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Manual D398 CAT Ajustes Especificaciones PDF
Manual D398 CAT Ajustes Especificaciones PDF
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Producto:INDUSTRIAL ENGINE
Modelo:D398 INDUSTRIAL ENGINE 66B
Configuracin: D398B ENGINE - ENGINES IN GENERAL ELECTRIC
LOCOMOTIVES FOR T 66B00001-UP
Crnica de Motores
1984/01/18
Nmero de medio -SEBD9080-00
Linear Vibration
Most Caterpillar engines are naturally balanced by design. Those engines that are not naturally balanced use
balance gears or balance shafts to keep vibration to an acceptable level.
All twelve and sixteen cylinder vee engines, eight cylinder 90 vee engines and in-line six cylinder engines
are naturally balanced. Because of their cylinder arrangement and crankshaft design, the D346, D379, 3204,
3304, 3408 and 3508 Engines are not naturally balanced.
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During engine overhaul, it is very important to make sure the balance gears, shafts and bearings are
inspected for damage. Damaged parts must not be used again. Special Instruction, Form SEHS7914,
"Troubleshooting Engine Vibration In Vehicular Equipment" can be used to help troubleshoot linear
vibration problems.
Torsional Vibration
Torsional or twisting vibration is caused by the power impulses produced along the length of the crankshaft
during rotation. See Illustration 1. Every crankshaft has a natural frequency of vibration. This frequency will
remain constant if equipment is not added or removed from the engine. As rotation of the crankshaft starts,
torque is applied to each successive crankshaft throw by the power impulses. If the frequency of the
vibrations produced by the power impulses equals the natural frequency of vibration, a condition called
"resonance" will be the result. This condition will greatly increase the amplitude (size) of the torsional
vibrations. If not controlled, the torsional vibration will cause a failure of the crankshaft. To keep torsional
vibrations at an acceptable level, rubber and viscous dampers are used.
Rubber Dampers
Rubber dampers are usually found on smaller or older engines. This type of damper has a rubber ring that is
under compression between the outer damper weight and the inner damper hub. The assembly is then
fastened to the crankshaft as shown in Illustration 2. The rubber damper is tuned by design for a specific
vibration frequency. During the normal load speed range of the engine, the torsional vibrations are dampened
by the elasticity of the rubber and the inertia of the weight. Because rubber dampers are tuned to a specific
frequency, they are limited to the system for which they were designed. The addition of a marine gear, power
takeoff or a generator, which is not a part of the design package for that specific engine, will change the
natural frequency of crankshaft vibration. This will make the damper ineffective. Before a change is made to
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a system with a rubber damper, a torsional vibration analysis should be made. For information on obtaining a
vibration analysis, refer to the Engine Price List and the Application and Installation Guides (shown in Chart
B.)
Viscous Dampers
Viscous dampers are more effective over a wide range of engine speeds than rubber dampers. Viscous
dampers have a sealed housing that contains a heavy weight. The weight is suspended in a highly viscous
silicone fluid. See Illustration 3. As the crankshaft turns, the silicone fluid turns with the housing. The heavy
metal ring is driven by the fluid but, because of inertia, it has a resistance to any sudden change in the
direction or speed of rotation. The silicone fluid drags or pushes the heavy ring as a result of the vibrations
generated by the engine. The vibrations are dampened at most speeds and absorbed into the viscous fluid as
heat.
See Chart A for a summary of damper usage on Caterpillar engines.
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Service Of Dampers
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It is our recommendation to inspect rubber dampers at 3000 hour intervals on the 3208 Engine and 5000
hour intervals on all other engines. It is also our recommendation to replace rubber dampers for any of the
reasons that follow. For Steps 1 through 3, the inspection must be made during overhaul.
1. The engine has had a failure because of a broken crankshaft.
2. The crankshaft front bearing is badly worn.
3. There is a large amount of gear train wear that is not caused by a lack of oil.
4. Inspection shows slippage (movement) between the inner and outer member of the damper as
shown in Illustrations 4 and 5.
5. Inspection shows rubber deterioration because of cracking, spalling, splitting, etc. See Illustrations 6
and 7.
If none of the above conditions is found, rubber dampers can be used again at overhaul.
Illustration 4. Slippage between inner and outer member. DO NOT USE AGAIN.
It is our recommendation to inspect viscous dampers at 20,000 hour intervals. It is also our recommendation
that viscous dampers be replaced for any of the reasons that follow. For Steps 1 through 3, the inspection
must be made during overhaul.
1. The engine has had a failure because of a broken crankshaft.
2. The crankshaft front bearing is badly worn.
3. There is a large amount of gear train wear that is not caused by a lack of oil.
Illustration 5. Slippage between inner and outer member. Reference marks are not in correct alignment. Misalignment of
the reference marks can be 1.5 mm (.06") due to assembly. If there is evidence of movement. DO NOT USE AGAIN.
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4. Inspection shows fluid leakage or a dented (damaged) housing. Either condition can cause the metal
ring to make contact with the housing and cause damper operation that is not correct.
If none of the above conditions is found, viscous dampers can be used again at overhaul. Be careful not to
damage the damper during removal and installation.
For either rubber or viscous dampers, never exceed engine application guidelines without doing a vibration
analysis to determine if the damper is adequate. Refer to the Application and Installation Guides shown in
Chart B for the technical data required to perform a torsional vibration analysis. Chart B also shows
reference literature that discusses vibration, correct installation methods, troubleshooting, etc.
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Caterpillar engines will perform properly when used in an application for which they are designed. The
torsional compatibility of the installation is the responsibility of the system designed. Caterpillar will provide
the customer, upon request and without charge, the necessary information to do a theoretical torsional
analysis. If the customer desires, Caterpillar will perform a torsional analysis for a nominal charge. See the
Engine Price List for cost information.
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Producto:INDUSTRIAL ENGINE
Modelo:D398 INDUSTRIAL ENGINE 66B
Configuracin: D398B ENGINE - ENGINES IN GENERAL ELECTRIC
LOCOMOTIVES FOR T 66B00001-UP
Desarmado y Armado
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
1. On D398, remove the bolts (1). Put an identification mark on bolts (3) and (4) and housing. Remove
the cover (2).
2. On D399, remove bolts that hold the cover. Remove the cover.
3. On D398, remove the bolts that hold vibration damper. Install two 1P7407 Eyebolts in the tapped
holes of the vibration damper. Fasten a hoist.
4. On D399, remove the bolts that hold vibration damper. Install two bolts (6) as a guide. Move the
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vibration damper out on the guide bolts with forcing screws (5). Fasten a hoist and remove vibration
damper. Weight of D399 damper is 270 lb. (122 kg) and the D398 is 130 lb. (59 kg).
NOTICE
Do not hit the vibration damper.
3. Install the bolts and remove guide bolts. Tighten the 1 in. bolts (1) to 670 50 lb. ft. (905 70 Nm)
on D399. Tighten the bolts (1) on D398 to 280 20 lb. ft. (377 25 Nm).
4. Install cover (2) on D399. Install cover on D398 with bolts that have a mark in respective place on
housing.
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Producto:INDUSTRIAL ENGINE
Modelo:D398 INDUSTRIAL ENGINE 66B
Configuracin: D398B ENGINE - ENGINES IN GENERAL ELECTRIC
LOCOMOTIVES FOR T 66B00001-UP
Especificaciones
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Vibration Damper
D399 Engine with one damper:
SMCS - 1205-11 ; 1205-12
D399 EARLY
(1) Torque for bolts that hold damper to adapter ... 32 5 lb. ft.(43 7 Nm)
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(2) Torque for bolts that hold adapter and damper to crankshaft ... 670 50 lb. ft.(905 70 Nm)
NOTE: Put 8H5137 Sealant on threads of bolts that hold adapter and damper to crankshaft.
D399 LATER
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D398 EARLY
D398 Engines; effective in production with Serial Numbers 66B1 thru 66B4405 and 67B1 thru
67B1709:
(5) Torque for bolts that hold adapter to crankshaft ... 420 60 lb. ft.(565 80 Nm)
NOTE: Put 8H5137 Sealant on threads of bolts that hold adapter to crankshaft.
(6) Torque for bolts (3/4-10 NC) that hold damper to adapter ... 280 20 lb. ft.(377 25 Nm)
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D398 LATER
D398 Engines; effective in production with Serial Numbers 66B4406 up and 67B1710 Up:
(7) Torque for bolts that hold adapter to crankshaft ... 460 20 lb. ft.(624 25 Nm)
NOTE: Put 8H5137 Sealant on threads of bolts that hold adapter to crankshaft.
(8) Torque for bolts (1/2-13 NC) that hold damper to adapter ... 75 10 lb. ft.(100 14 Nm)
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Producto:INDUSTRIAL ENGINE
Modelo:D398 INDUSTRIAL ENGINE 66B
Configuracin: D398B ENGINE - ENGINES IN GENERAL ELECTRIC
LOCOMOTIVES FOR T 66B00001-UP
Informacin Tcnica
1988/01/25
Nmero de medio -SEBD1851-00
SEBD18510032
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Desarmado y Armado
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Camshaft
SMCS - 1210-11 ; 1210-12
Remove Camshaft
Ver imagen
start by:
a) remove fuel injection pump housing, shutoff control, governor, and governor drive as a unit
b) remove flywheel housing
c) remove vibration damper (D399 only)
1. Loosen the adjustment screws for valves to get maximum clearance.
2. Remove the push rods.
Ver imagen
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6. Remove the service meter and tachometer drive from front of engine. Install the alignment tool (A).
7. Remove the large camshaft gear (4). Remove the bolts and locks that hold thrust washer (5).
Ver imagen
8. If small camshaft gear (6) is to be removed, bend the lock and remove the two bolts and plate from
the end of the camshaft.
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Ver imagen
9. Use tools (B) to remove the small camshaft gear (6) from the camshaft.
10. Remove the camshaft. Weight of the camshaft is approximately:
D379 Engine ... 60 lb.(27 kg)
D398 Engine ... 85 lb.(39 kg)
D399 Engine ... 100 lb.(45 kg)
Install Camshaft
Ver imagen
1. Put the key and small camshaft gear on the camshaft. Put clean engine oil on camshaft.
NOTE: On SAE standard rotation engines, (counterclockwise as viewed from flywheel end) install the
small camshaft gear on the end opposite the F-mark on camshaft. For SAE opposite rotation engines
(clockwise as viewed from flywheel end) install this gear on end with the F-mark.
Ver imagen
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2. Install the plate, lock, and bolts that hold small gear on camshaft. Tighten bolts to 60 to 70 lb. ft. (80
to 95 Nm). Install alignment tool (A) on end of camshaft. Install camshaft in engine.
3. Install the thrust washer, locks, and bolts that hold small camshaft gear in cylinder block.
NOTE: Be sure the crankshaft is in position with No. 1 piston at top center on compression stroke.
Ver imagen
4. Put a mark with chalk on "C" mark of gear (2) and tooth of crankshaft gear with punch marks. Put a
mark on back of gears so they can be checked with a mirror after installation. Put the large gear (1) on
small camshaft gear. Be sure "C" mark and punch mark of crankshaft gear are in alignment. On D379,
move gear (1) out enough to turn balancer gear to make "A" marks in alignment.
5. Remove the alignment tool (A) from front of camshaft. Install the service meter and tachometer drive.
Install housing for vibration damper or power takeoff if so equipped.
Ver imagen
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6. Remove rubber bands or wires from lifters. Install the push rods (4). Connect the oil lines (3) for
rocker shaft assemblies.
7. Make adjustment of valve clearance. The cold clearance must be: intake .015 in. (0.38 mm) and
exhaust .035 in. (0.89 mm). See VALVE CLEARANCE ADJUSTMENT in TESTING AND
ADJUSTING.
end by:
a) install flywheel housing
b) install fuel injection pump housing, shutoff control, governor, and governor drive as a unit
c) install vibration damper (D399 only)
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Desarmado y Armado
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Camshaft Bearings
SMCS - 1230-11 ; 1230-12
Ver imagen
start by:
a) remove camshaft
b) remove valve lifters
Ver imagen
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1. Remove the camshaft bearings with tooling (A). Use the extensions as needed.
Ver imagen
1. Put the bearings in the cylinder block with tooling (A). Put clean engine oil on bearings.
Ver imagen
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NOTE: Be sure the oil holes (1) in the bearings are in alignment with oil holes in cylinder block.
end by:
a) install camshaft
b) install valve lifters
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Especificaciones
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Ver imagen
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Maximum permissible clearance between bearing and bearing surface (journal) ... .006 in.(0.15 mm)
(9) End play of balancer gear ... .004 to .012 in.(0.10 to 0.30 mm)
Maximum permissible end play ... .019 in.(0.48 mm)
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Especificaciones
D399, G399, D398, G398, D379, G379 ENGINES
Nmero de medio -REG00476-00
Ver imagen
(1) Torque for retainer plate bolts ... 60-70 lb. ft.(8,3-9,7 mkg)
(2) End clearance of camshaft ... .006-.010 in.(0,15-0,25 mm)
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Desarmado y Armado
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
start by:
a) remove engine oil cooler
b) remove fresh water pump
c) engine oil pump
d) remove oil pressure regulator valve
e) remove starters
1. Fasten a hoist and remove the prelubrication pump and motor as a unit (if so equipped). Weight is 105
lb. (47.3 kg).
2. Remove the wire harness and plate for prelubrication oil pump and motor.
Ver imagen
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3. Remove the bolts (1) that hold inspection covers to block. Remove the inspection covers (2) from
each side of block.
Ver imagen
4. Remove the nuts for main bearing caps with wrench (B). Remove the bearing cap with lower half of
main bearing.
Ver imagen
5. Use tool (A) to move out the upper half of main bearing as the crankshaft is turned in the normal
direction of rotation.
NOTE: On the bearing journal that has no drilled hole, put a thin piece of fiber, hardwood or plastic
against end of bearing opposite tab. Hit the bearing lightly with the above until tab of bearing is free
from cylinder block. Remove the upper half of bearings.
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1. Put clean engine oil on bearing surfaces of upper halves of bearings. Use tool (A) to install upper half
of bearing in cylinder block. The bearing with oil hole is upper half.
2. Clean main bearing caps and install lower halves of bearings in caps.
Ver imagen
TYPICAL EXAMPLE
NOTE: When the bearing clearance is checked and the engine is in a vertical position, such as in the
vehicle, the crankshaft will have to be lifted up and held against the upper halves of the main bearings to
get a correct measurement with wire (C). The wire will not hold the weight of the crankshaft and give a
correct indication. If the engine is in a horizontal position, such as on an engine stand, it is not necessary
to hold the crankshaft up. Do not turn crankshaft when lead wire is in position to check clearance. If lead
wire is not available, PLASTIGAGE can be used to check bearing clearance.
