Application

Engineering
Bulletin
Subject

This AEB is for the following applications:

1 Pump / 2 Loop Low Temp
Aftercooling Radiator System Design
Automotive

Date May, 2004

Page 1 of 15

Industrial

G-Drive

AEB Number 24.30

Engine Models included: KTTA38-C1500E, KTA50-C1800E, KTTA50-C2000E, QSK19, N14

Fuel Systems included: PT CENTRY
This AEB supersedes AEB 90.21 published Jan 1989
and AEB 91.01 published March 1991 and AEB 90.32
published Jan 97 and replaces and obsoletes AEB
90.46

Requirements
Cooling system must meet intake manifold or Low Temperature Aftercooling (LTA) radiator out temperature
requirement stated on engine datasheet at 77+/- 5 F ambient temperature for emission compliance
Cooling system must not allow maximum coolant temperature or maximum intake manifold temperature (or LTA
radiator out temperature) stated on the engine datasheet to be exceeded at Limiting Ambient Temperature (LAT)
of the machine. These datasheet values represent the mechanical limits of the engine beyond which power
cylinder durability will be compromised.
Cooling system external circuit restriction must not exceed 5psi at rated speed with fully open thermostats.
This applies to both the Low Temperature Aftercooling (LTA) circuit and the engine High Temperature Cooling
(HTC) circuit. Excessive external restriction reduces coolant flow to the engine such that cylinder head and
cylinder liner durability could be at risk. Exceptions to this limit must be reviewed with the factory application
engineer or factory application support engineer for the appropriate market.
Radiator mounting arrangements must include enough flexibility to avoid overstressing the cores during
equipment deflections
The radiator system must be adequately vented with the lines routed horizontally or inclined upwards at all times.
Inadequate venting will most likely yield incomplete system filling and dearation and engine overheat failures.
If the radiators are installed horizontally, the expansion space and deaeration function must be done by
an auxiliary tank system. The check valve must be installed in a horizontal position and the vent hole in the
baffle plate must be at the top. This configuration is required for adequate venting.

Author: Chris Dew

Cummins Confidential

AEB 24.30
Page 2 of 15

Recommendations
In the cooling package design process, the LTA radiator should be sized to meet the required intake manifold
temperature at 77F ambient temperature conditions and the engine HTC radiator should be sized for LAT
conditions.
The LTA radiator should be positioned in the coolest air possible, i.e. upstream of the engine radiator
It is recommended that a space be left between the engine and the LTA core to allow cleaning of debris from the
cooling fins on the air side in order to maintain cooling capacity.
Both the LTA and Engine JW radiators must have separate drains
The vent line from the LTA core is recommended to be a #4 hose on the outlet side of the core and must connect
into the engine radiator top tank above the coolant level
The LTA core should have a solid tank or cap on the top and bottom. No pressure cap is used on the LTA core.
The fill, or make-up, line should be a 25 mm (1 in) ID line with one end connected above the baffle plate in the top
tank, and the other end connected to the bottom tank or coolant pump inlet. If a direct connection is not made to
the bottom tank, the fill line connection to the water pump inlet should be within 12 inches of the radiator outlet
connection. This will prevent possible reverse flow through the engine fill line or bottom radiator piping caused by
pressure differential due to the radiator height in relation to the engine.
There should be a 25 mm (1 in) line between the engine JW radiator bottom tank and the LTA radiator bottom
tank. This line must have a one-way check valve, which will allow flow from the engine JW radiator bottom tank to
the LTA radiator bottom tank. This allows both cores to fill simultaneously from the bottom. The check valve
must be installed such that it is closed when the engine is operating. A drain plug can be used to connect the
check valve to the bottom tank.
The vent hole in radiator baffle between the inlet and outlet side of the LTA radiator core is recommended to be 3
mm (1/8 in) diameter and as high as possible in the tank.
The standpipe in the engine radiator top tank is recommended to be two 8 mm (5/16 in) pipes with the outlet
pointing away from the fill line and should open above the coolant level

Installation Review Requirements

Verify that, on a 77F day, prescribed (datasheet) intake manifold temperature (IMT) or LTA radiator outlet
temperature is met
Verify that at Limiting Ambient Temperature (LAT) conditions, the prescribed (datasheet) IMT or LTA radiator
outlet and HTC radiator inlet temperature limits are not exceeded.
Verify that LTA radiator circuit pressure drop does not exceed prescribed (datasheet) maximum value at rated
speed with blocked open thermostats
Verify that engine HTC radiator circuit pressure drop does not exceed the prescribed (datasheet) maximum value
at rated speed with blocked open thermostats.
For a comprehensive description of cooling system test preparation and procedures, please refer to the Cummins
Advisor design and installation review tool and the following AEBs:
AEB 24.15 Preparation for an Installation Review
AEB 90.45 Creating Blocked Open Thermostats for Testing
AEBs 93.18 and 93.19 KV Fan Drive Arrangements

