Application

Engineering
Bulletin
Subject This AEB is for the following applications:
Exhaust Systems - Installation
Requirements Automotive Industrial Marine

G-Drive Genset

Filtration Emissions Solution

Date: June 22, 2012 Refer to AEB 9.01 for Safety Practices, AEB Number 21.32
Guidelines and Procedures

Engine Models included: All Automotive (Diesel & Natural/Propane Gas), all MR/HD Industrial, QST30 and ISF
2.8 and 3.8

Owner: Sam Penrice Approver: per Procedure VPI-GAE-0001 Page 1 of 19

This AEB supersedes AEB 21.32

dated February 25, 2011

DOCUMENT OVERVIEW
This AEB transmits the Automotive, Bus and Industrial Installation Requirements - Exhaust Systems for noise
attenuation and non-aftertreatment systems. Requirements/recommendations given in this document applies to
exhaust systems used for noise attenuation and for current product non-emissions aftertreatment systems.
However this document can be used in conjunction with documents below for the special material, location, and
mounting requirements for emission aftertreatment systems.

AEB 21.18 Automotive and Transit Bus Installation Requirements- Diesel Oxidation Catalyst
AEB 21.20 Automotive and Bus Installation Requirements - Natural Gas and LPG/Propane Catalyzed
Exhaust Aftertreatment Systems
AEB 21.59 Automotive and Transit Bus Installation Requirements - Diesel Particulate Filters
AEB 21.60 Euro 4 & Euro 5 Automotive and Bus Installation Requirements - Diesel Emissions
AEB 21.63 2007 Automotive Aftertreatment Installation Requirements
AEB 21.78 2010 Automotive Aftertreatment Diesel Particulate (DPF) Installation Requirements
AEB 21.79 Automotive and Bus Selective Catalytic Reduction Installation Requirements
AEB 21.90 CM2150E Mobile Selective Catalytic Reduction Controls Interface Requirements
AEB 21.103 Automotive and Bus Selective Catalytic Reduction Installation Requirements Euro
4/5China Stage 4 / Conama P7
AEB 21.104 Automotive and Bus Selective Catalytic Reduction Controls Interface Requirements
Euro 4/5/China Stage 4 / Conama P7
AEB 21.112 Automotive and Bus Aftertreatment (DPF and SCR) 2013 Installation Requirements
AEB 24.40 Industrial Tier 4 Interim Aftertreatment Installation Requirements

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INSTALLATION REQUIREMENTS
In order to obtain Cummins concurrence with an exhaust system:
The exhaust back pressure must be within the Maximum Back Pressure Imposed by Piping and
Silencer on the Engine Data Sheet.
The exhaust system must prevent the entrance of water into the engine if rain or wash water enters the
exhaust outlet.
Automotive applications equipped with a vertical outlet must include a condensate drain hole in the
muffler to prevent trapped water from accumulating in the muffler.
The exhaust system must disperse the exhaust gas so it does not affect the air cleaner, cooling system
or operator of the vehicle.
The exhaust system must be designed and supported so it will not impose excessive forces on the
engine turbocharger so as not to exceed the maximum bending moment on the base engine data sheet.
Exhaust Brakes & Turboconveyors are not allowed for engine ratings that utilize a Variable Geometry
Turbocharger (VGT).
An exhaust brake (restriction type) installation must not exceed datasheet backpressure limits when
open, and must not impose excessive back pressure on the engine when in operation per limits
presented in Table 1.
The exhaust brake installation must not impose excessive forces on the engine turbocharger so as not
to exceed the bending moment on the base engine data sheet in combination with the exhaust system.
It is required that the engine not be allowed to operate under power with the exhaust brake closed or
partially closed.
A turboconveyor (transports dry bulk products) must meet the same requirements as the exhaust brake
above and include an exhaust pyrometer gauge.
For both diesel and alternative fuelled engines, the engine exhaust manifold and turbocharger must not
be wrapped or insulated with any material.

Exhaust Systems

Introduction

The vehicle exhaust system transfers the engine exhaust gas from the turbocharger outlet to one or more
mufflers and then away from the vehicle. These requirements address the aspects of exhaust system design
which can impact engine performance and durability. Other areas, such as the acoustic performance of the
muffler and durability of the exhaust system components, are the responsibility of the vehicle manufacturer so
are not detailed in these recommendations.
Design assistance for the muffler and the piping system is available from exhaust system suppliers. Web site
addresses for these suppliers are included at the end of these recommendations.
The four key design aspects of the vehicle exhaust systems which can impact the engine are: restriction, water
intrusion prevention, exhaust dispersion, and mounting, are discussed below.

