Aeb 02463

Application
Engineering
Bulletin
Title: This AEB is for the following applications:
Heavy Duty Fuel System – Industrial
Application Installation Requirements and Automotive Industrial Marine
Recommendations
G-Drive Genset
Filtration Emission Solutions

Date: 11 March 2015 Refer to AEB 9.01 for Safety Practices, AEB Number: 24.63
Guidelines and Procedures
Engine models included: Heavy Duty G-Drive and QSX Tier 4i. Tier 4F, Euro Stage IIIB, and Stage IV
Owner: Steve Beem Approver: per Procedure GCE-AS-1 Page 1 of 29
This AEB supersedes AEB 24.63 dated 26 March 2014.
The objective of this AEB is to present design guidelines, recommendations and requirements for the Heavy Duty
Fuel System for industrial applications. This bulletin should be used by OEM’s to assist in machine/vehicle design
but is not a substitute for validation of machine/vehicle systems.
This AEB covers the aspects of the heavy duty industrial fuel system installation which impact the performance
and durability of the engine fuel system. It does not include legal requirements of fuel tanks or design aspects
associated with fuel tank durability, which are the responsibility of the machine manufacturer.
Cummins Internal Use Only: This information is labeled per CORP-00-24-00-00.
Revision 04, 11 March 2015 Page 1 of 29 © Copyright 2019 Cummins Inc.

Heavy Duty Fuel System – Industrial Application Installation Requirements AEB 24.63
Table of Contents
1 Installation Requirements................................................................................................................................. 3
2 Recommendations ........................................................................................................................................... 6
3 Fuel System – General Discussion .................................................................................................................. 7
3.1 Introduction .............................................................................................................................................. 7
3.2 Fuel Supply System ................................................................................................................................ 7
3.2.1 Fuel Supply Restriction ....................................................................................................................... 7
3.2.2 Fuel Supply line Size, Routing and Support ........................................................................................ 8
3.2.3 Impact to the Engine if AEB Requirements are not met.................................................................... 10
3.2.4 Fuel Line materials ............................................................................................................................ 10
3.3 Fuel Filtration ......................................................................................................................................... 11
3.3.1 Filtration Matched to Engine and Fuel System Architecture ............................................................. 11
3.3.2 Filter Location .................................................................................................................................... 11
3.3.3 Filter Specifications ........................................................................................................................... 12
3.4 Fuel Tank Design .................................................................................................................................. 13
3.4.1 Fuel Tank Function ............................................................................................................................ 13
3.4.2 Fuel Tank Connections ..................................................................................................................... 14
3.4.3 Fuel Tank Expansion Space and Venting ......................................................................................... 16
3.5 Fuel Return System ............................................................................................................................... 17
3.5.1 Fuel Return Description ..................................................................................................................... 17
3.5.2 Fuel Return Restriction ...................................................................................................................... 17
3.5.3 Fuel Return Line construction ........................................................................................................... 18
3.5.4 Fuel Line Routing .............................................................................................................................. 18
3.6 Fuel Quality ........................................................................................................................................... 18
3.6.1 Fuel Compatibility and Engines with EGR and/or Exhaust Aftertreatment ....................................... 18
3.6.2 Special Circumstances ...................................................................................................................... 18
3.7 Fuel System Priming ............................................................................................................................. 19
3.7.1 Initial Startup ...................................................................................................................................... 19
3.8 Fuel Temperature Control ..................................................................................................................... 19
3.8.1 Fuel Cooler ........................................................................................................................................ 19
3.8.2 Cold Weather Operation .................................................................................................................... 19
3.8.3 Use of Arctic Fuel .............................................................................................................................. 20
3.9 Bulk Storage/Make-Up Tanks and Multiple Engine Installations .......................................................... 20
3.9.1 Multi-engine Fuel Line Routing Requirements .................................................................................. 20
3.9.2 Day Tanks – Fuel Supply .................................................................................................................. 21
3.10 High Capacity Refueling Systems ......................................................................................................... 21
4 Definitions ...................................................................................................................................................... 21
5 Reference Documentation ............................................................................................................................. 22
Appendix A XPI Fuel Systems: Fuel Supply & Return Line Restriction System Test ...................................... 23
1 Purpose of Test .............................................................................................................................................. 23
2 Required Equipment ...................................................................................................................................... 23
3 Testing Notes ................................................................................................................................................. 23
4 Test Procedure ............................................................................................................................................... 23
Appendix B Fuel Supply & Return Line Restriction System Test ..................................................................... 25
1 Purpose of Test: ............................................................................................................................................. 25
2 Required Equipment ...................................................................................................................................... 25
3 Testing Notes ................................................................................................................................................. 25
4 Test Procedure ............................................................................................................................................... 25
Appendix C OEM Fuel Supply and Return Connection Point ........................................................................... 28
Change Log ........................................................................................................................................................... 29

1 Installation Requirements
In order to obtain Cummins concurrence with an Industrial application fuel system:
Fuel Supply Restriction
1. Restriction: Maximum Fuel Supply: The complete fuel supply system, including any optional equipment
such as fuel heaters or fuel filter arrangements, must meet the “Maximum Fuel Supply Restriction at Pump
Inlet - With Clean Fuel Filter Element(s) at Maximum Fuel Flow” on the Engine Data Sheet per the test
procedure at the end of this document. Valid measurements can be made under worst case operating
conditions (such as a cooling or dynamometer test) or by generating maximum fuel pump flow.
See Section 3.2.1 Fuel Supply Restriction
Fuel Supply, Lines, and Filters
2. Fuel Line Routing: For all industrial applications, lines should be routed such that fuel could not leak onto
hot piping under any operating conditions.
See Section 3.2.2 Fuel Supply line Size, Routing and Support
a. On engines equipped with a Diesel Particulate Filter (DPF), fuel lines should be routed at least 5
cm (2 in) away from the DPF and all hot piping between the turbo and DPF.
3. Fuel Lines Material Requirements: The materials used in the supply and return hoses must not degrade
after long term exposure to fuel oil, engine oil, and water.
See Section 3.2.4 Fuel Line materials
4. Fuel Lines Cleanliness Standards: Cleanliness standards for engines with XPI common rail fuel systems
require Cummins-supplied fuel lines to be used if the engine is equipped with a remote mount fuel filter.
The lines cannot be shortened or modified in any way.
a. If the OEM desires a different line length, a VPCR will be required to add a new fuel line option.
See Section 3.3.2 Filter Location
5. Cummins-supplied fuel lines for remote mount fuel filters must conform to SAEJ517 requirements for
minimum bend radius. For lines on QSX 11.9 and QSX 15 fuel systems, these minimum radii are 165 mm
for -10 supply hose and 100 mm for -8 return hose.
See Section 3.3.2 Filter Location
6. Fuel Filter Requirements: Supply fuel must be filtered with the filter supplied with the engine or filters
which meet the same fuel filtration and water separation requirements.
1. Stage I, suction side filtration must have a maximum of 7 micron filter element at 98.7%
efficiency as per SAE J1985.
See Section 3.3.3 Filter Specifications

