Centriguard Training

Centriguard™
Centriguard™ Products and

the Lube System
Target Audience and Opportunity
The target audience includes:

Aftermarket sales personnel,
OEM Sales personnel,
Marketing support personnel, specifically Customer and
Technical Assistance.
2
Introduction
Centriguard™ products represents a new opportunity for sales

growth in most regions in the Americas, EMEA and
Asia/Pacific.
The student will be introduced to these products and

opportunities and realize a level of proficiency that will enable
them to be successful in sales and market support.
3
Content/Objectives
1. To understand the basics of diesel engine operation.
2. To understand the combustion process as it relates to emissions and
contamination.
3. To understand the types and effects of contamination.
4. To understand the increases and effects of contamination levels in
modern diesel engines.
5. To understand the current and future challenges facing fleets.
6. To understand the process of centrifuge by-pass filtration.
7. To understand the 3 types of centrifuge filtration.
8. To understand Fleetguard’s product offerings.
9. To understand installation and service requirements of Fleetguard’s
Centriguard™ products
10. To understand the competitive centrifuge products available.
11. To understand market opportunities for Fleetguard’s Centriguard™
products for first fit applications.
12. To understand how to get more information on Fleetguard’s
Centriguard™ products.
4
Objective 1:
To understand the basics of
diesel engine operation.
Objective 1: To understand the basics of diesel engine
operation.
A diesel engine is a type of

internal combustion engine,
invented in the 1890’s by
Rudolf Diesel.
6
operation.
Diesel engines are similar in

appearance to gasoline engines
and have many of the same
components.
Diesel engines have one or more
cylinders, (typically 4, 6 or 8) and
can have as many as 16 in some
configurations.
A cylinder refers to a combustion
chamber and also relates to the
number of pistons.
7
operation.
Pistons inside the cylinders are

connected to the crankshaft by
connecting rods.
As the pistons move up and
down in their cylinders they
cause the crankshaft to rotate.
8
operation.
The crankshafts rotational force

is carried by a transmission to a
drive shaft, which causes
wheels, tracks, pumps or other
components to rotate, depending
on application.
9
operation.
Most modern diesel engines use

a four stroke-cycle, which means
the piston makes four
consecutive up and down
movements to complete one
total cycle.
Cylinder
Piston
Crankshaft
10
operation.
The piston’s first stroke,

downward, draws air Air
into the cylinder.
Piston traveling
down draws in air.
11
operation.
The piston’s second stroke,

going up, compresses the air in
the cylinder. Cylinder/air
temperature then rises. Fuel is
injected near the end of this
stroke.
Piston traveling up,

compressing air.
12
Objective 1: To understand the basics of diesel engine Fuel
operation.
Fuel is injected, ignited by the

hot air and the power stroke
begins. This is the third piston
stroke where the piston travels
downward, causing the
crankshaft to rotate.
Piston traveling down,

rotating crankshaft.
13
Objective 1: To understand the basics of diesel engine Exhaust
operation.
On the final fourth stroke,

the piston travels upward,
forcing the exhaust from the
cylinder through the open
exhaust valves.
The exhaust is made up of
the byproducts of the
burning fuel/air mixture.
Piston traveling up,

forcing exhaust gases
from cylinder.
14
operation.
Many components work in

unison to ensure correct
engine operation.
15
operation.
The crankshaft holds the

connecting rod and piston in
place, rotates and transfers
energy to the transmission.
Crankshaft
16
operation.
The connecting rod joins the

piston to the crankshaft.
Connecting rod
17
operation.
The piston compresses the air in

the cylinder and transfers the
power back to the crankshaft. It
is also used to force the exhaust
from the cylinder.
Piston
18
operation.
The valves open and close to

allow air into the cylinder, and
let the exhaust out.
The timing of the valves’
opening and closing is
controlled by a camshaft, and
is integral to the operation of
the engine.
Valves
19
operation.
Fuel injectors deliver the fuel to

the cylinder.
The fuel injection pump and
injectors controls the timing and
amount of fuel to be delivered.
Injector
20
operation.
All the moving components in

the engine are lubricated, cooled
and cleaned by the engine oil.
Harmful contamination can
cause wear in these lubricated
parts shortening engine life and
increasing operating costs.
21
operation.
A diesel engine compresses air

inside the cylinders to extreme
pressures. The engine block,
pistons, connecting rods,
crankshaft and other
components must be stronger
than those of a gasoline engine.
The diesel engine uses
compression generated heat in
the cylinder to ignite the fuel and
is therefore referred to as a
compression ignition engine.
Diesels tend to be heavier and
more expensive to manufacture.
22
operation.
However, diesel engines are

more efficient and less
expensive to operate than
gasoline powered engines, partly
because diesel fuel costs less.
Diesels consume less fuel as
diesel fuel has higher energy
and emits fewer harmful waste
products.
23
Objective 2:
To understand the
combustion process as it
relates to emissions and
contamination.
Objective 2: To understand the combustion process as it
relates to emissions and contamination.
The diesel engine uses

compression generated heat in
the cylinder to ignite the fuel and
is therefore referred to as a
compression ignition engine.
25
Diesel fuel is the key energy

source for the diesel engine.
While the correct amount and
timing of diesel fuel injection
provides efficient power, the fuel
itself has several other key roles.
26
Diesel fuel, made up primarily of

hydrogen and carbon and
impurities such as sulfur, has
several different roles which
includes:
– Cooling
– Lubricating
– Cleaning
– Power source
27
As the power source, the fuel is

introduced to the hot air in the
engine’s cylinder.
28
Air temperatures of between

