Titan Pad Heaters can be purchased from our online store. If you don't see a model that suits your needs, contact us with the specs and we can custom build Pad Heaters to your specifications.

Titan Pad Heaters are constructed of materials resistant to the effects of oil, grease, dirt and water.

Direct blasts with the pressure washers used in engine cleaning should be avoided.

Pad Heaters, both Engine Oil and Hydraulic Heaters were released to market in the Spring of 1988 following 3 years of developmental work and testing.

Titan Heaters have a 3 year warranty, contact us for detailed information.

Titan Pad Heaters are thin Flexible heating pads built to conform to the outside surface of an engine oil sump or any metal fluid reservoir.

Yes. We can make Pad Heaters to suit any dimension, wattage, or voltage. If a heater doesn't exist for your particular application, we can make one that does, please contact us with your requirement.

Yes, Pad Heaters are suitable for all types of transmissions.

Yes. There are Titan Pad Heaters available in 120 & 240 volts A.C. and 12 & 24 volts D.C.

YES, Titan Heaters will save you money by increasing engine and starter life. They are maintenance free and use much less electricity than a block heater.

We recommend against an installation on a diesel fuel tank due to the possibility of overheating the fuel supply.

A Heated oil supply results in:
1) Less drag for quicker startup
2) Immediate oil flow to reduce engine wear
3) Greatly reduced water and acid contamination of oil

No, when the Titan Heater is sized correctly, a thermostat is not required.

Titan Heaters raise oil temperatures to approximate operating levels.

Remember HEAT RISES off the heated oil supply.
The crankcase walls along with the cylinder wall, the outer block wall and the coolant between them create a very effective barrier to the loss of heat to the atmosphere. Only a small amount of Heat is absorbed by the coolant resulting in a 15-20° increase in coolant temperature.

YES, the use of any block or tank type coolant heaters can be discontinued.

Pad Heaters , application for application, use less energy than block or tank type coolant heaters.
Titan Pad Heaters are more economical to operate than block heaters. Compare watt ratings.

Pistons are generally warmed to 30°C (85°F) or so when heated with Titan Pad Heaters as governed by variables in engine type and design.

Pad Heaters put Heat into the oil supply. HEAT RISES to warm important INTERNAL components.

Titan Pad Heaters will generally raise cold oil temperatures by 38°C (100°F) in 1.5 - 2 hours.
Full Heating is usually accomplished in 5-6 hours.

Pad Heaters apply Heat to the oil through a very large surface area. Because the temperature of that surface is far below the level that would damage oil, the result is a gentle and even heating.

Titan Heaters do a better job installed at the bottom of the sump (HEAT RISES).
However, a Pad Heater installation on the side of a sump or reservoir will yield excellent results.

Titan Heaters are easily installed by following the step by step instructions and with basic shop tools. Everything needed for a complete installation is included with each heater.

Yes, a Titan Pad Heater can be installed on single plane curves as short as about 1" radius.
They are not to be installed on a compound curve area.

No, the installation of Titan Heaters is of a permanent nature.

A typical industrial work solenoid consists of the following main elements: a cylindrical coil, a steel or iron frame or shell, steel or iron plunger and optionally, a stationary magnetic pole/travel stop. A magnetic field is generated within the industrial work solenoid by passing electrical current through the coil. The frame or shell surrounds the coil, providing a flux path. In effect, it focuses the magnetic field produced by the coil. The plunger, being made of highly magnetic material, reacts to the magnetic field by attempting to move to the center of the coil. The plunger will travel to the centered position unless stopped by a load which exceeds the industrial work solenoid's force capability or the plunger contacts the stationary pole/ travel stop.

Linear solenoids are designed to pull the plunger with sufficient force to move a connecting load. The same principle can be applied to perform push operation by adding a non-magnetic rod or push bar to the plunger and extending it through the opposite end of the solenoid.

Stroke is the airgap between the point where the plunger movement begins and where it seats against a stop. Solenoids will operate at any stroke up to maximum as long as the plunger is seated.. Design for the shortest possible stroke for greatest efficiency and minimum wear to prolong service life. Maximum stroke is the longest distance you can effectively operate the solenoid.

:You need to make sure your solenoid ratings are appropriate for the worst case scenario. Force curves are in ideal conditions. Low voltage, temperature, side load, vibration can all reduce force output of solenoid including the life of the solenoid.

Force is measured as pounds over the travel distance (i.e.. 12 lbs at 1 inch).

 A duty cycle specifies the length of time a solenoid can be electrically energized and de-energized. There are three categories: Continuous - solenoid on without interruption for long periods of time - usually 2 minutes or longer. Intermittent - coil in energized for a short time, usually not more than 30 seconds, and allowing sufficient cooling time before the next operation. Pulse - coil is energized just long enough for the plunger to seat and then must be allowed to cool sufficiently before the next operation.

