RENR2268-01

October 2001

Systems Operation
Testing and Adjusting
G3516B Engine
CEY1-Up (Engine)
7EZ1-Up (Engine)
 i01097883

Important Safety Information

Most accidents that involve 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, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
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 inclusive. If a tool, procedure,
work method or operating technique that is not specifically recommended by Caterpillar is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you start any job. Caterpillar dealers have the most current information available. For a list of the most
current publication form numbers available, see the Service Manual Contents Microfiche, REG1139F.

When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
 3
Table of Contents

Table of Contents Fuel System

General Information (Fuel System) ....................... 44
Finding the Top Center Position for the No. 1
Piston .................................................................. 44
Systems Operation Section Camshaft Timing ................................................... 45
Engine Design
Air Inlet and Exhaust System
Engine Design ....................................................... 4
Restriction of Air Inlet and Exhaust ....................... 49
Measuring Inlet Manifold Temperature .................. 49
Electronic Control System
Measuring Exhaust Temperature .......................... 50
Electronic Control System Operation ...................... 5
Exhaust Bypass Valve .......................................... 50
Electronic Control Module (ECM) .......................... 7
Compression ......................................................... 51
Electronic Control System Parameters ................... 8
Valve Lash and Valve Bridge Adjustment ............. 52
Engine Sensors .................................................... 13
Crankshaft Position for Valve Lash Setting ........... 53
Ignition System
Lubrication System
Ignition System .................................................... 17
General Information (Lubrication System) ............ 55
Excessive Bearing Wear - Inspect ........................ 55
Engine Monitoring System
Excessive Engine Oil Consumption - Inspect ....... 55
Engine Monitoring System ................................... 18
Increased Engine Oil Temperature - Inspect ........ 56
Measuring Engine Oil Pressure ............................ 56
Fuel System
Measuring Hydrax Oil Pressure (Adjustment
Fuel System Operation ......................................... 21
Procedure) .......................................................... 57
Air Inlet and Exhaust System
Cooling System
Aftercooler ........................................................... 22
General Information (Cooling System) ................. 60
Exhaust Manifold ................................................. 22
Visual Inspection ................................................... 60
Turbocharger ........................................................ 22
Test Tools for the Cooling System ......................... 61
Exhaust Bypass Valve ......................................... 23
Testing the Cooling System .................................. 62
Valve System Components ................................... 24
Coolant Temperature Sensor - Test ...................... 67
Lubrication System
Basic Engine
Lubrication System .............................................. 25
Cylinder Block ....................................................... 68
Cylinder Liner Projection ....................................... 68
Cooling System
Flywheel - Inspect ................................................. 69
Cooling System .................................................... 27
Flywheel Housing - Inspect ................................... 70
Vibration Damper - Check ..................................... 72
Basic Engine
Cylinder Block, Liners and Heads ......................... 32
Air/Electric Starting System
Pistons, Rings and Connecting Rods .................. 33
General Information (Air/Electric Starting
Crankshaft ........................................................... 34
System) ............................................................... 73
Camshaft ............................................................. 34
Electrical System
Air/Electric Starting System
Test Tools for the Electrical System ...................... 75
Air/Electric Starting System .................................. 34
Battery .................................................................. 76
Electrical System
Grounding Practices ............................................ 35 Index Section
Alternator ............................................................. 35
Starting Solenoid .................................................. 36 Index ..................................................................... 77
Starting Motor ...................................................... 37
Engine Speed Sensor ........................................... 38
Circuit Breaker ..................................................... 38

Testing and Adjusting Section

Electronic Control System
General Information (Electronic Control System) .. 39
Electronic Control Module (ECM) ......................... 39
Manifold Air Pressure Sensor ............................... 39
Detonation Sensor ................................................ 40
Engine Speed/Timing Sensor ............................... 40
Ignition Transformer .............................................. 41
4
Systems Operation Section

Systems Operation Section Note: The front end of the engine is opposite the
flywheel end of the engine. The left and the right
side of the engine are determined from the flywheel
end. The number 1 cylinder is the front cylinder on
Engine Design the right side. The number 2 cylinder is the front
cylinder on the left side.

i01028059

Engine Design
SMCS Code: 1000

g00294285
Illustration 1
Cylinder and valve location
(A) Inlet valve
(B) Exhaust valve

Number and arrangement of cylinders .... 60 degree

V-16

Valves per cylinder ................................................. 4

Bore ............................................ 170 mm (6.7 inch)

Stroke .......................................... 190 mm (7.5 inch)

Combustion ......................................... Spark ignited

When the crankshaft is viewed from the flywheel

end the crankshaft rotates in the following
direction. ....................................... Counterclockwise

Firing order

Standard rotation CCW .......... 1, 2, 5, 6, 3, 4, 9, 10,

15, 16, 11, 12, 13, 14, 7, 8

Valve lash

Inlet ........................................ 0.51 mm (0.020 inch)

Exhaust .................................. 1.27 mm (0.050 inch)

 5
Systems Operation Section

Electronic Control System

i01597143

Electronic Control System

Operation
SMCS Code: 1900

g00570124
Illustration 2
Schematic of the electronic control system

The Engine Control Module (ECM) controls most of For information on start/stop sequencing, refer to
the functions of the engine. The ECM supports the Systems Operation, “Electronic Control Module
following primary functions: (ECM)”.

• Engine speed governing For information on air/fuel ratio control, refer to

Systems Operation, “Fuel System Operation”.
• Ignition control
For information on engine monitoring and protection,
• Air/Fuel ratio control refer to Systems Operation, “Engine Monitoring
System”.
• Start/Stop sequencing
• Engine monitoring and protection
For information on ignition control, refer to Systems
Operation, “Ignition System”.
6
Systems Operation Section

Engine Speed Governing

g00570427
Illustration 3
Schematic of the governing system

Actual engine speed is detected via a signal from
the speed/timing sensor. The ECM compares the
desired engine speed to the actual engine speed.
The ECM maintains the desired engine speed by
controlling the actuator for the throttle. The actuator
is located at the flange of the air inlet manifold.
The actuator is electrically controlled and
hydraulically actuated. A high pressure pump
provides hydraulic pressure with oil from a system
that is separate from the engine oil. The high
pressure oil supply is monitored by a pressure
switch that generates an event code if the pressure
drops below an acceptable level. The throttle
position is controlled in open loop mode: there is no
feedback from the throttle position.
The engine speed is selected by the position
of the idle/rated switch and by the status of the
oil pressure. If the idle/rated switch is in the idle
position, the ECM will always select the low idle
speed. If the oil pressure is less than the setpoint
for the low oil pressure warning, the ECM will always
select low idle speed. If the oil pressure is greater
than the setpoint for the low oil pressure warning
and the idle/rated switch is in the rated position, the
ECM will select the rated speed.
Integrated Temperature Sensing
Module (ITSM)

The ECM issues a throttle command that represents

a percent of the level of electrical current. The
output can be viewed on Electronic Technician (ET).
The actual throttle position can be viewed on a
mechanical pointer that is built into the mechanism
of the throttle.

Desired engine speed is determined by the status

of the idle/rated switch, the desired speed input
(analog voltage or 4 to 20 mA), and parameters
such as maximum engine high idle speed that are
programmed into the software. Parameters such as
g00688273
governor gain can be programmed with ET. Illustration 4
Integrated temperature sensing module (ITSM)

The integrated temperature sensing module

provides a signal to the ECM for the following items:

• Temperature of the cylinder exhaust port
• Temperature of the turbocharger inlet
• Temperature of the turbocharger outlet
• The average port temperature of the right bank
• The average port temperature of the left bank
• The average port temperature of the engine
The integrated temperature sensing module also
protects the engine for high temperature warnings
and shutdowns.
Electronic Technician (ET)
The Electronic Technician (ET) is a software program
that is designed to run on a personal computer. The
following activities are performed with ET:
• Monitoring engine operation
• Viewing diagnostic codes and event codes that
are generated by the ECM
• Programming the electronic control system
parameters
• Flash programming of software for the ECM
• Calibrating the oxygen sensor and the engine
speed/timing sensor
For detailed information on ET, refer to User’s
Manual, NEHS0679, “Caterpillar Electronic
Technician”.
Customer Communication Module
(CCM)
The CCM provides a two-way communication link
between the control system and a host computer
that uses an RS232 data link.
7
Systems Operation Section
i01597560
Electronic Control Module
(ECM)
SMCS Code: 1901
g00828076
Illustration 5
ECM in the engine mounted terminal box
The module is an environmentally sealed unit that
is mounted in a terminal box on the engine. The
ECM monitors various inputs from sensors in order
to activate relays, solenoids, etc at the appropriate
levels.
The ECM contains the logic and the outputs for
control of engine prelubrication, starting, and
shutdown. The customer programmable logic
responds to signals from the following components:
engine control switch, emergency stop switch,
remote start switch, data link, and other inputs.
To control the engine at the appropriate times, the
ECM provides +Battery voltage to the relays for
the prelube pump, the starting motor, and the gas
shutoff valve.
When the programmable logic determines that
the prelubrication function is necessary, the ECM
supplies +Battery voltage to the relay for the prelube
pump. The system may also be programmed to
perform a postlube cycle during engine shutdown in
order to ensure that the turbocharger has adequate
lubrication during shutdown.
When the programmable logic determines that it is
necessary to crank the engine, the ECM supplies
+Battery voltage to the relay for the starting
motor. The ECM removes the voltage when the
programmable crank terminate speed is reached
or when a programmable cycle crank time has
expired.
The engine has an energize-to-run type of gas
shutoff valve. When the programmable logic
determines that fuel is required to start the engine
or to run the engine, the ECM supplies +Battery
voltage to the valve.
8
Systems Operation Section

For more information on programmable parameters, (Table 1, contd)

refer to Systems Operation, “Electronic Control Configuration Parameters for G3500B Engines
System Parameters”.
“Engine Speed Droop”

i01597593 “Governor Proportional Gain”

“Governor Integral Gain”
Electronic Control System
“Governor Derivative Gain”
Parameters
“Auxiliary Proportional Governor Gain 1”
SMCS Code: 1901
“Auxiliary Integral Governor Gain 1”
Certain parameters are unique for each engine “Auxiliary Derivative Governor Gain 1”
application. Table 1 is a list of the parameters
Start/Stop Control
that can be configured for G3500B Engines. The
values of the parameters can be viewed on the “Driven Equipment Delay Time”
“Configuration” screen of ET.
“Crank Terminate Speed”
Table 1 “Engine Purge Cycle Time”
Configuration Parameters for G3500B Engines “Engine Cooldown Duration”
Information for the ECM “Cycle Crank Time”
“Engine Serial Number” “Engine Overcrank Time”
“Equipment ID” “Engine Speed Drop Time”
“Customer Password #1” “Engine Pre-lube Time Out Period”
“Customer Password #2” Monitoring and Protection
“Total Tattletale” “High Inlet Air Temp Engine Load Set Point”
“KW Meter Offset” Override Parameters
“KW Meter KW/Volt” “Oxygen Sensor Override”
Timing Control “Requested Detonation Derate Percentage Override”
“First Desired Timing” (1) This parameter is only for engines with a Raptor fuel control
valve.
“Second Desired Timing”
Air/Fuel Ratio Control
Information for the ECM
“Fuel Quality”
“Gas Specific Gravity” “Engine Serial Number”
“Fuel Specific Heat Ratio” (1)
The engine serial number is programmed into the
“Desired Oxygen At Full Load” ECM at the factory. The number is stamped on the
engine Information Plate.
“Oxygen Feedback Feature Enabled Status”
“Air/Fuel Proportional Gain” “Equipment ID”
“Air/Fuel Integral Gain” The customer can assign an “Equipment ID” for the
Speed Control purpose of identification.
“Low Idle Speed”
Customer Passwords
“Minimum Engine High Idle Speed”
“Maximum Engine High Idle Speed”
Two customer passwords can be entered. The
passwords are used to protect certain configuration
“Engine Accel. Rate” parameters from unauthorized changes.
“Desired Speed Input Configuration”
Use the following procedure to enter the customer
“Governor Type Setting” passwords:
(continued)

1. Use ET and select the “Service/Configuration”
screen.
2. Highlight “Customer Password #1” or “Customer
Password #2”. Then click the “Change” button in
the lower left corner of the screen.
3. Enter the password in the “Change Parameter
Value” dialog box. Then click the “OK” button.
The password is immediately programmed into
the ECM memory.
Note: Factory level security passwords are required
for clearing certain logged events and for changing
certain programmable parameters. Because of the
passwords, only authorized personnel can make
changes to some of the programmable items in the
ECM. When the correct passwords are entered, the
changes are programmed into the ECM.
“Total Tattletale”
This item displays the number of changes that have
been made to the configuration parameters.
“kW Meter Offset”
This parameter is unavailable at the time of
publication.
“kW Meter kW/Volt”
This parameter is unavailable at the time of
publication.
Timing Control
“First Desired Timing”
The “First Desired Timing” is determined with the
methane number of the primary fuel that is used.
Use the Engine Performance Sheet, “Fuel Usage
Guide”. The ECM selects the “First Desired Timing”
when the switch for the selection of the timing is in
the open position.
“Second Desired Timing”
The “Second Desired Timing” is determined with the
methane number of the alternate fuel that is used
and the Engine Performance Sheet, “Fuel Usage
Guide”. The gas engine’s ECM selects the “Second
Desired Timing” when the timing selection switch
is in the closed position. If an alternate fuel is not
used, enter the same timing that was entered in the
“First Desired Timing”.
9
Systems Operation Section
“Desired Timing”
The “Desired Timing” parameter allows the customer
to electronically program the timing of the ignition
spark of the electronic system in order to meet
the needs for specific applications and specific
installations. The desired timing is programmed
with ET. The desired timing value can be changed
while the engine is running or while the engine is
stopped. The value that is entered for the desired
timing is the ignition timing when the engine is
operating at rated speed and at full load.
Note: The actual ignition timing at a given instance
may vary from the desired timing value. This
variance is due to variations in the engine speed
or the detonation.
The range for programming the desired timing is 0
to 40 degrees before the top center (TC) position.
Air/Fuel Ratio Control
“Fuel Quality”
This parameter is programmed to the Lower Heating
Value (LHV) of the primary fuel. The fuel ratio control
of the ECM will compensate for some inaccuracy
in this setting. The ECM assumes a corrected
value that is equal to the customer programmed
“Fuel Energy Content” that is multiplied by the
“Fuel Correction Factor”. This factor is displayed
on the ET screen. An event code is generated if
the “Fuel Correction Factor” exceeds a limit that
is programmed at the factory. The event code will
indicate the need to reprogram this value.
The ECM reverts to the customer programmed “Fuel
Energy Content” during start-up. The ECM also
reverts to the customer programmed “Fuel Energy
Content” when a problem is detected in the oxygen
sensor’s circuit. An accurate customer programmed
“Fuel Energy Content” value that is determined by a
laboratory is recommended.
The “Fuel Quality” parameter can be used to change
the air/fuel ratio when the engine is not operating
in “Oxygen Feedback” mode. The operation in
“Oxygen Feedback” is determined by the engine’s
rating, the application, and the load. Normally, the
engine does not operate in “Oxygen Feedback”
mode when the load is between 0 percent and up
to 25 or 40 percent load.
The engine will not operate in “Oxygen Feedback”
when the “Oxygen Feedback Enable Status”
parameter is disabled. The operation of the engine
will not change if the “Fuel Quality” parameter
is changed and the “Oxygen Feedback Enable
Status” is enabled. The “Fuel Correction Factor” will
automatically compensate.
10
Systems Operation Section
“Gas Specific Gravity”
The value for the fuel metering valve requires an
input for the “Gas Specific Gravity” in order to
precisely meter the air/fuel ratio. The “Gas Specific
Gravity” can be obtained by a gas analysis of the
fuel.
“Desired Oxygen at Full Load”
Program the “Desired Oxygen at Full Load”
parameter to the percent of exhaust oxygen that
is stated in the Engine Performance Sheet for
your application. This parameter is used to trim
the oxygen map that is preprogrammed in the
gas engine’s ECM at the factory. If the measured
exhaust oxygen or the NOX emissions are not the
required value, increase the “Desired Oxygen at
Full Load” parameter in order to lean the engine
or decrease the “Desired Oxygen at Full Load”
parameter in order to richen the fuel mixture.
“Oxygen Feedback Enable Status”
The “Oxygen Feedback Enable Status” can be set
to “Enable” or “Disable”. This feature allows the
system for the fuel correction factor to be disabled
in order to troubleshoot. For example, the disabling
of this feature can help determine whether the
air/fuel ratio control is the cause of instability.
If an exhaust oxygen sensor fails, this parameter
can be set to “Disable” in order to allow the engine
to run in the open loop mode until a new sensor
is obtained. An emissions analyzer must be used
to verify the emissions level. The “Fuel Quality”
parameter must be adjusted in order to adjust the
air/fuel mixture.
Note: Do not operate an engine that is unattended
in the open loop mode if the fuel has an LHV that
is changing. The engine risks a shutdown due to
lean misfire or detonation.
“Air/Fuel Ratio Proportional Gain”
The “Air/Fuel Ratio Proportional Gain” determines
the response of the fuel metering valve to the
magnitude of error for the fuel ratio. The factory
default setting is 0. This value should not require
adjustment. If problems occur, this is one of the
last parameters that should be adjusted. The
adjustable range is −50 to +50. Negative values
reduce the magnitude and positive values increase
the magnitude.
“Air/Fuel Ratio Integral Gain”
The “Air/Fuel Ratio Integral Gain” determines the
response of the fuel metering valve to the error that
is accumulated over time for the air/fuel ratio. The
factory default setting is 0. This value should not
require adjustment. If problems occur, this is one of
the last parameters that should be adjusted. The
adjustable range is −50 to +50. Negative values
reduce the magnitude and positive values increase
the magnitude.
Speed Control
“Low Idle Speed”
Program this parameter to the desired low idle rpm.
The low idle rpm can be programmed from 500 to
1100 rpm.
“Minimum Engine High Idle Speed”
Program this parameter to the desired minimum high
idle rpm. The actual high idle speed is regulated by
the desired speed input. The regulation is linear in
proportion to the input. An input of 0 percent results
in the minimum high idle rpm and an input of 100
percent results in the maximum high idle rpm.
“Maximum Engine High Idle Speed”
Program this parameter to the desired maximum
high idle rpm. The actual high idle speed is
regulated by the desired speed input. The
regulation is linear in proportion to the input. An
input of 0 percent results in the minimum high idle
rpm and an input of 100 percent results in the
maximum high idle rpm.
Speed Selection
The desired speed operates at low idle speed or
high idle speed. The speed is selected by the
position of the idle/rated switch and by the status of
the engine oil pressure. If the switch is in the idle
position, the ECM will always select the low idle
speed. If the engine oil pressure is less than the
trip point for the low oil pressure warning, the ECM
will always select low idle speed regardless of the
position of the idle/rated switch. If the oil pressure
is greater than the trip point for the low oil pressure
warning and the switch is in the rated position, the
ECM will select the high idle speed.

