were developed for corrosion, wear and oxidation. API CF-4 - These oils service a wide variety of modern diesel engines, API CF-4 oils provide more stable oil control and reduced piston deposits in comparison to API CF and the obsolete CE and CID classifications of oil, API CF-4 oils provide improved soot dispersancy in comparison to API CF and obsolete CD oils, The API CF-4 classification was developed with a 0.40 percent sulfur diesel fuel. This represents the type of diesel fuels that are commonly available worldwide. Some commercial oils that meet the API classifications may require reduced oil change intervals. To determine the oil change interval, closely monitor the condition of the oil and perform a wear metal analysis. Caterpillar's S-0 S oil analysis program is the preferred method,

21 Maintenance Section Lubricant Specifications NOTICE Failure to follow these oil recommendations can cause shortened engine service life due to deposits and/or excessive wear. Total Base Number (TBN) and Fuel Sulfur Levels for Precombustion Chamber (PC) Diesel Engines The TBN for a new oil depends on the fuel sulfur level of the fuel that is used, The minimum TBN of the oil that is used in PC engines must be 20 times the fuel sulfur level. The TBN is defined in ''ASTM D2896''. Regardless of fuel sulfur level, the minimum TBN of new oil is five. Refer to illustration D goo Illustration 4 (Y) The TBN that is shown by ''ASTM D2896'' (X) Percentages of fuel sulfur by weight (1) TBN of new oil (2) Change the oil when the TBN deteriorates to 50 percent of the original TBN. Whenever the fuel sulfur exceeds 1.5 percent, do the following tasks. Choose an oil with the highest TBN that meets one of these classifications: EMA LRG-1, API CF, API CF-4, API CG-4, and API CH-4. Lubricant Viscosity Recommendations for Precombustion Chamber (PC) Diesel Engines The proper SAE viscosity grade of oil is determined by the minimum ambient temperature during cold engine start-up, and the maximum ambient temperature during engine operation. Refer to Table 4 (minimum temperature) in order to determine the required oil viscosity for starting a cold engine. Refer to Table 4 (maximum temperature) in order to select the oil viscosity for engine operation at the highest ambient temperature that is anticipated. Generally, use the highest oil viscosity that is available to meet the requirement for the temperature at start-up. Table 4 Caterpillar DEO Multigrade EMA LRG-1 API CH-4 API CG-4 AN CIF-4 and API CF Viscosity Grade Engine Oil Viscosity Ambient Temperature Minimum Maximum SAE OW C (-40 OF) 10 -C (50 OF) SAE OW C (-40 OF) 30 -C (86 OF) SAE OW C (-40 OF) 40 -C (104 OF) SAE 5W30-30 OC (-22 OF) 30 OC (86 OF) SAE 5W40-30 OC (-22 OF) 40 -C (104 OF) SAE I OW C (-4 OF) 40 -C (104 OF) SAE 15W C (5 OF) 50 -C (122 OF) SAE C (32 OF) 40 -C (104 OF) SAE 40 5 OC (41 OF) 50 -C (122 OF) Shorten the oil change interval if the oil analysis dictates. Excessive piston deposits can be produced by an oil with a high TBN, These deposits can lead to a loss of control of the oil consumption and to the polishing of the cylinder bore. NOTICE Operating PC engines at fuel sulfur levels over 1.0 percent may require shortened oil change intervals to maintain adequate wear protection. I

22 MASTERPACT Universal Power Circuit Breaker Class 631 CONTENTS Description Page Introduction... 1 Advantages... 3 Description... 6 Control Units... 7 Accessories Switch Trip Curves Wiring Diagrams Circuit Breaker Dimensions Appendix... 62

23 Introduction Standard Compliance UL489: MP08 to MP50 circuit breakers and their accessories are Listed under UL files E63335, E and E UL1066/ANSI: MC08 to MC50 circuit breakers are UL Listed according to UL1066 (ANSI C37-13) under file E International Standards: the MASTERPACT circuit breaker has been designed to meet all the major standards including: IEC and related standards such as VDE, BS, EN, etc. JEC, JIS UL 1008: MP12, MP20 and MP30 circuit breakers are suitable for use in transfer switch equipment Marine Applications: Homologated by Bureau Veritas Approved by Det Norske Veritas and Germanische Lloyd's Listed by Lloyd's Register of Shipping American Bureau of Shipping application UL marine High Short-time Current Rating: Up to 100 ka for 1 sec. The exceptional short-time rating of 75,000 A in a 3000 A frame and 100,000 A in a 4000 A frame and above allows the circuit breakers to be fully selective up to their interrupting ratings. 100% Rated The circuit breakers are designed for continuous operation at 100% of their current rating. Other Performances The UL 489 and UL1066 (ANSI C37-13) standard performance tests assure that the circuit breaker has sufficient characteristics to be used in normal conditions. However, the circuit breaker exceeds, without additional costs, the UL standard 1,500 operations required in endurance. The heavy-duty mechanism and the contact design provide a mechanical endurance of 10,000 operations (approx.) without maintenance (see page 64). Tropicalization The standard moisture and fungus protection ensure normal operation under extreme ambient conditions. MASTERPACT circuit breakers comply with T2 tropicalization (IEC Standard ); relative humidity 95% at 113 F (45 C) and 80% at 131 F (55 C) (hot, humid climate). Salt spray resistance as per IEC Poles The 4-pole version is an efficient solution to ground fault problems created by incorrectly grounded standby generators and incorrect transfer switching systems. By isolating the neutral of multiple sources coupled together, 4-pole circuit breakers prevent ground faults from returning to the source via unintended paths. Where unintended paths exist, ground fault sensing can become inaccurate or create nuisance tripping. Ampere Rating (A) 3-Pole 4-Pole 800 MP-MC MP-MC 1200 MP MP 1600 MP-MC MP-MC 2000 MP-MC MP-MC 2500 MP MP 3000 MP MP 3200 MC 4000 MP-MC MP (1) 5000 MP-MC MP (1) 6300 MP (1) (1) Not UL Listed. 11/ Square D All Rights Reserved 1

