Cummins AEB 24.20 Iss. 2010-09, Hoses and Connections (ID 157459)

Application
Engineering
Bulletin
Subject This AEB is for the following applications:
Hose Material and Hose
Connection Design Requirements Automotive Industrial G-Drive Marine
and Recommendations Genset
Date September 21, 2010 AEB Number 24.20
Engine Models included: All Industrial (A Series through QSKV)
Owner: Paul Hartstirn Approver: per Procedure 9183OPS-04-10-01 Page 1 of 35
This AEB supersedes AEB

24.20 published May 18, 2009
NOTE: This AEB has been written for all Cummins industrial engines with the exclusion of marine engines.
Marine engine installations are subject to the regulations of various marine certification agencies and must meet
the specific design and installation requirements of those agencies.
Introduction
Engine installations include many hose connections from the original equipment manufacturer’s (OEM)
machine to the engine air, coolant, fuel, and oil systems. All of these connections are critical to the performance
of the machine and to the protection of the engine. If a hose connection fails, the results can be both costly and
hazardous. Common failure symptoms range from slow fluid leaks to rapid catastrophic engine failures. But in
all cases, leaks and unexpected downtime are displeasing to customers.
In the design of Cummins engines, hoses are carefully selected to withstand the most extreme
operating conditions anticipated. Although Cummins is not usually directly involved in the design of engine hose
connections to OEM machine systems, the integrity of each of these connections is critical to ensuring a safe,
leak-free, and durable product.
Purpose and Scope
Today’s industrial markets demand the highest performance equipment with leak-free reliability and
durable service life. With the objective of meeting these demands, this bulletin has been created to assist
customers in the design of high quality hose connections to engine air, coolant, fuel, and oil systems. This
bulletin includes guidelines for the proper design and assembly of both clamped—also referred to as “beaded”
or “push-on”—and threaded hose connections. Recommendations are provided for the selection of suitable
hose material, clamps, fittings, and other hose connection components. Additionally, many of the common hose
connection issues plaguing customers today are explained, and preventative solutions are discussed.
It is well recognized that the trade-offs between cost and durability are viewed differently among
industrial customers. In this bulletin, an attempt has been made to distinguish between the minimum acceptable
hose which provides reliability up to a scheduled replacement interval, and hose which can be expected to last
in most applications until engine overhaul. When an OEM selects materials to meet the minimum specifications,
they are responsible for supplying inspection criteria and replacement interval recommendations to the end
user.
In some cases, materials not specifically listed in this bulletin may provide acceptable or even
outstanding performance in a given application. Materials other than those listed in this bulletin should be
reviewed carefully with the respective manufacturer or supplier and a Cummins Application Engineer prior to
final selection and installation. See section 10 for fuel o-ring and seal material requirement recommendations.
Hose sizing guidelines are not provided in this document. As restriction specifications vary by engine
and application, consultation with a Cummins Application Engineer is recommended prior to selecting hose size.
Cummins Confidential
AEB 24.20
Page 2 of 35
Table of Contents
1. General 5
Nomenclature 5
Explanation of Requirements and Recommendations 5
References 5
2. Summary of Hose, Clamp, Fitting, & O-ring Recommendations 6

Table 1: Hose Materials 6
Table 2: Adjustable Hose Clamps 6
Table 3: Fittings and O-rings 6
3. Guidelines for Proper Design & Assembly of All Hose Connections 7

Design of Clamped Hose Connections 7
Manufacturing, Assembly, and Support of Clamped Hose Connections 9
Assembly of Threaded Hose Connections 9
Routing and Securing Long Hoses (Lines) in Design and Assembly 10
4. Threaded Fluid Port Connections 12

Fluid Ports 12
Fittings—Threaded Tube/Hose End Connections 13
Threaded Tube/Hose Ends 14
O-ring Material 14
Fittings—Clamped Hose Connections 15
Teflon® Tape and Thread Sealant 16
Summary of Requirements & Recommendations—Port Connections and Fitting Selection 16
5. Adjustable Hose Clamps 17

T-Bolt vs. Worm Gear Style Clamps 17
Special Clamp Design Features 17
Spring-Loaded Clamps 18
Non-Adjustable One-Piece Spring Clamps 19
Double Clamping 19
Proper Clamp Installation 20
T-bolt Clamp Sizing 20
Clamps for Small Diameter Push-on Fuel Hose and Coolant Vent Lines 21
Summary of Requirements & Recommendations—Adjustable Hose Clamps 21
6. Air Hoses for Intake Air Connections 22

Critical Design Criteria—Operating Conditions 22
Non-silicone Rubber Hoses (EPDM, Nitrile, Neoprene) 22
Engines Requiring Silicone Compressor Inlet Hoses 24
Silicone Rubber Hoses 24
Diameter Reducing Inserts 25
Summary of Requirements & Recommendations—Intake Air Hoses 25
7. Air Hoses for Charge Air Cooling System Connections 26

Meta-Aramid (Nomex) Reinforced Silicone 26
Summary of Requirements & Recommendations—Charge Air Cooling System Hoses 27
8. Air Hoses for Air Compressor Systems 28

AEB 24.20
Page 3 of 35
Air Compressor Inlet Hoses—Naturally Aspirated 28

Air Compressor Inlet Hoses—Turbocharged 28
Air Compressor Discharge Hoses 29
Summary of Requirements & Recommendations—Air Compressor System Hoses 29
9. Coolant Hoses 30
Radiator Plumbing Hose Connections 30
Hump hoses 30
Cab Heater Hoses & Push-on Vent Lines 31
All Other Coolant Hoses 31
Summary of Requirements & Recommendations—Coolant Hoses 31
10. Fuel and Oil Hoses 32

Fuel Hose for A, B, and C Series Engines with Push-on Connections 32
Remote Full-Flow Oil Filter Head Hoses 32
Crankcase Breather Hoses 33
Hoses for All Other Fuel and Oil Applications 33
Fire Resistant Hoses and Sleeves 33
Stainless Steel Wire Braided PTFE (Teflon®) Hoses 33
Summary of Requirements & Recommendations—Fuel and Oil Hoses 34
11. Supplier Index 35

Major Suppliers of Hose for Coolant, Fuel, and Oil 35
Specialists in CAC Hoses and Custom Silicone Hose for Air and Coolant 35
Suppliers of T-bolt and High Quality Worm Gear Clamps 35
AEB 24.20
Page 4 of 35
Disclaimer
Each hose manufacturer publishes specifications defining the acceptable application of their products.
No attempt has been made to duplicate hose manufacturer product or application specifications in this
document. It is the engine installation designer’s responsibility to ensure that every hose used in connection to
the engine complies with all of the hose manufacturer’s specifications for proper installation and intended use.
Recommendations provided in this document are supplemental to those provided by the hose manufacturer.
When combined with the hose manufacturer’s advice and specifications, this bulletin will help the designer to
make the most informed material selection. Testing may be required to ensure the hose installation complies
with the hose manufacturer’s specifications.
NOTE: This AEB has been written for all Cummins industrial engines with the exclusion of marine engines.
Marine engine installations are subject to the regulations of various marine certification agencies and must meet
the specific design and installation requirements of those agencies.
AEB 24.20
Page 5 of 35
1. General
Nomenclature
1) Hose/Line: “Hose” and “line” are used interchangeably throughout this document. “Line” is generally used
when referring to long hoses of small diameter.
2) Tube/Pipe: “Tube” refers to the metal plumbing which features a raised sealing bead on the end to
accommodate a clamped hose connection. “Pipe” is used interchangeably with “tube” when referring to
plumbing larger than 2 inches in diameter. See Figure 1. “Tube” also refers to metal plumbing smaller than 1
inch in diameter designed to accommodate weld-on threaded ends for port fitting connections—these tube ends
do not have raised sealing beads.
3) Port: Refers to an internally threaded hole in the engine oil, fuel, air, or coolant system which is provided
specifically for an OEM hose, tube, or sensor connection. The port includes any special machining or
dimensional features required for proper sealing of a fitting. See Figure 9.
4) Fitting: Refers to the physical component which allows the sealed coupling of a hose or tube to a port. In
the case of threaded end connections, the fitting will feature threads and a sealing mechanism on both ends.
See Figure 10. In the case of clamped end connections, one end of the fitting will be threaded and the other
end will feature a miniature tube end with a sealing bead. See Figure 12. This type of fitting is also referred to
as a hose barb fitting.
5) Threaded Tube/Hose End: Refers to the metal components which are attached to the end of an industrial
hose or tube to allow connection to a fitting. Most threaded tube/hose ends feature internally threaded nuts
which are held captive axially but are allowed to rotate freely for joint tightening without tube/hose rotation. See
Figure 11.
6) Threaded Hose Connection: Refers to the assembly of a metal tube or flexible hose, threaded tube/hose
end, fitting, and port.
7) Clamped Hose Connection: Also referred to in industry as a “push-on” or “beaded” hose connections, this
refers to the assembly of a hose, two tube ends with raised sealing beads, and adjustable hose clamp(s) on
both ends.
Explanation of Requirements and Recommendations
 Indicates a Cummins requirement: A material selection or practice deemed necessary by Cummins to

prevent certain failure and customer or service inconvenience.
 Indicates a Cummins recommendation: A highly desirable material selection or practice which will
prevent common issues noticed in recent and past applications of Cummins engines.
For optimal equipment performance and quality, follow all requirements and recommendations.
References
1) SAE AS5131—Tube End – Beaded, Design Standard; [Note: SAE AS5131 superseded MS 33660]
2) SAE J1231—Formed Tube Ends for Hose Connections and Hose Fittings
3) SAE J1273—Selection, Installation and Maintenance of Hose and Assemblies
4) SAE J1508—Hose Clamp Specifications
5) SAE J20—Coolant System Hoses
6) SAE J30—Fuel and Oil Hoses
7) TMC RP 332—Guidelines for Hoses, Clamps, and Fittings for Cooling and Charge Air Cooler Systems
AEB 24.20
Page 6 of 35
2. Summary of Hose, Clamp, Fitting, & O-ring Recommendations
Table 1: Hose Materials

Intake Air Charge Air Cooler Air Compressor Coolant Fuel Supply and Oil Rifle, Remote
Inlet and Drain Filter, Sump,
Discharge Centinel, etc.
Surrounding air All connections Naturally Radiator Remote oil filter head connections
temp exceeds aspirated inlet connections
o
250 F regularly: Multi-ply Aeroquip: FC300
Meta-aramid/ SAE J20R3 SAE J20R1 or R2 Parker: 201/261, 206 PKR
Nomex
(includes all HHP
Vee engines)
compliant compliant—
Reinforced Class A silicone Crankcase Breather Hoses
Polyester Silicone Hump preferred § See section 10
Reinforced Hoses with Wire Turbocharged
Silicone Retaining Rings inlet  [AQP FC352; Federal
Hose 4-ply silicone;
A,B, & C Series Push-on Fuel Hose
Flexfab FLX5581/5501 SAE J30R7 or R8 compliant
Aeroquip: SAE J517 recommended
Surrounding air FC186, 2807 Cab Heater &
temp. less than Vent (push-on) All Other Connections
250 oF: Discharge
SAE J20R3 Aeroquip: FC234, FC300, FC350,
FC355, FC650, FC 699, FC186,
EPDM rubber  Aeroquip: compliant—
FC186, 2807 Class A silicone 2807
preferred §
Parker: 201/261, 206 PKR, 213
Federal Hose 5526
Series; Flexfab PKR, 266 PKR, 293
FLX5521 / FLX 5526
All Other
 Refer to section 6
 Original Cummins part must be used if turbocharged compressor is available as original equipment.
Turbocharging the air compressor requires the approval of both Cummins and the compressor manufacturer without exception.
§ Class A silicone required if target replacement is at engine rebuild
See sections 6 – 10 for detailed requirements & recommendations
Table 2: Adjustable Hose Clamps