Fuel Tanks
7. Fuel Tank Legal/Emission Requirements for all industrial applications: The machine fuel tank must meet
all legal requirements.
See Section 3.4.1 Fuel Tank Function
a. US EPA Tier 4i, Tier 4F, EU Stage IIIB, EU Stage IV engines require ultra low sulfur diesel fuel
(ULSD) to be emissions compliant. Operators must be notified to fill the fuel tank only with ULSD.
A clearly visible label is required near the machine fuel tank fill. For US EPA Tier 4i, Tier 4F, EU
Stage IIIB, EU Stage IV diesel engines (as specified in EPA 40 CFR 1039.135 and 40 CFR
1039.104), operator notification labels must read: “ULTRA LOW SULFUR FUEL ONLY.”
8. Fuel Tank Water Drain Requirements: The fuel tank must have provisions to periodically drain water and
sediment from the tank.
See Section 3.4.1 Fuel Tank Function
9. Fuel Tank Fuel Return Location: The return must be separated from the supply connection in the tank by
a minimum of 305 mm (12 in).
a. For QSX common rail fuel system (XPI), the fuel return flow from the engine must enter the tank
below the minimum fuel level.
See Section 3.4.2 Fuel Tank Connections
10. Fuel Tank Expansion Space Requirement: There must be a minimum of 5% expansion space above the
full level of the tank.
See Section 3.4.3 Fuel Tank Expansion Space and Venting
11. Fuel Tank Vent Filter Requirements: The tank vent must be adequately filtered or protected to prevent
fuel contamination by dust, debris and liquids.
a. A fuel tank air vent filter of 10 micron at 98.7% efficiency or better is required.
12. Fuel Tank Vent Capability: A vent which meets the minimum fuel tank vent capability requirement given
on the Engine Data Sheet is required.
General Requirements
13. Maximum Fuel Drain Restriction: The fuel return system must not exceed the “Maximum Fuel Drain
Restriction (total head)” on the Engine Data Sheet when tested per the appropriate test procedure. See
the test procedures in the appendices for your specific engine.
See Section 3.5.2 Fuel Return Restriction
14. Fuel Compatibility: Fuel compatibility for Cummins engines is documented in Cummins Fuel Service
Bulletin 3379001.
a. Tier 4i, Tier 4F, EU Stage IIIB, and EU Stage IV engine systems equipped with exhaust after
treatment must operate on ultra-low sulfur diesel (ULSD) with a maximum sulfur content of 15
ppm in the United States and 10 ppm in the EU.
See Section 3.6.1 Fuel Compatibility and Engines with EGR and/or Exhaust Aftertreatment.

15. The OEM process for Fuel System priming during vehicle assembly for all QSX 15/11.9 engines must be
reviewed to ensure the on-engine compucheck fittings are not used as vacuum priming ports.
See Section 3.7.1 Initial Startup.
16. Fuel Supply Temperature: The fuel supply to the engine must not exceed the “Maximum Fuel Inlet
Temperature” on the Engine Data Sheet.
See Section 3.8 Fuel Temperature Control
17. Fuel Heater Requirements: If the machine is equipped with fuel heaters, these heaters must be self-
regulating, thermostatically controlled, or integrated into the heating system so that fuel heating is
eliminated in warmer weather.
See Section 3.8.2 Cold Weather Operation
18. Multi-engine Fuel Lines Routing Requirements: Separate return lines must be provided for each engine
in a multiple-engine installation. Also, the return lines must not be plumbed with the return or supply fuel
of any other engines.
See Section 3.9.1 Multi-engine Fuel Line Routing Requirements
Day Tanks
19. Day Tanks Fuel Supply: Valves must be used to control and shut off make-up flow to prevent overfilling
of Day Tank(s).
See Section 3.9.2 Day Tanks – Fuel Supply
20. Day Tanks Fuel Filters: Fuel filters must be used in transfer lines between bulk tank/make-up tank and
Day Tank(s).
21. Day Tanks Fuel line routing: Transfer piping must not be capable of siphoning fuel from Day Tank(s).
22. Fuel Tank Rapid Refuel Device Requirement: If a rapid refuel device is used, check valves are required
at the engine fuel inlet and fuel drain.
See Section 3.10 High Capacity Refueling Systems

2 Recommendations
1. Fuel Supply Restriction: If the supply restriction is found to be excessive, all components in the fuel supply
system should be examined to determine the source of the excessive restriction. Restriction
measurements can be taken at various points in the fuel supply system to determine component
restrictions.
2. Fuel Supply: To minimize restriction in the fuel supply system use an adequate line size, reduce the
number of fittings, and place the tank at the same height as the engine.
3. Fuel Filtration: In cases where a “water in fuel” sensor is not required, Cummins recommends that they
be used.
4. Fuel Filtration: For fuel with high contaminant levels (Exceeding Cleanliness code 18/16/13 per ISO 4406)
or fuels other than #2 diesel, additional fuel filtration or additives may be required.
5. Remote Filters: The optimum mounting elevation is between the fuel tank full level and the injectors.
Remote filters should be mounted so as to reduce the potential for contamination of the system during
filter change. The remote fuel filter head should incorporate a check valve to minimize loss of fuel in the
line between the filter head and engine as well as between the filter head and the tank when the filter is
changed.
6. Fuel Tank Design: Locate the lowest edge of the pickup tube no less than 25 mm (1 in) above the bottom
of the tank to allow space for condensate and dirt to collect. The end of the drop tube should be cut on
opposite sides at 45 degree angles in order to form a pointed end.
7. Fuel Tank Filler Neck: The fuel tank filler neck and fuel cap are typically elevated above the surface of the
tank to lessen debris entry when the cap is removed. It is recommended to use a safety chain for the fuel
cap if it is not hinge type to further reduce debris entry into the tank.
8. Fuel Return System: Fuel return lines should be routed on the machine to protect them from hazards, and
supported to allow sufficient flexibility so that the motion of the engine in the mounts does not kink or
damage the line or fittings.
9. Fuel Return Lines: All fuel wetted O-rings and seals used in fuel hoses, lines, and fittings should be of a
fluorocarbon FKM material as defined in ASTM D1418 to ensure a leak-free system.
10. Fuel System: Supply and return lines should be routed as directly as possible from the tank to the engine,
avoiding both upward and downward loops. Upward loops can act as air traps, which can cause erratic
engine operation, and downward loops can act as water traps, which can freeze and block fuel flow.
11. Fuel Temperature Control: If the fuel heater is plumbed into the heater circuit, it should be plumbed
downstream of the heater core. Care should be taken to prevent excessive restriction, which may reduce
heater performance.
12. Adequate clearance for scheduled maintenance should also be considered when selecting the mounting
location of the suction side filter. In order to service the filter, the installation should allow access to the
filter and means to re-prime the fuel system.
13. Fuel Supply Restriction: If the supply restriction is found to be excessive, all components in the fuel supply
system should be examined to determine the source of the excessive restriction. Restriction
measurements can be taken at various points in the fuel supply system to determine component
restrictions.
14. Fuel Lines Materials: The nylon lines should have a 1 mm wall thickness. A 2 mm thick Santoprene
coating should then be applied to the lines, which provides a flame retardant coating and also provides
abrasion resistance. Always seek supplier recommendations for temperature and environmental
considerations. This material shall only be used on the suction side of the fuel system.

15. Improved Service Interval: Fuel filter change intervals can be increased and the engine fuel system can
be better protected if a more capable Stage I fuel filter is used. For extended service intervals a 5 micron
Stage I fuel filter that has the following characteristics is recommended: NanoNet™ media with Beta
Ratio (filtration efficiency) rating of ß5(C)=75 (such as Short Industrial Pro® FH2390000 Series and filter
part number FS53015). When used in place of the 7 micron Stage I filter, this technology may increase
the Stage II service interval to 500 hours or 6 months. This technology will also provide additional
protection to the engine fuel system from debris in fuel. See Cummins Inc service documentation for the
latest details.
3 Fuel System – General Discussion
3.1 Introduction
The engine fuel system is generally made up of a lift pump, fuel pump, pressure side filter (Stage II), and injectors.
These components determine the quantity and timing of the fuel delivered to each engine cylinder and generate
the high fuel injection pressures necessary to promote efficient combustion with low emissions. The fuel system
contains components which are machined to very tight tolerances and depend on the fuel to provide cooling and
lubrication and injection timing control in XPI system.
The machine fuel system generally includes a fuel pickup in the fuel tank, tank vent filter, check valve, suction
side filter (Stage I), and hoses and fittings connecting to the engine. This system may also include shutoff valves,
fuel warmers, and additional fuel filters. The machine fuel system must deliver fuel to the engine within the
temperature and pressure or restriction limits on the Engine Data Sheet to allow the fuel system to operate
correctly and the engine to produce rated power output. The engine fuel filter and water separator condition the
fuel supply to protect the internal components of the fuel pump and injectors from damage due to debris or water.
The heavy duty XPI fuel system’s component life is maximized by supplying fuel which meets an ISO 18/16/13
particle count level or better per ISO Standard 11171, to the Cummins two stage fuel filtration system. The fuel
supply strategy includes OEM installed fuel tank air vents filtered to at least a 10 micron level at 98.7% efficiency,
to avoid adding suspended, hard, fine particles to the fuel.
3.2 Fuel Supply System