850°F and 1,000°F will ignite
diesel fuel and it will burn rapidly.
29
The ignited fuel causes a rapid

expansion of hot air that
forcefully pushes the piston
downward. Again, this is the third
stroke, or power stroke of a
piston’s cycle.
Piston moves
rapidly down.
30
The fourth stroke moves the

piston up, forcing the exhaust
into the atmosphere.
Piston moves up to
force exhaust out.
31
Air, primarily nitrogen, oxygen,

and carbon dioxide, mixes with
the diesel fuel which is primarily
carbon, hydrogen and sulfur,
during the combustion process.
The exhaust is made up of the
byproducts of this combustion
event.
32
Some of the exhaust byproducts,

or emissions are not harmful
such as:
– Water
– Carbon dioxide
33
Some of the exhaust byproducts,

or emissions are harmful to
humans and the environment.
These include:
– Carbon monoxide (CO)
– Nitrogen oxides (NOx)
– Sulfur dioxide (SO2)
– Hydrocarbons
– Particulate matter (PM)
– Volatile Organic Compounds
(VOC)
– Ozone (O3)
34
All the moving components in

the engine are lubricated, cooled
and cleaned by the engine oil.
The cylinder, or liner, has a
microscopic film of oil that allows
the piston to travel up and down
freely.
The combustion byproducts, or
exhaust emissions collect on this
film of oil.
....
Cylinder Ring Piston
.... .
... .
. .. .
..
35
The piston rings perform two

functions:
– Seal the combustion
chamber/cylinder during
combustion.
– Cleans the cylinder wall of
emission and combustion by-
products, or contamination.
Rings clean
cylinder
36
The rings clean the cylinder

walls of contamination, and
deposit it into the engine
lubricating oil.
Contamination into the oil
37
Objective 3:
To understand the types
and effects of
contamination.
Objective 3: To understand the types and effects of
contamination.
Contamination of the lube oil

consists primarily of two
categories.
– Organic
– Inorganic
39
contamination.
Organic contamination consist of

the byproducts of combustion
which includes:
– unburned fuel
– Fuel resin/deposits
– Solvents
– Soot (hard carbon particulate)
The above is known as Sludge.
40
contamination.
Sludge is a mass of
contamination that increases in
quantity in the engine oil as the
engine runs.
Sludge has a density similar to
that of oil.
41
contamination.
Organic contamination leads to

increased oil viscosity –
impeding the oil’s ability to flow.
Excessive organic contamination
can lead to plugging of oil filters.
42
contamination.
Increased oil viscosity can have

many adverse effects including:
– Reduced oil flow, especially at
engine start up.
– Lack of lubrication to
components.
– Contributes to the wear in the
engine.
– Adversely effects fuel economy.
43
contamination.
Inorganic contamination
includes:
– Dirt
– Dust
– Wear metals
– Gasket material
– Core sand (residue from the
sand core used to cast the
engine block)
– Spent oil additives
44
contamination.
Inorganic contamination,
commonly referred to as dust, is
primarily responsible for wear in
the engine.
45
contamination.
Engine oil plays an important

role in dealing with both Organic
and Inorganic contamination in
addition to:
– Providing lubrication
– Cooling of components
– Cleaning of components
– Sealing of components
46
contamination.
Engine oil keeps the

contamination in suspension,
enabling it to pass through the
system without causing many
problems.
Engine oil has these basic
properties:
– Lubricity: to provide lubrication
– Anti wear agents: to reduce wear
– Corrosion inhibitors: to reduce
corrosion by neutralizing acids
– Dispersants: to keep particulate,
including soot, in suspension so they
don’t harm the engine.
47
Objective 4:
To understand the
increases and effects of
contamination levels in
modern diesel engines.
Objective 4: To understand the increases and effects of
contamination levels in modern diesel engines.
Organic contamination is a
direct result of the byproducts
of the combustion process.
Extended service intervals on
engine lube systems relates
to more accumulation of
organic contamination.
Changes in engine designs
that have been necessary to
reduce harmful emissions will
also increases soot levels.
49
To reduce harmful NOx gases,

lower combustion temperatures
are necessary. Optimal
This can be partly accomplished
by allowing the fuel to enter the Late
combustion chamber at a later
time.
50
Fuel spray
Typically, fuel enters the cylinder
when the piston nears the top of
its travel, known as
Top Dead Center – TDC
51
Fuel spray
If the fuel is injected later in the
piston’s travel, the pressure in
the cylinder drops, temperature
drops, and the combustion
temperature is lowered
generating lower NOx gases.
This is referred to as:
– Retarded Fuel Timing
52
Fuel spray contacts cylinder