Ver imagen
3. Use wire (C) to check bearing clearance. Install caps and tighten both nuts with tool (B) to 200 10
lb. ft. (270 14 Nm). Put a mark on nuts and end of studs. Tighten nuts 120 from the mark. Remove
caps and check thickness of wire (C) to find bearing clearance. Bearing clearance must be .0048 to .0090
in. (0.122 to 0.229 mm) for new parts. Maximum permissible clearance for used parts is .015 (0.38 mm).
Ver imagen
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TYPICAL EXAMPLE
NOTE: Main bearing caps have numbers as to their location in cylinder block. Install bearing caps so
the number on cap is same as number on cylinder block. Both numbers must be on same side of cylinder
block.
4. Put clean engine oil on threads of studs and seat for nut. Install main bearing caps and nuts. Install
thrust plates on dowels on rear cap. The dowels must not be extended more than .160 in. (4.06 mm)
from counterbore face of bearing cap. Tighten nuts with wrench (B) to 200 10 lb. ft. (270 14 Nm).
Put a mark on nuts and ends of studs. Tighten nuts an extra 120 from mark.
5. Use indicator group (D) to check end play of crankshaft as controlled by thrust plates. End play with
new parts must be .005 to .021 in. (0.13 to 0.53 mm). Maximum permissible end play with used parts
is .035 in. (0.89 mm).
6. Install the inspection covers. Install the wire harness and plate for prelubrication oil pump. Fasten a
hoist and install prelubrication oil pump and motor as a unit (if so equipped).
end by:
a) install oil pump
b) install fresh water pump
c) install engine oil cooler
d) install oil pressure regulator valve
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Desarmado y Armado
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
3. Remove the bolts (1) that hold inspection covers to cylinder block. Remove inspection covers (2)
from each side of block.
Ver imagen
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4. Remove the bolt (3) and lock that hold tube to bottom side of lifter bracket. Remove the piston
cooling tubes (4).
1. check the alignment of the piston cooling tubes with tooling (A). See USE OF 5P8709 TOOL
GROUP FOR ALIGNMENT OF PISTON COOLING JETS, Form No. SMHS7267, for the correct
alignment procedure.
Ver imagen
2. Install the piston cooling tubes (1) in position on the lifter bracket. Install the locks and bolts.
3. Install the inspection covers on engine.
4. Install wire harness and plate for prelubrication oil pump and motor. Fasten a hoist and install
prelubrication oil pump and motor as a unit (if so equipped).
end by:
a) install engine oil pump
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Desarmado y Armado
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Cylinder Liners
SMCS - 1216-11 ; 1216-12
start by:
a) remove pistons
1. Put a piece of gasket material or a cover over crankshaft journals as a protection before liner is
removed.
Ver imagen
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NOTICE
Do not cause damage to piston cooling tube (1) when tooling (A) is
installed.
3. Use tooling (A) to remove the liner from its seat in cylinder block.
Ver imagen
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1. Clean the cylinder liners and block. Install the liners in the block without the O-ring seals.
Ver imagen
2. Install tooling (A) on the liner. Tighten the nuts that hold tooling (A) evenly to a torque of 50 lb. ft.
(70 Nm).
3. Check the liner projection with tool group (B) at four locations around the liner. The difference
between the four measurements must not be more than .002 in. (0.05 mm). The liner projection must
be .004 to .008 in. (0.10 to 0.20 mm). The measurement between liners next to each other, must not be
more than .002 in. (0.05 mm) difference.
NOTE: The liner projection can change if the liner is turned in the bore.
4. Put a mark on the liner and block so the liner can be installed in the same position from which it was
removed.
Ver imagen
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5. Install new seals (2) on the cylinder liners. Put liquid soap on the seals and in the bores in the cylinder
block.
Ver imagen
6. Put SAE 30 oil on filler band (1) and install it on the liner. Install the liner immediately in the cylinder
block with tooling (C).
end by:
a) install pistons
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Desarmado y Armado
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Camshaft Bearings
SMCS - 1230-11 ; 1230-12
Ver imagen
start by:
a) remove camshaft
b) remove valve lifters
Ver imagen
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1. Remove the camshaft bearings with tooling (A). Use the extensions as needed.
Ver imagen
1. Put the bearings in the cylinder block with tooling (A). Put clean engine oil on bearings.
Ver imagen
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NOTE: Be sure the oil holes (1) in the bearings are in alignment with oil holes in cylinder block.
end by:
a) install camshaft
b) install valve lifters
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Especificaciones
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Cylinder Block
Ver imagen
Ver imagen
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(1) Torque for taperlock studs for cylinder head ... 120 10 lb. ft.(160 14 Nm)
(2) Depth to install front camshaft bearing ... .31 in.(7.9 mm)
(3) Depth to install rear camshaft bearing ... .66 in.(16.8 mm)
NOTE: Install camshaft bearings so oil holes in bearings are in alignment with oil passages in cylinder
block.
(4) Bore in cylinder block for camshaft bearings ... 3.2505 .0005 in.(82.563 0.013 mm)
(5) Balancer gear shafts (V-8 Engines only).
Dimension from boss on cylinder block to end of shaft ... 2.686 .002 in.(68.22 0.05 mm)
NOTE: Install shafts so centerline of two holes with threads is parallel with bottom face of cylinder
block.
(6) Depth of liner counterbore in block ... .499 .001 in.(12.67 0.03 mm)
Maximum permissible bore depth after reconditioning ... .545 in.(13.84 mm)
Height of liner over block (under installation pressure) ... .004 to .008 in.(0.10 to 0.20 mm)
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(7) Dimension (new) from centerline of crankshaft bearing bore to top of block (top deck) ... 27.1875
.0025 in.(690.563 0.064 mm)
(8) Bore in block for main bearing ... 6.3725 .0005 in.(161.862 0.013 mm)
Alignment for the bore in the block for the main bearings ... .000 to .003 in.(0.0 to 0.08 mm)
(9) Dimension (new) from centerline of crankshaft bearing bore to bottom of block (pan rails) ... 7.9985
.0015 in.(203.162 0.038 mm)
(10) Torque for taperlock studs for main bearing cap ... 500 +50 -0 lb. ft.(680 +70 -0 Nm)
(11) Torque for nut holding cap for main bearings (lubricate stud threads):
a. Tighten all nuts to ... 200 10 lb. ft.(270 14 Nm)
b. Put mark on each nut and end of stud.
c. Tighten each nut from mark ... 120 5
(12) Clearance between main bearing caps and cylinder block ... .0010 (0.025 mm) tight to .0012 (0.030
mm) loose
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Especificaciones
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Cylinder Liner
Ver imagen
(1) Bore in liner (new) ... 6.251 .001 in.(158.78 0.03 mm)
"Use again" maximum bore (when measured near upper end of the wear surface of the cylinder liner) ...
6.256 in.(158.90 mm)
(2) Thickness of flange on liner ... .5050 .0008 in.(12.827 0.020 mm)
(3) Filler Band.
Installation procedure:
Put liquid soap on seals, liner grooves and bore in cylinder block. Install seals on bottom of liner. Put
filler band in SAE 30 oil for a moment, then install it on the liner. Install the liner in the cylinder block
immediately after the band is installed on the liner (before expansion of the band).
NOTE: Make reference to GUIDELINE FOR REUSABLE PARTS; PISTONS AND CYLINDER
LINERS, FORM NO. SEBF8001.
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Especificaciones
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Ver imagen
Make reference to CYLINDER LINER PROJECTION in Testing and Adjusting for the complete
procedure.
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a. Install tooling as shown. Tighten bolts for crossbar evenly in four steps:
1st step ... 5 lb. ft.(7 Nm)
2nd step ... 15 lb. ft.(20 Nm)
3rd step ... 25 lb. ft.(35 Nm)
4th step ... 50 lb. ft.(70 Nm)
2. Measure cylinder liner projection with dial indicator (2) in 1P2402 Block (3) as shown. Measure at
four places around each cylinder liner near the clamped area.
Average of four projection measurements from any cylinder liner must be ... .004 to .008 in.(0.10 to 0.20
mm)
Maximum permissible difference between all four measurements ... .002 in.(0.05 mm)
Maximum permissible difference between average projection of any two cylinder liners next to each
other under any one head ... .002 in.(0.05 mm)
3. Depth of bore in block for liner ... .498 to .500 in.(12.65 to 12.70 mm)
Maximum permissible depth to machine counterbore to adjust cylinder liner projection ... .545 in.(13.84
mm)
Install a .030 in. (0.76 mm) shim plus any added shims necessary to get the correct cylinder liner
projection.
NOTE: Be sure that the .030 in. (0.76 mm) shim is directly under the cylinder liner flange.
Put 7M7260 Liquid Gasket on the top of the top shim and on the bottom of the bottom shim before
installing.
(1) 3H465 Plate.
(4) 8B7548 Push-puller Crossbar.
(5) 1P2398 Adapter Plate.
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Instruccin Especial
Using the 6V-7840 Deck Checking Tool Assembly {0701, 1201, 7225}
Nmero de medio -SEHS8187-06
i04934986
Introduction
Table 1
Revision
06
05
Updated Effectivity
04
03
2012 Caterpillar All Rights Reserved. This guideline is for the use of Caterpillar Dealers only.
Unauthorized use of this document or the proprietary processes therein without permission may be
violation of intellectual property law.
This Reuse and Salvage Guideline contains the necessary information in order to allow a dealer to
establish a parts reusability program. Reuse and salvage information enables Caterpillar dealers and
customers to benefit from cost reductions. Every effort has been made in order to provide the most
current information that is known to Caterpillar. Continuing improvement and advancement of product
design might have caused changes to your product which are not included in this publication. This
Reuse and Salvage Guideline must be used with the latest technical information that is available from
Caterpillar.
For questions or additional information concerning this guideline, submit a form for feedback in the
Service Information System. In order to address an urgent issue, please use the following resources in
order to communicate your request to Caterpillar Repair Process Engineering:
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Knowledge Network
Summary
When an engine is being rebuilt, it can be important to know if the top deck (surface) of the cylinder
block has been machined before, and if so, how much. The 6V-7840 Deck Checking Tool As can
accurately measure the distance from the centerline of the crankshaft to the top deck of the block. The
tool can measure all deck heights within a range of 200.0 to 625.0 mm (7.87 to 24.60 inch). Measuring
the top deck will also allow you to determine how much material can still be removed and keep the
engine within the minimum specifications.
References
ReferenceReuse and Salvage Guidelines, SEBF8076, "Specifications to Salvage Contact Surfaces of
Cylinder Blocks"
ReferenceReuse and Salvage Guidelines, SEBF9213, "Measuring the Distance to the Top Deck of C15,
C-15, C-16, C18, 3400, C27, and C32 Engines"
Ver imagen
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Illustration 1
(1) Lower Knob
Page 3 of 12
g02160934
Ver imagen
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Illustration 2
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g02160953
1. To check the position of standard stop (1), put lower bar (3) in lower clamp (4) and tighten knob
(5). Use standard (6) [marked "STANDARD"] to check the distance between lower bar (3) and
standard stop (1). If necessary, adjust the position of standard stop (1) by loosening screws (7),
moving the stop as needed, then tightening screws (7) .
Ver imagen
Illustration 3
g02160957
2. To check the accuracy of micrometer (2), put a flat ground block (8) against the bottom of parallel
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plate (9). Adjust the micrometer until spindle (A) is against block (8). The micrometer should read
"0". If necessary, adjust the position of the micrometer by loosening screw (10), moving the
micrometer as needed, then tightening screw (10) .
Ver imagen
Illustration 4
g02160972
Ver imagen
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Illustration 5
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g02160974
2. Install correct measuring standard (1) on standard stop (2). Use wrench (3) to tighten standard (1).
Do not tighten standard (1) too much. Adjust micrometer (4) until the micrometer it reads "0".
Loosen locknut (5), and put the tool assembly down into position in one of the end cylinder.
Note: Always check the crankshaft centerline to top deck distance (deck height) at both ends of
the cylinder block.
Ver imagen
Illustration 6
g02160989
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Ver imagen
Illustration 7
g02160991
3. Put lower bar (6) in position in lower clamp (7). Make sure bar (6) is centered in clamp (7), then
tighten lower knob (8). Hold knob (9) and lift on the tool assembly until lower bar (6) is against
the top of the main bearing bores. Loosen setscrew (10) and slide parallel plate (11) down until the
plate is firmly against the top deck of the cylinder block. Tighten setscrew (10) .
Ver imagen
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Illustration 8
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g02161554
Ver imagen
Illustration 9
g02161555
4. Hold knob (9) and gently move the tool back and forth while turning adjusting collar (12)
clockwise until all slack is removed: tighten collar (12) finger tight only. Adjust micrometer (4)
until the micrometer touches the measuring standard. Read the micrometer. Make a record of this
reading.
5. To find the tool reading, add the micrometer reading to the first number in the column "To
Measure Distance" in table 2. To calculate the actual deck height, add 1/2 the main bearing bore
(shown in column 3 of table 1) to the tool reading. IMPORTANT: If the main bearing bore has
been machined for oversize bearings, do not use the value shown in column 3. Instead measure the
bore and add 1/2 of this value to the actual tool reading (not the value shown in column 2). Both
main bearing bores in contact with the lower bar must be the same size.
EXAMPLE 1: If a 3406 cylinder block (with standard main bearing bores) has a micrometer
reading of 10.52, add this reading to the first number (350) to get a tool reading of 360.52. The
actual distance from the crankshaft centerline to the top of the block can be calculated by adding
1/2 x 129.891 + 360.52 to get a deck height 425.47.
EXAMPLE 2: If a 3406 cylinder block has 0.635 mm (0.0250 inch) over size main bearing bores
and a micrometer reading of 10.16, add this reading to the first number (350) to get a tool reading
of 360.16. To calculate the actual distance from crankshaft centerline to top of block, add 1/2 x
130.526 (bore measurement) + 360.16 to get a deck height of 425.42.
6. After the deck height has been calculated in the previous step, this value should be compared to
the value shown in column, "Crankshaft Centerline to Top of Cylinder Block" in table 1, to find if
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the top deck of the cylinder block has been machined. See the specifications In the Guideline for
reusable Parts for Cylinder Blocks for information on the machining of cylinder blocks.