3.2.1 Fuel Supply Restriction
Requirement 1 Restriction: Maximum Fuel Supply: The complete fuel supply system, including any optional
equipment such as fuel heaters or fuel filter arrangements, must meet the “Maximum Fuel Supply Restriction at
Pump Inlet - With Clean Fuel Filter Element(s) at Maximum Fuel Flow” on the Engine Data Sheet per the test
procedure at the end of this document. Valid measurements can be made under worst case operating
conditions (such as a cooling or dynamometer test) or by generating maximum fuel pump flow.
See
Requirement Background: Excessive fuel inlet restriction may result in reduced fuel filter service life, low power,
surging, dump valve faults and/or engine fueling control faults.
The fuel supply system transfers fuel from the fuel tank(s) to the engine fuel system inlet. This system generally
includes a fuel pickup in the fuel tank, and lines and fittings connecting to the engine. This system may also include
shutoff valves, fuel filters, fuel warmers, and water separators.
The complete fuel supply system, including any optional equipment such as fuel heaters or additional fuel filter
arrangements, must meet the “Maximum Fuel Supply Restriction at Pump Inlet - With Clean Fuel Filter Element(s)
at Maximum Fuel Flow” on the Engine Data Sheet. To minimize restriction in the fuel supply system, use an
adequate line size, reduce the number of fittings, and place the tank at the same height as the engine. If the supply

restriction is excessive, examine all components in the fuel supply system to determine the source of the excessive
restriction.
Restriction measurements can be taken at various points in the fuel supply system to determine component
restrictions.
To make a valid measurement for fuel supply and return restriction, one of the following maximum fuel flow
conditions must be met:
1. Absolute maximum fuel flow per the engine’s inlet restriction service procedure.
2. Absolute maximum fuel flow based on a worst case duty cycle or operating point.
Either test condition above is acceptable. Both conditions are allowed because it can be difficult to replicate a
worst case duty cycle for some machines.
Note: The maximum fuel level in the tank may be higher than the actual fill point due to thermal expansion of the
fuel.
When the machine fuel tank is located so that fuel level is below the fuel inlet point, use the vertical distance in
the calculation of fuel supply restriction. Also, use provisions to prevent the engine from losing prime during
storage for fuel pumps without internal check valves.
3.2.2 Fuel Supply line Size, Routing and Support
Requirement 2 Fuel Line Routing: For all industrial applications, lines should be routed such that fuel could not
leak onto hot piping under any operating conditions.
Requirement 2a On engines equipped with a Diesel Particulate Filter (DPF), fuel lines should be routed at least
5 cm (2 in) away from the DPF and all hot piping between the turbo and DPF.
Requirement Background: Proper routing reduces the risks if leaks occur in the system.
Fuel supply lines should be routed on the machine to protect them from hazards, and supported to allow sufficient
flexibility so that the motion of the engine in the mounts does not kink or damage the line or fittings. Fuel lines on
US EPA Tier 4i, Tier 4F, EU Stage IIIB, and EU Stage IV machines with a Diesel Particulate Filter (DPF) must be
routed at least 5 cm (2 in) away from the DPF and all piping between the turbo and DPF. Lines should be routed
such that fuel could not leak onto hot piping under any operating conditions. Supply lines should be routed as
directly as possible from the tank to the engine, avoiding both upward and downward loops. Upward loops may
act as air traps, causing erratic engine operation. Downward loops may act as water traps, which can freeze and
block fuel flow. See 0 for recommended line routing. The height measured from the bottom of the pickup tube to
the OEM connection point at the low pressure pump should be no greater than 1 m (3 ft). This reduces the head
pressure, improving the low pressure pump’s priming capabilities.

Figure 1 Recommended Filter Mounting and Fuel Line Routing Practice
Fuel inlet fittings on the engine are sized to be compatible with typical fuel line sizes on the engine. It may be
necessary to use larger fuel lines if the fuel tank is located a long distance from the engine or if the fuel supply
system includes high restriction components. It is not recommended to use disproportionately large lines with
small inlet fittings (eg. 1 in. hose with ¼ inch fitting). See Table 1 for general fuel line size recommendations.
Table 1 General fuel line size recommendations for lines shorter than 3 m (10 ft)
Fuel Flow Rate (Mass) Fuel Flow Rate Fuel Supply Fuel Return
(Volume)
Low kg/hr High kg/hr Low L/hr High L/hr Flex Hose Flex Hose Flex Hose Flex Hose
(lb/hr) (lb/hr) (GPH) (GPH) Size ID mm (in) Size ID mm (in)
0 (0) 91 (200) 0 (0) 107 (28) No. 6 9.5 (0.375) No. 6 9.5 (0.375)
91 (201) 147 (325) 107 (28) 174 (46) No. 8 12.7 (0.500) No. 6 9.5 (0.375)
148 (326) 317 (700) 174 (46) 374 (99) No. 10 15.9 (0.625) No. 8 12.7 (0.500)
318 (701) 514 (1134) 374 (99) 606 (160) No. 10 15.9 (0.625) No. 10 15.9 (0.625)
515 (1135) 739 (1630) 606 (160) 871 (230) No. 12 19.1 (0.750) No. 10 15.9 (0.625)
740 (1631) 996 (2196) 871 (230) 1173 (310) No. 12 19.1 (0.750) No. 12 19.1 (0.750)
996 (2197) 1317 (2905) 1174 (310) 1552 (410) No. 16 25.4 (1.000) No. 12 19.1 (0.750)
1318 (2906) 1960 (4322) 1552 (410) 2309 (610) No. 20 31.8 (1.250) No. 16 25.4 (1.000)
1961 (4323) 2956 (6518) 2309 (610) 3482 (920) No. 24 38.1 (1.500) No. 20 31.8 (1.250)

3.2.3 Impact to the Engine if AEB Requirements are not met

Meeting clean system inlet restriction requirements is critical to engine performance in service as well as a factor
in service interval of the fuel filter. As restriction increases in service there is a corresponding loss of the flow
through the injection pump and increase fuel tank fuel temperature (increase in fuel injection pump outlet fuel
temperatures) for certain fuel systems.
As inlet restriction increases beyond the dirty filter limit, entrained air in the fuel will begin to expand and become
a large percentage, by volume, of the fuel being delivered to the injection pump. This is inherent on the suction
side of any diesel fuel delivery system. When entrained air expands under increasing negative pressures, the
mass flow of fuel is reduced dramatically. Under these conditions injection pump fuel outlet temperatures will
increase sharply and customers may experience low power, surging, hard to start engines, fuel pump damage,
and fuel system fault codes.
3.2.4 Fuel Line materials
Requirement 3 Fuel Lines Material Requirements: The materials used in the supply and return hoses must not
degrade after long term exposure to fuel oil, engine oil, and water.
Requirement Background: Fuel line leaks, flaking and increased restriction impacting reliability may result if not
followed.
All fuel line materials must be compatible with fuel oil, capable of continuous operation from - 40 °C (-40 °F) to
100 °C (212 °F), does not degrade, swell, or deform under 500 mm Hg (20 in Hg) vacuum, resist kinking when
bent, and resist abrasion. Copper or zinc must not be used in any fuel carrying lines. It is recommended that all
fuel wetted O-rings and seals used in fuel hoses, lines, and fittings be of a fluorocarbon FKM material as defined
in ASTM D1418 to ensure a leak-free system. Exposure to fuels with different aromatic content may cause the
non-fluorocarbon O-rings and seals to shrink, which may result in air intrusion and a minor fuel leak.
Example: Exposing such O-rings and seals to low sulfur fuel and then changing to ultra-low sulfur fuel (which has
a lower aromatic content). See AEB 24.20 for more more information on fuel line selection.
Zinc in the form of galvanize or passivate coatings must not be used on any fuel lines, tanks or fittings. The zinc
reacts with the fuel to form flakes which can clog injectors and fuel filters. Copper tubing must not be used for fuel
lines as it work-hardens/age-hardens and is then prone to cracking, creating fuel or air leaks.
Fuel lines that are resistant to electrostatic discharge are required. Electrostatic discharge can cause fuel leaks
under certain conditions. Fuel lines with a braided outer covering that do not have a braided inner lining are not
accepted. The following recommendations are from CES 98148:
• All steel braided hose that shall conform to SAE J517, 100R14 Type B. This type of hose has a conductive
inner lining, and prevents fuel leaks from the hose due to pinholes caused by static discharge.
• Acceptable Nylon materials are PA 11-PHLY and PA 12- PHLY (reference DIN 73378). This material is advised
for suction side fuel systems and where the peak operating temperatures are below 115 °C (240 °F). The nylon
lines should have a 1 mm wall thickness. A 2 mm thick Santoprene coating should then be applied to the lines
which provides a flame retardant coating and also provides abrasion resistance. Seek supplier
recommendations for temperature and environmental considerations. This material shall only be used on
suction side fuel systems.