During retarded timing, there is
opportunity for fuel spray to
contact the exposed cylinder.
Piston Ring Cylinder
53
During the combustion process,

there is more opportunity for soot
particles to contact this exposed
area of the cylinder.
In both cases, this contamination
of fuel and soot is wiped down
into the oil on the next piston
stroke.
Piston Ring Cylinder
54
In cooled exhaust gas

recirculation (EGR) engines, Cooled
CooledExhaust
Exhaust
gas
gas mixedwith
mixed with
exhaust gas is mixed with the
clean air
clean air
clean intake air, prior to the air
entering the combustion
chamber.
Exhaust gas, without any
oxygen, lowers combustion
temperature, generating fewer
NOx gases.
Exhaust gas also contains soot,
which contributes to higher soot
levels in the engine.
55
Increased amounts of organic

contamination, including soot,
can exceed an oil’s ability to
keep the contamination in
suspension: this leads to sludge
deposits.
Sludge deposits can effect oil
circulation throughout the engine
leading to increased wear. It can
also increase ring wear, plug oil
filters, and increase fuel
consumption.
56
Soot levels as high as 5%

have been found to increase
oil viscosity by 35%. This can
lead to:
– Increased fuel
consumption of up to 1%.
– Excessive wear in highly-
loaded areas – fuel injector
adjuster screws
– Poor lubrication in engine
components, bearings etc.
57
Current specification heavy duty

diesel lube oils, designated CI-4
have superior soot dispersant
additive packages that can hold
up to 6% soot by volume.
Most fleets use 5% as the
maximum soot limit to service
interval.
58
Objective 5:
To understand the current
and future challenges
facing fleets.
Objective 5: To understand the current and future
challenges facing fleets.
Diesel engines, while physically

getting smaller to reduce weight
in the vehicle, are producing
greater horsepower.
Higher horsepower means
higher fuel consumption, leading
again to increased soot levels.
60
While gains are continually made

to improve fuel economy, higher
horsepower does burn more fuel.
Other future NOx lowering
measures may also effect fuel
economy and soot levels.
61
Extended service intervals are

driven not only by the desire to
reduce maintenance products
and labor costs but also by
disposal costs for waste
products such as filters and oil.
The need exists for products that
can be incinerated, which is
more desirable than landfill
disposal.
62
In addition to extended service

intervals, customers expect
longer service life limits out of
the engine itself. 1,000,000 miles
is the standard expectation for
on-highway application engines.
Lube system filtration must help
meet this expectation.
63
Objective 6:
To understand the process
of centrifuge by-pass
filtration.
Objective 6: To understand the process of centrifuge by-
pass filtration.
Small abrasive contamination

can be harmful to the engine
components, reducing useful
engine life and effecting engine
performance.
This abrasive contamination can
be in the form of soot, inorganic
contamination or a combination
of both.
65
pass filtration.
Soot is a very hard carbon

particle, produced as a result of
the combustion process during
the burning of the fuel and air
mixture.
Soot is very small, measuring in
the sub-micron size category.
66
pass filtration.
Typically, soot is .02 to .1

microns in size.
Soot is 200 times smaller than
red blood cells.
Soot is similar in size to some
viruses.
100 nm
67
pass filtration.
Soot collects on the cylinder wall

during combustion, and is
washed down into the lube
system by the piston rings.
Soot can effect ring wear, and
other component wear in the
engine.
Soot
particles
68
pass filtration.
Typical full flow and by-pass

filtration are not able to remove
soot contaminant as it is too
small and passes through the
media.
Soot
particles
69
pass filtration.
Small abrasive inorganic

contamination can cause
excessive wear as well.
It consists of
– Wear metals
– Gasket material
– Dirt and dust particles.
70
pass filtration.
While many inorganic

contaminants are large enough
to be removed by full flow and
by-pass filtration, there is still
opportunity for increased
filtration performance.
71
pass filtration.
Centrifuge filtration is a by-pass
g
filtration system that uses
centrifugal force applied to the
contaminated lube oil in an effort
to remove the small soot and
yp
inorganic contamination.
72
pass filtration.
High centrifugal forces will cause
g
the soot and inorganic
contaminants, which are heavier
than the oil itself, to become
separated from the liquid.
It is then designed to have the
yp
soot and inorganic contaminant
held in the unit while the cleaned
oil returns to the engine sump.
73
pass filtration.
Within the centrifuge unit is a

type of rotor assembly that spins
at a very high speed.
Bypass Centrifuge
Engine
– The rotor spins as a result of

the oil exiting the rotor Full-Flow
Filter
assembly.
– The spinning rotor gives us
Lube-Pump
the centrifugal force.
Lube Sump
74
pass filtration.
The lube oil flows on a by-pass

circuit from the lube system,
meaning cleaned oil that flows
Bypass Centrifuge
Engine
out of the centrifuge unit does

not immediately go to lubricate Full-Flow
Filter
the engine but returns directly to
the oil sump. This is a by-pass
filtration system. Lube-Pump
Clean oil returns to the sump via

a gravity flow feed or can be Lube Sump
assisted by air pressure.
75
pass filtration.
Gravity return:
In order for a gravity return to be
effective, the centrifuge unit must
Bypass Centrifuge
Engine
be mounted above the return oil
fitting in the engine block or oil
Full-Flow
sump pan. Filter
The drain hole must have a

mount of at least 1 ¼” OD to Lube-Pump
ensure adequate oil flow.
The return line must have 1 foot
of drop per 3 feet of length. Lube Sump
There can be no kinks, u-traps or

long horizontal sections.
For these reasons, gravity return
units can have their limitations.
76
pass filtration.
Air Assist Return:

