3512 Construction & Majors Repaires

3500 SERIES ENGINES LERV0510
CONSTRUCTION & MAJOR REPAIRS
3500 Series Engines

Technical Presentation
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Engine Service Training January 1999
STUDENT NOTES:
LEVEL II
This presentation tells about the construction and design characteristics of the 3500
Engine. It shows some of the special tools needed to make major repairs. Reference
must be made to the Service Manual for complete instructions and procedures.
The 3500 Engine has different arrangements for different applications (Industrial,
Generator Set, Marine, Marine Auxiliary, and Vehicular Engines).
PREREQUISITES
The serviceman must have completed STMG 398, 3500 Series Engines -
Introduction Systems and Maintenance, SESV1398, and STMG 399, 3500 Series
Engines - Adjustment and Minor Repair, SESV1399. Servicemen must know the
construction and operation of diesel engines and have experiences with major repair
of these engines.
OBJECTIVES
1. Tell the design characteristics of the basic engine and engine

components.
2. Tell the function of the engine components.
3. Find the fuel passages through the cylinder head.
4. Find the lube passages through the pistons and the piston cooling jet sequence
valves.
STUDENT NOTES:
5. Tell the procedures and special tools needed to do the following jobs:
a. install camshaft bearings and camshaft
b. install spacer plate, gaskets, seals and cylinder head
c. remove and install crankshaft drive gear
d. install piston rings and piston pin
e. install piston in cylinder bore and position a front and rear rod on
a crank journal correctly
f. install main bearing caps and use the correct bolt tightening
sequence
g. install rod bearing caps and use the correct bolt tightening
sequence
h. remove and install a crankshaft wear sleeve and seal adapter
assembly
NOTE: This presentation gives Level II knowledge of the 3500 Engine. The
information and job procedures are needed to do the job skills on this engine which
are new and different from other Caterpillar engines.
REFERENCES
The following material will be used for instructor and servicemen references:
1. Service Manual SEBR0543

2. Parts Book SEBP1256
3. Lubrication and Maintenance Information
4. Engine Literature SEBD0506-01
“Engine Literature” is a list of different service information material which is

available. This list is used by the instructor to find materials which can be used to
teach servicemen to do the different jobs expected of them.
STUDENT NOTES:
DIRECTIONS TO THE INSTRUCTOR
When you get ready to teach this lesson, do as follows:
1. Read all of the information (script) for each slide in the presentation.
2. Read the recommendation for FOLLOW-UP TRAINING.
3. Show (project) the slides. Make sure you know exactly what points are to be
seen on each slide and to be learned by the servicemen.
4. Read the script again and add any notes that you will need to teach the
presentation.
5. Read service literature (references) as necessary.
6. Look at a 3500 Engine and learn what you need to teach.
7. ORDER copies of references for use by servicemen.
8. Make a plan for FOLLOW-UP training.
Estimated Time: 8 hours

Visuals: 96 slides
Form: LERV0510
Date: 11/80 Revised: 8/86
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4
STUDENT NOTES:
1
INTRODUCTION
This is the right side view of the 3516 Engine. We can

see the turbocharger, the engine block, the
flywheel and its housing and the oil pan (sump).
This engine oil pan has the sump toward the front of
the engine. The oil pan can be reversed with the
sump near the rear of the engine.
In this presentation we will see the internal construction

of the engine. Also included are procedures and
special tools for reconditioning and major
repairs of the engine.
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STUDENT NOTES:
2
There are three standard oil pans available for the

3512 Engine arrangements.
Shown here is the pan for the vehicular engine

arrangement. It has a 152 liter (40 gallon)
capacity with 250 hour oil and filter change
period.
The Marine Engine arrangements have a 613 liter (162

gallon) capacity with 1000 hour oil and filter
change period.
All oil pans are interchangeable and reversible. Any

oil pan can be installed to any engine
arrangement.
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STUDENT NOTES:
3
The oil pan of the 3512 Vehicular Engine arrangement

has a scavenge pump. The scavenge pump is
standard on vehicular engine arrangements. The
pump gives a continuous oil flow to the standard
engine oil pump sump during vehicle operation
over rough ground and on steep grades.
The location of the scavenge pump is under the front of

the block inside the oil pan. With a front sump
oil pan, the scavenge pump is driven from the
front crankshaft gear.
When the oil pan is reversed and the pan sump is in the
rear, the pump is near the rear of the block and
is driven from the rear crankshaft gear. The
pickup tube in the oil pan (arrow) is connected to
the inside of the oil pan.
STUDENT NOTES:
4
The elbow of the oil pump is bolted to the outside

of the oil pan.
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STUDENT NOTES:
5
This is the inlet air plenum in the vee of the block. This
plenum has a large rectangular opening for the
location of the aftercooler and a small opening
for each cylinder which sends air through elbows
to the cylinder heads.
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STUDENT NOTES:
6
This is the aftercooler core installed in the vee of the

engine block. Engine coolant goes in the opening
at the left end, through the aftercooler and out
the rear into the rear of the block. Air goes down
through the core and into the air plenum.
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10
STUDENT NOTES:
7
This is a close-up of the aftercooler core where air goes

through.
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11
STUDENT NOTES:
8
CYLINDER BLOCK AND

CAMSHAFT BEARINGS
This is one side (bank) of the cylinder block. We can

see the cylinder liner bores, air inlet openings,
camshaft bearing bores, lifter openings for the
unit injectors and valves, and access openings
in the side of the block.
The 3512 Engine has fourteen (14) camshaft bearings.

Here we can see seven (7) camshaft bearing
bores in one bank of the block.
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12
STUDENT NOTES:
9
CAMSHAFT BEARINGS
Here you can see two camshaft bearings. Each

bearing has a groove around the outside
circumference and two oil holes 180 degrees
apart. In the bearing on the right, you can see
the bearing joint where the ends of the
bearing come together and locks.
The groove around the bearings makes a passage for

oil to the two oil holes for lubrication of the
camshaft. The groove also sends oil through a
passage to the hollow dowel in the top of the
block which sends oil to the cylinder head for
lubrication of the lifters and rocker arm
assemblies of that cylinder.
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13
STUDENT NOTES:
9
CAMSHAFT BEARINGS
When the bearings are installed in the bore of the block,

the bearing joint must be on the horizontal
centerline of the bore and the upper oil hole of
the bearing toward the vee of the block. The
upper bearing oil hole must be put 20 ± 5
degrees above the HORIZONTAL centerline of
the bore in the block. Also, the location of the
lower (outside or outboard) bearing oil hole will
be (and must be) 20 ± 5 degrees below the
HORIZONTAL centerline of the bearing bore
(shown in slide 15).
The bearing joint on the right bank bearings must be

toward the vee of the block. The bearing joint on
the left bank bearings must be toward the outside
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14
STUDENT NOTES:
10
CAMSHAFT BEARING
REMOVAL AND INSTALLATION
This is the (6V4077) Camshaft Bearing Tool Group.