3.3 Fuel Filtration

3.3.1 Filtration Matched to Engine and Fuel System Architecture
The fuel filter/water separator options are engineered to provide filtration and water separation performance to
protect the engine fuel system from damage throughout the life of the engine. Filtration requirements for each
engine configuration are largely dependent on the type of fuel system employed. It is essential to understand the
design and operation of on-engine fuel system components before any fuel system-related application work is
done. Necessary fuel system information for each engine configuration can be found in the mechanical technical
package. In many cases, a water in fuel (WIF) sensor is part of all US EPA Tier 4i, Tier 4F, EU Stage IIIB, and EU
Stage IV engine fuel systems and Cummins recommends that all other engines use these fuel filter/water
separator options.
The Cummins suction side filter (Stage I) has been engineered to provide filtration and water separation
performance to protect the engine fuel system from damage. Cummins requires that this suction side filter be used
with the engine.
If the customer desires other features such as fuel heating, clear water collection bowls, or larger filter capacity,
optional filters are available from Cummins Filtration which provide these features. Some engines may require a
prefilter upstream of the lift pump. See the respective engine technical package for more details.
3.3.2 Filter Location
Requirement 4 Fuel Lines Cleanliness Standards: Cleanliness standards for engines with XPI common rail fuel
systems require Cummins-supplied fuel lines to be used if the engine is equipped with a remote mount fuel filter.
The lines cannot be shortened or modified in any way.
Requirement Background: Reliability issues including injector failures may result if cleanliness requirements are
not followed.
For the fuel systems listed above, if the OEM desires a different line length, a Value Package Change Request
(VPCR) will be required to add a new fuel line option.
Requirement 5 Cummins-supplied fuel lines for remote mount fuel filters must conform to SAEJ517
requirements for minimum bend radius. For lines on QSX 11.9 and QSX 15 fuel systems, these minimum radii
are 165 mm for -10 supply hose and 100 mm for -8 return hose.
Requirement Background: Following these requirements prevents kinks and premature wear of the lines.
If a chassis-mounted (remote mounted) fuel filter will be used, avoid mounting locations with excessive vibrations
as filtration efficiency reduces with excessive vibration. The optimum mounting elevation is between the fuel tank
full level and the injectors. Mounting a remote filter below the full level of the fuel tank increases the potential for
fuel spillage during filter change. Mounting a fuel filter high above the engine creates an upward plumbing loop
which can act as an air trap and should be avoided unless the fuel tank is above the filter. Mount remote filters so
as to reduce the potential for contamination of the system during filter change. The remote fuel filter head should
incorporate a check valve to minimize loss of fuel in the line between the filter head and engine as well as between
the filter head and the tank when the filter is changed. See Figure 1.

3.3.3 Filter Specifications
Requirement 6 Fuel Filter Requirements: Supply fuel must be filtered with the filter supplied with the engine or
filters which meet the same fuel filtration and water separation requirements.
Requirement 6a Stage I, suction side filtration must have a maximum of 7 micron filter element at 98.7%
efficiency as per SAE J1985.
Requirement Background: Reliability issues including injector failures may result if OEM supplied fuel filters do
not meet the same requirements as factory supplied fuel filters.
Cummins US EPA Tier 4i, Tier 4F, EU Stage IIIB, and EU Stage IV engines designed with EGR emission control
devices and equipped with an XPI (Cummins) High Pressure Common Rail fuel system must use the Cummins
filter supplied with the engine (or equivalent) and a remotely mounted suction side filter (Stage 1). The Stage I
filter may be OEM or Cummins supplied but must have WIF sensor and drain valve. Below are the specifications
for an OEM supplied Stage I filter:
1. A Stage 1 filter rated at a maximum of 7 micron with 98.7% efficiency using ISO A2 test dust per SAE
J1985 Fuel Filters - Single Pass Efficiency Test Methods. Refer to ISO11171 for more information on
micron size calibration.
2. The filter must have a minimum contaminant capacity to reach the filter change interval as outlined in the
Operation and Maintenance manual for the engine.
3. The filter must be capable of removing 95% (or more) of emulsified water per SAE J 1488 Emulsified
Water/ Fuel Separation Test Procedure.
4. WIF sensor must meet the specifications as defined in AEB 15.79 (OEM Components) if connected to the
Electronic Control Module (ECM).
5. Must be capable of meeting the above specifications at the maximum fuel flow as published on the Engine
Data Sheet.
6. Return fuel location to the fuel tank(s) below fuel level in the tank.
7. If either filter is remotely mounted, vibration should be minimized.
Fuel filter change intervals can be increased and the engine fuel system can be better protected if a more capable
Stage I fuel filter is used. For extended service intervals a 5 micron Stage I fuel filter that has the following
characteristics is recommended: NanoNet™ media with Beta Ratio (filtration efficiency) rating of ß5(C)=75 (such
as Short Industrial Pro® FH2390000 Series and filter part number FS53015). When used in place of the 7 micron
Stage I filter, this technology may increase the Stage II service interval to 500 hours or 6 months. This technology
may also provide additional protection to the engine fuel system from debris in fuel. See Cummins Inc service
documentation for the latest details.
When a day tank is incorporated into the fuel system, include a fuel filter in the line between the main tank and
the day tank. This prevents dirt from lodging under the float valve, which may prevent the valve from closing.
Some Cummins engines can be used with certain light fuels when they incorporate the use of a fuel filter with a
lubricity enhancing additive. Refer to AEB 74.14 “Slow Release Lubricity Additive Fuel Filter Technical Package”
for more information.
Caution: If non-Cummins filters are to be used with the engine, they must meet the same filtration and water
separation requirements in order to adequately protect the fuel system. Cummins does not warrant fuel system
failures resulting from inadequate filtration or water separation resulting from the use of an inadequate filter or
water separator.

3.4 Fuel Tank Design

3.4.1 Fuel Tank Function
Requirement 7 Fuel Tank Legal/Emission Requirements for all industrial applications: The machine fuel tank
must meet all legal requirements.
Requirement 7a US EPA Tier 4i, Tier 4F, EU Stage IIIB, EU Stage IV engines require ultra low sulfur diesel fuel
(ULSD) to be emissions compliant. Operators must be notified to fill the fuel tank only with ULSD. A clearly
visible label is required near the machine fuel tank fill. For US EPA Tier 4i, Tier 4F, EU Stage IIIB, EU Stage IV
diesel engines (as specified in EPA 40 CFR 1039.135 and 40 CFR 1039.104), operator notification labels must
read: “ULTRA LOW SULFUR FUEL ONLY.”
Requirement Background: Failing to follow these instructions when installing a certified engine in a piece of
nonroad equipment violates federal law, subject to fines or other penalties as described in the Clean Air Act.
Requirement 8 Fuel Tank Water Drain Requirements: The fuel tank must have provisions to periodically drain
water and sediment from the tank.
Requirement Background: Reliability issues including Injector failures may result if water and sediments are not
periodically purged from the fuel tank.
The machine fuel tank acts as a fuel reservoir and has a secondary function of cooling the fuel. All fuel tank
materials must be compatible with fuel oil, capable of continuous operation from -40 °C (-40 °F) to 100 °C (212
°F), and resist abrasion. Aluminum or protected steel (phosphate or terneplate) are acceptable tank materials.
Galvanized steels must not be used for the tank or any fittings since the coating reacts with diesel fuel to form
flakes which can clog filters and damage fuel system components. If the tank is welded, clean weld spatter or slag
from the tank before machine installation.
The various features of a fuel tank are shown in Figure 2. The basic components are fuel supply and return
connections, filler neck, fuel level sending unit, and vent and drain ports. The machine fuel tank must meet all
legal requirements in addition to the requirements outlined in this section. This includes new labeling requirements
for machines equipped with US EPA Tier 4i, Tier 4F, EU Stage IIIB, and EU Stage IV engines.
Tier 4 machines requiring ULSD must have compliant operator notification. A clearly visible label is required near
the machine fuel tank fill. For diesel engines specified in EPA 40 CFR 1039.135 and 40 CFR 1039.104, labels
must read: “ULTRA LOW SULFUR FUEL ONLY.” Failing to follow these instructions when installing a certified
engine in a piece of nonroad equipment violates federal law, subject to fines or other penalties as described in the
Clean Air Act.
Fuel tanks must include a drain to allow periodic and convenient removal of water or other contaminants from the
tank. A pipe plug is not recommended for this because it would rarely be used and skill is required to drain the
contaminants without losing excessive amounts of fuel. Cummins recommends the use of a well or settling basin
for the drain area in order to concentrate the contaminants.