Exhaust Restriction

The exhaust restriction of a vehicle and engine combination is a result of the design of the exhaust piping,
muffler, and the engine exhaust gas flow. It is necessary to limit the exhaust restriction to maintain engine
power output, engine efficiency and to control internal engine component temperatures.
The exhaust restriction limit for a given engine model is listed on the Engine Data Sheet. The exhaust gas flow
and temperature are also listed in the Performance Data section of the Engine Data Sheet. The highest exhaust
gas flow listed in the Performance Data section of the Engine Data Sheet should be used for muffler and piping
design.

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Alternate fuelled engines, such as Natural Gas and LPG, may also have a minimum exhaust restriction
specification in addition to a maximum limit listed on the Engine Data Sheet. These engines often have lower
exhaust flows than the diesel version, so meeting the minimum back pressure spec may require adding
restriction to the exhaust system. This additional restriction can be added by using a reducing and expanding
section in the exhaust piping.
Mufflers are usually baffled cylinders which reduce noise levels by bouncing the engine exhaust sound waves
back on themselves causing wave cancellation. Mufflers also use slotted or perforated elements in addition to
baffled chambers to lessen sound levels. The size of the muffler and the internal design is determined by the
engine's raw exhaust noise level and exhaust airflow and can be unique to a given engine family.
Selection of a muffler for an engine installation should be done with the assistance of the muffler manufacturer.
Some factors that can impact selection of the appropriate muffler are:

Available Space
Restriction Level
Cost
Noise Reduction
Appearance
Restriction information on the mufflers available for a given engine model should be available from the muffler
manufacturer. The actual restriction level of the muffler chosen should be evaluated at the exhaust temperature
and flow rate of the maximum engine power rating to be offered in the vehicle.
The second major area of exhaust system design is the size and configuration of the exhaust piping between
the engine turbocharger outlet and muffler(s) inlet and any piping after the muffler(s). Good design practice is to
use as large diameter piping as practical with the fewest bends possible, keeping any bends as large a radius
as possible. Pipe diameter and bend radii are the design factors, which have the greatest influence on piping
system restriction.
Typical exhaust pipe sizes for various engine sizes that do not use aftertreatment systems are:

Engine Displacement Pipe Size (OD)

Under 6.0 L 3.0 in (76 mm)
6.0L -10.0L 4.0 in (102 mm)
10.0L- 14L 5.0 in (127 mm)
Above 14L 5.0 in (127 mm) or 6.0 in (152 mm)
30 L only 5.0 in (127 mm)
Muffler manufacturers can assist in choosing appropriate designs for the exhaust system piping by calculating
the approximate restriction level of various designs. The approximate restriction of a piping system can also be
estimated using the nomograph in Figure 1.
If accessories such as exhaust brakes or turboconveyors are to be used in the exhaust system, the added
restriction from these components must be considered in the design of the complete exhaust system.
Once the exhaust piping system, muffler, and any accessories for an engine and vehicle are chosen, the
exhaust restriction should be checked by running the vehicle at full power output on a chassis dynamometer or
long uphill climb. This test should be done on the highest engine power rating to be offered and with the most
restrictive exhaust system design offered (including available accessories). A detailed test procedure for
checking exhaust restriction is included at the end of these recommendations.

Water Intrusion / Exhaust Condensate

The exhaust system must be designed to prevent water introduced into the exhaust stack(s) through rain or
vehicle washing from entering the engine turbocharger. Water entering the engine turbocharger will damage the
bearings and seals in the turbocharger and can cause severe engine damage if it enters an engine cylinder.
Similarly, on automotive applications the exhaust system must prevent the accumulation of condensate within
the system.

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The most common method of preventing water intrusion into the engine is to design the exhaust piping with a
low spot between the exhaust stack and the turbocharger to act as a water trap. A horizontal muffler can also
perform this function. However it must incorporate a drain hole to allow water drainage, when used with a
vertical exhaust outlet. Automotive applications with vertical mufflers must incorporate a drain hole to prevent
sooty water from spraying out of the exhaust pipe on engine startup.
Water drainage systems required on catalysts and particulate filters are outlined in the Automotive Installation
Requirements as mentioned on Page 2.

