o REGO1305-02 May 1988 Sysiems Operation Testing & Adjusting G379, G398 & G399 Engines G379: 72B468-UP G398: 73B906-UP 49C261-UPImportant Safety Information ‘Most accidents involving product operation, maintenance and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skis and tools to perform these functions property. Read and understand all lubrication, maintenanc fety precautions and warnings before operating or pertorming ind repair on this product. Basic safety precautions are listed in the “Safety” section of the Service or Technical Manual. Additional salety precautions are listed in the “Satety’ section of the owner/operation/maintenance publication, Specific safety warnings for al these publications are provided in the description of operations where hazards exist. WARNING labels have also been put on the product to provide instructions and to identity specific hazards. I these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in this publication and an the product labels are identified by the following symbol Improper operation, lubrication, maintenance or re- air of this product can be dangerous and could result in injury or death. Do not operate or perform any lubrication, mainte- ance or repair on this product, until you have read ind understood the operation, lubrication, mainte- nance and repair information. Operations that may cause product damage are identified by NOTICE labels on the product and in this publication. Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are therefore not all inclusve. I a tool. procedure, work method or operating technique not specifically recommended by Caterpillar iS used, you must satisfy yourself that itis safe for you and others. You should also ensure that the product will not be damaged ‘or made unsate by the operation, lubrication, maintenance or repair procedures you choose, The information, specifications, and illustrations in this publication are on the basis of information avaiable at the time it was written. The specifications, torques, pressures, measurements, adjustments, ilustrations, and other tems can change at any time. These changes can attect the service given to the product, Obtain the complete and most current information before starting any job. Caterpillar Gealers have the most current information available. Fora list of the most current publication form rhumbers available, see the Service Manual Contents Microfiche, REG 139.Index Crankshaft Seals 92 Gyinder Bock a Ghtnger Liner Projection ar Systems Operation Flywheel And Flywheel Housing 88 2 Front Accessory Drive 92 Basi Block 35 Piston fing Groove Gauge 6 Grankshatt s \bralon Bemper ee Syinser Block, Heads and Liners s From Accassory Dive 3 Cooing System a Pastore Figo, And Govresing lds 3 Tourtg The Cooing System ey Tim Gear 3 aus spoction OF Ceehing Sytem @ Vibraton Damper 3 kal System «3 Coating System 28 Batey oa ‘Soviant Level Switch Fl Charging System 8 Engine Jacket Water Cooling Sytem 2 Probe System or Ses Weter And Separate Creu Atrcooked Staring System % Water Syston ae Teel Tools For Plocical System 3 Biectrical System 388 Gas, A It And Exhaust System e Charging System Components 36 ‘arouretor % Giner Components 3 Greeting altercocor Operaion & Starting Syetem Componenis 8 Gomprosson 8 Wing bagrams 3 Grarkease (Grankshalt Compariment Pressure « Engine Design 5 incor Fed 8 Dire Pressure Regulator va Gas, A ret Ard Exhaust System 19 Governor Adjustments 16 ‘ttercooler 2 tine Pressure Regulaior a Ariel 2 Cocaing Top Genter Compression Balance ine a Postion For No.1 Pon 70 Carburetor 21 Measurement OF Exhaust Tempore 68 Differential Pressure Regulator 24 Performance Evaluation-Turbocharged Exhauel stom 23 tng 7 Fue! Supply 20 Procedure For Measuring Cam Lobes 70 Hydra-Mechanical Governor 24 Restriction Of Air Inlet And Exhaust oT Line Pressure Regulator 20 Turbocharger io Panel Typo Ar Ouaner 2 tans Glowanca n Turbocharger 2 Water Drectors 3 Vatves An Vaive Macharism 2 leniton System 6 Ignition System 6 ‘Adjustment Of Gauge Contact Point 8 ign Tania 10 Camshatt Custer Gear Fstaliaton & Instrument Panel 9 Magneto 56 Magneto Operation Favbanks Mose) ; Spark Pug And Adapore @ Sate State Magneto (atone) 8 Ting Balance Goar ln Accessory Drive 88 Spork Pkg Are Acaptere 5 Timing Of Magneto To Engine Wing Dagrams (aoc) 8 (Parbanke Morse) 37 Wing Dagams (rarbarks Morse) ‘0 Tig Ot acta Engine (Solid State Altronic) 60 Lubrication System 26 Wiring Diagrams For The Magneto 83 ‘Main Lubicabon System 26 Prolube System or Low Emission Engines 98 Application 98 , Desorption 8 Testing And Adjusting instalanon 98 invoducten 8 Basic Block 86 Operation 11 Ghecking Ciarichali Bekiecion Bend) a Bt Ragen a Connecting Roe And Main Bearings 88 Gonmectng Rod And Pistons 88 G379, G398 & G399 Engines IndexLubrication System 79 ‘Measuring Engine Oi Pressure 79 01 Pressure Is High 81 Oi Pressure is Low 80 Prelube System 81 Too Much Bearng Wear 8 Too Much Oil Consumption 73 “Turbocharger Lubrication Valve 8 Troubleshoating 48 Specifications NOTE: For Specifications with ilustrations, make ference to Engine Specifications For G379, G398 & 3399 Engines, Form No, REGO1306. If the ‘Specifications in Form REGO1306 are not the same as in the Systems Operation and the Testing and ‘Adjusting, look at the printing date on the back cover of each book. Use the Specifications gwen in the book with the latest date. 6379, G398 & G399 Engines IndexSystems Operation Engine Design G379 Engine artooasps Arrangement and number of cytinders ve Bore 158.8mm (625in) Stroke 203.2mm (8.00 in.) Direction of Rotation (when seen from flywheel end} SAE Standard Rotation Counterclockwise SAE Opposite Rotation Clockwise Firing Order {injection Sequence). SAE Standard Rotation 18547236 ‘SAE Opposite Rotation 14527638 398 Engine O©OODOO @ ‘Arrangement and numberof eyliners vie G379, G398 & G399 Engines Bore 58.8 mm (6.25in.) Stroke 203.2 mm (8.00 in) Direction of Rotation (when seen from flywheel! end), SAE Standard Rotation Counterciockwise SAE Opposite Rotation Clockwise Firing Order (injection Sequence). SAE Standard Rotation .. 1-129-458-1123-107. 6 1498521110367. 12 SAE Opposite Rotation G399 Engine ©OOOOOO®D ®@O@@OODOOOD ‘Arrangement and number of cyinders vie Bore 158.8mm (6.25in) Stroke 203.2mm (8.00in) Direction of Rotation (when seen from tlywheet end). SAE Standard Rotation Counterclockwise SAE Opposite Rotation Clockwise Firing Order (injection Sequence) SAE Standard Rotation .. 1-241-1234910-15-16 56134478 11211-49-109-16-156 51413872 ‘SAE Opposite Rotation ‘Systems OperationIgnition System ‘The ignition system has five basic components a ‘magneto, (Iwo on earlier G399 Engines) ignition transformers for each oylinder, wiring harness, spark plugs and instrument panel. ‘Component Location {6399 Engine tastratec) {S)lgation transformer. (2) Spark plug. (@) Wiring harness. (4) Solid state magneto. (5) Magneto drive housing (6) Ting batt G379, G396 & G399 Engines. 6 ‘Systems OperationMagneto Operation (Fairbanks Morse) Cutaway View Of Sold State Magneto (Fairbanks Morse) (Typica stration) (1) Timing bot. (2 Pulser col assombly. (9) Plate and power boars assomly. 4) Distribution Board, (5) Capacitor. (6) Alternator housing, (7) Pulser cod (trager ereut) (8) Pulser rotor. 3] Electrone suntch ican contol rectifier (10) Pha connector. The magneto is a solid state type. lt generates (makes) current in the allernator section of the magneto. Low tension current is held in the capacitor and then released. Distribution is then made through the distribution board (4), This system has no contact points, contactors or brushes. There is no spark inside the magneto and only minimum wear. An ignition spark of high tension is made by the transformer to start the air fuel mixture burning under all operating conditions, The alternator makes a voltage as the magnet rotor is turned by the engine through a drive coupling. The alternating current is sent through a rectifier and held in ‘a capacitor (5). A zener diode, on the power board is the regulator of the capacitor voltage for proper ignition, ‘As the pulser rotor (8) moves by each puiser col (rigger circut) (7), a voltage is made and sent to the electronic switch (silicon controled rectifier) (9) forthe cylinder ready for ignition. The switch is then turned on and permits the capacitor (6) to release the voltage (discharge). Then the voltage goes through the distribution board (4) and to the transtormer. The transformer causes a spark (impulse) of high voltage {and low current. This is sent across the electrodes of the spark plug, AS the pulser rotor moves by each pulser coil, the same development of spark (impulse) is made. 6378, G398 & G399 Engines “Systems OperationSolid State Magneto (Altronic) 1850097P1 ‘Cross Section Of Sats State Magneto (Arnie) {@) Aternator. (8 Vent. 6) Speed reciction gears, (6) Pckup col. (7) Drive tang. (8) Eneegy storage capactor. (2) Rotation timer arm. (10} SCR Sold state switch. (11) Output connecter. ‘The Altronic magneto is