Engine applications with an
installed air compressor
Bypass Centrifuge
Engine
(trucks/buses with air brakes)
can use the air system to assist
Full-Flow
in the oil return to the sump. Filter
A valve will open allowing oil to

enter the centrifuge unit when oil Lube-Pump
pressure reaches approx. 30 psi.
At this time, air is allowed to
enter the housing, assisting the Lube Sump
oil flow to return to the engine.
The air is plumbed from the air-
dryer or the air tank.
77
pass filtration.
Air Assist Return Benefits

The return line fitting on the
engine block or oil sump pan
Bypass Centrifuge
Engine
only has to fit a ½” return line.
There are more readily available
Full-Flow
fittings on the engine of this size. Filter
With air assist, the centrifuge

unit doesn’t have to be mounted Lube-Pump
above the return opening in the
engine giving many more
mounting locations. Lube Sump
The air assist unit is more

versatile for these reasons.
78
pass filtration.
Centrifuge filtration units have

the ability to remove the smallest
Bypass Centrifuge
wear causing contaminants and Engine
have very large contaminant

Full-Flow
holding capacity. Filter
Lube-Pump
Lube Sump
79
Objective 7:
To understand the 3 types
of centrifuge filtration.
Objective 7: To understand the 3 types of centrifuge
filtration.
Empty Rotor Design

Oil flow enters the rotor at the
bottom center and flows towards
the top where it continues into
the collection chamber. Collection
chamber
100% of the oil flow passes
through the collection chamber
and exits through the jet
chambers at the bottom.
The escaping oil causes the
rotor to spin.
Jet
chambers
81
filtration.
Low “G”
Empty Rotor Design Force
Most of the oil travels down the
collection chamber close to the
core where centrifugal forces are
lowest, providing poor particulate
removal.
Soot and inorganic contaminants
must travel a long way in order
to be removed: a very inefficient
system.
Soot path
82
filtration.
ConeStaC™ Rotor Design

In the ConeStaC™ design, while
oil enters the rotor unit in the
same way, the oil flow in the
collection chamber is then
diverted through the separate
layers of the ConeStaC™.
83
filtration.

When the oil is forced to pass
through the separate layers of X
the ConeStaC™,
1. It must flow in the high Highest
centrifugal force area Force Area
(outside of chamber) of the
unit where soot has a
greater opportunity to be
dispersed and…
2. It must follow this path
several times before
returning to the oil sump.
84
filtration.

This translates to higher soot
and inorganic contaminant
amounts being dispersed and
captured.
85
filtration.

In comparison with the empty
rotor design, the ConeStaC™ is
much more efficient.
The contaminant in the empty
rotor design must travel a long
way to be removed, the oil flows
in the low centrifugal force area
and the oil exits quickly to return
to the sump.
86
filtration.
SpiraTec™ Rotor Design

The SpiraTec™ is a newly
designed, one piece molded
rotor assembly with many
features and benefits.
87
filtration.

The soot and inorganic
contaminant still travels a short
distance before being removed
from the lube oil.
There is equal to, (or greater in
some cases) efficiency
compared to the ConeStaC™.
There is higher contaminant
capacity than the ConeStaC™.
88
filtration.

The SpiraTec™ design uses
“Split Flow” technology.
70% of the oil flow is routed directly 70%
through the jet chamber, providing the
centrifugal rotation.
Jet chamber shape and size greatly
effects rotor rotational speed. The new
SpiraTec™ design spins much faster
(up to 7500 rpm) creating higher
centrifugal forces for soot removal.
Previous units could spin at 6000 rpm
and higher. Jet chamber.
Escaping oil Oil
causes rotation. flow
89
filtration.

30%
30% of the oil flow is routed
through the collection chamber
vanes where the centrifugal
force displaces/removes the soot
and inorganic contamination.
Oil
flow
90
filtration.

30%
Testing has shown that with
only 30% of the flow through the
collection chamber, less
turbulence is generated within
the unit giving a more uniform oil
flow. This allows a greater
percent of the soot and inorganic
material to be dispersed and
captured.
Oil
flow
91
filtration.

While centrifugal force is
greatest at the farthest point
from the center core of the rotor,
the oil turbulence is lowest due
rotor design and to the 30% flow
through the collection chamber,
(demonstrated by the blue area)
giving the best opportunity for
soot to be dispersed. High “G”
Force
Low
Turbulence
92
filtration.

Again, in the empty rotor
design, with 100% of the oil
flow through the collection
chamber, turbulence is
created disrupting the oil
flow and actually washing
contamination from the
system.
Empty Rotor
93
filtration.

Split Flow technology offers
engineering versatility to the
application.
– The current design which has
30% collection chamber flow is
optimal for soot removal, OR..
– Higher collection chamber flow
(35% to 40%) would increase
inorganic wear particle removal
if required by OEM.
Note: Empty chamber designs do not have this
versatility with always 100% oil flow through
collection chamber.
94
filtration.

Important Design Information
The current SpiraTec™ Rotor designs allows
70% flow through the jet chamber and 30%
flow through the collection chamber. While
adjusting these values along with jet chamber
size can give different performance results, it
would require new product designs and
releases. The existing designs will meet most
if not all applications, and we want to offer
these products first. Our message is that we
have the capability for optional designs,
whereas an empty rotor platform does not.
Gaining insight into the customer’s needs will
enable us to offer the correct products.
95
filtration.
New Design!
Now, all CS41000 series
ConeStaC™ rotors feature
split flow technology, with all
the split flow benefits.
New Design!
96
filtration.