Exhaust Dispersion
Diesel exhaust gas contains particulate soot, unburned hydrocarbons, carbon monoxide, acidic sulfur
compounds and very hot gasses. It is obviously desirable to disperse this mixture away from the vehicle
operator, vehicle, and engine compartment.
Special care should be taken in directing the exhaust gas away from the engine air intake system. The engine
air cleaner will quickly foul with exhaust soot if it is allowed to pull in any engine exhaust gas while the vehicle is
either moving or stationary.
Special care should also be taken in directing the exhaust gas away from external surfaces which may
accumulate exhaust soot. For example, an aircraft ground power unit which is operated in one location for
some time with an exhaust directed straight down may accumulate soot on the concrete tarmac.
Communication between the exhaust and intake is not typically a problem with side of hood, cowl or frontal air
intake locations since the exhaust stack is typically far from the intake and behind it on the vehicle.
Of particular concern are vehicles with the exhaust and intake both snorkeled above the cab in close proximity
to each other. For these vehicles, the exhaust stack should be higher than the air intake and pointed away if
possible. If the vehicle also uses a roof air deflector, both exhaust and intake should protrude above or to the
side of the roof deflector to prevent exhaust soot from being caught behind the roof deflector and ingested into
the air intake when the vehicle is moving.

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Figure 1. Back Pressure Nomograph

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Marmon Geometry

Full and half marmon connections are frequently used in exhaust systems to minimize exhaust leakage. A full
marmon is a type of flange configuration which has two 20 degree angled surfaces. A half marmon is a type of
flange which has one 20 degree angled surface and one surface facing perpendicular to the flow. It mates with
another half marmon to make a cross section resembling a full marmon. Figure 2 shows a cross section of a full
and half connection on the turbo outlet. Currently, there are no internationally recognized standards for marmon
connection geometry.

Full Half

Figure 2. Full vs Half Marmon

To connect to a full marmon flange at the turbo outlet, the OEM may choose either a pipe flare connection or a
machined female adaptor. Typical dimensions for common flared pipe sizes are shown in Figure 3. When a
marmon flange is specified, it can be specified by either the outside diameter of the flange or by the nominal
pipe diameter to be used at the connection, thus leading to confusion. Mechanical tech package AEBs and
marketing CAD drawings on GCE should be referenced to determine the geometry of a specific connection on a
Cummins engine.

For a half marmon connection, a machined adaptor with geometry similar to Figure 4 is used to connect the
OEM down pipe to the turbo outlet. The same style V-band clamp is used for both full and half marmon
connections.

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Pipe Flare Machined Adaptor

OD Flare Pipe Diameter ID

mm in mm in mm in
103 4 88.9 3.5 86 3.375
116 4.5 101.6 4 99 3.875
146 5.75 127 5 124 4.875

Figure 3. Typical Full Marmon Female Adaptors

Figure 4. Typical Half Marmon Female Adaptor

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A quality marmon connection is capable of creating a leak proof joint. However, some applications may benefit
from the use of a gasket between the male and female portions of the joint to improve long term sealing
characteristics.

Marmon joints may be used at the inlet of many aftertreatment devices. For information on the aftertreatment
inlet connection, tubing requirements, and aftertreatment mounting, consult AEB 24.40 - Industrial Tier 4 Interim
Aftertreatment Installation Requirements, AEB 21.63 - 2007 Automotive Aftertreatment Installation
Requirements, and AEB 21.78 and AEB 21.79 - 2010 Automotive Aftertreatment Installation Requirements.

Marmon Clamps

Several XS options include clamps to be used by the OEM at the turbo outlet. When selecting an XS option, it
is important to know what type of adaptor will be used to attach the OEM supplied downpipe to the turbo outlet.
XS options for full marmon geometry are usually available for both the flared pipe connection and the machined
female adaptor.

Figure 5. V band Style Exhaust Clamp

Additional V-Band clamps, as well as male and female marmon flanges, are available from Cummins Emissions
Solutions (CES). If the OEM needs to source clamps from somewhere other than Cummins, T-bolt style clamps
with a cross section similar to the one shown in Figure 5 are recommended.

When selecting clamps for a full or half marmon connection, the ID of the clamp (Figure 5) as specified by the
manufacturer should be 3 mm larger than the OD of the marmon bead. The width of the clamp (W in Figure 5)
for a full marmon is typically one millimeter less than the sum of the width of the male bead, the female bead,
and the thickness of a gasket (Figure 6). The one millimeter subtraction is to account for the increased size of
the clamp when compared to the marmon bead.

Half marmon clamps are specified in a similar fashion with the clamp width (W in Figure 5) being one millimeter
less than the sum of the two halves of the joint and the thickness of any added gasket.

