Perkins 1100D Series

Models NP, NR and PV

FUEL SYSTEM SUPPLEMENT

1104D-E44T
1104D-E44TA
1106D-E70TA

Four and Six cylinder diesel engines for

agricultural, industrial, construction applications
Developed to meet EU Stage IIIA, China Stage III (subject to implementation timing) and US EPA Flex (Tier
III).

Publication TPD1852 Issue 1.

© Proprietary information of Perkins Engines Limited, all rights reserved. This information is
correct at the time of print

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 1100D-E Fuel System Supplement

A&I Supplement Introduction

This document has been compiled to provide the necessary information for the correct installation
of the common rail fuel system on the Perkins 1106D-E-70TA, 1104D-E44T and 1104D-E44TA
engines.

This supplement is not an exhaustive source of instruction or data and should only be used in
conjunction with advice from your local application engineers, sales manager and or technical
support representative.

The following media publications for the relevant engine type should also be used for further
technical information
General Installation Manual – TPD1536
100D Electrical and Electronic A and I Manual – TPD1855
Operator and maintenance manual (OMM)
System Operation Test and Adjust (SOTA)
Specifications (Specs)
Disassembly and Assembly (D&A)
Engine Specification Manual (ESM)

Correct practices, procedures and safety precautions should always be followed.

Please note:
The information in this publication was based upon current information at the time of publication.
Check for the most current information before you start any job. Perkins distributors will have the
most current information.

Improper operation, maintenance, or repair of this product may be dangerous, and may result in
injury or death. Do not operate or perform any maintenance or repair on this product until you have
read and understood the operation, maintenance, and repair information.

Perkins cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are not all-inclusive. If a tool, a procedure, a work
method, or an operating technique not specifically recommended by Perkins is used, you must be
sure that it is safe for you and for other people. You must also be sure that the product will not be
damaged and/or made unsafe by the procedures that are used.

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1.0 Introduction............................................................................................................................................... 4
1.1 Safety Requirements ................................................................................................................. 4
1.2 Terminology ............................................................................................................................. 4
2.0 Fuel System Mandatory Installation Requirements .............................................................................. 5
2.1 General Requirements .............................................................................................................. 5
2.2 Cleanliness ................................................................................................................................ 5
2.3 Fuel Specification. .................................................................................................................... 5
2.4 Pressure and Temperature Limits ............................................................................................. 5
2.5 Fuel Tank requirements ............................................................................................................ 6
2.6 Fuel Line Requirements............................................................................................................ 6
2.7 Fuel supply line......................................................................................................................... 6
2.8 Fuel Return line ........................................................................................................................ 6
2.9 Fuel Filter Requirements .......................................................................................................... 6
2.10 Fuel Connectors ...................................................................................................................... 7
2.11 Prohibited Materials................................................................................................................ 7
3.0 Fuel System operating parameters ........................................................................................................ 8
3.1 Fuel Specification ..................................................................................................................... 8
3.2 Temperature and viscosity ........................................................................................................ 8
4.0 Fuel System overview .............................................................................................................................. 9
4.1 Fuel system schematic .............................................................................................................. 9
4.2 Fuel system limits ................................................................................................................... 10
4.3 HP Fuel System ...................................................................................................................... 10
4.4 LP Fuel System ....................................................................................................................... 10
5.0 Fuel System Components ..................................................................................................................... 11
5.1 LP - Transfer Pump ................................................................................................................ 11
5.2 LP - Primary Filters ................................................................................................................ 11
5.3 LP- Secondary Filters ............................................................................................................. 12
5.4 Additional Fuel System Components ..................................................................................... 12
5.4.1 Water in fuel (WIF) sensor .............................................................................................. 12
5.4.2 Filter condition monitoring .............................................................................................. 12
5.5 Components Requiring a Fuel Feed ....................................................................................... 12
5.5.1 ECM................................................................................................................................. 12
6.0 Fuel System Design Considerations .................................................................................................... 13
6.1 Customer Connections ............................................................................................................ 13
6.2 General Fuel system requirements.......................................................................................... 16
6.2.1 pipe work and connector requirements ............................................................................ 16
6.2.2 Filter requirements ........................................................................................................ 16
6.3 Fuel System Performance ....................................................................................................... 16
6.3.1 Establishing system capability......................................................................................... 16
6.4 Fuel cooling ............................................................................................................................ 19
6.4.1 Fuel cooler specifications ................................................................................................ 19
6.5 Fuel Tank Design and Installation .......................................................................................... 19