Cummins Confidential

AEB 24.30
Page 3 of 15

System Description
Low Temperature Aftercooling (LTA) cooling systems have been incorporated on certain KV, QSK19 and N14
engines. The LTA system was developed to meet the need for lower intake manifold temperatures (IMTs) to
provide regulated emission levels, higher power ratings and improved fuel economy. All KTTA50-C2000E,
KTA50-C1800E, KTTA38-C1500E, QSK19 Tier 1 ratings above 600hp, and N14 engine ratings above 480hp use
Low Temperature Aftercooling (LTA) with a one pump- two loop cooling system.
The 1-pump 2-loop cooling system associated with LTA has two cooling system loops, but only one water pump.
The first loop is the engine cooling loop or High Temperature Circuit (HTC). A large portion of the coolant flow
discharged from the water pump flows to the oil cooler, cylinder liners, cylinder heads, thermostat housing, engine
radiator and back to the water pump. For Low Temperature Aftercooling (LTA), a small amount of the coolant
discharged from the water pump and flows through the LTA portion of the thermostat housing, the LTA radiator,
the aftercooler and then returns to the water pump. The flow from the engine (HTC) circuit and the flow from the
LTA circuit mix at the water pump inlet. Figures 1a, 1b, and 1c show the different flow paths for the various
engine platforms.
Figure 1a: QSK19 Coolant Flow Circuit

Oil
Cooler

LTA
Stat

Block

Jacket
Water
Stats

LTA Radiator

Jacket
Water
Radiator

LTA Bypass

Water
Pump

Aftercooler
Jacket Water Bypass

Figure1b: K1500E/K2000E Coolant Flow Circuit

Oil
Cooler

LTA
Stat
Water
Pump

Block

LTA Radiator
LTA Bypass
Aftercooler
Jacket Water Bypass

Cummins Confidential

Jacket
Water
Stats

Jacket
Water
Radiator

AEB 24.30
Page 4 of 15

Figure 1c: N14 Coolant Flow Circuit

Oil
Cooler

Block

LTA
Stat
Water
Pump

LTA Radiator
LTA Bypass

Jacket
Water
Stats

Jacket
Water
Radiator

Aftercooler
Jacket Water Bypass

The LTA cooling system requires two radiator cores. The additional radiator will be referred to as the low
temperature aftercooling (LTA) radiator. The LTA radiator is used to maintain lower intake manifold temperatures
which yields reduced engine emissions and improved engine performance. The other core will be referred to as
the engine radiator or high temperature circuit (HTC) radiator. Even though the low temp aftercooling system
utilizes dual radiators mounted within a common frame, cooling system filling, venting, and deaeration functions
are usually via a common expansion tank, makeup line and fill location.
The performance of the 1-pump 2-loop system is critical to engine durability and performance. Inadequate
cooling system performance could cause loss of power, increased emissions, and possible engine damage. The
equipment manufacturer is responsible for the selection, design, and installation of the cooling system.
The mixing of the flows at the water pump allows the LTA radiator to share the engine heat load. This means
that the LTA radiator must be sized for the aftercooler heat rejection plus a portion of the engine heat rejection.
The water pump outlet temperature is a function of the engine return flow (quantity and temperature) and the
LTA return flow. Since the LTA loop operates at lower temperatures than the engine loop, the water pump
outlet temperature is higher than the LTA return temperature and lower than the engine return temperature.
One way to better understand this phenomena is to consider the LTA loop independently from the rest of the
system. Coolant leaves the water pump, flows through the LTA radiator and aftercooler, and then returns to
the pump. In this circuit, the capacity of the LTA radiator would be equal to the heat rejected to the coolant in
the aftercooler. However, if the temperature of the LTA coolant supply were raised, then the capacity of the
LTA radiator would have to be equal to the aftercooler heat load plus the amount of heat added to the coolant.
This is identical to what happens in a one-pump, two-loop cooling system. As the flows mix, the temperature
of one circuit is reduced while the temperature of the other circuit is increased. These characteristics of the
one-pump, two-loop cooling system mean that careful consideration must be given when sizing radiators.
To control water flow to the LTA radiator, an additional thermostat is used. The LTA thermostat regulates the
amount of coolant that is sent to the aftercooler radiator and the amount that is bypassed directly to the
aftercooler. The LTA thermostat bypass and LTA radiator flows mix prior to entering the aftercooler. Coolant
from the aftercooler is sent down the engine bypass tube to the water pump inlet. The major function of the LTA
section of the thermostat housing is to control the temperature of the coolant to the aftercoolers. While the flow to
the aftercooler is relatively constant, the temperature will climb during the warm-up period prior to the opening of
the engine HTC thermostats due to the blending feature of the LTA thermostat. Prior to the opening of the LTA
thermostat, warmed engine block coolant is recirculated through the aftercoolers. But when partially opened, the
LTA radiator coolant is blended until at LTA thermostat fully opened position when only the LTA radiator coolant is
circulated through the aftercoolers.