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Figure 6. Clamp Selection Based on Connection Type

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Exhaust System Mounting

The engine turbocharger operates at very high temperatures and has very close tolerances between the rotating
components and the housing. The forces on the turbocharger due to the weight and thermal expansion of the
vehicle exhaust must be controlled in order to prevent damage to the turbocharger and exhaust manifold.
The maximum allowable bending moment on the turbocharger flange to prevent damage to the turbo and
exhaust manifold is listed on the Engine Data Sheet. This bending moment can be calculated by assuming that
half the pipe length between the turbocharger and first exhaust pipe support is supported by the turbocharger.
The weight and location of the center of gravity of this pipe section is then used to calculate the bending
moment on the turbo (see Figure 7).

Supported by turbo
Supported by
pipe support Exhaust Brake

Pipe support
D

L/4

Pipe Length to First

Support = L

Bending Moment on Turbo (Ib-ft) = Brake Weight (Ib) x D (ft)

+ [Pipe Weight per Foot (Iblft) x L/2 (ft)] x L/4 (ft)

Figure 7. Turbocharger Bending Moment Calculations

It is generally not necessary to calculate this bending moment unless the exhaust system contains heavy
components such as exhaust brakes or does not follow the recommendations on the use of flex sections and
location of exhaust system supports outlined below.
The use of flex sections and the type of exhaust system support are critical in controlling forces on the engine
turbocharger. A flex section is an interlocked or corrugated length of flexible tubing, usually 12-18 in (300-450
mm) long, which provides radial and some axial flexibility in the exhaust system.
Two general types of exhaust system mounting arrangements are used in on-highway vehicles:

Solid mounted
Solid mounted exhaust systems have hard brackets holding the piping and muffler solidly to the vehicle frame or
cab. These systems sometimes use small rubber isolators which provide some vibration isolation but allow little
movement of the exhaust system.
With a solid mounted exhaust system, a flex section must be used between the engine turbocharger and the
first exhaust system support. This flex section absorbs the movement of the engine in the mounts, and prevents
chassis vibration and thermal expansion loads from being transmitted through the exhaust piping into the
turbocharger. The first exhaust system support should be located 4 - 6 feet (1.3 - 2 meters) from the engine
turbocharger outlet to support the exhaust system weight and limit the load on the turbocharger.

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Suspended
Suspended exhaust systems use flexible rubber elements to suspend the exhaust system below the vehicle,
allowing the exhaust system to move relative to the vehicle. This is similar to standard passenger car practice.
With a suspended exhaust system, the exhaust piping is free to move in response to the engine movement in
the mounts, so a flex section in generally not needed unless the engine movement in the mounts cannot be
absorbed by movement of the exhaust system and flexing of the piping. The first exhaust system support
should be located 4 - 6 feet (1.3 - 2 meters) from the engine turbocharger outlet to support the exhaust system
weight and limit the load on the turbocharger.
Thermal expansion of the exhaust piping between the turbocharger and first exhaust system support can
impose high mechanical loads on the turbocharger. This loading can be reduced by locating the first exhaust
system support no closer than 4 ft (1.3 m) from the turbocharger outlet and reducing the stiffness of the pipe
support bracket.
The above guidelines are intended to simplify meeting the turbocharger bending moment limits on the Engine
Data Sheet. It is possible to design an exhaust system, which does not meet the above guidelines but is still
within the bending moment limits on the Engine Data Sheet. Such a design would be acceptable if bending
moment calculations showed the design to be within the Engine Data Sheet limits.
An example of a poorly designed system is shown in Figure 8 where, although there is a flexible section
attached to the turbocharger outlet, the piping support is too close to the turbocharger outlet. The single vertical
bracket is rigidly connected. In this high speed boat installation, the boat structure is not rigid. When the boat
runs at high speed, the ceiling of engine room (mounting point) vibrates more than the engine and the supports
crack. Clearly, the resulting exhaust leak indicated by the soot on the turbo shown in Figure 8 confirms the
presence of excessive load. This leak will contaminate the air filters and cause excessive combustion and
exhaust temperatures. Ultimately, major engine failures (including exhaust manifold, turbo, and pistons) will
result from this exhaust leak.