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1.0 Introduction
Mechanical system requirements other than the fuel system are covered by the General Installation Manual
TPD1536 and relevant ESM.
Electrical and Electronic requirements are covered by the 1104 Electrical and Electronic installation Manual
Supplement TPD1855

The fuel system is a critical engine system, and plays a vital role in delivering not only engine performance,
but also compliance with emission standards.
In order for a diesel engine to function correctly it must be supplied with an adequate supply of fuel. The fuel
must meet the recommended specification and be free from air, water and solid matter. The fuel system
must be installed correctly and must adhere to installation instructions, cleanliness standards and be subject
to regular maintenance following correct practices and procedures

1.1 Safety Requirements

Due to the high pressures generated by the Common Rail Fuel system the following safety requirements
MUST be adhered to when working on the engine.

Failure to follow the correct inspection, maintenance and service instructions may cause personal injury or
death.
• After the engine has stopped the fuel pressure must be dissipated from the high-pressure (HP) fuel
lines before any service or repair is performed on the fuel system. To do this please follow the
service guidelines detailed in the OMM.
• Contact with high-pressure fuel may cause fluid penetration and burn hazards. High Pressure fuel
spray will cause a fire hazard.
• It is strongly recommended that an engine cover be fitted over the HP fuel system in applications
where the OEM or installer does not provide a machine enclosure to provide protection to a third
party.
• Inspection of the fuel lines, hoses, filters and system components should be undertaken to check
for wear and deterioration and to ensure there are no foul conditions. Correct fitment of clamps and
heat shield should also be ensured.
• Correct practices and procedures should be followed as outlined in the following appropriate service
manuals:
o Operator and maintenance manual (OMM)
o System Operation Test and Adjust (SOTA)
o Specifications (Specs)
o Disassembly and Assembly (D&A)

1.2 Terminology

EPP Electric Priming Pump

FIP Fuel Injection Pump
RTT Return to Tank
ULSD Ultra Low Sulphur Diesel
WIF Water in Fuel

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2.0 Fuel System Mandatory Installation Requirements

2.1 General Requirements
• The engine must be equipped and operated with the filters supplied with the engine
• Under no circumstances is it acceptable to modify the fuel system components or replace/
customise sections of the fuel system that were supplied with the engine (as-delivered).
• It is not acceptable to disturb or alter the fuel system lines, mounts, clips or common rail assembly
without prior Perkins engineering approval.
• During fast fill the pressure build up must not exceed 400kPa at the transfer pump inlet when the
engine is not running and 0kPa if the engine is running. It is recommended that fast fill is not
conducted during engine running unless the fuel tank is designed to minimise aeration of the fuel.
• It is not permitted to prime the fuel system by utilising compressed air.

2.2 Cleanliness
• All components installed before the secondary filter including lines and fittings must meet the
cleanliness specification detailed in figure 2.1 below.
• The fuel system components post-secondary filter must not be disturbed.
• The fuel filtration specified for the engine will provide the required protection of the fuel system for a
service interval of:
o 500 hours in territories with known low fuel contamination,
o 250 hours in territories with known high fuel contamination

Fig 2.1 - Fuel cleanliness specification.

2.3 Fuel Specification.

• The fuel used must meet the specification requirements detailed in the engine OMM.

2.4 Pressure and Temperature Limits

• Please refer to Table 4.1 in section 4.2 for the process limits of the fuel system.