Formula: ON time/(ON + OFF) time

Example - If a solenoid is energized 1 second out of 4 seconds, the duty cycle is 1/(1+3) = ¼ or 25%.

Normally, more heat is generated during the actuation period. When rapid cycling occurs, the increase in heat may be more than the solenoid can dissipate even for a continuous duty coil. This will result in reduced performance and could lead to solenoid failure. Generally our solenoids are not designed to operate more than once in 10 seconds.

Trombetta's control module functions as a high current remote coil switching/time delay relay system. When utilized with Trombetta's 3-wire solenoid, it provides a system that can upgrade applications that previously required an internally switched solenoid and/or elaborate wiring methods. Can also be used with 2-wire solenoids externally switched solenoids.

White - pull coil/ high current, Red - hold coil/ low current, Black - ground

Non polarity sensitive. Either wire can be hooked up positive or ground.

The solenoid plunger and the load should be linked in a straight line. Plunger side force results in excess wear of the plunger, guide and a decrease in net force output and life of solenoid.

Coils are designed for a temperature rise of 85 C maximum plus the ambient temperature resulting in total operating temperature. Insulation materials must be selected to provide adequate protection from overheating. Higher temperature insulations are available for extreme operating temperatures.

A slow blow fuse must be installed in the positive lead (+) to protect the solenoid from burn-out should jammed linkage or other obstruction occur. The following sizes are recommended fro all models:

Buss fuse:

• MDL 10 for 12 VDC systems
• MDL 5 for 24 VDC systems
• *consult Factory for appropriate fusing by family size

Wiring requirements vary widely by application and industrial work solenoid type. The table below is provided as an example which is applicable to the majority of Trombetta's engine related industrial work solenoids. If you are uncertain about your wiring needs please consult with our Product Manager.

*Incorrect wire size will result in reduced performance.

Standard Trombetta units are designed to meet normal industrial application operating conditions. Additional protection of exposed surfaces may be required for unusual situations. Examples are humidity, water splash, oil immersion or spray, sand, dust, dirt, shock, vibration, and radiation.

Lack of lubrication and/or oil lag. This type of failure occurs when the oil pressure and flow is insufficient to lubricate the journal and thrust bearings, stabilize the shaft and journal bearings and reach bearings before unit is accelerated to high speeds.

The turbocharger bearing's need for oil increases as the turbocharger speed and engine load increases. Insufficient oil to the turbocharger bearings, for a period as short as a few seconds during a heavy load cycle when shaft speed is high, will cause bearing failure.  Courtesy Betan Turbochargers Specialists.

Engine Startup: - Warm up the engine for two to five minutes prior to throttling up the engine. This procedure assures proper oil pressure to the turbocharger prior to operation under load conditions.

Engine Shutdown: - Let the engine idle for approximately two minutes prior to engine shut down. This cool-down period prevents oil coking and oil varnishing on the turbine wheel and shaft. Varnishing is a build-up of oil on the shaft which increases clearances and decreases the flow of oil to cool and lubricate the shaft.

Courtesy Rick Hehman and David Keiner Schwitzer U.S. Inc.

A failure can occur if the lubricating oil being supplied to the turbocharger is not sufficient to lubricate the thrust and journal bearings, stabilize the journal bearings and shaft, and cool the bearing and journal surfaces, even for periods as short as 5 seconds. Courtesy Mining News. 

Many turbocharger failures are due to oil supply problems; heat soak after hot shutdown can cause the engine oil in the turbocharger and oil lines to "coke.'' Courtesy Auto Zone.

The most common failure of turbochargers is due to hot shutdown; this occurs when the vehicle has been running at a constant speed for a period of time and the vehicle is shut off before the turbocharger has had time to slow down. A turbocharger can spin at speeds exceeding 100,000 rpm, the faster the vehicle goes or the harder it works, the faster the turbo will spin. If a vehicle is shutoff suddenly the turbo will continue to spin without oil. Each time this occurs, the life of the turbo is shortened because of wear occurring from no lubrication. Eventually there will be enough wear to allow one of the wheels on the turbo to contact its housing. This causes the wheel to be out of balance and even more contact and the turbo is usually destroyed. Allowing the vehicle to idle for a few minutes after its been running hard or allowing the exhaust temperature to cool to below 500 degrees will greatly reduce the risk of premature turbo failure. Courtesy 01 Motors

It is a manually operated engine starter powered by high energy disc springs.

Yes, but for smaller capacity engines, and certainly as a backup starter where heater plugs can be used for a starting aid.