“Engine Accel. Rate”
This parameter controls the rate for engine response
to a change in the desired engine speed. For
example, the engine can be programmed to
accelerate at a rate of 50 rpm per second when the
“Idle/Rated” switch is turned to the “Rated” position.
“Desired Speed Input Configuration”
The ECM reads the desired engine speed from a
throttle position sensor. The parameter “Desired
Speed Input Configuration” will determine the type
of signal from the throttle position sensor. The output
signal from the throttle position sensor can be either
0 to 5 VDC or 4 to 20 mA.
Note: Do not select “PWM” for the desired speed
input. ET will not accept the value. The ECM is
not configured to accept a pulse width modulated
signal for input of the desired engine speed.
“Governor Type Setting”
The “Governor Type Setting” parameter can be set
to “Droop Operation” or to “Isochronous Mode”.
This setting is dependent upon the application of
the engine.
Engine Speed Droop
This programmable parameter allows precise control
of the droop for applications such as load sharing.
The “Governor Type Setting” parameter must be
set to “Droop”. The droop can be programmed to a
value between 0 and 10 percent.
“Governor Proportional Gain”
Note: The default values that are programmed into
the ECM for the governor gain settings should
be sufficient for most applications. If you have
a problem with instability, always investigate
other causes before you adjust the governor
gain settings. These other conditions can cause
instability: diagnostic codes, unstable gas pressure,
incorrect throttle angle, and position of the
wastegate.
The “Governor Proportional Gain” determines the
throttle response of the governor to the magnitude of
the error in engine speed. This parameter is based
on a proportional multiplier. This parameter changes
the reaction of the governor when the “Grid Status”
parameter is “OFF”. If this gain is adjusted and the
“Grid Status” is “ON”, the stability is not affected.
11
Systems Operation Section
To change this parameter, use the “Graph” feature
on the “Governor Gain” screen. The graph provides
the best method for observing the effects of the
adjustment on engine stability. If changing this gain
causes no effect, check the “Grid Status” in order
to make sure that the status is “OFF”.
“Governor Integral Gain”
This parameter determines the throttle response of
the governor to the error of engine speed that is
accumulated over time. This parameter is based
on an integral multiplier. This parameter changes
the reaction of the governor when the “Grid Status”
parameter is “OFF”. If this gain is adjusted and the
“Grid Status” is “ON”, the stability is not affected.
To change this parameter, use the “Graph” feature
on the “Governor Gain” screen. The graph provides
the best method for observing the effects of the
adjustment on engine stability. If changing this gain
causes no effect, check the “Grid Status” in order
to make sure that the status is “OFF”.
“Governor Derivative Gain”
This parameter changes the governor’s response to
the rate of change in the engine speed fluctuation.
This parameter is based on a derivative multiplier
when the “Grid Status” parameter is “Off”. If the
gain is changed and the “Grid Status” is “On”,
the stability of the engine will not change. This
parameter is changed with the “Graph” feature on
the “Governor Gain” screen. The graph provides
the best method for observing the effects of the
adjustment on engine stability. If changing this gain
causes no effect, check the “Grid Status” in order
to make sure that the status is “OFF”.
“Auxiliary Proportional Governor Gain 1”
This parameter changes the governor’s response.
This parameter is based on a proportional multiplier
when the engine’s “Grid Status” parameter is “On”.
If the gain is changed and the “Grid Status” is “Off”,
the stability of the engine will not change. This
parameter is changed with the “Graph” feature on
the “Governor Gain” screen. The graph provides
the best method for observing the effects of the
adjustment on engine stability. If changing this gain
causes no effect, check the “Grid Status” in order
to make sure that the status is “OFF”.
12
Systems Operation Section
“Auxiliary Integral Governor Gain 1”
This parameter changes the governor’s response.
This parameter is based on an integral multiplier
when the engine’s “Grid Status” parameter is “On”.
If the gain is changed and the “Grid Status” is “Off”,
the stability of the engine will not change. This
parameter is changed with the “Graph” feature on
the “Governor Gain” screen. The graph provides
the best method for observing the effects of the
adjustment on engine stability. If changing this gain
causes no effect, check the “Grid Status” in order
to make sure that the status is “ON”.
“Auxiliary Derivative Governor Gain 1”
This parameter changes the governor’s response.
This parameter is based on a derivative multiplier
when the engine’s “Grid Status” parameter is “On”.
If the gain is changed and the “Grid Status” is “Off”,
the stability of the engine will not change. This
parameter is changed with the “Graph” feature on
the “Governor Gain” screen. The graph provides
the best method for observing the effects of the
adjustment on engine stability. If changing this gain
causes no effect, check the “Grid Status” in order
to make sure that the status is “ON”.
Start/Stop Control Parameters
“Driven Equipment Delay Time”
The ECM provides a switch input for the driven
equipment in order to delay engine start-up until
the equipment is ready. The ECM will not attempt
to start the engine until the switch closes to ground
and the prelubrication is complete. An event code
is generated if the programmed time for the driven
equipment elapses without the closure of the switch.
The delay time for the switch must be programmed
to 0 in order to disable this feature.
“Crank Terminate Speed”
The ECM disengages the starting motor when the
engine speed exceeds the programmed “Crank
Terminate Speed”. The default value of 250 rpm
should be sufficient for all applications.
“Engine Purge Cycle Time”
The “Engine Purge Cycle Time” is the duration of
time for the engine to crank without fuel before
the crank cycle. The “Engine Purge Cycle Time”
allows any unburned fuel to exit through the exhaust
before you fire the engine.
“Engine Cooldown Duration”
When the ECM receives a “Stop” request, the
engine will continue to run in the “Cooldown
Mode” for the programmed cooldown period. The
“Cooldown Mode” is exited early if a request for
an emergency stop is received by the ECM. If the
“Engine Cooldown Duration” is programmed to
zero, the engine will immediately shut down when
the ECM receives a “Stop” request.
“Cycle Crank Time”
The “Cycle Crank Time” is the amount of time for
activation of the starting motor and the gas shutoff
valve for start-up. If the engine does not start within
the specified time, the attempt to start is suspended
for a “Rest Cycle” that is equal to the “Cycle Crank
Time”.
“Engine Overcrank Time”
The “Engine Overcrank Time” determines the length
of time for the ECM to attempt to start the engine.
An event is generated if the engine does not start
within this period of time.
Example Setting
Table 2
Examples of the Settings for Start-up
Parameter Time
“Purge Cycle Time” 10 seconds
“Cycle Crank Time” 30 seconds
“Overcrank Time” 280 seconds
The following sequence will occur if the parameters
are programmed according to the example in Table
2:
1. The fuel and the ignition are OFF. The engine will
crank for 10 seconds in order to purge gas from
the engine via the exhaust system.
2. The fuel and the ignition are enabled. The
engine will continue to crank for a maximum of
30 seconds.
3. If the engine does not start, the ignition, the fuel,
and the starting motor are disabled for a 30
second “Rest Cycle”.
With this example, a complete cycle is 70 seconds:
a purge cycle of 10 seconds, a cycle crank of
30 seconds, and a rest cycle of 30 seconds.
The “Overcrank Time” of 280 seconds allows a
maximum of four crank cycles.
 13
Systems Operation Section

“Engine Speed Drop Time” i01597630

After the cooldown period has elapsed, the ECM Engine Sensors
shuts off the gas shutoff valve. The ignition continues
until the engine speed drops below 40 rpm. If the SMCS Code: 1559; 1912; 1917
engine rpm does not drop at least 100 rpm within
the programmed drop time, the ECM terminates the Sensors provide information to the engine control
ignition and the ECM issues an emergency stop. module. The information enables the module to
control the engine as efficiently as possible over a
wide range of operating conditions. The information
“Engine Pre-Lube Time Out Period” is used for monitoring engine operation.
The ECM can energize a prelube pump prior to The sensors also enable the activation of alarms,
cranking the engine. The ECM uses a switch input to
derates, and shutoffs in response to abnormal
monitor the engine for acceptable oil pressure. After
operation.
the prelube is completed, the prelube switch closes.
If the ECM does not detect closure of the prelube
switch within the programmable “Engine Pre-Lube
Time Out Period”, the ECM monitors the engine oil
pressure sensor. If the oil pressure is insufficient, an
event code is activated and the starting sequence
is terminated. The range for the “Engine Pre-Lube
Time Out Period” is 30 to 300 seconds.

“Monitoring and Protection”

“High Inlet Air Temp Engine Load
Setpoint”
The programmable setpoint is a value that separates
low engine load from high engine load for events
that are activated by high inlet air temperature.
An “Engine Load Factor” can be displayed on an
ET status screen. If the load factor is less than
the setpoint and the inlet air temperature reaches
the trip point, a “High Inlet Air Temperature at
Low Engine Load” event is activated. If the load
factor is greater than the setpoint and the inlet air
temperature reaches the trip point, a “High Inlet
Air Temperature at High Engine Load” event is
activated.

Override Parameters
“Oxygen Sensor Override”
This parameter enables the oxygen sensor and the
oxygen buffer to be energized when the engine is
not running. The override facilitates troubleshooting
of the sensor’s electrical circuit.

“Requested Detonation Derate

Percentage Override”
This parameter is unavailable at the time of
publication.
14
Systems Operation Section

g00789478
Illustration 6
(1) Pressure switch for the engine coolant (2) Detonation sensor (4) Inlet air temperature sensor
pump (inlet) (3) Hydrax actuator’s pressure switch (5) Engine coolant temperature sensor

Illustration 7
(6) Pressure sensor for filtered oil
(7) Pressure sensor for unfiltered oil
(8) Engine coolant pressure sensor (outlet)
(9) Oxygen sensor
g00789479
(10) Inlet manifold air pressure sensor
(11) Engine oil temperature sensor
(12) Buffer for the oxygen sensor
(13) Speed/timing sensor

The functions of the sensors are described below.

Engine coolant pump pressure switch (inlet) (1) – A

pressure switch is located at the inlet for the engine
jacket water. If the inlet pressure is too high, the
switch will activate a shutdown. To observe the
status of the switch, use ET to view the “Engine
Coolant Pump Pressure” parameter.

Detonation sensors (2) – The detonation sensors
monitor the engine for mechanical engine vibrations.
Each sensor monitors two cylinders. The sensor
produces a voltage signal that is proportional to the
engine detonation. This information is processed
by the engine control module in order to determine
detonation levels. To eliminate detonation, the
engine control module retards the timing of the
cylinder, if necessary. If excessive detonation
continues, the engine control module will shut down
the engine. To observe the value of the output of the
sensors, use ET to view the “Cylinder #X Detonation
Level”. The “X” is the number for the particular
cylinder.
Hydrax actuator’s pressure switch (3) – The Hydrax
actuator has a pressure switch for the oil supply.
Insufficient oil pressure will activate an engine
shutdown. To observe the status of the switch, use
ET to view the “Hydrax Pressure Switch Status”.
Inlet air temperature sensor (4) – A sensor for
monitoring the air inlet temperature is located in
the elbow before the number one cylinder head.
Excessive inlet air temperature can activate an
alarm, a derating, or a shutdown during high load
or low load operation. The trip points for activation
can be programmed with ET. To observe the value
of the output of the sensor, use ET to view the “Inlet
Air Temperature” parameter.
Engine coolant temperature sensor (5) – The
temperature sensor is located in the water
temperature regulator housing. To monitor the
coolant temperature, the element must be in contact
with the coolant. If overheating occurs due to low
coolant level or no coolant, the sensor will not
function properly. A high coolant temperature will
activate an alarm, a derating, or a shutdown. A low
coolant temperature will only activate an alarm. The
trip points for the activation can be programmed
with ET. The engine can be restarted after a
shutdown due to high engine coolant temperature.
However, another shutdown will occur after one
minute if the temperature remains high. To observe
the value of the output of the sensor, use ET to view
the “Engine Coolant Temperature” parameter.
Oil pressure sensors (6) and (7) – The engine oil
pressure is measured before the oil filters and
after the oil filters. An alarm or a shutdown can be
activated by any of the following occurrences: low
filtered oil pressure, low oil filter differential pressure,
and high oil filter differential pressure. The trip point
for the activation of an alarm or a shutdown for oil
filter differential pressure can be programmed with
ET. To observe the value of the output of the sensor,
use ET to view the “Engine Oil Pressure” or the
“Unfiltered Engine Oil Pressure” parameter.
15
Systems Operation Section
Engine coolant pressure sensor (8) – A pressure
switch is located at the outlet for the engine jacket
water. If the outlet pressure is too low, the engine
control module will activate a shutdown.
Oxygen sensor (9) and oxygen buffer (12) – The
oxygen sensor and the oxygen buffer generate a
signal that is proportional to the percent of oxygen
in the exhaust manifold. The engine control module
uses the signal to adjust for variation of fuel energy
content. The signal is also used for adjusting
the air/fuel ratio in order to achieve the level of
emissions that is desired. To observe the output
value of the sensor, use ET to view the “Actual
Oxygen” parameter.
Inlet manifold air pressure sensor (10) – The sensor
for inlet manifold air pressure is connected to the
air inlet manifold. The sensor monitors the absolute
manifold air pressure. This is the atmospheric
pressure plus the gauge pressure. The information
is used by the engine control module to determine
the engine load. To observe the output value of
the sensor, use ET to view the “Inlet Manifold Air
Pressure (abs)” parameter.
Engine oil temperature sensor (11) – An oil
temperature sensor measures the engine oil
temperature. A high oil temperature will activate
an alarm or a shutdown. The trip points can
be programmed with ET. The electronic control
module compares the oil temperature to the coolant
temperature. An engine oil temperature that is
significantly high in comparison to a lower coolant
temperature will activate an alarm or a shutdown.
To observe the output value of the sensor, use ET to
view the “Engine Oil Temperature” parameter.
Speed/timing sensor (13) – The engine speed/timing
sensor is located on the rear end of the left
camshaft. The engine speed/timing sensor provides
accurate information to the engine control module
about the position of the crankshaft and the engine
rpm. The engine control module uses the position of
the crankshaft in order to determine ignition timing.
If an overspeed occurs, the engine control module
shuts down the engine. The speed for the trip point
of the shutdown can be programmed with ET. To
observe the engine speed in rpm, use ET to view
the “Engine Speed” parameter.
Thermocouples
Thermocouples provide information to the
Integrated Temperature Sensing Module (ITSM).
The information is used to monitor engine operation.
The thermocouples also enable alarms and shutoffs
to be activated.
16
Systems Operation Section

Illustration 8
(14) Thermocouple for the temperature of
the cylinder exhaust port
g00789480
(15) Thermocouple for the temperature of (16) Thermocouples for the temperature of
the exhaust inlet to the turbocharger the turbocharger exhaust outlet
turbine

Cylinder Exhaust Temperature (14) – Thermocouples Integrated Temperature Sensing Module

measure the exhaust temperatures from the exhaust
port of each cylinder. An alarm or a shutdown
is activated if the exhaust temperature from any
cylinder is too high or if the exhaust temperature
from any cylinder deviates excessively from the
average temperature of all of the cylinders. The trip
points can be programmed with ET. To observe the
value of the output of the thermocouples, use ET to
view the “Cylinder #X Exhaust Port”. The “X” is the
number for the particular cylinder.

Exhaust Inlet to the Turbocharger Turbine (15) – A

thermocouple is mounted at the inlet for the exhaust
gas of each turbocharger turbine. An alarm or a
shutdown is activated if the temperature of the
exhaust to the turbine is too high or too low. The
trip points can be programmed with ET. To observe
the value of the output of the thermocouples, use
ET to view the “Left Bank Turbine Inlet Temp” or the
“Right Bank Turbine Inlet Temp”.
Exhaust Outlet from the Turbocharger Turbine (16) –
A thermocouple is mounted at the outlet for the
exhaust gas of each turbocharger turbine. An alarm
or a shutdown is activated if the temperature of the
exhaust from either turbine is too high or too low. The
trip points can be programmed with ET. To observe
the value of the output of the thermocouples, use
ET to view the “Left Bank Turbine Outlet Temp” or
the “Right Bank Turbine Outlet Temp”.
g00688273
Illustration 9
Integrated temperature sensing module
The integrated temperature sensing module
monitors thermocouples that are located at the
exhaust port of each cylinder. Thermocouples
are also mounted at the inlets and outlets to the
turbochargers. The temperatures are broadcast
over data links for use with other modules.
The integrated temperature sensing module
calculates the average temperature for each
bank. Event codes are generated if the following
conditions occur:
• The temperature is higher than the limit that is
programmed.
 17
Systems Operation Section

• The temperature is lower than the limit that is Detonation sensors monitor the engine for
programmed. excessive detonation. The G3516B Engine has
eight detonation sensors. Each sensor monitors two
• The temperature of a cylinder deviates adjacent cylinders. The sensors generate data on
significantly from the average temperature for all vibration that is processed by the ECM in order to
of the cylinders. determine detonation levels. If detonation reaches
an unacceptable level, the ECM retards the ignition
timing of the affected cylinder or cylinders. If
retarding the timing does not limit detonation to an
Ignition System acceptable level, the ECM shuts down the engine.

The ECM provides extensive diagnostics for the

i01618671
ignition system. The ECM also provides a switch
Ignition System for ignition timing in order to allow operation with
alternate fuels such as propane that require a timing
SMCS Code: 1550 offset.

The engine is equipped with an electronic ignition Ignition Transformers and Spark
system. The system provides dependable firing
and low maintenance. The system provides precise
Plugs
control of the spark and the ignition timing for each
cylinder. Note: Ignition transformers from Electronic Ignition
Systems (EIS) are not interchangeable with the
transformers in this engine.
The ECM provides variable ignition timing that is
sensitive to detonation.

g00719955
Illustration 10
(1) Valve cover
(2) Transformer
(3) Camshaft cover
(4) Ignition harness

Each cylinder has an ignition transformer that is

located under the valve cover for the cylinder. To
initiate combustion, the ECM sends a pulse of
approximately 100 volts to the primary coil of each
ignition transformer at the appropriate time and for
the appropriate duration. The transformers step up
the voltage in order to create a spark across the
spark plug electrode.
18
Systems Operation Section

For spark plugs with a precombustion chamber,

the air/fuel mixture in the cylinder enters holes
(7) in the spark plug’s precombustion chamber
during the compression stroke. The transformer’s
secondary circuit provides an initial 8,000 to
32,000 V to the spark plug in order to initiate
combustion. The air/fuel mixture ignites in the
spark plug’s precombustion chamber. A pattern of
multiple flames exit the spark plug’s precombustion
chamber through the holes in order to ignite the
air/fuel mixture in the cylinder.

The use of the spark plug with a precombustion

chamber is restricted to certain applications. For
information on the applications that can use the
spark plug with a precombustion chamber, refer to
the engine’s Operation and Maintenance Manual.

g00837849
Illustration 12
Conventional spark plug with an adjustable electrode gap

The transformer’s secondary circuit also provides

g00828113
Illustration 11
Ignition transformer and spark plug with a precombustion chamber
(1) Ground spring
(2) Primary connection
(3) Secondary connection
(4) Extension
(5) O-ring seal
(6) Spark plug
(7) Hole in the spark plug’s precombustion chamber
Each transformer is grounded to a valve cover
via ground spring (1). The ignition harness is
connected to primary connection (2). The positive
output from the secondary circuit of the transformer
is at secondary connection (3) for the terminal of
the transformer and the terminal of the spark plug.
The operation of the spark plug depends on the
type of spark plug.
the voltage for the conventional spark plug with
an adjustable electrode gap. The spark across
the spark plug’s electrode gap directly ignites the
air/fuel mixture in the cylinder.
Engine Monitoring System
i01597714
Engine Monitoring System
SMCS Code: 1900; 1901
The ECM monitors the operating parameters of
the engine. The ECM can initiate a warning or a
shutdown if a specific engine parameter exceeds
an acceptable range. Use ET to perform the
following activities:
• Select the available responses.
• Program the level for monitoring.
• Program delay times for each response.