Figure 8. Improper OEM Exhaust Support Example

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Exhaust System Accessories

Exhaust Brakes and Turboconveyors are not allowed for engine ratings that utilize a Variable Geometry
Turbocharger (VGT). In simplistic terms, a VGT works as an exhaust brake at zero throttle.
All 2007 Automotive products (ISB07 through ISX07).
All ISX02 (D103004BX03) ratings.
All ISM02 (D353019BX03) ratings.
All ISB02 (D403061BX03) ratings except FRs 91048, 91049, 91050, 91055, 91195, & 91960 (i.e., all
ratings less than 172 kW (231 hp)).
All ISL03 (D413047BX03) ratings except FRs 91086 & 91212 (i.e., all Transit Bus ratings).
All ISL05 ratings except (D413047BX03) FRs 91315, 91316, 91543, 91544, & 91849 and
(D563003BX03) FRs 91539 (i.e., all Transit Bus ratings).

Any engine ratings that utilize a wastegate turbocharger may utilize an exhaust brake or turboconveyor. See
Table 1 below for more details.

Table 1: Exhaust Brakes and Turboconveyor Application Chart.

Exhaust Turbo Valve Max Exhaust

Engine Family Valve
Brake Conveyor Spring Back Pressure
(see Note 3) Spring
Permitted Permitted Option (see Note 1)
ISB4 99 145 / 170 Yes TBD Std Default 60 psig
ISB99 Yes TBD Std Default 60 psig
ISC99 Yes TBD Std Default 65 psig
ISL99 Yes Yes Std Default 65 psig
ISM99 Yes Yes Std Default 65 psig
N14 Plus Yes Yes Std Default 45 psig
ISX99 Yes Yes Std Default 65 psig
If VGT, then No No Std Default N/A
ISB02
If Wastegate Turbo, then Yes TBD Std Default 55 psig
ISC03/05 Yes TBD Std Default 60 psig
If VGT, then Yes No Std Default 60 psig
ISL03/05
If Wastegate Turbo, then Yes TBD Std Default 60 psig
ISM02 No No Std Default N/A
ISX02 No No Std Default N/A
All 2007 ISB/ISC/
No No Std Default N/A
ISL/ISM/ISX
54 psig (110 in Hg)
QST30 Yes No Std Default
@ 2400 rpm

Note 1 - Should a Cummins/Jacobs exhaust brake be used in the installation, it is not necessary to perform the
testing to determine the backpressure imposed at maximum braking. The exhaust system
backpressure must be at or below the value stated on the engine data sheet when the exhaust brake is
in the non-engaged (open- free flow) position.
Note 2 - Engines that utilize a waste gate turbocharger use the maximum exhaust limit.
Note 3 - All engine ratings using a VGT are not allowed to utilize an exhaust brake or turboconveyor. An
exhaust brake may be used on ISL02/05 ratings using a VGT.

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Exhaust Brakes
In many applications it is desirable to provide an auxiliary braking system to extend the life of the vehicle service
brakes and to relieve the service brake cooling load. Guillotine or butterfly exhaust brakes restrict exhaust flow
in order to the force the engine to pump against high restriction and provide a braking effect to the vehicle.
These brakes use a moving element in cast housing mounted into the exhaust system. During normal engine
and vehicle operation, the exhaust brake is fully open allowing normal exhaust flow and no braking action.
When the brake application is requested, the electronic and/or pneumatics controls close the valve to restrict the
exhaust flow forcing the engine to pump against the restriction.
It is recommended that the exhaust brake setting not be field adjustable (i.e., fixed opening area). There is a
tendency to over-apply exhaust brakes, particularly in off-highway settings, for free braking to mitigate
aggressive drivers or terrain. The OEM may favor use (over use) of the exhaust brakes due to limited service
brake cooling capacity. With the butterfly style brake, the minimum area is controlled by the brake design.
It is required that the engine not be allowed to operate under power with the brake closed or partially closed. In
this condition, excessive operating temperatures and backpressures can lead to valve train, power cylinder,
turbocharger, and exhaust systems failure.

Exhaust Brake Back Pressure:

The brake must be configured so when the exhaust brake is engaged, the back pressure in the exhaust system
does not exceed the maximum limit for the specific engine family. See Table 1 for these values. The piping,
seals, and clamps, etc. must be designed to withstand the maximum allowable back pressure without leakage or
failure. Exhaust back pressure in excess of the limits stated in the tables above will result in serious engine
damage. To limit the maximum exhaust back pressure imposed by the exhaust brake, an orifice is used in the
brake vane. Typical orifice diameters are in the range of 0.5 to 1.0 in (13 to 25 mm). It is the responsibility of
the engine / exhaust brake installer to determine the proper orifice size per the Test Method for Measuring
Exhaust Brake Back Pressure. It is recommended that the orifice size not be field adjustable.
When the exhaust brake is not engaged (open), the exhaust system restriction must not exceed the value listed
in the engine data sheet. It is advisable to specify an exhaust brake housing that is the same inside diameter as
the exhaust system piping.
Holset HX60 turbochargers are widely used on European automotive engines with downstream exhaust brakes.
The high backpressures result in elevated loads on the turbine seal rings, which can cause severe wear /
blowby. Holset has developed the HX60 turbocharger to be durable under these conditions.