Table 2
Dimensions For New Cylinder Blocks
Main Bearing Bore
Engine
Tool Reading
0.013 mm ( 0.0005
inch)
Crankshaft Centerline To
Top of Cylinder Block
4 inch Bore - 4
Cylinder
368.38 0.11 mm
(14.503 0.0043
inch)
88.890 mm (3.4996
inch)
371.55 0.11 mm
(14.628 0.0043
inch)
107.953 mm (4.2501
inch)
345.24 0.11 mm
(13.592 0.0043
inch)
96.926 mm (3.8160
inch)
275.56 0.09 mm
(10.849 0.0035
inch)
94.171 mm (3.7075
inch)
337.34 0.06 mm
(13.281 0.0024
inch)
124.092 mm (4.8855
inch)
345.24 0.13 mm
(13.592 0.005 inch)
96.926 mm (3.8160
inch)
335.05 0.11 mm
(13.191 0.0043
inch)
96.926 mm (3.8160
inch)
326.75 0.08 mm
(12.864 0.003 inch)
96.926 mm (3.8160
inch)
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365.15 0.11 mm
(14.376 0.0043
inch)
120.640 mm (4.7496
inch)
442.80 0.06 mm
(17.433 0.0024
inch)
130.411 mm (5.1343
inch)
407.85 0.11 mm
(16.057 0.0043
inch)
124.092 mm (4.8855
inch)
394.59 0.11 mm
(15.535 0.0043
inch)
124.092 mm (4.8855
inch)
423.19 0.06 mm
(16.661 0.0024
inch)
143.116 mm (5.6345
inch)
360.50 0.06 mm
(14.193 0.0024
inch)
129.891 mm (5.1138
inch)
354.15 0.06 mm
(13.943 0.0024
inch)
129.891 mm (5.1138
inch)
555.63 0.10 mm
(21.875 0.004 inch)
117.462 mm (4.6245
inch)
551.00 0.11 mm
(21.693 0.0043
inch)
126.716 mm (4.9888
inch)
609.70 0.14 mm
(24.001 0.0055
inch)
161.862 mm (6.3725
inch)
501.14 0.17 mm
169.742 0.020 mm
3406
3500 Series
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(19.730 0.0067
inch)
(6.6828 0.0008
inch)
0.006 inch)
Note: If the main bearing bore has been machined for oversize bearings, subtract 1/2 of the bore from
the "Crankshaft Centerline to top of Cylinder Block" dimension to get the tool reading. Both main
bearing bores in contact with the lower bar must be the same size.
Table 3
To Measure Distances
200 to 225 mm (7.874 to 8.858 inch)
225 to 250 mm (8.858 to 9.843 inch)
250 to 275 mm (9.843 to 10.827 inch)
275 to 300 mm (10.827 to 11.811 inch)
300 to 325 mm (11.811 to 12.795 inch)
325 to 350 mm (12.795 to 13.780 inch)
350 to 375 mm (13.780 to 14.764 inch)
375 to 400 mm (14.764 to 15.748 inch)
400 to 425 mm (15.748 to 16.732 inch)
425 to 450 mm (16.732 to 17.717 inch)
450 to 475 mm (17.717 to 18.701 inch)
475 to 500 mm (18.701 to 19.685 inch)
500 to 525 mm (19.685 to 20.669 inch)
525 to 550 mm (20.669 to 21.654 inch)
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Desarmado y Armado
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
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7. Fasten a hoist to the engine. Lift the engine from base. Weight of D379 is 8,000 lb. (3600 kg); D398
is 10,000 lb. (4500 kg); D399 is 13,000 lb. (5850 kg).
8. Move the oil pan base. Weight of base on D379 is 2,100 lb. (945 kg); D398 is 3,000 lb. (1350 kg);
D399 is 3,800 lb. (1750 kg).
2. Fasten a hoist to engine. Put the engine in position on oil pan base. Put 9S3263 Thread Lock on the
threads of bolts for base. Install the bolts that hold engine on oil pan base.
Ver imagen
3. Install the four bolts that hold plate for oil pump to the base.
4. Connect inlet water lines to the engine.
5. Connect fuel supply and return lines to engine.
6. Install oil pressure regulating valve on engine.
7. Fill the engine with oil and coolant to correct levels.
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Desarmado y Armado
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Precombustion Chambers
SMCS - 1106-11 ; 1106-12
start by:
a) remove fuel injection valves
1. Remove coolant from engine.
Ver imagen
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4. Tighten precombustion chamber with wrench (A) to a torque of 225 15 lb. ft. (300 20 Nm).
5. Fill the engine with coolant to correct level.
end by:
a) install fuel injection valves
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Desarmado y Armado
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Cylinder Heads
SMCS - 1100-11 ; 1100-12
4. Remove the bolts that hold the plate (2) on bottom of exhaust shield. Let the plate lay in the "V" of
engine.
5. Remove the plugs (1) from the shield.
6. Remove the eight bolts that hold the exhaust manifold to each cylinder head.
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7. Remove the fuel lines (5) for the head to be removed. Put covers on fuel valves, lines, and pumps.
Remove two elbows (4) for each cylinder head. Remove the governor control channel for cylinder heads
on left hand side only.
8. Remove the oil line (3) for the rocker shaft.
9. Remove the nuts (6) from the cylinder head.
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1. Clean the block and cylinder head. Install new head gaskets, new water seals, and ferrules.
2. Install two 1/2"-13 NC forged eyebolts in head. Fasten a hoist and slowly lower the head over the
studs until it is in correct position over head gaskets and seals. Weight is 190 lb. (86 kg).
3. Put 5P3931 Anti-Seize Compound on threads of head studs, and on the bolts for exhaust manifold.
Install nuts and washers on studs. Tighten nuts in following step sequence:
1 Tighten nuts by number to a torque of 150 10 lb. ft. (205 14 Nm).
2 Tighten nuts by number to a torque of 250 10 lb. ft. (340 14 Nm).
3 Tighten nuts again by number (hand torque only) to a torque of 250 10 lb. ft. (340 14 Nm).
Ver imagen
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4. Install new gaskets for the exhaust manifold. Install the bolts (1) that hold exhaust manifold to head.
Tighten bolts (1) to a torque of 110 10 lb. ft. (149 14 Nm) on Marine Engines. Tighten bolts (1) on
Industrial Engines to 75 10 lb. ft. (100 14 Nm).
5. Install the plate and plugs on the shield for the manifold bolts (if so equipped).
Ver imagen
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Desarmado y Armado
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Valves
SMCS - 1105-11 ; 1105-12
Remove Valves
Ver imagen
start by:
a) remove cylinder head
Ver imagen
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2. Put identification on the valves and head for correct assembly. Use tooling (B) as shown to put valve
spring (4) under compression. Remove three locks (3). Slowly release compression from the valve
spring and remove tooling (B). Remove retainer (2), two springs (4), rotator, spacer and valve from the
head.
3. Do Steps 1 and 2 again for the remainder of valves.
Install Valves
Ver imagen
Ver imagen
1. Check spring force with tool (B). For the correct spring force, see the subject VALVES in
SPECIFICATIONS.
Ver imagen
2. Inspect and make a replacement, if necessary, of the O-ring seals in the inlet valve retainers. Put the
valves, spacer, rotator, springs and retainer in position on the head. Put the springs under compression
with tool (C). Install three locks (1). The thick end of the lock goes toward the cylinder head.
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Locks can be thrown from the valve when tool (C) is released if they are
not in their correct position on the valve stem.
3. Remove tool (C) slowly. Hit the valve lightly with a soft hammer to be sure the locks are in their
correct position.
4. Do Steps 1 through 3 again for the remainder of the valves.
end by:
a) install cylinder head
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Desarmado y Armado
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Valve Guides
SMCS - 1104-10
start by:
a) remove valves
Ver imagen
Ver imagen
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1. Remove old valve guides (1) with tool (A) as shown. If the valve guides have grooves, use tool (C).
Ver imagen
2. Install the valve guides with tools (A & B) as shown. If the valve guides have grooves, use tools (C &
D).
Ver imagen
3. Dimension (X) for the installed valve guide must be 1.750 .020 in. (44.45 0.51 mm).
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end by:
a) install valve
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Desarmado y Armado
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
start by:
a) remove valves
Ver imagen
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3. Install the new valve seat insert with tool group (A). Do not increase diameter of extractor in valve
seat insert when insert is installed in cylinder head.
4. Grind valve seat inserts (1) according to specifications given in SPECIFICATIONS SECTION.
end by:
a) install valves
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Desarmado y Armado
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Water Directors
SMCS - 1115-10
start by:
a) remove cylinder head
Ver imagen
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NOTICE
Hole (2) in water director must be in alignment with "V" mark on
cylinder head.
end by:
a) install cylinder head
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Pruebas y Ajustes
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Troubleshooting
Troubleshooting can be difficult. On the following pages there is a list of possible problems. To make a
repair to a problem, make reference to the cause and correction.
This list of problems, causes, and corrections, will only give an indication of where a possible problem
can be, and what repairs are needed. Normally, more or other repair work is needed beyond the
recommendations in the list. Remember that a problem is not normally caused only by one part, but by
the relation of one part with other parts. This list can not give all possible problems and corrections. The
serviceman must find the problem and its source, then make the necessary repairs.
1. Contactor Switch For Water Temperature Does Not Activate Shutoff Solenoid.
2. Contactor Switch for Water Temperature Activates Shutoff Solenoid at Wrong Temperature.
3. Contactor Switch for Oil Pressure Fails to Activate Shutoff Solenoid.
4. Contactor Switch for Overspeed Fails to Activate Shutoff Solenoid.
5. Contactor Switch for Overspeed Activates Shutoff Solenoid at Wrong Speed.
6. Shutoff Solenoid Fails to Stop Engine.
7. Shutoff Solenoid Prevents Engine Start.
8. Clutch Will Not Engage (Slips), Heats or Lever Moves to Released Position.
9. Clutch Shaft Has Too Much End Play.
10. Clutch Bearings Have Short Service Life.
11. Hydra-mechanical Shutoff Will Not Let Engine Start.
12. Hydra-mechanical Shutoff Will Not Let Engine Run Above 70% of Rated Engine Speed.
13. Hydra-mechanical Shutoff Activates With Engine Oil Pressure and Water Temperature
Normal.
14. Electrical Gauges Give Wrong Readings.
15. 2301 Nonparallel Control System.
a. Engine Will Not Start.
b. Engine Overspeeds On Starts.
c. Engine Overspeeds After Operation At Rated Speed For Some Time.
d. Low Idle Speed Potentiometer Gives No Adjustment.
e. Engine Does Not Return To Low Idle When The Idle (Oil Pressure) Switch Opens.
f. Engine Speed Does Not Have Stability.
g. Speed Trim Potentiometer Gives No Adjustment.
h. Rated Speed Potentiometer Gives No Adjustment.
i. Load Sharing Is Not Correct.
j. Engine Speed Is Not Isochronous.
16. 2301 Parallel Control System.
a. Engine Will Not Start.
b. Engine Overspeeds On Starts.
c. Engine Overspeeds After Operation At Rated Speed For Some Time.
d. Low Idle Speed Potentiometer Gives No Adjustment.
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e. Engine Does Not Return To Low Idle When The Idle (Oil Pressure) Switch Opens.
f. Engine Speed Does Not Have Stability.
g. Speed Trim Potentiometer Gives No Adjustment.
h. Rated Speed Potentiometer Gives No Adjustment.
i. Load Sharing Is Not Correct.
j. Engine Speed Is Not Isochronous.
k. System Does Not Have Stability When Paralleling Or In Parallel.
17. Woodward UG-8 Governors
a. Engine Speed Does Not Have Stability.
b. Fuel Control Response When the Engine Is Started Is Not Acceptable.
c. Engine Is Slow To Respond To A Change In Speed Setting or Load.
d. Load Sharing Between Paralleled Units Is Not Correct (One unit on zero droop all others
on droop).
e. Load Sharing Between Paralleled Units Is Not Correct (all units on droop).
18. Automatic Start/Stop Systems.
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The 5P2150 Engine Horsepower Meter can measure engine speed from the tachometer drive on the
engine. Special Instruction Form No. SMHS7050 has instructions for its use.
Special Instruction Form No. SEHS7341 is with the 4S6553 Engine Test Group and gives instructions
for the test procedure.
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The 1P5500 Portable Phototach Group can measure engine speed from the tachometer drive on the
engine. It also has the ability to measure engine speed from visual engine parts in rotation. Special
Instruction Form No. SMHS7015 has instructions for its use.
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the diesel engine governor control, in the full open position. If the regulation is too close, surging will
result.
The torque converter output shaft maximum speed is either a high speed setting or a low speed setting,
which is determined by changing the position of the speed change lever (4), normally by remote control.
The high speed screw (9) determines the maximum speed for the high speed setting, and the low speed
screw (8) determines the maximum low speed setting. Consult the operator's manual for the equipment
in which the engine is installed to be sure of the maximum permissible output shaft speed for the driven
equipment.
NOTE: Perform the first nine Steps with the engine stopped.
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1. Disconnect the adjustable linkage (3) from the terminal lever (1) and the other adjustable linkage (12)
between the servo mechanism (14) and standard governor.
2. Position the speed change lever (4), with low and high speed adjusting screws (8 and 9) so the rate
adjusting screw (2) and the governor spring (5) are approximately parallel to lever (7).
3. Turn the rate adjusting screw until a slight tension is maintained on the governor spring. This will
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7. Adjust the linkage (12) to fit lever holes when shutoff lever contacts rack stop collar, then increase
linkage length .06 in. (1.5 mm) and install the linkage.
8. Back out bumper screw (6) until approximately 3/4 inch of the screw is protruding from the governor
housing.
9. Fill the output shaft governor to the proper level with SAE 30 lubricating oil. The proper level can be
checked by removing the small oil plug located in the drive cable end of the governor housing.
10. Start the diesel engine. After a reasonable warm-up period move the diesel engine governor control
lever to the full open position.
11. Adjust the output shaft speed to the maximum desired speed with the aid of the low speed adjusting
screw (8). Turn the screw clockwise to raise the speed and counterclockwise to lower the speed.
12. If a surging condition is encountered, back off the nut on the rate adjusting screw one full turn. Turn
the low speed adjusting screw clockwise to return the output shaft speed to the desired RPM. Continue
this procedure until all surge is removed. If it is not possible to remove all surge, set the governor at the
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setting which will produce the least amount of surge and remove the remaining surge by turning the
bumper screw clockwise until it just makes contact with the rocker yoke.
NOTICE
Turning the bumper screw in beyond this point will raise the output
shaft speed and eventually damage the internal parts of the governor.
The bumper screw should not be used to remove speed surges of
greater than 50 RPM.
Turning the low speed adjusting screw clockwise will increase the leverage of the governor spring (5) on
the lever (7) and increase speed, with the result that minimum tension on the spring is now required.
This adjustment will provide the most sensitive regulation. When the load is removed suddenly, the
engine should not surge in excess of four (4) cycles. When the load is gradually removed, no surge
should be evident.
13. With the output shaft running at the desired speed setting, turn the high speed adjusting screw (9)
until the end of the screw contacts the stop bracket (10). Lock the high speed screw in this position.
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4. Move the governor control lever to run the engine at high idle speed, and check the high idle rpm.
5. If the high idle speed is not correct, remove lockwire (3) and loosen the locknut on high idle screw
(4). Turn the high idle screw as needed to get the correct high idle speed. Tighten the locknut.