Figure 2 Typical Fuel Tank Design Features
3 4
1 1. Fuel Return 10L and greater
(non HPCR systems)
6 5 2. Expansion Space
2 3. Vent
4. Raised Fuel Filler
5. Extended Fill Neck
6. Optional vent hole (if no vent
filter required)
9 8 7. Water and Sediment Drain
8. Fuel Supply
7 9. Fuel Return below 10L
displacement and HPCR 10L
10 and greater
10. 305 mm (12 in) minimum
3.4.2 Fuel Tank Connections
Requirement 9 Fuel Tank Fuel Return Location: The return must be separated from the supply connection in
the tank by a minimum of 305 mm (12 in).
Requirement 9a For QSX common rail fuel system (XPI), the fuel return flow from the engine must enter the
tank below the minimum fuel level.
Requirement Background: Following these requirements prevents aeration and excessive heating of the supply
fuel.
The fuel supply connection is typically located on the side of the tank near the bottom, or on the top of the tank
with a drop tube used to pick up fuel near the bottom of the tank. Locate the lowest edge of the pickup tube no
less than 25 mm (1 in) above the bottom of the tank to allow space for condensate and dirt to collect. If a drop
tube is used, it must be well supported to prevent cracking due to vibration in service. The drop tube assembly
must be completely airtight to prevent aeration of the fuel supply. The end of the drop tube should be cut on
opposite sides at 45 degree angles in order to form a pointed end. This end will be less likely to be clogged by
debris in the fuel tank. See Figure 3 for a simple graphic of this cut.

Figure 3 Fuel Supply Tube End Cut
End of
supply
tube in
tank
Two sides cut at 45°

angle, reduces blockage
The fuel return connection is also typically on the top or side of the tank, and returns fuel near the bottom of the
tank. The fuel systems used on various Cummins engines have unique requirements which impact the design of
the fuel return system. See Figure 4.

Figure 4 Fuel return connection recommendations
A B
A: Recommended
B: Acceptable
C D C: Unacceptable
D: Unacceptable
For heavy-duty Tier 4 engines above 10 L displacement, the fuel return flow from the engine must enter the tank
below the minimum fuel level in the tank. It is necessary to design the fuel tank so that any air entrained in the
return fuel will not enter the supply fuel flow. Adding a baffle may further improve the removal of entrained air.
Aeration can also be reduced by returning the flow at a low angle against the inside of the tank above fuel level.
If both fuel supply and return are desired below the fuel level in the tank, care must be taken to prevent aeration
of the supply fuel to the engine.
The fuel return should be located at least 305 mm (12 in) from the fuel supply to allow mixing of the warm return
fuel in the tank.
3.4.3 Fuel Tank Expansion Space and Venting
Requirement 10 Fuel Tank Expansion Space Requirement: There must be a minimum of 5% expansion space
above the full level of the tank.
Requirement Background: Expansion space eliminates fuel overflow during normal thermal expansion.

Requirement 11 Fuel Tank Vent Filter Requirements: The tank vent must be adequately filtered or protected to
prevent fuel contamination by dust, debris and liquids.
Requirement 11a A fuel tank air vent filter of 10 micron at 98.7% efficiency or better is required.
Requirement Background: Reliability issues including injector failures may occur as the result of contamination by
dust, debris and liquids if the vent is not filtered properly.
Requirement 12 Fuel Tank Vent Capability: A vent which meets the minimum fuel tank vent capability
requirement given on the Engine Data Sheet is required.
Requirement Background: Fuel tank pressurization may result if not followed.
The fuel filler neck and fuel cap are typically elevated above the surface of the tank to lessen debris entry when
the cap is removed. It is recommended to use a safety chain for the fuel cap if it is not hinge type to further reduce
debris entry into the tank. The filler neck is either located slightly below the top of the tank or includes an extension
into the tank to provide 5% of the tank volume above the full level for expansion space.
The fuel tank vent limits tank pressurization due to the expansion of the fuel or the entry of air in the return fuel.
Refer to the Engine Data Sheet for vent flow values. It is also important to locate the vent and fuel inlet cap such
that water cannot enter the tank. Tank vent filters with a maximum of 10 micron element at 98.7% efficiency are
required on all Heavy Duty Tier 4 industrial applications as described in Cummins Fuel Service Bulletin 3379001.
For applications that operate in excessively dusty or dirty environments, a 3 micron tank vent filter is
recommended.
There are several types of tank vent filters available from suppliers like Cummins Filtration, Wiggins, Donaldson
and Vescor that are capable of filtering air entering the tank vent to eliminate particles of size 10 micron or higher
at 98.7% efficiency. A fuel filter that is rated to less than 10 micron can also be used as a tank vent breather when
mounted upside down and connected to the tank vent. Cummins Filtration can help custom develop a solution for
this purpose. See your Cummins Application Engineer for recommendation.
3.5 Fuel Return System

3.5.1 Fuel Return Description
The fuel return system transfers the fuel from the return fitting on the engine to the fuel tank. This system generally
includes the line from the return fitting to the fuel tank. This system may also include a fuel cooler, fuel shutoff
valve(s), a check valve, and a drop tube in the tank.
3.5.2 Fuel Return Restriction
Requirement 13 Maximum Fuel Drain Restriction: The fuel return system must not exceed the “Maximum Fuel
Drain Restriction (total head)” on the Engine Data Sheet when tested per the appropriate test procedure. See
the test procedures in the appendices for your specific engine.
Requirement Background: Excessive drain line restriction can result in low power, hot start knock and unstable
idle
The complete fuel return system, including any optional hardware, must meet the “Maximum Fuel Drain Restriction
(total head)” on the Engine Data Sheet. Design the fuel return system to minimize the line length between the
engine and tank, use an adequate line size (see Table 1) and fitting size, and minimize restriction of additional
components such as balancing valves, shutoff valves, and coolers.
The fuel return to the fuel tank must be located to prevent warming and aeration of the fuel supply. See Section
3.5.4 Fuel Line Routing for more information.

If the machine fuel tank is located so that the maximum fuel level is at or above the level of the engine cylinder
head gasket, some engine fuel systems can allow fuel to enter an engine cylinder by flowing through the fuel lines
and an injector after engine shutdown. If fuel enters an engine cylinder, it may cause a hydraulic lock upon startup
resulting in severe engine damage. To prevent this problem, check valves are required in the fuel supply and
return lines on engines with open nozzle fuel systems.
3.5.3 Fuel Return Line construction

Fuel return line construction in Industrial equipment is commonly high quality rubber lined and fabric reinforced,
or nylon. All materials used in return lines must be compatible with fuel oil, capable of continuous operation from
-40 °C (-40 °F) to 120 °C (250 °F), does not degrade or deform up to 2500 mm Hg (100 in Hg) internal pressure,
resist kinking when bent, and resist abrasion. The line material must not degrade after long term exposure to fuel
oil, engine oil, and water.
It is recommended that all fuel wetted O-rings and seals used in fuel hoses, lines, and fittings be of a fluorocarbon
FKM material as defined in ASTM D1418 to ensure a leak-free system. Exposure to fuels with different aromatic
content may cause the non-fluorocarbon O-rings and seals to shrink, which might result in air intrusion or a minor
fuel leak.
Example: Exposing such O-rings and seals to low surfur fuel and then changing to ultra-low sulfur fuel (which has
a lower aromatic content).
Refer to AEB 24.20 for more information on fuel line material, construction, and selection.
3.5.4 Fuel Line Routing