Currently it can be used on any direct injection diesel engine between 0.5 and 12 litres capacity (2 litres per cylinder, maximum of 6 cylinders), with sufficient space to accommodate the starter. We
are constantly increasing the range of applications that our starters can be used on.

Yes, the Starter will be able to start the engine.

That depends on the size of the engine. As a
rule of thumb, a six litre multi-cylinder engine will turn through 1.5 to 2.5
revolutions and a small single or multi-cylinder engine with capacity of 0.7 to
1.5 litres will turn through 5 to 8 revolutions.

On a small engine the  Starter rotates the engine through almost the same number of revolutions as an average electric starter (i.e. for approximately 3 seconds), but at a much higher speed, approximately three times as fast as a conventional electric starter. On larger engines it rotates the engine approximately twice as fast as an electric starter, allowing much less time for the heat to dissipate through the cylinder walls during a compression stroke, thus the engine cylinder rapidly reaches ignition point.

Average time to wind and trip is 10 seconds.

In normal usage you can expect a minimum of 5000 cycles, i.e. between three to five years of regular use. After this period some parts may require replacement. As a stand-by secondary starter,( e.g. on generators, lifeboats) the starter life may be two to three times the normal.

If the  Starter is used as a standby starter on a boat, then us use the same electrical method such as thermal glow plug or sump heater. The battery may not have sufficient power to start the engine but may have enough for the starting aids. If the starter is used as a primary starter then use a reputable ether assisted starting aid such as"Start Pilot" or "Easy Starting" .

A large amount of research has been undertaken by the engine manufacturers and most of them recommend a starting aid in certain conditions. It is, however, inadvisable to use excessive amounts of starting aid to make staring easy.

Yes, If the engine capacity falls within the  Starter's capability it can replace these alternative devices, saving both space and cost.

Yes, the Starter range covers all the SAE mounting flange configurations and various module and fellow stub pinions.

This is a problem faced by all non-electric starting systems. The easiest solution is to use a small (or second hand) battery to excite the alternator which requires very little current.

The centrifuge will not remove any additives from the oil; it will remove only suspended particles in the oil and not any dissolved particles.

The centrifuge filter is installed in bypass circuit, parallel to the main oil filters. The main oil filters (full flow filters) address 100% of the oil at any given time. The oil outlet of the main filters is directed to the various engine components whereas the centrifuge will address only 8% to 10% at any given time and will return the oil back under gravity to the oil sump. Over a period of time the oil sump will get purified.

There is a very minute oil pressure drop not exceeding 0.2 BAR. The pressure in the system is maintained due to the restriction caused by the nozzle diameter and additionally the centrifuge uses only 8% to 10% capacity of the lube oil pump capacity. Usually lube oil pumps on larger diesel engines have a 10% surplus flow capacity to engine requirement. It is this surplus volume taken by the centrifuge.

The operating range is 2.5 BAR to 7 BAR. However for effective operation higher oil pressure will result in higher RPM leading to more centrifugal force.

No it will not. A Cut Off Valve (COV) is provided in the centrifuge to prevent oil starvation to the engine. The COV ratings are 1.3 to 2.5 BAR depending on engine and application. Thus if COV is set to 1.8 BAR it means that oil will enter centrifuge only if oil pressure exceeds 1.8 BAR. At pressures less than 1.8 BAR all the oil will be available to the engine for lubrication thus preventing oil starvation.

For diesel engines the centrifuge should be able to process entire oil in the sump preferably 4 times per hour.

There is no harm to the engine if the centrifuge is not cleaned. The oil path is not restricted, however no additional contamination will be collected in the rotor bowl if already full.

It is very rare for the nozzles to get clogged unless a very large particle enters the centrifuge inlet. Since the inlet to centrifuge is pressurised the oil is forced out of the nozzles. In the very unlikely event of them getting blocked the rotor will stop turning and centrifuge system will be out of the filtration circuit. The nozzles can be easily cleaned with a thin steel wire.

Cleaning interval needs to be pre determined for every engine. The engine age, environment conditions, quality of fuel, maintenance procedures will play an important role in contaminant generation in an engine.

Unfortunately there is no way of knowing when the centrifuge rotor is full.

. The criteria is to source oil at max pressure and temperature. Source from a suitable location after lube pump, on main filter head assembly or on oil cooler assembly.

The oil must be returned back to the oil sump at a point above the oil level to avoid back pressure and flooding in rotor chamber.

Yes the centrifuge can clean any fluids in the viscosity range of 5 to 50 cst @ 100 deg C.

The centrifuge can be installed on all engines having oil sump volumes 11 litres and above. However there should be a proper location to return the oil back to the engine.

Yes we do provide a paper insert at extra cost as an option. This will reduce cleaning process time.

The only wear parts are rotor bushing and they are continuously lubricated so the life of the centrifuge is typically over 5 years.