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2.5 Fuel Tank requirements

• The fuel tank must meet cleanliness specification detailed in figure 2.1 section 2.2
• The fuel tank must be vented and the vent filtered to a maximum of 10 microns
• The vent must be serviceable and an appropriate maintenance instruction included in the machine
manual
• The tank material must be able capable of withstanding the maximum temperature requirements,
withstand the fuel types required for use and must not contain any materials listed within table 2.1
prohibited materials section 2.11.
• The use of non-serviceable fuel tank inlet filter (filler neck) is not permitted.

2.6 Fuel Line Requirements

• Fuel lines (tank to engine) must meet SAEJ30R7 minimum requirement and SAEJ30R9 as modified
by the manufacturer for specific Bio-Diesel levels.
• Fuel lines must be adequately supported as short and direct as possible with no dips, sags or kinks.
They should be kept away from heat sources and be clear of all fouls with other components.

2.7 Fuel supply line

• The main engine fuel supply line must be a minimum of 150mm away from the fuel return line or
lines, at their point of termination inside the fuel tank.
• The fuel supply line must not become uncovered under any operating conditions (machine
pitching/slewing, gradeability etc.)
• If a gauze filter is fitted on the fuel supply line it must be accessible for service and diagnostic
purposes.
• A service/ shutoff valve may be used in the supply line if this is an OEM requirement.
• The maximum fuel inlet restriction limit in section 4.2 must be adhered to.

2.8 Fuel Return line

• The fuel return line/s must terminate below the minimum fuel level within the fuel tank.
• The fuel-return line must be capable of withstanding a maximum temperature of 120°C.
• A service/shutoff valve is not required in the return line to prevent the engine running on return line
fuel.
• If a service shutoff valve is an OEM requirement an electrical interlock must be employed to prevent
excessive pressure and resulting damage to the fuel pump.
• A non-return valve is not required in the return line to prevent fuel system drain down during
servicing.
• If a non-return valve is an OEM requirement then It must be located on the fuel tank side of the fuel
cooler
• The maximum fuel return line pressure in section 4.2 must be adhered to.

2.9 Fuel Filter Requirements

• Only Perkins supplied filters may be used within the fuel supply system.

Primary (Pre-filter)
• A primary filter must be fitted to all installations
• The primary filter must be placed in a position that is clearly visible and allow sufficient access for
daily checks and servicing safely without damage to other components.
• The primary filter must be placed in a position that is NOT the highest point within the fuel system.
If this is a customer requirement then additional testing will be required – ref 6.2.2
• The primary filter must be mounted vertically within a tolerance of +/-5°
• The primary filter must be mounted off engine in a location that is isolated from excessive vibration
to prevent the emulsification of water in fuel – ref 6.2.2
• The primary filter must not be subject to G loading in excess of 10g vertical low cycle acceleration
• Water in fuel sensing is mandatory and all engines must have the water in fuel sensor connected
directly to the machine harness.

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Secondary (Main Engine) Filter.

• If a remote secondary filter is a requirement then the Perkins supplied remote filter option must be
selected.
• Under no circumstance is it acceptable to make any modifications to the standard engine mounted
filter option or disturb any of the fuel lines to or from it.
• Remote filter systems must meet the following requirements;
o The complete set of remote system components must be used with no modifications to
parts or hose lengths.
o It is not permitted to disturb any of the fuel lines post- secondary filter
o The secondary filter must be mounted
off engine
vertically with a tolerance of +/-5°
in a position that is clearly visible and may be easily serviced, safely without
damage to other components.
in a position that is NOT the highest point within the fuel system. If this is a
customer requirement then additional testing will be required- ref 6.2.2
o The secondary filter must not be subject to G loading in excess of 10g vertical low cycle
acceleration

2.10 Fuel Connectors

• For customer connections please refer to table 6.1 section 6.
• It is essential that all fitted connections are not removed or replaced and that the correct mating part
is selected to connect customer supplied fuel lines.
• The filter connections should not be reduced in size in order to maintain a reduced transfer inlet
pressure and maintain system performance at altitude ref section 6.3.