Fuel return lines should be routed on the machine to protect them from hazards, and supported to allow sufficient
flexibility so that the motion of the engine in the mounts does not kink or damage the line or fittings. Fuel lines on
US EPA Tier 4i, Tier 4F, EU Stage IIIB, EU Stage IV engines machines with a DPF must be routed at least 5 cm
(2 in) away from the DPF and all piping between the turbo and DPF. Return lines should be routed as directly as
possible from the tank to the engine, avoiding both upward and downward loops. Upward loops may act as air
traps, causing erratic engine operation. Downward loops can act as water traps, which can freeze and block fuel
flow. See 0.
3.6 Fuel Quality

3.6.1 Fuel Compatibility and Engines with EGR and/or Exhaust Aftertreatment
Requirement 14 Fuel Compatibility: Fuel compatibility for Cummins engines is documented in Cummins Fuel
Service Bulletin 3379001.
Requirement Background: Performance issues may result if the proper fuel is not used.
Failure to do so may permanently damage engine and aftertreatment systems within a short period of time. This
damage could cause the engine to become inoperable and affect the warranty coverage on the engine system.
Supply fuel must meet standards defined in Service Bulletin 3379001 “Fuels for Cummins Engines.”
Detailed recommendations on fuel properties are contained in Cummins Bulletin 3379001 “Fuels for Cummins
Engines”.
3.6.2 Special Circumstances

For fuel with high contaminant levels, additional fuel filtration may be required. Please see your Cummins
Application Engineer (AE) to receive and review further details or access www.quickserve.cummins.com.

3.7 Fuel System Priming

QSX engines may have the electric lift pump option installed; otherwise they require the priming of the fuel system
to be done by pre-filling the suction and pressure side filters manually. Filters should be pre-filled with fuel on the
inlet (dirty) filter side to prevent potential contamination of the fuel system components. This is especially critical
for the on engine pressure side fuel filter. The on engine pressure side filter service part is available with a special
diverter cap to facilitate successfully pre-filling it from the inlet side.
3.7.1 Initial Startup

During the initial startup of the engine at the vehicle assembly plant, it is important to properly prime the fuel
system. Although the engine is delivered with a primed fuel system to the vehicle assembly plant, the vehicle fuel
lines are not. This will cause the fuel system to lose its prime.
To prime the system, connect a vacuum pump to the suction side filter housing or in OEM fuel supply side prior
to the OEM connection point (See 0). Recommended max vacuum, to prevent supply hoses from deforming or
collapsing, is 20 in Hg. Pull fuel through the fuel system until the suction side fuel filter is partially filled with fuel
and there is a solid stream of fuel flowing through the vacuum line. The priming system/device must have a means
to catch the overflow fuel. The overflow fuel can be routed back to the fuel tank if possible. To prevent unfiltered
fuel from entering the clean side of the fuel system, on engine supplied compucheck ports for all QSX 15/11.9
engines must not be used as vacuum priming ports. For compucheck ports located on the Fuel Filter Head for
2010 QSX 15L, refer to Engine schematic in Appendix C. For compucheck ports located on the Low Pressure
Pump Outlet and the Fuel Filter Head for 2010 QSX 11.9L, refer to Engine schematic in Appendix C.
If the engine is equipped with an on-engine electric priming pump it is recommended to vent the engine fuel system
at the quick disconnect fitting at the pressure side filter head inlet. The vent overflow can be routed back to the
fuel tank or into a vented container. Cycle the keyswitch every 2 minutes (to power the electric priming pump) until
fuel appears in the chassis mounted fuel filter housing and a solid stream of fuel flows out of the vent.
Another common method of priming the fuel system during vehicle assembly is to attach a vent line to the engine
fuel inlet and apply slight pressure to the fuel tank, pushing fuel into the engine. In order to avoid damaging of fuel
system components, no more than 69 kPa (10 psi) pressure should be applied to the fuel tank to prime the system.
3.8 Fuel Temperature Control

3.8.1 Fuel Cooler
Requirement 16 Fuel Supply Temperature: The fuel supply to the engine must not exceed the “Maximum Fuel
Inlet Temperature” on the Engine Data Sheet.
Requirement Background: Fuel system performance and durability may be compromised if not followed.
Please refer to AEB 24.07 “Fuel Cooling – Industrial Applications Installation Recommendations” and the specific
engine technical package.
3.8.2 Cold Weather Operation
Requirement 17 Fuel Heater Requirements: If the machine is equipped with fuel heaters, these heaters must
be self-regulating, thermostatically controlled, or integrated into the heating system so that fuel heating is
eliminated in warmer weather.
Requirement Background: Fuel system performance and durability may be compromised if not followed.
Wax crystals begin to form in diesel fuel when the fuel reaches the cloud point temperature, and the fuel will no
longer flow when it reaches the pour point temperature. Wax crystals in cold fuel clog fuel lines, fittings, and filters.
A variety of fuel warming devices are available to prevent this problem, including electrically heated fuel filter
heads, coolant fuel heaters, and electrically heated fuel lines.

These devices are effective at controlling fuel waxing problems by warming fuel in cold weather, but must be
disabled so they do not heat the fuel in warm weather and contribute to warm fuel problems. Fuel supply
temperatures above the recommended limit cause engine power loss and can shorten life of injectors and other
fuel system components.
To avoid problems with fuel heaters warming fuel in warm weather, all fuel heaters used on Cummins engines
must be thermostatically controlled, self regulating, or manually regulated by the heater control. The thermostat
or regulating feature must stop heating the fuel when the fuel temperature at the heater reaches a maximum of
30 °C (85 °F). A fuel temperature rise of 1.1 °C (2 °F) or less through the fuel heater at fuel temperatures above
30 °C (85 °F) is acceptable.
Electric fuel heaters typically use a thermostatic sensor to shut off any fuel heating when warm fuel is sensed.
Some electric fuel line warmers have a higher resistance at higher fuel temperatures, which practically eliminates
any fuel heating at warmer fuel temperatures.
Fuel heaters which use coolant to heat fuel may either use a thermostat to shut off coolant flow at higher fuel
temperatures, or can be plumbed into the heater circuit so the coolant flow is shut off to the fuel heater when the
heater is shut off in warmer weather. Plumbing the fuel heater into the heater circuit is only effective if heater
controls shut the coolant off to the heater core when the heater controls are moved to “off.” A machine which
continuously flows coolant through the heater core must use thermostatically controlled fuel heaters rather than
plumbing them into the heater circuit.
If the fuel heater is plumbed into the heater circuit, it should be plumbed downstream of the heater core, and care
should be taken to prevent excessive restriction which can reduce heater performance. The system may also
contain a pressure relief or bypass valve to prevent excessive fuel drain restriction in cold climates. Inlet restriction
should be tested with the heater in the system.
3.8.3 Use of Arctic Fuel

If arctic fuel (very low pour point) is used for cold weather operation, it must only be used according the the
guidelines in service bulletin #3379001 (Fuels for Cummins Engines). Lubricity, thermal stability, and Cetane
index of this fuel varies and must be verified to be in accordance with the requirements in bulletin #3379001.
Refer to service bulletin #3379009 (Operation of Diesel Engines in Cold Climates) for more information.
3.9 Bulk Storage/Make-Up Tanks and Multiple Engine Installations

Some applications, typically generator-drive, use multiple engines with a common bulk fuel tank. These systems
may also include individual day tanks for each engine. In some instances, this type of arrangement may be used
for Industrial applications. Some requirements of these types of systems are listed below.
3.9.1 Multi-engine Fuel Line Routing Requirements
Requirement 18 Multi-engine Fuel Lines Routing Requirements: Separate return lines must be provided for
each engine in a multiple-engine installation. Also, the return lines must not be plumbed with the return or supply
fuel of any other engines.
Requirement Background: This requirement may help prevent the pressurizing of a non-running engine return line
to the point that reverse flow occurs and excessive fuel is pumped into a cylinder, potentially resulting in hydraulic
lock upon startup.
Separate return lines must be provided for each engine in a multiple-engine installation. Also, the return lines
must not be plumbed with the return or supply fuel of any other engines. This requirement will help prevent the
pressurizing of a non-running engine return line to the point that reverse flow occurs and excessive fuel is pumped
into a cylinder, potentially resulting in hydraulic lock upon startup. It also helps prevent pressurizing the return
line to the point that there is no delta pressure from the engine to the manifold, resulting in no return fuel flow. Oil
dilution by fuel can also result from this situation if the engine is allowed to sit for a long duration (for example:
standby generator drive, water pump, and snow making equipment).