Cummins Confidential

AEB 24.30
Page 5 of 15

Coolant to the LTA radiator is plumbed via two connections on top of the thermostat housing. Both the LTA
radiator water inlet and outlet connections are located on top of the thermostat housing. Figure 2 shows the
QSK19 LTA radiator connections. For KV and N14 LTA vent locations and radiator connections, refer to the
appropriate installation diagrams.

Figure 2. QSK19 LTA Thermostat Housing

Proper venting must be provided for both the engine HTC and LTA circuits. LTA engines have additional vent
connections on the thermostat housing for this purpose. All vent lines must be routed so that there are no sags
or loops between the engine and radiator. Refer to the installation diagram for vent connection locations.

Cummins Confidential

AEB 24.30
Page 6 of 15

Guidelines for Radiator Sizing

For radiator package sizing and definition, heat rejection calculations must be made at both 77 oF ambient
condition and the Limiting Ambient Temperature (LAT) condition. Due to the thermostat opening temperatures
and coolant flow split, the LTA radiator rejects more heat at 77 oF condition than it does at LAT. The JW radiator
rejects more heat at the LAT condition than it does at 77 oF. Both the LTA radiator and JW engine radiator should
be sized by the larger heat rejection requirement accordingly.
If one does not size the LTA circuit accordingly one can expect to see higher IMT's as a result on a 25 oC day (ie.
> 65 oC). One may be able to trade off some LTA heat rejection capability by ensuring the running of lower delta P
across the Engine JW circuit or higher delta P across the LTA circuit. There will be some optimum balance of
delta P's that will allow achievement of the IMT target for lowest LTA heat rejection.
A sample calculation is shown for determining the heat load to be dissipated by the engine HTC and LTA
radiators. The data from the engine Datasheets or Table 1 below should be used for calculations as shown in the
example. Note that the system heat rejection rates out of the radiators may vary by +/- 10% based upon specific
restriction levels. For a system with different flow characteristics, follow the calculations to evaluate the heat
rejections for a specific application.
Table 1. Required Information for Calculation of Radiator Size
N14
1. Minimum aftercooler radiator coolant flow
(@ 77 F, rated speed, rated power)
2. Coolant temperature into the aftercooler
radiator (@ 77 F, rated speed rated power)
3. Maximum coolant temperature from the
aftercooler radiator (@ 77 F, rated speed
rated power)
Heat rejection required of the aftercooler
radiator (@ 77 F, rated speed rated power) calculated from the above parameters
4. Minimum aftercooler radiator coolant flow
with open thermostat (@ rated speed and
Maximum Engine Coolant Outlet Temperature)
5. Coolant temperature into the aftercooler
radiator at Maximum Engine Coolant Outlet
Temperature
6. Heat Rejection to Coolant (Dry Manifold)
7. Engine Coolant Flow @ 35 kPa (5.0 psi) DP
External Cooling Circuit Resistance