SpiraTec™ has a 70% increase
in capacity over the
ConeStaC™. This is a result of
a larger rotor design in
combination with the vane
design utilizing 100% of the
chamber area.
The more efficient design utilizes
this larger capacity, which could
also relate to extended service
intervals, reducing service costs
in certain applications.
97
filtration.
SpiraTec™ Rotor Design Soot

for Efficiency Sootcontent
content(%)
(%)on
onengine
engine
6
Over a 150 hour time period, the 5

conventionnel
SpiraTec™ CS41010 rotor 4
CS41010
design can lower soot to 3.5%
3
compared to 5% for a
2
conventional empty design.
1
Typically, oil has a 6% soot
dispersant capability. 0
heures
0 50 100 Hours 150
Greater efficiency means
reduced wear contaminant and Note: The oil sampled had 6%
more stable viscosity. soot without centrifuge filtration.
98
filtration.

Engine Soot Level Using Differnet Centrifuge Devices
for Efficiency.
The CS41011 has the capability 6
5
to remove as much as 1% more
% Soot
4
soot than the CS41010 in the 3
same time period due to different 2
jet chamber design and higher 1
0
centrifugal force (greater speed), -10 10 30 50 70 90 110 130 150
Hours Conventional
lowering soot levels to 2.5% for CS41010
CS41011
the same duration.

Note: The oil sampled had 6%
soot without centrifuge filtration.
99
filtration.
SpiraTec™ Rotor Design Mass

Massof
ofcollected
collectedsludge
sludge(g)
(g)
for Capacity 400
In a 400 hour period SpiraTec™ (g)

SpiraTec™
held 350g of contaminant 350g
300
compared to only 200g for the
conventional empty design.
Increased capacity means longer 200
service intervals and lower costs. Conventional

200g
100
Average of 9 tests
5 % soot used engine oil
0
0 100 200 300 (h) 400
100
filtration.
Higher efficiency can relate to Comparison of Engine Oil Soot Level

reaching maximum capacity with differing Soot Efficiency
earlier in the service interval. 6
A SpiraTec™ rotor of equal 5
Soot Add Rate
Centrifuge Full at SI
size to an empty rotor will 4

Centrifuge Full at 1/2 SI
% Soot
have less capacity due to the
3
area taken up by the spiral
vanes. 2
Customers and competitors 1

may feel that this is a 0
disadvantage to the 0 0.2 0.4 0.6 0.8 1
Service Interval
SpiraTec™ unit’s capacity.
SpiraTec™ technology
enables higher efficiencies
which lowers harmful wear
causing contaminants earlier
in the service interval.
101
filtration.
The Blue line shows the normal Comparison of Engine Oil Soot Level
soot add rate. (up to 6% for the with differing Soot Efficiency
service interval) 6
The Red line shows normal 5
Soot Add Rate
Centrifuge Full at SI
efficiency and the unit at 4

% Soot
capacity at the end of the
3
service interval with soot levels
lowered to 4%. 2
The Green line represents 1

higher efficiency centrifuge. 0
While the unit reaches capacity 0 0.2 0.4 0.6 0.8 1
Service Interval
at half the service interval, it
demonstrates lower wear
overall due to lower soot levels
throughout the entire service
interval and the end soot level
is still 4%.
102
filtration.
Higher Efficiency Pays Off! Comparison of Engine Oil Soot Level

Even if the SpiraTec™ rotor with differing Soot Efficiency
plugs at half the service 6
Soot Add Rate
interval, overall wear factors 5 Centrifuge Full at SI

are lower for the entire 4
% Soot
service interval. 3
Final soot levels are the same 2
as a less efficient, but higher 1
capacity rotor at the duration 0

0 0.2 0.4 0.6 0.8 1
of the service interval. Service Interval
103
filtration.
The centrifuge unit will not

remove resins from the lube
oil. Resins, a byproduct of the
combustion process, have a
density similar to that of oil
and are not effected.
Oil additives are not removed
by the centrifuge, unless they
are already “spent” (done their
job) and have fallen out of the
lube oil.
104
Objective 8:
To understand Fleetguard’s
product offerings.
Objective 8: To understand Fleetguard’s product offerings.
Centriguard™ units with