6. Move the governor control lever to change the engine speed and then return to high idle speed and
check the high idle speed again.
7. When the high idle speed is correct, install the lockwire and seal.
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1. Remove timing pin (4), clamp (5), and the plug and seal behind the clamp.
2. Fasten bracket (1) to the fuel pump housing.
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BRACKET INSTALLED
1. Bracket.
3. Disconnect the linkage from the governor terminal shaft and move the fuel rack to the FUEL-OFF
position. Install dial indicator (2) with contact point (3) on bracket (1).
4. Put spacer (6) between the flange on the rod and the bracket. Push the flange towards the fuel pump
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housing to hold the spacer tight. Adjust the dial indicator so that the revolution counter is at zero.
Tighten the clamp for the indicator. Turn the dial of the indicator until the zero is in alignment with the
hand. Remove the spacer.
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5. Move the fuel rack to the FUEL-ON position until contact is made with the adjustment stop screw.
6. Read the rack travel measurement on the dial indicator and compare with the measurement given in
the RACK SETTING INFORMATION.
7. To adjust the rack travel, cut lockwire (7) and remove cover (8). Loosen the adjustment screw locknut
and move lock free of pin.
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8. Turn the adjustment screw counterclockwise to increase the fuel rack travel or clockwise to decrease
rack travel. When the fuel rack is adjusted correctly, move the lock to engage the nearest notch with the
pin. Tighten the locknut and install the cover and lockwire and seal.
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1. Move lever (1) and lever (3) clockwise to the angles shown.
2. Adjust the length of linkage (2) to fasten to the outside holes of levers (1) and (3).
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GOVERNOR LINKAGE
1. Governor lever. 2. Linkage. 3. Lever.
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1. Loosen the nut that holds the compensation pointer and move the pointer up as far as it will go.
Tighten the nut.
2. Remove the plug from the base of the governor.
3. Use a wide blade screwdriver and engage the wide screwdriver slot in the needle valve. Turn the
needle valve three or more turns in a counterclockwise direction.
4. Let the engine surge for approximately 30 seconds to help remove air from the governor.
5. Loosen the nut that holds the compensation pointer and move the pointer down as far as it will go.
Tighten the nut.
6. Slowly turn the needle valve in a clockwise direction until the engine does not surge.
7. Check the number of turns the needle valve is open. To find the number of turns the needle valve is
open, close the valve completely and make a note of the number of turns needed to close the valve.
8. Open the needle valve to the same position at which the engine did not surge.
9. Move the governor linkage to change the engine speed. If the engine does not surge, and the needle
valve is 1/2 to 3/4 of a turn open, the governor adjustment is correct. Install the plug in the base. If the
needle valve is more than 3/4 of a turn open, do the steps that follow.
10. Loosen the nut that holds the compensation pointer and move the pointer up two marks on the
pointer scale.
11. Turn the needle valve three or more turns in a counterclockwise direction.
12. Let the engine surge for approximately 30 seconds to help remove air from the governor.
13. Slowly turn the needle valve in a clockwise direction until the engine does not surge.
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14. Check the number of turns the needle valve is open. To find the number of turns the needle valve is
open, close the valve completely and make a note of the number of turns needed to close the valve.
15. Open the needle valve to the same position at which the engine did not surge.
16. Move the governor linkage to change the engine speed.
If the engine does not surge, and the needle valve is 1/2 to 3/4 of a turn open, the governor adjustment is
correct. Install the plug in the base. If the needle valve is more than 3/4 of a turn open do Steps 10 thru
16 again.
A needle valve that is opened less than 1/2 turn will cause the engine to be slow to return to normal
speed after a load change.
If the compensation pointer is too far toward the maximum position, the engine speed change will be too
great when the load changes.
3. If the high idle speed is not correct, remove the dial plate.
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NOTE: Make reference to the RACK SETTING INFORMATION for the correct high idle speed.
4. Loosen the setscrew on synchronizer indicator knob (7), remove tapered pin if equipped and remove
the knob.
5. Pull gear (6) out of mesh with idler gear (2). Turn synchronizer control knob (5) until the correct high
idle speed is reached.
6. To set the high idle speed stop, turn gear (6) clockwise until the stop pin on the gear makes contact
with idler gear (2). Push gear (6) into mesh with idler gear (2).
7. Turn the synchronizer control knob counterclockwise to change the engine speed. Now turn the knob
to the high idle stop and check the high idle adjustment.
8. Install the synchronizer indicator knob and the dial plate.
NOTE: Low idle speed is not adjustable, but will change as high idle adjustment is made. If low idle is
not correct, an increase in high idle speed will increase low idle speed, and a decrease in high idle speed
will decrease low idle speed.
1. Remove timing pin (4), clamp (5), and the plug and seal behind the clamp.
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BRACKET INSTALLED
1. Bracket.
3. Turn the governor load limit knob to ten and install dial indicator (2) with contact point (3) on bracket
(1).
NOTICE
Do not force the governor linkage toward increased fuel unless the load
limit knob is turned to TEN. The result will be damage to the governor.
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4. Put spacer (6) between the flange on the rod and the bracket. Push the flange toward the fuel pump
housing to hold the spacer tight. Adjust the dial indicator so that the revolution counter is at zero.
Tighten the clamp for the indicator. Turn the dial of the indicator until the zero is in alignment with the
hand. Remove the spacer.
5. Use the lever on the governor terminal shaft to move the fuel rack to the FUEL ON position until
contact is made with the adjustment stop screw.
6. Read the rack travel measurement on the dial indicator and compare with the measurement given in
the RACK SETTING INFORMATION.
7. To adjust the rack travel, cut lockwire (7) and remove cover (8). Loosen the adjustment screw locknut
and move lock free of pin.
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8. Turn the adjustment screw counterclockwise to increase the fuel rack travel or clockwise to decrease
rack travel. When the fuel rack is adjusted correctly, move the lock to engage the nearest notch with the
pin. Tighten the locknut and install the cover and lockwire and seal.
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1. Turn governor terminal shaft to the FUEL-OFF position and install lever (1) on the shaft at the angle
shown.
2. Install lever (3) with the rack in the FUEL-OFF position at the angle shown.
3. With both levers at the FUEL-OFF position, adjust linkage (2) and install on the levers.
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1. Loosen the nut that holds the compensation pointer and move the pointer up as far as it will go.
Tighten the nut.
2. Remove the plug from the base of the governor.
3. Use a wide blade screwdriver and engage the wide screwdriver slot in the needle valve. Turn the
needle valve three or more turns in a counterclockwise direction.
4. Let the engine surge for approximately 30 seconds to help remove air from the governor.
5. Loosen the nut that holds the compensation pointer and move the pointer down as far as it will go.
Tighten the nut.
6. Slowly turn the needle valve in a clockwise direction until the engine does not surge.
7. Check the number of turns the needle valve is open. To find the number of turns the needle valve is
open, close the valve completely and make a note of the number of turns needed to close the valve.
8. Open the needle valve to the same position at which the engine did not surge.
9. Move the governor linkage to change the engine speed. If the engine does not surge, and the needle
valve is 1/2 to 3/4 of a turn open, the governor adjustment is correct. Install the plug in the base. If the
needle valve is more than 3/4 of a turn open, do the steps that follow.
10. Loosen the nut that holds the compensation pointer and move the pointer up two marks on the
pointer scale.
11. Turn the needle valve three or more turns in a counterclockwise direction.
12. Let the engine surge for approximately 30 seconds to help remove air from the governor.
13. Slowly turn the needle valve in a clockwise direction until the engine does not surge.
14. Check the number of turns the needle valve is open. To find the number of turns the needle valve is
open, close the valve completely and make a note of the number of turns needed to close the valve.
15. Open the needle valve to the same position at which the engine did not surge.
16. Move the governor linkage to change the engine speed.
If the engine does not surge, and the needle valve is 1/2 to 3/4 of a turn open, the governor adjustment is
correct. Install the plug in the base. If the needle valve is more than 3/4 of a turn open do Steps 10 thru
16 again.
A needle valve that is opened less than 1/2 turn will cause the engine to be slow to return to normal
speed after a load change.
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If the compensation pointer is too far toward the maximum position, the engine speed change will be too
great when the load changes.
2. Move the governor speed adjusting lever (5) to run the engine at high idle speed. Loosen locknut (4)
and turn high idle adjustment screw (3). Turn adjustment screw (3) clockwise to decrease engine speed
and counterclockwise to increase engine speed.
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3. After the high idle speed has been adjusted, tighten the locknut and check high idle speed again.
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NOTE: Make reference to the RACK SETTING INFORMATION for the correct low and high idle
speed.
4. Move the governor speed adjusting lever (5) to run the engine at low idle speed. Loosen locknut (2)
and turn low idle adjustment screw (1). Turn adjustment screw (1) clockwise to increase low idle speed
and counterclockwise to decrease low idle speed.
NOTE: If the high idle stop lever (7) or the low idle stop lever (6) are removed, mark the levers and the
shaft so that the levers can be installed in the correct location.
1. Remove timing pin (4), clamp (5), and the plug and seal behind the clamp.
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BRACKET INSTALLED
1. Bracket.
3. Disconnect the linkage from the governor terminal shaft and move the fuel rack to the FUEL-OFF
position. Install dial indicator (2) with contact point (3) on bracket (1).
4. Put spacer (6) between the flange on the rod and the bracket. Push the flange towards the fuel pump
housing to hold the spacer tight. Adjust the dial indicator so that the revolution counter is at zero.
Tighten the clamp for the indicator. Turn the dial of the indicator until the zero is in alignment with the
hand. Remove the spacer.
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5. Move the fuel rack to the FUEL-ON position until contact is made with the adjustment stop screw.
6. Read the rack travel measurement on the dial indicator and compare with the measurement given in
the RACK SETTING INFORMATION.
7. To adjust the rack travel, cut lockwire (7) and remove cover (8). Loosen the adjustment screw locknut
and move lock free of pin.
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8. Turn the adjustment screw counterclockwise to increase the fuel rack travel or clockwise to decrease
rack travel. When the fuel rack is adjusted correctly, move the lock to engage the nearest notch with the
pin. Tighten the locknut and install the cover and lockwire and seal.
3. Install 3S3269 Contact Point 1.00 in. (25.4 mm) long on the dial indicator and install as shown with
the contact point on bracket (2) of speeder plug (1). Adjust the dial of the indicator to zero.
4. Move the governor terminal lever from the maximum position to the minimum position. The dial
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indicator must read .000 to .002 in. (0.00 to 0.05 mm) for zero droop.
5. If the droop adjustment is not correct, loosen screw (5) and move droop cam (3). Tighten screw (5).
Move droop cam (3) toward speeder plug (1) to increase droop, and away from the speeder plug to
decrease droop.
6. Check the speed droop adjustment again with the dial indicator.
NOTE: Dimension (A) is an approximate dimension. The final adjustments must be determined with
the engine running.
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5. Put a load on the engine to get maximum full load. Make a note of the full load rpm.
6. Remove all load from the engine and make a note of the no load high idle rpm.
7. Find the difference of the no load high idle rpm and the full load rpm. Divide the difference by the
full load rpm and multiply times 100. The result is the percent of speed droop.
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8. If the speed droop is not correct, stop the engine and move droop cam (3) toward speeder plug (1) to
increase speed droop, or move away from the speeder plug to decrease speed droop.
9. Do Steps 4 thru 8 to check the speed droop and adjust again if needed.
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1. Turn governor terminal shaft to the FUEL-OFF position and install lever (1) on the shaft at the angle
shown.
2. Install lever (3) with the rack in the FUEL-OFF position at the angle shown.
3. With both levers at the FUEL-OFF position, adjust linkage (2) and install on the levers.
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1. Remove timing pin (4), clamp (5), and the plug and seal behind the clamp.
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BRACKET INSTALLED
1. Bracket.
4. Put spacer (6) between the flange on the rod and the bracket. Push the flange towards the fuel pump
housing to hold the spacer tight. Adjust the dial indicator so that the revolution counter is at zero.
Tighten the clamp for the indicator. Turn the dial of the indicator until the zero is in alignment with the
hand. Remove the spacer.
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5. Move the fuel rack to the FUEL-ON position until contact is made with the adjustment stop screw.
6. Read the rack travel measurement on the dial indicator and compare with the measurement given in
the RACK SETTING INFORMATION.
7. To adjust the rack travel, cut lockwire (7) and remove cover (8). Loosen the adjustment screw locknut
and move lock free of pin.
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8. Turn the adjustment screw counterclockwise to increase the fuel rack travel or clockwise to decrease
rack travel. When the fuel rack is adjusted correctly, move the lock to engage the nearest notch with the
pin. Tighten the locknut and install the cover and lockwire and seal.
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1. Turn actuator terminal shaft to the FUEL-OFF position and install lever (1) on the shaft at the angle
shown.
2. Install lever (3) with the rack in the FUEL-OFF position at the angle shown.
3. With both levers at the FUEL-OFF position, adjust linkage (2) and install on the levers.
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Magnetic Pickup
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MAGNETIC PICKUP
1. Clearance dimension. 2. Magnetic pickup. 3. Wires. 4. Locknut. 5. Flywheel gear. 6. Adapter.
1. Crank the engine. Use a voltmeter to check the output of the magnetic pickup. Minimum cranking
voltage is 1.0V. Minimum voltage at 1500 rpm is 10V. If these voltages are not correct make an
adjustment as follows:
2. Loosen locknut (4).
3. Turn magnetic pickup (2) in until it just has contact with flywheel (5).
4. Turn the magnetic pickup out 1/2 revolution. This will make clearance dimension (1) .022 to .030 in.
(0.56 to 0.76 mm).
5. Tighten the locknut to 50 10 lb. ft. (70 14 Nm).
6. Do Step 1 again. If the voltages are still not correct make replacement of the magnetic pickup.
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EG-3P ACTUATOR
Speed Potentiometer
Turn speed potentiometer (1) clockwise to increase or counterclockwise to decrease the full load rpm of
the engine.
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4. Turn stability potentiometer (2) either direction until the voltmeter has stability.
5. Do Steps 3 and 4 several times until the stability potentiometer will not give the voltmeter stability.
6. Turn the gain potentiometer a small amount counterclockwise. Adjust the stability potentiometer as
necessary.
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NOTE: The generator voltage regulator response may be too fast. Use a manual voltage regulator. If
this stops the instability, slow down the response of the generator voltage regulator.
Droop Potentiometer
The amount of speed droop adjustment available will vary with the application from 0 to 13%. The
desired speed droop will be different for different applications. Speed droop is the percent difference
between the engine speed at no load and full load. To calculate speed droop use the formula:
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De-Droop Potentiometer
1. Set the system for isochronous operation at the desired rpm. Droop potentiometer at zero droop.
2. Put the maximum available load on the unit, up to 100% of rated capacity.
3. If there is a change in rpm use the de-droop potentiometer to return the engine to the desired rpm.
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ACTUATOR LINKAGE
1. Linkage.
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6. Install and tighten two setscrews (9) for earlier actuators or tighten two locknuts (10) for later
actuators to hold the high idle screws.