2.11 Prohibited Materials

Table 2.1 below, contains a list of prohibited materials that must not be used within the fuel system. These
should be taken into consideration when selecting and designing any fuel system components such as the
fuel tank or fuel cooler. Particular care should be taken with the application of any plating and /or coatings
that are used.
Use of these materials may contaminate the fuel leading to coking of the injector nozzle.

Prohibited Material Symbol

Lead Pb
Sodium Na
Calcium Ca
Zinc or Zinc Plating Zn
Copper Cu
Table 2.1 - Prohibited materials

We recommend only the following Zinc plates as being acceptable.

Zinc Phosphate: ASTM B117, D609
Zinc Chromate/ Trivalent plates: ASTM 4042

These materials along with chemical compounds may also be present in fuel and certain fuel additives, e.g.
corrosion inhibitors, the presence of which can cause Internal Diesel Injector Deposits (IDID). These
deposits may affect the proper functioning of the fuel injectors.

In order to prevent this, fuel additives that have measurable levels of any of the following listed substances
should not be used:
• Acids e.g. Dimmer and Fatty (Oleic, Stearic and Linoleic); including DDS (Diamino Diphenyl
Sulfone)
• Alkali metals e.g. Sodium, Calcium, Potassium, etc.; including compounds, e.g. sodium
chloride, sodium hydroxide, sodium nitrate, etc.
• Carboxylates
• Organic amides

If in doubt please consult your application engineer for further guidance.

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3.0 Fuel System operating parameters

3.1 Fuel Specification
Please refer to the mandatory requirements for details of fuel specifications, quality and cleanliness
requirements.

Ultra Low Sulphur Diesel (ULSD)

The use of ultra low sulphur diesel is not a requirement for this engine type; however as the fuel pump is oil
lubricated then the amount of sulphur should be limited and may impact the effect the service life of the oil –
see OMM for details.

Bio-Diesel
Bio-diesel fuel may be used up to B20 (80% standard mineral with 20% bio-fuel dilution by volume),
provided an appropriate approved additive is used, refer to the OMM for the acceptable specification and
conditions of use. Use of higher concentrations will affect performance, durability and warranty conditions.

As bio-fuel is chemically more reactive than the mineral oil used in diesel fuel, it is imperative to consider
the effects of this fuel on all components that it may come into contact with.

Advice should be sought from the Applications department if the use of bio-diesel is required

3.2 Temperature and viscosity

The fuel system used does not compensate for fuel temperature and viscosity. The effect of increased fuel
temperature and decreased viscosity will affect the performance and durability of the engine.

To ensure durability and performance of the fuel system the maximum fuel temperature must not be
exceeded.

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4.0 Fuel System overview

The fuel system has been designed to operate within lower regulated regions where the consistency and
quality of the fuel can vary widely and can have a significant effect on the robustness and/or performance of
the system.

Typical fuel quality concerns include:

• High debris levels
• High sulphur fuel - contributes to degradation of oil quality, in particular soot holding capability
• Low lubricity levels - causes higher wear in fuel system
• High water in fuel content

The 1100D-E series engines have an increased robustness to poor quality fuel which has been achieved by
using proven fuel system components and designs and providing an improved, multi stage efficient filtration
system with increased capacity for debris and water collection.

The fuel system employed for these engines types is described below with a more detailed explanation of
the components themselves in section 5.0

4.1 Fuel system schematic

Both 4 and 6 cylinder engines use the same electronically controlled common rail fuel system.

Fig 4.1 – Fuel system schematic

The transfer pump draws fuel from the fuel tank through the primary filter where water is separated from the
fuel and primary filtration occurs. The transfer pump pumps fuel to the secondary filters, where finer
contaminants are removed, and on to the high-pressure side of the common rail pump. If the engine is
equipped with the fuel cooled ECM option the fuel is used to cool the ECM prior to secondary filtration
before entering the high-pressure pump. The high-pressure pump supplies fuel at up to 130MPa to the
common rail where it is distributed to the injectors.

Excess fuel is returned from the injector, common rail and fuel injection pump into a single return line to the
fuel tank.

The standard option on both 4 and 6 cylinder fuel systems is for an air cooled ECM. A fuel cooled ECM is
optional dependant on installation.