Application SAE J1508 Clamp Type
Charge air cooler connections SLTB with flared-edge floating bridge

Intake air connections TB preferred; HD WITH LINER acceptable
Coolant connections above 2” diameter SLTB preferred; TB acceptable
Coolant connections below 2” diameter SLTB or SLHD preferred; TB or HD acceptable
Push-on fuel hoses for Cummins A, B, & C series engines, D, tightened to 1.5 N-m
and push-on coolant vent hoses only
See section 5 for detailed requirements & recommendations
Table 3: Fittings and O-rings

Engine Port Type Fitting Type O-Ring Material (Qty Required)
English or Metric STOR STOR to ORFS—Preferred Viton® (2)

English or Metric STOR STOR to 37o or 45o flare—Acceptable Viton® (1)
NPTF NPTF to 37o or 45o flare -
See section 4 for detailed requirements & recommendations


AEB 24.20
Page 7 of 35
3. Guidelines for Proper Design & Assembly of All Hose Connections  Requirement
 Recommendation
Design of Clamped Hose Connections
 Follow the SAE Recommended Practice J1273, “Selection, installation and maintenance of hose and
assemblies,” when selecting hoses.
 All formed or cast tube ends to be used with clamped hose connections must have a raised sealing
bead completely around the tube circumference. The bead prevents the hose from sliding off the tube
end when the clamp is installed correctly. Recommended sealing bead dimensions are provided in Table 4.
Alternatively, SAE J1231 or AS5131 specifications may be used.
Figure 1: Sealing Bead Profile—Recommended Dimensions in Table 4
Table 4: Recommended Sealing Bead Dimensions for Tube Ends

Nominal Tube O.D. Bead O.D. & Tol. Bead Radius & Tol. Bead to Tube O.D. Radius & Tol.
A B R1 R2
.750 .812 +/- .03 .063 +.000/-.031 .031 +.000/-.015
.875 .937 +/- .03 .063 +.000/-.031 .031 +.000/-.015
1.000 1.125 +/- .03 .125 +.000/-.031 .063 +.000/-.015
1.125 1.250 +/- .03 .125 +.000/-.031 .063 +.000/-.015
1.250 1.375 +/- .03 .125 +.000/-.031 .063 +.000/-.015
1.500 1.625 +/- .03 .125 +.000/-.031 .063 +.000/-.015
1.625 1.750 +/- .03 .125 +.000/-.031 .063 +.000/-.015
1.750 1.875 +/- .03 .125 +.000/-.031 .063 +.000/-.015
2.000 2.188 +/- .03 .156 +.000/-.031 .094 +.000/-.031
2.125 2.313 +/- .03 .156 +.000/-.031 .094 +.000/-.031
2.250 2.438 +/- .03 .156 +.000/-.031 .094 +.000/-.031
2.375 2.563 +/- .03 .156 +.000/-.031 .094 +.000/-.031
3.000 3.188 +/- .03 .156 +.000/-.031 .094 +.000/-.031
3.500 3.688 +/- .03 .156 +.000/-.031 .094 +.000/-.031
4.000 4.188 +/- .03 .156 +.000/-.031 .094 +.000/-.031
4.500 4.688 +/- .03 .156 +.000/-.031 .094 +.000/-.031
5.000 5.188 +/- .03 .156 +.000/-.031 .094 +.000/-.031
5.500 5.688 +/- .03 .156 +.000/-.031 .094 +.000/-.031
6.000 6.188 +/- .03 .156 +.000/-.031 .094 +.000/-.031
7.000 7.188 +/- .03 .156 +.000/-.031 .094 +.000/-.031
8.000 8.188 +/- .03 .156 +.000/-.031 .094 + .000/-.031
10.000 10.188 +/- .03 .156 +.000/-.031 .094 + .000/-.031
12.000 12.188 +/- .03 .156 +.000/-.031 .094 + .000/-.031
AEB 24.20
Page 8 of 35
 Sufficient end clearance must be designed to prevent tube end contact through straight hose
connections. For 2” dia. and smaller, a minimum of 1/2” end clearance must be designed. For 2.5” dia.
and larger, a minimum of 1” end clearance must be designed.
 Never use shielding blankets or covers on intake air hoses. The inner lining may wear through the
hose and cause an engine dust-out failure. In addition, they obstruct visual inspection of the hose.
 Clearance around all hoses must be designed to prevent

contact and wear-through. The hump in hump hoses must be
accommodated—See figure 2.
 Brackets or hangers must be designed for all steel tube

plumbing with length greater than the tube diameter. Do not
rely on hoses for support of steel plumbing. Vibratory resonance
can destroy hoses which visually appear to adequately support the
plumbing. When designing brackets for cooling system plumbing,
consider the weight of coolant in addition to the plumbing itself.
Figure 2: Hump hose contact with
 Support brackets must be sufficiently stiff in both vertical and steel turbocharger frame. If left
uncorrected, the hose will eventually
lateral directions. Simple lateral braces restraining horizontal wear through, and an engine dust-out
motion are commonly used but often provide insufficient vertical failure will result.
support of the pipe.
 Whenever possible, straight hoses and hump hoses should be used instead of elbow shaped hoses.
It can often be more cost effective to incorporate bends in the tubing than to design an elbow shaped hose
with sufficient collapse resistance—particularly for low pressure joints such as water pump inlets and intake
air connections. Elbow shaped hoses in these applications require special reinforcement.
 When tube end clearance in straight hose connections exceeds the hose diameter, the need for wire
reinforcement (SAE J20R2 type hose) should be considered. For diameters greater than 2 inches, long
lengths of hose are susceptible to collapse for a variety of reasons including vacuum service, missing or
insufficient pipe brackets, foot damage during service, and misalignment of tube ends.
 Hump hoses or wire reinforced straight hoses should be used when alignment of tube ends within 2
degrees can not be achieved. This is an approximate visual threshold of misalignment. If misalignment
exceeds 5 degrees, the hump hose manufacturer should be contacted for hose life predictions. Hose bend
radius limitations set by the manufacturer must be met.
 A slight interference fit should be designed into all clamped hose connections. The largest cause of
clamped hose connection leaks is a loose hose fit. Clamping a loose hose results in an irregular distortion
of the hose interior. Over-tightening the clamp may be required to obtain a seal if it is possible at all. In
doing so, the hose becomes permanently damaged, and often, can not be reused. The nominal values
provided in Table 5 should be used in hose connection interference fit design. Tolerances should be
discussed with the hose and plumbing manufacturers. For minimal cost, a custom ram die can be made to
enlarge tube ends slightly in order to obtain the correct interference fit. Plumbing manufacturers can
perform this operation quickly and easily during fabrication.
Table 5: Clamped Hose Connection Nominal Interference Fits

Diametrical Interference
Nominal Hose
Inside Diameter Inches millimeters
0.625 – 1.25” 0.031 0.80
1.5 – 3” 0.039 1.0
3.5 – 5” 0.059 1.5
5.5 – 12” 0.079 2.0
Courtesy of James-Dawson
AEB 24.20
Page 9 of 35
Manufacturing, Assembly, and Support of Clamped Hose Connections
 Tube ends must be chamfered and be free of sharp edges or burrs. Otherwise, hose damage will
result upon installation or during service.
 A diluted solution of mild dish soap and water is the only acceptable agent to ease hose installation
with clamped hose connections. The use of oil, grease, sealants, or any other chemicals may degrade
the hose, reduce joint sealing capability, or make hose removal more difficult. Often, measures taken to
remove stubborn hoses lead to tube surface damage and future joint leakage problems.
 Tube ends must not make contact inside a clamped hose connection. Sufficient clearance must be
designed, and assemblers must be trained to report this condition if it can not be prevented during
assembly. The metal filings created by contact may cause an engine failure.
 When hump hoses are used, the raised sealing bead on the tube end MUST NOT protrude into the
humped portion of the hose. The raised sealing bead hump should be noticeable in the nominal diameter
portion of the hose.
 Hoses should fit snugly over the nominal tube outside diameter when installed by hand. There
should be no air gap between the hose and tube O.D. past the sealing bead. An air gap requires the clamp
to distort or crease the inside diameter of the hose. This distortion is a predominant cause of clamped hose
joint leaks. The air gap also permits dirt entry and tube corrosion, both of which deteriorate sealing
capability after the joint is serviced for the first time.
 The effectiveness of support brackets and braces used to secure hard plumbing should be checked
after assembly by applying hand pressure. The hard plumbing should not move side-to-side more than
1/2” when applying moderate to heavy hand pressure immediately beside the hose connection. No
plumbing motion should result from light pressure.
Assembly of Threaded Hose Connections
 When tightening a threaded hose connection, care must be taken not to place a torsional strain on
the hose. Torsional strain can lead to a hose or connection failure. To prevent it, two wrenches must be
used when tightening the hose end. One wrench must be used to hold the threaded end hex boss, which is
secured to the body of the hose. The other wrench is then used to turn the captive threaded nut, thereby
tightening the connection.
 STOR and ORFS connections must not be over-tightened or thread damage may occur. Unlike NPTF
connections, STOR and ORFS connections seal effectively with a much lower connection torque. Follow
the manufacturer’s torque specification.
 Liquid thread or gasket sealant, or Teflon® tape, is NOT to be used in the assembly of STOR and
ORFS connections. If the connection will not seal, check all sealing surfaces for damage, and replace the
sealing o-ring with the correct part. Then torque to the manufacturer’s specification.
 Requirement
 Recommendation
AEB 24.20
Page 10 of 35
Routing and Securing Long Hoses (Lines) in Design and Assembly
 Secure all long hoses (lines) to the equipment with clamping

blocks, or insulated P-clips, in such a way to prevent chafing
against sharp edges and rubbing against flat surfaces. The P-
clips or clamping blocks should be spaced close enough to prevent
the hose from flexing to contact other components in between them.
The proper locations and spacing for P-clips or clamping blocks
must be shown on the machine assembly prints to eliminate
variation between workers.
 Long hoses (lines) must be held snug inside the clamping

block or P-clip when it is tightened—the line must not be Figure 3: Clamping blocks properly
allowed to twist or vibrate against it. If moderate hand force used to separate and secure long
causes the line to move within the clamping block or P-clip after it is hoses (lines) along the equipment
frame.
tightened, a smaller size must be used.
 Clamping blocks and P-clips must be secured directly to the

