WF2073 Coolant Filter

WF2073 filtration on KTA, VTA, and 6CTA loops

The Fleetguard WF2073 is a DCA4 chemical water/coolant filter documented for Cummins KTA50, KTA38, VTA28, and 6CTA8.3 engine families (including many power-generation packages). It is not a highway ISX or X15 coolant spin-on. Replace it on the SCA/DCA chemistry schedule published for those KTA/VTA/6CTA platforms—not by linehaul ISX interval guesswork.

A clogged filter restricts flow and can starve the heat exchanger circuit of treated coolant. Conversely, a clean filter on depleted chemistry still leaves liners vulnerable.

This listing is the filter element on the card, not premixed coolant concentrate or extender jugs unless ordered separately.

Engine families on the card

Published rows center on Cummins KTA50, KTA38, VTA28, and 6CTA8.3 packages used in industrial, marine-adjacent, and power-generation service. Confirm housing thread and depth with photos of the removed can and the engine plate when available.

Use the fitment guide and support@aonetruckauto.com when a unit received a mid-life engine exchange or a nonstandard coolant head.

Published weight and price

Ship weight is 1.0 lb. Card price is $42.95 USD before tax (aligned with typical U.S. Fleetguard dealer listings near $38–$43).

Shipping and returns are described on the shipping policy and returns and refunds pages.

SCA and DCA verification workflow

Draw coolant for test strips or lab analysis when your maintenance manual calls for SCA or DCA ranges. Adjust chemistry before you declare the filter service complete.

Document additive type on the bottle label in the fleet file to prevent accidental mixing at the next PM.

Install reminders

• Replace housing O-rings when the kit includes them or when the old seal shows compression set.
• Torque the can to the value printed on the housing, not generic filter rules.
• Bleed air pockets at high points on the cooling circuit after refill.
• Monitor temperature gauges during the first loaded grade after service.

Never claim fit without comparing the removed can stamp to the listing photo and description.

Ordering

Stock filters in a dry cabinet away from parts washers. Punctured cartons should not go on trucks awaiting departure.

DCA programs versus nitrite-only habits

Fleets transitioning between additive programs sometimes carry old habits into new engines. DCA and SCA targets differ; using the wrong test strip gives false confidence. Train technicians on which strip matches the jug in the lube room.

Dilution from top-off with untreated water shifts chemistry faster on hot routes with many mountain grades. Use deionized or fleet-approved water sources when manuals require it.

Overextended drain intervals show as gelled filter media or metallic glitter on the element pleats. That sight means schedule review, not just another can.

Top-off discipline

• Never mix incompatible additive families without an authorized flush.
• Label bulk tanks clearly after any delivery from the supplier.
• Verify cap seals on concentrate jugs stored outdoors.
• Re-test chemistry after any major leak repair that lost volume.

Chemistry notebooks belong beside filter stock so both move together on PM day.

Shop disposal of spent coolant filters

Used coolant filters contain saturated media that belongs in hazardous waste streams per local rules. Do not toss them in general trash beside oil filters without checking facility policy.

Technicians should glove when handling hot coolant cans; burns happen when rush jobs open pressurized housings early.

Coordination with oil change intervals

Coolant filter changes sometimes align with oil services on the same PM day. Still perform chemistry tests even when the truck is already on a pit; skipping tests because the hood is open wastes the opportunity.

Block heaters left on during filter service can mask low-flow conditions; follow cold-engine opening procedures unless safety bulletins allow warm service.

DCA bottles and filter carts

Mount filter carts with chemistry supplies on the same rolling toolbox when KTA or 6CTA lanes run back-to-back; separation across the shop encourages skipped tests.

Industrial lanes and test strip storage

Store test strips in sealed tubes away from diesel fumes; contaminated strips skew SCA readings and send techs on goose chases for chemistry that was fine.

WF2073 service on KTA and VTA packages running extended loaded hours still consumes chemistry; hour meters matter as much as calendar days when setting filter intervals.

Record nitrite or molybdate readings in the same portal field as oil changes so analysts see cooling and lubrication trends together.

Align filter changes with scheduled downtime so chemistry results return before the truck returns to revenue service on Monday mornings.

Store opened chemistry bottles capped and labeled with open dates.

SCA and DCA interval discipline

KTA, VTA, and 6CTA packages that still run SCA or DCA chemistry need the filter timed with the inhibitor program, not with an oil change that happens to land the same week.

Pink or cloudy coolant in the filter bowl is a chemistry fight — flush plans belong on the work order before another spin-on goes on.

Photograph the old WF stamp with the jug label in the same frame so the next buyer does not guess ELC versus SCA from memory.

Packaging and carrier options are described on the shipping policy. Return eligibility is on returns and refunds. Questions: support@aonetruckauto.com.

HEAVY TRUCK PARTS, INC. operates A-One Truck Auto. Truck and brand names here describe compatibility only; we are an independent seller.