The default settings for the parameters are
programmed at the factory. To accommodate unique
applications and sites, the parameters may be
reprogrammed with ET. The screens of ET provide
guidance for the changing of trip points.
Note: Some of the parameters are protected by
factory passwords. Other parameters can be
changed with customer passwords.
Refer to Troubleshooting, RENR2270 for
programming instructions and for instructions on
troubleshooting events.
Refer to Operation And Maintenance Manual,
“Engine Features And Controls” for additional
information on the default settings.
Monitoring Parameters
“Low System Voltage”
The trip point for this parameter is set at the factory.
The trip point cannot be changed. If the system
voltage reaches the trip point, the ECM will generate
a warning or a shutdown.
“High Engine Coolant Temperature”
If the engine coolant temperature reaches the
trip point, the ECM will generate a warning or a
shutdown.
“Low Engine Coolant Temperature”
If the engine coolant temperature reaches the trip
point, the ECM will generate a warning.
“Engine Overspeed”
If the engine speed reaches the trip point, the ECM
will activate an engine shutdown. A typical trip point
is 118 percent of the engine’s rated speed.
“High Engine Oil Temperature”
If the engine oil temperature reaches the trip point,
the ECM will generate a warning or a shutdown.
“High Oil Filter Differential Pressure”
The trip point for this parameter is set at the factory.
The trip point cannot be changed. The parameter
cannot be turned off. The parameter is always ON.
If the engine oil filter differential pressure reaches
the trip point, the ECM will generate a warning or
a shutdown.
19
Systems Operation Section
“Low Oil Filter Differential Pressure”
The trip point for this parameter is set at the factory.
The trip point cannot be changed. The parameter
cannot be turned off. The parameter is always ON.
If the engine oil filter differential pressure reaches
to the trip point, the ECM will generate a warning
or a shutdown.
“High Fuel Temperature”
If the engine oil temperature reaches the trip point,
the ECM will generate a warning.
“Low Fuel Pressure”
If the fuel pressure reaches the trip point, the ECM
will generate a warning.
“High Jacket Water to the Engine Oil
Temperature Differential”
If the differential temperature of the jacket water and
the engine oil reaches the trip point, the ECM will
generate a warning or a shutdown.
“Low Gas Fuel Differential Pressure”
If the fuel differential pressure reaches the trip point,
the ECM will generate a warning.
“High Gas Fuel Differential Pressure”
If the fuel differential pressure reaches the trip point,
the ECM will generate a warning.
“High System Voltage”
The trip point for this parameter is set at the factory.
The trip point cannot be changed. If the system
voltage reaches the trip point, the ECM will generate
a warning or a shutdown.
Trip Points of the Engine Load for High
Inlet Air Temperature
This feature provides a trip point between high
engine load and low engine load. The trip point
is used for events that involve high inlet air
temperature. The trip point for the events is based
on the engine load. The possible responses are a
warning or a shutdown.
If the load is greater than the trip point, the trip point
for the “High Inlet Air Temperature at High Engine
Load” event is used for the logging of the high inlet
air temperature.
20
Systems Operation Section

If the load is less than the trip point, the trip point
for the “High Inlet Air Temperature at Low Engine
Load” event is used for the logging of the high inlet
air temperature.

“High Inlet Air Temperature at Low

Engine Load”
The “Service/Configuration” screen of ET defines
the “High Inlet Air Temp Engine Load Set Point”.
The ECM can activate a warning or a shutdown
if the inlet air temperature reaches the trip point
during the low load operation that is defined.

“High Inlet Air Temperature at High

Engine Load”
The “Service/Configuration” screen of ET defines
the “High Inlet Air Temp Engine Load Set Point”.
The ECM can activate a warning or a shutdown
if the inlet air temperature reaches the trip point
during the high load operation that is defined.

“High Fuel Pressure”

The ECM will activate a warning if the fuel pressure
reaches the trip point.

Conditions for Parameters

Some of the programmable parameters are
dependent on the status of an ECM output before
the parameters are allowed to function. Some of
the parameters are allowed to function after the
crank terminate relay has been energized for more
than 30 seconds. Other parameters are allowed to
function after the output for the fuel control relay is
energized. Some parameters are not dependent
upon any conditions.

The conditions are designed to eliminate false

events during start-up if the customer has
programmed a delay time to zero.

If the trip point for a shutdown is programmed to

activate before the trip point for a warning, the
engine will shut down and the warning will not be
activated.
 21
Systems Operation Section

Fuel System
i01543027

Fuel System Operation

SMCS Code: 1250

g00667311
Illustration 13
Schematic of the control system for air and fuel

The ECM provides control of the air/fuel mixture for 1. The ECM determines the desired flow rates
performance and efficiency at low emission levels. for the air and the fuel. The flow rates are
The system consists of an electronic fuel metering determined by these factors:
valve, an oxygen sensor, output drivers in the ECM,
and maps in the ECM. The control compensates for • Desired engine speed
changes in the BTU of the fuel in order to maintain
desired emission levels. • Actual engine speed
The following steps describe the basic operation: • Calculated engine load
22
Systems Operation Section

2. The maps of the data for the desired flow of air
and fuel are sent in the form of a PWM signal to
the fuel metering valve.
3. The fuel flows through the fuel metering valve
to the mixer in order to be mixed with air.
The air/fuel mixture is compressed by the
turbocharger compressor. The air/fuel mixture
flows through the aftercooler.
4. The ECM sends a throttle command to the
hydrax actuator in order to achieve the desired
engine speed. The hydrax actuator delivers the
air/fuel mixture to the cylinders for combustion.
The aftercooler (3) is located on the top rear of the
engine. The aftercooler (3) has a two-stage core
assembly. Coolant from the jacket water inlet flows
through coolant inlet tube (5). Coolant circulates
through the first stage of the aftercooler core.
The coolant then exits the aftercooler through the
coolant outlet tube (2).
Inlet air from the compressor side of the
turbocharger (1) flows into the aftercooler housing.
The aftercooler core lowers the temperature of the
air. The cooler air is directed into the air plenum.
The cooler air is directed through the inlet ports of
the cylinder heads.

5. The ECM monitors the amount of oxygen in the Lowering the temperature of the inlet air will
exhaust gas via the oxygen sensor and oxygen increase the density of the air per volume. The
buffer. The ECM adjusts the signal for the flow of increased inlet air density will result in more efficient
air and fuel in order to achieve the desired level combustion and lower fuel consumption.
of exhaust oxygen.
i01248930
This process is repeated continuously during engine
operation. Exhaust Manifold
SMCS Code: 1059
Air Inlet and Exhaust Dry exhaust manifolds are used on the engine. The
System dry exhaust manifolds provide maximum heat to the
turbine. Soft wrap is used on the exhaust manifolds
in order to protect the wiring and other components
i01248786 from the heat.
Aftercooler NOTICE
The soft wrap must remain on the exhaust manifolds
SMCS Code: 1063 at all times. The soft wrap prevents the wiring from
burning. The soft wrap also prevents the oil lines and
the water lines from heating up.

i01248791

Turbocharger
SMCS Code: 1052

The turbine side of the turbocharger is mounted

to the exhaust manifold. The compressor side of
the turbocharger is connected by pipes to the
aftercooler housing.
g00570498
Illustration 14
(1) Turbocharger
(2) Coolant outlet tube
(3) Aftercooler
(4) Exhaust manifold
(5) Coolant inlet tube
 23
Systems Operation Section

i01564608

Exhaust Bypass Valve

SMCS Code: 1057

The exhaust bypass valve controls the flow of

exhaust gas to the turbine wheel in order to maintain
the desired boost pressure.

g00281664
Illustration 15
Turbocharger (typical example)
(1) Compressor wheel
(2) Bearing
(3) Oil inlet
(4) Bearing
(5) Turbine wheel
(6) Exhaust outlet
(7) Air inlet
(8) Coolant passages
(9) Oil outlet g00812962
Illustration 16
(10) Exhaust inlet
Typical example (top view)
(1) Tube from the aftercooler
The exhaust gases go into the exhaust inlet (10) (2) Exhaust bypass valve
of the turbine housing. The gases push the blades (3) Breather
of turbine wheel (5). The turbine wheel and the
compressor wheel turn at speeds up to 90,000 rpm.

Clean air from the air cleaners is pulled through

the compressor housing air inlet (7) by the rotation
of the compressor wheel (1). The action of the
compressor wheel blades causes a compression
of the inlet air. This compression gives the engine
more power because the compression allows the
engine to burn additional fuel with greater efficiency.

The maximum speed of the turbocharger is

controlled by the engine’s electronic control of fuel
delivery. When the engine is operating, the height
above the sea level also controls the maximum
speed of the turbocharger. g00812973
Illustration 17
Section view of an exhaust bypass valve
Bearing (2) and bearing (4) in the turbocharger use
(4) Opening for the tube from the aftercooler
engine oil under pressure for lubrication. The oil is (5) Diaphragm
sent through the oil inlet line to oil inlet (3) at the top. (6) Spring
The oil then goes through passages in the center (7) Adjusting screw
section for lubrication of the bearings. The oil goes (8) Valve
(9) Exhaust gas to the turbocharger
out of oil outlet (9) at the bottom. The oil then goes (10) Exhaust gas to the exhaust elbow
back to the engine block through the drain line. (11) Opening for the breather

The bearing housing in the turbocharger is also
cooled by the jacket water coolant. Coolant from
the coolant inlet line enters the side of the center
section. The coolant travels through the coolant
passages (8) in the bearing housing. The coolant
then leaves the turbocharger at the other side of
the center section.
Valve (8) is activated directly by a pressure
differential.
Atmospheric pressure is exerted through opening
(11) for breather (3) on one side of diaphragm (5).
Force from spring (6) is on the same side of the
diaphragm. The force of the spring is adjusted with
adjusting screw (7).
24
Systems Operation Section

Boost pressure is exerted on the other side of the

diaphragm through opening (4) for tube (1) from
the aftercooler. On the same side of the diaphragm,
exhaust gas exerts pressure on valve (8).

When the force of the spring plus the atmospheric

pressure is overcome by boost pressure, valve (8)
opens in order to divert some exhaust gas (9) from
the turbocharger to the exhaust elbow (10). This
prevents the turbocharger from providing too much
boost pressure.

Excessive boost pressure can result in overloading

of the engine, overheating, detonation, and
turbocharger surge. The amount of exhaust gas to
the turbine wheel is maintained in order to provide
the correct boost pressure. The boost pressure
determines the throttle angle at full load operation.

A throttle angle of approximately 70 degrees is

recommended for full load operation.

Under constant load conditions, the exhaust bypass

valve maintains a stable position.

The exhaust bypass valve is cooled by jacket water

coolant.
g00813876
Illustration 18
i01565999
(1) Rocker arm
(2) Valve bridge
Valve System Components (3) Valve rotator
(4) Valve spring
SMCS Code: 1105 (5) Pushrod
(6) Valve
(7) Valve lifter
The valve system components control the flow of (8) Camshaft lobe
the inlet air and fuel into the cylinders and the flow
of exhaust gas out of the cylinders during engine The crankshaft gear drives the camshaft gears
operation. through idler gears. The camshafts must be timed
to the crankshaft in order to get the correct relation
between the movement of the piston and movement
of the valves.

The camshafts have two camshaft lobes (8) for

each cylinder. As the camshaft turns, the camshaft
lobe causes valve lifter (7) and pushrod (5) to move
up and down.

The pushrod moves rocker arm (1). Movement of

the rocker arm causes valve bridge (2) to move up
and down on a dowel in the cylinder head. This
movement operates valves (6). The valve bridge
enables one rocker arm to operate two valves
simultaneously. There are two inlet valves and two
exhaust valves for each cylinder.

Valve rotator (3) turns the valve during engine

operation. The rotation of the valves keeps the
deposit of carbon on the valves to a minimum. This
provides longer service life for the valves.
 25
Systems Operation Section

When valve lifters (6) move downward, valve spring

(4) closes the valve.

Lubrication System
i01566019

Lubrication System
SMCS Code: 1300

g00813899
Illustration 19
Lubrication system schematic (typical example)
(1) Main engine oil gallery (6) Engine oil supply for the turbochargers (12) Bypass valve
(2) Engine oil gallery for the left camshaft (7) Sequence valve (13) Relief valve
(3) Engine oil gallery for the right camshaft (8) Sequence valve (14) Engine oil pump
(4) Engine oil gallery for the piston cooling (9) Adapter (15) Elbow
jets (10) Bypass valve (16) Suction bell
(5) Piston cooling jet (11) Engine oil cooler (17) Engine oil filter housing
26
Systems Operation Section
Engine oil pump (14) has three gears that are driven
by the front gear train. The engine oil pump pulls
engine oil from the pan through suction bell (16)
and elbow (15). The suction bell has a screen in
order to strain the engine oil.
Relief valve (13) controls the pressure of the engine
oil from the engine oil pump. If the engine oil
pressure from the pump becomes excessive, the
relief valve opens and some of the engine oil returns
to the engine oil pan. This prevents high pressure
engine oil from damaging the O-ring seals for the
engine oil cooler and the engine oil filter.
Engine oil cooler (11) reduces the temperature of
the engine oil. The engine oil cooler has bypass
valve (12) that is designed to open at a differential
pressure of 180 ± 20 kPa (26 ± 3 psi).
g00813914
Illustration 20
(10) Bypass valve
(17) Engine oil filter housing
The engine oil filters are located in engine oil filter
housing (17). Bypass valve (10) is located in the
engine oil filter housing.
When the engine is cold, the pressure forces the
bypass valves open. This provides immediate
lubrication to the engine when cold engine oil with
high viscosity causes a restriction.
After the engine warms up, the differential pressure
on the bypass valves decreases and the bypass
valves close. The engine oil flows normally through
the engine oil cooler and through the engine oil filter.
The bypass valves will also open if there is a
restriction in the engine oil cooler or the engine oil
filter. This allows the engine to be lubricated if the
engine oil cooler is plugged or if the engine oil filter
is dirty.
Clean engine oil from the engine oil filters goes
through adapter (9) into the block. Part of the
engine oil goes to left camshaft oil gallery (2). The
remainder of the engine oil goes to main engine
oil gallery (1).
Engine oil galleries (2) and (3) supply engine oil
through drilled passages to the camshaft bearings.
The engine oil circulates around each camshaft
journal. The engine oil then flows through the
cylinder head and the rocker arm housing to the
rocker arm shaft. Some of the engine oil lubricates
the valve stems. The remainder of the engine oil
drains from the cylinder head in order to lubricate
the push rods, the valve lifters, the camshaft, and
the camshaft bearings.
Engine oil from main engine oil gallery (1) is
supplied to the main bearings through drilled
passages. Drilled holes in the crankshaft supply
engine oil from the main bearings to the connecting
rod bearings. Engine oil from the rear of the main
engine oil gallery goes to the rear of right camshaft
oil gallery (3).
Sequence valves (7) and (8) allow engine oil
from main engine oil gallery (1) to enter engine
oil galleries (4) for piston cooling jets (5). The
sequence valves begin to open at approximately
130 kPa (19 psi). The sequence valves will not allow
engine oil into gallery (4) for the piston cooling jets
until there is pressure in the main engine oil gallery.
This reduces the amount of time that is necessary
for pressure buildup when the engine is started.
This also helps maintain engine oil pressure at idle
speed.
g00813931
Illustration 21
(5) Piston cooling jet
 27
Systems Operation Section

Piston cooling jet (5) is located in the engine block

below each piston. Each piston cooling jet has two
tubes with open ends. One tube distributes engine
oil to an opening in the bottom of the piston for an
engine oil gallery in the piston. This gallery provides
engine oil to a manifold behind the ring band of the
piston. The manifold provides engine oil to a slot
(groove) in the side of both piston pin bores. The
other tube directs engine oil to the center of the
piston. This provides lubrication to the piston pin
and the piston undercrown. This also helps cool
the piston.

g00817733
Illustration 22
Lines for engine oil
(6) Supply line
(18) Drain line

Supply line (6) provides engine oil for lubrication of

the turbocharger bearings. The engine oil flows to
the flywheel housing through drain line (18).

Engine oil is provided to the front and rear gear

groups through drilled passages in the front
housings, the rear housings, and the faces of the
cylinder block. These passages are connected to
engine oil galleries (2) and (3) for the camshafts.

After the oil has completed lubrication, the engine

oil returns to the engine oil pan.

Cooling System
i01599598

Cooling System
SMCS Code: 1350

Note: The following information describes the

cooling system for a cogeneration engine.
28
Systems Operation Section

Jacket Water

g00741075
Illustration 23
(1) Electric water pump (4) Cylinder block (7) Bypass line
(2) Inlet line to engine (5) Inlet line to front of cylinder block
(3) Adapter (6) Return line
 29
Systems Operation Section

g00740892
Illustration 24
(8) Coolant line from the customer supplied (11) Coolant line to the customer supplied
heat exchanger or radiator heat exchanger or radiator
(9) Outlet to electric water pump for the (12) Water/air separator
engine (13) Water temperature regulator housing
(10) Heat exchanger (14) Water manifold
30
Systems Operation Section

g00741056
Illustration 25
(15) Engine oil cooler (18) Vent lines (21) Aftercooler
(16) Inlet line to rear of cylinder block (19) Coolant supply line for the wastegate (22) Jacket water line from the aftercooler
(17) Turbocharger (20) Wastegate (23) Jacket water line to the aftercooler

The cooling system uses water pump (1) that is

driven by an electric motor. Coolant from heat
exchanger (10) is pulled into the inlet of the water
pump housing. The coolant is pulled by the rotation
of the water pump impeller. The coolant then flows
through the inlet line to the engine and into adapter
(3). The coolant is divided at the adapter. Part of
the coolant flow is sent through water line (23) to
the first stage of aftercooler (21). Part of the coolant
is sent through inlet line (5) to the front of cylinder
block (4). The other part of the coolant is sent
through engine oil cooler (15) and to the rear of the
cylinder block (16).

g00741105
Illustration 26
(17) Turbocharger
(24) Coolant supply to the turbocharger
(25) Coolant return from the turbocharger
 31
Systems Operation Section

Coolant is sent through inlet line (5) to the front of
cylinder block (4). The coolant is then sent through
a main distribution gallery to each cylinder water
jacket. The main distribution gallery is located
above the main bearing oil gallery. The main bearing
oil gallery and the water gallery are in the center of
cylinder block (4). Part of the coolant travels to the
back of the cylinder block to an adapter. Coolant
flow from the adapter housing is divided. Part of
the coolant flows to coolant supply line (19) and
to wastegate (20). The other part of the coolant
flow travels through coolant supply lines (24) to
the housings for the bearings of turbochargers
(17). Vent lines (18) for the turbocharger and the
wastegate purge the air out of the cooling system.
All of the coolant flow is then directed into water
manifolds (14).
The coolant that is sent to engine oil cooler (15)
flows through the engine oil cooler and through the
inlet line to the rear of the cylinder block (16) at the
right rear cylinder. The coolant flows to both sides
of cylinder block (4) through the rear distribution
gallery. The distribution manifolds are connected to
the water jacket of all of the cylinders.
The coolant flows upward through the water jacket
and around the cylinder liners from the bottom to the
top. The water jacket is smaller near the top of the
cylinder liners. The temperature is hotter at the top
of the cylinders. This smaller area is referred to as a
shelf. This shelf causes the coolant to flow faster for
cooling of the cylinder liners. The coolant from the
top of the liners flows into the cylinder head. The
coolant flows around the hottest parts of the cylinder
head. Coolant then flows to the top of the cylinder
head. The coolant flows outward through an elbow.
An elbow is located at each cylinder head. The
coolant flow is directed through water manifolds
(14) to the water temperature regulator housing (13)
after the coolant cools the engine components.
The cooling system is equipped with a heat
exchanger for an application that has the CHP
(Combined Heat and Power). Heat exchanger (10)
is located at the front of the engine. Water from the
customer supplied pump enters the heat exchanger
through inlet connection (8). Heat is extracted
from the coolant. The water exits through outlet
connection (11). The water that is customer supplied
flows in the opposite direction of the coolant flow.
The water temperature regulator is an important
part of the cooling system. The water temperature
regulator divides the coolant flow between the heat
exchanger and the internal bypass of the water
pump. This division is made in order to maintain
the correct temperature.
Most of the coolant will take the path of least
resistance through the bypass when there is no
mechanical control. This path will cause the engine
to overheat in hot weather. The small amount of
coolant that flows through the radiator is too much
even in cold weather. The engine will not get to
normal operating temperatures.
Note: There is no mechanical control of the cooling
system if the water temperature regulator is not
installed in the system.
Refer to the Operation and Maintenance Manual for
the required fluid capacity for the cooling system.
Separate Circuit Aftercooler (SCAC)

Water temperature regulator housing (13) is located

at the top front of the engine. The water temperature
regulator housing has an upper section and a
lower section for coolant flow. The engine uses four
temperature regulators. The sensing bulbs of the
four temperature regulators are in the coolant in
the lower section of the housing. Cold coolant is Illustration 27 g00741127
sent through the water temperature regulators to the
(26) Coolant line connection for the separate circuit water system
upper section of the water temperature regulator
to the aftercooler
housing through bypass line (7) and back to the (27) Coolant line connection for the separate circuit water system
inlet of the water pump. from the aftercooler

This cycle is completed before the engine reaches

operating temperatures and the regulators remain
closed. As the temperature of the coolant increases
the regulators start to open and the coolant flow in
bypass line (7) is stopped. Coolant is sent through
coolant return line (6) to water/air separator (12)
then to heat exchanger (10).
32
Systems Operation Section

The second stage of the aftercooler uses a SCAC

(separate circuit aftercooling). The first stage of
the aftercooler is cooled by the jacket water. The
two aftercooling systems are used in order to cool
the inlet air in aftercooler (21). The SCAC coolant
is supplied from a separate heat exchanger or
a separate radiator to the second stage of the
aftercooler. The temperature of the SCAC cooling
system coolant is controlled by a thermostatic valve.
For the cogeneration model, the water temperature
is controlled externally by a heat exchanger by
maintaining the outlet temperature of the steam
system.