equipment frame or to studs or threaded holes provided for this purpose on the engine block. A
Cummins Application Engineer must be consulted prior to the addition of a P-clip underneath any engine
bolt. Sufficient bolt thread engagement must be maintained to prevent an engine failure.
 Sufficient hose length (slack) between clipping points subject to relative motion must be provided in
both installation design and assembly. This requires adding specifications to installation diagrams/prints
and providing training to equipment assembly workers.
 Do NOT use wire or cable ties to secure long hoses (lines) to the equipment or the engine. Wire ties
may be used only to secure bundles of hoses commonly routed, to prevent the individual hoses from chafing
against each other.
 Requirement
 Recommendation
Figure 4: Hose in direct contact with a Figure 5: Air conditioner and fuel lines laid Figure 6: A coolant vent line is shown
sharp edge of a sheet metal belt guard. over an I-Beam frame, unclipped. If left attached with a P-clip to a hose clamp T-
In this case, the fittings and hose routing alone, the lines will wear through on the bolt screw - absolutely unacceptable!
used are critical to engine fan drive sharp edge of the I-Beam. In this case, the Note, the line is also routed close to
performance. A relief cut should be lines should be re-routed and securely turbocharger housings. In this case, the
made in the belt guard to prevent hose clipped underneath the I-Beam. line must be routed above the engine to
contact during operation and vibratory vent correctly; therefore, it should not be
movement. clipped to any part of it.
AEB 24.20
Page 11 of 35
 The minimum hose bend radius specification published by

the hose manufacturer must be met during both design and
assembly. Too tight of a bend radius can kink the hose,
increasing internal restriction. In worse cases, a hose failure may
result. Angled hose ends and fittings may be used to keep the
hose bend radius within specification.
 Long hoses (lines) must not be subjected to severe bends

immediately after a tube end connection, P-clip, or clamping
block, or else they will kink. If an immediate bend is required,
an angled fitting should be considered. See Figure 7.
Figure 7: Kinked hose due to bend
 All oil lines must have threaded hose ends. Both crimped and immediately after connection.
reusable styles are acceptable. Clamped hose connections are
not acceptable for oil lines.
 Except for “push-on” (clamped) style fuel hose connections

on Cummins A, B, and C series engines, all fuel hoses must
have threaded hose ends. Both crimped and reusable styles
are acceptable.
 Rubber grommets must be used when hose is routed

through sheet metal without the use of a bulkhead fitting.
Otherwise, the hose will chafe on the sheet metal and will
eventually wear through.
 Requirement
 Recommendation
Figure 8: Properly sized grommets

used in floor plate for passage of cab
heater coolant hoses.
AEB 24.20
Page 12 of 35
4. Threaded Fluid Port Connections
Fluid Ports
Metric STOR STOR NPTF
Figure 9: Three port types used in Cummins engines with matching fitting ends shown above them. Thread graphics
are simplified. Some features will vary by application such as thru-hole dimensions, optional identification ridge of
Metric STOR port, etc. Illustrations are courtesy of Parker-Hannifin Corp.
Three fluid port types are commonly used in Cummins industrial engines for OEM connections:
1) Metric Straight Thread O-Ring (Metric STOR): This port type, also referred to as “Metric O-Ring Boss
(ORB),” features straight metric internal threads with a specially machined chamfer at the port entry to seal an o-
ring located on the fitting. Port dimensional details are provided in SAE J2244 and ISO 6149. The controlled o-
ring compression of this port type provides optimal protection against fluid leakage. This port is standard design
in new engines that use predominantly metric bolts and fittings. NOTE: A raised ridge at the port face indicates
a Metric STOR port. The ridge is an optional feature described in the SAE/ISO standards and may not be
present for all Metric STOR ports.
2) English Straight Thread O-Ring (STOR): This port type, also referred to as “O-Ring Boss (ORB),” is very
similar to the Metric STOR port, except that it features straight UN/UNF internal threads instead of metric
threads. Port details are provided in SAE J1926 and ISO 11926. The sealing method and effectiveness is
equivalent to Metric STOR ports.
3) National Pipe Tapered Fuel (NPTF): This port type features Dryseal Pipe Threads which taper down in
diameter from the port entry. A seal is obtained by thread deformation when the connection is tightened.
Applying liquid thread sealant or teflon tape to the threads is often necessary to obtain a leak-free seal with a
connection that has been previously tightened. Due to variability of thread manufacture, sealant may be
required even on the initial installation. This design is commonly used in older products but is no longer suitable
for new designs due to the superior sealing available with compressed o-ring type ports. Fittings for NPTF ports
on Cummins engines must have threads that conform to SAE J476—Dryseal Pipe Threads.
AEB 24.20
Page 13 of 35
Fittings—Threaded Tube/Hose End Connections
o o
A) ORFS - STOR B) 37 flare (JIC) - STOR C) 37 flare (JIC) - NPTF
Figure 10: Fittings compatible with Cummins engine ports. Types A & B are available with English or
Metric port-side threads. Type A is also available with NPTF port-side threads. Types B and C are
o
also available with a 45 flare angle (SAE J512). Illustrations are courtesy of Parker Hannifin
Corporation.
A wide variety of threaded fitting types are available for industrial fluid transmission connections. Most
fittings are available in straight and 90o elbow configurations. Two main characteristics which vary between
types are the threads and the sealing mechanism employed on both ends of the fitting. In an effort to minimize
proliferation and to ensure the most leak-free connections with commonly available parts, Cummins
recommends using one of three hose-side sealing mechanism types in industrial engine installations. The first
type is preferred due to its superior elastomer sealing mechanism.
1) O-Ring Face Seal (ORFS): This type of sealing mechanism offers the best prevention against leakage by
precise compression of a face o-ring seal in the hose side of the fitting when the tube/hose end is attached.
Standard dimensions of this connection type are governed by SAE J1453 and ISO 8434-3. Fittings of this type
are available for use with metric STOR, STOR, or NPTF ports. The ultimate in sealing performance is achieved
when an ORFS fitting is used in combination with a Metric or English STOR port. With the growing intolerance
of air in diesel engine fuel systems, the ORFS/STOR combination fitting may be required to prevent fuel system
issues.
 Watch-Out! The o-ring in the end face of the fitting can easily be dropped and lost when the tube/hose end
is removed. If an incorrect size or material replacement is used, the sealing performance of the joint will be
compromised.
2) 37o Flare Hydraulic (JIC): This type of fitting is extremely popular in fluid power systems and is commonly
available throughout the world. While not as effective as the ORFS at leakage control of air, this connection
type is effective at sealing liquid fluid systems when the sealing surfaces are clean, undamaged, and the
connection is tightened properly. The standard dimensions of this connection type are governed by SAE J514
and ISO 8434-2.
3) 45o (SAE) Flare: This type of fitting is more popular in automotive and truck piping systems. It is similar to
the 37o Flare Hydraulic (JIC) with the main exception being the flare angle and the thread specifications—for
larger sizes. The standard dimensions of this connection type are governed by SAE J512.
 Watch-Out! 37o flare fittings are often mistakenly interchanged with 45o flare fittings, which look almost
identical to the untrained eye. When the two different male and female ends are connected, the difference
in flare angles will permanently damage the sealing surfaces and the joint will eventually leak. In the field,
45o flare fittings are often referred to simply as “SAE” type, while 37o flare fittings are often referred to as
“JIC.” Both male and female ends of the connection must have the same flare angle and thread
specification.
AEB 24.20
Page 14 of 35
Threaded Tube/Hose Ends
o
Figure 11: Threaded hose ends compatible with fittings shown in Figure 3. Crimp-on 90 ORFS style is shown
o
on left. Reusable thread-on straight 37 JIC style is shown on right. Illustrations are courtesy of Parker Hannifin
Corporation.
Like fittings, threaded hose ends are available in many styles and configurations. The four main
characteristics to be concerned with when selecting threaded hose ends are 1) hose compatibility, 2) method of
attachment to the hose, 3) sealing mechanism type, and 4) orientation of end (e.g. straight, 45o, 90o). The
primary consideration of threaded hose end selection is that it must be compatible with the hose used. Typically
this requires the purchase of hose ends which are manufactured by the same company that manufactures the
hose. Mixing brands of hoses and threaded hose ends is not recommended. This practice could result in
connection leakage. If changing brands is desirable, crimping tools must be considered. Crimp die and press
requirements may vary between manufacturers.
Common methods of threaded hose end attachment include machine crimping for crimp-on hose ends
and a special threading procedure for reusable hose ends. Both styles are shown in Figure 11. Either method
is acceptable for industrial connections.
The sealing mechanism (ORFS, 37o JIC, 45o SAE) type must be compatible with the fitting type used.
This is a simple procedure of proper threaded hose end selection from catalog listings. Likewise, most threaded
hose ends are available in straight, 45o, and 90o configurations to meet application needs. It is often more
desirable to use a 90o threaded hose end rather than a 90o fitting. The benefits of doing so include lower total
cost, lower total connection weight, and lower internal restriction. Hoses and threaded hose ends are available
through a dealer network in the U.S. The individual dealer can assist with proper selection.
Threaded ends are also available for attachment to small diameter metal tubes. Typically, two pieces
are used—a nut and a sealing flange (for ORFS) or flare (37o or 45o). The general process begins with installing
the nut over the cut and prepared end of the tube. Next, the flange or flare is welded on to the end of the tube
and the sealing surface is cleaned or prepared according to the tube end manufacturer’s directions. Threaded
end components for small diameter metal tubes are available from the same hose and fitting manufacturers.
O-ring Material
Only high temperature flourocarbon (Viton®) o-rings are to be used on port fittings for air, fuel, oil, and
coolant. This material is used for the o-rings of original equipment port plugs and sensors of most Cummins
industrial engines. Viton® provides the best protection against o-ring degradation from heat, and it is compatible
with all engine fluids. Other o-ring materials such as nitrile (Buna-N) may be advertised as compatible with
engine fluids and temperatures, but these other materials have been proven through experience to be unreliable
in critical applications such as remote oil filter head connections.
When using ORFS to STOR fittings, both o-rings must be made of Viton® material.
Customers must clearly specify in their product literature that Viton® o-ring material is to be used exclusively
during service of all engine port connections.
AEB 24.20
Page 15 of 35
Fittings—Clamped Hose Connections
For 3/4” hose I.D.; fitting I.D. is 9/16”
For 5/8” hose I.D.; fitting I.D. is

restricted to 1/4” with internal
rubber orifice
shank
DO NOT USE
Figure 13: Close-up of damage on style 4.