From left to right we see the screw, pilot, spacer
and plates, pulling bar, and below it two spacers.
Bearings can be removed manually with a
ratchet box wrench or with the Hydraulic Puller.
Screw extensions can be used for bores that are
further away from the pulling bar.
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15
STUDENT NOTES:
11
The pulling bar is installed on the flywheel housing or

front drive housing.
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16
STUDENT NOTES:
12
The tools are shown here outside the bore so you can
see them better. The pilot is on the end of the
screw, and the pulling plate is being held in
front of it. The same tools are used for
removal and installation of camshaft bearings.
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17
STUDENT NOTES:
13
The hole (arrow) that you see here is the location of

the hollow dowel that sends oil into the cylinder
head for lubrication of the rocker arm
assemblies.
With the dowel removed (as it is here), you can see the
groove around the bearing.When the bearing is
positioned correctly, the groove of the bearing
will be seen in the center of the dowel hole.
This will permit the oil to go around the outside
of the bearing, through the hollow dowel and
into the cylinder head.
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18
STUDENT NOTES:
14
Installation of cam bearings with the dowels installed

(ARROWS) requires the use of other methods to
check for correct bearing alignment.
NOTICE
When a bearing is not installed correctly, oil
cannot get through the oil passages to the rocker
arm assemblies an parts will be damaged from
no lubrication.
A method that can be used to check correct alignment is

to measure from the rear machined face of the
cylinder block to the rear edge of each bearing.
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19
STUDENT NOTES:
15
Air pressure can also be used to check bearing

alignment. Put air pressure in the hole in the
dowel. If the air meets little resistance and can
be felt at the oil holes in the bearing, the
alignment is acceptable.
Oil can also be used to check bearing alignment. Put the

nozzle (spout) of a pressure oil can tight against
the hole in the dowel. Pump the oil can several
strokes. If there is little or no resistance to the
flow of oil and the oil comes out one or both
holes in the bearing, the alignment is acceptable.
If the dowels are removed, look down the bore in the

block and visually check the bearing for correct
position.
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20
STUDENT NOTES:
15
You can see the lower (outside) oil hole in the bearing.
It is positioned within the 20 ± 5 degrees below
the horizontal centerline of the bearing bore. The
bearing joint is positioned at the horizontal line.
However, on the right bank the bearing joint
must be toward the vee of the block. On the left
bank, the bearing joint must be toward the
outside of the block.
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21
STUDENT NOTES:
16
The camshafts have marks (STAMPED) on each end.

These marks give an indication of the location
and side of the engine that the camshaft must be
installed for STANDARD or REVERSE
direction of engine rotation.
For STANDARD engine rotation, the camshaft for the

left bank (shown) has the mark:
FRONT L.H. on the front (as seen on your right)
and REAR L.H. on the rear (as seen on your
left). The camshaft for the right bank (not
shown) has FRONT R.H. on the front and REAR
R.H. on the rear.
When you stand at the front of the STANDARD

rotation engine with the gear cover removed, you
will see FRONT L.H. on the left camshaft and
FRONT R.H. on the right camshaft. You will
also see the crankshaft with the mark FRONT
STD. (see slide 46). Make sure the camshafts are
not turned front to rear or side to side when they
are installed.
22
STUDENT NOTES:
16
For REVERSE engine rotation, the left camshaft is

turned front to rear and installed in the right
bank (opposite side). The right camshaft is
turned front to rear and installed in the left bank
(opposite side).
When you stand at the front of the engine that has

REVERSE rotation, the camshaft on the right
bank will have the mark REAR L.H. The
camshaft on the left bank will have the mark
REAR R.H. You will also see the crankshaft with
the mark FRONT REV.(see slide 47).
The firing order for REVERSE engine rotation is

1-4-9-8-5-2-11-10-3-6-7-12.
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23
STUDENT NOTES:
17
CAMSHAFT REMOVAL AND

INSTALLATION
These are the tools used for camshaft removal and
installation. At the left is the guide assembly,
two pilot assemblies, and the crank assembly.
Not shown are long bolts used to fasten the
pilot assemblies to the camshaft.
NOTE: If the camshaft is removed with the heads

in place the lifters can be held up with 9M4849
O-rings.
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24
STUDENT NOTES:
18
At the left we see the crank assembly on the end of

the pilot assembly that is bolted to the
camshaft. The other pilot is on the opposite
end of the camshaft. The guide assembly is
bolted to the flywheel housing.
A nylon sling is used to support the camshaft.
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25
STUDENT NOTES:
19
When the camshaft is installed, lubricate the tooling

and camshaft with engine oil.
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26
STUDENT NOTES:
20
CYLINDER HEADS
This shows one side of the block. The shelf (smaller

area) inside the cylinder liner bore and below
the top surface of the block, causes coolant to
move faster around the liner for better liner
cooling.
The block has no counterbores for cylinder liners.

Spacers plates are used. The dowels seen at the
top of the block put the spacer plate and
cylinder head in alignment.
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27
STUDENT NOTES:
21
The cylinder liners are installed in the block. The top

end of the liner has a sealing bank between the
outside diameter of the liner and the inside
diameter of the bore of the block. The liners
are sealed at the bottom with three O-rings.
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28
STUDENT NOTES:
22
Aluminum spacer plates, one for each cylinder, are on

the top surface of the block. A thin rubber-clad
metal gasket goes between the spacer plate and
the block. An O-ring goes on the block over
each hollow dowel (not shown).
The bottom of the spacer plate, the top of the block

and both sides of the spacer plate gasket must
be free of fuel, oil, water and gasket adhesives,
assembly compounds, or any contaminant
during assembly.
CAUTION!
Both surfaces of the spacer plate gasket and the top

of the cylinder block must be clean. Do not use a
gasket adhesive on these surfaces.
29
STUDENT NOTES:
23
There are eight passages in the block for coolant which

are in alignment with holes in the spacer plate,
gaskets, and cylinder head. There is one rubber-
metal seal in each passage. There are four large
and four small seals. The seals go in the space
between the head and the block. They prevent
leakage and keep the coolant from making contact
with the aluminum spacer plate.
NOTE: Liner projection must be checked before