An auxiliary water pump or a water pump that

is customer supplied sends water through line
connection (26) to the second stage of the
aftercooler (21). The water flows through the
aftercooler core assembly and flows out of the
aftercooler to line connection (27) to a thermostatic
valve. When the aftercooler water is below operating
temperature the thermostatic valve is closed. This Illustration 28 g00807706
will bypass a heat exchanger that is customer (1) Cylinder liner
supplied or a radiator that is customer supplied. (2) Filler band
The water is bypassed and returned to an auxiliary (3) O-ring seals
water pump or a water pump that is customer (4) Main bearing cap
supplied and returned to the aftercooler. When the (5) Bolt
aftercooler water is up to operating temperature, the
thermostatic valve opens. This will allow the water Cylinder liners (1) can be removed for replacement.
to flow from the aftercooler to a heat exchanger that The top surface of the cylinder block is the seat
is customer supplied or a radiator that is customer for the cylinder liner flange. Engine coolant flows
supplied. The water will then flow back to an around the cylinder liners in order to keep the
auxiliary water pump that is customer supplied and cylinder liners cool. Filler band (2) and three O-ring
returned to the aftercooler. The thermostatic valve seals (3) seal the coolant in the cylinder block.
will be fully open when the water temperature is up
to 32 C (90 F) or 54 C (130 F). This depends on Main bearing caps (4) are fastened to the cylinder
the thermostatic valve that is installed. block with four bolts (5) per cap.

Total system coolant capacity will depend on the

size of the heat exchanger or radiator . Refer to the
Operation and Maintenance Manual for the required
fluid capacity for the cooling system.

Basic Engine
i01553680

Cylinder Block, Liners and

Heads Illustration 29
g00807723

SMCS Code: 1100; 1200 (6) Spacer plate

The cylinders in the left side of the block form a 60
degree angle with the cylinders in the right side.
(7) Gasket
The engine has a separate cylinder head for each
cylinder. An aluminum spacer plate (6) and gasket
(7) is between each cylinder head and the cylinder
block. The plate and the gasket accommodate the
thickness of the cylinder liner flange.
 33
Systems Operation Section

i01554011

Pistons, Rings and Connecting

Rods
SMCS Code: 1214; 1218

g00807727
Illustration 30
(8) Exhaust valves
(9) Inlet valves
(10) Gasket
(11) Water seals

Each cylinder head has four valves. Two exhaust

valves (8) and two inlet valves (9) are controlled by
a camshaft and pushrods. For information on the
operation of the valves, refer to Systems Operation,
“Valve System Components”. Valve guides are
pressed into the cylinder heads. The spark plug is
located between the four valves.
g00807790
Illustration 32
Another gasket (10) on top of the spacer plate seals
(1) Piston
the oil drain passages between the cylinder head (2) Compression rings
and the spacer plate. After the engine oil lubricates (3) Oil ring
the components in the cylinder head, the engine oil (4) Connecting rod
drains back into the engine block. (5) Piston pin
(6) Pin retainer
(7) Bolt
Coolant is pumped from the cylinder block into the (8) Connecting rod cap
cylinder head through eight water seals (11). The (9) Connecting rod bearing
water seals are the thickness of the two gaskets
and the spacer plate. The coolant exits the cylinder Aluminum pistons (1) have three rings. The rings
head through water passages into the water cooled include two compression rings (2) and one oil
exhaust manifold or the water manifold. ring (3). All the rings are located above the piston
pin bore. The top two compression rings are
rectangular. The oil ring is a three-piece ring. Engine
oil returns to the crankcase through holes in the oil
ring groove.

Note: Earlier designs of the pistons had a cast iron

band for the top two rings in order to help reduce
wear on the compression ring grooves. The newer
design has a band for the top ring only.

The piston is attached to connecting rod (4)

with piston pin (5) and two pin retainers (6). The
connecting rod has a taper on the pin bore end.
This taper gives the connecting rod and the piston
g00807743 more strength in the areas with the most load.
Illustration 31
Four bolts (7), which are set at a small angle, hold
(12) Camshaft cover connecting rod cap (8) to the connecting rod.
(13) Crankcase cover
This design keeps the connecting rod width to a
minimum, so that a larger connecting rod bearing
Camshaft covers (12) allow access to the camshaft (9) can be used and the connecting rod can still be
and valve lifters. Crankcase covers (13) allow removed through the cylinder liner.
access to the crankshaft connecting rods, main
bearings, and piston cooling jets.
34
Systems Operation Section

i01248848 Air/Electric Starting System

Crankshaft
i01432937
SMCS Code: 1202
Air/Electric Starting System
The crankshaft changes the combustion forces in
the cylinder into usable rotating torque. A vibration SMCS Code: 1450; 1451; 1462
damper is used at the front of the crankshaft in
order to reduce torsional vibrations (twist) that can
cause damage to the engine.

The crankshaft drives a group of gears on the front

and the rear of the engine. The front gear group
drives the engine oil pump, the Hydrax oil pump,
and the accessory drives.

Seals and wear sleeves are used at both ends

of the crankshaft. The seals and wear sleeves
are used for easy replacement and reduction of
maintenance cost. Pressure oil is supplied to all
main bearings through drilled holes in the webs of
the cylinder block. The oil then flows through drilled
g00286817
holes in the crankshaft in order to provide oil to the Illustration 33
connecting rod bearings. The crankshaft is held in Air starting system
place by nine main bearings. A thrust plate at either (1) Air starting motor
side of the center main bearing controls the end (2) Control valve
play of the crankshaft. (3) Wires from the control switch
(4) Air line connection from the relay valve
(5) Relay valve
i01248857

Camshaft
SMCS Code: 1210

There is one camshaft assembly per side. The

camshaft is supported by nine bearings. Each
camshaft is driven by the gears at the rear of the
engine.

As the camshaft turns, each lobe moves a lifter

assembly. There are two lifter assemblies for each
cylinder. Each lifter assembly moves a pushrod
and two valves. The valves can be inlet valves or
exhaust valves. The camshafts must be in time with g00563259
Illustration 34
the crankshaft. The relation of the camshaft lobes to Air starting motor
the crankshaft position causes the valves in each
(6) Air inlet
cylinder to operate at the correct time. (7) Vanes
(8) Rotor
(9) Drive pinion
(10) Reduction gears
(11) Piston
(12) Piston spring

Control valve (2) has a solenoid that is operated
electrically from the control switch at the operator’s
panel. When the switch is turned to the “MANUAL
START” position, control valve (2) opens in order to
allow air from the secondary tank through air line
connection (4) to piston (11) behind the drive shaft.
This air pressure behind piston (11) puts piston
spring (12) in compression. The spring moves the
drive shaft and drive pinion (9) in order to engage
with the flywheel ring gear.
After drive pinion (9) is engaged with the ring gear,
a port is now opened in order to allow the air to
go through an air line to relay valve (5). This air
pressure activates relay valve (5). Relay valve (5)
now opens the main supply line from the main
reservoir. This allows the large volume of air to pass
through air inlet (6) in air starting motor (1). The
air applies pressure against vanes (7) and the air
pressure begins to turn rotor (8). The air pressure
exhausts through the outlet at the bottom of air
starting motor (1). This air turns rotor (8) which turns
drive pinion (9) and the engine flywheel through a
set of reduction gears (10).
When the engine starts to run, the flywheel will
begin to turn faster than drive pinion (9). The design
of the drive shaft for the pinion allows the drive
pinion gear to move away from the flywheel. The
drive pinion gear will disengage from the flywheel.
This prevents damage to air starting motor (1), drive
pinion (9) or the flywheel gear.
When the engine control senses the crank terminate
speed, control valve (2) has closed. When the
control valve (2) is closed the solenoid has been
deactivated. The air pressure and flow to the piston
is now stopped. Piston spring (12) retracts piston
(11), the drive shaft and drive pinion (9). The
movement of piston (11) now closes the air passage
that activated relay valve (5). Relay valve (5) closes
and relay valve (5) stops the main flow of the air to
starting motor rotor (8).
Electrical System
i01566987
Grounding Practices
SMCS Code: 1400
Proper grounding is necessary for optimum engine
performance and reliability. Improper grounding will
result in uncontrolled electrical circuit paths and in
unreliable electrical circuit paths.
35
Systems Operation Section
Uncontrolled electrical circuit paths can result in
damage to main bearings, to crankshaft bearing
journal surfaces, and to aluminum components.
Uncontrolled electrical circuit paths can also cause
electrical activity that may degrade the engine
electronics and communications.
Ensure that all grounds are secure and free of
corrosion.
The engine alternator must be grounded to the
negative “-” battery terminal with a wire that is
adequate to carry the full charging current of the
alternator.
For the starting motor, do not attach the battery
negative terminal to the engine block.
NOTICE
This engine is equipped with a 24 volt starting system.
Use only equal voltage for boost starting. The use of
a welder or higher voltage will damage the electrical
system.
Ground the engine block with a ground strap that
is furnished by the customer. Connect this ground
strap to the ground plane.
Use a separate ground strap to ground the negative
“-” battery terminal for the control system to the
ground plane.
Disconnect the power when you are working on the
engine’s electronics.
If rubber couplings are used to connect the steel
piping of the cooling system and the radiator,
the piping and the radiator can be electrically
isolated. Ensure that the piping and the radiator are
continuously grounded to the engine. Use ground
straps that bypass the rubber couplings.
i01394904
Alternator
SMCS Code: 1405
NOTICE
Never operate the alternator without the battery in the
circuit. Making or breaking an alternator connection
with heavy load on the circuit can cause damage to
the regulator.
36
Systems Operation Section

The poles have residual magnetism that produces

a small amount of magnetic lines of force between
the poles. As rotor assembly (7) begins to turn
between field windings (6) and stator windings
(3), a small amount of alternating current (AC) is
produced in stator windings (3). This current is
from the small, magnetic lines of force that are
made by the residual magnetism of the poles. This
alternating current (AC) is changed to a direct
current (DC). The change occurs when the current
passes through the diodes of rectifier bridge (5).
Most of this current completes two functions. The
functions are charging the battery and supplying
the low amperage circuit. The remainder of the
g00285111
current is sent to field windings (6). The DC current
Illustration 35 flow through field windings (6) (wires around an iron
Alternator components (typical example) core) now increases the strength of the magnetic
(1) Regulator lines of force. These stronger lines of force increase
(2) Roller bearing the amount of AC current that is produced in
(3) Stator winding stator windings (3). The increased speed of rotor
(4) Ball bearing
(5) Rectifier bridge assembly (7) also increases the current and voltage
(6) Field winding output of the alternator.
(7) Rotor assembly
(8) Fan Voltage regulator (1) is a solid-state, electronic
switch. The regulator feels the voltage in the system.
The alternator is driven by a belt from an auxiliary The regulator will start and the regulator will stop
drive at the front right corner of the engine. This many times in one second in order to control the
alternator is a three-phase, self-rectifying charging field current to the alternator. The output voltage
unit, and regulator (1) is part of the alternator. from the alternator will now supply the needs of the
battery and the other components in the electrical
This alternator design has no need for slip rings or system. No adjustment can be made in order to
brushes, and the only part that has movement is change the rate of charge on these alternator
rotor assembly (7). All conductors that carry current regulators.
are stationary. The conductors are field winding (6),
stator windings (3), six rectifying diodes, and the
regulator circuit components. i01394925

Rotor assembly (7) has many magnetic poles. Air Starting Solenoid
space is between the opposite poles.
SMCS Code: 1467

A solenoid is an electromagnetic switch that does

two basic operations.

• The solenoid closes the high current starting

motor circuit with a low current start switch circuit.

• The solenoid engages the starter motor pinion

with the ring gear.

g00285112
Illustration 36
Typical solenoid schematic
The solenoid has windings (one or two sets) around
a hollow cylinder. The cylinder contains a spring
loaded plunger. The plunger can move forward
and backward. When the start switch is closed
and the electricity is sent through the windings, a
magnetic field is made. The magnetic field pulls the
plunger forward in the cylinder. This moves the shift
lever in order to engage the pinion drive gear with
the ring gear. The front end of the plunger makes
contact across the battery and the motor terminals
of the solenoid. The starting motor begins to turn
the flywheel of the engine.
When the start switch is opened, current no longer
flows through the windings. The spring pushes the
plunger back to the original position. The spring
simultaneously moves the pinion gear away from
the flywheel.
When two sets of windings in the solenoid are used,
the windings are called the hold-in windings and
the pull-in windings. Both of the windings have the
same number of turns around the cylinder. However,
the pull-in winding uses a wire with a larger diameter
in order to produce a greater magnetic field. When
the start switch is closed, part of the current flows
from the battery through the hold-in windings. The
rest of the current flows through the pull-in windings
to the motor terminal. The current then goes through
the motor to the ground. When the solenoid is fully
activated, current is shut off through the pull-in
windings. Only the smaller hold-in windings are
in operation for the extended period of time. This
period of time is the amount of time that is needed
for the engine to start. The solenoid will now take
less current from the battery. The heat that is made
by the solenoid will be kept at an acceptable level.
37
Systems Operation Section
i01394933
Starting Motor
SMCS Code: 1451
The starting motor is used to turn the engine
flywheel in order to start the engine.
g00285113
Illustration 37
Cross section of the starting motor (typical example)
(1) Field winding
(2) Solenoid
(3) Clutch
(4) Pinion
(5) Commutator
(6) Brush assembly
(7) Armature
The starting motor has a solenoid (2). When the
start switch is activated, electricity will flow through
the windings of the solenoid. The solenoid core will
move in order to push pinion (4) with a mechanical
linkage. This will engage with the ring gear on
the flywheel of the engine. Pinion (4) will engage
with the ring gear before the electric contacts in
solenoid (2) close the circuit between the battery
and the starting motor. When the circuit between
the battery and the starting motor is complete,
pinion (4) will turn the engine flywheel. A clutch
gives protection to the starting motor. The engine
can not turn the starting motor too fast. When the
start switch is released, pinion (4) will move away
from the flywheel ring gear.
Starting Motor Protection
The starting motor is protected from damage in two
ways:
• The starting motor is protected from engagement
with the engine when the engine is running. The
control feature will not allow the starting motor to
engage if the speed is above 0 rpm.
• The starting motor is protected from continuous
starting. For example, if an operator is holding the
key in the Start position after the engine starts,
the starting motor solenoid will disengage after
engine speed reaches 300 rpm.
38
Systems Operation Section

i01394942

Engine Speed Sensor

SMCS Code: 1907

g00285114
Illustration 38
Schematic of engine speed sensor
(1) Magnetic lines of force
(2) Wire coils
(3) Gap
(4) Pole piece
(5) Flywheel ring gear

The engine speed sensor is a permanent magnet

generator. This engine speed sensor has a single
pole. The engine speed sensor is made of wire coils
(2). The wire coils go around a permanent magnet
pole piece (4).

As the teeth of flywheel ring gear (5) cut through

magnetic lines of force (1) that are generated by
the permanent magnet, an AC voltage is generated
in wire coils (2). The frequency of this voltage is
directly proportional to engine speed.

i01259850

Circuit Breaker
SMCS Code: 1420

The circuit breaker is a switch that opens the battery

circuit if the current in the electrical system goes
higher than the rating of the circuit breaker.

A heat-activated metal disc with a contact point

completes the electric circuit through the circuit
breaker. If the current in the electrical system gets
too high the metal disc will get hot. This heat
causes a distortion of metal disc. The disc opens
the contacts. The disc breaks the circuit.

NOTICE
Find and correct the problem that causes the circuit
breaker to open. This will help prevent damage to the
circuit components from too much current.

Testing and Adjusting
Section
Electronic Control System
i01598033
General Information
(Electronic Control System)
SMCS Code: 1901
Certain programmable parameters must be entered
in order for the electronic control system to operate
properly. Other programmable parameters are
adjusted according to the customer’s preferences
for the installation.
For information on the programmable parameters,
refer to Systems Operation, “Electronic Control
System Parameters”.
For information on programming the ECM, refer to
Testing and Adjusting, “Electonic Control Module
(ECM)”.
i01251142
Electronic Control Module
(ECM)
SMCS Code: 1901
The ECM receives input from the following
components: sensors, switches, and the information
that is programmed by the operator.
The ECM processes this information in order to fire
the cylinders according to the conditions of the
engine.
These conditions may include the position of the
governor, the engine temperatures, and the load.
The ECM is a sealed unit. The ECM contains no
serviceable parts. Refer to Troubleshooting for the
procedures for testing, for programming, and for
replacing the ECM.
A problem with the primary circuits or the secondary
circuits for the ignition transformer will alert the
operator. This type of problem will also generate
a diagnostic code.
39
Testing and Adjusting Section
i01597193
Manifold Air Pressure Sensor
SMCS Code: 1917
Table 3
Tools Needed Quantity
1U-5470 Engine Pressure Group 1
Absolute pressure – Absolute pressure is the gauge
pressure plus the local barometric pressure.
Gauge pressure – Gauge pressure is the absolute
pressure minus the local barometric pressure.
The inlet manifold pressure sensor measures the
absolute inlet manifold air pressure. The EIS control
module and the ECM use information from the inlet
manifold pressure sensor to calculate the engine
load.
To verify that the inlet manifold pressure sensor is
accurate, use the ET to read the inlet manifold air
pressure when the engine is stopped. The correct
pressure will be the ambient barometric pressure.
g00814388
Illustration 39
Plugs in the air inlet manifold
Remove one of the plugs from the air inlet manifold.
Connect a line from the opening to a pressure
gauge from the 1U-5470 Engine Pressure Group.
Operate the engine under a load. Use ET to read
the inlet manifold air pressure. Read the pressure
gauge from the 1U-5470 Engine Pressure Group
and add the local barometric pressure to the
reading. Compare the calculation to the reading
from ET.
40
Testing and Adjusting Section

i01597258

Detonation Sensor
SMCS Code: 1559

Detonation is engine knock that occurs after the

air/fuel mixture has been ignited by the spark. The
excessive mechanical stress and thermal stress
can reduce the service life of the engine. There are
several possible causes of detonation. Examples are
a rich air/fuel mixture, overload, a high compression
ratio, and high inlet manifold air temperature.