7. Return the actuator air control lever (3) to the low idle position.
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8. Install a tachometer.
9. Make the governor high idle 30 rpm higher.
NOTE: Step 9 lets the actuator high idle stop control the engine rpm.
10. Return the governor hand control lever to the low idle position.
11. Move the actuator air control lever (3) to the high idle position.
12. Check the engine high idle rpm.
13. If necessary, make small adjustments to the actuator high idle screws (8) to get correct rpm.
NOTE: Turn actuator high idle screws (8) the same amount. The plunger must contact both high idle
screws at the same time.
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4. Install an air gauge (1) in the line between the actuator air control lever (2) and the actuator (3). See
illustration.
5. Start the engine.
6. Check the air pressure to the actuator. Minimum air pressure at high idle must be 65 psi (450 kPa).
Maximum air pressure must not be more than 80 psi (550 kPa).
7. Put the governor hand control lever in the low idle position.
8. Move the actuator air control lever (2) slowly to the high idle position. Look at the plunger (4). The
plunger must start to move at 10 psi (70 kPa) air pressure.
NOTE: If plunger (4) moves at less than 10 psi (70 kPa), make the preload higher. If more than 10 psi
(70 kPa) air pressure is needed to move the plunger, make the preload lower.
9. Return the actuator air control lever (2) to the low idle position to change preload.
10. Remove setscrew (5) and turn screw (6) out until nut (7) can be turned.
11. Turn nut (7) clockwise to make the preload higher. Turn nut counterclockwise to make the preload
lower.
3N9125 Actuator
Linkage Adjustment
1. Adjust rod end (4) to get dimension (A).
2. Move governor lever (2) counterclockwise until contact is made with the low idle stop.
3. Adjust linkage (1) to fit between rod end (4) and governor lever (2).
4. Put air pressure to the actuator until governor lever (2) makes contact with the high idle stop. Loosen
the locknut and turn stroke stop (3) until contact is made with actuator piston. Tighten locknut.
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3N9125 ACTUATOR
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1. Linkage. 2. Governor lever. 3. Stroke stop. 4. Rod end. A. 4.00 in. (101.6 mm)
TEST EQUIPMENT
1. 3P1564 Pressure gauge (0 to 60 psi). 2. 3B7734 Pipe nipple. 3. 3B6483 Cap. 4. Oil supply line. 5. 3B7263 Pipe nipple. 6.
3B9389 Shutoff cock fitting. 7. 3B9389 Shutoff cock fitting. 8. 1F9369 Tees. 9. 5K3772 Hose assemblies. 10. 44914 Tee.
Test Procedure
1. Remove the cover of the contactor switch and disconnect the wires from the normally closed (B or
Blue) terminal.
2. Disconnect the oil supply line from the contactor switch and install the test equipment as shown.
3. Connect the 5K3772 Hose from tee (10) to the contactor switch. Put the end of the other 5K3772
Hose in a pan.
4. Connect the 8S4627 Circuit Tester between the common terminal and the normally closed terminal.
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1. Turn adjustment screw (11) counterclockwise to make a decrease in the tension of main spring (12).
2. Disconnect the wires from the normally closed terminal of the switch.
3. Start the engine and run it at low idle rpm.
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4. Close shutoff fitting (6) and slowly open shutoff fitting (7) until the pressure gauge shows the
pressure specification at which the switch must close with a decrease in pressure. Close shutoff fitting
(7).
5. Make sure the control knob is in RUN position. If so equipped.
6. Connect the 8S4627 Circuit Tester between the common terminal and the normally closed terminal.
The light of the circuit tester must not be activated.
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WIRING CONNECTIONS
A. Normally open terminal. B. Common terminal. C. Normally closed terminal.
7. Turn screw (11) clockwise until the light of the circuit tester is activated.
8. To check the adjustment, close shutoff fitting (7) and open shutoff fitting (6).
9. Connect the wires to the normally closed terminal.
10. Close shutoff fitting (6) and slowly open shutoff fitting (7) until the engine stops or the alarm
operates.
11. The pressure gauge must show the correct pressure specification of the switch as the engine stops or
the alarm operates.
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2. Disconnect the wires from the normally closed terminal of the spring.
3. Start the engine and run it at low idle rpm.
4. Close shutoff fitting (6) and slowly open shutoff fitting (7) until the pressure gauge shows the
pressure specification at which the switch must close with a decrease in pressure. Close shutoff fitting
(7).
5. Make sure the set for start button (13) is in the RUN position.
6. Connect the 8S4627 Circuit Tester between the common terminal and the normally closed terminal.
The light of the circuit tester must not be activated.
7. Turn screw (14) clockwise until the light of the circuit tester is activated.
8. Tighten the locknut.
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WIRING CONNECTIONS
D. Normally closed B terminal. E. Normally open W terminal. F. Common R terminal.
9. To check the adjustment, close shutoff fitting (7) and open shutoff fitting (6).
10. Connect the wires to the normally closed terminal.
11. Close shutoff fitting (6) and slowly open shutoff fitting (7) until the engine stops or the alarm
operates.
12. The pressure gauge must show the correct pressure specification of the switch as the engine stops or
the alarm operates.
Method of Checking
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1. Make a heat sink as shown. Material can be brass, steel or cast iron. Drill a 23/32 in. hole through the
plate and use a tap to make 1/2 in. NPT threads.
2. Put marks on the two contactor wires that connect the contactor to the circuit. Disconnect the two
wires.
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3. Remove the contactor and install a 3J5389 Plug. Install the contactor switch in the heat sink.
4. Put the heat sink and contactor in water as shown. Use blocks to support the heat sink at surface level.
5. Connect the 8S4627 Circuit Tester between the wires that connected the contactor to the circuit.
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5. Put the heat sink and the shut-off valve in water. Use a torch to make the water hot and, by using a
thermometer, take note of the temperature at which the engine stops.
6. Install a new valve if necessary.
NOTE: If engine does not stop, look for a defect in the contactor switch for oil pressure.
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6. If needed, make an adjustment to the contactor switch by loosening lock screws (7). Turn the cap
clockwise to lower the overspeed setting. Tighten the lock screws.
7. To check other components in the circuit, put a jumper wire between the C and NO terminals of the
contactor switch.
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1. Connect the sending unit to a pressure source that can be measured with accuracy.
2. Connect an ohmmeter between fitting (2) and terminal (1).
3. Take resistance readings at the pressure shown in the chart.
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4. If a unit does not have the correct resistance readings make a replacement of the unit.
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4. If a unit does not have the correct resistance readings make a replacement of the unit.
Electric Gauges
1. Put the gauge in position with the letters horizontal and the face 30 back from vertical.
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2. Connect the gauge in series with the power source and the middle test resistance shown in the chart.
3. Let the gauge heat at the middle resistance for 5 minutes, then check the pointer position for all of the
resistances given.
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The clutches use two types of adjustment lock pins. Pin (1) should be pushed in and the adjusting ring
rotated. Pin (2) should be pulled out and the ring rotated to adjust the clutch.
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CLUTCH ADJUSTMENT
1. Lock pin (push in type to unlock). 2. Lock pin (pull out type to unlock).
Assembly Adjustments
Tighten hub nut to torque of 30 lb. ft. (40 Nm) to remove all clearance between parts, then tighten
additional amount as shown in chart.
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Tighten adjusting nut to remove all clearance and seat bearing cups. At this point shaft should turn with
dry bearing at torque of 60 lb. in. (6.8 Nm) in addition to seal drag. Then back off the adjusting nut the
number of notches indicated in the chart and install the lock. Drive the front bearing cup to the front by
striking the output end of the shaft with a soft hammer. The end clearance should now be as indicated in
the chart.
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Where shim adjustment is used, tighten the retainer without shims until shaft turns with dry bearings at
torque of 60 lb. in. (6.8 Nm) in addition to seal drag. Measure the space between the retainer and carrier
and add .013 in. (0.33 mm) to this measurement. Remove the retainer, then install shims and retainer
and cap screws with locks. Drive the front bearing cup to the front by striking the output end of the shaft
with a soft hammer. The end play should now be .006 to 010 in. (0.15 to 0.25 mm).
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Procedure A
Overspeed Setting Calibration
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1. Remove lockwire and seal from seal screws (8 & 9). Remove seal screw (8) from access hole for
overspeed adjustment screw.
2. Use a small screwdriver and lightly turn O.S. (overspeed) adjustment potentiometer twenty turns in
the direction of "MAX ARROW" (clockwise).
NOTE: The overspeed adjustment screw is made so that it can not cause damage to the potentiometer or
be removed if the adjustment screw is turned too much.
3. Run engine at 75% of desired overspeed setting rpm. Make reference to the SPEED
SPECIFICATION CAHRT.
4. With engine at 75% of overspeed setting rpm, push VERIFY pushbutton (5) and hold in. Turn O.S.
(overspeed) adjustment potentiometer in the direction opposite of "MAX ARROW" (counterclockwise)
slowly until "LED" overspeed light (7) comes on. Engine will shut down if speed switch is connected to
the fuel shutoff solenoid and/or air inlet shutoff solenoids.
5. To reset speed switch, push in reset button (6). Air inlet shutoffs must be manually reset.
6. Slowly turn O.S. (overspeed) adjustment potentiometer approximately one turn clockwise and do
Steps 3, 4 and 5 again.
NOTE: More adjustment may be needed to get the correct setting. Turn adjustment potentiometer
clockwise to increase speed setting and counterclockwise to decrease speed setting. Turn adjustment
potentiometer very slowly only a small amount at a time until adjustment is correct.
7. When the speed setting is correct, install seal screw (8) for overspeed adjustment hole and install
lockwire and seal.
Procedure B
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MAGNETIC PICK-UP
12. Engine flywheel. 14. Locknut. 15. Air gap.
1. Stop engine.
2. Loosen magnetic pick-up locknut (14).
3. Turn the magnetic pick-up clockwise until contact is made with the teeth of the engine flywheel ring
gear (12).
4. Turn the magnetic pick-up counterclockwise one-half turn. This will give approximately .022 to .033
in. (0.56 to 0.84 mm) clearance at location (15), between the end of the magnetic pick-up and the teeth
of the flywheel ring gear.
5. After the clearance is correct, tighten the magnetic pick-up locknut to a torque of 50 10 lb. ft. (70
14 Nm).
NOTE: Be sure the magnetic pick-up does not turn when the locknut is tightened.
Procedure C
Crank Terminate Speed Adjustment
1. Remove lockwire and seal from seal screws (8 & 9). Remove seal screw (9) from access hole for
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Procedure D
Overspeed Verify Test
1. Run engine at rated speed, push verify button (5) in for a moment. This will cause the speed switch to
activate and shut down the engine.
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NOTE: Any time the engine speed is 75% or more of the overspeed setting, the engine will shut down if
the verify button is pushed.
EXAMPLE: For an engine with a rated speed of 1200 rpm the overspeed setting is 1416 rpm. The
overspeed verify test will shut down the engine at 75% of the overspeed setting of 1416 rpm. In this
example 75% of 1416 rpm is 1062 rpm. If the verify button is pushed at an engine speed of 1062 rpm or
above the engine will shut down.
The "LED" overspeed light (7) will come on and stay on until the reset button is pushed after an
overspeed switch shut down. To restart the engine, push in reset button (6) for a moment. This will reset
the speed switch and the rack shutoff solenoid. The "LED" overspeed light (7) will go off. The air inlet
shutoff must be manually reset.
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NOTE C: To verify overspeed shutdown system operation, push in for a moment the verify push button.
The engine must shut down at 75% or more of overspeed setting.
NOTE D: Input Voltage: Maximum 37 VDC Minimum 8 VDC.
NOTE E: The engine overspeed setting rpm is 118% of rated engine rpm.
NOTE F: The magnetic pick-up frequency (HZ) at the overspeed or cranking termination setting is
calculated with the formula that follows:
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If the rated speed of the engine is other than shown in the chart, the magnetic pick-up frequency for the
overspeed setting can be found according to NOTES E and F.
If a 2301 Governor is used, only one magnetic pick-up is needed. Use the magnetic pick-up from the
overspeed group. Connect the wires from the magnetic pick-up to the overspeed switch and then connect
wires from the speed switch to the 2301 Governor. The overspeed switch can be installed close to the
2301 Governor if needed.
To reset overspeed switch, push in reset button for a moment.
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Pruebas y Ajustes
D379, D398, D399 INDUSTRIAL & MARINE ENGINES
Nmero de medio -SEBR0511-00
Troubleshooting
Troubleshooting can be difficult. On the following pages there is a list of possible problems. To make a
repair to a problem, make reference to the cause and correction.
This list of problems, causes, and corrections, will only give an indication of where a possible problem
can be, and what repairs are needed. Normally, more or other repair work is needed beyond the
recommendations in the list.
Remember that a problem is not normally caused only by one part, but by the relation of one part with
other parts. This list can not give all possible problems and corrections. The serviceman must find the
problem and its source, then make the necessary repairs.
Troubleshooting Index
1. Engine Will Not Turn When Start Switch Is On.
2. Engine Will Not Start.
3. Misfiring or Running Rough.
4. Stall at Low rpm.
5. Sudden Changes In Engine rpm.
6. Not Enough Power.
7. Too Much Vibration.
8. Loud Combustion Noise.
9. Valve Train Noise (Clicking).
10. Oil In Cooling System.
11. Mechanical Noise (Knock) In Engine.
12. Fuel Consumption Too High.
13. Loud Valve Train Noise.
14. Too Much Valve Lash.
15. Valve Rotocoil or Spring Lock is Free.
16. Oil at the Exhaust.
17. Little or No Valve Clearance.
18. Engine Has Early Wear.
19. Coolant In Lubrication Oil.
20. Too Much Black or Gray Smoke.
21. Too Much White or Blue Smoke.
22. Engine Has Low Oil Pressure.
23. Engine Uses Too Much Lubrication Oil.
24. Engine Coolant Is Too Hot.
25. Starting Motor Does Not Turn.
26. Alternator Gives No Charge.
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Fuel System
Either too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel system.
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Many times work is done on the fuel system when the problem is really with some other part of the
engine. The source of the problem is difficult to find, especially when smoke comes from the exhaust.
Smoke that comes from the exhaust can be caused by a bad fuel injection valve, but it can also be caused
by one or more of the reasons that follow:
a. Not enough air for good combustion.
b. An overload at high altitude.
c. Oil leakage into combustion chamber.
d. Not enough compression.
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NOTICE
Be sure to use clean SAE J967 Calibration Oil when testing. Dirty test
oil will damage components of the fuel injection nozzle. The
temperature of the test oil must be 65 to 75 F (18 to 24 C) for good
test results.