Exhaust Brake To Turbocharger Bending Moment:

With the exhaust brake incorporated in to the exhaust system, the weight of the brake must be added in to the
calculations (see Figure 7) for the bending moment on the turbocharger outlet connection.
If the brake installation causes an unacceptable bending moment on the turbo, it is preferable to mount the
brake closer to the turbo, rather than adding a support bracket. Bracketing the brake to the engine can be very
difficult. The bracket must be very stiff in the vertical and horizontal direction to support the heavy brake when
subjected to engine vibration. The design guidelines for the brake and bracket assembly's natural frequency
should be no lower than 150 Hz in the vertical and horizontal direction.
If the brake is bracketed to the vehicle, it represents the first exhaust system support, so a flexible member is
required between the turbocharger and the exhaust brake.

Maximum Engine Speed During Braking:

Engine speed during exhaust braking should not exceed the maximum rated speed for the engine model.

Exhaust Brake Controls:

The engine electronic control module (ECM) provides an output to actuate (energize) an exhaust brake based
upon switch inputs to the ECM. Refer to the Electronic Interface Application Technical Package for the engine
family for details on exhaust brake wiring and specifications.

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Certain automated transmissions (automatic shifting manual transmissions) require the use of engine or exhaust
brakes. The transmissions rely on the exhaust brakes to reduce the engine speed during the shifting event to
enable the gear change to be made smoothly. To assure a high level of shift quality, the manufactures of these
transmissions have several engine related requirements that must be met. It is the responsibility of the installer
of the exhaust brake to consult with the manufacture of the automated transmission for each vehicle application.
A change to the location of the exhaust brake in the exhaust system can change the deceleration of the engine
speed and affect the shift quality of the transmission.
For an example of an exhaust brake control for a non-electronic engine, please see Figure 9.

Turboconveyors
A Turboconveyor is a small turbocharger which is plumbed into the exhaust system downstream of the engine
turbocharger. The turboconveyor blows air into a dry bulk tanker to assist unloading of cargo. When not being
used to unload cargo, exhaust gasses are bypassed around the turboconveyor.
The exhaust back pressure imposed on the engine with the turboconveyor in operation must not exceed the
maximum back pressure capability of the engine exhaust valve springs.
The exhaust back pressure imposed on the engine with the turboconveyor installed but with exhaust gasses
bypassing the turboconveyor must not exceed the Maximum Back Pressure Imposed by Piping and Silencer
listed on the Engine Data Sheet.
If the turboconveyor is mounted to the vehicle chassis downstream of the first exhaust system support, then it
will have no impact on the requirements for flex sections and exhaust supports outlined in the Exhaust System
Mounting section above. If the turboconveyor is mounted close to the engine, the recommendations for flex
sections and turbocharger bending moment control outlined in the Exhaust Brake section above should be
applied to the turboconveyor installation.
To protect the engine from the effects of excessive exhaust temperatures, an exhaust pyrometer with a dash
mounted gauge is required for all turboconveyor applications.
The pyrometer should be located no closer than one exhaust pipe diameter downstream of the turbocharger
outlet. The maximum exhaust temperature limit is 1150 F (620 C). The dash gauge should be marked to
indicate this limit, or a label.

Heat Shielding
Temperature-sensitive components located in close proximity to the exhaust manifold, turbocharger, exhaust
piping and muffler sometimes require shielding from high exhaust temperatures. Diesel engine exhaust
temperatures can be as high as 1150 F (620 C) at sustained full power. As a general rule, shielding of heat -
sensitive parts such as rubber or plastic parts and wiring harness components should be considered if these
parts are located closer than 6 in (150 mm) from a diesel exhaust system component.
Alternative fuelled engines have much higher exhaust temperatures, requiring more attention to thermal
protection of surrounding components. Any heat-sensitive component located within 12 in (305 mm) of the
exhaust manifold, turbocharger, exhaust piping, catalyst or muffler of an alternative fuelled engine must be
protected with heat shielding.
Exhaust manifolds and turbochargers are not wrapped or insulated because wrapping raises the metal
temperatures of these components, which can result in thermal damage to these components.