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4.2 Fuel system limits

Table 4.1 below, details the pressure and temperature limits of the fuel system. This table refers to
locations which are detailed on the fuel system schematic Fig 4.1 in section 4.1 above.

Value Location Limit Notes

P2- Customer RTT
RTT pressure 100-150kPa (abs) Test at HI and FLRS. Both conditions must be within limit
connection point

Test Conditions - Sea level, new fuel filters, zero load and if an
electric primary filter is utilised disconnect.
TP inlet P1 - inlet to
35-100kPa (abs) To check the Lower Limit: test at HI minimum fuel level.
depression transfer pump
To check the Upper limit: test at LI, full Fuel tank.
Refer to Table 5.2 section 5.2 for system capability assesment.

T1 - Secondary 75°C @ 125°C oil Extrapolate data during fuel run down/combined cooling test at 1:1,
Temperature
Filter inlet. 70°C @ 135°C oil max* limit is at low level warning

Table 4.1 Fuel system limits

* As the fuel pump is oil lubricated the fuel temperature is directly related to the oil temperature. Allowing a
higher maximum oil temperature will mean more heat transfer to the fuel consequently leading to a lower
maximum fuel temperature limit.

4.3 HP Fuel System

The high-pressure pump is a 2 plunger pump that is driven at half engine speed by the gear train. The pump
is inlet metered by an inlet metering valve (IMV) and is lubricated by engine oil

No assisted engine rotation is allowable with the pump electrics unplugged, or without the ECM powered
up. It is acceptable to hand crank the engine as long as engine rotational speed does not exceed 15 rpm.

The fuel shutoff solenoid is normally open and energised to close i.e. in the normal non energised position
the valve is open with max fuel delivery and when energised the valve closes with minimum fuel delivery.

If the engine is cranked without powering up the ECM then maximum fuel will be delivered to the fuel rail
whilst the injectors draw no fuel from the rail. There will be a consequential build-up of pressure in the rail.
Although this may activate the pressure relief valve it will have an adverse effect on system durability.

4.4 LP Fuel System

The low-pressure fuel system consists of a three-filter, filtration system as standard with a twin parallel filter
arrangement for the main engine filters.

A primary and secondary filter is mandatory on all applications. The primary filter includes a water separator
and is supplied with water in fuel switch. It is supplied loose for remote fitting onto the application.

Priming of the low-pressure fuel system is achieved either through activation of the hand primer on the
primary filter or via use of the electric priming pump (EPP) on the primary filter head if this option is
selected.

The LP system is NOT self- venting. When the EPP is selected additional venting procedures are required
– ref OMM.

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5.0 Fuel System Components

5.1 LP - Transfer Pump
The transfer pump is a sliding vane type pump incorporated into the common rail fuel injection. The transfer
pump is able to operate up to 5000m altitude without the need for an additional electric pump, provided the
inlet restriction is kept to a minimum and falls within the required range – refer to Table 4.1 in section 4.2 for
more information.

5.2 LP - Primary Filters

The primary (Pre) filter is the first filter in the engine fuel system and provides a 10-micron filtration level. All
primary filters are supplied with water in fuel (WIF) sensor as standard and feature a water separator bowl;
which must be drained manually. Use of the WIF sensor is mandatory for all machines and must be
connected in accordance to the requirements in the Electrical and Electronic Application and Installation
manual TPD1855
• The primary filters are sized to provide increased filtration and water separation capacity.
• The primary filters are supplied loose from the factory and must be mounted off engine.
• The primary filters are not supplied with any connectors for the fuel lines; these must be supplied by
the customer.

Fig 5.1 -Primary filter with manual priming pump

Fig 5.2 – Primary filter with Electric priming pump

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5.3 LP- Secondary Filters
Secondary filters offer a high filtration level of 4 microns and are the last serviceable filter before the fuel
enters the high pressure pump and consequently the fuel rail and injectors.

For this reason it is mandatory that the secondary filter is not modified in any way and is serviced regularly
with genuine OE parts.