24 Introduction Ratings Type Ampere Rating (A) Sensor Ratings (A) MP/MC MP MP/MC MP/MC MP MP MC MP/MC MP/MC MP Interrupting Ratings UL489/NEMA AB1 Type Rating (A) 480 Vac 600 Vac Short-time Standard Interrupting Rating MP08 H ka 65 ka 50 ka MP12 H ka 65 ka 50 ka MP16 H ka 65 ka 50 ka MP20 H ka 75 ka 75 ka MP25 H ka 75 ka 75 ka MP30 H ka 75 ka 75 ka MP40 H ka 100 ka 100 ka MP50 H ka 100 ka 100 ka MP63 H (1) 100 ka 100 ka 100 ka High Interrupting Rating MP08 H ka 65 ka 50 ka MP12 H ka 65 ka 50 ka MP16 H ka 65 ka 50 ka MP20 H ka 75 ka 75 ka MP25 H ka 75 ka 75 ka MP30 H ka 75 ka 75 ka MP40 H ka 100 ka 100 ka MP50 H ka 100 ka 100 ka MP63 H (1) 150 ka 100 ka 100 ka (1) Not UL Listed. UL1066/ANSI C37 13/NEMA SG3 Type Rating (A) 508 V 635 V Short-time Special Interrupting Rating MC08 N ka 50 ka 42 ka MC16 N ka 50 ka 50 ka Standard Interrupting Rating MC08 H ka 65 ka 50 ka MC16 H ka 65 ka 50 ka MC20 H ka 65 ka 65 ka MC32 H ka 65 ka 65 ka MC40 H ka 100 ka 100 ka MC50 H ka 100 ka 100 ka Square D All Rights Reserved 11/98

25 Advantages Drawout Circuit Breaker Design The drawout assembly mechanism allows the circuit breaker to be racked in four positions (connected, test, disconnected and withdrawn). The closing and opening push buttons, the racking handle and racking mechanism are accessible through the front door cutout. Therefore the circuit breaker can be disconnected without opening the door and accessing live parts. Safety shutters can be provided as an option for protection from live parts when the circuit breaker is removed Connected Position Test Position Disconnected Position True Two-step Stored Energy Mechanism The closing time is less than five cycles. The circuit breaker is operated via a stored-energy mechanism which can be manually or motor charged. Closing and opening operations can be initiated either from the local push buttons on the circuit breaker front face or by remote control. O C O cycle is possible without recharging. Designed for No Maintenance... The circuit breaker has fewer parts (by a factor of at least five) than conventional circuit breakers while performing the same functions. This leads to greatly enhanced reliability and reduction in maintenance. Under normal operating conditions, according to standards and controlled by tests, the circuit breaker does not require maintenance. But Exceeds Standards with an Easy and Reduced Maintenance It is easy to remove the arc chutes and visually inspect the contacts and wear indicator. The operation counter (spring-charging motor option) can also indicate when inspections and possible maintenance should be done. After operating conditions exceeding those given by standards, it is possible to extend the circuit breaker life by: Replacement of arc chutes and spring charging motor by the user. Replacement of main contacts by an after sale service team. Note: See pages for additional information. Contact Good (Circuit Breaker Closed) Contact Worn (Circuit Breaker Closed) 11/ Square D All Rights Reserved 3

