SENR1018-03

September 2004

Systems Operation
Testing and Adjusting
3408E and 3412E Engines for
Caterpillar Built Machines
99C1-Up (Engine)
5XD1-Up (Engine)
5JJ1-Up (Engine)
80M1-Up (Engine)
 i01658146

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.

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.
SENR1018-03 3
Table of Contents

Table of Contents Battery - Test .........................................................

Belt Tension Chart ................................................
91
91
Charging System - Test ........................................ 93
Electric Starting System - Test .............................. 93
Systems Operation Section Pinion Clearance - Adjust ..................................... 93
Engine Design ....................................................... 4
General Information ................................................ 5 Index Section
Glossary of Electronic Control Terms ..................... 5
Electronic Control System Components ................. 8 Index ..................................................................... 94
Fuel System .......................................................... 11
Air Inlet and Exhaust System ............................... 40
Lubrication System .............................................. 43
Cooling System .................................................... 46
Basic Engine ......................................................... 48
Electrical System ................................................. 50

Testing and Adjusting Section

Fuel System
Fuel System - Inspect ........................................... 54
Air in Fuel - Test .................................................... 54
Finding Top Center Position for No. 1 Piston ........ 55
Fuel Quality - Test ................................................. 57
Fuel System - Prime ............................................. 57
Fuel System Pressure - Test ................................. 59
Gear Group (Front) - Time .................................... 60

Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect ................. 61
Turbocharger - Inspect .......................................... 62
Inlet Manifold Pressure - Test ............................... 64
Exhaust Temperature - Test .................................. 65
Engine Crankcase Pressure (Blowby) - Test ........ 65
Compression - Test ............................................... 65
Engine Valve Lash - Inspect/Adjust ...................... 66

Lubrication System
Engine Oil Pressure - Test .................................... 69
Excessive Bearing Wear - Inspect ........................ 72
Excessive Engine Oil Consumption - Inspect ....... 72
Increased Engine Oil Temperature - Inspect ........ 73

Cooling System
Cooling System - Check (Overheating) ................ 74
Cooling System - Inspect ...................................... 76
Cooling System - Test ........................................... 76
Water Temperature Regulator - Test ..................... 80
Water Pump - Test ................................................ 81

Basic Engine
Piston Ring Groove - Inspect ................................ 82
Connecting Rod Bearings - Inspect ...................... 82
Main Bearings - Inspect ........................................ 82
Cylinder Block - Inspect ........................................ 83
Cylinder Head - Inspect ........................................ 83
Cylinder Liner Projection - Inspect ........................ 83
Flywheel - Inspect ................................................. 86
Flywheel Housing - Inspect ................................... 87
Gear Group - Inspect ............................................ 89
Vibration Damper - Check .................................... 90

Electrical System
4 SENR1018-03
Systems Operation Section

Systems Operation Section 3412E

i01624151

Engine Design
SMCS Code: 1000

3408E

g00841862
Illustration 2
Cylinder and valve location
(A) Inlet valves
(B) Exhaust valves
(C) Left side of the engine
(D) Cylinder number
(E) Front of the engine
(F) Right side of the engine
(G) Flywheel of the engine

g00675659
Illustration 1 Bore .......................................... 137.2 mm (5.4 inch)
Cylinder and valve location
(A) Inlet valves Stroke ....................................... 152.4 mm (6.0 inch)
(B) Exhaust valves
(C) Left side of the engine Displacement ..................................... 27 L (1648 in3)
(D) Cylinder number
(E) Front of the engine
(F) Right side of the engine
Cylinder arrangement ............................. 65 degrees
(G) Flywheel of the engine
Valves per cylinder .................................................. 4
Bore .......................................... 137.2 mm (5.4 inch)
The adjustment for the inlet valve lash is the following
Stroke ....................................... 152.4 mm (6.0 inch) value. ...................................... 0.38 mm (0.015 inch)

Displacement .................................. 18.0 L (1099 in3)
Cylinder arrangement ............................. 65 degrees
Valves per cylinder .................................................. 4
The adjustment for the exhaust valve lash is the
following value. ....................... 0.76 mm (0.030 inch)
Firing order (Injection
Sequence) ............. 1, 4, 9, 8, 5, 2, 11, 10, 3, 6, 7, 12

The adjustment for the inlet valve lash is the following
value. ...................................... 0.38 mm (0.015 inch)
The adjustment for the exhaust valve lash is the
following value. ....................... 0.76 mm (0.030 inch)
Firing order (Injection Sequence) .. 1, 8, 4, 3, 6, 5, 7, 2
Crankshaft rotation ........................ counterclockwise
Note: The front end of the engine is opposite the
flywheel end. The left side and the right side of the
engine are viewed from the flywheel end. The No. 1
cylinder is the front cylinder on the left side. The No.
2 cylinder is the front cylinder on the right side.