A remote secondary filter is available as an option but this is non-preferred as it does not allow the supply of
a system that Perkins has fully validated to ensure robustness and durability. It also introduces additional
risk to fuel cleanliness. For these reasons it is highly recommended that the standard engine fitted option is
selected and that the remote option is only taken when there are no other available alternatives.
If a remote secondary filter option is selected then the mandatory requirements section 2.9 must be
adhered to.

5.4 Additional Fuel System Components

5.4.1 Water in fuel (WIF) sensor

The WIF sensor is supplied fitted on all primary filters and provides signal to engine/machine control
indicating when the water bowl needs draining. The use of this sensor is Mandatory.

5.4.2 Filter condition monitoring

An absolute pressure sensor may be fitted to the primary filter outlet connection to monitor inlet pressure to
the transfer pump.

If the 35kPa lower limit is detected before the standard filter service period is reached this will indicate filter
replacement is required.

This will occur when heavily contaminated fuel is used in the machine or when the machine is used at high
altitude.

This component is not part of the engine option offering, however may be considered necessary for certain
machine types or installations.

5.5 Components Requiring a Fuel Feed

5.5.1 ECM
An air cooled ECM is the standard offering for all installations, however for some installations where the
under bonnet temperatures are high or there is insufficient air flow across the engine then a fuel cooled
ECM maybe a requirement. This requirement will be determined by an ECM temperature test which is part
of the standard installation tests and must be conducted on all machines – ref: AITP TPD1750.

The Fuel cooled ECM option is essentially exactly the same as the air cooled ECM but includes a fuel
passage, integral to the ECM body, in order to prevent overheating of sensitive components and capacitors
on the electrical circuit board. Fuel is supplied to the ECM from the transfer pump then delivered back to
the inlet of the secondary filter.

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6.0 Fuel System Design Considerations

6.1 Customer Connections

Table 6.1 customer fuel system connections

Connections A & B -
• Fuel Tank to primary filter (A)
• Primary filter ( B) to transfer pump inlet (C)

Fig 6.1 Primary Filter connections

Connection C - Transfer pump inlet connection

• Primary filter ( B) to transfer pump inlet (C)

The transfer pump is integrated into the common rail fuel injection pump FIP which is the same on both the
4 and 6 cylinder engines. Fig 5.2 below shows the inlet connection point.

Fig 6.2 - Transfer pump inlet connection

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Remote Secondary Filters

For remote secondary filter installations the customer must provide their own connection between:
• the transfer pump outlet (D) and the seconday filter inlet (E) - Air cooled ECM options or
• the ECM outlet (F) and secondary filter inlet (E) - Fuel cooled ECM options.

The connections between the transfer pump and ECM inlet is always supplied fitted and the connection
between the secondary filter outlet and fuel pump inlet is always supplied connected with a long hose.
Under no circumstance is it acceptable to disturb these connections as it is vital to maintain the integrity
and cleanliness of the fuel system post filter.

Connection D – Transfer Pump outlet (remote secondary filter Installations only)

Fig 6.3 - Transfer pump outlet connection

Connection E - Secondary filter inlet

Fig 6.4 - Secondary Filter inlet connection

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Connection F - ECM outlet connections

Fig 6.5 - ECM fuel connections

Connection G - Return to Tank connections

Fig 6.6 -6 cylinder RTT connections

Fig 6.7 - 4 cylinder RTT connections

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6.2 General Fuel system requirements
6.2.1 pipe work and connector requirements
• All fuel lines should be designed to be as short and direct as possible with no dips, sags or kinks.
They should be kept away from heat sources and be clear of all fouls with other components.
• Pipe-work must be to the material specifications outlined in this document. It is recommended that
the fuel supply line have a minimum internal diameter of 10mm.
• The fuel return line/s must terminate below the minimum fuel level within the fuel tank. This is to
prevent jetting (aeration of the fuel) and prevent drain down of the fuel system when the engine is
not running.
• All quick fit connectors used on the supplied system are to SAE standard J2044. It would be
advised that, where possible, these are used on all machine interfaces with the engine fuel system
(excludes RTT connection).