Order calibration oil by part number, in the quantities needed, according to the information that follows:
Kent-Moore Corp.
1501 South Jackson St.
Jackson, MI 49203
J-26400-5 [5 gal. (18.9 litre)]J-26400-15 [15 gal. (56.7 litre)]J-26400-30 [30 gal. (113.5 litre)]J-2640055 [55 gal. (208.2 litre)]
Viscosity Oil Company
3200 South Western Ave.
Chicago, IL 60608
Viscor Calibration Fluid1487C-SAE J-967CAvailable in 30 gal. (113.5 litre) or55 gal. (208.2 litre)
drums.
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Gauge (B). E. Gauge protector valve for 2P2324 Gauge (C). F. On-off valve. G. Pump isolator valve. H. 5P4720 Fitting. J.
5P8744 Adapter for capsule nozzles. K. 5P4244 Adapter for pencil-type nozzles.
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EXTRA VALVE
L. Gauge protector valve (must be in open position at all times).
The test procedures that follow will give an indication of nozzle condition. A nozzle that has a defect is
not always the only cause for a specific engine problem.
When fuel injection nozzles are tested, be sure to wear eye protection.
Fuel comes from the orifices in the nozzle tip with high pressure. The
fuel can pierce (go thru) the skin and cause serious injury to the
operator. Keep the tip of the nozzle pointed away from the operator and
into the 8S2270 Fuel Collector and FT1384 Extension.
ILLUSTRATION I
1. Test nozzle (welded orifice). 2. Bottom part of 5P8744 Adapter (J). J. 5P8744 Adapter. M. FT1384 Extension. N. 8S2270
Fuel Collector.
Find an old capsule type fuel nozzle and weld the orifice closed. Keep this fuel nozzle with the tester
group for use in the future.
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ILLUSTRATION II
1. Test nozzle (welded orifice). 2. Bottom part of 5P4717 Adapter (J). J. 5P4717 Adapter.
3. Close on-off valve (F). Open pump isolator valve (G). Open gauge protector valve (E).
4. Operate the tester pump until a pressure of 3500 psi (24 000 kPa) is read on 2P2324 Gauge (C). Now,
close pump isolator valve (G).
5. Check all connections for leaks. Tighten connections to stop any leaks that are found.
6. Open on-off valve (F) and remove test (welded) fuel nozzle.
Do not loosen the bottom half of the adapter to remove fuel nozzle until
on-off valve is opened and no pressure is read on the gauge. Unless the
high pressure is released in the pump, the fuel discharge from the
adapter can cause injury to the operator.
NOTE: To prevent fuel leakage, the top surface of the test (welded) nozzle, and all other nozzles that
are to be tested, must be free of scratches or burrs (sharp edges).
The procedure for NOZZLE TESTER PREPARATION must be done each time any of the conditions
that follow exist:
a. The complete 5P8744 or 5P4717 Adapter is removed and installed again.
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NOTICE
DO NOT use a drill or a reamer on the orifice of a nozzle. DO NOT use
a steel brush or a wire wheel to clean the tip of the nozzle. The orifice
and the valve can be damaged easily.
I. Nozzle Installation
1. Put one of the nozzles to be tested in the bottom part (2) of adapter (J). Install and tighten bottom part
(2) to top part of adapter (J).
2. Close on-off valve (F). Open gauge protector valve (D) one-half turn. Open pump isolator valve (G)
one-half turn.
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TESTER NOMENCLATURE
B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa). D. Gauge protector valve. F. On-off valve. G. Pump isolator valve.
2. Operate pump to increase pressure slowly to 300 psi (2050 kPa), and close pump isolator valve (G).
Now turn gauge protector valve (D) to adjust pressure again to 300 psi (2050 kPa).
3. After 30 seconds, take a pressure reading from the gauge. The pressure at this time must not be below
100 psi (690 kPa) reading on the dial face.
4. The valve must not lose more than 200 psi (1380 kPa).
5. If the pressure loss is not in the 200 psi (1380 kPa) range as shown, stop the test sequence. Do not use
the fuel nozzle again.
6. If nozzle is in specification range, see VALVE OPENING PRESSURE TEST (VOP).
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TESTER NOMENCLATURE
B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa). D. Gauge protector valve. F. On-off valve. G. Pump isolator valve.
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3. The pressure reading on the gauge at this time must be in the pressure range of 400 to 750 psi (2750
to 5200 kPa) as shown.
4. If the valve opening pressure (VOP) is not in the 400 to 750 psi (2750 to 5200 kPa) range as shown,
do not use the fuel nozzle again.
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pump. If one part is worn, install a complete new pump assembly. Be careful when putting the plunger
in the bore of the barrel.
1. Remove the fuel injection line from the pump and install cover (1) and plug (3).
2. Lift the pump straight up to clear the dowel pins and the pump plunger. Install seals (4) and plug (2)
for protection from dirt.
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3. Slide the end of the plunger out of the yoke in the lifter and lift out the plunger. Be sure the plunger is
installed in the barrel from which it was removed.
Be careful when injection pumps are disassembled. Do not damage the surface on the plunger. The
plunger and barrel for each pump are made as a set. Do not put the plunger of one pump in the barrel of
another pump. If one part is worn, install a complete new pump assembly. Be careful when the plunger
is put in the bore of the barrel.
An injection pump can have a good fuel flow output but not be a good pump becuase of slow timing that
is caused by wear on the bottom end of the plunger. When a test is made on a pump that has been used
for a long time, use a micrometer and measure the length of the plunger. If the length of the plunger is
shorter than the minimum length (worn) dimension given in the chart, install a new pump.
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Look for wear at the top part of the plunger. Check the operation of the plunger according to the
instructions for the Fuel Injection Test Bench.
When there is too much wear on the pump plunger, the lifter yoke may also be worn and there will not
be good contact between the two parts. To stop fast wear on the end of a new plunger, install new lifter
yokes in the place of those with wear.
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6. Lower the pump onto the dowel pins and fasten in place. Tighten bolts (8) first and then tighten bolts
(7). Torque for bolts is 32 5 lb.ft. (43 7 Nm). Torque for the fuel line nuts is 30 5 lb. ft. (40 7
Nm).
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Start Up Procedure
Use this procedure when an engine is started for the first time after work is done on the fuel injection
pumps or governor.
1. Remove the air cleaner covers and air cleaner elements from the air inlets of both turbochargers.
2. Have a person in position near each turbocharger air inlet with a piece of steel plate large enough to
completely cover the turbocharger air inlet.
3. If the engine starts to run too fast or runs out of control, immediately put the steel plates against the
turbocharger air inlet. This will stop the air supply to the engine and the engine will stop.
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No. 1 piston at top center on the compression stroke is the starting point for all timing procedures.
NOTE: The engine is seen from the flywheel end when the direction of crankshaft rotation is given.
Normal direction of crankshaft rotation for standard engines is counterclockwise, and for opposite
rotation engines is clockwise.
1. Remove the valve cover for No. 1 cylinder. The two valves at the front of the right bank are the intake
and exhaust valves for No. 1 cylinder.
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2. Remove the timing mark cover from the right side of the flywheel housing.
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3. Remove the starter from the right side of the engine. Install 5P7307 or 2P8300 Engine Turning Tool.
NOTE: Put 5P906 Grease in bore of 5P7306 or 2P8294 housing before the pinion is installed.
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4. Turn the crankshaft in a direction opposite of normal rotation approximately 30 degrees. The reason
for making this step is to be sure the play is removed from the timing gears when the engine is put on
top center.
5. Turn the crankshaft in the direction of normal rotation until the timing marks on the flywheel are in
alignment with the pointer in the flywheel housing.
NOTE: If the crankshaft is turned beyond the timing mark, turn the crankshaft in the direction opposite
of normal rotation a minimum of 30 degrees before the crankshaft is turned to the timing mark again.
6. The intake and exhaust valves for No. 1 cylinder will be closed if No. 1 piston is on the compression
stroke. You can move the rocker arms up and down with your hand. If the No. 1 piston is not on the
compression stroke, turn the crankshaft in the direction of normal rotation 360 degrees and make
alignment of the timing mark and the pointer.
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TIMING PIN
1. Fuel inlet flange. 2. Timing pin.
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TIMING PIN LOCATED IN TIMING SLOT (Pump housing removed for better illustration)
2. Timing pin. 3. Timing slot.
3. Turn the timing pin into the timing hole in the fuel injection pump housing. If the timing pin goes into
the timing slot (3) of the fuel pump camshaft, the threads on the timing pin can not be seen.
4. If the timing pin goes into the timing slot of the fuel pump camshaft, the fuel pump camshaft is
correctly in time with the crankshaft. If the timing pin does not go into the timing slot of the fuel pump
camshaft, make reference to TIMING THE CAMSHAFT FOR THE FUEL INJECTION PUMPS.
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1. Put No. 1 piston at top center (TC) in the compression position. Make reference to LOCATING TOP
CENTER COMPRESSION POSITION FOR NO. 1 PISTON.
2. Remove No. 1 fuel injection pump and plunger from the housing. Clean all dirt and paint from the
surface of the fuel injection housing.
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3. Install the 2 to 3 in. shaft in the depth micrometer. Put the depth micrometer on the fuel injection
housing as shown and measure dimension (A). See the chart for the correct ON ENGINE lifter setting
dimensions.
NOTE: If the timing dimension is not correct, check to see if the timing pin will go in the slot of the
fuel pump camshaft. If the timing pin will not fit, make reference to TIMING THE CAMSHAFT FOR
THE FUEL INJECTION PUMPS. If the timing pin does fit, make reference to SETTING FUEL
INJECTION PUMP TIMING DIMENSION: OFF ENGINE.
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5. Put the indicator assembly on the fuel injection housing as shown and measure dimension (A). See the
chart for the correct ON ENGINE lifter setting dimensions.
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NOTE: If the timing dimension is not correct, check to see if timing pin will go in the slot of the fuel
pump camshaft. If the timing pin will not fit, make reference to TIMING THE CAMSHAFT FOR THE
FUEL INJECTION PUMPS. If the timing pin does fit, make reference to SETTING FUEL INJECTION
PUMP TIMING DIMENSION: OFF ENGINE.
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2. Disconnect the fuel line from No. 1 cylinder fuel injection valve body. Remove the valve body and
the fuel valve from the precombustion chamber.
3. Install 5P7265 Adapter (3) in precombustion chamber (4). Tighten the adapter finger tight only to
prevent damage to the fuel injection valve seat. Put a small amount of oil on 3S3264 Rod (5) and put the
rod in the adapter with the small end down.
4. Install 3P1565 Collet (1) on the adapter. Put the 3S3270 Contact Point on 9S215 Indicator (2) and put
the indicator in the collet.
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5. Turn the crankshaft a minimum of 45 degrees in a direction opposite of normal rotation. Slowly turn
the crankshaft in the direction of normal rotation until a maximum reading is seen on the dial indicator.
Adjust the indicator up or down in the collet until the revolution counter is at +.300 in. (Black
Numbers). Tighten the collet to hold the indicator in this position. Loosen the bezel lock and turn the
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bezel until the zero on the face of the dial is in alignment with the hand. Tighten the bezel lock.
6. Slowly turn the crankshaft in the direction of normal rotation until the dial indicator moves
beyond .020 in. Now turn the crankshaft in the opposite direction until the dial indicator is at .020 in.
7. Make a temporary mark on a rotating component (flywheel, vibration damper, or crankshaft pulley) in
relation to a stationary pointer or mark.
NOTICE
Do not use a hammer and punch to mark a vibration damper.
8. Turn the crankshaft in the direction opposite of normal rotation beyond the maximum indicator
reading and beyond .020 in. Now turn the crankshaft in the direction of normal rotation until the dial
indicator is at .020 in.
9. Make a second temporary mark on the rotating component in relation to the stationary pointer or
mark. Now make a mark on the rotating component that is one-half the distance between the two
temporary marks. This mark is the point of most accuracy for top center No. 1 piston.
10. Turn the crankshaft in the direction opposite of normal rotation approximately 45 degrees and then
turn the crankshaft in the opposite direction to the top center mark that was made in Step 9. If needed
adjust the dial indicator as in Step 5.
11. Turn the crankshaft in the direction opposite of normal rotation approximately 45 degrees. Move the
fuel rack to the full load position. If the engine has a hydra mechanical governor install a 9S8519 plug
and 9S8521 Rod, and push in the speed limiter plunger. Tighten the plug to hold the rod in this position.
Now the governor can be moved to the full load position.
12. Connect hose (8) from the fuel pressure tank (10) to the fuel pressure gauge connection on the left
side of the fuel filter housing. Disconnect fuel return line (11) at the fuel control valve and install a plug.
Disconnect the fuel line from No. 1 fuel injection pump and install 7M1999 tube Assembly (9). The
open end of the tube assembly must be at an upward slope.
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13. Fill the fuel tank with 1 gallon (3.8 litres) of clean diesel fuel. Keep the pressure in the tank at 15 psi
(105 kPa) by the use of the hand pump or shop air pressure.
NOTICE
If shop air is used, make an adjustment to the regulator so the air
pressure in the tank is a maximum of 15 psi (105 kPa).
14. With fuel pressure to the fuel injection housing, slowly turn the crankshaft in the direction of normal
rotation. When the fuel flow from the tube is 6 to 12 drops per minute, stop turning the crankshaft. This
is the point of inlet port (6) closing.
15. Use the chart to change the indicator reading to timing angle. The timing must be within 1 degree
of the specified timing angle.
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NOTE: If the timing of the fuel system is different that the correct timing dimension given in the chart,
make reference to TIMING THE CAMSHAFT FOR THE FUEL INJECTION PUMP.
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1. Put No. 1 piston at top center (TC) in the compression position. Make reference to LOCATING TOP
CENTER COMPRESSION POSITION FOR NO. 1 PISTON.
2. Remove the pipe plug between the aftercooler supports on the flywheel housing. Bend lock (5) from
puller bolt (3) and turn puller bolt to loosen gear (1) from shaft (4).
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7. Tighten the camshaft puller bolt (3) to push the gear on the shaft. Tighten bolt (3) to a torque of 265
35 lb.ft. (360 45 Nm). Bend the lock to the bolt.
8. Remove the timing pin and turn the crankshaft two revolutions in the direction of normal rotation
until the engine is again at top center (TC) compression position for No. 1 piston.
9. Install the timing pin. If the timing pin engages with the timing slot in the camshaft, the timing is
correct. If the timing pin does not engage with the timing slot, the timing is not correct and Steps 1 thru
8 must be done again.
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10. Remove the timing pin. Install the breather, pipe plug in flywheel housing, fuel inlet flange, and the
timing pin.
The fuel injection pump housing must be removed from the engine for the procedure that follows:
1. Remove the fuel injection pumps from fuel injection pump housing. Make reference to FUEL
INJECTION SERVICE; Removal of Injection Pump. Clean the top surface of the housing of all paint
and dirt.