ConeStaC™ and SpiraTec™
replaceable rotors.
The Centriguard™ housing
assemblies are designated by
the part number prefix CH.
The replaceable rotor assembly
part numbers for both
are designated by the part
number prefix CS.
106
SpiraTec™
CH41111 is a gravity drain unit.
CH41112 is an air assist drain
unit.
Both units are remote mount and
are designed for 8 liter to 20 liter
engines. (Multiple units can be
used for larger engines)
They both use the CS41011
SpiraTec™ rotor for
replacement which has a 1.0 liter
capacity.
107
SpiraTec™
The CH41111 and CH41112 SpiraTec™ flow rate
both require an engine oil flow is approximately 10%
rate of 2 gallons per minute of total flow.
(GPM) or 7.6 liters per minute
(LPM) at a minimum of 50 PSI
(3.4 Bar) pressure.
The recommended pressure
range is 50 PSI to 75 PSI. (3.4 to
5.2 Bar)
108
SpiraTec™
The air assist drain
The CH41111 (gravity drain) CH41112 provides many
requires a drain port in the oil more installation
sump of 1 ¼ Inch or 32 mm. options.
The CH41112 (air assist drain)
requires a drain port in the oil
sump or crankcase of ½ inch or
13mm.
109
SpiraTec™
Many applications
The CH41112 requires an air
such as On Highway
supply connection of ¼ NPT.
trucks have air
systems already
installed and can
make use of the air
assist oil drain
CH41112.
110
SpiraTec™
These recommended oil
Both the CH41111 and the temperatures fall into
CH41112 are designed for a the guidelines of most
recommended oil temperature of modern diesel engine
230 degrees F or 110 degrees lube systems.
C.
111
SpiraTec™
Service part numbers can be
Service parts for the CH41111 obtained from Customer or
and CH41112 include the rotor Technical Assistance. Details of
and gasket (CS41011) and the components included in the kits
following: is also available.
– Base casting and shaft
– Air control fitting if applicable
– Oil shut off/Air flow plunger
assembly
– Housing assembly
– Vibration Isolator kit (also
included in the Base casting and
shaft kit)
112
SpiraTec™
The CH41111 and CH41112 will
fit most heavy duty diesel
applications.
– Note: Due to limited oil pump
capacity on the Cummins
N14, B and C series engine,
these units are not
recommended.
– A smaller, 1 GPM unit is
being developed for these
applications.
113
ConeStaC™
The CH41100 and CH41101 are
designed for 5 liter to 15 liter
engines.
The ConeStaC™ replaceable
rotor (CS41005) has a .6 liter
capacity.
114
ConeStaC™
The CH44105 and CH44120 are
designed for 16 liter to 40 liter
engines and larger.
The CH44105 is a bottom drain
unit with metric threads.
The CH44120 is a side drain unit
with English threads.
The ConeStaC™ replaceable
rotor element has a 1.5 liter
capacity.
115
ConeStaC™ There are many

The side drain and bottom drain installation
units gives versatility to the opportunities and
mounting location for different application versatility
applications. with these units.
A bottom drain unit must have a
clearance opening in the bottom
of the mounting bracket to
facilitate clearance of the drain
line.
116
ConeStaC™
The CH44110 and the CH44115 are
custom made to be integrated into the
Cummins K19 and QSK19 engine
applications.
The CH44110 is designed to be
mounted on the left (oil filter) side of the
engine.
The CH44115 is designed to be
mounted to the right (oil cooler) side of
the engine.
Installation kits are available depending
on unit, engine and location.
117
Application coverage: System Flow & Contaminant

Capacity:
CH41100 and CH41101 8 liter (2 GPM) oil flow and
5 liter to 16 liter engine size. has a .6 liter capacity.
CH41111 and CH41112 8 liter (2 GPM) oil flow and

8 liter to 20 liter engine size.
has a 1 liter capacity.
CH44105 and CH44120

16 liter to 40 liter & up engine size. 16 liter (4 GPM) oil flow and
has a 1.5 liter capacity.
118
Application coverage:
In the case of application
overlap with the 8 liter to 20 liter
CH41100/CH41101 and the engine size,
CH41111/CH41112: higher capacity,
higher efficiency
– efficiency and capacity
requirements by both the
customer and engine
operation will help select the
best unit suited to the 5 liter to 16 liter
application. engine size
119
Objective 9:
To understand installation and
service requirements of
Fleetguard’s Centriguard™
products.
Objective 9: To understand installation and service
requirements of Fleetguard’s Centriguard™ products.
Installation
Centrifuge units need about 2
GPM flow, or 5% to 10% of the
flow of the engine lube system.
121
Installation
When installing a Centriguard™
by-pass filtration unit it is
important to remove or Additional By-pass
discontinue the use of any other
filtration systems
by-pass filtration systems
including the LF777.
In the case of the large LF750
style by-pass, the element must
be removed but the housing may
remain on the unit and must be
filled with oil.
122
Installation
When using an existing combo
full-flow by-pass filter, you must
ensure that the by-pass section
empties into the main oil flow
and not into the sump.
Use a Venturi™ type combo filter
and plug the sump oil return line
on the filter mounting head.
Combo Filter
123
Installation
If the flow empties into the sump,
please contact Technical
Assistance for additional
information.
www.cumminsfiltration.com
124
Installation
The pressure of the oil flow
through the rotor drives the
spinning movement. All the energy
is consumed in this process,
necessitating the need for a gravity
drain, or air assist drain.
The oil after passing through the
rotor has 0 pressure, so there is a
100% pressure drop across the
system.
It will not effect the oil pressure in
the remainder of the oil lubricating
system.
125
Installation
Additional hoses, mounting
brackets, engine connecting
fittings and air connection fittings
and hoses may need to be
added and are not part of the
standard Centriguard™
packages.
126
Objective 9: To understand installation and service requirements of Fleetguard’s Centriguard™ products.
Installation
There are specific installation
instructions included with each
Installation
Centriguard™ unit and are
Instructions
specific to the application.
Contact Cummins Filtration at
www.cumminsfiltration.com for
further information, or contact
the Technical Assistance Center
in your area.
127
Service Requirements
Initial service replacement of the
ConeStaC™ or SpiraTec™
rotors should be completed at
the engine manufacturer’s
recommended service interval.
128
Service Requirements
For CH44000 units, the rotor
assembly is removed,
disassembled, and the
ConeStaC™ element is
replaced.
For the other CH units, the
complete ConeStaC™ or
SpiraTec™ rotor is replaced as
a unit.
129
Extended Service Requirements