made of a permanent magnet alternator section (1) and brakerless electronic firing Circuit (2). There are no brushes or distributor contacts ‘The engine turns magneto ave tang (7), The ceive tang tums alternator), speed reduction gears (5) and ‘otating timer arm (8). As the alternator is turned it provides power to charge eneray storage capacitor (8) ‘Thete are separate pickup cos (6) and SCR (sitcon controled rector) Sold state switches (10) for each engine cylinder. The timer arm passes over pickup coils (6) m sequence. The pickup cols turn on sob state switches (10) which release the energy stored in capacitor (8). This energy leaves the magneto trough Sot State Magneto Aron) aulput connector (1). The energy travels through {1} Alternator section. (2) lectronc fring section ‘wiring harness to the ignition cols where itis transformed tothe high voltage needed to fire the spark plugs 6379, G398 & G399 Engines 8 ‘Systems OperationInstrument Panel Instrument Pane! (1) Stop switch: (2 Gauge fr the of pressure (8) Reset button for the magnetic switch. (8) Reset button fr tho gauge for ol pressure. (5)Gauge forthe water temperature The instrument panel has a magnetic switch, manual stop switch (1), ol pressure gauge (2), and a water temperature gauge (5) which are connected to the ‘magneto. The protection shutoff valve for the gas supply line is also operated by the instrument panel When the magnetic switch is activated it connects the magneto to ground and stops the engine. Ths isthe oral way to stop the engine. I the water temperature {ets too high or the oll pressure gets too iow the e@ magnetic Switch is activated, Before a cold engine is started, push in reset button (3) for the magnetic switch and reset button (4) for the {gauge for the ail pressure. This prevents the Connection of the magneto to ground because of low oil pressure, When the engine starts, normal oil pressure releases the switch from reset position. The ‘gauge switch is then ready to stop the engine when the ll pressure is (ow When the gauge switch for the water temperature has correct operation, a hat engine cannot be started. G379, G398 & G399 Engines rop1972 i Pressure Gauge (@) eset button for the gauge for ol pressure. When the reset button for the magnetic switch is held in, the gauge switches for the oll pressure and water temperature cannot make connection of the magneto to ground, ‘The protection shutol valve for the gas Ine needs manual setting 0 open it ater the engine has stopped Spark Plugs And Adapters ‘Spark plugs for this gas engine use two ground electrodes. This permits the spark plug to operate longer before adjustment or replacement is needed. Spark Plug And Adapter (@) Cover (2) High tension we, (3) Sea. (2) Spark plug adapter. (6) Spark pg ‘A.cover (1) is used over the spark plug adapter. High tension wire (2) goes through cover (1) to the connection (terminal) portion of spark plug (6). This ‘Systems Operationkeeps water, dirt and other foreign material out of spark plug adapter (4). Ignition Transformer Ignivon Transtormer The ignition transtormer causes an increase of the magneto voltage. This is needed to send a spark (impulse) across the electrodes of the spark plugs. For good operation, the connections (terminals) must be Clean and tight. The negative transformer terminals, with (=) mark, for each transformer are connected together and to ground. The wiring diagrams show how all wres are to be connected to the plug connection at the magneto. Wiring Diagrams (Fairbanks Morse) 18908:01 Wiring Diagram with Overspeed Contactor And Gas Vaive (1)Soleno.d. (2) Gas valve. (8) Overspeed contactor.) Magneto plu connector. (5} Magnetic switch, (6) Stop evan. (7) Swit of the gauge fr the ll pressure. (8) Switch of the gauge forthe water temperature. (8} Engine instrument panel. 10} Water lvel G379, G398 & G399 Engines Ignition Distribution System 6308 Engine SAE Standard Rotation (1) Spark pig. 2) Transtrmer (3) Mageto plug comector. (4) Magnetic switch (5) Stop switch. (6) Swen ofthe gauge for Ihe ol pressure. (7) Sunt ofthe gauge forthe water temperature. (8) nstreven pane (62098 Engine, SAE Oppexite Rotation (1) Spare plug (2 Transformer. (3) Magneto lug connector. (4) Magnetic suitch. 6) Stop switch. (6) Swaten of tre gauge for the ollpressure.(7)Sinteh of the gauge forthe water ‘temperature (8) Instrument pane, ‘Systems Operation(6979 Engine, SAE Standard Rotation (€) Spark pug. @) Transformer. (3) Magneto plug connector. 4) Magnetic svten (6) Stop sulin, () Switch of the gauge for the oll pressure. (7) Switch of the gauge forthe water temperature, (8 Instument pana 6378 Engine, SAE Opposite Rotation (1) Spark plug.) Transtormer. @) Magneto lug connector {@) Magnetic sei. (5) Stop switch (6) Swith ofthe gauge for tne of pressure (7) Switch of the gauge or the water temperature (8 Instument panel G379, G398 & G399 Engines 1" ‘Systems Operation999 Engre, SAE Sadare Rotation {i rote ta 8 (ur age py connec Rh de ak) ago pg comectr, (Magnet mth.) ‘Sut St Of Gauge rot psec (See ot ue fo alr amperes Sous fog. irom pare (2390 Engine, SAE Opposite Rotation (1) Transformer. 2) Left sie (bank) magneto pug connector. (9) Right sie (bank) magneto plug connector.) Magnetic switch. (5) Stop Switen. (6) Switeh of gauge fr oll presse, (7)Switon of gauge for water temperature. (8) Spark plug. (8) Instrument pare G379, G398 & G399 Engines 12 ‘Systems OperationWiring Diagrams (Altronic) ecz075e1 Wiring Diagram With Overspeed Contactor And Gas Valve (1) Magneto. (2) Solenoid. (3) Gas valve (8) Overspeed contactor {5} Magnetic swatcn. 6) Stop switch. (7) Swatch ofthe gauge lor tne ol pressure. @) Swen of the gauge forthe water temperature. (9) Engine instrument panel. (10) Magneto (Lett Bank 6399), Ignition Distribution System (6379 Engine, SAE Standard Rotation (1) Spark plug. 2) Tranctormer (3) Magneto plug connoctor. {)Magnetic ston.) Stop swen. () Swate ofthe gauge for the ol pressure. (7) Suni of the gauge forthe water temperature. (8) strument para Frng ordor 1-854-7.236) Pn Order AB-COEFA 6379, G398 & G399 Engines 13 (6379 Engine, SAE Opposite Rotation (3) Spore pug, (2) Trarstormer. (3) Magneto plug connector. {4} Magoetic evite, (5) Stop sch. () Such a the gauge for the ol pressure. (7) Seiten ofthe gauge for te water. temperature (8) Instrument panel Feng Order 1-4-5.2.7.5.98 Pin Order LA'B-C- ar964 (0998 Engine, SAE Standard Rotation (1) Spark pug, (2) Transformer. (2) Magneto plug connector 4) Magnetic ston (6) Stop switen. (6) Swen ofthe gauge for {he ol pressure. (7) Sten ofthe gauge for the water temperature. (6) Instrument panel Fring Ordor 112.94.58-01-2-3407-6 Pin Order AB COEF HNEKLM ‘Systems Operationeeasvey —E=5 (6398 Engine, SAE Opposite Rotation (1) Spark pup. 2) Transfermer. (3) Magneto plug connecter. (4) Magnetic switch. 5} St switch. (6) Suton of the gauge for the ofl pressure. (7) Sach ofthe gauge forthe water temperature. (8) Insiranent panel. Firing Order 1-49-8-52-11-103-5-7-12 Pin Order AB.C-D-E-FAMLKLM G379, G398 & G399 Engines 14 ‘Systems Operation: \ is) fig Ra J im Hhvless [fir t hy : ! TA | — y G ik i If ua 2600" ® = Ce et mon cosy oh nt oennarno ng resent eS eter engnt imme oe oe 6379, 6398 & G399 Engines 15 "Systems OperationW 4 1 K 4 1 4 6 F £ 0 c 8 77081 {6399 Engine, SAE Opposite Rotation (]) Let soe (bank) magneto plug conectr. (2) Transformer. @) Right sie (bank) magneto plug connector. 4 Spark plug (5) Magnetic ‘Suitch. (6) Stop ston (7) Swen of gauge for oll pressure. 6) Switch of gauge Tor water temperature (6) nseument pana Fring Order 112-11-43-10916-15:85-1813.87-2 Pin Order = Right AB-CO-E-F-+H Pin Order Lett ABC OLEH G379, G398 & G399 Engines 16 ‘Systems Operation6399 Engine, SAE Standard Rotation (Single Magneto) (1) Spark plug (2) Transformer. (3) Magneto plug connector. 