Combustion of the air/fuel mixture prior to the

spark is a premature ignition. This is usually
caused by a hot spot in the combustion chamber.
Possible sources of premature ignition are an
incorrect spark plug, an incorrectly installed spark
plug, and deposits in the combustion chamber.
Detonation can be the result of premature ignition.
The premature ignition has the effect of advanced
ignition timing.
g00760464
Illustration 40
(1) Engine speed/timing sensor
1. Remove engine speed/timing sensor (1). Inspect
the condition of the end of the magnet. Look for
signs of wear and contaminants.
2. Clean any debris from the face of the magnet.

Although a sensor may indicate the presence of

detonation, the problem could be a premature
ignition. An indication of detonation can also be
caused by excessive mechanical engine noise.

To avoid detecting vibrations that are not related

to detonation, the ECM only monitors a detonation
sensor when one of the sensor’s cylinders is
between top center and 40 degrees after top
center. Therefore, the “Block Tap” method of testing
the detonation sensors does not work for the
G3500BEngine.
For information on testing the detonation sensors,
refer to Troubleshooting, RENR2270.
i01597274
Engine Speed/Timing Sensor
SMCS Code: 1912
If a diagnostic code is generated for the engine
speed/timing sensor, refer to Troubleshooting,
RENR2270.
g00760465
Illustration 41
(2) Sliphead
3. Check the tension of sliphead (2). Gently extend
the sliphead for a minimum of 4 mm (0.16 inch).
Then push back the sliphead.
When the sliphead has the correct tension, at
least 22 N (5 lb) of force is required to push in
the sliphead from the extended position.
NOTICE
The sliphead must be fully extended when the speed/
timing sensor is installed so that the sensor maintains
contact with the speed-timing wheel. If contact is not
maintained, the signal from the sensor will not be gen-
erated.

For proper operation, the condition and installation
of the sensor must be correct. If the condition or
the installation of the sensor is suspect, use the
following procedure.
Do not install the sensor between the teeth of the
speed-timing wheel. Damage to the sensor would re-
sult. Before installing the sensor, ensure that a tooth
of the wheel is visible in the mounting hole for the sen-
sor.

4. Install the engine speed/timing sensor.

a. Ensure that a tooth on the speed-timing wheel

is visible in the mounting hole for the sensor.
 41
Testing and Adjusting Section

b. Extend sliphead (2) by a minimum of 4 mm

(0.16 inch).

c. Coat the threads of the sensor with 4C-5597

Anti-Seize Compound.

Note: The sliphead is designed to contact a tooth

of the speed-timing wheel. The maximum allowable
gap between the sliphead and the tooth is 0.5 mm
(0.02 inch).

d. Install the sensor. Tighten the locknut to

40 ± 5 N·m (30 ± 4 lb ft).

i01618695

Ignition Transformer
SMCS Code: 1561

The ECM provides extensive diagnostics for the

ignition system. A diagnostic code is generated
if a problem with the primary circuit or the
secondary circuit is detected. For instructions
on troubleshooting the electrical circuit, refer to
Troubleshooting, RENR2270.

If an ignition transformer is suspect, use the g00715304

Illustration 42
following procedure to check the transformer:
(1) Screw
(2) Ground spring
(3) Spacer
(4) Terminal for the spark plug
(5) Extension
Ignition systems can cause electrical shocks. (6) O-ring seal
Avoid contacting the ignition system components
and wiring. 4. Inspect the body of the transformer and ground
spring (2) for corrosion and/or damage. Verify
Do not attempt to remove the valve covers when that screws (1) for the ground spring are secure.
the engine is operating. The transformers are
grounded to the valve covers. Personal injury or Note: Punch through is caused by misfire in the
death may result and the ignition system will be engine that does not generate a diagnostic code.
damaged if the valve covers are removed during
engine operation. The engine will not operate 5. Check the extension near spacer (3) for signs of
without the valve covers. punch through (pin holes) and/or arcing.

1. Turn the engine control switch to the OFF/RESET
position. Switch the circuit breaker for the engine
OFF.
2. Remove the valve cover of the suspect cylinder.
NOTICE
Pulling on the wiring harness may break the wires. Do
not pull on the wiring harness.
3. Disconnect the ignition harness from the
transformer. Remove the transformer from the
engine.
6. Inspect O-ring seal (6) inside the extension for
damage.
7. Remove O-ring seal (6). Inspect terminal (4)
inside the extension for looseness, corrosion,
and/or damage. Insert an extra spark plug into
the transformer and check for spring pressure
of terminal (4).
NOTICE
The extension can be scratched and damaged with a
wire brush. Do not use a wire brush on the extension.
8. Clean any deposits from the inside of the
extension. Use a 6V-7093 Brush with isopropyl
alcohol.
42
Testing and Adjusting Section

11. Switch the suspect transformer with a

transformer from a different cylinder that is known
to be good. Install the transformers. Install the
valve covers.

12. Reset the control system. Clear any logged

diagnostic codes.

13. Start the engine and operate the engine in order

to generate a diagnostic code.

If the problem follows the transformer, replace the

transformer. Make sure that you use the correct
transformer for the engine. Reset the control
system. Clear any logged diagnostic codes.

If the problem stays with the cylinder, there is

a problem with the spark plug or the electrical
circuit for the transformer.

For troubleshooting of the electrical circuit, refer

Illustration 43 g00814314 to Troubleshooting, RENR2270.
(1) Screw
(4)
(7)
Terminal connector
+ pin
Spark Plug
(8) - pin
If a diagnostic code is generated for the ignition
9. Measure the voltage of the diode for the primary transformer’s secondary circuit, the spark plug may
circuit. need to be replaced. Misfire and a cold cylinder
are other indications of a worn spark plug. Use ET
to monitor the exhaust port temperatures in order
to locate a cold cylinder.

g00754013 For instructions on inspection and replacement of

Illustration 44
the spark plug, refer to the engine’s Operation and
Symbol for a diode Maintenance Manual.
a. Set the multimeter to the diode scale. Measure
the voltage between positive pin (7) and Spark Plug with a Precombustion
negative pin (8). Chamber
b. Reverse the polarity of the probe and measure
the voltage between the pins again.

For the diode of the primary circuit, the

correct voltage between the positive pin and
the negative pin is approximately 0.450 VDC.
When the polarity is reversed, there is no
reading. g00837850
Illustration 45
Spark plug with a precombustion chamber
10. Measure the resistance of the secondary circuit.
There is virtually no maintenance for the spark plug.
a. Set the multimeter to the 40,000 Ohm scale. The electrode gap is not adjustable. The resistance
Measure the resistance between screw (1) cannot be measured. Unless the holes in the spark
for the ground spring and terminal (4) for the plug’s precombustion chamber become plugged,
spark plug. no cleaning is required.
The correct resistance between the screw for
the ground spring and the terminal for the
spark plug is approximately 20,000 Ohms.
 43
Testing and Adjusting Section

Conventional Spark Plug with an

Adjustable Electrode Gap

g00837849
Illustration 46
Conventional spark plug with an adjustable electrode gap

Maintain the conventional spark plug according to

the engine’s Operation and Maintenance Manual.
For the correct spark plug gap, refer to the engine’s
Specifications manual. The resistance can be
measured. For instructions, refer to the engine’s
Troubleshooting manual.
44
Testing and Adjusting Section

Fuel System This software program calculates the fuel’s methane

number.

i01597385 For a detailed explanation of methane numbers,

General Information (Fuel
System)
SMCS Code: 1250
The High Heat Value (HHV) is a measurement of
the total heat that is generated by combustion of a
fuel. When any hydrocarbon is used as a fuel in
an internal combustion engine, water is one of the
products of combustion. The water is converted into
steam before leaving the engine. The conversion
requires heat. The steam removes the heat and the
energy is not used by the engine. The HHV minus
the heat that is used to vaporize the water equals
the Low Heat Value (LHV) of the fuel. The LHV is
used for estimating fuel consumption.
The fuel must be mixed with air in order to produce
combustion. The amount of air that is required for
efficient combustion will vary for different types of
fuels because of the fuels’ different compositions.
For optimum engine operation, the air/fuel ratio
must be adjusted properly.
The fuel’s methane number indicates the tendency
of the fuel to detonate. Fuel with a low methane
number burns more quickly than fuel with a high
methane number. Additionally, the heat that is
produced by compression can ignite fuel with a
low methane number sooner than fuel with a high
methane number. If an engine is using low methane
fuel and the timing is too early, detonation will
occur. To avoid detonation, the engine timing must
be retarded for low methane. The engine may also
need a lower compression ratio.
see Application and Installation Guide, LEKQ7256,
“Fuels/Fuel Systems”.
Follow the guide for fuel usage that is in the engine’s
Engine Performance publication. These publications
are available from your Caterpillar dealer.
For detailed information on gaseous fuels, refer
to Engine Data Sheet, LEKQ3105, “Internal
Combustion Engine Fuel Gases”.
For information on acceptable fuels for the engine,
see the engine’s Operation and Maintenance
Manual.
The air/fuel ratio is adjusted by using ET to program
the “Desired Oxygen at Full Load”. For information
on the parameter, refer to Systems Operation,
“Electronic Control System Parameters”.
i01476048
Finding the Top Center
Position for the No. 1 Piston
SMCS Code: 1105-531
Table 4
Tools Needed Quantity
9S-9082 Engine Turning Tool 1

An engine with a low compression ratio is able

to utilize fuels with low methane. An engine with
a high compression ratio can use a more limited
range of fuels. However, a higher power output and
greater fuel economy can be obtained. Operation
without combustion problems and production of the
required power from the available fuel depends on
the correct engine configuration.

The methane number of any gas (fuel) can be g00284799

Illustration 47
determined with the following method:
Timing bolt location (typical example)
1. Obtain a fuel analysis of the gas. (1) Cover
(2) Timing bolt
(3) Plug
2. Enter the data from the fuel analysis into the
Caterpillar Software Program, LEKQ6378,
1. Remove cover (1) and plug (3) from the right
“Methane Number Program”.
front side of the flywheel housing.
 45
Testing and Adjusting Section

i01437613

Camshaft Timing
SMCS Code: 1210

Timing Check
Table 5
Tools Needed Quantity
9S-9082 Engine Turning Tool 1

g00284800
Illustration 48
Timing bolt installation (typical example)
(2) Timing bolt
(4) 9S-9082 Engine Turning Tool

2. Put timing bolt (2) through the timing hole in

the flywheel housing. Use the 9S-9082 Engine
Turning Tool (4) and a ratchet wrench with a
1/2 inch drive in order to turn the flywheel in
the direction of normal engine rotation. Turn the
flywheel until the timing bolt engages with the
hole in the flywheel.
g00284801
Illustration 49
Note: If the flywheel is turned beyond the point of
Location of timing pins (typical example)
engagement, the flywheel must be turned in the
(1) Timing hole
direction that is opposite of normal engine rotation. (2) Timing pin
Turn the flywheel by approximately 30 degrees.
Then turn the flywheel in the direction of normal
1. Remove rear camshaft covers from both sides
engine rotation until the timing bolt engages with of the engine.
the threaded hole. This procedure will remove the
play from the gears when the No. 1 piston is on the
2. Refer to Testing and Adjusting, “Finding The Top
top center. Center Position For The No. 1 Piston”.
3. Remove the valve cover for the No. 1 cylinder
Note: When the timing bolt is installed in the
head. flywheel, it is not necessary to remove the No. 1
valve cover in order to find the compression stroke.
4. The inlet and exhaust valves for the No. 1
Both rear camshaft covers must be removed in
cylinder are fully closed if the No. 1 piston is on order to check the timing.
the compression stroke and the rocker arms can
be moved by hand. If the rocker arms cannot be
3. When the timing bolt is installed in the flywheel,
moved and the valves are slightly open, the No. 1 look at the rear end of the camshaft. If the
piston is on the exhaust stroke. Find the cylinders
timing ring is visible, then the No. 1 piston is
that need to be checked or adjusted for the on the compression stroke. If the timing ring is
stroke position of the crankshaft after the timing not visible, feel the back of the camshaft for
bolt has been installed in the flywheel. Refer to
the groove. If the groove is at the back of the
Testing And Adjusting, “Crankshaft Position for camshaft, the flywheel must be turned by 360
Fuel Injector Adjustment and Valve Lash Setting”.
degrees in order to put the No. 1 piston on the
compression stroke.
Note: When the actual stroke position is identified
and the other stroke position is needed, remove
the timing bolt from the flywheel. Turn the flywheel
by 360 degrees in the direction of normal engine
rotation.
46
Testing and Adjusting Section

Timing Adjustment
Table 6
Tools Needed Quantity
9S-9082 Engine Turning Tool 1
1P-0820 Hydraulic Puller 1
8B-7548 Push-Puller Tool Group 1
8B-7559 Adapter 2
5H-1504 Hard Washer 3
9U-6600 Hand Hydraulic Pump 1

g00284802
Illustration 50 Note: Before any timing adjustments are made, the
Installation of timing pins (typical example) timing must be checked first. Make sure that any
(2) Timing pin adjustments are necessary. Refer to “Timing Check”
(3) RH Camshaft for this procedure.

4. When the timing bolt is installed in the flywheel After the timing check procedure is completed, the
and the No. 1 piston is on the compression timing bolt will be engaged in the flywheel with No.
stroke, remove the timing pins (2) from the 1 piston at the top center (TC) position.
storage positions.

5. Install the timing pins (2) through the timing holes

(1) in the engine block. Install the timing pins
(2) into the groove in the camshaft (3) on each
side of the engine. In order to time the engine
correctly, the timing pins must fit into the groove
of each camshaft.

6. If the timing pins (2) do not engage in the

grooves of both camshafts, the engine is not
in time, and one or both camshafts must be
adjusted.

7. Both camshafts are adjusted in the same manner.

Refer to “Timing Adjustment” for the procedure
to put the camshafts in time with the crankshaft.
NOTICE
If a camshaft is out of time more than 18 degrees
(approximately 1/2 the diameter of timing pin out of
groove), the valves can make contact with the pistons.
This will cause damage that will make engine repair
necessary.
g00662258
Illustration 51
Rocker arm shaft assembly
(1) Bolt
(2) Rocker Shaft
1. Remove all valve covers on the side of the
engine with the camshaft that needs adjustment.
Disconnect the primary ignition leads and
remove the ignition transformers. Loosen the
bolts (1) that hold all of the rocker shafts (2) to
the valve cover bases until all rocker arms are
free from the valves.

Note: The above procedure must be done before

the camshaft drive gear is pulled off the camshaft
taper.
 47
Testing and Adjusting Section

g00662269 g00662446
Illustration 52 Illustration 54
Left rear Remove camshaft drive gears.
(3) Cover (A) 1P-0820 Hydraulic Puller
(4) Speed/Timing sensor (12) 4W-4586 Plate

2. Remove the camshaft gear cover (3) on the rear
of the engine. If the left rear camshaft gear must
be removed, then back out the speed/timing
sensor (4).
5. Use tooling (A) to remove the camshaft drive
gears (5) and (8) from the camshafts.
6. Install the three 5H-1504 Hard Washers behind
the plate (12). This plate holds the camshaft
drive gear on the camshaft. Install the plate (12)
and the bolt (11) on the camshaft.

NOTICE
Do not apply more than 41,340 kPa (6,000 psi) of pres-
sure to 1P-0820 Hydraulic Puller. 8B-7559 Adapters
are rated at 5 ton each and 1P-0820 Hydraulic Puller
is rated at 17 ton at 68,900 kPa (10,000 psi). If too
much pressure is applied, the gear may be damaged.

7. Use the 8B-7559 Adapter and needed parts

from the 8B-7548 Push-Puller Tool Group
to install the 1P-0820 Hydraulic Puller on
g00662337
Illustration 53 the camshaft drive gear. Apply 41,340 kPa
Rear gear group (6,000 psi) to the puller and tap the screw until
(5) Gear (left camshaft drive) the camshaft drive gear is free of the camshaft
(6) Idler gear taper. Remove the tooling and the camshaft drive
(7) Speed/Timing ring gear from the camshaft.
(8) Gear (right camshaft drive)
(9) Washer
(10) Bolt
(11) Bolt
(12) Plate

3. To remove the left camshaft drive gear, remove

the bolt (10) and the washer (9). Remove the
speed/timing ring (7) from the left camshaft.

4. To remove right camshaft drive gear, remove bolt

(11) and the plate (12) from the right camshaft.

g00662447
Illustration 55
Camshaft timing
(13) Timing pin.
48
Testing and Adjusting Section

8. Remove the timing pins (13) from the storage
position which is located under the rear camshaft
covers on each side of the engine.
9. Turn the camshafts until the timing pins (13) can
be installed through timing holes and into the
grooves (slots) in the camshaft.
10. Use the following procedure to install the
camshaft gears (5) and (8):
a. For correct timing, the timing bolt must be
installed in the flywheel and all gear clearance
(backlash) must be removed. Turn the
camshaft drive gears in the same direction as
crankshaft rotation and hold in this position.
13. Remove the timing bolt from the flywheel
housing.
14. Install the 5M-6213 Pipe Plug in the flywheel
housing timing hole. Remove the engine turning
pinion, and install the cover and the gasket.
15. Correctly engage the rocker arms with the
push rods. Tighten the bolts to a torque of
120 ± 20 N·m (89 ± 15 lb ft) in order to hold all
of the rocker shafts in position.
16. Make adjustments to the valve lash. Refer to
Testing And Adjusting, “Valve Lash Setting” for
the correct procedure.

b. Pin both camshafts and put the camshaft

drive gears in position in line with the idler
gears (6) on each camshaft taper.

Note: Make sure that the gear tapers and the shaft
tapers are clean, dry and free of dirt, rust and
lubricants.

c. Install the Speed/Timing Ring (7), the bolt (10)

and the washer (9) on the left side. Install the
bolt (11) and the plate (12) on the right side
in order to hold the camshaft drive gears to
each camshaft.

d. Remove the camshaft timing pins (13).

Tighten the bolts (10) and (11) to the following
torque 360 ± 40 N·m (26 ± 30 lb ft).

e. Strike the plate (12) or the center of the

Speed/Timing Ring (7). This will seat the gear
on the taper. Then tighten the bolt to a torque
of 360 ± 40 N·m (266 ± 30 lb ft).

Note: If necessary, repeat Step 10.e until the torque

does not change. Make sure that the drive gears
are in full contact with the taper on the camshafts.

f. Verify the crankshaft in relation to the camshaft

by installing the camshaft timing pins (13).
Loosen the bolt (11) and the camshaft drive
gear if the timing pins cannot be installed.
Repeat the installation procedure of the
camshaft drive gear.

11. Install the gasket and the camshaft gear cover

on the rear housing. Use two 3/8 inch by 6 inch
long guide bolts.

12. Remove timing pins (13) from the camshafts.

Install the timing pins (13) in the storage
positions. Install the covers over the camshafts
and timing pins.
 49
Testing and Adjusting Section

Air Inlet and Exhaust Exhaust Restriction

System Exhaust restriction (back pressure) is the difference
in the pressure between the exhaust at the outlet
elbow and the atmospheric air pressure.
i01599445
In addition to the loss of efficiency and power,
Restriction of Air Inlet and excessive exhaust restriction will lead to these
Exhaust results: high engine temperatures, reduced service
life of the turbocharger, and early problems with
SMCS Code: 1050-040 inlet and exhaust valves.