the cylinder head is installed. See the Service
Manual, Testing and Adjusting, and Specifications
and Procedures. Also, see Disassembly and
Assembly Module.
The marks (pencils) on the spacer plate (R, F, AT, and T)

have no use. The marks are used for factory
reference.
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30
STUDENT NOTES:
24
Here you see the coolant seals installed and the

cylinder head gasket on the space plate.
Remember, an O-ring seal goes on the oil
supply dowel (left arrow) BEFORE the spacer
plate is installed. Another O-ring seal goes on
the oil supply dowel AFTER the spacer plate
is installed. This seals the oil with pressure
which goes to the rocker arms.
The top dowels are solid and used for alignment of

the cylinder head.
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31
STUDENT NOTES:
25
With the spacer plates, gaskets and seals in place, the

cylinder heads can be installed.
As each cylinder head is installed, the dowels in the

block position the cylinder head correctly. The
air elbows connect the cylinder heads to the air
plenum chamber.
Now let’s look at the cylinder head and its

components.
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32
STUDENT NOTES:
26
There is one cylinder head for each cylinder. Each

cylinder head and its components are the same
and can be used in any location.
Each cylinder head is held to the block with eight (8)

3/4 inch, 12-point bolts.
You can see the bellcrank and bracket of the fuel

control linkage in front of the unit injector.
Just below the bellcrank are the three
assemblies.
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33
STUDENT NOTES:
27
Each cylinder head has one intake port and one

exhaust port with four valves. All valves are
the same and can be used in any location.
Each valve is held closed by two valve springs, one

inside the other. The springs are held on the
valve by a valve rotator (rotocoil assembly -
parts book nomenclature) and two valve
keepers or locks (parts book).
The valve rotators are of the positive action type

and turn the valves a few degrees each time
they open and close. They increase the life of
the valve and valve seat insert.
There are two valve bridges on each cylinder head.

One bridge operates the two intake valves.
The other bridge operates the two exhaust
valves. Each valve bridge is on a dowel that
is pressed into a bore in the cylinder head.
The dowel is between the two valves that the
bridge activates. Both bridges and dowels are
the same and can be used in any location. 34
STUDENT NOTES:
28
Both bridges have been removed. You can see the

relation of the bridge dowel to the two valves
that the bridge activates. The dowel is a guide
for the bridge as it is moved up and down by
the rocker arm.
The plug seen in the side of the head (bottom arrow)

is in the passage that goes from the fuel inlet
opening on the top of the head (top arrow) to
the injector. A similar passage goes from the
other side of the injector to the fuel return
outlet opening. This also has a plug passage.
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35
STUDENT NOTES:
29
Here we can see the top of the cylinder head and its
arrangement. The unit injector is in the center
of the four (4) valves. You can see the top of
the injector follower and the injector rack.
The two (2) valves above the unit injector are the
exhaust valves. The two (2) valves below the
unit injector are intake valves.
The opening (1) at the bottom of the cylinder head is

for the fuel inlet line fitting. Fuel goes from
the inlet (1) through a passage to the unit
injector. Some fuel is injected into the
cylinder. The remaining fuel cools the injector
and goes through a passage to the fuel return
outlet (2) fitting.
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36
STUDENT NOTES:
29
We can see the top of the three lifter assemblies in the

cylinder head (see 3 arrows, left). The center
lifter is for the push rod for operation of the
unit injector. The top lifter is for the push rod
for operation of the exhaust valves.
The plug seen on the right (arrow) is over an

expansion plug which is in a core hole* which
goes into the coolant chamber of the cylinder
head. The expansion plug seals the core hole
to prevent coolant leakage. The plug you see is
on top of the cylinder head over the expansion
plug. The plug is used to support the injector
clamp.
*Core hole - an opening used to remove foundry

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37
STUDENT NOTES:
30
Each unit injector is held in the bore of the cylinder

head with a clamp and bolt. The heel of the
injector clamp goes on the top of the plug. The
toes of the clamp are on the injector body. The
bolt holds the clamp which holds the injector
in the bore of the cylinder head.
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38
STUDENT NOTES:
31
This is the bottom of the cylinder head. You can see

its arrangement.
You can see the heads of the four (4) valves, the
injector spray tip in the center, and the bottom
of the three (3) lifter assemblies.
All valves in this engine are the same with the same
part number. The lifter assemblies are the same
with the same part number.
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39
STUDENT NOTES:
32
Each of the valves have valve seat inserts that are

pressed in the cylinder head. The valve seat
inserts are all the same with the same part
number and will fit in any location. The valve
seat inserts can be removed if they become
worn or damaged and a new one installed.
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40
STUDENT NOTES:
33
You can see that the spray tip of the injector extends
below the surface of the cylinder head.
NOTICE
Remove each unit injector before each cylinder head

is removed from the engine. The spray tip can be
damaged as the cylinder head is moved (slid) from
the engine block or on a work bench.
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41
STUDENT NOTES:
34
Use a valve spring compressor to remove the valve so

that the rotocoil assembly, valve, valve springs
and washer can be removed from the cylinder
head.
Put the fork of the compressor on the rotocoil

assembly. The foot of the compressor goes on
the valve head.
NOTE: It may be necessary to tap the top of the

valve with a hammer in order to break the keeper
(valve locks) loose.
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42
STUDENT NOTES:
35
The valve spring compressor forces the rotocoil

assembly and springs down so the valve locks
can be removed from the valve stem. Take the
valve locks off and release the compressor.
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43
STUDENT NOTES:
36
The rotocoil assembly can now be removed from the

valve stem.
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44
STUDENT NOTES:
37
Here we can see both valve springs, the outside

spring and the inside spring.
Remove the outside spring. . . .
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45
STUDENT NOTES:
38
. . . .and we can see the inside spring and washer.
The two springs hold the valve closed.
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46
STUDENT NOTES:
39
Here we can see the valve components. From left to

right there is:
• the valve
• the inside spring
• the outside spring
• the valve rotator (recoil assembly)
• the two valve locks
NOTE: The washer which goes on the cylinder

head under the springs is NOT shown.
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47
STUDENT NOTES:
40
With the valve and springs removed, we can look at

the valve guide in the top of the cylinder head.
The inside diameter of all valve guides are knurled*.