26 F t 90 %Ir 105 push to reset 90% 50% 20% Ih fault th I1 I2 I3 Io=3000A cat. no for masterpact test Ir I STR 58 U at 1,5Ir xio Im tm on I t off Ir fault off tr Im fault tm I on I t off xir xir test with sensors In = 6000A + S T + Ir : Im : th : I reset V xin xio Ih th A i Ic1 Ic2 tr IG LI I LIG LG G L off R T test push OFF push ON masterpact M08 H2 circuit breaker 3 pole 600V 50/60Hz frame size 2000A ventilation is not required NEMA interrupting rating max RMS sym amps Volts Amps K K K short time rating Icw=75KA 0.5 sec. E63335 UND. LAB. O List. CIRCUIT BREAKER Doles. Issue N LM-8792 Advantages Single Design up to 6300 A All frame sizes have been designed with the same technology featuring identical depth and door cutouts, and common control units and accessories O O OPEN discharged I suitable for continious operation at 100% rating in a minimum cubical space H17.5 by W21 by D14.1/4 inches IEC V 50/60Hz interrupting rating Icu 380/440V 75KA 660V 75KA Icu 380/440V 75KA 660V 75KA connected disconnected Field-installable Accessories As the installation develops and changes, the circuit breaker can develop and change with it. Most accessories are field-installable, without losing the UL Listing mark, without any adjustment and with only the aid of a screwdriver. The uniform design of the circuit breaker line allows these accessories to be common for the whole line Front Connection of Secondary Circuits All accessory terminals are located on a connecting block which is accessible from the front even with the circuit breaker in the test or disconnected position. This is particularly useful for field inspection and modification Square D All Rights Reserved 11/98

27 Advantages Disconnecting through Door The racking handle and racking mechanism are accessible through the front door cutout. Disconnecting the circuit breaker will therefore be possible without opening the door and giving access to live parts. Isolation Function by Positive Indication of Contact Status The mechanical indicator is truly representative of the status of all three main contacts. Segregated Compartment Once the front cover has been removed to provide access to the auxiliary compartment, the main contacts remain fully isolated. Furthermore, interphase partitioning allows full insulation between each pole even if the front cover has been removed. Reinforced Insulation Two insulation barriers separate the front of the circuit breaker from main circuits / Square D All Rights Reserved 5

28 F t 90 %Ir 105 Ih fault th Ir fault cat. no for masterpact tr with sensors In = 6000A test test Ir : Im : th : Im fault tm I i I Ir at 1,5Ir xio on I 2 t off off xio on I 2 t off xir xir A xin tr IG LI I LIG LG G L off I R T E63335 UND. LAB. O List. CIRCUIT BREAKER Doles. Issue N LM-8792 Description Description Arc chamber and terminal covers 2. Accessories and control unit front connecting block 3. Position carriage switches 4. Opening coils 5. Arc chute 6. Spring charging motor 7. Front cover 8. Control unit 9. Racking crank 10. Pull-out handgrip 11. Retractable rails 12. Handling handgrip 13. Safety shutters Front View push to reset 90% 50% 20% I1 I2 I3 Io=3000A + S T + reset V Im tm STR 58 U Ih th Ic1 Ic connected test disconnected O push OFF O OPEN I push ON discharged MERLIN GERIN masterpact MP20 H1 circuit breaker 3 pole 600V 50/60Hz frame size 2000A suitable for continious operation at 100% rating in a minimum cubical space H17.5 by W21 by D14.1/4 inches ventilation is not required interrupting rating max RMS sym amps Volts Amps K K K short time rating 75KA IEC V 50/60Hz interrupting rating Icu 380/440V 75KA 660V 75KA Icu 380/440V 75KA 660V 75KA short time rating Icw=75KA 0.5 sec Charging handle 2. Manual opening push button 3. Manual closing push button 4. Stored energy mechanism status indicator (charged or discharged) 5. Main contact position indicator (open or closed) 6. Disconnected position locking (key interlock) 7. Disconnected position padlocking 8. Drawout position indicator showing that the circuit breaker is in the connected, test or disconnected position 9. Racking crank storage 10. Door escutcheon 11. Fault indicator and reset button 12. Open position locking (key interlock) Square D All Rights Reserved 11/98

29 Control Units The circuit breaker can be equipped with a microprocessor-based, electronic control unit which provides all the traditional protection of the universal power circuit breaker (long-time, short-time, instantaneous and ground-fault) plus other built-in functions: RMS sensing (standard) Alarm switch (standard) Overcurrent trip switch (standard) Interchangeable rating plugs (on STR28DP, STR38SP and STR58UP) Thermal memory and I 2 t ramp (standard on STR control unit) Defeatable instantaneous (standard on STR control unit) Zone-selective interlocking for ground-fault and short-time (option) Current and load meter (option) Load-monitoring outputs (option) Fault indicators (option) Communication ability (option) Control Units STR 18M STR 28D STR 38S STR 58U Basic Features Long-time (1) Setting Adjustable Adjustable Adjustable Delay Fixed Fixed Adjustable Short-time Pickup Adjustable Adjustable Delay Adjustable Adjustable Instantaneous Adjustable Adjustable Fixed (2) Adjustable (2) Test Receptacle Standard Standard Standard Additional Features (Options) Ground-fault Protection (3) Built-in Ammeter Fault Indicators Segregated Alarm Switch Zone-selective Interlocking Load Monitoring Communication Outputs (1) Long-time pickup at 1.1 current setting. (2) Defeatable on N1 and H1 types. (3) Two types: residual sensing (T) or residual source ground return (W). 11/ Square D All Rights Reserved 7