4) Magnetic switch. (5) Stop switch, (6) Switch ofthe gauge forthe pressure () Switch ofthe gauge fo the water temperature (@)Insrument pane! Fiong Order 1-2-11-12-3481016-16.56°13-147-8, Pin Order ABC OEP HCLMNPRST 379, G398 & G399 Engines 7 ‘Systems Operation(6399 Engine, SAE Opposite Rotation (Single Magneto) (1) Spark plug, (2) Transformer. (3) Magneto pug connector.) Magnetic switch (5) Stop switch. (6) Switch ofthe gauge forthe of pressure (7) Suite of he gauge forthe water temperature. (8) Instrurent panel. Fring Order {12114 310-916 156-5:16130-7-2 Pin Order CDEP HIKLMNPR STA G379, G398 & G399 Engines 18 ‘Systems OperationGas, Air Inlet And Exhaust Systems @ i 195429.101 Gas, ir nit And Exhaust System (Typical stration Of Natural Gas Syste) (()Pressure requiator for the lett cyimce's ofthe engine (2) Balance ine for let cyinders. (2) Supply tne to left carburetor. (4) Exhaust ‘manields. (5) Carburetor on right sie of engin. (6) Supp line to right carburetor (7) Balance line Tor right cylinders. (8) Pressure regulator {or right cylinders of engine. (8) Ar cleaner fe sight side of engine. (10) Man supply of natural gas. (1) Inet manifold. (12) Governor inhage ta carburetor. (18) Turbocharger compressor (14) Turbine wae. (15) Equalizer tube. (16) Oiferental pressure regulator. (17) Exnaust Bypass. (8) Aftercooler (A) Boost of air with gas. (6) Gas suppy. (©) Exhaust gas. (0) It ar (E) Boost ofa. (F} Coolant \n addition to components shown in the above diagram, some installations have a shutoff valve attachment in the supply line for the gas. The valve is electrically operated from the ignition system and can also be manually operated to stop the engine. After the engine is stopped, manual setting is needed to start the engine. Engine installations using propane gas have system components the same as llustrated above. In addition, a Thermac vaive for reduction of pressure, and a load adwusting valve between the line pressure regulator and carburetor are used. 6379, G398 & G399 Engines 19 Two turbochargers are used. The right turbocharger ives a boost of air to the left cylinders. The left lurbocharger gives a boost of air to the right cylinders, ‘Changes in engine load and fuel burnt cause changes Inepm of the turbine wheels (14) and impellers, ‘Systems OperationWhen the turbocharger gives 4 pressure boost to the inet air, the temperature of the air goes up. A water cooled aftercooler (18), is installed between the turbochargers and the air inlet manifolds (11) to cylinders. The aftercooler causes a reduction of air temperature from the turbochargers. AA ditfuser plate in the center of the exhaust elbow keeps the exhaust gases from the turbochargers apart Aftercooler The aftercooler is installed on the top of the flywheel housing. Water flow through the aftercooler, lowers the temperature of the inlet air from the turbochargers. With cooler air, an increase in weight of air will permit ‘more fuel to burn. This gives, an increase in power. The aftercooler can be changed to use sea water as the coolant. When the water adapter is used, a batfie in the flywheel housing is removed. This removes the flow restriction in the fresh water cooling system of the engine. Sea water must not be used in fresh water cores. Fuel Supply onsen (1) Pressure regulator. (8) Supp tne to carburetor. (5) Carburetor (10) Main supply of natural gas. (11) Inet mano {12} Governor inkage to carouretor G379, G398 & G399 Engines Line Pressure Regulator Regulator Operation (1) Soring side chamber. (2 Adjustment screw. (@) Spring (4) Outlet. (5) Valve tse (6) Main orifice (7) Main haptragm, (@)Lever side chamber.) Lever. (10) Fin. (11) Vave stom, (2)Inet (A) vent valve Regulators for the pressure of the fuel are used for teach side of the engine. Adjustment of each regulator s made by turning the agjustment screw (2) Gas goes through the inlet (12), main ofifice (6), valve disc (5), and the autlet (4). Outlet pressure is felt in the chamber (8) on the lever side of diaphragm (7). ‘AS gas pressure in chamber (8) becomes higher than the force of the diaphragm spring (8) and air pressure in the spring side chamber (1) (atmosphere on naturally aspirated engines, turbocharger boost on turbocharged engines), the diaphragm is pushed against the spring This tumns the lever (9) at pin (10) and causes the valve stem (11) to move the valve disc to close the inet orice With the intet orifice closed, gas is pulled from the lever side of chamber (8) through the outlet, This gives a reduction of pressure in the chamver (8). As a resuit the pressure becomes less than pressure in the spring side chamber. Force of spring and air pressure in the ‘chamber on the spring side moves the diaphragm toward the lever. This turns (pivots) the lever and ‘opens the valve disc, permitting additional gas flow to the carburetor. When the pressure on either side of the diaphragm is the same, the regulator sends gas to the carburetor at a set amount ‘Systems OperationVent Valve v7087-1P1 Vent Valve Operation (13) Upper flapper. (14) Once. (15) Oritee plate. (16) Lower flapper. (17) Serngs (0) [As main diaphragm (7) is moved toward spring chamber (1), ai is removed from chamber (1). This movement oar pushes lower flapper (16) upward, taking upper flapper (13) with it. The trapped air is released. This 1s done rapidy enough to prevent any loss of time in the movement of the main diaphragn because of air compression ‘As main diaphragm (7) moves toward lever chamber (@), air moves in to fil the vacuurn caused in the ‘chamber (1). This pushes upper flapne (13) against orifice plate (15). Ar going through openings in upper flapper opens lower flapper (16) and fils chamber (1. Carburetor Operation {Operative Position Shown) (1) Balance tne iret. (2) Fuel not (9) Ai horn. (# Outer chamber. (6) Power mixture agjustment. 6) Diaphragm (7) ner chamber. {8 Chamber (9) Fuel outet tube, (10) Carburetor body. (13) Spring. (12) Fuel valve. (13) Sensing holes. (14) Ring. (15) le ‘agustment opening. (16) Throttle plate Air goes into the carburetor through air horn (3) and fills outer chamber (4). Air goes into inner chamber (7) (mixing chamber) by moving diaphragm (6) away from ring (14). Thare are three diaphragms for the G399 engine and two for the G398 and G37 engine carburetors. Fuel goes into the carburetor through fuel inlet (2), and goes by the power mxture adjustment (5) to the center of the carburetor and into tube (9) tor the fuel outlet. Fuel valve (12) fastened to diaphragm (6). With the diaphragm moved away from ring (14), fuel {goes through fuel valve (12) and into chamber (7). The {uel and air mixture in inner chamber (7), goes down by throttie plate (16) and into the inlet manifold With the engine stopped, spring (11) holds diaphragm (6) against ring (14) and holds fuel valve (12) closed, No air or fuel can go to inner chamber (7). AS the ‘engine is started, the vacuum in the cylinders, caused by the intake strokes of the pistons, cause a low pressure condition in inner chamber (7). This low pressure is felt by chamber (8), behind the diaphragm through holes (13). This permits the pressure in ‘chamber (8) to balance with the low pressure condition in the inner chamber. As soon as the inlet pressure on the diaphragm (6) is higher than the spring force, the diaphragm moves out. This also moves fuel valve (12) ‘out and permits air and fuel to go into the inner chamber. A small volume of airs also measured into the inner chamber (7) through idle adjustment opening 18) 6379, G398 & G399 Engines 21 Systems OperationValves And Valve Mechanism ‘The valves and the valve mechanism control the flow of inlet ar and exhaust gases in the cylinder during engine operation, ‘The intake and exhaust valves are opened and closed by movement of these components: crankshaft, camehalt, liters, push rods, rocker arms and valve springs, The camshaft gear is driven by a gear on the crankshalt. The gears between the crankshaft and the camshaft give the timing. When the camshaft turns, the cams on the camshaft also turn and cause the ters to g0 up and down. This moverent makes the push rods move the rocker arms, Movement of the rocker arms causes the intake and exhaust valves in the cylinder head to open and close according to the firing order (ignition sequence) of the engine, Valve springs for each valve hold the valves in the closed positon, Valve rotators cause the valves to turn while the engine is operating. The rate of valve rotation is approximately three dagrees each time the valve is opened. This helps to prevent too much carbon deposits on the valves Valve And Valve Mechaniom (Cross Section, Single Spring Type) (1) Rocker arm. 2) Locks. (3) Spring. (2 Retainer. (5) Guide. (@) Valve rotator. (7) Push rod. (8) Valve, (9) Bracket assembly (10) Connector. (1) Valve iter. Air Inlet cosere Ar inet (1) Pressure roguator. (2) lance tne. (8) Air leaner. (19) Turbocharger compressor (15) Equalzer tbe. (18) Attercocer Panel-Type Air Cleaner ‘The two pane-type air cleaners each have a dry-type fiter element (2). The elements can be removed and cleaned ‘ossre ‘Re Flow OF At Greaner (1) Gasket (2) Fiter element. (2) Cover. (4) Hose. (5) lamps. {6) Outlets to turbocnarger. During operation, air goes through the opening in cover {G). Gasket (1) prevents air fow around element (2). When the air goes through the fiter element, the element removes the dit from the air. The clean alr {908s through outlet (6) and into the turbocharger 6379, G398 & G399 Engines ‘Systems OperClamps (5) fasten the hose (4 to air cleaner outlet and turbocharger inlet. Hose (4) between the turbocharger land the air cleaner is flexible. ‘Turbocharger ‘The turbochargers are installed at the rear of the exhaust manifolds. All the exhaust gases from the. ‘engine go through the turbocharger. ‘The exhaust gases go through the blades of the turbine wheel. This causes the turbine wheel and compressor wheel to turn, Clean inlet air from the air cleaners is pulled through the air inlet of the compressor housing by the ‘compressor wheel. The compressor wheel causes a compression of the air. The air goes to the inlet ‘manifold of the engine Cross Section OF Turbocharger (1) Compressor whee! (2) Compressor