The knurl in the valve guide gives a close
tolerance fit and, at the same time, has small
spaces which hold oil for constant lubrication
and give a more effective seal.
*Knurled - a knurl is a series of small ridges in the

metal surface.
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48
STUDENT NOTES:
41
VALVE SEAL INSERT REMOVAL
Here we see the bottom of the cylinder head and the

puller tool for removing valve seat inserts.
The tool has a handle assembly and sliding hammer

(9S3095) which is used with an extractor
(6V4008). The extractor will remove and
install all valve seat inserts.
One valve seat insert is shown removed and is on the

extractor (arrow).
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49
STUDENT NOTES:
42
Here we can get a closer look at the valve seat insert

on the extractor. The extractor can be used to
remove the valve seat insert as well as to
install them. See the service manual for the
exact specifications and procedures.
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50
STUDENT NOTES:
43
Each cylinder head has three lifter assemblies. The

lifters are the roller type. They move up and
down in lifter bores in the cylinder head as
they follow the cam lobes of the camshaft. All
lifter assemblies are the same with the same
part number and will fit in any location.
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51
STUDENT NOTES:
44
All lifter assemblies are of the roller type and have a

lifter guide spring (bottom).
The lifter guide spring fits in the the groove in the top
of the lifter assembly (arrow). The lifter guide
spring holds the lifter assembly in the lifter
bore during cylinder head removal and
installation and keeps the lifter straight with
the cam lobes.
NOTE: Refer to Guideline for Reusable Parts,

“Lifter Guide Springs in 3400 Series Engines”
SEBF8066, for additional information.
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52
STUDENT NOTES:
45
The crankshaft has: FRONT STD. mark

(STAMPED) on the front of the camshaft, and
FRONT REV. mark (STAMPED) on the rear
of the crankshaft. The marks are for assembly
purposes.
The FRONT STD. mark you see here is for location

of the crankshaft for STANDARD direction of
engine rotation.
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53
STUDENT NOTES:
46
This is normally the rear of the crankshaft. The

FRONT REV. mark you see here is for
location of the crankshaft for REVERSE
direction of engine rotation.
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54
STUDENT NOTES:
47
The crankshaft has a gear on the front and a gear on

the rear. Each gear is bolted to the flange. Two
(2) of the bolt holes are set apart for location
and alignment of the gear. All other holes are
the same or equal distance apart.
NOTE: A change has been made to the crankshaft.

The bolts go through the gear and turn into threads
in the flange of the crankshaft.
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55
STUDENT NOTES:
48
To remove and install a gear on the crankshaft, use

the following method:
REMOVE the bolts.

TURN the gear on the shaft as you PULL it off.
TURN the gear and PUSH it on the shaft; then align
the holes and put in the bolts.
The gear fits the shaft with little clearance (slip fit).
This TURN to remove and TURN to install is
needed to guide the gear off and prevent it
from binding.
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56
STUDENT NOTES:
49
CRANKSHAFT THRUST BEARING
The upper half of the center main (4th main) saddle

(bulkhead) has a counterbore (groove) on each
side for the two crankshaft thrust plates
(bearings). These thrust bearings are 180
degree brass thrust plates. The thrust bearings
limit the movement of the crankshaft toward
the front and rear of the block.
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57
STUDENT NOTES:
50
c
d
b
d
MAIN BEARING CAPS

The main bearing caps have both “FRONT” and the
part number on the front side. They are
numbered from front to rear: one (1) through
seven (7). This location number is on the right
side of the cap. Also, the location number is on
the right outside of the block near the oil pan.
Install each cap with “FRONT” and the part number

toward the front of the block. The cap location
number must be the same as the location
number on the right side of the block.
TIGHTENING PROCEDURE
The tightening procedure on this engine is different

than that used on other engines because each
cap has four (4) bolts. Install each cap in the
correct position, put clean engine oil on the
threads of each bolt and turn the bolts into the
holes in the block.
58
STUDENT NOTES:
c
d
b
d
MAIN BEARING CAPS

NOTE: We have put the letters “C,” “A,” “B,” and
“D” on the four bolt heads in the illustration to make
the bolt tightening procedures easier to understand.
Turn the bolts in until they make contact with the cap.
TORQUE BOLTS IN LETTER SEQUENCE
The bolts must be torque-tightened in letter sequence to

136 ± 14 Nm (100 ± 10 lb. ft.). c
TURN-TIGHTEN BOLTS IN LETTER SEQUENCE
The bolts must be turn-tightened in letter sequence to
180 + 5 degrees.
NOTE: The specifications given here can change.

For correct specifications for your engine, look in
the Specification Section of your service manual.
59
STUDENT NOTES:
51
The crankshaft has two (2) counterweights for each

rod journal, a total of twelve (12). The
counterweights are numbered from front to
rear and held in place with three (3) bolts.
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60
STUDENT NOTES:
52
PISTON COOLING SPRAY JETS
Piston cooling spray jet assemblies are installed in the

block. There is one spray jet assembly for each
piston. Each spray jet has two orifices or holes
to send two streams of oil up to the piston. One
spray orifice (top arrow) sends oil up through a
vertical passage in the piston to an annular
chamber behind the rings for cooling. This oil
also goes into the piston pin bores in the piston
for lubrication.
The other spray orifice (lower arrow) sends oil up to

the bottom of the piston crown for cooling. This
oil also gives lubrication (by splash) to the
connecting rod bearing.
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61
STUDENT NOTES:
52
NOTE: So you can see better, the piston and

connecting rod assembly, and cylinder liner are
removed. More information on the piston cooling
spray jets is included later.
NOTICE
Remove the jet BEFORE removing a piston to avoid

possible jet damage.
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62
STUDENT NOTES:
53
PISTON AND ROD SERIES
This piston is made of two pieces that are fastened

together with an electron beam weld. The
skirt, pin bores, oil ring groove area and
inner part of the crown are an aluminum
alloy forging. The outer part of the crown,
containing the cast iron band with top and
intermediate ring grooves and oil cooling
gallery, is an aluminum alloy casting. The
top crown surface has an anodized coating
to protect the aluminum surface from high
combustion temperatures.
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63
STUDENT NOTES:
53
The piston has two different diameters. The diameter

from the top of the top ring groove to the top
of the piston is smaller than the bottom of the
top ring groove to the bottom of the piston.
This smaller diameter of the piston is space for
carbon deposit through normal engine
operation. Because of this space, the carbon
will not contact the cylinder walls.
NOTE: The anodized top surface must be protected

from glass beading when cleaning the piston. See
Service Magazine April 8, 1985, page 23.
Click Here to
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64
STUDENT NOTES:
54
PISTON RINGS
Three (3) rings are used on each piston. There are two
compression rings and one oil ring.
The top and center rings are keystone section rings.