The efficiency of the engine and the engine power Use the differential pressure gauge of the 1U-5470
are reduced if there is restriction in the air inlet Engine Pressure Group in order to measure the
and/or the exhaust system. exhaust back pressure.

Inspect the air inlet and exhaust system. Make sure

that there are no obstructions or leaks in the system.
Table 7
Hot engine components can cause injury from
burns. Before performing maintenance on the
Tools Needed Qty engine, allow the engine and the components to
1U-5470 Engine Pressure Group 1 cool.

Making contact with a running engine can cause

burns from hot parts and can cause injury from
rotating parts.

When working on an engine that is running, avoid

contact with hot parts and rotating parts.

Connect the pressure port of the differential pressure

gauge to the test location on the exhaust manifold.
The test location may be located anywhere along
the exhaust piping after the turbocharger but before
g00295554
Illustration 56 the muffler. Choose a location that is as close to the
1U-5470 Engine Pressure Group engine as possible. Install the probe into a straight
pipe that is three to five diameters of the pipe away
The 1U-5470 Engine Pressure Group is used to from the last transition.
measure the inlet air restriction and the exhaust
back pressure. The maximum exhaust back pressure is 6.7 kPa
(27 inches of H2O). If the exhaust restriction reaches
this limit, determine the cause of the restriction and
Air Inlet Restriction correct the condition.
Air inlet restriction is the difference in pressure
between the air lines after the air cleaner and the i01597432
atmospheric air pressure.
Measuring Inlet Manifold
Use the differential pressure gauge of the 1U-5470 Temperature
Engine Pressure Group in order to measure the air
inlet restriction. Connect the pressure port of the SMCS Code: 1921-082
differential pressure gauge to the opening for the air
filter service indicator on the air cleaner. Table 8
Tools Needed Qty
For optimum operation, replace the air filter
when the air filter restriction reaches 3 kPa 4C-6500 Digital Thermometer 1
(12 inches of H2O). The maximum air filter restriction
is 3.7 kPa (15 inches of H2O).
50
Testing and Adjusting Section
High inlet manifold air temperature will reduce the
power output of the engine. If the temperature is
greater than the trip point, the ECM will generate a
warning or a shutdown.
Use ET to monitor the inlet manifold air temperature.
The temperature can be verified with the 4C-6500
Digital Thermometer.
g00827973
Illustration 57
Top view and right side view of the plug on top of the aftercooler
To measure the inlet manifold air temperature, use
the 4C-6500 Digital Thermometer. Remove the plug
from the top of the aftercooler. Insert a temperature
probe in place of the plug. Measure the temperature
when the engine is operating at full load.
If the inlet manifold air temperature is too high,
inspect the thermostatic valve and the separate
circuit’s cooling system.
i01599418
Measuring Exhaust
Temperature
SMCS Code: 1088-082
Use ET to monitor individual cylinder exhaust
temperatures, the exhaust temperature to the
turbocharger, and the exhaust temperature after the
turbocharger.
The temperatures can be verified with the 4C-6090
Temperature Selector Group, the 6V-9130
Temperature Adapter, and the 6V-7070 Digital
Multimeter. Refer to Operating Manual, NEHS0537
for the complete operating instructions for the
4C-6090 Temperature Selector Group.
i01599422
Exhaust Bypass Valve
SMCS Code: 1057
Operation of the exhaust bypass valve can be
checked by measuring the inlet manifold pressure
with ET or the 1U-5470 Engine Pressure Group.
The exhaust bypass valve is preset at the factory.
However, adjustments may be necessary due to the
following circumstances:
• Replacement of the exhaust bypass valve
• Altitude
• Changes in the ambient temperature
Use the following procedure to adjust the exhaust
bypass valve for local conditions.
g00814530
Illustration 58
(1) Plug
(2) Locknut
(3) Adjusting screw
1. Remove plug (1) and the seal. Loosen locknut
(2).
2. Turn adjusting screw (3) clockwise for
approximately four turns in order to remove the
function of the exhaust bypass valve. Be careful
not to tighten the screw too far.
3. Adjust the engine according to Special
Instruction, REHS0531, “Initial Start-Up
Procedure for G3516B Engines”.
 51
Testing and Adjusting Section

Note: Cylinder pressure is one of the three factors

that help to determine the in-frame overhaul interval.
Refer to Operation and Maintenance Manual,
Work carefully around an engine that is running.
“Overhaul (In-Frame)”.
Engine parts that are hot, or parts that are moving,
can cause personal injury.
If the cylinder pressure has risen by one or more
compression ratios, the engine needs a top end
4. After the desired exhaust emissions are obtained, overhaul in order to remove deposits. Failure to
turn adjusting screw(3) in order to obtain full load remove the deposits will increase the chance for
operation with a throttle angle of approximately detonation. Severe guttering of the valves will occur.
70 degrees.
To measure the cylinder pressure, use the
5. When the operation is satisfactory, tighten 193-5859 Cylinder Pressure Gauge Gp (Gas
locknut (2) to the torque that is listed in the Engine). Use the Special Instruction, NEHS0798
engine’s Specifications. that is included with the gauge. Use the following
guidelines:
6. Install the seal and plug (1).
• Remove all of the spark plugs.
i01599542
• Fully open the throttle plate.
Compression • Minimize the cranking time. This will enable a
SMCS Code: 1215-081 maximum consistent cranking speed for the
check. Also, the battery power will be conserved.
Table 9
Illustration 59 is a graph of typical cylinder pressures
Tools Needed Quantity for engines with different compression ratios.
193-5859 Cylinder Pressure Gauge 1
Gp (Gas Engine)

Cylinder pressure can be measured during

inspection of the spark plugs. The condition of
the following items can be tested by checking the
cylinder pressure: valves, valve seats, pistons,
piston rings, and cylinder liners.

A loss of cylinder pressure or a change of pressure

in one or more cylinders may indicate the following
conditions. These conditions may indicate a
problem with lubrication:

• Excessive deposits
• Guttering of valves
• A broken valve
• A piston ring that sticks
• A broken piston ring
• Worn piston rings
• Worn cylinder liners
g00828960
Illustration 59
Measure the cylinder pressure of an engine after
approximately 250 hours of operation. Record the (Y) Cylinder pressure in kPa
(X) Compression ratio
data. Continue to periodically measure the cylinder (1) Normal range for cylinder pressure
pressure. Comparing the recorded data to the new
data provides information about the condition of
the engine.
52
Testing and Adjusting Section

i01555318

Valve Lash and Valve Bridge

Adjustment
SMCS Code: 1102-036

Valve Lash Check

Measure the valve lash between the rocker arm and
the valve bridge. Perform checks and adjustments
with the engine stopped. The valves must be fully
closed. To determine whether the valves are fully
closed, refer to Testing And Adjusting, “Finding the
g00662524
Top Center Position for the No. 1 Piston” and Testing Illustration 60
And Adjusting, “Crankshaft Position for Valve Lash (1) Valve cover
Setting”. (2) Transformer
(3) Ignition harness
An adjustment is NOT NECESSARY if the valve lash
is within the tolerance that is listed in Table 10. 1. Remove valve cover (1).

Table 10 2. Disconnect ignition harness (3).

Valve Lash Check: Engine Stopped
3. Grasp transformer (2) and pull the transformer
Valves Acceptable Valve Lash Range straight out of the cylinder head.
Inlet 0.43 to 0.58 mm (0.017 to 0.023 inch)
Exhaust 1.19 to 1.35 mm (0.047 to 0.053 inch)

If the measurement is not within tolerance, adjust

the valve bridge and then adjust the valve lash.

Valve Bridge Adjustment

The valve bridge must be adjusted before the valve
lash is adjusted. The valve bridge can be adjusted
without removal of the rocker arms and shafts.
The valves must be fully closed. To determine
whether the valves are fully closed, refer to Testing
g00808424
And Adjusting, “Finding the Top Center Position Illustration 61
for the No. 1 Piston” and Testing And Adjusting, (4) Adjusting screw
“Crankshaft Position for Valve Lash Setting”. (5) Locknut
(6) Valve bridge
(7) Rocker arm
Note: If the cylinder head is disassembled, keep the
bridges with the respective valves. Check that the
bridge dowels are installed to the correct height. 4. Loosen locknut (5) and adjusting screw (4).
Lubricate the bridge dowel, the bore for the bridge
dowel, and the top contact surface of the bridge. 5. Press straight down on rocker arm (7) at the
Install the bridge on the dowel. contact point for valve bridge (6). Turn adjusting
screw (4) clockwise until the screw just contacts
Use the following procedure to adjust the valve the valve stem.
bridges:
6. Tighten adjusting screw (4) for an additional
25 ± 5 degrees in order to straighten the valve
bridge onto the dowel.

7. Hold adjusting screw (4) in position and tighten

locknut (5) to 30 ± 4 N·m (22 ± 3 lb ft).
 53
Testing and Adjusting Section

8. Make sure that the valve lash is correct. Refer Table 11

to “Valve Lash Check”. Valve Lash Setting: Engine Stopped
9. Install transformer (2). Valves Gauge Dimension
Inlet 0.51 mm (0.020 inch)
10. Connect ignition harness (3).
Exhaust 1.27 mm (0.050 inch)
11. Install valve cover (1).
6. Hold adjusting screw (3) in place and tighten
Valve Lash Adjustment locknut (4) to a torque of 70 ± 15 N·m
(52 ± 11 lb ft).
The valve bridge must be adjusted before the valve
lash is adjusted. 7. Verify that the setting is correct.

Note: You can use the 147-5482 Valve Lash Gauge
Group to measure the valve lash. You will also need
the 147-2056 Dial Indicator or the 147-5537 Dial
Indicator.
1. Ensure that the No. 1 piston is at the top center
(TC) position. Refer to Testing And Adjusting,
“Finding the Top Center Position for the No. 1
Piston”.
2. Work on the appropriate cylinders that are listed
in Testing and Adjusting, “Crankshaft Positions
for Valve Lash Setting”.
8. Remove the timing bolt from the flywheel
housing. Rotate the crankshaft for 360 degrees.
Install the timing bolt in the flywheel housing.
9. With the No. 1 piston in the top center of the
opposite stroke, perform Steps 2 through 7 for
the remaining cylinders.
10. Remove the timing bolt from the flywheel
housing.
i01076580

3. Before you perform any adjustments, use a soft

Crankshaft Position for Valve
hammer to lightly tap each rocker arm at top of Lash Setting
the adjustment screw. This will ensure that the
lifter roller is seated against the camshaft. SMCS Code: 1105; 1202

Engine Rotation
The SAE standard engine crankshaft rotation is
counterclockwise when the crankshaft is viewed
from the flywheel end.

g00808430
Illustration 62
(1) Valve bridge
(2) Rocker arm
(3) Adjusting screw
(4) Locknut

4. Loosen locknut (3) and adjusting screw (4).

5. Insert the appropriate feeler gauge between

rocker arm (2) and the contact surface of valve
bridge (1). Refer to Table 11.
54
Testing and Adjusting Section

Table 12
Standard Rotation (Counterclockwise)
Cylinders To Check/Adjust
Correct Stroke For No.
Engine 1 Piston At Top Center Inlet Valves Exhaust Valves
Position(1)
Compression 1-2-5-7-8-12-13-14 1-2-3-4-5-6-8-9
3516
Exhaust 3-4-6-9-10-11-15-16 7-10-11-12-13-14-15-16
(1) Put the No. 1 Piston at the top center (TC) position and identify the correct stroke. Make reference to Testing And Adjusting, “Finding Top
Center Position For The No 1 Piston”. Find the top center (TC) position for a particular stroke and make the adjustment for the correct
cylinders. Remove the timing bolt. Turn the flywheel by 360 degrees in the direction of normal engine rotation. This will put the No.
1 piston at the top center (TC) position on the other stroke. Install the timing bolt in the flywheel and complete the adjustments for the
cylinders that remain.

Lubrication System
i01574160
General Information
(Lubrication System)
SMCS Code: 1300
The following problems generally indicate a problem
in the engine’s lubrication system.
• Excessive consumption of engine oil
• Low engine oil pressure
• High engine oil pressure
• Excessive bearing wear
• Increased engine oil temperature
i01563191
Excessive Bearing Wear -
Inspect
SMCS Code: 1203-040; 1211-040; 1219-040
When some components of the engine show
bearing wear in a short time, the cause can be a
restriction in a passage for engine oil.
An indicator for the engine oil pressure may show
that there is enough engine oil pressure, but a
component is worn due to a lack of lubrication. In
such a case, look at the passage for the engine oil
supply to the component. A restriction in an engine
oil supply passage will not allow enough lubrication
to reach a component. This will result in early wear.
55
Testing and Adjusting Section
i01563156
Excessive Engine Oil
Consumption - Inspect
SMCS Code: 1348-040
Engine Oil Leaks on the Outside of
the Engine
Check for leakage at the seals at each end of
the crankshaft. Look for leakage at the gasket
for the engine oil pan and all lubrication system
connections. Look for any engine oil that may be
leaking from the crankcase breather. This can
be caused by combustion gas leakage around
the pistons. A dirty crankcase breather will cause
high pressure in the crankcase. A dirty crankcase
breather will cause the gaskets and the seals to
leak.
Engine Oil Leaks into the
Combustion Area of the Cylinders
Engine oil that is leaking into the combustion area
of the cylinders can be the cause of blue smoke.
There are several possible ways for engine oil to
leak into the combustion area of the cylinders:
• Leaks between worn valve guides and valve
stems
• Worn components or damaged components
(pistons, piston rings, or dirty return holes for the
engine oil)
• Incorrect installation of the compression ring
and/or the intermediate ring
• Leaks past the seal rings in the impeller end of
the turbocharger shaft
• Overfilling of the crankcase
• Wrong dipstick or guide tube
Excessive consumption of engine oil can also result
if engine oil with the wrong viscosity is used. Engine
oil with a thin viscosity can be caused by fuel
leakage into the crankcase or by increased engine
temperature.
56
Testing and Adjusting Section

i01563198

Increased Engine Oil

Temperature - Inspect
SMCS Code: 1348-040

If the engine oil temperature is higher than normal,

the engine oil cooler may have a restriction. Look
for a restriction in the passages for engine oil in the
engine oil cooler. The engine oil pressure will not
decrease just because the engine oil cooler has a
restriction.

Determine if the engine oil cooler bypass valve is Illustration 63 g00284796

held in the open position. This condition will allow
1U-5470 Engine Pressure Group
the engine oil through the valve instead of the
engine oil cooler. The engine oil temperature will (1) Pressure indicators
(2) Zero adjustment screw
increase. (3) Pressure indicator
(4) Pressure tap
Make sure that the cooling system is operating (5) Pressure indicator
properly. A high coolant temperature in the engine
oil cooler will cause high engine oil temperature. The 1U-5470 Engine Pressure Group can be used
in order to measure the pressure in the system. This
tool group has a gauge in order to read pressure
i01251593
in the oil manifold. For more information, refer to
Measuring Engine Oil Pressure Special Instruction, SEHS8524.

SMCS Code: 1304-081 The ET service tool can also be used to measure
the oil pressure in the system.
Table 13

Tools Needed Quantity

1U-5470 Engine Pressure Group 1

ET Service Tool 1

An oil pressure gauge that has a defect can give an

indication of low oil pressure or high oil pressure.

g00322890
Illustration 64
Oil gallery plug (typical example)
(6) Oil gallery plug

Work carefully around an engine that is running.

Engine parts that are hot, or parts that are moving,
can cause personal injury.
 57
Testing and Adjusting Section

Oil pressure to the camshaft and main bearings
should be checked on each side of the cylinder
block at the oil gallery plug (6). With the engine at
operating temperature, the minimum oil pressure
at full load rpm should be approximately 280 kPa
(40 psi). Minimum oil pressure at low idle rpm
should be approximately 140 kPa (20 psi).
Piston Cooling Jets
When the engine is operating, piston cooling jets
direct oil toward the bottom of the piston in order to
cool the piston. This also provides lubrication for the
piston pin. If a jet is broken, plugged, or installed
incorrectly, a seizure of the piston will occur quickly.

Indicators For Oil Pressure Oil Pressure Is High

An oil pressure indicator that has a defect or a Oil pressure will be high if the bypass valve for the
sender that has a defect can give an indication of a oil pump can not move from the closed position.
low oil pressure or a high oil pressure.
i01437621
The 1U-5470 Engine Pressure Group or the ET
service tool can be used in order to make a
comparison with the engine oil pressure gauge on
Measuring Hydrax Oil Pressure
the instrument panel. (Adjustment Procedure)
SMCS Code: 1908-082-PX
Oil Pressure Is Low
Table 14
Crankcase Oil Level Tools Needed Quantity
Check the level of the oil in the crankcase. Add oil 6V-0852 Dust Cap 1
if oil is needed. It is possible for the oil level to be 1
5E-4852 Relief Valve
too far below the oil pump supply tube. This will
cause the oil pump not to have the ability to supply 1U-5481 Pressure Gauge Group 1
enough lubrication to the engine components. 8T-0849 Pressure Gauge 1
6V-3965 Fitting 1
The Oil Pump Does Not Work Correctly 1U-5482 Pressure Adapter Group 1
6V-3990 Coupler 1
The inlet screen of the supply tube for the oil pump 6V-4143 Coupler 1
can have a restriction. This restriction will cause 6V-4144 Coupler 1
cavitation and a loss of oil pressure. Air leakage 6V-3965 Fitting 1
in the supply side of the oil pump will also cause
cavitation and loss of oil pressure. If the bypass The 1U-5481 Pressure Gauge Group can be used
valve for the oil pump is held in the open position, to MEASURE the pressure in the system. The
the lubrication system can not reach the maximum 1U-5482 Pressure Adapter Group can be used to
pressure. Oil pump gears that have too much wear ADJUST the pressure in the system.
will cause a reduction in oil pressure.

Oil Filter Bypass Valve

If the bypass valve for one or more of the oil filters
is held in the open position due to a restriction,
a reduction in the oil pressure can be the result.
Remove each bypass valve and clean each bypass
valve in order to correct this problem. You must
also clean each bypass valve bore. Install new
Caterpillar oil filters. New filters will prevent more
debris from causing this problem.

Too Much Clearance At Engine Bearings

Or Open Lubrication System
Components that are worn and components that
have too much bearing clearance can cause low oil
pressure. Low oil pressure can also be caused by
an oil line or an oil passage that is open, broken, or
disconnected.
58
Testing and Adjusting Section

g00684378
Illustration 65
(1) Dust cap (2) Pressure fitting (3) Relief valve

g00684383 g00684377
Illustration 66 Illustration 67

1. Remove the dust cap (1) from the fitting (2).
2. Use the pressure gauge and the proper coupler
in order to connect the pressure gauge to the
pressure fitting (2). Refer to table 14 for the
correct coupler.
3. Loosen the locknut (5) at the end of the relief
valve (3).
4. Start the engine.
5. Use an allen wrench in order to set the pressure
to 1380 ± 70 kPa (200.2 ± 10.2 psi).

Turn the screw (4) clockwise in order to

increase the pressure and turn the screw (4)
counterclockwise in order to decrease the
pressure.
 59
Testing and Adjusting Section

6. Tighten the locknut (5) and disconnect the

pressure gauge.

7. Replace the dust cap (1) on top of the pressure

fitting (2).