rousing. (3) Thrust bearing (4) Lubneation int port. (9) Tune housing (6) Turbine wheel (7) Aint. (8) Exhaust outet. (9) Soove, (10) Saft bearings. (11) Sieve. (12) xraust ine. The turbocharger bearings use engine oil under pressure for lubrication. The oil comes in through port (4) and goes through passages for lubrication of the thrust bearing (3), rngs and the bearings (10). Oil rom the turbocharger goes through an opening in the bottom of the center section and to the engine sump. Balance Line ‘The balance line controls the correct differential pressure between the line pressure regulator and. carouretoriiet When the load on the engine changes, boost pressure {rom the turbocharger changes in the inlet manifold The balance line sends a signal of this change in pressure to the spring side of the diaphragm in the tine pressure regulator. This pressure change causes the regulator diaphragm to move the line regulator valve to Correct the gas pressure to the carburetor. By this method, the correct differential pressure between the regulator for the line pressure and carburetor inlet is, controled, Exhaust System ceosses Exhaust System (4) Exhaust arto. (11) nt manifold. (14) Turbocnarger {urbe wheel. (16) Ditferental pressure requater. (17) Exhaust bypass. ‘A plate in the center of exhaust pipe elbow keeps the exhaust from each turbocharger apart. This prevents. too much back pressure of the exhaust G379, G398 & G399 Engines 23 Systems OperationDifferential Pressure Regulator (Engines With Turbocharger) Exhaust Bypass System (1) Differential praseure regulator. (2) ir net pipe. (9) Exhaust ‘manifold. (4) Carburetor. (5) Turbocharger. (6) Roglator contol Tne connection The differential pressure regulator (1) is installed on the turbine housing (12). controls the amount of exhaust gases to the turbine wheel, The exhaust bypass valve (9) is activated directly by a pressure differential between the alr pressure (atmosphere) and turbocharger compressor outlet pressure to the carburetor. One side of the diaphragm (13) in the regulator feels almospheric pressure through a breather in the top of the regulator. The other side of the diaphragm feels air pressure from the outlet side of the turbocharger ‘compressor through 2 control line connected at (6) When outlet pressure to the carburetor gots to the correct vaiue, the force of the air pressure on the diaphragm moves the diaphragm which over comes the force of the spring (8) and atmospheric pressure, This opens the valve, and stops exhaust gases from going to the turbine wheel, 6378, G398 & G399 Engines 24 yess 2 B iu“ Diterentil Pressure Regustor (6) Reguator contra! tne connection. (7) Spacers. (8) Spring {S) Bypass vaive (10) Breather location, (17) Bypass passage. (12) Turbine housing. (53) Daphragm. (14) Shims ‘snares The location of the bypass passage (11) is inside the turbine housing. Under constant load conditions, the valve will take @ set position, permitting just enough ‘exhaust gas to go to the turbine wheel to give the correct ai pressure to the carburetor, Hydra-Mechanical Governor Governor Oi Purp Supply (A) 01 manifold (8) Driled passages. (C)O% pump ‘The governor controls the amount of gas needed 10 keep the engine at the desired rpm. ‘The supply of engine oil to the governor is sent through the oil manifold (A) of the governor drive nousing. Drilled passages (B) send ail to the upper housing and reservoir of the governor. The ail reservoir in the ‘governor drive housing gives a supply of oil for the ‘Systems Operation{gear-type oil pump (C). The capacity of the pump is 5.68 liter/min (1.5 U.S. gpm) at 1200 ¢pm of the engine. The oil pressure to the gavernar is 690 kPa (100 psi This pressure is used in the governor for hycraulic assistance Governor (1) Stop colar. (2) Adjusting screw. (3) Stop bar (4) Lever. (6) Governor spring. (8) Seat assembly. (7} Valve. @) Weight assem (9) Seat. (10) Oi passage. (11) Cyincer. (12) Piston. (13) Sleeve. (14) 01 pump cover. (18) Governor crve housing. (16) 01 pump gear. (17) in assornby. (18). Deve shat The governor has weights (8), which are driven by the engine. The governer spring (5), hycrauic valve (7) and piston (12) are connected to the weights to contol the Carburetor linkage. The pressure oi for the governor ccomes from the engine ol pump. Pressure ol goes through @ passage and around sieeve (13). ‘Compression of governor spring (5) is made by the governor contro! setting. Any compression of the Spring moves the carburetor throttle plate to give more fuel to the engine. The centrifugal force (rotation) of governor weighis (8) moves the throite plate to close and cause a reduction of fuel to the engine. When these two forces are in balance, the engine runs at the desired rpm (governed rpm), When foad on the engine goes up, there is a reduction of engine rpm and @ slower rotation of governor weights (8). (The governor weights will move toward each other). Governor spring (5) moves valve (7) forward, When the valve roves, an oll passage around the valve opens to pressure ail. Oil now fils the ‘chamber behind piston (12). This pressure oil pushes. 1e piston and carburetor linkage to give more fuel to he engine. Engine rpm will go up until the rotation of the governor weights is in balance with the force of the governor spring, When these fwo forces are in balance, the engine will run at the desited rpm (governed rpm} When the engine is started, the plunger for the speed limiter puts a restriction on the movement of the governor control. When oll pressure comes up to the ‘Operating level, the governor control can be moved to the HIGH IDLE position because the ail pressure pushes the plunger out of the way and the restriction is removed, When engine rpm is at LOW IDLE, an adjustment screw isin contact with a stop at the carburetor. To stop the engine, push the stop button on the instrument panel, This connects the magneto to ‘ground. il rom the engine gives lubrication to the bearings of the governor weights. The other parts of the governor {get lubrication from ‘splash-tubrication’ (ol thrown by ‘other parts). Oil from the governor runs back into the ‘governor drive housing and to the crankcase. G379, G398 & G399 Engines 25 ‘Systems OperationLubrication System rorssu2P1 " 2 w “ 15 16 ” ‘Schematic Flow Dagram Of The Lubrication System (Pressure ol flow s shown in ight gray, suction return ol or splashubicated points are shown in dark gray) ()O) return ine for turbocharger. (2) 8 uppy Ine for turbocharger. (2) OX mane for fuel pump and governor drive housing. (4) Booster ‘al pum for govern. (5) Valve rocker mechanism, (6 Marvold fr ol distribution. (7) Oil cooker. (8 itr housing. (8) Gamshatt bearings {10} Mam bearing of crankshalt. (11) Connection rod bearings. (12) Ol spray tubes. (13) Pump of prelube system. (14) Pressure regulating valve. (15) Suction bel (16) Single section ol pump. (17) Ol pan base The lubrication system uses a single section pump. in addition, 16 Cylinder Engines have a pump for the prelube system. The prelube pump is driven by either a 115/230 V AC motor, an air motor of a 32 V DC motor. Main Lubrication System Cl from the oil pan base (17) goes through oil cooler (filter housing (8) and into manifold (6) for distribution. ‘A regulating valve (14) installed on the oll pan base Ccontrols the maximum pressure of the ail rom the ‘Bump (16). A valve in the fter housing ets cil go, around the oi fiter elements when cold oll causes a reduction to flow. When the oils warm, only clean (filtered) oll goes to the engine bearings. Restriction in the oil iter elements causes the fiter valve to open This sends the flow to the oll distribution manifold. 