The top ring has a chrome carbide barrel face
with the mark UP-1. The center ring has a
chrome-faced rails with a steel spring behind it.
Use the ring expander (6V4020) and install each ring

in its correct location with the UP side toward
the top of the piston. Install the oil control ring
over the spring with the gap in the spring 180°
away from the gap in the oil control ring.
Position each ring so the ring gap is a minimum
of 60° away from the ring gap of the next ring.
Click Here to On a three-ring piston, place the ring gaps
View Slideshow
approximately 120 degrees apart.
65
STUDENT NOTES:
55
Each piston has an annular, hollow chamber

(doughnut-shaped space) case inside the piston
above the piston pin and at the same level as
the piston ring grooves. Also there are two
vertical oil passages in the bottom of the
piston which go up and into the annular
chamber (see large openings). One passage
sends oil to the annular chamber from the
piston cooling spray jets; the other passage
drains the oil from the annular chamber.
When the piston is installed, one passage is always in

the correct location to get the oil from one of
the piston cooling jets. If the piston is turned
180 degrees, the other (opposite) passage is in
the correct location for the position cooling jet.
The four smaller holes seen in the bottom of the

piston are oil passages for the oil control ring.
66
STUDENT NOTES:
56
Here we see the opening in the piston pin bore to the

vertical oil passage. The other piston pin bore
also has an opening into the other vertical oil
passage.
Click Here to
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67
STUDENT NOTES:
57
With the assistance of the reflection in the mirror, you

can see the oil passage between the inside of
the piston and the groove of the oil ring. A
small tube (straw) is inserted in the hole.
Remember, one piston cooling spray jet sends oil up

to the bottom of the piston crown for cooling
and then drains (splashes) oil on the piston pin
and bearing of the connecting rod for
lubrication.
Click Here to
View Slideshow
68
STUDENT NOTES:
58
CONNECTING RODS
The piston pin end (small end) of the connecting rod
has a “teepee” shape. The small end has a
taper from the top of the rod to the bottom end
of the pin bearing. The piston pin bearing also
has a taper (and a chamfer) on each end. When
a new pin bearing is installed in an earlier rod,
the bearing must be installed with both the oil
hole and the short length of the bearing UP.
This will put the oil hole in alignment with the
oil passage in the top of the rod and the taper
of the bearing in alignment with the taper of
the rod. Later rods have grooves to allow oil in
from the sides.
One side of the bore in the rod and the rod cap has a
chamfer (upper arrow). The other side of the
bore has a flat surface (lower arrow). When
the connecting rod is installed on the
Click Here to crankshaft, the chamfer side must be put
View Slideshow toward the journal radius and thrust surface
(cheek) of the crank throw. 69
STUDENT NOTES:
59
This is the other side of the rod. You can see the flat
surface side (see arrow). The flat surface of the
first rod on the journal will be against the flat
surface of the second rod on the journal.
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70
STUDENT NOTES:
60
This puts the rod and cap chamfer side of each rod
(see arrows) near the front and rear radius of
the crank journal. The flat surface on the side
of the first rod on the journal will be against
the flat surface on the side of the second rod
on the journal.
The caps are held on the rods with four (4) 12-point
bolts. The bolts go through the rod cap, into
the end of the rod at an angle. This design
makes the end of the rod smaller. With the
bolts and cap removed from the rod, the large
end of the rod can go up through the liner bore
to remove the piston and connecting rod
assembly from the block.
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71
STUDENT NOTES:
61
The connecting rods have a location slot (upper

arrow) on one side between the bores for the
bolts. The rod caps have a location pin
(lower arrow) in a bore. The location pins go
in the slot in the rods to put the caps and
rods in alignment.
The rods and rod caps have the number of the

cylinder in which they are used etched* (not
stamped) on them. The numbers are on the
same side of the rods and caps as the
location pin and slot.
*Etched - to make a mark (i.e., number) on metal

with acid or metal engraving tool.
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72
STUDENT NOTES:
62
The cap location pin and rod slot can be seen here
(see arrows). The bearing tab slots in the cap
and road are on the same side of the rod as the
location pin and slot.
All connecting rod and main bearings are steel-

backed aluminum with a thin lead-tin overlay.
The lead-tin overlay of the bearings improves
the seat-in process during first engine
operation so the bearings and journals have
near perfect fit.
Click Here to
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73
STUDENT NOTES:
63
To assemble the piston and connecting rod, put clean

engine oil on the pin bores in the piston, in the
pin bore in the rod and on the piston pin.
Put the piston and connecting rod together and install

the piston pin. Then install the two retainer
rings. Make sure the sharp edge of the retainer
ring is placed to the outside.
NOTE: Retainer rings are cut to shape with a press

during manufacture; this procedure leaves a round
(concave) edge on one side and a sharp (convex)
edge on the other side.
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74
STUDENT NOTES:
64
This is the (8T3164) Ring Compressor tool used for

3500 Series Engines. It minimizes the
possibility of ring breakage.
Click Here to
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75
STUDENT NOTES:
65
The Ring Compressor pilots on the cylinder liner.
Put clean engine oil on the cylinder liner bore. Put the
connecting rod down through the liner until
the ring compressor is against the top of the
cylinder liner.
NOTICE
Make sure the piston is installed with the side of the

connecting rod that has the chamfer next to the
radius and thrust surface on the crankshaft. The side
with the flat surface must go next to the other
connecting rod on the same crankshaft journal.
Hold the ring compressor against the top of the liner

and push the piston into the liner bore. As the
piston and connecting rod assembly goes
Click Here to
down, guide the connecting rod onto the crank
View Slideshow
journal of the crankshaft.
76
STUDENT NOTES:
66
Here we are looking at the bottom (lower end) of the

engine. The front of the engine is to the left;
the right bank (side) of the engine is down.
The odd numbered cylinders (1-3-5-7-9 and 11) are

on the right bank of the engine. The first rod
on each crank journal is given an odd number
for reference and must have the location
number on the right side of the rod and cap.
The even numbered cylinders (2-4-6-8-10 and 12) are

on the left bank of the engine. The second rod
on each crank journal is given an even number
for reference and must have the cylinder
location number on the left side of the rod and
Click Here to cap.
View Slideshow
77
STUDENT NOTES:
67
PROCEDURE TO TIGHTEN
CONNECTING ROD BOLTS
The procedure used to tighten the connecting rod bolts

is different than earlier engines because each rod
has four (4) bolts and they are tightened in
number sequence. The bolts are tightened in
sequence to get the necessary rod and cap
seating, bearing crush, and bolt tension (stretch).
The sequence is No. 1, No. 2, No. 3, No. 4, No.
3, No. 4. No. 1 can be any of the four bolts.
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78
STUDENT NOTES:
67
NUMBER ONE ROD ON JOURNAL
The first rod on each crank journal is an odd

numbered rod and has the cylinder location
number on the right side of the rod and cap.
NUMBER TWO ROD ON JOURNAL
The second rod on each crank journal is turned 180

degrees to the No. 1 rod. The cylinder location
number (and the location pin and slot) is on
the left side of the engine and the chamfer of
the rod and cap is near the rear radius of the
crank journal.
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79
STUDENT NOTES:
68
ROD BOLT TIGHTENING PROCEDURE