2. Check the direction of rotation of the fuel pump camshaft. For an engine with standard rotation, the
"F" mark and arrow on the end of the fuel pump camshaft will be at the front end of the pump housing.
For an engine with opposite rotation the "F" mark and arrow on the end of the fuel pump camshaft will
be at the rear end of the pump housing.
3. Install timing plate (1) on shaft (2) with bolt (6) and washer (5). Put the timing plate and shaft on the
fuel pump camshaft at the rear of the pump housing. The key in shaft (2) must be in alignment and
engage in the slot in the camshaft.
4. Install pointer (3) over the dowel in the top of the pump housing at the rear. Install the bolt (4).
5. In the chart, find the timing plate setting for the lifter that is to be set. Turn the timing plate to this
setting in the direction of camshaft rotation. The direction of camshaft rotation as seen from the rear of
the pump housing is counterclockwise for standard rotation engines and is clockwise for opposite
rotation engines. The degree marking on the timing plate must be in alignment with the inside edge (9)
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of pointer (3).
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TOOLS INSTALLED
1. 1P7410 Plate. 3. 1P7415 Pointer. 9. Edge of pointer. A. Timing dimension to be measured.
6. Use the 6F6922 Depth Micrometer or the 5P4165 Dial Indicator Group and measure timing
dimension (A). Timing dimension (A) is the distance from the top surface of the fuel pump housing to
the fuel pump plunger contact surface in the yoke of the lifter. The measurement for timing dimension
(A) is 2.1565 .0005 in. (54.775 0.013 mm) for all engines. Use wrenches (7) and (8) to adjust the
yoke of the lifter to the correct timing dimension.
The fuel injection pumps are numbered in order from front to rear on all engines
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7. Set each lifter in the firing order (injection sequence) of the engine. Make reference to the CHART
FOR FIRING ORDER. Check the timing dimension for each lifter again after an adjustment has been
made and the locknut tightened.
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1. Remove the air-fuel ratio control. Disconnect the governor control linkage from the governor lever.
2. Remove the speed limiter access plug. Install plug (5). Through the opening in the plug, install rod (6)
and push in the speed limiter plunger. Tighten the plug to cause a clamp action on the rod. This will let
the governor control lever move through its complete length of travel.
3. Remove timing pin (7), clamp (8), and the plug and seal behind the clamp.
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COMPONENT LOCATION
7. Timing pin. 8. Clamp.
4. Fasten bracket (2) to the fuel pump housing. Move the governor lever to the fuel on position and
install dial indicator (3) with contact point (4) on bracket (2).
5. Put spacer (9) between the flange on the rod and the bracket. Push the flange toward the fuel pump
housing to hold the spacer tight and adjust the dial indicator so that the revolution counter is at zero.
Tighten the clamp for the indicator. Turn the dial of the indicator until the zero is in alignment with the
hand. Remove the spacer.
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6. Put the clip end of tester (1) on the brass terminal on the side of the governor. Put the other end of the
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9. Read the rack setting measurement on the dial indicator. Make reference to the RACK SETTING
INFORMATION for the correct rack setting dimension.
10. To adjust the fuel rack setting, loosen the locknut on adjustment screw (12) and turn as needed.
Tighten the locknut and check the rack setting again.
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11. After the adjustment procedure is done, tighten the adjustment screw locknut to a torque of 9 3
lb.ft. (12 4 Nm).
NOTE: The same tools that are used in this procedure are also used for the air-fuel ratio control
adjustment.
3. Use the 1 1/4 in. wrench and turn shutoff lever until light just goes off. Check the dial indicator
reading to be sure the fuel rack setting is at the specified setting.
4. Move the fuel rack until the tester light just comes on (dim light). Turn cover (1) counterclockwise
until the tester light goes out. Mark the cover and the air-fuel ratio control for reference.
NOTE: When cover (1) is used to turn bolt (2), one revolution of the cover counterclockwise will
cause .090 in. (2.29 mm) restriction of the rack. Rotation of the cover the distance of one hole will
give .015 in. (0.38 mm) adjustment.
5. Make reference to the RACK SETTING INFORMATION for the correct air-fuel ratio control setting,
and turn the cover counterclockwise the number of turns plus any part of a turn for better hole alignment
to get the correct dimension.
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6. Install the cover, override control, and lock wire and seal. Remove the rack setting tools.
Diaphragm Test
The diaphragm test is made with the air-fuel ratio control off the engine. An air supply and a pressure
regulator are needed to do this test.
1. Connect a line from the air pressure regulator to port (6) of the air-fuel ratio control.
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DIAPHRAGM TEST
2. Bolt. 6. Port. 7. Diaphragm.
2. Adjust the pressure regulator to 5 psi (35 kPa). Bolt (2) must start to move.
3. Adjust the pressure regulator to 16.5 to 20.5 psi (114 to 142 kPa). The bolt must now be fully
extended.
4. Adjust the pressure regulator to 35 psi (240 kPa) and turn off the air pressure to the air-fuel ratio
control. The air pressure must not drop more than 2 psi (14 kPa) in 10 seconds.
Governor Adjustments
4S6553 Instrument Group.
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NOTICE
A mechanic with training in governor adjustments is the only one to
make the adjustment to the low idle and high idle rpm. The correct low
idle and high idle rpm, and the measurement for the adjustment of the
fuel rack are in the RACK SETTING INFORMATION and on the
ENGINE INFORMATION PLATE installed on the engine.
Engine rpm must be checked with an accurate tachometer. The 1P7443 Tachometer and the 1P7448
Mechanical Tachometer Cable (from the 4S6553 Instrument Group) can be used.
1. Connect one end of the 1P7448 Mechanical Tachometer Cable to the tachometer drive on the front of
the engine.
NOTE: On engines that have opposite rotation, connect the end of the tachometer cable to the side of
the tachometer drive that has the adapter.
2. Connect the other end of the tachometer cable to the instrument used to measure engine speed.
NOTE: The 1P7448 Mechanical Tachometer Cable can be connected to any of the instruments shown
in article MEASURING ENGINE SPEED.
GOVERNOR ADJUSTMENTS
1. High idle screw. 2. Retainer holes. 3. Low idle screw. 4. Cover.
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4. If an adjustment is necessary, remove cover (4) and use the procedure that follows:
a. Move the governor control to HIGH IDLE position and turn screw (1) to adjust HIGH IDLE
rpm. When the specific rpm setting is made, move the governor control to reduce engine speed,
then move the linkage to HIGH IDLE and check the setting again. Repeat this procedure until rpm
setting is correct.
b. To adjust the LOW IDLE rpm, move the governor linkage to LOW IDLE position and turn
screw (3). Increase the engine speed and then return linkage back to LOW IDLE position to check
the setting again.
c. When governor adjustment is correct, install the cover on the rear of the governor. When the
cover is installed on the governor, the idle adjustment screws fit into retainer holes (2) in the
cover. The shape of the holes will not let the idle adjustment screw turn after the idle adjustment is
done and the cover is installed.
d. Now install a new wire and seal to the cover bolt.
The 5P2150 Engine Horsepower Meter can measure engine speed from the tachometer drive on the
engine. Special Instruction Form No. SMHS7050 has instructions for its use.
Special Instruction Form No. SEHS7341 is with the 4S6553 Engine Test Group and gives instructions
for the test procedure.
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The 1P5500 Portable Phototach Group can measure engine speed from the tachometer drive on the
engine. It also has the ability to measure engine speed from visual engine parts in rotation. Special
Instruction Form No. SMHS7015 has instructions for its use.
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3. Install a large cluster gear (1) so the C-mark on the cluster gear is in alignment with the punch marks
on the tooth of the crankshaft gear. Do this by looking through the hole (7) in the crankshaft flange.
4. On 8 cylinder engines, tilt the large cluster gear and turn the balancer gear until the A-marks (4) are in
alignment.
5. With the timing marks in alignment, slide the large cluster gear over the dowel (5) in the small cluster
gear and install the mounting bolts.
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decrease of horsepower from the engine, yet there is no real sign of a problem with the engine.
The correct pressure for the inlet manifold is given in the RACK SETTING INFORMATION.
Development of this information is done with these conditions.
a. 29.4 in. (747 mm) of mercury barometric pressure.
b. 85 F (29 C) outside air temperature.
c. 35 API rated fuel.
Any change from these conditions can change the pressure in the inlet manifold. Outside air that has
higher temperature and lower barometric pressure than given above will cause a lower horsepower and a
lower inlet manifold pressure measurement than given in the RACK SETTING INFORMATION.
Outside air that has a lower temperature and a higher barometric pressure will cause higher horsepower
and a higher inlet manifold pressure measurement.
A difference in fuel rating will also change horsepower and the pressure in the inlet manifold. If the fuel
is rated above 35 API, pressure in the inlet manifold can be less than given in the RACK SETTING
INFORMATION. If the fuel is rated below 35 API, the pressure in the inlet manifold can be more than
given in the RACK SETTING INFORMATION. BE SURE THAT THE AIR INLET AND EXHAUST
DO NOT HAVE A RESTRICTION WHEN MAKING A CHECK OF PRESSURE IN THE INLET
MANIFOLD.
Use the 4S6553 Instrument Group to check engine rpm and the pressure in the inlet manifold.
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This instrument group has a tachometer to read engine rpm. It also has a gauge to read pressure in the
inlet manifold. Special Instruction Form No. SEHS7341 is with the tool group and gives instructions for
the test procedure.
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Use the 1P3060 Pyrometer Group to check exhaust temperature. Special Instruction Form No.
SMHS7179 is with the tool group and gives instructions for the test procedure.
Water Directors
There are eight water directors (1) pressed into each cylinder head to direct the flow of coolant. On the
exhaust side, coolant is directed toward the precombustion chambers and the exhaust valve ports; and on
the inlet side, toward the other side of the valve ports, as indicated by the V-marks.
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WATER DIRECTORS
1. Water director. 2. Ferrule. 3. Seal.
Water directors are pressed into place in the heads after aligning the notch on the director with the Vmark on the head.
Replacement type seals (3) and ferrule (2) go between the head and top of the block. Put soap on the
inner surface of the seal and place the groove in the seal over the ridge on the ferrule before installing.
Use the FT117 Seal and Ferrule Assembly Tool to install the seal on the ferrule.
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Precombustion Chamber
Use the 5F9217 Tool Group to remove and install chamber. Coat threads with 5P3931 Anti-Seize
Compound and use either 1P8005 or 1P8004 gasket to position precombustion chamber.
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Install 1P8005 gasket marked "3J". Install precombustion chamber and tighten to torque of 225 15
lb.ft. (305 20 Nm). If the glow plug opening is not positioned in the grey range (C) remove the
chamber and replace gasket with the 1P8004 Gasket marked "3D".
Compression
An engine that runs rough can have a leak at the valves, or have valves that need adjustment. Use the
test that follows for a fast and easy method to find a cylinder that has low compression, or does not have
good fuel combustion. Find the speed that the engine runs the roughest, and keep the engine at this rpm
until the test is finished. Loosen a fuel line nut at fuel injection pump to stop the flow of fuel to that
cylinder. Do this for each cylinder until a loosened fuel line is found that makes no difference in engine
performance. Be sure to tighten each fuel line nut after the test before the next fuel line nut is loosened.
This test can also be an indication that the fuel injection is wrong, so the cylinder will have to be
checked thoroughly.
A cylinder leakage test that uses air pressure in the cylinder can be used to indicate the condition of the
piston rings, valves, and valve seats. Make reference to SPECIAL INSTRUCTION FORM NO.
GMG00694 for a list of tools needed and the test procedure. Removal of the head and inspection of the
valves and valve seats is necessary to find those small defects that do not normally cause a problem.
Repair of these problems is normally done when reconditioning the engine.
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Cylinder Head
The cylinder head has valves, valve seat inserts, and valve guides that can be removed when they are
worn or have damage. Replacement of these components can be made with the tools that follow.
Valves
The illustration shows the 5S1330 Valve Spring Compressor Assembly with the 5S1329 Jaw (1) to put
the valve spring under compression. When installing the valve keepers, use the 5S1322 Valve Keeper
Installer (2) with the compressor assembly.
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Valve Guides
The intake and exhaust valves operate in replacement type valve guides. After the valves have been
removed, clean the valve stems and valve guides. Use the 5P3536 Valve Guide Measuring Group to
check the valve guides for wear. Instructions are in Special Instruction (GMG 02562).
The 4H446 Driver and 5P1726 Bushing is used for installation of new valve guides.
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measurement is in the range given in the chart for VALVE CLEARANCE CHECK: ENGINE
STOPPED. If the measurement is outside this range, adjustment is necessary. See the chart for VALVE
CLEARANCE SETTING: ENGINE STOPPED, and make the setting to the nominal (desired)
specifications in this chart.
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To make an adjustment to the valve clearance, loosen the locknut on the adjustment screw. Turn the
adjustment screw to get the correct clearance shown in the chart VALVE CLEARANCE SETTING:
ENGINE STOPPED. Hold the adjustment screw and tighten the locknut to 40 5 lb.ft. (55 7 Nm).
Recheck the valve clearance. Valve clearance adjustment can be made by using the procedure that
follows:
1. Determine the normal direction of crankshaft rotation. See the decal on the flywheel housing.
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2. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to LOCATING TOP
CENTER COMPRESSION POSITION FOR NO. 1 PISTON.
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3. With No. 1 piston at top center of the compression stroke, adjust the clearance for the valves shown in
the chart NO. 1 PISTON ON COMPRESSION STROKE.
4. Turn the crankshaft one revolution in the direction of normal rotation and align the pointer and the
TC1 mark on the flywheel. The engine now is at top center exhaust stroke No. 1 piston.
5. With No. 1 piston at top center on the exhaust stroke, adjust the clearance for the valves shown in the
chart NO. 1 PISTON ON EXHAUST STROKE.
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Lubrication System
One of the problems in the list that follows will generally be an indication of a problem in the
lubrication system for the engine.
TOO MUCH OIL CONSUMPTION
OIL PRESSURE IS LOW
OIL PRESSURE IS HIGH
TOO MUCH BEARING WEAR
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Oil leakage into the combustion area of the cylinders can be the cause of blue smoke. There are four
possible ways for oil leakage into the combustion area of the cylinders:
1. Oil leakage between worn valve guides and valve stems.
2. Worn or damaged piston rings, or dirty oil return holes.
3. Compression ring not installed correctly.
4. Oil leakage past the seal rings in the impeller end of the turbocharger shaft.
Too much oil consumption can also be the result if oil with the wrong viscosity is used. Oil with a thin
viscosity can be caused by fuel leakage into the crankcase, or by increased engine temperature.
This procedure must be followed exactly for the pressure readings to have any value for comparison
with Engine Oil Pressure Chart.