6379, G398 & G399 Engi 26 {A service indicator for the ol filter is on top of the filter housing, When the red indicator button goes up ‘approximately to the center of the clear indicator the fiter elements must be changed. The manifold for oil aistribution sends oil through connecting passages and lines to the inside and outside components of the engines. Lubrication Of Outside Components The turbocharger, governor, governor booster pump (4) and the drive shaft for the governor get oil from cil ‘manifold (3). When equipped with an oil pressure. shutoff, it also gets oil from this manifold. Return oll from these components goes to the oil pan base.Lubrication Of Inside Components ‘The manifold (6) sends oil through passages and tubes to: al spray tubes (12) for pistons, valve rocker mechanism (5), camehalt bearings (9), crankshaft bearings (10), connecting rod bearings (11) and to oil manifold (3) ‘Timing Gears Ol under pressure goes to the thrust bearing for the ‘camshatt. The gears get lubrication oil from the turbocharger, camshaft and crankshaft rear bearings. Front Accessory Drive ‘Schematic Flow Diagram Of The Front Accessory Drive (OF dstinuton manifox. (2) Water puro gear (3) Ol pump ‘9 (4) Ma er gear. (5) Balancer goa. (6) Crankshaft gear. {ple gear () er gear ‘The oll distribution manifold (1), sends oi! through a riled passage to the front main bearing, and from this passage to the front accessory drive. Steel tubes in the Iront accessory crive housing send oi to the bearings ff the idler gears (7) and (8), water pump gear (2), ol| pump gear (3), main idler gear (4), and in 8 cylinder engines, the balancer gear (5) Prelube System ‘Component Loca (1) 04 pump.) Tee. (8) Electric motor. (4) Check valve This prelube system has a pump (1) that is criven by either a 115/230 V AC moter, an air motor or a 32 V DC motar (3), switches, valve and adapting lines and fitfings. The motor and pump are on the right side of the engne. This system has a suction tube in the oil pan base, It sends oil into the engine oil supply at the tee (2) below the all cooler The prelube pump will start when the diesel engine starting switch is activated, When oll pressure of 7 10 47 KPa (1 t0 25 psi) is in the supply lines fo the turbochargers, the switch closes. This sends current to the starter solenoid and it starts to crank the engine, When the diesel engine starts and the starting switch 's released, the prelube motor stops and engine lubrication supply is by the engine oil pump. A check valve (4) prevents a flow of engine oll under pressure {rom circulating through the prelube pump during normal engine operation, 6379, G398 & G399 Engines 27 ‘Systems OperationCooling System 4 2 B 10 9 eas0P3 Flow Of Coolant In Radiator Cooking System ()Aftercooler (2) Exhaust manifold. (3) Tubes. 8) Water marifol. (5) Reguiator housing. (6) Racator. (7) Bypass line (6) Water pump (©) Cynder ead (10) Engine oi cooker. (1) Junction housing. (12) Bottom passage. (13) Fiywhael housing, (14) Top passage. Engine Jacket Water Cooling System ‘A gear driven centritugaltype water pump is used to ‘move the coolant through the engine jacket water The two most used methods to remove heat from the cooling system. The water pump is on the right side of engine jacket water are the radiator and the heat the engine on the rear of the accessory drive housing, exchanger. The heat exchanger method must have an expansion tank to give room for the expansion of the The flow of coolant through the engine is as follows: coolant. The radiator has a top tank to give room for Coolant from radiator (6) or expansion tank (16) is the expansion of the coolant. pulled through the inlet ine by water pump (8). The. water pump then pushes the coolant to engine oil covier (10), From the cil cooler the coolant goes to top passage (14) in flywheel housing (13). G379, G398 & G399 Engines Systems OperationCoolant goes through the top passage in the flywheel housing to junction housing (11) on the left side. The ‘coolant tutns 180 degrees in the junction housing Cover and goes into Botton passage (12) in the fiywheel housing, NOTE: Turbocharged engines are aftercooted Aftercooler (1) is mounted on the flywheel nousing and is cooled by a separate source of water. The water temperature is imited to 32°C (90°F) on high compression ratio engines and 54°C (130%) on low Compression ratio engines. Auxiliary pumps provide water ‘low through the aftercooler circuit, See the topic, Sea Water And Separate Circuit Aftercooter Water Systems, 6379, G398 & G399 Engines ‘Systems Operation5 " 4 2 ‘260.169 13 10 a. loose mo Flow Of Coolant In Heat Exchenger Cooling System (1) Attercolee (2) Exhaust marl. (3) Tubes (6) Water manlla(5) Regulator housing. (8) Water pump. (8) Cynder head. (10) Engine ot ‘codter. (1) Junction housing. (12) ottom passage. (13) Flywheel housing (14) Top passage. (15) Water cooled turbocharger shel. (18) Expansion tank. (7) Engine jacket water nest exchanger. In the bottom passage of the flywheel housing part of the coolant goes to the left side of the cylinder block The remainder of the coolant goes across the flywree! housing into the right side of the cylinder block. The Coolant then flows through the cylinder block, around the cylinder liners and into cylinder heads (9). Lines from the rear of the cylinder block let coolant go to water cooled turbocharger shield (15). Coolant goes from the shield throug lines to either water cooled or water shielded exhaust manifolds (2), Coolant from the cylinder heads goes through tubes (3) to the exhaust manifold shields or the water cooled exhaust manifolds and then to the front of the engine to water manifold (4) Coolant goes from the water manifold to regulator housing (6). The regulators in the housing contro! the flow of coolant to the radiator or heat exchanger 10 Control the temperature in the cooling system. 6379, 6396 & G309 Engines ‘Systems OperationWhen the system has a radiator, there is a bypass line (7) from the inlet side of the regulator housing to the inlet pipe for the water pump, When the system has a heat exchanger and expansion tank, there is a bypass passage fron the inlet side of the regulator housing to the expansion tank. In either system when the temperature of the coolant is not high enough to open the regulators, coolant will bypass the radiator or heat ‘exchanger to permit quick warm-up of the engine. Coolant Level Switch 2502 Coolant Level Switen (Earker Type) (0) Feat. (2) Seaton ovverr2 CCoovant Level Swen (Later Type) (2) Switeh. (3) Operating arm, ‘Some systems with expansion tanks have a coolant level switch for the purpose of checking coolant level in the system, The coolant level can be seen through the 6379, G398 & G399 Engines at glass on earlier type switches. The float (1) which ‘Operates the switch (2) also can be seen. The float position on the later {ype switch is shown by the operating arm (3), \When the coolant level gets too low, the switch can be sed to sound an alarm, ight a warning light or operate a device to stop the engine, A high coolant level alarm also can be connected to the later type switch, ‘Systems OperationSea Water And Separate Circuit Aftercooler Water Systems ‘Sea Water System 8 AnsoetPt Flow OF Coolant In Sea Water Cocing System (17) Engine jacket water neat exchanger. (18) Sea water pump. 19} Aftercooler inet ow. (20) Outlet elbow, (21) Marine gear of cooker (22) Flange. (2) Water outlet connection. (26) Flange. ‘The sea water altercooler system uses sea water (water that is not treated) to remove heat from the aftercooler ‘cores and other cooling system components. A gear driven, centrituga!-type water pump is used to move the sea water through the system, The pump is on the left side of the engine on the accessory drive housing Zinc rods are installed in the sea water system to help Prevent corrosion of the system components. These rods must be replaced trom time to time to keep the: resistance of corrosion high. The plugs for the zinc rods have red paint for easy identification Sea water pump (18) pulls water through the inlet pipe land then pushes it through a pipe to altercooler inlet elbow (19). A part of the water al the elbow goes to the front aftercooler core and through a pipe to the rear aftercooler core, and the remainder of the water goes through a pipe to outlet elbow (20). The restriction of the pipe to the outlet elbow will cause most of the Water to go through the aftercooler. Water from the rear aftercooler core goes to the outlet eloow and mixes, ‘with the water from the inlet elbow. 6379, G398 & G399 Engines ‘Systems OperationNOTE: There isa plate with an orifice instalied between the rear aftercooler core and the outlet elbow to help keep the altercooler cores full of water Part of the water al the outlet elbow goes to marine {gear oil cooler (21) if so equipped, and the remainder ‘goes through flange (22) to water outlet connection (23). Water from the marino gear oll cooler goes to flange (24). there is a plate with an ontice instaied between the aftercooler outlet elbow and flange (22) to ‘make the water go through the marine gear oii cooler. Water from the water outlet connection goes to the tube side of the engine jacket water heat exchanger (17), The water goes through the heat exchanger and, then to the sea water outlet (overboard discharge). 