Without a hex, the hose sealing contour is
often gripped with pliers causing damage on
the shank and the sealing bead.
1 2 3 4
Figure 12: Common hose barb fittings. Styles 1-3 are suitable for
industrial use. Style 4 is not to be used due to potential for internal
hose damage and leaks. Style 2 includes an orifice for flow
restriction—acceptable depending on application.
A variety of threaded hose barb fittings are available for clamped hose connections. However, one of
the commonly available types is not suitable—and not recommended—for industrial hose connections. All hose
barb fittings must have an external hexagon boss to allow fitting installation with a combination wrench or
socket. Fitting style 4 shown above does not contain such a boss. Consequently, it has been damaged during
both installation and removal by the use of pliers. The damage to the shank will make future hose sealing
difficult if not impossible with this fitting. In addition, the damage to the rim sealing bead will score the inside of
the hose as it is installed. Even the use of a stud installation tool on the shank will damage this fitting because it
is hollow and can not withstand compression. Fitting style 4 should never be used in industrial applications.
A second consideration of hose barb fitting selection is that the shank side of the fitting should conform
or appear similar to the styles listed in SAE J1231—“Formed Tube Ends for Hose Connections and Hose
Fittings.” Note that fitting style 3, shown above, features several ramped steps along the shank. Because they
are precisely machined, these ramps will help to seal the connection initially as long as the hose fits snug, but
they will damage the inside of the hose when the clamp is tightened. Upon removal of a hose from this type of
barb fitting, the hose section installed over the barb would need to be cut off before the hose is re-installed.
Shortening the hose may give rise to other complications such as excessive hose strain. In some installations,
sufficient hose slack may eliminate this concern; however, this is a disadvantage compared to the other fittings
which do not require trimming the hose upon reinstallation.
A third consideration of hose barb fitting selection is to make sure the inside diameter does not
excessively restrict flow. There are many fittings commonly available which contain internal orifices. These
fittings are made specifically for the purpose of restricting flow. In certain applications, they may be required. In
others, they may result in system performance issues. The designer must consider the application flow
requirements and limitations when selecting all fittings.
Finally, as with the larger clamped hose connections, smaller diameter hoses should fit snugly (an
interference fit) over the nominal diameter of the hose barb fitting shank. There should be no air gap between
the hose and shank.
AEB 24.20
Page 16 of 35
Teflon® Tape and Thread Sealant
Teflon® tape and liquid thread sealants are commonly used on NPTF threads. The use of Teflon® tape
is not recommended due to issues with tape fragment contamination of the fluid passage and subsequent
engine or OEM component damage. If Teflon® tape is wrapped too closely to the edge of the fitting, or if it is not
completely cleaned out of the female end before a re-connection is made, fragments of tape will eventually
contaminate the fluid passage. Application of Teflon® tape is a very inconsistent process, subject to error. It
should not be used in connections to Cummins engines.
Liquid thread sealants, such as those offered by Loctite Corporation, are acceptable but must be
applied properly. Greater consistency of liquid sealant application is possible compared to Teflon® tape.
Because the sealant is in liquid form, a minimal amount of contamination in the fluid passage can usually be
dissolved and tolerated. However, this can be prevented entirely through the correct application of the sealant.
The type of sealant selected must be compatible with the fluid inside the connection and the operational
temperatures.
Many NPTF fittings, such as the hose barb fittings shown in Figure 12, are available from the supplier
with a dried sealant coating already applied to the threads. Note that the coating is kept away from the last 1-2
threads of the fitting to prevent contamination of the fluid. Pre-coated fittings are highly recommended to
eliminate the possibility of incorrect liquid thread sealant application during equipment assembly. Often times, a
pre-coated fitting can be removed and reinstalled at least once before reapplication of thread sealant becomes
necessary.
There is no need for any type of thread or gasket sealant with o-ring type port connections—none
should be used.
Summary of Requirements & Recommendations—Port Connections and Fitting Selection
 Requirement
 Recommendation
 Hose and threaded hose ends must be compatible—combine only those components manufactured under
the same brand.
 Teflon® tape is never to be used on fitting threads. Properly specified liquid thread sealant may be used on
NPTF threads, but pre-coated fittings are preferred. No thread sealant is ever to be used on straight
threads.
 All hose barb fittings must have an external hexagon boss for installation with a combination wrench or
socket.
 Viton® o-rings are required on all o-ring style fittings used in connection to engine fluid ports. No other
material is suitable for engine connections.
 Fittings with internal orifices must not be used unless flow restriction is intentional.
 The hose should fit snugly over the hose barb fitting shank—no air gap.
 ORFS to STOR fittings are preferred over all others due to the o-ring seal on both sides. This provides the
best protection against leaks.
 ORFS to STOR fittings are recommended for fuel supply system connections to prevent air leakage and
subsequent fuel system performance issues.
 The use of 45o or 90o threaded hose ends is preferred to using 45o or 90o fittings due to reduced weight,
cost, and internal restriction.
 The shank-end of hose barb fittings used should be similar to SAE J1231 styles. Ramped gripping steps on
the shank will likely require shortening the hose upon removal and reconnection to prevent leaks.
AEB 24.20
Page 17 of 35
5. Adjustable Hose Clamps
T-Bolt vs. Worm Gear Style Clamps
T-bolt style hose clamps are generally superior to worm gear style clamps and are preferred in industrial
engine applications for two reasons. First, the T-bolt clamp may be tightened to produce a higher radial
clamping pressure without damaging the clamp. Radial clamping pressure is a major factor affecting hose joint
sealing. In some applications, the required band tension for sealing may not be achievable with a standard
worm gear clamp. Second, the T-bolt clamp does not have band perforations. Worm gear clamp band
perforations can cause hose extrusion during tightening, thereby affecting hose reusability and resealing.
Although t-bolt clamps are always preferred, certain worm gear style clamps are acceptable for use in
small coolant connections (below 2 inches diameter) and non-pressurized turbocharger air intake connections.
If worm gear clamps are to be used, SAE J1508 type HD or SLHD with an internal band liner should be used
exclusively. The liner prevents hose extrusion through the outer band perforations.
Figure 14: Photo showing hose extrusion through band

perforations is on left. Breeze clamp with internal band liner is on
right. Photos are courtesy of Breeze Industrial Products
When worm gear clamps are used in small coolant connections, heavy duty spring-loaded worm gear
clamps (SAE J1508 type SLHD) are recommended. This type of clamp can regulate band pressure during the
hose contraction and expansion that accompany coolant thermal cycles. This capability ensures reliable joint
sealing and virtually eliminates the need for clamp re-tightening. Breeze Industrial Products offers SAE type
SLHD clamps with internal band liners in sizes down to 9/16 inch diameter under their CONSTANT-TORQUE®
product line. They also offer SAE type HD worm gear clamps with internal band liners in sizes down to 7/16
inch diameter. Note, the internal band liner is not a standard clamp feature offered by every manufacturer. It is
listed as an optional feature in SAE J1508.
Special Clamp Design Features
There are several important clamp design features which are available from many clamp manufacturers
but are not necessarily standard:
Rounded or flared band edges are commonly available. They prevent the edge of the band from
cutting into the hose surface during tightening. Many of the lower cost clamps available have un-chamfered
band edges—these are not suitable for industrial hose connections.
Internal band liners are available for higher quality worm gear style clamps. A liner is simply an non-
perforated extension of the band that covers the outer band perforations from inside the clamp. Liners are not a
standard feature of worm gear style clamps. Although commonly available, liners must be specially requested
from the clamp supplier.
A flared-edge floating bridge is available for T-bolt clamp designs. The purpose of the bridge is to
prevent the “tongue” under the latch assembly of the clamp from cutting into the hose bulge which sometimes
occurs while tightening the clamp. This happens when band friction against the hose surface pulls the hose
toward the latch assembly. Floating bridges are recommended for T-bolt style clamps used with silicone hoses,
which are more susceptible to this problem.
AEB 24.20
Page 18 of 35
A wide range of metals and metal coatings are available for hose clamp construction. Lower cost
clamps will often feature a low quality stainless steel band and a zinc plated tightening screw. The screw may
Figure 16: Breeze worm gear clamps.

SAE type HD shown on left, type SLHD on
Figure 15: Standard T-bolt clamp (SAE type TB) right. Both have internal band liners which
with an optional floating bridge underneath the latch cover the outer band perforations. Photo is
assembly. Photo is courtesy of R.G. Ray courtesy of Breeze Industrial Products.
Corporation.
corrode severely enough to require clamp replacement prior to hose replacement. Higher quality clamps will
feature all stainless steel components. Requirements will vary based upon intended operating environment
(humidity, corrosive cleaners, etc.) and desired reusability of the clamp. An all-stainless construction is
recommended for industrial applications where premium serviceability and durability are expected.
A variety of band widths are available when selecting hose clamps. Clamp band width is not a primary
factor affecting joint sealing capability—when the tube end is smooth, concentric, and of constant diameter.
However, non-preventable shape irregularities and defects in the tube end may require a wider band width to
ensure a smooth, continuous portion of the tube is covered by the clamp. Higher clamp load applications may
also necessitate the use of a wider band. The clamp manufacturer is best suited to specify band width based on
application requirements.
Spring-Loaded Clamps
Spring-loaded clamps have been developed to regulate band pressure in hose connections which
expand and contract during thermal cycling of the joint. Coil springs or stacked belleville washers may be used
with either T-bolt or worm gear style clamps to achieve this capability.
Spring-loaded clamps regulate band pressure as follows:
After the clamp is tightened to specification, the spring is mostly
compressed, but not completely coil bound. As the temperature
increases, the connection will expand slightly and the spring will
continue to compress. This additional spring compression allows
the band to expand without exerting a drastic increase in pressure
around the joint or building up excessive internal stresses. Without
the spring, or if the spring became coil bound, the increase in band
pressure during an expansion cycle could cause the clamp to
break or to cut into the hose.
As the temperature of the connection decreases and
thermal contraction occurs, the spring expands, thereby keeping
sufficient band pressure around the hose. This same action occurs
over time as the connection ages and the hose material flows out
Figure 17: Spring-loaded SAE type SLTB clamp from underneath the clamp. A natural material flowing action,
shown with a flared-edge floating bridge
underneath the latch assembly. Photo is sometimes referred to as “hose set” is expected to some degree
courtesy of Voss Industries. with all hoses, and it is the reason that clamps need to be re-
tightened occasionally. Although clamp nut torque checks are still
recommended due to application variability, spring-loaded clamps
virtually eliminate the need for re-tightening.
Spring-loaded T-bolt clamps (SAE J1508 type SLTB) are required for all charge air cooling system
connections due to the extreme thermal cycling of these joints. For industrial applications, type SLTB clamps
AEB 24.20
Page 19 of 35
are required for both the hot and cold sides of the CAC system. This requirement simplifies system design and
helps to prevent accidental replacement of a critical hot-side clamp with an inferior part. Spring-loaded clamps
are recommended, though not required, for all cooling system hose connections.
Non-Adjustable One-Piece Spring Clamps
Common in automotive applications, one-piece spring clamps (SAE J1508 type CTB) are a low cost and
effective method of sealing small diameter engine coolant connections in enclosed installations. These clamps
function essentially as a torsional spring. In the relaxed state, the inside diameter is smaller than the nominal
outside hose diameter. By compressing the clamp ends to
expand the inside diameter, the clamp may be installed over
the hose and then released to apply pressure around the hose
circumference.
This type of clamp offers the joint expansion and
contraction tolerance of type SLTB clamps at a fraction of the
cost. However, one piece designs are not suitable for
industrial applications where hoses may be subjected to
regular or accidental strain during operation and equipment
service. Because there is no mechanism to limit excessive
expansion of this type of clamp, external loads may pull the
hose connection apart even with the clamp in place. Figure 18: SAE type CTB clamp shown.
Additionally, the effectiveness of a CTB clamp is Type CTB clamps should not be used in
extremely sensitive to both hose material durometer industrial applications. Photo is courtesy of
Rotor Clamp, Inc.
(hardness) and a snug interference hose fit. If a replacement
hose uses a higher durometer rubber, or is slightly larger than
the original design, the joint will not seal. Type CTB clamps
are not recommended for industrial applications.
Double Clamping
The practice of double clamping—installing two