1. Be sure that the engine is filled to the correct level with SAE 30 oil. If any other viscosity of oil is
used, the information in the Engine Oil Pressure Chart does not apply.
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2. Connect the 8M2744 Gauge from the 5P6225 Hydraulic Test Box to one of the ports in the back side
of the governor or governor drive housing. Remove the pipe plug on the oil outlet elbow on the oil
cooler and install a probe from the 9S9102 Thermistor Thermometer Group.
3. Start the engine and run to get the oil temperature to 200 10 F (93 6 C).
4. Keep the oil temperature constant with the engine speed at 1200 rpm. Make a comparison of the
gauge reading and the chart.
If the results do not fall within the pressure range given in the chart, find the cause and correct it. Engine
failure or a reduction in engine life can be the result if engine operation is continued with oil manifold
pressure outside this range.
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(3) will move up approximately half way. This shows that the oil filter elements must be changed.
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Too Much Clearance at Engine Bearings or Open, Broken or Disconnected Oil Line or
Passage in Lubrication System
Components that are worn and have too much bearing clearance can cause oil pressure to be low. Low
oil pressure can also be caused by an oil line or oil passage that is open, broken or disconnected.
Oil Cooler
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Cooling System
The engine has a pressure type cooling system. A pressure type cooling system gives two advantages.
The first advantage is that the cooling system can operate at a temperature that is higher than the normal
point where water changes to steam. The second advantage is that this type system prevents cavitation
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(air in inlet of pump) in the water pump. With this type system it is more difficult to have an air or steam
pocket in the cooling system.
The cause for an engine getting too hot is generally because regular inspections of the cooling system
were not done. Make a visual inspection of the cooling system before a test is made with test equipment.
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The 9S9102 Thermistor Thermometer Group is used in the diagnosis of heating problems. The testing
procedure is in Special Instruction Form No. SMHS7140.
The 9S7373 Air Meter Group is used to check the air flow through the radiator core. The testing
procedure is in Special Instruction Form No. SMHS7063.
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The 1P5500 Portable Phototach Group is used to check the fan speed. The testing procedure is in
Special Instruction Form No. SMHS7015.
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The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and pressure relief
valves, and to pressure check the cooling system for leaks.
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Use the procedure that follows to check the operation of the water temperature regulator:
1. Remove the regulator from the engine.
2. Heat water in a pan until the temperature is correct for opening the regulator according to the chart.
Move the water around in the pan to make it all be the same temperature.
3. Hang the regulator in the pan of water. The regulator must be below the surface of the water and it
must be away from the sides and bottom of the pan.
4. Keep the water at the correct temperature for 10 minutes.
5. Remove the regulator from the water. Immediately make a measurement of the distance the regulator
is open.
6. If the regulator is open to a distance less than given in the chart, install a new regulator.
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Basic Block
Connecting Rods And Pistons
Use the 5H9621 Piston Ring Expander to remove or install piston rings.
Use the 5P3528 Piston Ring Compressor to install pistons into cylinder block.
Tighten the connecting rod bolts in the step sequence that follows:
1. Put crankcase oil on threads.
2. Tighten all nuts to 40 4 lb.ft. (55 5 Nm).
3. Put a mark on each nut and cap.
4. Tighten each nut 120 from the mark.
The connecting rod bearings should fit tightly in the bore in the rod. If bearing joints or backs are worn
(fretted), check for bore size as this is an indication of wear because of looseness.
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diameter than original size bearings. These bearings are also available with .010 in. (0.25 mm) larger
outside diameter than original size bearings. These bearings are for connecting rods that have been
"bored" (made larger than original size).
Cylinder Block
Bore in block for main bearings can be checked with main bearing caps installed without bearings.
Tighten the stud nuts to torque shown in the SPECIFICATIONS. Alignment error in the bores must not
be more than .003 in. (0.08 mm).
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Special Instruction Form No. GMG00503 gives the use of 1P4000 Line Boring Tool Group to machine
main bearing bores. 1P3537 Dial Bore Gauge Group can be used to check bores. Special Instruction
Form No. GMG00981 is with the group.
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2. Put puller plate (5) on the cylinder liner and put plate (1) in the center of the adapter plate as shown.
Install crossbar (4) with nuts, washers, and 3H465 Plates as shown. Tighten the nuts evenly in four
steps: 5 lb. ft. (7 Nm), 15 lb. ft. (20 Nm), 25 lb. ft. (35 Nm), and 50 lb. ft. (70 Nm). The measurement
from the bottom of crossbar (4) to the top of cylinder block, must be the same on both sides of the
cylinder liners.
3. Install the 1P5512 Contact Point on dial indicator (2). Put the dial indicator in the 1P2402 Gauge
Body. To adjust the dial indicator to zero, put dial indicator and gauge body on the back of the 1P5507
Gauge. Move the dial indicator until the hand moves 1/4 turn. Tighten bolt on body to hold the dial
indicator in this position. Turn the dial face until the zero is in alignment with the hand.
4. Measure the cylinder liner projection as close as possible to the four corners of the adapter plate on
the liner. The liner projection must be .004 to .008 in. (0.10 to 0.20 mm). The difference between the
four measurements must not be more than .002 in. (0.05 mm). The maximum difference in height of
liners next to each other under the same cylinder head is .002 in. (0.05 mm).
NOTE: If the liner projection changes from point to point around the liner, turn the liner to a new
position in the bore. If the liner projection is still not to specifications, move the liner to a different bore.
5. When the cylinder liner projection is correct, put a temporary mark on the liner and the cylinder block
so at final installation the liner can be installed in the correct position.
Cylinder liner projection can be adjusted by the removal of material from (machining) the contact face
of the cylinder block with the use of the 8S3140 Cylinder Block Counterboring Tool Arrangement. The
instructions for the use of the tool group are in Special Instruction Form No. FM055228.
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3. With dial indicator set at .000 in. (0.0 mm) at point (A), rotate crankshaft and take readings at points
(B), (C) and (D).
4. The difference between the lowest and highest readings taken at all four points should not exceed .012
in. (0.30 mm), which is the maximum permissible flywheel housing face runout.
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NOTE: Write the dial indicator measurements with their positive (+) and negative (-) notation (signs).
This notation is necessary for making the calculations in the chart correctly.
1. With the dial indicator in position at (C), adjust the dial indicator to "0" (zero). Push the crankshaft up
against the top bearing. Write the measurement for bearing clearance on line 1 in column (C).
2. Divide the measurement from Step 1 by 2. Write this number on line 1 in columns (B) & (D).
3. Turn the crankshaft to put the dial indicator at (A). Adjust the dial indicator to "0" (zero).
4. Turn the crankshaft counterclockwise to put the dial indicator at (B). Write the measurement in the
chart.
5. Turn the crankshaft counterclockwise to put the dial indicator at (C). Write the measurement in the
chart.
6. Turn the crankshaft counterclockwise to put the dial indicator at (D). Write the measurement in the
chart.
7. Add lines I & II by columns.
8. Subtract the small number from the larger number in line III in columns (B) & (D). The result is the
horizontal "eccentricity" (out of round). Line III, column (C) is the vertical eccentricity.
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9. On the graph for total eccentricity find the point of intersection of the lines for vertical eccentricity
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10. If the point of intersection is in the range marked "Acceptable" the bore is in alignment. If the point
of intersection is in the range marked "Not Acceptable", the flywheel housing must be changed.
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5. Runout (eccentricity) of the bore for the pilot bearing for the flywheel clutch, must not exceed .005 in.
(0.13 mm).
NOTICE
Read the notice on the cylinder block covers before removal of the
covers on a warm engine.
2. Turn the crankshaft in the direction of normal rotation until the center of the counterweights just go
beyond the connecting rod.
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3. Install a Starrett Crankshaft Distortion Dial-Gauge No. 696 with Starrett No. 696B Balancer
Attachment between the counterweights as shown. Put Dial Gauge (1) within .25 in. (6.4 mm) of
counterweight mounting surface (2). Turn the dial of the indicator to get alignment of the zero and the
pointer. Turn the indicator on its end points until the pointer of the indicator will not move from zero.
4. Turn the crankshaft in the direction of normal rotation until the indicator almost makes contact with
the connecting rod on the other side of the crankshaft.
NOTE: Do not let the indicator make contact with the connecting rod.
5. The dial indicator reading must not change more than .001 in. (0.03 mm) for the approximately 300
degrees of crankshaft rotation. Now turn the crankshaft in the opposite direction to the starting position.
The dial indicator must now read zero. If the dial indicator does not read zero, do the procedure again.
If the dial indicator reads more than .001 in.(0.03 mm), the cylinder block is bent. Loosen the bolts that
hold the engine mounting rails to the foundation mounting rails and adjust the shims to make the engine
straight again. Also check to see if the engine mounting bolts have enough clearance to let the engine
have expansion as it gets hot. The only bolts that can have a tight fit are bolts at the right hand rear of
the engine and the right hand rear bolt that holds the engine to the oil pan base.
Vibration Damper
Damage to or failure of the damper will increase vibrations and result in damage to the crankshaft.
If the damper is bent or damaged, or if the bolt holes in the damper are loose fitting, replace the damper.
Replacement of the damper is also needed at the time of crankshaft failure (if a torsional type).
Electrical System
Most of the testing of the electrical system can be done on the engine. The wiring insulation must be in
good condition, the wire and cable connections clean and tight and the battery fully charged. If on the
engine test shows a defect in a component, remove the component for more testing. The wire size, color
and recommendations of length are given in the WIRING DIAGRAMS in SYSTEMS OPERATION.
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Battery
9S1990 Battery Charger Tester.
The battery circuit is an electrical load on the charging unit. The load is variable because of the
condition of the charge in the battery. Damage to the charging unit will result, if the connections, (either
positive or negative) between the battery and charging unit are broken while the charging unit is
charging. This is because the battery load is lost and there is an increase in charging voltage. High
voltage will damage, not only the charging unit but also the regulator and other electrical components.
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NOTICE
Never disconnect any charging unit circuit or battery circuit cable
from battery when the charging unit is charging.
Load test a battery that does not hold a charge when in use. To do this, put a resistance, across the
battery main connections (terminals). For a 6 volt battery, put a resistance of two times the ampere/hour
rating of the battery. For a 12 volt battery, put a resistance of three times the ampere/hour rating. Let the
resistance remove the charge (discharge the battery) for 15 seconds. Immediately test the battery
voltage. A 6 volt battery in good condition will test 4.5 volts; a 12 volt battery in good condition will
test 9 volts.
The Special Instruction Form No. SEHS6891 with the 9S1990 Charger Tester gives the battery testing
procedure.
Charging System
Battery
The condition of charge in the battery at each regular inspection will show if the charging system is
operating correctly. An adjustment is necessary when the battery is always in a low condition of charge
or a large amount of water is needed (one ounce per cell per week or every 50 service hours).
Test the charging units and voltage regulators on the engine, when possible, using wiring and
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components that are a permanent part of the system. Off the engine (bench) testing will give an
operational test of the charging unit and voltage regulator. This testing will give an indication of needed
repair. Final testing will give proof that the units are repaired to their original operating condition.
Before starting on the engine testing, the charging system and battery must be checked. See the
following Steps.
1. Battery must be at least 75% (1.240 Sp.Gr.) full charged and held tightly in place. The battery holder
must not put too much stress on the battery.
2. Cables between the battery, starter and engine ground must be the correct size. Wires and cables must
be free of corrosion and have cable support clamps to prevent stress on battery connections (terminals).
3. Leads, junctions, switches and panel instruments that have direct relation to the charging circuit must
give proper circuit control.
4. Inspect the drive components for the charging unit to be sure they are free of grease and oil and are
able to drive the load of the charging unit.
Alternator Regulator
When an alternator is charging the battery too much or not enough, an adjustment can be made to the
charging rate of the alternator. Remove the hollow head screw (1) from the cover of the alternator
regulator and use a screwdriver to turn the adjustment screw. Turn the adjustment screw one or two
notches to increase or decrease the charging rate of the alternator.
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LOCATION OF ADJUSTMENT SCREW FOR THE 6L5397 and 6L3432 ALTERNATOR REGULATORS
1. Hollow head screw. 2. Connector.
Starting System
When the engine has a prelube system, check it first to be sure all components function correctly. See
PRELUBE SYSTEM. After checking the prelube system, put a wire temporarily between the
connections of the oil pressure switch. This will let the following checks be made which is the same as
checking engines that do not have a prelube system.
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2. Connect a battery, of the same voltage as the solenoid, to the terminal (2), marked SW.
3. Connect the other side of battery to ground terminal (3).
4. Connect for a moment, a wire from the solenoid connection (terminal) marked MOTOR to the ground
connection (terminal). The pinion will shift to crank position and will stay there until the battery is
disconnected.
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Prelube System
The electrical components in this circuit are the pump motor, relay, oil pressure switch and starter
switch. Install a wire around the oil pressure switch to test the components. This must be done with
CAUTION.
Relay
Find the damaged component by first checking to see if there is AC current to the pump motor. Fasten a
wire from the positive (+) side of the battery to the relay terminal (1) to complete the circuit through the
relay coil. The relay must activate and complete the AC circuit and cause the pump motor to run. When
this is done, run the pump long enough to make pressure show on the pressure gauge. During checks
that will follow, engine parts will receive lubrication.
Remove the wire from around the oil pressure switch.
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Starter Switch
Use a wire installed between the starter battery terminal (2) and starter relay terminal (1). If the starter
and solenoids engage, the failure is in the starter switch. If the starter switch has not failed, remove all
wires that were installed for testing. See, STARTING SYSTEM for further checks of the circuit
components of the starting system.
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2. Connect the 1P7443 or 4S6991 Tachometer (part of the 4S6553 Engine Test Group) to 6L2211
Tachometer Drive (E) on control (A).
3. Use FT907 Adapter (C) and reversible variable speed drill (D) to drive the control as shown.
NOTE: When adjustment or check of the overspeed control is made and the oil pressure reset plunger is
not pushed in, a low oil pressure shutoff action will be the result.
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NOTICE
All shutoff controls must be turned counterclockwise.
4. Read the rpm on the tachometer at the moment the control is activated. The reading will give the
engine rpm (2 rpm on the scale for each rpm the input shaft is turned).
5. The control is to activate at a rpm 18% higher than the full load rpm.
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ADJUSTMENT
1. Carrier assembly. 2. Weight adjustment screw. 3. Plug.
6. If an adjustment is needed, remove plug (3). If necessary, turn the drive shaft of the shutoff until the
screw (2) is in alignment with the hole for plug (3).
7. Use a screwdriver to make the adjustment to the overspeed carrier assembly (1). One full turn of
screw (2) will change the maximum overspeed limit 45 to 50 rpm. Turn the screw counterclockwise to
make the setting lower.
8. Check the setting of the overspeed control again after the adjustment is made.
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