Each Centriguard™ unit has a
specific capacity specification.
E.g.: CH44000 has a capacity of
1 liter.
Sludge density can vary from 1
to 2 g/cm3 so the sludge
capacity can vary from 1 to 2 kg.
130

Extending the ConeStaC™ or
SpiraTec™ rotor service interval
can be done by weighing the
used unit to measure captured
contaminant.
– Estimates to extending the
service life can then be
determined.
131

Extending the CS44000
ConeStaC™ rotor service interval
can also be done by measuring
the thickness of the sludge. To
perform this procedure, refer to
Service Bulletin LT15807 for
specific steps.
– Estimates to extending the
service life can then be
determined.
132

The rotor will be full to capacity
when all available space in the
rotor is used.
Rotor speed will not change
when it is full due to the
continual flow of the pressurized
oil.
133

Cummins Filtration publishes
recommended practices to
extending the subsequent
service intervals. This will ensure
maximum service life and
minimized service expense.
expense
134
Objective 10:
To understand the
competitive centrifuge
products available.
Objective 10: To understand the competitive centrifuge
products available.
Glacier, now owned by Mann +

Hummel, is the major manufacturer of
centrifuge by-pass filtration products.
They are well established, primarily on
European Diesel OEM’s, except for
Mack.
US marketing rights (aftermarket)
owned by T.F. Hudgins
– Pushing the “CS System”
(Cleanable Screen) together with
the Spinner II product
136
products available.
The Spinner II product is an empty

rotor design.
The CS full flow unit, (Cleanable
Screen) has capacity limitations as
all screen-media products do.
137
products available.
Broad product line of pressure-

driven bypass centrifuges
– 33:1 range on rotor
capacity
– Two styles- cleanable
turbine or disposable
turbine
Working on new high-speed

plastic disposable rotor design
and modular filter + centrifuge
designs
138
Objective 11:
To understand market
opportunities for Fleetguard’s
Centriguard™ products for first
fit applications.
Objective 11: To understand market opportunities for
Fleetguard’s Centriguard™ products for first fit
applications.
First Fit Opportunities

Engine OEM’s are faced with
strict emission regulation
challenges and hurdles.
– Increased soot levels are the
result.
140
applications.
6
Nitrogen Oxides (g/kWh)
5 Trend to
EURO III (2000) US (1998) lower
emissions,
4
relates to
EURO IV (2005) higher soot
3 levels in
US (2002) engine.
2
EURO V (2008)
1
Proposed US (2007)
0
0 0.02 0.04 0.06 0.08 0.1 0.12 0.14
Particulate Matter (g/kWh)
141
applications.

The OEM’s customers are
demanding longer service
intervals.
– Compromising engine life and
service costs are not an option.
142
applications.

High soot levels contribute to
increases in oil viscosity.
A 5% increase in soot increases
viscosity 35% which can
negatively effect fuel
consumption by 1%.
Increases in viscosity impedes oil
flow for lubrication, shortens filter
life, and impacts fuel
consumption and performance.
143
applications.

Centriguard™ products offer
superior soot removal in terms of
both efficiency and capacity.
This translates to extended
service intervals and reduced
wear, both contributing to lower
cost operation.
144
applications.

Through efficient soot removal,
full flow filtration can be
extended, further reducing
service costs.
products can be incinerated
which environmentally is a
disposal advantage.
145
applications.

products can be custom fit to the
OEM’s engine platform and 30%
service requirements.
Utilizing split flow versatility in 70%
the SpiraTec™ product offers
personalized advantages to
contaminant removal.
Oil flow
146
applications.

products give engine OEM’s a
competitive advantage over their
competition.
Cummins Filtration is currently
providing Centriguard™ and
SpiraTec™ products to Mack as
first fit.
Cummins Filtration is also first-fit
at Wuxi Diesel.
147
applications.

Cummins Filtration is
currently testing
Centriguard™ products:
– At International Truck &
Engine
– On DDC Series 50 & 60
engines
– In Field tests on Man engines
in bus applications in Europe.
– On Cummins ISX.
– On Komatsu products.
148
applications.
Understand customer’s reasons for

pursuing a centrifuge product.
Desire to extend filter and /or oil
drain service interval? Customer
Data
Reduce engine wear? define
current issues.
Reduce effect of excess soot?
Define soot generation rate (x%
at ? Km, Miles or hours)
Has centrifuge been used on this
unit before? What type and what
results?
149
applications.
Engine Operating Information for

correct Centriguard™ application.
Engine Model number
Engine Description (size, power rating Customer
etc.) Data
Application of engine (air compressor
equipped?)
Idle time as % of operation
Engine oil pressure at idle (bar or psi)
Engine lube oil filter service interval
Number and type of full-flow lube filters
Oil drain interval
Oil sump capacity
150
applications.

Oil pump capacity (flow-rate in
liters/minute or gpm) Customer
Oil pump capacity (pressure in bar or Data
psi)
Oil pump by-pass valve setting (bar or
psi)
Operating lube oil temperature (C or F)
Maximum lube oil temperature (C or F)
Lube oil type and quality specified for
engine
Engine vibration data (at oil filter head
or centrifuge location)
151
applications.