8. Stop the engine.

60
Testing and Adjusting Section
Cooling System
i01411133
General Information (Cooling
System)
SMCS Code: 1350
This engine has a pressure type cooling system. A
pressure type cooling system has two advantages.
• The pressure helps prevent cavitation.
• The risk of boiling is reduced.
Cavitation occurs when mechanical forces cause
the formation of air bubbles in the coolant. The
bubbles can form on the cylinder liners. Collapsing
bubbles can remove the oxide film from the
cylinder liner. This allows corrosion and pitting
to occur. If the pressure of the cooling system is
low, the concentration of bubbles increases. The
concentration of bubbles is reduced in a pressure
type cooling system.
The boiling point is affected by three factors:
pressure, altitude, and concentration of glycol in the
coolant. The boiling point of a liquid is increased by
pressure. The boiling point of a liquid is decreased
by a higher altitude. Illustration 68 shows the effects
of pressure and altitude on the boiling point of water.
g00286266
Illustration 68
The boiling point of the coolant also depends on the
type of coolant and the concentration of glycol. A
greater concentration of glycol has a higher boiling
temperature. However, glycol transfers heat less
effectively than water. Because of the boiling point
and the efficiency of heat transfer, the concentration
of glycol is important.
Three basic problems can be associated with the
cooling system:
• Overheating
• Coolant loss
• Overcooling
If the cooling system is not properly maintained,
solids such as scale and deposits reduce the ability
of the cooling system to transfer heat. The engine
operating temperature will increase.
Coolant can be lost by leaks. Overheated coolant
can be lost through the cooling system’s pressure
relief valve. Lower coolant levels contribute to
additional overheating. Overheating can result in
conditions such as cracking of the cylinder head
and piston seizure.
Overcooling is the result of coolant that bypasses
the water temperature regulators and flows
directly to the radiator or heat exchanger. Low
load operation in low ambient temperatures can
cause overcooling. Overcooling is caused by
water temperature regulators that remain open.
Overcooling enables the formation of sludge in the
crankcase and carbon deposits on the valves.
If a problem with the cooling system is suspected,
perform a visual inspection before you perform any
tests on the system.
i01263861
Visual Inspection
SMCS Code: 1350-535
Cooling systems that are not regularly inspected are
the cause for increased engine temperatures. Make
a visual inspection of the cooling system before a
test is made with test equipment.
1. Check the coolant level in the cooling system.
Read the two indicators for the coolant level in
the top of the radiator.
2. Look for leaks in the system.
3. Look for bent core fins or trash between the
folded cores of the radiator. Be sure that air flow
through the radiator does not have a restriction.
4. Check for damage to the fan blades.
 61
Testing and Adjusting Section

Personal injury can result from escaping fluid un-

der pressure.

If a pressure indication is shown on the indicator,

push the release valve in order to relieve pressure
before removing any hose from the radiator.

5. After the engine is cool, remove the filler cap

slowly. This will allow any pressure out of the
cooling system. Inspect the filler cap and the
surface that seals the cap. This surface must be
clean and the seal must not be damaged. g00286267
Illustration 69
6. Check the pressure relief valve. Relief pressure 4C-6500 Digital Thermometer
of the valve is 105 to 125 kPa (15 to 18 psi).
The 4C-6500 Digital Thermometer is used in the
7. Look for air or combustion gas in the cooling diagnosis of overheating conditions or overcooling
system. problems. This group can be used to check
temperatures in several different parts of the cooling
system. Refer to the testing procedure in the
i01279097 Operating Manual, NEHS0554.
Test Tools for the Cooling
System
SMCS Code: 0781; 1350
Table 15
Tools Needed Quantity
4C-6500 Digital Thermometer 1
8T-2700 Blowby/Air Flow Indicator 1
9U-7400 Multitach 1
9S-8140 Pressurizing Pump 1
g00286269
Illustration 70
8T-2700 Blowby/Air Flow Indicator

Making contact with a running engine can cause
burns from hot parts and can cause injury from
rotating parts.
When working on an engine that is running, avoid
contact with hot parts and rotating parts.
The 8T-2700 Blowby/Air Flow Indicator is used to
check the air flow through the radiator core. Refer
to the testing procedure in Special Instruction,
SEHS8712.

g00286276
Illustration 71
9U-7400 Multitach
62
Testing and Adjusting Section

The 9U-7400 Multitach is used to check the fan

speed. Refer to the testing procedure in Operator
Manual, NEHS0605.

g00439083
Illustration 73
1U-7297 Coolant/Battery Tester or 1U-7298 Coolant/Battery
Tester
g00286369
Illustration 72
9S-8140 Pressurizing Pump Check the coolant frequently in cold weather
for the proper protection against freezing. Use
The 9S-8140 Pressurizing Pump is used to test either the 1U-7297 Coolant/Battery Tester (Degree
pressure caps. The 9S-8140 Pressurizing Pump Fahrenheit) or the 1U-7298 Coolant/Battery Tester
is used to pressure check the cooling system for (Degree Celsius) in order to ensure adequate freeze
leaks. protection. The testers are identical except for the
temperature scale. The testers give immediate,
accurate readings. The testers can be used
for antifreeze/coolants that contain ethylene or
propylene glycol. Instructions are provided with the
Steam or hot coolant can cause severe burns. testers.
Do not loosen the filler cap or the pressure cap on
a hot engine. Making the Correct Antifreeze
Mixtures
Allow the engine to cool before removing the filler
cap or the pressure cap. Adding pure antifreeze as a makeup solution for
the cooling system top-off is an unacceptable
practice. Adding pure antifreeze increases the
i01597927 concentration of antifreeze in the cooling system.
This increases the concentration of the dissolved
Testing the Cooling System solids and the undissolved chemical inhibitors in
the cooling system. Add the antifreeze and water
SMCS Code: 1350-081 mixture in the same concentration as your cooling
system. Table 17 lists protection from freezing and
Testing for Freeze Protection the corresponding concentrations of antifreeze and
water. For more information, refer to Operation and
Table 16 Maintenance Manual, “Coolant Specifications”.
Tools Needed Qty
1U-7297 Coolant/Battery Tester (1) 1
1U-7298 Coolant/Battery Tester (1) 1
(1) Either tester may be used.
 63
Testing and Adjusting Section

Table 17 Testing the Filler Cap

Freeze Protection and Antifreeze Concentration
Table 19
(Ethylene Glycol)
Tools Needed Qty
Freeze Protection Concentration
9S-8140 Pressurizing Pump 1
30% antifreeze and
−15 C (5 F)
70% water
40% antifreeze and
−23 C (−10 F)
60% water
50% antifreeze and
−36 C (−33 F)
50% water
60% antifreeze and
−51 C (−60 F)
40% water

Testing the Supplemental Coolant

Additive and the Glycol
Table 18
g00286369
Tools Needed Qty Illustration 75
9S-8140 Pressurizing Pump
8T-5296 Coolant Conditioner Test Kit 1
The 9S-8140 Pressurizing Pump is used to test the
cooling system for leaks. The pump can also be
used to test the filler cap, the pressure relief valve,
and the pressure gauge.

One cause for a pressure loss from the cooling

system can be a damaged seal on the radiator filler
cap.

g00768793
Illustration 74
8T-5296 Coolant Conditioner Test Kit

The 8T-5296 Coolant Conditioner Test Kit is

used to measure the concentration of Caterpillar
Supplemental Coolant Additive and the range
of ethylene glycol. Insufficient concentrations or
excessive concentrations can lead to engine
g00296067
damage. Instructions are provided with the kit. Illustration 76
Typical cross section of a filler cap
Note: The 8T-5296 Coolant Conditioner Test Kit (1) Sealing surface of both filler cap and radiator
tests the concentration of nitrites in the coolant.
Some types of coolant additives have phosphates
rather than nitrites. If the additive in the cooling
system has phosphates, test the coolant according
to the instructions that are provided by the OEM
of the additive.
64
Testing and Adjusting Section

If the cooling system is not filled to the proper

level or if the system is filled too quickly, air can
be trapped in the system. Leaks from components
Personal injury can result from hot coolant, steam
such as aftercoolers and hoses can allow air to
and alkali.
enter the system. The inlet of the water pump is a
potential location for the entry of air.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
To help prevent air from entering the cooling system,
to heaters or the engine contain hot coolant or
fill the system slowly. Make sure that all of the hoses
steam. Any contact can cause severe burns.
and pipe connections are secure.
Remove filler cap slowly to relieve pressure only
If the cylinder head is loose or cracked, exhaust
when engine is stopped and radiator cap is cool
gas can enter the cooling system. Exhaust gas
enough to touch with your bare hand.
can also enter the cooling system through internal
cracks and/or defects in the cylinder head gasket.
Cooling System Conditioner contains alkali. Avoid
contact with skin and eyes.
Air and/or exhaust gas in the cooling system can
cause overheating. Use the following test to check
To check for the amount of pressure that opens the for the presence of air and/or exhaust gas in the
filler cap, use the following procedure: coolant.

1. After the engine cools, carefully loosen the filler 1. Make sure that the cooling system is filled to the
cap in order to release the pressure from the proper level.
cooling system. Remove the filler cap.

2. Carefully inspect the filler cap. Look for any

damage to the seals and to the sealing surface.

Remove any deposits that are found.

If the filler cap is damaged, obtain a new cap.

3. Install the filler cap on the 9S-8140 Pressurizing

Pump.

The opening pressure for the filler cap’s pressure

relief valve is stamped on the filler cap.

4. Apply pressure to the filler cap. Compare the

gauge reading with the opening pressure that is
listed on the filler cap.

If the cap cannot sustain the correct pressure,

obtain a new cap.
g00769076
Illustration 77
If the filler cap’s pressure relief valve does not
open within approximately 7 kPa (1 psi) of the 2. Remove the plug from the radiator. Install a hose
pressure that is stamped on the filler cap, obtain into the hole for the plug.
a new cap.
3. Fill a glass container with water and place the
Testing for Air and/or Exhaust Gas other end of the hose into the container.
in the Coolant 4. Start the engine. Operate the engine until normal
operating temperature is reached.
Air and/or exhaust gas in the coolant causes
foaming and aeration. Bubbles in the cooling
5. Observe the end of the hose in the glass
system reduce the heat transfer and the pump flow.
container.
Pockets of air or gas can prevent coolant from
contacting parts of the engine. The pockets allow
A bubble may rise occasionally from the hose.
hot spots to develop.
This is normal.

If a stream of bubbles rise from the hose, air
and/or exhaust gas in the coolant is indicated.
Testing The Radiator And Cooling
System For Leaks
Table 20
Tools Needed Qty
9S-8140 Pressurizing Pump 1
Use the following procedure in order to check the
cooling system for leaks:
Personal injury can result from hot coolant, steam
and alkali.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
Cooling System Conditioner contains alkali. Avoid
contact with skin and eyes.
1. After the engine cools, carefully loosen the filler
cap in order to release the pressure from the
cooling system. Remove the filler cap.
2. Ensure that the radiator is filled to the correct
level.
3. Install the 9S-8140 Pressurizing Pump onto the
radiator’s filler tube.
4. Increase the pressure reading on the gauge to
20 kPa (3 psi) more than the pressure on the
filler cap.
5. Inspect the radiator, all connection points, and
the hoses for leaks.
If no leaks are found and the gauge reading
remains steady for a minimum of five minutes, the
cooling system is not leaking.
If leaking is observed and/or the gauge reading
decreases, make repairs, as needed.
65
Testing and Adjusting Section
Testing the Water Temperature
Gauge
Table 21
Tools Needed Quantity
4C-6500 Digital Thermometer (1) 1
2F-7112 Thermometer (1) 1
(1) Either thermometer may be used.
The 4C-6500 Digital Thermometer is used in the
diagnosis of overheating conditions and overcooling
conditions. This group can be used to check
temperatures in several different parts of the cooling
system. The Operating Manual, NEHS0554 is
provided with the thermometer.
Check the accuracy of the water temperature
indicator or water temperature sensor if you find
either of the following conditions:
• The engine runs at a temperature that is too hot,
but a normal temperature is indicated. A loss of
coolant is found.
• The engine runs at a normal temperature, but a
hot temperature is indicated. No loss of coolant
is found.
Personal injury can result from escaping fluid un-
der pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
before removing any hose from the radiator.
Making contact with a running engine can cause
burns from hot parts and can cause injury from
rotating parts.
When working on an engine that is running, avoid
contact with hot parts and rotating parts.
66
Testing and Adjusting Section
g00743844
Illustration 78
Typical example
(1) Water manifold assembly
(2) Plugs
1. Remove one plug (2) from water manifold
assembly (1). Install a probe for the thermometer
into the opening.
Note: A temperature indicator of known accuracy
can also be used for this test.
2. Start the engine. Run the engine until the
temperature reaches the desired range
according to the test thermometer.
If necessary, place a cover over part of the
radiator in order to cause a restriction of the
airflow.
3. Compare the reading on the water temperature
gauge with the reading on the test thermometer.
If the readings are within the tolerance for the
range of the water temperature gauge, the
gauge is OK.
If the readings are not within the tolerance for the
range of the water temperature gauge, obtain
a new gauge.
Testing the Water Temperature
Regulator
Personal injury can result from escaping fluid un-
der pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
before removing any hose from the radiator.
1. Remove the water temperature regulator from
the engine.
2. Heat water in a pan until the temperature is
92 C (197 F).
3. Hang the water temperature regulator in the pan
of water. The water temperature regulator must
be below the surface of the water and away from
the sides and the bottom of the pan.
4. Keep the water at the correct temperature for
ten minutes.
5. After ten minutes, remove the water temperature
regulator. Immediately measure the opening in
the water temperature regulator.
If the opening agrees with the distance that is
specified in the engine’s Specifications manual,
the water temperature regulator is operating
properly.
If the distance is less than the distance specified
in the engine’s Specifications manual, obtain a
new water temperature regulator.
Refer to Specifications, “Water Temperature
Regulator”.
Testing the Radiator
Table 22
Tools Needed Quantity
8T-2700 Blowby/Air Flow Indicator 1
9U-7400 Multitach 1
The 8T-2700 Blowby/Airflow Indicator is used to
check the airflow through the radiator core. The
indicator can also be used to check different areas
of the core in order to locate plugged areas.
It is normal for air flow to be five times greater at
the center and the edges.
For instructions, see Special Instruction, SEHS8712,
“Using the 8T-2700 Blowby/Air Flow Indicator”.
If the air flow is not restricted, check the fan speed.
The 9U-7400 Multitach Tool Group is used to
check the fan speed. For instructions, see the
Operating Manual, NEHS0605 that is supplied with
the multitach.
 67
Testing and Adjusting Section

i01501582 Start and run the engine until the temperature

reaches the desired range according to the test
Coolant Temperature Sensor - thermometer. If necessary, put a cover over part of
Test the radiator and cause a restriction of the coolant
flow. The reading on the water temperature indicator
SMCS Code: 7453-081 should agree with the test thermometer within the
tolerance range of the water temperature indicator.
Table 23
Tools Needed Quantity
4C-6500 Digital Thermometer 1
or
2F-7112 Thermometer 1
6B-5072 Terminal Bushing 1

g00769081
Illustration 79
Test location
(1) Plug

Check the accuracy of the water temperature

regulator if either of the conditions that follow are
found:

1. A normal temperature is indicated, but the

engine is too hot. A loss of coolant is found.

2. A hot temperature is indicated, but there is no

loss of coolant.

Personal injury can result from escaping fluid un-

der pressure.

If a pressure indication is shown on the indicator,

push the release valve in order to relieve pressure
before removing any hose from the radiator.

Remove plug (1). Install the 4C-6500 Digital

Thermometer or the 2F-7112 Thermometer.
Also install the 6B-5072 Terminal Bushing. A
temperature indicator of known accuracy can also
be used to make this check.
68
Testing and Adjusting Section

Basic Engine Main Bearings

Main bearings are available with a larger outside
i01251748 diameter than the original size bearings. These
bearings are available for the cylinder blocks with
Cylinder Block the main bearing bore that is made larger than the
bores’ original size. The size that is available has a
SMCS Code: 1201-040 0.63 mm (0.025 inch) outside diameter that is larger
than the original size bearings.
If the main bearing caps are installed without
bearings, the bore in the block for the main bearings
can be checked. Tighten the nuts that hold the caps i01574170
to the torque that is shown in the Specifications.
Alignment error in the bores must not be more Cylinder Liner Projection
than 0.08 mm (0.003 inch). Refer to the Special
Instruction, SMHS7606 for the correct procedure SMCS Code: 1216-082
for using the 1P-4000 Line Boring Tool Group Table 24
for the alignment of the main bearing bores. The
1P-3537 Dial Bore Gauge Group can be used to Tools Needed Quantity
check the size of the bores. The Special Instruction, 8B-7548 Push-Puller Tool Group 1
GMGO0981 is with the group.
3H-0465 Push-Puller Plate 2
8F-6123 Bolt 2
Washer (3/4 inch Copper) 4
0S-1575 Bolt 4
8T-0455 Liner Projection Tool Group 1

1. Make sure that the top surface of the cylinder

block, the cylinder liner bores, the cylinder liner
flanges, and the spacer plates are clean and dry.

g00285686
Illustration 80
1P-3537 Dial Bore Gauge Group

Piston Rings
The 4C-4519 Piston Ring Groove Gauge is
available for checking the top piston ring groove
with straight sides. Refer to Guideline For Reusable
Parts, SEBF8049, “Pistons”.

Connecting Rod Bearings

The connecting rod bearings fit tightly in the bore
in the rod. If the bearing joints are fretted, check
the bore size. This can be an indication of wear
because of a loose fit.
g00285687
Connecting rod bearings are available with 0.63 mm Illustration 81
(0.025 inch) and 1.27 mm (0.050 inch) smaller Measuring the cylinder liner projection
inside diameter than the original size bearing. These (1) 3H-0465 Push-Puller Plate
bearings are for crankshafts that have been ground. (2) Dial Indicator
(3) 1P-2402 Gauge Body
(4) 0S-1575 Bolt
(5) Spacer plate
(6) 8B-7548 Push-Puller Tool Group
 69
Testing and Adjusting Section

2. Install a new gasket and spacer plate (5) on the i01479093

cylinder block.
Flywheel - Inspect
3. Install the cylinder liners in the cylinder block
without seals or bands. SMCS Code: 1156-040
Table 25
4. Hold spacer plate (5) and the cylinder liner in
position according to the following procedure: Tools Needed
Part
a. Install four 0S-1575 Bolts (4) and the copper Part Name Quantity
Number
washers around each cylinder liner. Tighten
the bolts evenly to a torque of 95 N·m 8T-5096 Dial Indicator Group 1
(70 lb ft).

b. Install the following components: 8B-7548 Face Runout (Axial Eccentricity) Of

Push-Puller Tool Group (6), 3H-0465 The Flywheel
Push-Puller Plate (1), and two 8F-6123 Bolts.
Ensure that 8B-7548 Push-Puller Tool Group
(6) is in position at the center of the cylinder
liner. Ensure that the surface of the cylinder
liner is clean. Tighten the bolts evenly to a
torque of 70 N·m (50 lb ft).

c. Check the distance from the bottom edge of

8B-7548 Push-Puller Tool Group (6) to the top
edge of spacer plate (5). The vertical distance
from both ends of the 8B-7548 Push-Puller
Tool Group must be equal.

5. Use 8T-0455 Liner Projection Tool Group (6) to

measure the cylinder liner projection.

6. Mount dial indicator (2) in 1P-2402 Gauge Body

(3). Use the back of the 1P-5507 Gauge Block
to zero dial indicator (2).