Spark Arrestors
Spark arrestors are designed to capture large incandescent carbon particles, either by baffles or by inertia
methods. The purpose of the spark arrestor is to avoid the risk of fires in dry vegetation, etc. The spark arrestor
may be incorporated into the muffler or silencer. A non-wastegate turbocharger or a VG turbocharger may
serve as a spark arrestor. A wastegate turbocharger does not serve as a spark arrestor.

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Exhaust Aspirator

Exhaust aspirators are used on two-stage air cleaners for continuous dirt evacuation of the first stage. It works
on the venturi principle (increases flow velocity by constricting the pipe, which creates a pressure drop)
Exhaust aspiration designs increase the exhaust restriction, and a one way flapper valve is needed to prevent
reverse flow at low idle.

Design Assistance

Design Assistance from the muffler manufacturers is available from:

Cummins Emission Solutions - www.cumminsemissionsolutions.com

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Figure 9. Example of an Exhaust Brake Control for a Non-Electronic Engine.

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Test Method for Measuring Exhaust Restriction (Automotive and Industrial)

1. Connect a manometer or pressure gauge which reads up to 60 in H2O, 4 in Hg or 2 psi (1500 mm H2O) in a
straight section of exhaust pipe as close to the turbocharger outlet as possible but at least one pipe
diameter downstream of the turbocharger outlet flange. Engines equipped with Variable Geometry
Turbochargers (VGT) may require the location of the gauge connection to be 3 to 4 pipe diameters
downstream of the turbocharger outlet. Turbulence in the exiting gas flow from VGT turbochargers, results
in the need to measure exhaust restriction farther away from the turbocharger outlet flange. The port in the
exhaust pipe should be smooth and free of burrs to give an accurate pressure reading.
2. Check the Engine Data Sheet to determine the engine speed which delivers the maximum exhaust flow.
This is the engine speed which should be used for this test. Testing should be conducted at ambient
temperatures between 70 F (21 C) and 100 F (38 C).
3. Run the engine at full power output on a vehicle chassis dynamometer or a long uphill climb at the correct
engine speed for at least 10 minutes or until stabilized power output is achieved, and record the exhaust
restriction reading.
For industrial engines, load the engine to the speed at which the maximum exhaust flow occurs for at least
10 minutes and record the exhaust restriction reading.
4. If this testing is done on a long hill climb, it may be necessary to repeat the test in different gears or use the
vehicle brakes to achieve the desired engine speed. If testing on road, the hill used must be steep enough
that with the engine at full throttle, the vehicle speed is steady or dropping when the exhaust restriction is
recorded, to ensure the engine is at full power output.
5. If engine turbocharger boost pressure is also recorded during this test, the pressure at the turbo compressor
outlet can be compared to the Turbo Compressor Outlet Pressure on the Engine Data Sheet to ensure the
engine is at full power output. The measured turbocharger boost pressure should be within 3 in Hg (75 mm
Hg) of the value on the Engine Data Sheet with the engine at full power.

Test Results
Engine Model and Power Rating _____________________________________________

Engine Speed for Maximum Exhaust Flow _____________________________________

Measured Exhaust Restriction at Full Power Output _______ in H2O _______ in Hg ____ PSI
_______ mm Hg _______ kPa

Test Location: On Dynamometer________ On Road ___________

Alternate Test Method for Measuring Exhaust Restriction (Industrial Engines Only)

Some industrial applications are not designed for continuous operation at rated speed and load. In these cases,
Cummins recommends data-logging the pressures while the machine is operated in its extreme worst case
duty cycle.

Special care must be taken when attempting to load a machine by means other than the way the machine was
intended to operate (such as stalling the hydraulic pumps on a hydraulic or hydrostatic machine). Excessive
heat can be generated during the test that will overload the machine hydraulic, engine, or other cooling systems.
Special arrangements are required to deal with the increased heat loads.