Lubricate each bolt before assembly as recommended
in the Specification Section of the service
manual. The torque-turn tighten method is used
to tighten the bolts to get the correct tension
(stretch).
Install the bolts and tighten each bolt to 90 ± 5 Nm (65

± 4 lb. ft.). Tighten two bolts on one side of the
cap, then two bolts on the other side of the cap.
Tighten the last two bolts again to
90 ± 5 Nm (65 ± 4 lb. ft.).
As the third bolt is tightened, it will start the crush of

the bearings. When the fourth is tightened, it
will complete the crush of the bearing. Also,
when the fourth bolt is tightened, the third bolt
will become loose. Because of this, it is
necessary to tighten the third and fourth bolts
again to 90 ± 5 Nm (65 ± 4 lb. ft.).
80
STUDENT NOTES:
68
TORQUE-TURN TIGHTEN IN NUMBER

SEQUENCE
After the bolts have been tightened to specifications

once, and the third and fourth bolts are
tightened again to specification, place a mark
on the top of each bolt and the rod cap. Then
turn each bolt in any sequence 90 degrees plus
or minus 5 degrees more. This torque-turn
tighten procedure will put the necessary
tension on each rod bolt.
Follow the same procedure to tighten the bolts of the

second connecting rod.
NOTE: The specifications given here can change.

Click Here to For the correct specifications for your engine, look
View Slideshow in the Specification Section of the service manual.
81
STUDENT NOTES:
69
REMOVE AND INSTALL CRANKSHAFT

SEAL AND WEAR SLEEVE
Later engines require different tooling for seal and

wear sleeve removal and installation. We will
show the procedure on early engines first.
The front and rear seal and wear sleeve removal and
installation procedures are similar. For that
reason we will show only the procedure for the
rear seal and wear sleeve. Remove the
flywheel and the bolts that hold the seal
adapter assembly to the housing.
A new seal and wear sleeve must be installed when

the crankshaft seal is removed.
Click Here to
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82
STUDENT NOTES:
70
After the flywheel is removed and the bolts are out,

the seal adapter assembly can be removed.
Two of the seal assembly adapter bolts can be used as

forcing screws to remove the seal assembly.
Click Here to
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83
STUDENT NOTES:
71
Take the two bolts and install them in the forcing

screw (threaded) holes in the seal adapter
assembly. Turn the bolts to push the seal
adapter assembly out of the flywheel housing.
There is an O-ring seal between the seal adapter

assembly and the flywheel housing. This
makes it more difficult to remove the adapter
assembly from the housing. After the seal
adapter assembly is removed, the next step is
to loosen the wear sleeve on the crankshaft so
it can be removed.
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84
STUDENT NOTES:
72
This is the tool to remove the crankshaft wear sleeve.

The distorter adapter (6V3143) is on the right
and the distorter (5P7409) is on the left. The
distorter has a sharp knife edge which makes a
groove in the wear sleeve. This causes
expansion of the wear sleeve. The distorter
adapter provides a surface for the distorter to
push against.
Click Here to
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85
STUDENT NOTES:
73
To remove the crankshaft wear sleeve, put the dowel

of the distorter adapter into one of the holes in
the flywheel housing. Push the adapter against
the housing. Put a wrench on the hex end of
the distorter and push the distorter in between
the adapter and the wear sleeve. The sharp
edge of the distorter will be parallel with the
surface of the wear sleeve. Turn the distorter
with the wrench. The sharp knife edge of the
distorter will turn into the surface of the wear
sleeve and as a result cut the sleeve. Do this in
several places. This will result in expansion of
the wear sleeve. The wear sleeve will become
loose and can be removed.
Click Here to
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86
STUDENT NOTES:
74
4
3
5
7 6
1
Here we can see the wear sleeve and seal installation

group. The tools are:
1. forcing ring (6V4001)

2. two forcing brackets (6V4002)
3. locator (6V4003)
4. installer (6V4004)
5. nut (9S885)
6. two locator bolts (1” x 14 x 2-1/2”)
[2N5006]; and
7. two guide studs (5/16” x 18 x 3”)
Click Here to
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87
STUDENT NOTES:
75
The seal and wear sleeve can be purchased only as an

assembly and must be kept together and
installed as a set. This prevents the seal from
damage or cut when the wear sleeve is
installed into the seal.
Both the seal and wear sleeve have the correct
amount of sealant already on them. DO NOT
add any more sealant or lubricant.
Position the two forcing brackets (6V4002) on a flat
surface (work bench) with the 5/16” studs up.
Move the two brackets so that the studs are in
position for the holes in the seal adapter.
Place the seal adapter over the forcing bracket studs
(as shown) so the bore of the adapter is up.
The studs go through the bolt holes in the
flange of the seal adapter.
Put the seal and wear sleeve assembly on the seal
adapter with the seal up so it can be pushed
into the bore of the adapter by the forcing ring.
88
STUDENT NOTES:
76
Install four (4) 5/16” x 18 nuts on the four studs and

turn them against the forcing ring. Cross
tighten the nuts in small steps and push the
seal and wear sleeve assembly evenly into the
bore of the adapter until it contacts the bottom.
At this point each of the nuts will have a great
resistance to be turned.
Remove the nuts and the forcing ring from the studs
of the forcing brackets. Remove the adapter
and seal assembly from the forcing brackets.
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89
STUDENT NOTES:
77
INSTALLATION OF SEAL ADAPTER IN