QSK19

1260hp

K1500E
1350hp

1450hp

88 gpm

88 gpm

88 gpm

88 gpm

175 F

175 F

174 F

173 F

K2000E

Data
Sheet
Data
Sheet

Data
Sheet
Data
Sheet

Data
Sheet

Data
Sheet

128 F

127 F

125 F

125 F

Rating
specific

Rating
specific

29862
btu/min

30497
btu/min

31133
btu/min

30497
btu/min

Data
Sheet

Data
Sheet

72 gpm

72 gpm

72 gpm

72 gpm

Data
Sheet
Data
Sheet
Data
Sheet

Data
Sheet
Data
Sheet
Data
Sheet

203 F
31157
btu/min
355
gpm

203 F
33770
btu/min
355
gpm

202 F
36063
btu/min
355
gpm

201 F
45878
btu/min
355
gpm

Cummins Confidential

AEB 24.30
Page 7 of 15

Example Calculation
NOTE: This calculation is based upon an external circuit restriction of 5psi. Applications approved to operate
beyond this limit must use the water pump curves to estimate coolant flow.
Sample QSK19 Data Sheet Information:
1. Minimum aftercooler radiator coolant flow (@ 77 F, rated speed, rated power) ............................ 22 GPM
2. Coolant temperature into the aftercooler radiator (@ 77 F, rated speed rated power) ..................... 174 F
3. Maximum coolant temperature from the aftercooler radiator
(@ 77 F, rated speed rated power) ................................................................................................... 121 F
4. Minimum aftercooler radiator coolant flow with open thermostat
(@ rated speed and maximum engine coolant outlet temperature) ................................................ 32 GPM
5. Coolant temperature into the aftercooler radiator at
maximum engine coolant outlet temperature ...... 197 F
6. Heat rejection to coolant (dry manifold) ........................................................................... 17,625 BTU/min
7. Engine Coolant Flow @ 35 kPa (5.0 psi) DP External Cooling Circuit Resistance.190 gpm
Size the LTA radiator:
1. Calculate the heat rejection required of the LTA radiator at 77F ambient, rated engine speed and load.
(Note: this can also be selected from Table 1 above for some applications). A sample calculation (using
items 1, 2, and 3 above) is as follows:
LTA radiator heat rejection (@77F, rated speed, rated load) QLTA
= m cp(Tin Tout )
= (value #1 above)x(specific heat of coolant)x(value #2 above value #3 above)
= 22GPM * 7.22 BTU/Gal-F * (174 F-121 F)
= 8,419 BTU/min
2. Select an LTA radiator that meets the above heat rejection requirement at 77F ambient design
conditions.
Size the engine radiator:
3. Define the overall cooling system limiting ambient temperature (LAT) required for the application.
4. Determine the heat rejection of the LTA radiator chosen above at limiting ambient conditions (LAT). For
this calculation, use the information for LTA radiator flow and maximum LTA radiator coolant inlet
temperature given at maximum engine coolant outlet temperature (items 4 and 5 above).
5. Calculate the heat rejection requirement of the engine radiator by subtracting the heat dissipated by the
LTA radiator (at LAT) from the total engine heat rejection (item 6 above).
6. Select an engine radiator that meets the above heat rejection requirements given the maximum top tank
temperature and Engine Coolant Flow @ 35 kPa (5.0 psi) DP External Cooling Circuit Resistance (item 7
above).
Select an engine radiator, LTA radiator, and fan air flow that satisfies the cooling requirements at both 77F
ambient and at limiting ambient conditions.

Cummins Confidential

AEB 24.30
Page 8 of 15

Installation Recommendations
Radiators
Typical applications have the LTA and Engine JW radiators in one package, oriented back to back. The LTA core
is usually mounted as a separate unit within the framework that supports both radiator cores. The LTA radiator
core MUST always be before the engine radiator core in the direction of cooling airflow (see Figure 3). As space
allows it is possible to mount the two radiators in a side by side position (see Figure 4).
Figure 3: Radiators mounted in Series

Engine JW Radiator
LTA Radiator

Figure 4: Radiators mounted in Parallel

Engine JW Radiator
LTA Radiator

In order to provide effective LTA cooling, a multiple-pass radiator will likely need to be incorporated. The coolant
pressure drop through the LTA radiator should be designed so that it does not exceed the maximum allowable
pressure drop given on the data sheet. The LTA core of a two-pass system is shown in Figures 5,6. It is assumed
that the low flow coolant enters half of the radiator at one end of the core, passes to the other end, and then
returns to the end where it entered. The top tank for this core will have a baffle, which causes all the flow to go
through only one half of the core to the bottom tank where the flow is then returned to the radiator outlet through
the remaining passages.
The radiator must have positive deaeration features either built into the top tank or in an auxiliary tank system as
shown in Figures 5, 6, 7 & 8.

Cummins Confidential

AEB 24.30
Page 9 of 15

Figure 5: Recommended 1P/2L Radiator Plumbing

Inlet from
engine

Vent line
from LTA
core

Vent hole
in baffle

Standpipe (2)
25mm (1in) Fill
make-up line

Inlet from
engine
LTA
Core

Engine JW
Radiator

Air Flow
Make-up line into
bottom tank or
line to engine
1 inch NPT Pipe Tee
Drain

Drain
Coolant to
engine

25mm (1in) Check swing valve

(one way flow into LTA core)

Figure 6: Recommended 1P/2L Radiator Plumbing

Standpipe

(2)
Engine vent
connection

Coolant Inlets from

Engine

Engine
Radiator

LTA
Core
Coolant Inlet
connection

Vent

Hole

Vent line from LTA

to Engine

Baffle

Radiator
Coolant Outlet
connection

Cummins Confidential

AEB 24.30
Page 10 of 15

Figure 7: Typical Radiator Deaerating Top Tank

Engine vent line
connection (above
coolant level)