clamps side by side—is common in industrial engine
installations. However, it is not necessary when hose
connections are designed, manufactured, and assembled
correctly. Most often, one of two quality issues results in the
need for double clamping to maintain a leak-free seal: 1)
Excessive hose strain due to tube end misalignment or
movement after assembly, 2) hose I.D. fits loosely over tube
O.D.
Although unnecessary, double clamping is acceptable
in cooling system, charge air cooling system, and air intake
plumbing connections. When two clamps are used, they must Figure 19: Double clamping shown—needed
be positioned close together but should not touch. Proper due to poor connection quality. Note buckling
clamp positioning guidelines must be followed: No closer than in center of hose due to torsional+axial
movement after assembly. Arrow on left
1/8” to edge of sealing bead and no closer than 1/4” from edge points to air gap at cut end of hose—
of hose. A longer hose is required when double clamping. indicative of a loose fit.
If the following conditions are met, a single clamp will be

sufficient for a leak-free joint seal:
1) Hose fits snugly over the tube outside diameter behind the sealing bead when installed by hand.
2) Tube surface behind the sealing bead is smooth, concentric, and of constant diameter.
3) A quality T-bolt clamp is used and tightened to the correct specification—in the proper position.
4) Tube end sealing beads meet dimensional specifications provided in this document.
5) Tube ends are well aligned and properly supported with brackets to restrain movement after assembly.
AEB 24.20
Page 20 of 35
Proper Clamp Installation
Four criteria must be met when installing adjustable hose clamps:
1) The clamp must be positioned squarely across the hose—not at an angle. Viewed from the side, the band
should be parallel to the square-cut end of the hose. If the clamp is not positioned squarely, band pressure
will not be distributed uniformly over the hose and the joint will not seal.
2) The clamp must be positioned no closer than 1/4” to the cut end of the hose. This margin is required to
prevent the clamp from slipping off the hose.
3) The clamp edge must be positioned between 1/8” to 1/4” away from the edge of the sealing bead. If
positioned too close to the sealing bead, the clamp edge will rest on the ramped portion of the hose and
band pressure will not be evenly distributed.
(0.125” MIN.)
Figure 20: Proper clamp installation. Illustration is courtesy of R.G. Ray Corp.
4) Clamp nut tightening torque is to be specified by the clamp manufacturer after review of all relevant hose
connection details. A minimum of hose material, size, and internal joint pressure is required to determine
proper nut torque.
T-bolt Clamp Sizing
An incorrectly sized clamp will cause sealing issues. R.G. Ray Corporation provides the following
general guidelines for evaluating T-bolt clamp size after the joint is assembled and the correct torque is applied
to the T-bolt nut. Note that the correct clamp size can be specified by the manufacturer in advance if the hose
size is provided.
Table 6: Verification of Correct T-bolt Clamp Size

If Gap Between Loops is: Then, Clamp Size is: Recommended Action
(Ref. Figure 20)
Between 3/16” - 3/4” Correct None. This is the correct range for the clamp.
Less than 3/16” Too Large Select a clamp that is 1/16” smaller in diameter.
Greater than 3/4” Too Small Select a clamp that is 1/16” larger in diameter.
AEB 24.20
Page 21 of 35
Clamps for Small Diameter Push-on Fuel Hose and Coolant Vent Lines
For Cummins A, B, and C series engines with “push-on” (also referred to as “beaded” or “clamped”) fuel
hose connections, and for push-on coolant vent line conections (e.g. QST30), SAE type D hose clamps are
recommended. The use of small diameter worm gear clamps is not recommended because the perforated band
is susceptible to loosing its circular shape in diameters less than 3/4”. If the band does not retain its circular
shape, clamping pressure will be unevenly distributed around the circumference of the hose, and the joint will be
more likely to leak. A tightening torque of 1.5 N-m should be used with all SAE type D hose clamps for push-on
hose connections.
Small diameter push-on hose connections should meet all other design guidelines referenced in this
document for clamped hose connections. Most importantly, the hose inside diameter should fit snugly—a light
interference fit—over the nominal tube diameter past the raised sealing bead.
Figure 21: SAE type D hose clamps shown in zinc

plated finish (on left) and black oxide finish (on right)
Summary of Requirements & Recommendations—Adjustable Hose Clamps
 Requirement
 Recommendation
 Spring loaded T-bolt clamps are required for all charge air cooling connections and are recommended for all
cooling system hose connections.
 Hose clamps must be positioned squarely across the hose, a minimum of 1/8” behind the edge of the
sealing bead and 1/4” from the cut end of the hose.
 There is no substitute guideline for proper clamp tightening—the manufacturer’s torque specification based
on a review of the specific application details must be used. This torque must be referenced in the OEM’s
machine service literature.
 Adjustable hose clamps are not acceptable for oil lines. Threaded tube/hose end fittings must be used with
hoses listed in Table 1.
 T-bolt clamps are superior to worm gear style clamps and should be used wherever possible.
 Regardless of clamp type used, all band edges should be rounded or flared to prevent hose damage.
 When worm gear style clamps are used, only SAE J1508 types HD/SLHD—with a band liner should be
selected.
 T-bolt clamps with flared-edge floating bridges are highly recommended for use with silicone hoses.
 Double-clamping is acceptable but not required when hose connections are designed, manufactured, and
assembled correctly. A correctly designed hose connection is preferable.
 For Cummins A, B, and C series engines push-on fuel hose connections, and push-on coolant vent line
connections of other engines, SAE type D hose clamps should be used and tighten to 1.5 N-m.
AEB 24.20
Page 22 of 35
6. Air Hoses for Intake Air Connections
Critical Design Criteria—Operating Conditions
 Ambient (internal) temperature range of –40 to +125oF (-55oF for Arctic applications)
 Convection and radiation heat transfer from engine and exhaust
 Conduction heat transfer through turbocharger compressor inlet flange
 Internal low pressure (vacuum) air flow up to 30” H2O continuous—hose must not collapse
 Periodic external contact with engine cleaning fluids and solvents
 Accidental contact with engine fluids such as fuel, oil, and coolant
 Vibratory stresses, and some amount of installed strain from plumbing misalignment
Non-silicone Rubber Hoses (EPDM, Nitrile, Neoprene)
Figure 22: Injection-molded EPDM intake air hoses. Photos is courtesy of Air
Flow Systems, Inc.
The most commonly available hoses for intake air connections are made from one or more of the
synthetic rubber compounds ethylene~propylene (EPDM), acrylonitrile (Nitrile), and polychloroprene
(Neoprene). They are relatively low cost compared to silicone due to high volume injection-molded production,
but they can not withstand surrounding temperatures greater than 250 oF over extended periods of time. These
compounds are injection-molded without embedded reinforcement fabric. Consequently, tear resistance is low.
External stiffening ribs are available from some manufacturers to help prevent the hose from collapsing with the
low pressure (vacuum) airflow carried inside. The ribs also help to prevent the hose from buckling under the
weight of poorly supported or misaligned steel plumbing.
EPDM, Nitrile, Neoprene
ADVANTAGES DISADVANTAGES
 
o
Many shapes and sizes readily available Limited to 250 F operating environment
 Low cost compared to silicone  Low tear resistance: No reinforcement fabric

o
Age and heat hardening occur even below 250 F
 Poor flame resistance
Over the past 20 years, many costly engine dust-out