FLYWHEEL HOUSING
Here we see the seal and wear sleeve installation

tool installed to put the seal adapter in the
flywheel housing and the wear sleeve on the
crankshaft. Remember, they are always
installed together.
Click Here to
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90
STUDENT NOTES:
7 77
1 5
Follow this procedure to install the seal adapter and

wear sleeve:
1. turn the two guide studs (7) in two top adapter

bolt holes of the flywheel housing
2. install the locator (3) on the end of the
crankshaft with the he two locator bolts (6)
3. slide the seal and seal adapter on the guide
studs until the wear sleeve is in position on the
locator to be pushed on the crankshaft by the
installer (4); and
4. place the forcing ring (1) over the small
diameter of the installer. Position the installer
and forcing ring as a unit behind the seal and
seal adapter on the 5/16” guide studs and over
Click Here to the stud of the locator. Turn the nut (5) on the
View Slideshow stud of the locator until it contacts the installer.
91
STUDENT NOTES:
78
Turn the nut on the stud of the locator. The installer

and forcing ring will push the seal adapter into
the bore of the flywheel housing and the wear
sleeve onto the crankshaft. This installs the
crankshaft seal, seal adapter and wear sleeve at
the same time and in the correct location. See
the service manual for the Specifications for
your engine.
Click Here to
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92
STUDENT NOTES:
79
Install the bolts through the seal adapter into the

flywheel housing. Tighten the bolts into the
flywheel housing. Tighten the bolts to service
manual specifications.
Click Here to
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93
STUDENT NOTES:
80
An alignment mark is placed on the flywheel and

another on the end of the crankshaft to aid in
assembly. There are two flywheel bolts placed
close together so the flywheel will go on only
one way.
Click Here to
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94
STUDENT NOTES:
81
These are some of the tools used for installation of

(Hydrodynamic Groove Type) seals on later
engines.* At the left is the installer. To its
right is the locator with a nut on top.
NOTE: The new seal groups are quite different

from the former standard lip-type seals. The
difference is the hydrodynamic grooves in the
sealing lip of the new seal. These grooves in the seal
lip move lubrication oil back into the engine
crankcase as the crankshaft turns. Because of the
seal lip design, the front seal for an engine is
different from the rear seal group. The installed
position of the seal lip grooves is important
because the grooves are very sensitive to the
direction of crankshaft rotation.
Click Here to
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95
STUDENT NOTES:
81
Each seal is marked with an arrow to show the

direction of shaft rotation for which the seal
can be used. If a specific seal group is
installed on the wrong end of an engine,
lubrication oil can actually by taken out of an
engine because the grooves in the seal lip are
in the wrong direction in relation to crankshaft
rotation. Special handling procedures and seal
installation instructions for specific engines are
given on the pages that follow.
*These engines have a seal bore in the flywheel of

front cover.
Click Here to
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96
STUDENT NOTES:
82
Forcing screws are used to remove the seal assembly.
NOTE: These illustrations are for photographic

purposes only, to show the tooling used. The seal is
not actually removed and replaced.
Click Here to
View Slideshow
97
STUDENT NOTES:
83
The locator is fastened to the crankshaft. The wear

sleeve and seal are then put on the locator (not
shown).
Click Here to
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98
STUDENT NOTES:
84
Then the installer and nuts are put on the locator. The
nut and washer should be lubricated. Tighten
the nut until the installer contacts the locator.
Click Here to
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99
STUDENT NOTES:
85
PISTON COOLING JETS

When an engine is operated and the oil pressure is
more than 140 kPa (20 psi), piston cooling jets
direct oil toward the bottom of the piston to
decrease the piston and ring temperatures.
If a jet assembly is plugged, seizure of the piston may

result in a very short time because of the
increase in temperature.
The left (upper arrow) spray orifice sends oil to the

passage in the piston that goes to the annular
chamber behind the piston ring grooves. The
right (lower arrow) spray orifice sends oil up
to the bottom crown of the piston.
NOTE: The piston and connecting rod assembly

Click Here to
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and cylinder liner are removed so the piston cooling
jets can be seen as they are installed in the engine.
100
STUDENT NOTES:
86
The location of the piston cooling jet assembly is in

the oil manifold of the cylinder block.
NOTE: In this illustration you see the piston

cooling jet assembly installation as it is seen from
under the cylinder block.
Click Here to
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101
STUDENT NOTES:
87
The piston cooling jet assembly is fastened in the

block by a retainer plate and two bolts behind
the engine side covers.
NOTICE
To prevent damage to the piston cooling jet

assembly, remove the assembly before you remove
the piston and connecting rod assembly.
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102
STUDENT NOTES:
88
Remove the two bolts and the retainer to remove the

piston cooling jet assembly.
The retainer plate fits into a notch (position slot) in

the cooling jet assembly and holds it in the
correct position. The retainer plate puts the
piston cooling jet assembly in the correct
position so that the two orifices send (spray)
the oil to the piston in the correct direction.
Remember, the orifice must be in alignment so the oil

goes up through the vertical passage to the
annular chamber (reference slides 55 through
58). Oil from the other orifice must hit the
bottom of the piston crown.
Click Here to
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103
STUDENT NOTES:
89
Push the piston cooling jet assembly toward the

inside of the engine block and remove it. It
can be removed through the side cover
opening.
NOTICE
When piston cooling jet assembly is installed, make
sure the spray jet orifices are up toward the bottom
of the piston.
Important! A special torque must be used for spray

jet assembly bolts. This torque is very critical.
Torque each bolt to 22 ± 3 Nm (30 ± 4 lb. ft.).
Now let’s see the location of the sequence valves for

Click Here to the piston cooling jets in the oil manifold.
View Slideshow
104
STUDENT NOTES:
90
The sequence valves (6) are in the oil passages in the

front and rear of the block. The piston cooling
jets are in the oil manifold (8) of the block.
The sequence valves stop the flow of oil from the

main oil manifold to the manifold for the
piston cooling jets until the oil pressure
increases to approximately 140 pKa (20 psi) at
engine start up. In addition, they keep the oil
pressure in the main oil manifold above 140
kPa (20 psi) when the oil is hot and the engine
is running at low idle.
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105
STUDENT NOTES:
FIGURE 90
STUDENT NOTES:
91
FRONT/LEFT PISTON COOLING JET

OIL MANIFOLD SEQUENCE VALVE
The sequence valve for the piston cooling jet oil

manifold for the left side of the engine (right
arrow) is under the cover (left arrow) on the
front of the engine block. The oil manifold is
in back of the plug (right arrow).
The oil passage from the sequence valve to the piston

cooling jet manifold is in the block in the
approximate location of the black line.
The main oil manifold is under the plate (left center)

with four (4) bolts. A passage between the
main oil manifold and the sequence valve
Click Here to sends oil to the sequence valve.
View Slideshow
107
STUDENT NOTES:
92
REAR/RIGHT COOLING JET OIL