6.2.2 Filter requirements

• Customer mounted fuel filters should be mounted off engine and must be isolated from excessive
vibration. A touch test should be conducted across the speed range to assess the vibration and if
excessive vibrations are suspected then full vibration testing must be conducted. Please consult
your Application Engineer for further detail.
• Both the primary and the secondary filters should be mounted in a position lower that the FIP to aid
de-aeration.
o If the secondary filter is mounted above the FIP then, dependant on the fuel line length and
routing, the system may not de-aerate sufficiently leading to an incomplete system drain
down and issues with repeat starting. This will require additional testing.

6.3 Fuel System Performance

Maintaining an acceptable, consistent performance of the fuel system is dependent on maintaining sufficient
fuel flow to the fuel pump, which itself, is dependent on the performance of the fuel transfer pump. A
critical parameter affecting this performance is the transfer pump inlet depression which is application
specific and dependant on the customer low pressure fuel system design. This includes all the fuel lines,
connections and filters within the customer supplied system from the fuel tank up to the transfer pump inlet
connection.

Due to the nature of the transfer pump design the performance of the low pressure fuel system is also
affected by altitude. The transfer pump must operate with an inlet pressure of between 35 and 100kPa
absolute pressure. A pressure less than the lower limit is likely to result in performance and durability
issues resulting in unstable, stuttering behaviour and noisy operation as the fuel vapour is drawn out of the
fuel and cavitation occurs. A pressure above the maximum limit can also result in a problem with
consequential damage to the fuel system itself.

Minimising the pressure drop from the fuel tank will allow the system to operate and maintain its
performance at altitude and will also maintain fuel filter service life.

In reality, though, there is often a trade-off in performance between altitude capability and service life.
For example, if a machine operates at high altitude the transfer pump inlet restriction limit (Gauge pressure)
is reduced due to the reduction in atmospheric air pressure. This essentially means a reduction to the
restriction allowance for the fuel system circuit prior to the transfer pump inlet. As the restriction of the
pipework is not variable the reduction has to be accommodated by reducing the overall filter restriction
allowance and consequently reducing the service life of the filter. An acceptable solution maybe to accept
a reduced filter service life for operation at high altitudes

The performance of the fuel system must be tested for all installations and an understanding gained of the
capabilities and limitations with respect to the design and operational requirements of the machine.

6.3.1 Establishing system capability

For any particular machine the measured transfer pump inlet depression can be used to help provide an
indication of the fuel system capability, in terms of altitude and fuel filter service life.

The transfer pump Inlet limit is limited to a minimum pressure of 35kPa (abs) during engine running.
The nearer this measured pressure is to 0kPa the greater the altitude capability of the machine, while
maintaining a maximum service period.

The chunk chart in figure 6.8 below is an example of how various individual constituent parts of a fuel
system may contribute to the overall transfer pump inlet depression. This will obviously be dependent on the
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individual parts used and the condition of the primary fuel filter. The difference between a clean and dirty
filter on the supplied primary filter is 15kPa.

The transfer pump inlet pressure must fall between 35 and 100kPa (abs).

Table 6.2 below provides an indication of the likely altitude capability for different transfer pump inlet
pressures when measured in accordance to the test conditions. These values are given based on
maintaining 500 hour service interval and no degradation in performance; dependant on fuel specification
and cleanliness levels – ref OMM

If the desired altitude figure is not achieved then the following actions may be necessary:
• reduce the services intervals at altitude (only advisable if approximate difference between desired
and table results differ by 500m altitude)
• reduce system restriction between the fuel tank sender unit and transfer pump inlet connection.

Fig 6.8 Fuel restriction chunk chart

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Table 6.2 - Transfer pump inlet pressure and Altitude capability

The test should be conducted at two different conditions to ensure both the lower and upper limit are not
exceeded.
This should be measured in accordance to the defined test procedure. The general requirements for each
test are detailed below:

1. Transfer Pump Pressure Inlet - Lower Limit

The minimum transfer pump inlet pressure, measured at sea level with clean filters must be -50kPa
(gauge) or greater.