379, 6398 & G399 Engines 33 ‘Systems Operation‘Separate Circuit System Flow Of Coolant In Saparate Crcuit Cooling System (29) AStercoce net ebow. (20) Outlet elbow. (21) Marine gear ol cooler. (22) Flange (23) Water outlet connection, (24 Flange (26) Fresh water pump. (26) Keel cooler. (27) Expansion tank. The separate circuit aftercooler system uses fresh water (water that is treated) to remove heat from the aftercooler cores and other cooling system ‘components. A gear-driven centritugaltype water ‘pump is used to move the fresh water through the system. The pump is on the left side of the engine on the accessory drive housing, Fresh water pump (25) pulls coolant through the inlet pipe and then pushes it through a pipe to the front aftercooler core, The coolant flows through the front G379, G398 & G39 Engines aftercooler core and then through the rear aftercooler Core to outlet elbow (20), Part of the coolant at the Outet elbow goes to marine gear oll cooler (21) if so ‘equipped, and the remainder goes through flange (22) to water outlet connection (23). Cooiant from the ‘marine gear oil cooler goes to flange (24). There is a plate with an orifice installed between the aftercooler ‘utiet elbow and flange (22) to make the coolant go through the marine gear oll cooler. ‘Systems OperationCoolant from the water outlet connection goes to keel cooler (26) or a fresh water heat exchanger which will remove the heat from the coolant. The coolant then. returns lo the water pump inlet pipe. An expansion tank (27) is installed in the inlet pipe to give room for expansion of the coolant Basic Block Cylinder Block, Heads And Liners ‘The cylinder block is a 60° vee. There is a counterbore in the top of the block for each cylinder liner. The bottom of the counterbore is the support for each liner, Covers on the side of the cylinder block permit inspection or replacement of the connecting rod and main bearings without removal of the oil pan base. The engine has one cylinder head for each two cylinders. The earlier block has studs to fasten the cylinder heads. The later block has bolts to fasten the: inder heads Coolant in the engine flows around the liners to remove heat from them. Three O-ring seals at the bottom and a filer band at the top of each cylinder liner make a seal between the cylinder liner and the cylinder block Pistons, Rings And Connecting Rods The piston has three rings; two compression rings and one oil ring. All rings are located above the piston pin bore. The two compression rings seat in an iron band \which is cast in the piston. The oil ring is spring loaded, Holes in the oil ring groove return oll fo the crankcase. The fulefloating piston pin is held in place by two snap sings which fit n grooves in the pin bore. Piston cooling jets, located on the bottom of the valve Iter brackets, throw oil to coo! and give lubrication to the piston components and cylinder wals. he connecting rods and caps are cut at an angle which let the piston and connecting rod assembly be removed up through the cylinder liner. The connecting rod bearings are held in jocation with a tab that fits in a groove in the connecting rod and cap. The connecting rods must be installed with the part number toward the radius in the crankshaft journal Crankshaft Combustion forces in the cylinder are changed into usable rotating power by the crankshaft. The crankshaft has @ gear on each end, The gear at the front drives the gears in the accessory drive. The gear al the back drives the engine camshaft and the ‘governor drive. The crankshaft end play is controled by thrust bearings on the rear main bearing cap. For {an opposite ratation engine the crankshaft is turned tend for end in the G398 and the G399. The crankshaft is not turned end for end in the G379 Timing Gears ‘The timing gears are in a compartment at the rear of the cyiinder block. Their cover is the front face of the tiywheel housing. The timing gears keep the rotation of the crankshaft, camshatt, balancers (8 cylinder ‘engine), and governar drive in the correct relation to each other. The timing gears are driven by @ gear in front of the rear flange of the crankshatt “Tenng Gears (8 Cyiinoer Engine thustrated) (1) Fuel pump and governor crve gear. (2 Camshaft cluster gear. (@)Balercer gear. (8 cyinder engines ony (4) Crankshalt gear, The crankshaft goar (4) turns the camshaft cluster gear (2), This gear turns the balancer gear (3) (@ cylinder engine) and gear (1) of the governor drive. The small cluster gear of the camshaft is held to the ccamshalt with a key, plate and bolts. 6379, G398 & G399 Engines ‘Systems OperationVibration Damper G398 And G399 Engines ‘Crass Section Of A Typical Vibration Damper (1) Sota cast ron weight. (2) Space between weight and case. (@)Case. The twisting of the crankshaft, due to the regular power impacts along its length, is called twisting (torsional) vibration, The vibration damper is installed on the front tend of the crankshaft. It is used for reduction of torsional vibrations and stops the vibration from building up to amounts that could cause damage. The damper is made of a weight (1) in a metal case (3) The small space (2) between the case and weight is. filed with a thick fluid, The fluid permits the weight fo move in the case to cause a reduction of vibrations of the crankshaft Front Accessory Drive The front accessory drive has power cutlets to drive accessories such as charging alternator and generator, ‘sea water pump, air compressor and hydraulic pump. The oil pump, fue! transfer pump and fresh water pump also ate driven by the accessory drive outlets. Oil under pressure is used for lubrication of shatt bearings and gears. An oil thrower and seal prevent leakage from the accessory drive housing around the crankshaft flange. Oil from the drive housing goes to the front of the oll pan base 6379, G398 & G399 Engines 36 ‘The rotation of the power outlet shaft is given in the Specification Section, Form No. REGO1306, The Girection of rotation of the power outlet shaft remains the same for both clockwise and counterclockwise rotation engines Electrical System The electrical systern can have three separate circuits: the charging circuit, the starting circuit and the low ‘amperage crcuit. Some of the electrical system components are used in more than one circuit. The battery (batteries), circuit breaker, ammeter, cables and wires from the baltery are all common in each of the routs. ‘The charging circult is in operation when the engine is running, An alternator makes electricity for the charging circuit, A voltage regulator in the circutt controls the a| o=10| sravveais | eTse720 wie | 1748 | 68 | 1500) 925 | so=22| 12025 | «=| 9210 | erasreais | eran ava__| 1905 [750 [1753] 600 | s04=22[ z0=5 |aoo= | oo=10| eraereais | eTso720 16 | 2383 | o58| 2200] 076 | 53422] 120+5 [so0= 44] +10 | etaoreais | BTsr720 MEASURE TENSION OF BELT FARTHEST FROM THE ENGINE TIAL” BELT TENSION is fo anew bal. | “USED” BELT TENSION i for aba which has more than 30 minutes of operation at rated speed of engine. oaseart Basic Block Connecting Rods And Pistons Use the SH9621 Piston Ring Expander to remove or install piston rings. Use the 5P3528 Piston Ring Compressor fo install pistons into cylinder block Tighten the connecting rod bolts in the step sequence that follows: 1. Put FelPro C100 on threads, shank and bolt head seat 2. Tighten all nuts to 85 + 5 Nem (40 + 4 1 1. 3. Put a mark on each nut and cap. 4, Tighten each nut 120° from the mark The connecting rod bearings shoud fil tighty inthe bore in the rod If bearing joints or backs are worn (fretted), check for bote size as this s an indication of ‘wear because of looseness Piston Ring Groove Gauge A 6P3519 Piston Ring Groove Gauge is avaiable for checking ring grooves with straight sides. For ingtructions On the use of the gauge, see the Guideline For Reusable Parts; Pistons, Form No. SEBF8049. '5P3519 Piston Ring Groove Gauge Connecting Rod And Main Bearings Main bearings are available with 1.27 mm (.050 in.) smaller inside diameter than original size bearings, These bearings are for crankshatts that have been ‘ground (made smaller than original size). Connecting rod bearings are available with 0.64 mm (025 in) and 1.27 mm (.050 in.) smaller inside iameter than original size bearings. These bearings are also available with 0.25 mm (.010 in.) larger outside iameter than original size bearings. These bearings are for connecting reds that have been “bored” (made larger than original size). G379, G398 & G399 Engines 86 ting And Adjusting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 (0.08 mm (008 in) 1P3587 Dial Bore Gauge Gour ‘Special Instruction Form No. SMHS7606 gives the use ‘of 1P4000 Line Boring Too! Group to machine main bearing bores. 1P3537 Dial Bore Gauge Group can be used to check bores, Special Instruction Form No, GMGOO9BI Is with the group. Cylinder Liner Projection |(WP2a06 Pater Pate [fpzage Puaer Pinte ‘BB75a8 Push Puler Crossbar and tres SHAGS Pates ‘8S3140 Cynder Block Counterboring Too! Arrangement 15510 Liner Prjecton Tool Group The correct cylinder liner projection is important to prevent a leak between the liner, olinder head and bblock. Use the procedure that follows to check cylinder liner projection. 1. Make sure thal the bore and counterbore in the block and the liner flange are clean, install the cylinder liner without seals inthe cylinder block 87 Measuring Liner Projection (Earlier (1) SH465 Paste. 2) Dial necator. (3) 192402 Gauge Body (6) Crossbar, (5) 12398 Puller Pate Measuring Liner Projection ater) (1) 34485 Plate. 