Standpipe (2)
(core vent tubes
1/2 from tank

Tank large enough to provide

minimum drawdown and
expansion space.

top)

Radiator cap

Coolant inlets
(below baffle)

Fill line connection (into

bottom radiator tank or
to coolant pump inlet)

Top of
tubes

(core)
Figure 8: Horizontal Radiator Installation

Vent from
engine

Auxiliary
Tank
Fill line

Engine
Radiator

From
engine

Drain

Vent in baffle

LTA
Radiator

Check valve
(one way flow
into LTA)

Drain

Air Flow

Cummins Confidential

From LTA
Thermostat

AEB 24.30
Page 11 of 15

Appendix Detailed Coolant Flow (KV Engines)

The flow circuit diagrams are illustrated to demonstrate the coolant flow through the block, the aftercoolers, and
both radiators.
The coolant supplied by the single water pump flows through the engine oil coolers to regulate the engine oil
temperature. The coolant is then split into unequal portions as it leaves the oil coolers. The LTA loop receives
approximately 15% of the coolant sent from the oil coolers to the LTA thermostat. The Engine JW loop receives
the majority of the coolant, approximately 85%. This coolant is used to cool the main engine components. This
loop flows around the cylinder liners and cylinder heads before entering the engine JW thermostats.
During engine warm-up, both the JW and LTA thermostats are closed with initial cold engine (see Figure 9).
When the JW thermostats are closed, the flow is directed through the JW bypass system to the pump inlet. When
the LTA thermostat is closed, the flow is directed through the LTA bypass system to the aftercooler cores. The
flow from the aftercooler cores is directed to the coolant pump inlet via the thermostat bypass system where it
joins the larger main engine coolant flow.

Cummins Confidential

AEB 24.30
Page 12 of 15

Figure 9: Cold Engine with Both LTA and Engine JW Thermostats Closed

No coolant flow to
engine radiator
Engine JW Radiator

LTA

Main JW

Cylinder
Head

Cylinder
Head

Cylinder
Liner

Cylinder
Liner
Oil Coolers

Engine Coolant Pump

Cummins Confidential

Aftercooler Core

Main JW

Aftercooler Core

Out

Out

Thermostat
Housing

Bypass

Thermostats

Out

In

LTA Radiator

No coolant flow
to aftercooler
radiator

AEB 24.30
Page 13 of 15

The LTA thermostat begins to open at 66oC (150oF) and will fully open at 79oC (175oF). When the LTA
thermostats are open some of the flow is directed to the LTA radiator for cooling, and then flows to the
aftercoolers (see Figure 10). The flow from the aftercooler cores is directed to the coolant pump inlet via the
thermostat bypass system where it joins the larger main engine coolant flow. With the vee block cavity coolant
temperatures between 66o-79oC (150o-175oF) the aftercooler inlet coolant is a blend of cooled LTA radiator
coolant and warm coolant directly from the LTA thermostat.
Figure 10: Engine Circuit with LTA Thermostat Open and Engine JW Thermostats Closed

No coolant flow to
engine radiator
Engine JW Radiator

LTA

Main JW

Cylinder
Head

Cylinder
Head

Cylinder
Liner

Cylinder
Liner
Oil Coolers

Engine Coolant Pump

Cummins Confidential

Aftercooler Core

Aftercooler Core

Main JW

Out

Coolant flow to
Thermostat aftercooler radiator
Housing

Bypass

Out

Out

Thermostats

In

LTA Radiator

AEB 24.30
Page 14 of 15

The JW thermostats begins to open at 82oC (180oF) and will fully open at 94oC (202oF). When the thermostats
are open the flow is directed to the JW radiator for cooling, and then back to the water pump inlet (see Figure 11).
Figure 11: Engine Circuit with LTA Thermostat Open and Engine JW Thermostats Open

Coolant flow to
engine radiator
Engine JW Radiator

LTA

Coolant flow to
aftercooler radiator

Thermostat
Housing

Main JW

Cylinder
Head

Cylinder
Head

Cylinder
Liner

Cylinder
Liner
Oil Coolers

Engine Coolant Pump

Cummins Confidential

Aftercooler Core

Aftercooler Core

Main JW

Out

Bypass

Out

Ou
t

Thermostats

In

LTA Radiator

AEB 24.30
Page 15 of 15

Revision History
Change Date Change

Page(s)

Jan, 2003
May, 2004

All
All

New Document
Combined with AEB 90.32 and renamed AEB 24.30

Cummins Confidential