3.9.2 Day Tanks – Fuel Supply
Requirement 19 Day Tanks Fuel Supply: Valves must be used to control and shut off make-up flow to prevent
overfilling of Day Tank(s).
Requirement Background: The use of valves prevents over filling of day tanks.
Requirement 20 Day Tanks Fuel Filters: Fuel filters must be used in transfer lines between bulk tank/make-up
tank and Day Tank(s).
Requirement Background: The use of filters ensures cleanliness of the fuel supply.
Requirement 21 Day Tanks Fuel line routing: Transfer piping must not be capable of siphoning fuel from Day
Tank(s).
Requirement Background: This requirement minimizes potential priming issues.

Refer to the G-drive AEB 70.28 “Generator-Drive HPI-TP & PT Fuel System Installation Requirements” for more
detailed information on bulk storage/make-up tanks and multiple engine systems.
3.10 High Capacity Refueling Systems

Requirement 22 Fuel Tank Rapid Refuel Device Requirement: If a rapid refuel device is used, check valves are
required at the engine fuel inlet and fuel drain.
Requirement Background: Check valves prevent over pressurizing the engine.

Increases in mobile equipment and engine size has generated a need for larger fuel tanks. Refueling equipment
has evolved to minimize the downtime and labor associated with fueling. Rapid refuelling systems can fill at rates
of up to 1100 liters/min (300 US gal/min).
There are several types of high capacity fueling systems available, with Wiggins being popular for mining and
locomotive applications. Care should be taken that the high capacity fueling system does not generate pressures
in excess of the Engine Data Sheet values during or after fueling. Check valves are required at the fuel inlet and
drain if these systems are to be used in order to prevent engine cylinder(s) from being filled with fuel during the
refueling operation.
Installation requirements from the high capacity fueling system manufacturer should be followed.
4 Definitions
Term Definition
Must This is used to indicate a mandatory practice or requirement.
Shall This is used to indicate a mandatory practice or requirement.
Should This is used to indicate a strongly recommended practice.
May Indicates guidance only. A practice that can be deviated from.
Recommendation A good design practice.
Requirement Must be met to in order to obtain Cummins concurrence.
Locomotive An engine used for pulling cars, such as a train.

FKM Fluoroelastomers that contain vinylidene fluoride as a monomer.

DPF Diesel Particulate Filter
DOC Diesel Oxidation Catalyst
AFC Air Fuel Control
ULSD Ultra Low Sulfur Diesel
CAPS Cummins Accumulator Pump System
WIF Water in Fuel
IFSM Integrated Fuel System Module
ECM Electronic Control Module
5 Reference Documentation
AEB /
Document
Number Title
3379001 Fuels for Cummins® Engines – Service Bulletin
3379009 Operation of Diesel Engines in Cold Climates
AEB 24.07 Fuel Cooling Systems Industrial Applications Installation Recommendations
Hose Material and Hose Connection Design Requirements and
AEB 24.20
Recommendations
AEB 70.23 Fuel System Requirement for Emergency Generator Sets
AEB 70.28 Generator Drive HPI-TP & PT Fuel System Installation Requirements
AEB 74.14 Slow Release Lubricity Additive Fuel Filter Technical Package

Appendix A XPI Fuel Systems: Fuel Supply & Return Line Restriction
System Test
1 Purpose of Test
Excessive restriction in the fuel supply or return lines can affect engine performance and cause damage to the
fuel pump. This test is used to confirm that the restrictions in the machine do not exceed Cummins limits for a
clean fuel filter.
2 Required Equipment
• Pressure/vacuum gauge scaled to read at least 500 mm Hg (+/-20 in Hg).
• Fittings to the fuel supply and return lines (ST-434-1 for #8 line, ST-434-2 for #10 line). Some engines have
dedicated compucheck fittings for measuring restriction.
• Thermocouple
• Engine speed sensor
• Clean fuel filter
3 Testing Notes
• Fuel supply and return restriction will be measured with the engine at rated speed with load on the engine.
• All thermocouples must be installed with the sensing tip in the fluid being measured, not touching any
metallic surface.
• Any fittings that are added to the fuel line should have the same inner diameter as the fuel line to reduce
measurement error.
• The worst case for fuel supply line restriction is with the fuel tank near empty. Restriction measurements
will be adjusted to account for this worst case situation.
4 Test Procedure
1. Install a clean fuel filter and fittings on the supply and return as necessary.
2. Install any optional fuel system hardware such as remote fuel filter/water separators, shut off valves
or fuel heating devices. If the equipment has any optional fuel tank locations, the fuel tank location
which requires the longest supply/return lines should be tested.
3. Insert a thermocouple in the fuel tank. Run the engine at loaded condition until the temperature
stabilizes. Record the temperature.
Fuel tank temperature at stable condition: °C/°F
4. Attach a pressure/vacuum gauge through suitable fittings to the fuel supply line as close to the engine
as possible or to the fuel supply restriction fitting on the engine if applicable.
5. Mount the pressure/vacuum gauge above or at the same elevation as the point on the engine or fuel
line where the hose to the gauge is attached. Hosing should be routed to avoid trapping fluid in the
hose.

6. With load on the engine, slowly ramp up engine speed until you reach rated speed and load. Hold
this speed until the restriction value stabilizes. Record the fuel supply restriction.
Fuel supply line restriction at rated speed and load mm Hg/in Hg (uncorrected)
7. If the fuel level in the tank was not near empty, the measured fuel supply restriction should be
corrected with the following formula:
SAE: Measured fuel supply restriction (in Hg) + [Fuel level in tank above the near empty level (in) *
0.0613] = Corrected fuel supply restriction (in Hg)
OR
METRIC: Measured fuel supply restriction (mm Hg) + [Fuel level in tank above the near empty level
(m) * 62.4] = Corrected fuel supply restriction (mm Hg)
If the fuel level in the tank was more than near empty, the corrected restriction will be higher than
measured. Record the corrected value.
Fuel supply line restriction at rated speed and load (corrected for worst case – fuel at near empty):
mm Hg/in Hg
8. Attach a pressure/vacuum gauge through suitable fittings to the fuel return line as close to the engine
as possible or to the fuel return restriction fitting on the engine if applicable.
9. Mount the pressure/vacuum gauge above or at the same elevation as the point on the engine or fuel
line where the hose to the gauge is attached. Hosing should be routed to avoid trapping fluid in the
hose.
10. Repeat steps 5 and 7, measuring and recording the return line restrictions.
Fuel return line restriction at rated speed and load: mm Hg/in Hg
11. Does the fuel system meet the fuel cooling guidelines as defined on the engine curve and datasheet?
Yes/No
12. Has all testing been run with the most restrictive set of options available on the machine?
Yes/No

Appendix B Fuel Supply & Return Line Restriction System Test

Alternative to duty cycle based testing for common rail fuel systems
This is an alternative process to typical duty cycle fuel restriction measurements that are taken during an
IQA. If the machine cannot be taken to full load, worst case duty cycle or a worst case operating point, this
procedure allows a restriction value to be measured. An orificed test line can be installed off the low pressure
fuel supply system to generate maximum fuel flow for the fuel inlet and return restriction.
1 Purpose of Test:
Excessive restriction in the fuel supply or return lines can affect engine performance and cause damage to the
fuel pump. This test is used to confirm that the restrictions in the machine do not exceed Cummins limits for a
clean fuel filter.
2 Required Equipment
• Orificed diagnostic test line, 1.09 mm/0.043 in.
• 5 gallon bucket for test line outflow.
• Pressure/vacuum gauge scaled to read at least +/-20 500 mm Hg (in Hg).
• Fittings to the fuel supply and return lines (Two ST-434-1 Tee adaptors for #8 line, One ST-434-2 for
#10 line). Some engines have dedicated compucheck fittings for measuring restriction.
• Thermocouple
• Engine speed sensor
• Clean fuel filter
3 Testing Notes
A correct size orificed diagnostic test line must be connected for the test to be valid.
• The test line creates maximum fuel flow through the pump by simulating high fuel system demand.
• Fuel supply and return restriction will be measured with the engine at rated speed with no load on
the engine per the service procedure.
• All thermocouples must be installed with the sensing tip in the fluid being measured, not touching any
metallic surface.
• Any fittings that are added to the fuel line should have the same inner diameter as the fuel line to
reduce measurement error.
• The worst case for fuel supply line restriction is with the fuel tank near empty. Restriction
measurements will be adjusted to account for this worst case situation.
4 Test Procedure
1. Install a clean fuel filter.
2. Insert a thermocouple in the fuel tank
3. Attach a pressure/vacuum gauge through suitable fittings to the fuel supply line (via ST-434-2) as close to
the engine as possible and two ST-434-1 Tee fittings in series before the OEM return line. The restriction
gauge will be installed on the Tee fitting closest to the OEM line. See Figure 1.