2) Dial incicatr_(3) 12402 Gauge Body. (4) Crossbar. (5) 192598 Puter Pate 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 SH465 Plates as shown. Tighten the nuts evenly in four steps; 7 Nem (5 tb ft), 20 Nem (15 Ib f), 35 Nem (25 bo ft), and 70 Nem (50 tb ft). The measurement {rom 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 1°5512 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 Y turn, Testing And AdjustingTighten bott on body fo hold the dial indicator in this position, Turn the dial face until the zero isin 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 0.10 to 0.20 mm (004 to 008 in.). The difference between the four measurements must not be more than 0.05 mm (.002 in.) The maximum difference in height of liners nex! fo each other under the same cylinder hhead is 0.05 smn (.002 in.) NOTE: If the liner projection changes from point 1o ppoint around the line, turn the liner to @ new position in the bore. I the liner projection is still nat to ications, move the liner to a different bore 5. When the cylinder liner projection is correct, put @ temporary mark on the liner and the eyiinder block 0 af final instalation the liner can be installed in the cortect position. Cylinder liner projection can be adjusted by the removal of materia rom (machining) the contact tace Of the cylinder block with the use of 853140 Cylinder Biock Countertoring Tool Arrangement. The instructions for the use of the tool group are in Special Instruction Form No, FM055228. Shims are avalabe for adjustment of the liner projection, "ADIUSTMENT SHIMS FOR LINER PROJECTION ‘SHIM THICKNESS, COLOR CODE, AND PART NUMBER | za | 823.nm | Oak | O78 mm | (oov'n) | Coovtm) | Corsin) | ago eo] Green| Grown | Bue sew | ssoiso | seeist | ssats2 Flywheel! And Flywheel Housing _____ToolsNeeded ar Tt Go i Flywheel Ring Gear Heat the ring gear to a maximum of 316°C (600°F) to install. Install the ring gear go the chamfer on the gear teeth is next to the starter pinion when the Hlywheel is installed, Face Runout (Axial Eccentricity) Of The Flywheel Housing I any method other than given here is used, always remember bearing clearances must be removed to get correct measurements, Make tool setup from parts of the 8TS096 Dal Indicator Test Group. 1. Fasten a dial indicator to the crankshaft flange so the indicator anvil will touch the flywheel housing face. . Push the crankshatt to the rear to remove all end Play before reading the indicator al each point (TOP) sonar: (BOTTOM) Checking Flywheel Housing Face Funout (a) Bottom. (8) Fight side (©) Top. (0) Let side. 3. With dial indicator set at 0.0 mm (000 in.) at point (A), rotate crankshaft and tak readings at point (B), (C)and (0). 4. The difference between the lowest and highest eadings taken at all four points should nat exceed (0.30 mm (.012 in.) which is the maximum. permissible flywheel housing face uncut G379, G398 & G399 Engines Testing And AdjustingBore Runout (Radial Eccentricity) Of The Flywheel Housing {875006 Dial Indicator Test Group instaled 1. With the dial indicator in position at (C), adjust the dial indicator to ‘0 (zero). Push the crankshaft uo ‘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 umber on tne 1 in columins (8) & (D). NOTE: Write the dial indicator measurements wat the’ positive (+) and negative (~) notation (signs). This notation is necessary for making the calculations in the chart correctiy, 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 crankshatt counterclockwise to put the dial indteator at (C), Write the measurement in the chart, (6379, G398 & G399 Engines cy c(T0R) zag A (BOTTOM) ‘Checking Bore Runout Of The Flywheel Housing in the crankshaft counterclockwise to pul the dial indicator at (D). Write the measurement in the chart, 7. Add lines 1 & W by columns, 8, Subtract the small number trom the larger number in line i in columns (B) & (D). The result is the horizontal "eccentricity" (out of round). Line Il, column (C) is the vertical eccentricity. ecenrey, Ro 9. On the graph for total eecentrcity find the point of intersection of the lines for vertical eccentricity and horizontal eccentricity. Testing And Adjusting8. Turn the flywheel and read the indicator every 90°. Be sure to remove end play the same way each time 4. The difference between the lower and higher measurements taken at all four points must not be ‘more than 0.15 mm (.006 in.) which is the ‘maximum permissible face runout (axial eccentricity) of the flywheel Bore Runout (Radial Eccentricity) Of The Flywheel 1. Install the dial indicator (3) and make an adjustment of the universal attachment (4) so it makes contact as shown Graph For Total Bocentcty 10. 1f the point of intersection is in the range marked ‘Acceptable” the bore is in alignment. Ifthe point Of intersection is in the range marked “Not Acceptable,” the fiywheel housing must be changed, Face Runout (Axial Eccentricity) Of The Flywheel 41. install the dial indicator as shown. Mave the flywhee! to the front or rear to remove all end play. 7491002 (Checking Bore Runout Of The Flywheel (1) THI945 Holang Rod. (2) 71645 Holding Rod. (8) 7H1942 Indicator. (4) T1840 Universal Atachmnent 2. Set the dial indicator to read 0.0 mm (.000 in), 3. Turn the flywheel and read the indicator every 90” 4. The difference between the lower and higher measurements taken at all four points must not be more than 0.15 mm (.006 in.), which 's the ‘maximum permissible bore runout (radial eccentricity) of the flywheel yaar (Checking Face Runout Of The Fiywhee! 2. Set the dial indicator to read 0.0 mm (,000 in.) 6379, G398 & G399 Engines 90 Testing And Adjusting‘Checking Fiywheo! Cutch Piot Bearing Bore 5. Runout (eccentricity) of the bore for the pilot bbearing for the flywheel clutch, must not exceed 0.13 mm (.008 in.) Checking Crankshaft Deflection (Bend) The crankshaft can be deflected (ben!) because the installation of the engine was not correct. If the engine ‘mounting rails are nol fastened correctly 0 the foundation mounting rails, the cylinder Block can twist fr bend and cause the crankshaft to deflect. This, dellection can cause crankshaft and bearing failure. ‘The crankshaft dellection must be checked after the final installation of the engine, The check must be made with the engine cold and also with the engine at the temperature of normal operation. The procedure that follows can be used to check crankshalt defloction with the engine either cold or warm. 1. Remove an inspection cover from the oylinder block that wil give access to the connecting rod journal of the crankshaft nearest to the center of the engine. NOTICE Read the notice on the cylinder block covers before removal of the covers on a warm engine. 2, Turn the crankshait in the direction of normal rotation unti he center of the countenweights just go beyond te connecting 10d, G379, G398 & G399 Engines a ‘Measuring Detection Of The Crankshaft (1) Dial gauge. (2) Mounting face 3. Install a Starrett Crankshaft Distortion Dial-Gauge No. 696 with Starrett No. 6968 Balancer Attachment between the counterweights as shown, Put Dial Gauge (1) within 6.4 mm (25 in.) of counterweight mounting surface (2). Turn the dial of the incicator to got alignment of the zero and the pointer, Turn the indicator on its end points until the pointer of the indicator will not move ftom zero. 4, Turn the crankshaft in the direction of normal rolation until the indicator almost makes contact wilh 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 be greater than 0.013 mm (~0008 in.) close in or +0.025 mm (4.0010 in) spread 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. I the dial indicator does not read zero, do the procedure again, Ifthe dial indicator reads more than 0.03 mm (.001 in), the oyinder block is bent. Loosen the bolts that hold the engine mounting rails to the foundation mounting rai's and adjust the shims to make the engine straight again. Also check to see if the engine mounting batts have enough clearance to let the engine have expansion as it gets hot. The only bolts that can have a Light fit are bolts at the right hand rear of the engine and the right hand rear bolt that holds the engine to the oll pan base, ~~ Testing And AdjustingVibration Damper Damage to or faiure of the damper wil increase vibrations and result in damage to the crankshaft. It will cause more gear train noise at variable points in the: speed range, ‘The damper needs replacement when there is a bent, expanded damper case or loose fiting bolt holes. Replacement of the damper is also needed: 1, At major ‘overhaul, 2. At time of crankshatt failure (a torsional type), 3. When a damper is in detect. Crankshaft Seals ‘Toole Needed Bares Par "7F9540 _Hyraule Pull (287556 _Asaper. FTI05 Pash Pate -{-[-[- CCrankshatt Sea! Thrower And Ring (1) Rat rng, (2) Rear thrower. (3) Front ring. (4) Front thrower. \nstalaton OF Crankshatt Seat Thrower (6) 587548 Puster (6) 7F9S40 Hydrauhe Puller, (7) 887556 ‘Adapter (6) FT105 Push Plate Front Accessory Drive Accessory Drive Gears (@ Gyinder Engine tiustratod) (1) rater pump chive gear. (2) Main idler gear. (2) Crankshatt ‘ear. (4) Tube. (5) Thrower. (0), (7) ker gears. (@) Ol pump drive ‘ear. (9) Balancor gear. (10) Plate. ‘The gear train of the accessory drive are the same on the 8, 12 and 16 cylinder engines, except for balancer .gear (9) used on the B cylinder engine, On SAE Standard Rotation (counterclockwise) engines, the balancer gear timing mark "B” must be in alignment with the center punch mark tooth (four, five oF six punch marks) on crankshaft gear (2). On SAE Opposite Rolation (clockwise) engines, the balancer gear timing mark "R must be in alignment with the °R’ on the smal ‘idler gear. The other °R’ on the small idler gear must be in alignment between the two marked teeth (with two punch marks) on the crankshaft gear. On 12 and 16 cylinder engines, no timing of the accessory drive gears is necessary. G379, G398 & G399 Engines 2 Testing And AdjustingQR wy wreen Lo : SSAE Standard Rotation 8 Cylinder Engine yooweae - SAE Opposite Rotation 8 Gyinder Engine Electrical System Test Tools For Electrical System ‘Tools Needed ‘6V7070 Heavy 5V7800_Floguly-Duty Digital Multimeter 1 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 must be clean and tight and the battery must be fully ‘charged. 