failures have progressed from the failure of intake air hoses.
The failure most often occurs when a non-silicone rubber hose is
subjected to excessive heat from the engine or vehicle exhaust
system. Heat and age hardening will cause brittleness and
subsequent cracking of non-silicone hose compounds. The
crack initiation is often aided by the depression of the clamp
edge in the hose—an over-tightened clamp aggravates this
issue. With the weight and vibration of the plumbing, and lack of
reinforcement fabric, the tear can quickly propagate to create a
substantial opening for dirt ingress. Figure 23: EPDM compressor inlet hose
cracked due to excessive heat and low
temperature capability. Note missing piece.
An engine dust-out failure resulted.
AEB 24.20
Page 23 of 35
In an effort to prevent these costly failures from occurring, Cummins has established the following
guideline regulating the use of non-silicone rubber hoses for intake air connections:
 Non-silicone rubber hoses may only be used if the surrounding air temperature does not regularly
exceed 250 oF. Of primary concern are single-stage turbocharged High Horsepower Vee engine
applications; however, all industrial engine applications are subject to this guideline.
Exhaust pipe
Figure 24: QSK60
Single-Stage installation
which suffered a dust-out
o
failure. Two 90 EPDM
elbows were used to make
o
the 180 bend required
from the intake pipe to the
compressor inlet flange.
Note close proximity to
engine exhaust manifold
and exhaust pipe.
o
Figure 25: 90 elbow hose from failed engine in
Figure 24. Note crack initiation at edge of clamp
depression in hose material. Excessive plumbing
strain and heat both contributed to this failure.
Exhaust manifold
An exception to this guideline may be made IF hose surface temperature testing has been performed
under the worst case duty-cycle and ambient temperature conditions AND the results satisfy the specific hose
manufacturer’s specifications. Thermal wraps and blankets that cover the compressor inlet hose are not
acceptable—they must not be used. Covers hinder access for hose and clamp inspection. Damage resulting
from plumbing strain may not be visible with covers in place. A crack formation underneath a cover will still
allow enough dirt into the engine to cause a dust-out failure. Some covers employ a wire mesh inner wrap to
retain the insulating material. In several instances, these wire meshes have vibrated during operation, worn
through the compressor inlet hose, and caused an engine dust-out failure.
Figure 26: QSK45 installation shown with EPDM Figure 27: Failure of compressor inlet hose in
o
rubber 45 hoses. Note extremely close proximity to QSK45 installation. Large chunk shown missing. The
exhaust manifolds. This engine suffered a dust-out hose became brittle from exhaust manifold heat and it
failure when exhaust manifold heat caused cracked. The engine quickly suffered a dust-out
brittleness and cracking of the compressor inlet failure. Note proximity of exhaust manifold.
hoses.
AEB 24.20
Page 24 of 35
Engines Requiring Silicone Compressor Inlet Hoses
Of the Cummins High Horsepower vee-engines, the QSK45, QSK60 Single-Stage, QST30, KTA38, and
KTA50 all have turbocharger compressor inlets located directly above exhaust manifolds. These engine
installations require the additional temperature capability offered by silicone hoses.
Silicone Rubber Hoses
Silicone rubber hoses are required for all intake air hoses which exceed 250 oF surrounding air
temperature on a regular basis. Superior resistance to age hardening, weathering effects, and high
temperatures also makes silicone the preferred choice when hose life equal to engine overhaul is required.
Silicone hoses may be manufactured by injection-molding or mandrel-wrap fabrication. A very small
selection of non-reinforced injection-molded silicone hoses exists in the aftermarket. This is due to the high
tooling costs involved with injection-molding equipment and the predominant need for reinforcement fabric in
silicone hoses—it can not be added through injection-molding. When built on a mandrel, a silicone hose may be
fabricated with or without reinforcement fabric. The use of reinforcement fabric not only considerably improves
the strength of the hose but also the ease of manufacture and the dimensional quality of the finished product.
Due to the vastly improved tear resistance over non-reinforced rubber hoses, fabric-reinforced silicone is
recommended for all applications which require the high temperature capability of silicone.
A variety of reinforcement fabrics are available including polyester, fiberglass, and meta-aramid
(Nomex). Fiberglass reinforcement is not recommended for compressor inlet hoses due to the minor relative
movement expected across the connection. The strength of fiberglass will deteriorate as a result of any relative
movement. Fiberglass reinforcement is commonly used in on-engine hoses where no relative movement exists
across the connection and alignment is well controlled.
Polyester reinforced silicone can withstand relative motion across the connection and surrounding
temperatures up to approximately 350 oF. Most common engine applications are expected to fall within this
limit. Meta-aramid (Nomex) reinforced silicone can withstand up to approximately 500 oF. Although no
compressor inlet hose applications have required Nomex® to date, confined and enclosed engine compartments
may necessitate its use. It should be noted that Nomex® reinforced silicone charge air cooling hoses are
generally NOT suitable for intake air hoses because of the 30” H2O vacuum collapse resistance requirement.
Vacuum collapse resistance of a mandrel-built silicone hose is proportional to its wall thickness. The
number of fabric reinforcement plies contained in the silicone also affects collapse resistance; however, it is not
an indicator alone. A thinner wall thickness with 6 plies of reinforcement may have less collapse resistance than
a thicker wall with 5 plies of reinforcement. Wall thickness and the number of reinforcement plies must be
considered together for each application. In some cases, the desire to re-use existing clamps may limit the wall
thickness of new designs. The hose manufacturer must be aware of the design constraints for the application
being considered.
Table 7: Polyester-reinforced silicone hoses suitable for compressor inlet connections available from Cummins
Part No. Shape Length Inside Diameter Recommended Clamp Part No.
(see note)
3171156 90o elbow - 5.5” x 7” 125742 (qty 1) & 3633971 (qty 1)
3014244 Hump 6” 5.5” 3040878 (qty 2)
Note: Contact Cummins Application Engineer for dimensions and tolerances
AEB 24.20
Page 25 of 35
Diameter Reducing Inserts

DO NOT USE
Diameter reducing inserts are available in the aftermarket to
help adapt existing hoses to smaller pipe and compressor inlet
flange sizes. Inserts not only provide an additional leakage path in
theory, but they do not seal well in practice and should never be
used in industrial applications for turbocharger compressor inlet or
air intake system connections. Only the hose size which directly
matches the pipe size should be specified and used. The risk of
leakage and an engine dust-out failure is simply too high to justify
the use of diameter reducing inserts.
Figure 28: Diameter reducing hose
insert. Photo is courtesy of Air Flow
Systems, Inc.
Cleanliness
The VG turbocharger used on newer engine design is more complex than older turbocharger designs
and is much more sensitive to damage due to foreign objects that may pass through the turbine side of the
turbocharger. Therefore, the cleanliness of the intake air system downstream of the air filter is critical to
engine/turbocharger durability. Any contamination in the system will be ingested directly into the engine
cylinders and passed through the turbo machinery, and may result in serious engine damage. The internal
portions of all intake air hoses used downstream of the air filter must be visually clean when assembled on the
machine.
Precautions must be taken to prevent contaminants for entering intake air hoses during shipping and storage
prior to assembly in the machine. This can be done by using plastic wrapping around the hoses until they are
assembled on the machine.
Summary of Requirements & Recommendations—Intake Air Hoses
 Requirement
 Recommendation
 Silicone material must be selected for the intake air hose when surrounding air temperatures will regularly
exceed 250 oF. Polyester reinforced silicone is strongly recommended.
 If non-reinforced silicone material is used, plumbing must be securely braced and supported to alleviate all
loading of the hose. Additionally, all pertinent clamping recommendations in the previous section must be
followed.
 All intake air hoses must be compatible with the critical design criteria listed at the beginning of this section.
 Diameter reducing inserts must not be used in compressor inlet or air intake hoses.
 The OEM must provide inspection criteria and a recommended service replacement interval to the customer
for all non-silicone intake air hoses.
 Shielding blankets or covers must not be used over intake air hoses.
 Intake air hoses must meet the cleanliness requirements outlined in this document.
 Elbow shaped EPDM hoses should have integral stiffening ribs to prevent vacuum collapse.
 CAC system hoses are generally not suitable for intake air connections unless they are compatible with all
of the critical design criteria listed at the beginning of this section, particularly vacuum collapse resistance.
AEB 24.20
Page 26 of 35
7. Air Hoses for Charge Air Cooling System Connections
 Ambient temperature range of –40 to +125oF (-55oF for Arctic applications)

 Internal air temperatures of up to 450 oF for intermittent or sustained periods of time
 Internal air pressures up to 40 psig for intermittent or sustained periods of time—hose must not burst
 Cyclical pressure pulsation in some applications—hose reinforcement must not fatigue or degrade
 Accidental contact with engine fluids such as fuel, oil, and coolant
Meta-Aramid (Nomex) Reinforced Silicone
Figure 29: Nomex reinforced

silicone charge air cooling hose,
with stainless steel restraining
rings. Photo is courtesy of
Flexfab.
Silicone hose reinforced with meta-aramid (Nomex) fabric is the industry standard for engine charge air
cooling system connections. The special meta-aramid fabric is used because of its greater temperature
resistance compared to other commonly used materials such as polyester. Meta-aramid reinforced CAC hoses
are typically advertised as supporting temperatures up to 500 oF. Some suppliers offer polyester reinforced
hoses for the “cold” side of automotive CAC systems, but these are not recommended for industrial applications
due to the consequences of accidental installation on the hot side and service part confusion in the field.
Additionally, many industrial applications run the engine at rated power for extended periods of time. Under
these conditions, even the cold side of the CAC system will likely require the temperature resistance of meta-
aramid reinforcement fabric.
The use of polyester-reinforced silicone hoses for the cold side of a CAC system
is only acceptable if the following two conditions are both satisfied:
1) Temperature testing has been performed under worst-case ambient and duty-cycle conditions,
with the maximum engine rating to be used, and the results comply with the hose manufacturer’s specifications.
2) The hose is clearly and permanently labeled with, “For cold-side use only.”
Only straight convoluted hoses, also known as hump hoses, are recommended for charge air cooling
connections. The convolutes (humps) provide flexibility to accommodate some tube end misalignment. Hoses
with more than three convolutes/humps are not recommended due to increased system restriction. The use of
elbow shaped hoses is not recommended due to the internal pressure loading. Elbow shaped hoses are
extremely prone to blowing off the tube end in CAC systems, despite rigorous efforts to brace and support the
plumbing.
All convoluted CAC hoses must have external steel restraining rings in between the humps to keep the
hose from swelling excessively during pressure cycles. Additionally, the number of plies of reinforcement fabric
must be appropriate for the hose size and pressures expected. The hose manufacturer must be supplied with
AEB 24.20
Page 27 of 35
the turbocharger compressor outlet pressure listed on the engine datasheet. Typically, four plies of
reinforcement are used in a four inch hose. A minimum of five plies is required for larger sizes.
Some manufacturers offer high quality CAC hoses with special ends designed for V-band clamp
adaptations to hard plumbing. Although more expensive, they are perfectly acceptable and will likely improve
the robustness of the system over a band-style clamp connection.
Table 8: Meta-Aramid (Nomex) reinforced silicone CAC hoses available from Cummins
Part No. Shape Length Inside Diameter Recommended Clamp Part No.
(see note 1)
3071050 Straight Hump 7.5” 3.5” 3926703 (qty 4)
Notes: 1) Contact Cummins Application Engineer for dimensions and tolerances
Cleanliness
The VG turbocharger used on newer engine design is more complex than older turbocharger designs
and is much more sensitive to damage due to foreign objects that may pass through the turbine side of the
turbocharger. Therefore, the cleanliness of the intake air system is critical to engine/turbocharger durability. Any
contamination in the system will be ingested directly into the engine cylinders and passed through the turbo
machinery, and may result in serious engine damage. The internal portions of all CAC must be visually clean
when assembled on the machine.
Precautions must be taken to prevent contaminants for entering charge air hoses during shipping and storage
prior to assembly in the machine. This can be done by using plastic wrapping around the hoses until they are
assembled on the machine.
Summary of Requirements & Recommendations—Charge Air Cooling System Hoses
 Requirement
 Recommendation
 Use straight meta-aramid/Nomex reinforced silicone hump hoses with wire restraining rings for both hot
and cold sides of the CAC system. Polyester reinforced silicone hose may only be used on the cold side if
both of the two conditions listed in this section have been satisfied.
Exception – The effective pressures on the hose decrease with diameter, meaning that smaller hoses may
have sufficient strength without wire restraining rings. Polyester reinforced silicone hoses without wire
restraining rings may be used for hoses 3 inches in diameter and smaller if critical design criteria are met.
Validation testing is recommended.
 Use only stainless steel coil spring loaded T-bolt clamps, torqued to the hose manufacturer’s specifications.
 If a snug interference fit between the hose and tube O.D. can not be reliably achieved, design for two
clamps on each side of the hose connection (referred to as “double clamping”).
 All hard plumbing must be extremely well supported and braced in both vertical and horizontal planes.
 CAC hoses must meet the cleanliness requirements outlined in this document.
 Don’t use elbow shaped hoses in the CAC system. They are more expensive and are more prone to
blowing off the tube end under pressure.
AEB 24.20
Page 28 of 35
8. Air Hoses for Air Compressor Systems
Inlet Hose—Naturally Aspirated