Test conditions:
Sea level, new fuel filters, engine running at maximum (high-idle) speed, zero load and with a
minimum fuel level in the fuel tank. If electric primary filter is utilised disconnect to ensure it is not
operating

2. Transfer Pump Pressure Inlet - Upper Limit

The Transfer Pump Inlet upper limit is limited to a maximum pressure of 100kPa (abs) during
engine running or 0kPa (gauge) with a clean filter. The value measured must not exceed 0kPa
(gauge).

Test conditions:
Sea level, new fuel filters, engine running at minimum (low idle) speed, zero load, with full fuel tank.
If electric primary filter is utilised disconnect to ensure it is not operating

A&I Supplement. Publication TPD1852 Production Issue 1. Page 18 of 19

 1100D-E Fuel System Supplement

6.4 Fuel cooling

The requirement for a fuel cooler is application specific and every installation should be tested to assess
whether a fuel cooler is needed.

The fuel system temperature limits detailed in table 4.1 section 4.2 fuel system limits must be adhered to.

The use of a high pressure common rail means increased leak off temperatures, however, only a small
proportion of the total return line volume, approximately 25%, is from the injector. The larger proportion,
approximately 75%, is returned directly from the fuel pump which is not so hot. The resulting temperature is
dependent on the actual engine rating itself, the machine operation and the installation design.

It is, therefore important to assess the need for fuel cooling to ensure that, not only is the maximum fuel
temperature not exceeded, but the fuel returning to the tank does not exceed the material capabilities of the
tank and fuel lines. This must be considered for all conditions of operation including the minimum level of
fuel in the tank.
The factors affecting fuel cooling are complex and dependant largely on the Installation and duty cycle of
the machine.
The following factors have been found to have a significant influence on the temperature of the fuel:
• Fuel tank location – positioned near to an additional heat source ie hydraulic tank, subject to good
air flow
• Fuel Tank material and cross sectional area - ability to dissipate heat
• Under bonnet temperatures – ability of components to dissipate heat
• Fan – pusher/puller airflow across the fuel tank, filters and pipe work along with its location
• Material and routing of fuel lines.
• Reserve volume of fuel in the tank

If a fuel cooler is required it is the OEM’s responsibility to provide and install the fuel cooler whilst adhering
to the cleanliness, pressure and temperature requirements

It is essential that the fuel cooler is fitted on the RTT line and not on the supply line. This is due to the
limited transfer pump inlet depression and the significant effect on performance when this restriction is
increased. Due to the increased temperatures on the RTT line this location is also a more efficient cooling
solution.

6.4.1 Fuel cooler specifications

Contact your applications engineer for guidance on fuel cooler sizing/selection
• Flow range, inlet temperature objectives etc. must be stabilised and below the tank maximum
material temperature limit.

6.5 Fuel Tank Design and Installation

The fuel tank must be located to ensure that the maximum fuel pressure head, fuel supply and fuel return
restrictions are not exceeded ref table 4.1 section 4.2 fuel systems limits.

The fuel tank must be designed to include the following features:

• Expansion space
• Sediment space (required to prevent suction screen plugging)
• Drainage
• *Tank vent and filter – see mandatory requirements
• Serviceable large particle filter, within tank filler neck.

Tank Baffling should be considered, particularly where machines can experience extreme or frequent
changes in gradient. It is essential to ensure that under all achievable gradient conditions that there is
sufficient fuel level to cover the fuel supply line; this is to prevent unnecessary machine stoppages or
reduced ETP pressure/flow and hence engine performance. Minimum tank volume of 5% or more.
Care should be taken not to exceed the maximum high-pressure pump inlet pressure specified in the ESM
when applying fast-fill procedures during machine assembly; adequate venting during filling should control
this.

*The tank vent must be serviceable and sized to achieve a 500 hour service interval, taking into
consideration the environment

A&I Supplement. Publication TPD1852 Production Issue 1. Page 19 of 19