1! 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 ‘iven in the Wiring Diagrams in Systems Operation The service manual Testing And Adjusting Electrical Components, Form No. REGO0636 has complet specifications and procedures for the components of the starting circuit and the charging circuit, 6379, G398 & G399 Engines 93 wessisrh {6v4900 Battory Load Tester The 6V4930 Batlory Load Tester is a portable unit in a ‘metal case for use under field conditions and high temperatures. t can be used to load test all 6, 8 and 12V baiteries, This tester has two heavy-duty load cables that can easily be fastened to the ballery terminals, and a load adjustment knob on the front panel permits a curfent range up to a maximum of 700 amperes. The tester aiso has a thermometer to show when the safe operating temperature limit of the unit thas been reached, NOTE: Make reference to Special instruction Form No, ‘SEHS8268 for more complete information for use of the 6V4930 Battery Loader Test. 157900 AC/DC Clamp-On Ammeter ‘The 81900 AC/DC Clarnp-On Ammeter is a completely portable, self-contained instrument that allows electrical current measurements to be made without breaking the Crcuit or disturbing the insulation on conductors, A digital display is located on the ammeter for reading current directly in a range from 1 to 1200 amperes, It an optional 6V6014 Cable is connected between this ammeter and one af the digital multimeters, current readings of less than 1 ampere can then be read directly from the display of the multimeter Testing And Adjusting‘A fever is used to open the jaws over the conductor [up to a diameter of 19 mm (75 n.)], and the spring loaded jaws are then closed around the conductor for current measurement. A trigger switch that can be locked in the ON of OFF position is used to turn an the ‘ammeter. When the turn-on trigger is released, the last current reading is held on the display for 5 seconds. This allows accurate measurements to be taken in limited access areas where the digital display is not visible to the operator. A zero contro is provided for DC operation, and power for the ammeter is supplied by batteries located inside the handle NOTE: Make reference to Special instruction Form No. SEHS8420 for more information for use of the 8T900 Clamp-on Ammeter. {67070 Heavy-Duty Digta! Multimeter ‘The 6V7070 Heavy Duty Digital Multimeter is a completely portable, hand held instrument with a digital display. This multimeter is built with extra protection against damage in field applications, and is equipped with seven functions and 29 ranges. The 6V7070 Multimeter has an instant ohms indicator that permits Continuity checking for fast circuit inspection. tals can be used for troubleshooting small value capacitors. The 67800 Reguiar-duty Digital Multimeter (a low cost option to the Heavy Duty Multimeter) is also availabe, however. the 6V7800 Multimeter does not have the 104 range or the Instant ohms feature of the 6V7070 Multimeter NOTE: Make reference to Special Instruction Form No. ‘SEHS7734 for more complete information for use of the 6V7070 and 6V7800 Multimeters. Battery Never disconnect any charging unit circuit or bat- tery circuit cable from battery when the charging unit is operated. A spark can cause an explosion from the flammable vapor mixture of hydrogen and ‘oxygen thatis released fromthe electrolyte through the battery outlets. injury to personne! can be the result. The battery citcuit is an electrical ioad on the charging Unit, The load és variable because of the condition of the charge in the battery. Damage to the charging unit will esult if the connections (either postive or negative) between the battery and charging unit are broken while the charging unit is in operation, This is because the baaltery load is lost and there is an increase in chargng voltage, High voltage will damage, not only the charging unit, but also the regulator and other electrical components Use the 64930 Battery Load Tester, the 8T900 Clamp: On Ammeter and the 67070 Multimeter to load test a battery that does not hold a charge when in use. See Special instruction Form No. SEHS8268 for the correct procedure and specifications to use, Charging System The condition of charge in the baltery at each regular inspection will show if the charging system operates correctly, An adjustment is necessary when the batiery is constantly in a low condition of charge or a large amount of water is needed (more than one ounce of water per cell per week or per every 100 service hours), When itis possible, make a test of the charging unit and voltage regulator on the engine, and use wiring, and components that are a permanent part of the system. Off-engine (bench) testing wil give a test of the charging untt and voltage regulator operation. This testing wil give an indication of needed repair. After repairs are made, again make a test to give proof that the units are repaired to their original condition of ‘operation, Betore the start of on-engine testing, the charging system and battery must be checked as shown in the Steps that follow’ 1. Battery must be at least 75% (1.225 Sp. Gr) fully charged and held tightly in place. The battery holder rust not put too much stress on the battery 6379, G398 & G399 Engines Testing And Adjusting2. Cables between the battery, starter and engine {ground must be the correct size. Wires and cables must be [ree of cotrosion and have cable support clamps to prevent stress on battery connections (terminals), 3. Leads, junctions, switches and panel instruments that have ditect relation to the charging circuit must ge correct circuit control 4, Inspect the drive components for the charging unit to be sure they are free of grease and oll and have the ability 10 operate the charging unit Alternator Regulator Adjustment (Delco-Remy) When an alternator is charging the baltery too much or not enough, an adjustment can be made to the charging rate of the alternator. Alternator Regulator Adjustment {() Votage sojustment cap 1. Remove voltage adjustment cap (1) from the alternator 2. Turn cap (1) 90° and instal it again into the alternator. The voltage cap has four positions: Hl, LO and two positions between the high and low settings, ao 3. Remove the covers from the end of the alternator to {get access to the voltage regulator 4, Remove the rubber from the potentiometer so that the small screw can be seen. 5. Connect a voltmeter across the batteries to measure the regulation of the voltage. G379, G398 & G399 Engines 98 NOTE: The batteries must have a good charge for this measurement. 6. Operate the alternator at medium speed for 30 seconds and take a measurement of the voltage. The voltage must be 27-4 volts. Turn the small screw counterclockwise to get less voltage output and clockwise to get more vollage output 7. After the adjustment has been made, put a thin layer of silicone rubber sealant (396252) on the adjustment screw and instal! the cover. NOTE: Make sure the location of the wires to the voltage reguiator is not over the transistor pins. The transstor pins can make holes in the insulation for the wires and cause a short circuit 5452772 am Deloa-Remy Regulator Adjustment (1) Potentometer acjustment screw. 2) Transistor pn. Starting System When the engine has a prolube system, check it first to be sure all components function correctly, See Prolube System. After checking the prelube system, put a wire temporarily between the connections ot the oll pressure. switch, This will let the following checks be made which is the same as checking engines that do not have a prelube system. Use @ 0. C. Voltmeter to find starting system components which do not function, Move the starting control switch to activate the starter solenoid. Starter solenoid operation can be heard as the pinion of the starter motor is engaged with the ring {gear on the engine flywheel. The solenod operation also cioses the electric crcutt to the motor. Connect, ‘one lead of the voltmeter to the solenoid connection (terminal that is fastened to the motor. Ground the other lead. Activate the starter solenoid and look at the Testing And Adjusting