 Internal and external air temperatures from –40 to 140oF
 Internal air vacuum up to 5 inches of mercury
 Periodic contact with engine cleaning fluids and solvents
Inlet Hose—Turbocharged
 Internal air temperatures up to 250 oF for intermittent or sustained periods of time
 Internal air pressures up to 40 psig for intermittent or sustained periods of time
Discharge Hose:
 Internal air temperatures up to 400 oF for intermittent or sustained periods of time
 Internal air pressures up to 150 psig for intermittent or sustained periods of time
 Internal pressure pulsation
Air Compressor Inlet Hoses—Naturally Aspirated
Naturally aspirated air compressors are usually set up to receive inlet air from the engine’s filtered air
intake system. Most naturally aspirated air compressors have a formed or cast inlet hose barb connection for
the air inlet, instead of a threaded port. This necessitates adding a hose barb fitting to the air intake pipe for the
other end of the hose.
Because naturally aspirated air inlet hoses are usually isolated from heat sources and are long enough
to accommodate any fitting orientation differences, hose material requirements are simple. The hose must be
able to withstand a maximum of 5 inches of mercury internal vacuum. It must also be able to withstand external
contact with engine cleaning fluids. To meet the vacuum requirement, a reinforced hose is required. A coolant
heater hose meeting SAE J20R3 will be sufficient. Note, not all heater hoses available meet SAE J20R3. The
air compressor inlet hose MUST meet the vacuum specification of SAE J20R3.
If the air compressor is equipped with a threaded inlet port, two options are available. A threaded hose
barb / nipple may be installed to allow the adaptation of the hose type mentioned above. Or, fittings may be
installed to allow the adaptation of a more robust industrial hose with threaded hose ends. Note, the hose must
still meet the vacuum requirement of 5 inches of mercury. Given the choice, the later option with threaded hose
end connections will provide a more durable seal.
WARNING: It is important to remember that any leakage in the air compressor inlet hose connections
will result in engine air intake system contamination. Therefore, this hose connection is as critical to the
prevention of engine dust-out failures as the connection to the intake air.
Air Compressor Inlet Hoses—Turbocharged
For turbocharged air compressors available as original equipment on Cummins engines, a steel inlet
tube that connects the engine intake manifold to the air compressor inlet port will have been designed. When a
turbocharged air compressor option is up-fit to an engine which was originally offered with the option, all of the
original equipment parts must be used—including the steel inlet tube.
If a customer wishes to turbocharge an air compressor with an engine that was not originally offered
with a turbocharged compressor option of the exact model under consideration, approval must first be obtained
from both Cummins and the air compressor manufacturer. If approval is given by both Cummins and the air
compressor manufacturer, a port on the engine will be indicated for turbocharged air supply use. While it is still
desirable to use a steel line for the turbocharged inlet, it may be impractical for the customer to custom
manufacture such a line in low volumes. In such cases, the inlet hose should be of the same material and size
AEB 24.20
Page 29 of 35
as that used for the discharge. Routing and clipping must be reviewed and approved by a Cummins Application
Engineer. Viton® o-rings must be used exclusively in all connections.
Figure 30: Stainless steel wire braided cover with extruded

PTFE inner tube, manufactured by Aeroquip. Required for all
air compressor discharge lines, and turbocharged supply lines
when a solid line can not be obtained. Photo is courtesy of
Eaton Hydraulics.
Air Compressor Discharge Hoses
The only suitable flexible hose material for an air compressor discharge line is extruded PTFE (Teflon®)
hose with a stainless steel wire braided cover. No other hose material can withstand the air temperature at the
compressor discharge port. This type of hose may be purchased from Aeroquip and Parker. Special threaded
end fittings are required for exclusive use with this type of hose.
Summary of Requirements & Recommendations—Air Compressor System Hoses
 Requirement
 Recommendation
 Inlet hoses for naturally aspirated air compressors must meet SAE J20R3 vacuum requirement
specifications. An SAE J20R3 heater hose is acceptable.
 Turbocharged air compressor applications must be approved by Cummins and the air compressor
manufacturer prior to build.
 Extruded PTFE (Teflon®) hose with a stainless steel wire braided cover must be used for all air compressor
discharge lines, and for turbocharged air compressor inlet lines when a steel line is not available.
 All o-rings used in the compressed air system must be made of Viton®.
AEB 24.20
Page 30 of 35
9. Coolant Hoses

 Internal coolant temperatures of up to 220 oF for intermittent or sustained periods of time
 Internal pressures up to approximately 30 psig for intermittent or sustained periods of time
 Continuous transmission of ethylene-glycol or propylene-glycol coolant mixtures and additives
 Accidental contact with engine fluids such as fuel and oil
Radiator Plumbing Hose Connections
If cooling system hoses are expected to last

until engine overhaul, reinforced silicone hose material
which meets SAE J20R1 Class A specifications should
be used. The exclusive use of silicone hoses in cooling
system connections is strongly recommended due to
superior durability over non-silicone materials. Silicone Figure 31: 4-ply polyester reinforced silicone
cooling system hose is commonly available from U.S. coolant hose; meets SAE J20R1 Class A
suppliers including Aeroquip, Federal Hose, Flexfab, specifications. Drawing is courtesy of Federal
and Dayco. Flexfab, James Dawson, and Thermopol Hose.
specialize in custom silicone hose manufacturing.
They also offer many off-the-shelf products to meet
common needs of coolant and charge air applications.
Regardless of material type, all radiator plumbing hoses must meet or exceed SAE J20R1 or R2
specifications. SAE J20R1 provides manufacturing and performance standards for heavy duty coolant hose.
SAE J20R2 provides standards for wire-reinforced heavy duty coolant hose; to be used in applications requiring
greater hose flexibility and collapse resistance. Adherence to these standards will ensure that the coolant hose
meets the minimum requirements of most heavy duty applications. If abnormal chemical contact, vibration,
temperature extremes, or strain are expected, the hose manufacturer must be consulted to review the
application. Testing of a prototype installation may be required to ensure an adequate coolant hose material
has been chosen.
All cooling system hoses must be able to withstand operating pressures up to 30 psi. The rated
operating pressure of a hose is usually given by the manufacturer as 1/4 of the minimum burst pressure.
Although greater heat resistance and durability make silicone far superior to EPDM for coolant hose material,
silicone typically requires more plies of reinforcement fabric to achieve the same pressure rating due to its lower
modulus of elasticity. Four plies of reinforcement fabric are typically required.
Premium non-silicone synthetic rubber hose materials have been developed recently by various
manufacturers for radiator plumbing connections. These are products have been promoted as offering
extended life beyond standard EPDM cooling system hoses. When silicone hoses are not used, the use of
these premium materials is highly recommended. Examples include the Goodyear Hi-Miler and Dayco Gold
Label hoses, both of which meet or exceed SAE J20R1 specifications.
Hump hoses
Hump hoses are useful in radiator plumbing connections when plumbing angular misalignment exceeds
2 degrees or when optimal vibration isolation between the engine and equipment is desired. Cooling system
hump hoses must still meet or exceed SAE J20R1 specifications. Class A silicone material is strongly
recommended if the hose is expected to last until engine overhaul.
Hoses which conform to SAE J20R2 included an embedded wire wrap which allows the hose to
withstand additional forced curvature while maintaining burst and collapse strength. These hoses may provide a
lower cost alternative to hump hoses when angular misalignment of tube ends is of concern.
Manufacturers specializing in the manufacture of hump hoses for cooling systems include Flexfab,
James Dawson, and Thermopol.
AEB 24.20
Page 31 of 35
Cab Heater Hoses & Push-on Vent Lines
All cab heater hoses and “push-on” style vent lines should meet or exceed SAE J20R3 specifications.
Class A silicone material is strongly recommended if the hose is expected to last until engine overhaul.
All Other Coolant Hoses
There are many other cooling system connections where hoses are used. These include the following:
system fill / make-up, coolant heater system, engine and radiator vents, cooling system quick-fill / drain. When
a clamped hose connection type is used for any of these purposes, the hose should meet or exceed SAE J20R3
specifications. Class A silicone material is strongly recommended if the hose is expected to last until engine
overhaul. When a threaded hose end connection type is used, the hose must be compatible with all of the
critical design criteria listed at the beginning of this section. A sample listing of brands and hose types which
meet the criteria is provided in Table 1.
Summary of Requirements & Recommendations—Coolant Hoses
 Requirement
 Recommendation
 All hoses used in radiator plumbing connections must meet or exceed SAE J20R1 or R2 specifications.
 The OEM must provide inspection criteria and a recommended service replacement interval to the customer
for all non-silicone coolant hoses.
 All hard plumbing must be extremely well supported and braced in both vertical and horizontal planes.
 ALL coolant hoses and lines must be compatible with the critical design criteria listed at the beginning of this
section—applies to both clamped and threaded end connection styles.
 SAE J20 Class A silicone material is recommended for ALL cooling system hoses if the hose is expected to
last until engine overhaul.
 Hump hoses are recommended when plumbing misalignment greater than 2 degrees is expected, or when
optimal isolation of engine and equipment vibration is desired.
 All cab heater hoses, push-on vent lines, and coolant accessory hoses should meet or exceed SAE J20R3
specifications if clamped end connections are used.
 If a snug interference fit between the hose and tube O.D. can not be reliably achieved, design for two
clamps on each side of the hose connection (referred to as “double clamping”).
AEB 24.20
Page 32 of 35
10. Fuel and Oil Hoses
NOTE: The following criteria exclude fuel hoses for Cummins A, B, and C series engines with push-on
connections. See the following heading for hose material requirements of this special application.

 Internal fluid temperatures up to 250 oF for intermittent or sustained periods of time
 Internal pressures up to 300 psi intermittent, and up to 125 psi continuous
 Fuel supply hose vacuum up to 5 inches of Mercury—hose must not collapse
 Continuous transmission of diesel fuels or used diesel engine oil
 Periodic strain and foot compression during equipment servicing
 Conductive Teflon lining steel braided hose per SAE J517 should be used where possible to avoid static
discharge and pinhole burn through.
Fuel Hose for A, B, and C Series Engines with Push-on Connections
Cummins A, B, and C series engines are available with fuel system tube connections which require
“push-on” style hose and an adjustable clamp. This type of hose and connection method provides customers
with a lower cost alternative to hose with threaded end connections; however, it is not acceptable for use when
threaded end connections are provided on the engine. When threaded connections are provided on the engine,
hose with threaded end fittings must be used. This applies to all Cummins industrial engines.
When specifying fuel system hose for A, B, and C series engines with push-on connections, it is
important to remember that not all fuel hose is suitable for this connection method. More expensive hose—that
designed for threaded end connections—will leak when clamped over a beaded or non-beaded tube end. Such
hoses have considerable reinforcement fabric, or wire reinforcement in some cases, which prevents the
adjustable hose clamp from transferring pressure to the inner hose wall and sealing the connection.
Hose specified by SAE J30 R7 and R8 is suitable for the push-on fuel connections used with Cummins
A, B, and C series engines. All fuel hose used with these push-on connections must meet or exceed SAE J30
R7 or R8 specifications. Conductive Teflon lining steel braided hose per SAE J517 should be used where
possible to avoid static discharge and pinhole burn through.
Remote Full-Flow Oil Filter Head Hoses
Hoses used to connect a full-flow oil filter head to the engine block MUST be rated to handle a 250 oF oil
temperature at a working pressure of 300 psig. In a –40 size, required for Cummins QSKV engines, there are
only three commonly available hoses which meet these criteria. They are all listed in Table 1. All three of these
hoses are advertised as being capable of handling temperatures up to 300oF at pressures below 300 psig.
Although oil temperature should never exceed 250oF, this extra temperature capability at lower pressures has
been determined through experience to be necessary as a durability margin in oil filter head connections. The
materials listed in Table 1 should be used exclusively for full-flow oil filter head connections with ALL Cummins
engines.
For all other Cummins engines, a Cummins Application Engineer should be contacted to provide
required hose sizes. Low restriction is extremely critical to this application, and both length and diameter must
be carefully considered. Restriction added by both the oil filter head supply and return hoses, and all connection
fittings, must be kept below the maximum specification listed on the engine datasheet. A Cummins Application
Engineer must be contacted for review of all oil filter head hose connection designs, regardless of engine size.
Viton® o-rings MUST be used in all fittings for remote oil filter hose connections. When ORFS to STOR
fittings are used, BOTH o-rings on each fitting must be made of Viton®.
AEB 24.20
Page 33 of 35
Crankcase Breather Hoses
Cummins engines with open crankcase breather systems are equipped with factory supplied crankcase
breather vent hoses. Vent hose size, length, and material are absolutely critical to the proper function of
Cummins crankcase breather systems and blowby measurement devices. If the hose is missing or requires
replacement, the original equipment Cummins part MUST be used. If an extension to the hose is necessary,
the effects on the entire breather system, and on any blowby measurement device, must be considered prior to
selecting a hose size and material. A Cummins Application Engineer must be contacted for assistance if an
extension to the crankcase breather hose is required.
Hoses for All Other Fuel and Oil Applications
It is strongly recommended that the same hose type be used for all engine fuel and oil system
connections. Using one type of hose will help reduce cost and complexity, and it will help prevent accidental
replacement with an inadequate hose type. Fuel and oil hose connection needs may include:
- Remote full-flow oil filter head