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 AEB 21.32
Page 18 of 19

Test Method for Measuring Exhaust Brake Back Pressure (Automotive)

Connect a pressure gauge or transducer to the pressure tap located between the turbocharger outlet and the
restrictor valve (Butterfly or Guillotine) of the exhaust brake. The pressure tap should be located within the
exhaust brake casting and as close to the inlet of the exhaust brake as possible. If the exhaust brake
configuration does not allow a minimum 6 inch straight section for tap, either; 1) a pressure tap must be located
perpendicular to the angle of the bend of the elbow (i.e. if the elbow bends in the horizontal plane, the pressure
tap should be located on the vertically on the upper surface of the elbow); or 2) an additional section of tube
needs to be inserted for measurement. The measuring device must be capable of measuring up to at least 140
in Hg (1800 mm Hg / 69 psi) and be capable of logging data at a rate of 2 reading per second. It is important
that the exhaust brake does not close so quickly that back pressure spikes occur when the exhaust brake snaps
closed. A high-speed analog gauge is acceptable. The length of tubing between the pressure sensor and the
exhaust brake must not exceed 8 inches, this will enable pressure spikes to be detected.

1. Testing should be conducted at ambient temperatures between 70 F (21 C ) and 100 F (38 C).
2. If a long, steep down grade is available, run the vehicle down the grade at an engine speed up to 200 rpm
above governed speed, then engage the brake fully and record the back pressure as the engine speed
drops to low Idle. By running the engine at 200 RPM above the allowable engine speed, stable data can be
recorded as the engine speed passes through the acceptable engine RPM braking limit. It may be
necessary to make multiple test runs using different gears and/or use the vehicle service brakes to stabilize
the engine speed.
3. If a long downgrade is not available, run the vehicle on a chassis dynamometer at no load in high gear with
the engine at or above governed speed, engage the brake and record the maximum back pressure as the
engine decelerates to low idle. Repeat the test 3 times and record the highest reading indicated.
4. Should the results recorded during the test exceed the limits in Table 1, the exhaust brake must be modified
and the test must be run again.

Test Results: Test location_________________________________________________

Maximum back pressure at engine RPM ________PSI (in Hg) _________RPM

Engine Brake Orifice size ____________ inches (mm)

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 AEB 21.32
Page 19 of 19

Change Log
Date Author Description Page(s)
Jun 22, Liz McLean Updated AEB to most recent format no content changes. All
2012
Feb 25, P Hartstirn Updated Approver document number 1
2011 Add recommendation for exhaust gas dispersion 4
Corrected Figure callouts 10, 13, 14
Jan 3, 2011 Sam Penrice Add ISF 2.8 and 3.8 models to header 1
Add Automotive 2010 installation document references 1
Add note to recommendations for down pipe size that do not 3
use aftertreatment systems
Aug 26, S Romine Add marmon geometry and clamp information 6-9
2010 K. Clingenpeel Added wiring harness components to heat sensitive parts in heat 14
shielding section.
S Penrice Revise contact information for design assistance 15
Revise all figure numbers 1
Add Automotive 2010 installation document references 1
Revise title and first paragraph to fix error. This AEB should be 1
used in conjunction with aftertreatment AEBs
Dec.18, Sam Penrice / Table 1: Exhaust Brakes and Turboconveyor Application Chart 7
2006 K. Nolting updated for ISL03/05. Exhaust brake allowed changed from no
to yes if VGT and Max backpressure changed from N/A to 60
psig when using VGT. Note 3 Updated: An exhaust brake may
be used on ISL 03/05 ratings using a VGT added to the note.
Sep 14 2006 P Hartstirn Moved requirement for no exhaust blankets to requirements 2, 9
section from the body of the AEB
May, 2006 J Branner Revised sections with regards to exhaust brakes & 1, 7
turboconveyors including Table 1. Changed AEB owner to Sam
Penrice.
Feb, 2006 J Werner & C Added exhaust brake application requirements 1, 2, 8
Hobbs Added exhaust brake application description 7-9
Added example of poor exhaust system mounting 6, 7
Added QST30 exhaust brake application limits 3
Clarified exhaust brake test method 13
Jan, 2006 J Werner Revised introduction and added additional AEB references 1
Revised Exhaust Brake Bake Pressure for VG turbos 8
Added notes to Table 1 9
Jan, 2005 J Werner Revise statement 3, water drain hole 2
Revise Water intrusion / Exhaust condensation 4
Oct, 2004 P Hartstirn Added industrial information 10, 12
Feb, 2004 K McIntire Turbocharger Bending Moment Calculations 6
ISB Dodge Specifications Added to Table 1 9
Aug, 2003 Exhaust Brake & Turboconveyor Restrictions 2, 9, 10
Jun, 2003 1 Test Method for Measuring Exhaust Restriction 11
May, 2002 Exhaust brake requirement 2
Exhaust Brakes 7-8
Exhaust Brake Control Schematic 10
Mar, 2001 Installation Recommendation Title changed to Requirement 1

Cummins Confidential