7. The cylinder liner projection must be

0.059 to 0.199 mm (0.0023 to 0.0078 inch).
Make the measurement to the outer flange of the
cylinder liner. Do not make the measurement to
the inner ring. The maximum allowable difference
between the high measurements and the low
measurements at four places around each
cylinder liner is 0.05 mm (0.002 inch).
Note: If the cylinder liner projection is not within
specifications, turn the cylinder liner to a different
position within the bore. Measure the projection
again. If the cylinder liner projection is not within
specifications, move the cylinder liner to a different
bore. Inspect the top face of the cylinder block.
g00286049
Illustration 82
Checking face runout of the flywheel
1. Refer to illustration 82 and install the dial
indicator. Always put a force on the crankshaft
in the same direction before the dial indicator
is read. This will remove any crankshaft end
clearance.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator.

Note: When the cylinder liner projection is correct,
put a temporary mark on the cylinder liner and
the spacer plate. Be sure to identify the particular
cylinder liner with the corresponding cylinder. When
the seals and the filler band are installed, install the
cylinder liner in the marked position.
4. Take the measurements at all four points. Find
the difference between the lower measurements
and the higher measurements. This value is the
runout. The maximum permissible face runout
(axial eccentricity) of the flywheel must not
exceed 0.15 mm (0.006 inch).
70
Testing and Adjusting Section

Bore Runout (Radial Eccentricity)

Of The Flywheel

g00286058
Illustration 84
Flywheel clutch pilot bearing bore

5. Take the measurements at all four points. Find

the difference between the lower measurements
and the higher measurements. This value is the
runout. The maximum permissible pilot bore
runout of the flywheel must not exceed 0.13 mm
(0.005 inch).
g00286054
Illustration 83
Checking bore runout of the flywheel i01563287
(1) 7H-1945 Holding Rod
(2) 7H-1645 Holding Rod Flywheel Housing - Inspect
(3) 7H-1942 Dial Indicator
(4) 7H-1940 Universal Attachment
SMCS Code: 1157-040
1. Install the 7H-1942 Dial Indicator (3). Make an Table 26
adjustment of the 7H-1940 Universal Attachment
(4) so that the dial indicator makes contact on Tools Needed Quantity
the flywheel. 8T-5096 Dial Indicator Group 1

2. Set the dial indicator to read 0.0 mm (0.00 inch).

Face Runout (Axial Eccentricity) Of
3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator.
The Flywheel Housing
4. Take the measurements at all four points. Find
the difference between the lower measurements
and the higher measurements. This value is the
runout. The maximum permissible bore runout
(radial eccentricity) of the flywheel must not
exceed 0.15 mm (0.006 inch).

g00285931
Illustration 85
Checking face runout of the flywheel housing

If you use any other method except the method that
is given here, always remember that the bearing
clearance must be removed in order to receive the
correct measurements.
1. Fasten a dial indicator to the flywheel so the anvil
of the dial indicator will contact the face of the
flywheel housing.
2. Put a force on the crankshaft toward the rear
before the dial indicator is read at each point.
g00285932
Illustration 86
Checking face runout of the flywheel housing
3. Turn the flywheel while the dial indicator is set at
0.0 mm (0.00 inch) at location (A). Read the dial
indicator at locations (B), (C) and (D).
4. The difference between the lower measurements
and the higher measurements that are performed
at all four points must not be more than 0.38 mm
(0.015 inch), which is the maximum permissible
face runout (axial eccentricity) of the flywheel
housing.
Bore Runout (Radial Eccentricity)
Of The Flywheel Housing
g00285934
Illustration 87
Checking bore runout of the flywheel housing
71
Testing and Adjusting Section
1. Fasten a dial indicator to the flywheel so the anvil
of the dial indicator will contact the bore of the
flywheel housing.
g00285936
Illustration 88
2. While the dial indicator is in the position at
location (C) adjust the dial indicator to 0.0 mm
(0.00 inch). Push the crankshaft upward against
the top of the bearing. Refer to the illustration
88. Write the measurement for bearing clearance
on line 1 in column (C).
Note: Write the measurements for the dial indicator
with the correct notations. This notation is necessary
for making the calculations in the chart correctly.
3. Divide the measurement from Step 2 by two.
Write this number on line 1 in columns (B) and
(D).
4. Turn the flywheel in order to put the dial indicator
at position (A). Adjust the dial indicator to 0.0 mm
(0.00 inch).
g00285932
Illustration 89
Checking bore runout of the flywheel housing
5. Turn the flywheel counterclockwise in order to
put the dial indicator at position (B). Write the
measurements in the chart.
6. Turn the flywheel counterclockwise in order to
put the dial indicator at position (C). Write the
measurement in the chart.
72
Testing and Adjusting Section

7. Turn the flywheel counterclockwise in order to
put the dial indicator at position (D). Write the
measurement in the chart.
8. Add the lines together in each column.
9. Subtract the smaller number from the larger
number in column B and column D. Place this
number on line III. The result is the horizontal
eccentricity (out of round). Line III in column C is
the vertical eccentricity.
The damper is mounted to the crankshaft on the
front of the engine. Damage to the failure or failure
of the damper will increase vibrations. The increase
in vibrations will result in damage to the crankshaft
and to other engine components. A deteriorating
damper will cause more gear train noise at variable
points in the speed range.
A damper that is hot may be the result of
excessive friction. This could be due to excessive
torsional vibration or misalignment. Use an infrared
thermometer to monitor the temperature of the
damper during operation. If the temperature reaches
100 C (212 F), consult your Caterpillar dealer.

Inspect the damper for evidence of dents, cracks,

and leaks of the fluid.

If a fluid leak is found, determine the type of fluid.

The fluid in the damper is silicone. Silicone is
transparent, smooth, and viscous. It is difficult to
remove silicone from most surfaces.

If the fluid leak is engine oil, inspect the crankshaft

seals for leaks. If a leak is observed, replace the
crankshaft seals.

Inspect the damper. Repair the damper or replace

the damper for any of the following reasons:

• The damper is dented, cracked, or leaking.

Illustration 90
g00286046 • The paint on the damper is discolored from heat.
Graph for total eccentricity
• The engine has had a failure because of a broken
(1) Total vertical eccentricity crankshaft.
(2) Total horizontal eccentricity
(3) Acceptable value
(4) Unacceptable value • Analysis of the engine oil has revealed that the
front main bearing is badly worn.
10. On the graph for total eccentricity, find the point
of intersection of the lines for vertical eccentricity • There is a large amount of gear train wear that is
and horizontal eccentricity. not caused by a lack of engine oil.

11. The bore is in alignment, if the point of
intersection is in the range that is marked
“Acceptable”. If the point of intersection is in
the range that is marked “Not acceptable”, the
flywheel housing must be changed.
For instructions on repairing the damper, refer to
Guide for Reusable Parts, SEBF8152, “Procedures
to Rebuild Vibration Dampers 3600 Family of
Engines”. The tools and instructions in the guide for
reusable parts are appropriate for G3500 Engines.

i01564729

Vibration Damper - Check

SMCS Code: 1205-535

The crankshaft vibration damper limits the torsional

vibration of the crankshaft. The visconic damper
has a weight that is located inside a fluid filled case.

Air/Electric Starting System
i01433812
General Information
(Air/Electric Starting System)
SMCS Code: 1450
This starting system uses an electric solenoid
to position an air valve in order to activate the
air starting motor. If the starting motor does not
function, do the procedure that follows:
1. Check the indicator reading for the air pressure.
2. If the reading is not acceptable then use a
remote source to charge the system.
3. If the reading is acceptable then open the
main tank drain valve for a moment. Verify the
pressure that is shown on the pressure indicator.
Listen for the sound of the high pressure from
the discharge.
Electrical Side Of The Air System
1. Move the start control switch in order to activate
the starting solenoids. Listen for the sound of the
engagement of the air starter motor pinion with
the flywheel gear.
a. If the sound of the engagement can be heard,
the problem is with the Air Side Of The Air
System. Proceed to the Air Side Of The Air
System.
b. If no sound of the engagement can be heard,
the problem could be with the Electrical Side
Of The Air System.
g00286936
Illustration 91
Control valve (typical example)
(1) Control valve
(2) Connector
73
Testing and Adjusting Section
2. Check the electrical system by disconnecting the
leads from the control valve (1) at connector (2).
Set the multimeter in the “DCV” range. Measure
voltage across the disconnected leads that
connect to the starting switch.
a. A voltage reading shows that the problem is in
the control valve (2) or the air starting motor.
Go to Step 2 of Air Side Of The Air System.
b. A “ZERO” reading shows that the problem is
in the control switch or the problem is in the
wires for the control switch.
3. Fasten the multimeter lead to the start switch at
the terminal for the wire from the battery. Fasten
the other lead to a good ground.
a. A “ZERO” reading indicates a broken circuit
from the battery. With this condition, check
the circuit breaker and wiring.
b. The problem is in the control switch if either a
voltage reading is found at the control switch
or if a voltage reading is found in the wires
from the control switch to the control valve.
Air Side Of The Air System
g00286937
Illustration 92
Air starting system (typical example)
(1) Control valve
(2) Connector
(3) Connection
(4) Air hose
(5) Relay valve
1. Activate the control switch. If the engagement
of the air starter motor pinion with the flywheel
ring gear can be heard then remove the small air
hose (4) from the top of the relay valve (5).
a. Full air pressure comes from the end of the air
hose (4) when the control switch is activated.
The relay valve (5) is worn or the air starting
motor is damaged.
74
Testing and Adjusting Section

b. If no air pressure comes from the end of the

air hose (4), then the problem is in the pinion
nose housing for the air starting motor.

2. The sound of the air starter motor pinion is

not heard when the control switch is activated.
Voltage was measured at the control valve.
Remove the other small air hose from the
connection (3).

a. If no air comes from the end of the removed

air hose, the control valve (1) is worn.

b. If the air comes from the end of the removed

hose, then the problem is in the pinion nose
housing for the air starting motor.
 75
Testing and Adjusting Section

Electrical System The 4C-4911 Battery Load Tester is a portable unit

in a metal case. The 4C-4911 Battery Load Tester
can be used under field conditions and under high
i01252070 temperatures. The tester can be used to load test
all 6, 8, and 12 Volt batteries. This tester has two
Test Tools for the Electrical heavy-duty load cables that can easily be fastened
System to the battery terminals. A load adjustment knob is
located on the top of the tester. The load adjustment
SMCS Code: 0785 knob permits the current that is being drawn from
the battery to be adjusted to a maximum of 1000
Table 27 amperes. The tester is cooled by an internal fan that
is automatically activated when a load is applied.
Tools Needed Quantity
4C-4911 Battery Load Tester 1 The tester has a built-in LCD. The LCD is a digital
voltmeter. The LCD is a digital meter that will
8T-0900 Ammeter 1 also display the amperage. The digital voltmeter
9U-7330 Multimeter 1 accurately measures the battery voltage at the
battery. This measurement is taken through tracer
163-0096 Diagnostic and Calibration Tool 1 wires that are buried inside the load cables. The
digital meter, that displays the amperage, accurately
Most of the tests of the electrical system can be displays the current that is being drawn from the
done on the engine. The wiring insulation must be battery which is being tested.
in good condition. The wire and cable connections
must be clean and tight. The battery must be fully Note: Refer to Operating Manual, SEHS9249 for
charged. If the on-engine test shows a defect in a more complete information for the use of the
component, remove the component for more testing. 4C-4911 Battery Load Tester.

The service manual Testing And Adjusting

Electrical Components, REG00636 has complete
specifications and procedures for the components
of the starting circuit and the charging circuit.

g00293221
Illustration 94
8T-0900 Ammeter

The 8T-0900 Ammeter is a completely portable,

self-contained instrument that allows electrical
current measurements to be made without breaking
the circuit or without disturbing the insulation on
the conductors. A digital display is located on the
ammeter for reading current directly in a range
from 1 to 1200 amperes. If a 6V-6014 Cable is
connected between this ammeter and one of the
g00283565 digital multimeters, current reading of less than 1
Illustration 93
amperes can be read directly from the screen of
4C-4911 Battery Load Tester the multimeter.
76
Testing and Adjusting Section
A lever is used to open the jaws over the conductor
up to a diameter of 19 mm (0.75 inch). The spring
loaded jaws are then closed around the conductor
for the measurement of current. A trigger switch that
can be locked on the ON or OFF position is used
to turn on the ammeter. When the turn-on trigger is
released, the last current is held on the display for
five seconds. This allows accurate measurements
to be taken in limited access areas. In these areas,
the digital display is not visible to the operator.
A zero control is provided for DC operation. The
power for the ammeter is supplied by the batteries
which are located inside the handle.
Note: Refer to Special Instruction, SEHS8420 for
more complete information for the use of the
8T-0900 Ammeter.
g00293224
Illustration 95
9U-7330 Multimeter
The 9U-7330 Multimeter is a portable instrument
with a digital display. This multimeter is built
with extra protection against damage in field
applications. The multimeter can display Pulse
Width Modulation (PWM). The 9U-7330 Multimeter
has an instant ohms indicator that permits the
checking of continuity for fast circuit inspection. The
multimeter can also be used for troubleshooting
capacitors that have small values.
Note: Refer to Special Instruction for complete
information for the use of the 9U-7330 Multimeter.
The Special Instruction is packaged with the unit.
i01305428
Battery
SMCS Code: 1401-081
Never disconnect any charging unit circuit or bat-
tery circuit cable from the battery when the charg-
ing unit is operated. A spark can cause an explo-
sion from the flammable vapor mixture of hydro-
gen and oxygen that is released from the elec-
trolyte through the battery outlets. Injury to per-
sonnel can be the result.
The battery circuit is an electrical load on the
charging unit. The load is variable because of the
condition of the charge in the battery.
NOTICE
The charging unit will be damaged if the connections
between the battery and the charging unit are broken
while in operation. Damage occurs because the load
from the battery is lost and because there is an in-
crease in charging voltage. High voltage will damage
the charging unit, the regulator, and other electrical
components.
Use the 4C-4911 Battery Load Tester in order to
test a battery that does not maintain a charge when
the battery is active. Refer to Operating Manual,
SEHS9249 for detailed instruction on the use of
the 4C-4911 Battery Load Tester. See Special
Instruction, SEHS7633 for the correct procedure
and for the specifications to use when you test the
batteries.

Index
A Engine Design ......................................................... 4
Aftercooler ............................................................. 22
Air Inlet and Exhaust System .......................... 22, 49
Air/Electric Starting System............................. 34, 73
Alternator............................................................... 35
B Excessive Engine Oil Consumption - Inspect ........ 55
Basic Engine.................................................... 32, 68
Battery ................................................................... 76
C
Camshaft ............................................................... 34
Camshaft Timing ................................................... 45
Timing Adjustment ............................................. 46
Timing Check ..................................................... 45
Circuit Breaker....................................................... 38
Compression ......................................................... 51
Coolant Temperature Sensor - Test....................... 67
Cooling System ............................................... 27, 60
Jacket Water ...................................................... 28
Separate Circuit Aftercooler (SCAC) ................. 31
Crankshaft ............................................................. 34
Crankshaft Position for Valve Lash Setting............ 53
Engine Rotation ................................................. 53
Cylinder Block........................................................ 68
Connecting Rod Bearings.................................. 68
Main Bearings .................................................... 68
Piston Rings....................................................... 68
Cylinder Block, Liners and Heads ......................... 32
Cylinder Liner Projection ....................................... 68
D System)................................................................
Detonation Sensor................................................. 40
E General Information (Fuel System) .......................
Electrical System............................................. 35, 75
Electronic Control Module (ECM) ...................... 7, 39
Electronic Control System ................................. 5, 39
Electronic Control System Operation ...................... 5
Customer Communication Module (CCM) ........... 7
Electronic Technician (ET) ................................... 7
Engine Speed Governing..................................... 6
Integrated Temperature Sensing Module (ITSM).. 6
Electronic Control System Parameters.................... 8
Air/Fuel Ratio Control........................................... 9
Information for the ECM ....................................... 8
“Monitoring and Protection” ............................... 13
Override Parameters.......................................... 13
Speed Control .................................................... 10
Start/Stop Control Parameters........................... 12
Timing Control...................................................... 9
77
Index Section
Engine Monitoring System .................................... 18
Monitoring Parameters....................................... 19
Engine Sensors ..................................................... 13
Thermocouples .................................................. 15
Engine Speed Sensor............................................ 38
Engine Speed/Timing Sensor................................ 40
Excessive Bearing Wear - Inspect......................... 55
Engine Oil Leaks into the Combustion Area of the
Cylinders .......................................................... 55
Engine Oil Leaks on the Outside of the Engine.. 55
Exhaust Bypass Valve ..................................... 23, 50
Exhaust Manifold ................................................... 22
F
Finding the Top Center Position for the No. 1
Piston................................................................... 44
Flywheel - Inspect.................................................. 69
Bore Runout (Radial Eccentricity) Of The
Flywheel ........................................................... 70
Face Runout (Axial Eccentricity) Of The
Flywheel ........................................................... 69
Flywheel Housing - Inspect ................................... 70
Bore Runout (Radial Eccentricity) Of The Flywheel
Housing ............................................................ 71
Face Runout (Axial Eccentricity) Of The Flywheel
Housing ............................................................ 70
Fuel System..................................................... 21, 44
Fuel System Operation.......................................... 21
G
General Information (Air/Electric Starting
73
Air Side Of The Air System ................................ 73
Electrical Side Of The Air System...................... 73
General Information (Cooling System) .................. 60
General Information (Electronic Control System) .. 39
44
General Information (Lubrication System)............. 55
Grounding Practices .............................................. 35
I
Ignition System ...................................................... 17
Ignition Transformers and Spark Plugs .............. 17
Ignition Transformer............................................... 41
Spark Plug ......................................................... 42
Important Safety Information ................................... 2
Increased Engine Oil Temperature - Inspect ......... 56
L
Lubrication System .......................................... 25, 55
78
Index Section

M Valve System Components ................................... 24

Vibration Damper - Check ..................................... 72
Manifold Air Pressure Sensor ................................ 39 Visual Inspection ................................................... 60
Measuring Engine Oil Pressure............................. 56
Indicators For Oil Pressure ................................ 57
Oil Pressure Is High ........................................... 57
Oil Pressure Is Low............................................ 57
Measuring Exhaust Temperature........................... 50
Measuring Hydrax Oil Pressure (Adjustment
Procedure) ........................................................... 57
Measuring Inlet Manifold Temperature .................. 49

Pistons, Rings and Connecting Rods .................... 33

Restriction of Air Inlet and Exhaust ....................... 49

Air Inlet Restriction............................................. 49
Exhaust Restriction............................................ 49

Starting Motor........................................................ 37
Starting Motor Protection ................................... 37
Starting Solenoid ................................................... 36
Systems Operation Section ..................................... 4

Table of Contents..................................................... 3
Test Tools for the Cooling System ......................... 61
Test Tools for the Electrical System....................... 75
Testing and Adjusting Section ............................... 39
Testing the Cooling System ................................... 62
Making the Correct Antifreeze Mixtures............. 62
Testing for Air and/or Exhaust Gas in the
Coolant............................................................. 64
Testing for Freeze Protection ............................. 62
Testing the Filler Cap ......................................... 63
Testing the Radiator ........................................... 66
Testing The Radiator And Cooling System For
Leaks................................................................ 65
Testing the Supplemental Coolant Additive and the
Glycol ............................................................... 63
Testing the Water Temperature Gauge .............. 65
Testing the Water Temperature Regulator ......... 66
Turbocharger ......................................................... 22

Valve Lash and Valve Bridge Adjustment .............. 52

Valve Bridge Adjustment .................................... 52
Valve Lash Adjustment ...................................... 53
Valve Lash Check .............................................. 52
 79
Index Section
©2001 Caterpillar
All Rights Reserved Printed in U.S.A.