- Remote bypass oil filter
- Centinel make-up tank
- Oil sump level maintenance systems
- Quick sump drain/fill systems
- Oil pressure manifold block for pressure senders
- Prelubrication devices
- Fuel supply (suction) hose
- Fuel return (drain) hose
- Recirculating heater systems
Hose types that meet the requirements of fuel and oil applications are listed in Table 1. If an unlisted
hose is to be considered, it must be compatible with all of the critical design criteria listed at the beginning of this
section.
Fire Resistant Hoses and Sleeves
Fire resistant hoses are made primarily for marine applications. However, some industrial customers
use them as well. The only suitable fire resistant hose for both fuel and oil connections (excluding full flow oil
filter heads) to Cummins engines is Aeroquip FC234. This hose meets the critical design criteria listed at the
beginning of this section. For full flow oil filter head connections, a fire sleeve must be used over one of the
hoses recommended for oil filter head connections in Table 1. Fire sleeves are available from several
manufacturers. When used, they must be cut to a sufficient length such that they cover the entire length of hose
and the threaded end. Only steel ties should be used to secure fire sleeves over hoses. They should be
fastened around the portion of the sleeve which covers the threaded metal end.
It is the equipment manufacturer’s responsibility to determine the end user requirements as they apply
to the use of fire resistant hoses.
Stainless Steel Wire Braided PTFE (Teflon®) Hoses
An extra high level of care is required when stainless steel wire braided PTFE (Teflon®) hoses are used
in fuel and oil applications because they are extremely prone to kinks and crushing damage during initial
installation and equipment servicing. When this type of hose is used, it must be clipped more frequently and
secured out of foot contact reach. It also must be handled more carefully during installation to prevent damage.
Once kinked (bent more than its minimum bend radius specification), a PTFE tube is permanently
damaged and will be extremely prone to internal collapse or burst failure during service. If hose collapse
occurs, the added restriction may adversely affect the engine or device connected. For this reason, stainless
steel wire braided PTFE hoses are generally not recommended for fuel system supply and return lines. Kinked
fuel lines may result in engine fuel system performance issues and fuel pump cavitation failure. When not
required by local regulations, other fuel hose materials are more suitable—see Table 1.
AEB 24.20
Page 34 of 35
Summary of Requirements & Recommendations—Fuel and Oil Hoses
 Requirement
 Recommendation
 All oil hoses must use threaded end connections—No adjustable hose clamps!
 All fuel hoses (except Cummins A, B, and C series engines with “push-on” hose connections) must use
threaded end connections
 All fuel hoses used with Cummins A, B, and C series engines with “push-on” connections must meet or
exceed SAE J30 R7 or R8 specifications.
 Hoses for full-flow oil filter head connections have special requirements above other fuel and oil hoses. Use
only those hoses listed in Table 1 under the “oil filter head” heading for this purpose.
 If a crankcase breather hose extension is required, contact a Cummins Application Engineer for material
type and sizing requirements.
 Fuel supply hoses must be rated for a minimum of 5 inches of mercury in vacuum.
 If a stainless steel wire braided PTFE (Teflon®) hose is used, special care must be taken to secure it so that
it can not be accidentally kinked during installation or service. It must also be secured out of foot reach so it
will not be crushed during equipment service.
 Regardless of material / hose type chosen, fuel and oil hoses must be compatible with all of the critical
design criteria listed at the beginning of this section.
 Select the same type of hose for all engine fuel and oil system connections to minimize the chance of
accidental installation of an unsuitable hose type.
 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 and a minor fuel leak. An example is exposing such o-rings and seals to low sulfur fuel and
then changing to ultra-low sulfur fuel (which has a lower aromatic content).
 Conductive Teflon lining steel braided hose per SAE J517 should be used where possible to avoid static
discharge and pinhole burn through.
AEB 24.20
Page 35 of 35
11. Supplier Index
Major Suppliers of Hose for Coolant, Fuel, and Oil
Aeroquip http://www.aeroquip.com/
Dayco http://www.daycoproducts.com/
Federal Hose http://www.federalhose.com/
Goodyear http://www.goodyear.com/
Parker http://www.parker.com/
Specialists in CAC Hoses and Custom Silicone Hose for Air and Coolant
Flexfab http://www.flexfab.com/
James Dawson http://www.james-dawson.com/
Thermopol http://www.gfk71.dial.pipex.com/
Suppliers of T-bolt and High Quality Worm Gear Clamps
Breeze Clamps http://www.breezeclamps.com/

R.G.Ray Corporation http://www.rgrayclamps.com/
Voss Industries http://www.vossind.com/
® ® ®
Nomex , Viton , and Teflon are registered trademarks of Dupont Corporation
®
PKR is a registered trademark of Parker Hannifin Corporation
®
CONSTANT-TORQUE is a registered trademark of Breeze Industrial Products
®
Hi-Miler is a registered trademark of Goodyear Corporation
Change Log
Date Author Description Page(s)
Sept. 21 R. Bergstedt Revised cleanliness requirements to require visually clean 25 & 28
2010 only.
May 18, R. Bergstedt Replace “turbocharger compressor inlet” with “intake air” in Various
2009 many places throughout the document.
Added cleanliness requirements for intake air and charge air 25 & 27
hoses.
Jan 14, P Hartstirn Changed AEB author to Paul Hartstirn 1
2009 Added SAE J517 fuel hose recommendation 6, 32, 34
Mar, 2006 P Hartstirn Added fluorocarbon material recommendation for fuel 1, 34
plumbing.
Feb, 2004 P Hartstirn Small Diameter CAC Hoses; ownership of this AEB moved to 27
Paul Hartstirn.
Oct, 2003 S Orlin Hose Materials Table 6
Non Silicone Hose 22, 23, 24,
Summary of Recommendations and Requirements 25
?? S Orlin Original Release All

Cummins AEB 24.20 Iss. 2010-09, Hoses and Connections (ID 157459)

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Cummins AEB 24.20 Iss. 2010-09, Hoses and Connections (ID 157459)

Uploaded by

Copyright:

Available Formats

Application

Engine Models included: All Industrial (A Series through QSKV)

Owner: Paul Hartstirn Approver: per Procedure 9183OPS-04-10-01 Page 1 of 35

This AEB supersedes AEB

Purpose and Scope

2. Summary of Hose, Clamp, Fitting, & O-ring Recommendations 6

3. Guidelines for Proper Design & Assembly of All Hose Connections 7

4. Threaded Fluid Port Connections 12

5. Adjustable Hose Clamps 17

6. Air Hoses for Intake Air Connections 22

7. Air Hoses for Charge Air Cooling System Connections 26

8. Air Hoses for Air Compressor Systems 28

Air Compressor Inlet Hoses—Naturally Aspirated 28

10. Fuel and Oil Hoses 32

11. Supplier Index 35

Explanation of Requirements and Recommendations

 Indicates a Cummins requirement: A material selection or practice deemed necessary by Cummins to

2. Summary of Hose, Clamp, Fitting, & O-ring Recommendations

Table 1: Hose Materials

See sections 6 – 10 for detailed requirements & recommendations

Table 2: Adjustable Hose Clamps

Charge air cooler connections SLTB with flared-edge floating bridge

See section 5 for detailed requirements & recommendations

Table 3: Fittings and O-rings

English or Metric STOR STOR to ORFS—Preferred Viton® (2)

See section 4 for detailed requirements & recommendations

Design of Clamped Hose Connections

Figure 1: Sealing Bead Profile—Recommended Dimensions in Table 4

Table 4: Recommended Sealing Bead Dimensions for Tube Ends

 Clearance around all hoses must be designed to prevent

 Brackets or hangers must be designed for all steel tube

Table 5: Clamped Hose Connection Nominal Interference Fits

Manufacturing, Assembly, and Support of Clamped Hose Connections

Assembly of Threaded Hose Connections

Routing and Securing Long Hoses (Lines) in Design and Assembly

 Secure all long hoses (lines) to the equipment with clamping

 Long hoses (lines) must be held snug inside the clamping

 Clamping blocks and P-clips must be secured directly to the

 The minimum hose bend radius specification published by

 Long hoses (lines) must not be subjected to severe bends

 Except for “push-on” (clamped) style fuel hose connections

 Rubber grommets must be used when hose is routed

Figure 8: Properly sized grommets

4. Threaded Fluid Port Connections

Metric STOR STOR NPTF

Fittings—Threaded Tube/Hose End Connections

Threaded Tube/Hose Ends

Fittings—Clamped Hose Connections

For 3/4” hose I.D.; fitting I.D. is 9/16”

For 5/8” hose I.D.; fitting I.D. is

Figure 13: Close-up of damage on style 4.

Teflon® Tape and Thread Sealant

Summary of Requirements & Recommendations—Port Connections and Fitting Selection

5. Adjustable Hose Clamps

T-Bolt vs. Worm Gear Style Clamps

Figure 14: Photo showing hose extrusion through band

Special Clamp Design Features

Figure 16: Breeze worm gear clamps.

Non-Adjustable One-Piece Spring Clamps

The practice of double clamping—installing two

If the following conditions are met, a single clamp will be

Proper Clamp Installation

Four criteria must be met when installing adjustable hose clamps:

T-bolt Clamp Sizing