MANIFOLD SEQUENCE VALVE
This is a view of the rear of the engine block. The

piston cooling jet oil manifold sequence valve
for the right side of the engine is on the rear of
the engine block behind this cover (left arrow).
The plug on the right (right arrow) is in the
end of the piston cooling jet manifold. The
sequence valve controls the flow of oil from
the main oil manifold through a passage to the
piston cooling jet manifold.
Click Here to
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108
STUDENT NOTES:
93
With the cover off, we can see the:

1. oil supply passage (left arrow) from the main
oil manifold
2. sequence valve plunger (center arrow); and
3. sequence valve cover (right arrow) with oil
chamber
You can see that when the cover is installed, the angle
of the chamber will fit (extend) over oil supply
passage. This puts the oil (force) on top of the
plunger.
Click Here to
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109
STUDENT NOTES:
94
With the plunger out, we can see the:

1. bore in the block for valve spring and plunger
(left arrow)
2. valve spring (center arrow); and
3. plunger and dowel (right arrow)
The dowel of the plunger is used to prevent the

plunger from being installed wrong.
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110
STUDENT NOTES:
95
Oil from the main passage (5) comes out of the oil
supply passage (left arrow) into the cover oil
chamber (shown in slide 92). The oil will push
against the valve plunger and put the spring
(right arrow) under compression. As the
pressure gets to 100 to 160 kPa (14.5 to 23.5
psi), the plunger will move in, start to open the
passage and send oil to the piston cooling jet
manifold. As the pressure increases to 170 to
230 kPa (24.5 to 33.5 psi), the sequence valve
will be fully open for oil to go into the cooling
jet manifold.
Both the front and rear sequence valves operate the

same.
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111
STUDENT NOTES:
96
ADDITIONAL INFORMATION
The factory uses a strainer in the lubrication system

in this location on the engine.* It is removed
before shipping the engine.
There is a screen inside the engine oil pan that

performs this function during normal engine
operation. It is serviced by removing a cover.
*This filter may also be used during dealer

dynamometer tests. It should be removed before the
engine is placed in service.
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112
STUDENT NOTES:
FOLLOW-UP TRAINING
Follow this presentation with skill training in the shop on the 3512
Engine. Give each serviceman training in those different jobs (tasks) on
the engine he is expected to do in the shop or field. Be sure training
includes all jobs which are a requirement for servicing the 3512 Engine
completely.
NOTE: The list of skills in the presentation are jobs in the Service
Manual. These skills are needed to service and repair the 3512 Engine to
keep engine performance at its best and to keep exhaust emission within
acceptable limits.
Some of the different skills (jobs) servicemen must be able to do on the

3512 Engine to give good service area as follows:
1. install camshaft bearings and camshaft

2. install spacer plate, gaskets, seal and cylinder head
3. remove and install crankshaft drive gear
4. install piston rings and piston pin
5. install piston in cylinder bore and position a FRONT and
REAR rod on the crank journal correctly
6. install main bearing caps and use the correct bolt tightening
sequence
7. install rod bearing caps and use the correct bolt tightening
sequence; and
8. remove and install a crankshaft wear sleeve and seal
adapter assembly
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113
STUDENT NOTES:
Give instruction on these skills in the shop on the engine. Keep small the
number of servicemen that you train at one time. The on-the-job training
method is best for correct learning and complete understanding.
Training must include a DEMONSTRATION of each different job (clearly

showing each step) by the instructor. Then the serviceman must DO THE
JOB (practice) until he can do it correctly.
Make the training plan and give the training using the procedures for each
job which is given in the SERVICE MANUAL and other service literature.
(A serviceman has learned to do a job when he can do the job correctly one
time with no help.)
END
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114
STUDENT NOTES:

3512 Construction &amp; Majors Repaires

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3512 Construction &amp; Majors Repaires

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3500 SERIES ENGINES LERV0510

CONSTRUCTION & MAJOR REPAIRS

3500 Series Engines

Engine Service Training January 1999

1. Tell the design characteristics of the basic engine and engine

Engine Service Training January 1999

1. Service Manual SEBR0543

“Engine Literature” is a list of different service information material which is

Engine Service Training January 1999

DIRECTIONS TO THE INSTRUCTOR

When you get ready to teach this lesson, do as follows:

Estimated Time: 8 hours

Engine Service Training January 1999

This is the right side view of the 3516 Engine. We can

In this presentation we will see the internal construction

Engine Service Training January 1999

There are three standard oil pans available for the

Shown here is the pan for the vehicular engine

The Marine Engine arrangements have a 613 liter (162

All oil pans are interchangeable and reversible. Any

Engine Service Training January 1999

The oil pan of the 3512 Vehicular Engine arrangement

The location of the scavenge pump is under the front of

Engine Service Training January 1999

The elbow of the oil pump is bolted to the outside

Engine Service Training January 1999

Engine Service Training January 1999

This is the aftercooler core installed in the vee of the

Engine Service Training January 1999

This is a close-up of the aftercooler core where air goes

Engine Service Training January 1999

CYLINDER BLOCK AND

This is one side (bank) of the cylinder block. We can

The 3512 Engine has fourteen (14) camshaft bearings.

Engine Service Training January 1999

Here you can see two camshaft bearings. Each

The groove around the bearings makes a passage for

Engine Service Training January 1999

When the bearings are installed in the bore of the block,

The bearing joint on the right bank bearings must be

Engine Service Training January 1999

This is the (6V4077) Camshaft Bearing Tool Group.

Engine Service Training January 1999

The pulling bar is installed on the flywheel housing or

Engine Service Training January 1999

Engine Service Training January 1999

The hole (arrow) that you see here is the location of

Engine Service Training January 1999

Installation of cam bearings with the dowels installed

A method that can be used to check correct alignment is

Engine Service Training January 1999

Air pressure can also be used to check bearing

Oil can also be used to check bearing alignment. Put the

If the dowels are removed, look down the bore in the

Engine Service Training January 1999

Engine Service Training January 1999

The camshafts have marks (STAMPED) on each end.

For STANDARD engine rotation, the camshaft for the

When you stand at the front of the STANDARD

Engine Service Training January 1999

For REVERSE engine rotation, the left camshaft is

When you stand at the front of the engine that has

The firing order for REVERSE engine rotation is

Engine Service Training January 1999

3512 Construction & Majors Repaires

3512 Construction & Majors Repaires