Figure 1: Service tools and fittings
ST 434 -1, 2 Adapter (No. 8, 10 Hose)
Attachment point at fuel supply line Tee fitting before OEM return line
4. Install any optional fuel system hardware such as remote fuel filter/water separators, shutoff valves or fuel
heating devices. If the equipment has any optional fuel tank locations, the fuel tank location which requires
the longest supply/return lines should be tested.
5. Mount the pressure/vacuum gauge above or at the same elevation as the point on the engine or fuel line
where the hose to the gauge is attached. Hosing should be routed to avoid trapping fluid in the hose.
6. Install the orificed diagnostic test line on the fuel filter inlet compucheck on the engine and return the fuel
flow to a Tee fitting closest to the engine (upstream) of the second fuel return Tee (ST-434-1). Measure
fuel restriction only at the second Tee. See Figure1.
7. With no load on the engine, slowly ramp up engine speed until you reach rated speed. Hold this speed
until the temperature and restriction value stabilizes. Record the fuel temperature and supply restriction.
Fuel tank temperature at high idle, no load: °C/°F
Fuel supply line restriction at rated speed, no load (uncorrected): mm Hg/in Hg
8. If the fuel level in the tank was not near empty, the measured fuel supply restriction should be corrected
with the following formula:
SAE: Measured fuel supply restriction (in Hg) + [Fuel level in tank above the near empty level (in) *
0.0613] = Corrected fuel supply restriction (in Hg)

OR
METRIC: Measured fuel supply restriction (mm Hg) + [Fuel level in tank above the near empty level
(m) * 62.4] = Corrected fuel supply restriction (mm Hg)
If the fuel level in the tank was more than near empty, the corrected restriction will be higher than
measured. Record the corrected value.
Fuel supply line restriction at rated speed, no load, corrected for worst case, fuel at near empty:
mm Hg/in Hg
9. Repeat Record the fuel return line restrictions. Fuel return line restriction at rated speed, no load:
mm Hg/in Hg
Optional: Fuel return line restriction at operating speed, no load: mm Hg/in Hg
10. Does the fuel system meet the fuel cooling guidelines as defined on the engine curve and datasheet?
Yes/No
11. Has all testing been run with the most restrictive set of options available on the machine?
Yes/No

Appendix C OEM Fuel Supply and Return Connection Point
Figure 1: 11.9 L, Industrial Application
Vent location for OEM
Figure 2: 15 L, Industrial application, with priming pump
Vent for OEM priming

Change Log
Revision Date Author Description Page(s)

04 11Mar15 Steve Beem Added text “(non HPCR systems)” and “and HPCR 10L 14
and greater”.
03 26Mar14 Steve Beem Deleted text old requirement 2 “Fuel System Protection: 3, 8
Check Valve Requirements: For overhead tank
applications check valves must be installed in the fuel
supply and return lines.”
Added text “Improved Service Interval: Fuel filter change 7, 12
intervals can be increased and the engine fuel system
can be better protected if a more capable Stage I fuel
filter is used. For extended service intervals a 5 micron
Stage I fuel filter that has the following characteristics is
recommended: NanoNet™ media with Beta Ratio
(filtration efficiency) rating of ß5(C)=75 (such as Short
Industrial Pro® FH2390000 Series and filter part
number FS53015). When used in place of the 7 micron
Stage I filter, this technology may increase the Stage II
service interval to 500 hours or 6 months. This
technology will also provide additional protection to the
engine fuel system from debris in fuel. See Cummins
Inc service documentation for the latest details.”
Deleted text “If the machine fuel tank is located so that the 8
maximum fuel level is at or above the level of the engine
cylinder head gasket, some engine fuel systems can
allow fuel to enter an engine cylinder by flowing through
the fuel lines and an injector after engine shutdown. If
fuel enters an engine cylinder, it may cause a hydraulic
lock upon startup which can result in severe engine
damage. For cylinder tank applications check valves
must be installed in the fuel supply and return lines to
prevent filling a cylinder with fuel during shutdown
period.
02 08July13 Steve Beem Re-formatted to the standard template. All
01 06Oct11 Uma Checked G-Drive in the header. 1
Ramadorai Removed the requirement for AEB 70.28. 3
Removed the words “without priming pump” from 11.9L 18
figure.
00 23Sep11 Uma Created AEB to address fuel system installation All
Ramadorai requirement for HD Tier 4 Industrial applications

Aeb 02463

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Application

Filtration Emission Solutions

Owner: Steve Beem Approver: per Procedure GCE-AS-1 Page 1 of 29

This AEB supersedes AEB 24.63 dated 26 March 2014.

Cummins Internal Use Only: This information is labeled per CORP-00-24-00-00.

Revision 04, 11 March 2015 Page 1 of 29 © Copyright 2019 Cummins Inc.

Cummins Internal Use Only: This information is labeled per CORP-00-24-00-00.

Revision 04, 11 March 2015 Page 2 of 29 © Copyright 2015 Cummins Inc.

Fuel Supply Restriction

Fuel Supply, Lines, and Filters

See Section 3.3.2 Filter Location

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Revision 04, 11 March 2015 Page 3 of 29 © Copyright 2015 Cummins Inc.

See Section 3.4.2 Fuel Tank Connections

See Section 3.4.3 Fuel Tank Expansion Space and Venting

See Section 3.4.3 Fuel Tank Expansion Space and Venting

See Section 3.5.2 Fuel Return Restriction

Cummins Internal Use Only: This information is labeled per CORP-00-24-00-00.

Revision 04, 11 March 2015 Page 4 of 29 © Copyright 2015 Cummins Inc.

See Section 3.7.1 Initial Startup.

See Section 3.8 Fuel Temperature Control

See Section 3.8.2 Cold Weather Operation

See Section 3.9.1 Multi-engine Fuel Line Routing Requirements

See Section 3.9.2 Day Tanks – Fuel Supply

See Section 3.9.2 Day Tanks – Fuel Supply

See Section 3.9.2 Day Tanks – Fuel Supply

See Section 3.10 High Capacity Refueling Systems

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Revision 04, 11 March 2015 Page 5 of 29 © Copyright 2015 Cummins Inc.

Cummins Internal Use Only: This information is labeled per CORP-00-24-00-00.

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3 Fuel System – General Discussion

3.2 Fuel Supply System

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Revision 04, 11 March 2015 Page 7 of 29 © Copyright 2015 Cummins Inc.

3.2.2 Fuel Supply line Size, Routing and Support

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Revision 04, 11 March 2015 Page 8 of 29 © Copyright 2015 Cummins Inc.

Figure 1 Recommended Filter Mounting and Fuel Line Routing Practice

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Revision 04, 11 March 2015 Page 9 of 29 © Copyright 2015 Cummins Inc.

3.2.3 Impact to the Engine if AEB Requirements are not met

3.2.4 Fuel Line materials

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Revision 04, 11 March 2015 Page 10 of 29 © Copyright 2015 Cummins Inc.

3.3 Fuel Filtration

3.3.2 Filter Location

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Revision 04, 11 March 2015 Page 11 of 29 © Copyright 2015 Cummins Inc.

3.3.3 Filter Specifications

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Revision 04, 11 March 2015 Page 12 of 29 © Copyright 2015 Cummins Inc.

3.4 Fuel Tank Design

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Revision 04, 11 March 2015 Page 13 of 29 © Copyright 2015 Cummins Inc.

Figure 2 Typical Fuel Tank Design Features

3.4.2 Fuel Tank Connections

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Revision 04, 11 March 2015 Page 14 of 29 © Copyright 2015 Cummins Inc.

Figure 3 Fuel Supply Tube End Cut

Two sides cut at 45°

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Revision 04, 11 March 2015 Page 15 of 29 © Copyright 2015 Cummins Inc.