Oil flow-rate available to centrifuge Customer
(liters/minute or gpm) Data
Oil pressure available to centrifuge
(bar or psi)
Centrifuge location and size
limitation
152
applications.

Important Design Information
The current SpiraTec™ Rotor designs allows 70%
flow through the jet chamber and 30% flow through
the collection chamber. While adjusting these
values along with jet chamber size can give different
performance results, it would require new product
designs and releases. The existing designs will
meet most if not all applications, and we want to
offer these products first. Our message is that we
have the capability for optional designs, whereas an
empty rotor platform does not. Gaining insight into
the customer’s needs will enable us to offer the
correct products.
153
Objective 12:
To understand how to get
more information on
Fleetguard Centriguard™
products.
Objective 12: Understand how to get more information on
Fleetguard’s Centriguard™ products.
Product Information,
Product literature and
installation instructions
are available on the
website for viewing,
printing, and ordering.
www.cumminsfiltration.com
155
Objective 12: Understand how to get more information on
Fleetguard’s Centriguard™ products.
Product information including

specifications and availability can
be obtained by contacting the
Customer Assistance Center in
your area.
Customer Assistance and
Technical Assistance is available
7 days a week, 24 hours a day &
365 days a year.
156

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Centriguard™

Centriguard™ Products and

The target audience includes:

 Centriguard™ products represents a new opportunity for sales

 The student will be introduced to these products and

 A diesel engine is a type of

 Diesel engines are similar in

 Pistons inside the cylinders are

 The crankshafts rotational force

 Most modern diesel engines use

 The piston’s first stroke,

 The piston’s second stroke,

Piston traveling up,

 Fuel is injected, ignited by the

Piston traveling down,

 On the final fourth stroke,

Piston traveling up,

 Many components work in

 The crankshaft holds the

 The connecting rod joins the

 The piston compresses the air in

 The valves open and close to

 Fuel injectors deliver the fuel to

 All the moving components in

 A diesel engine compresses air

 However, diesel engines are

 The diesel engine uses

 Diesel fuel is the key energy

Diesel fuel, made up primarily of

 As the power source, the fuel is

 Air temperatures of between

 The ignited fuel causes a rapid

 The fourth stroke moves the

 Air, primarily nitrogen, oxygen,

 Some of the exhaust byproducts,

 Some of the exhaust byproducts,

 All the moving components in

 The piston rings perform two

 The rings clean the cylinder

Contamination into the oil

 Contamination of the lube oil

 Organic contamination consist of

The above is known as Sludge.

 Organic contamination leads to

 Increased oil viscosity can have

 Engine oil plays an important

 Engine oil keeps the

 To reduce harmful NOx gases,

Fuel spray contacts cylinder

Piston Ring Cylinder

 During the combustion process,

 In cooled exhaust gas

 Increased amounts of organic

 Soot levels as high as 5%

 Current specification heavy duty

 Diesel engines, while physically

 While gains are continually made

 Extended service intervals are

 In addition to extended service

 Small abrasive contamination

 Soot is a very hard carbon

 Typically, soot is .02 to .1

 Soot collects on the cylinder wall

Centriguard™ products represents a new opportunity for sales

The student will be introduced to these products and

A diesel engine is a type of

Diesel engines are similar in

Pistons inside the cylinders are

The crankshafts rotational force

Most modern diesel engines use

The piston’s first stroke,

The piston’s second stroke,

Fuel is injected, ignited by the

On the final fourth stroke,

Many components work in

The crankshaft holds the

The connecting rod joins the

The piston compresses the air in

The valves open and close to

Fuel injectors deliver the fuel to

All the moving components in

A diesel engine compresses air

However, diesel engines are

The diesel engine uses

Diesel fuel is the key energy

As the power source, the fuel is

Air temperatures of between

The ignited fuel causes a rapid

The fourth stroke moves the

Air, primarily nitrogen, oxygen,

Some of the exhaust byproducts,

Some of the exhaust byproducts,

All the moving components in

The piston rings perform two

The rings clean the cylinder

Contamination of the lube oil

Organic contamination consist of

Organic contamination leads to

Increased oil viscosity can have

Engine oil plays an important

Engine oil keeps the

To reduce harmful NOx gases,

During the combustion process,

In cooled exhaust gas

Increased amounts of organic

Soot levels as high as 5%

Current specification heavy duty

Diesel engines, while physically

While gains are continually made

Extended service intervals are

In addition to extended service

Small abrasive contamination

Soot is a very hard carbon

Typically, soot is .02 to .1

Soot collects on the cylinder wall

Typical full flow and by-pass

Small abrasive inorganic

While many inorganic

Centrifuge filtration is a by-pass

High centrifugal forces will cause

Within the centrifuge unit is a

The lube oil flows on a by-pass

Clean oil returns to the sump via

The drain hole must have a

A valve will open allowing oil to

With air assist, the centrifuge

The air assist unit is more

Centrifuge filtration units have

Over a 150 hour time period, the 5

In a 400 hour period SpiraTec™ (g)

Higher efficiency can relate to Comparison of Engine Oil Soot Level

Customers and competitors 1

The Green line represents 1

Final soot levels are the same 2

The centrifuge unit will not

CH41111 and CH41112 8 liter (2 GPM) oil flow and

CH44105 and CH44120

Glacier, now owned by Mann +

The Spinner II product is an empty

Broad product line of pressure-