Crankshaft rotation ........................ counterclockwise

Note: The front end of the engine is opposite the

flywheel end. The left side and the right side of the
engine are viewed from the flywheel end. The No. 1
cylinder is the front cylinder on the left side. The No.
2 cylinder is the front cylinder on the right side.
SENR1018-03
i01885543
General Information
SMCS Code: 1000
The 3408E engine is a 65 degree V-8 arrangement.
This engine has a bore of 137.2 mm (5.40 inch). The
engine has a stroke of 152.4 mm (6.00 inch). The
bore and the stroke provide a total displacement of
18.0 L (1099 in3).
The 3412E engine is a 65 degree V-12 arrangement.
This engine has a bore of 137.2 mm (5.40 inch). The
engine has a stroke of 152.4 mm (6.00 inch). The
bore and the stroke provide a total displacement of
27.0 L (1648 in3).
The hydraulic electronic unit injector fuel system
(HEUI) eliminates many of the mechanical
components that are used in a pump-and-line
system. The electronic control and hydraulic
actuation also provide increased control of the
timing and increased control of the fuel injection
pressure. The timing advance is achieved by precise
control of the unit injector timing. Engine speed
is controlled by adjusting the injection duration. A
special speed-timing wheel provides information to
the Electronic Control Module (ECM) for detection of
cylinder position and engine speed.
The engine has built-in diagnostics in order to ensure
that all of the components are operating properly.
In the event of a system component failure, the
operator will be alerted to the condition by the “Check
Engine” light. An electronic service tool can be used
to read the numerical code of the faulty component
or condition. Intermittent faults are also logged and
stored in memory.
Starting The Engine
The engine’s ECM will automatically provide the
correct amount of fuel in order to start the engine.
Do not hold the throttle down while the engine is
cranking. If the engine fails to start in twenty seconds,
release the starting switch. Allow the starting motor
to cool for two minutes before using the starting
motor again.
i01390748
Glossary of Electronic Control
Terms
SMCS Code: 1900
After Market Device – An after market device is
a device or an accessory that is installed by the
customer after the vehicle is delivered.
5
Systems Operation Section
Air-to-Air Aftercooler (ATAAC) – An air-to-air
aftercooler is a device that is used on turbocharged
engines in order to cool inlet air that has undergone
compression. The inlet air is cooled after the inlet
air passes through the turbocharger. The inlet air is
passed through an aftercooler (heat exchanger) that
uses ambient air for cooling. The inlet air that has
been cooled advances to the inlet manifold.
Alternating Current (AC) – The direction of current
flow changes. The current flow alternates constantly.
American Wire Gauge (AWG) – AWG is a measure
of the diameter of electrical wire. AWG is also a
measure of the current carrying capacity of electrical
wire. When the AWG number is smaller, the diameter
of the wire is larger. When the AWG number is larger,
the diameter of the wire is smaller.
Atmospheric Pressure Sensor – The atmospheric
pressure sensor measures barometric pressure.
The sensor sends a signal to the electronic control
module (ECM). The signal is used in engine control
and in engine operation.
Before Top Center (BTC) – BTC is the 180 degrees
of crankshaft rotation before the piston reaches the
top center in the normal direction of rotation.
Bypass Circuit – A bypass circuit is a circuit that is
used as a substitute circuit for an existing circuit. A
bypass circuit is typically used as a test circuit.
Calibration – Calibration is an electronic adjustment
of a sensor signal.
Caterpillar Engine Monitoring – The part of the
Caterpillar Electronic Engine Control that monitors
Coolant Temperature, Oil Pressure, Intake Manifold
Air Temperature and Coolant Level. This will alert
the operator of detected problems. The Coolant
Temperature, Intake Manifold Air Temperature, and
Oil Pressure Sensors are supplied by Caterpillar
and monitored by the ECM. The Coolant Level
Sensor is OEM installed and monitored by the ECM.
An aftermarket Engine Monitoring System does
not interface with the Caterpillar Electronic Engine
Control.
Coolant Level Sensor – This sensor detects the
absence or presence of coolant at the probe. The
sensor sends the signal to the ECM. This sensor is
installed by the OEM.
Coolant Temperature Sensor – The coolant
temperature sensor measures the engine coolant
temperature. The sensor sends a signal to the
electronic control module (ECM). The engine’s
coolant temperature is used in Cold Mode operation.
Coolant temperature is also used in order to optimize
engine performance.
Code – See the Diagnostic Code.
6 SENR1018-03
Systems Operation Section
Customer Specified Parameters – A customer
specified parameter is a parameter that can be
changed. A customer specified parameter’s value is
set by the customer. These parameters are protected
by customer passwords.
Diagnostic Code – A diagnostic code is sometimes
called a fault code. A diagnostic code is an indication
of a problem or event in the electrical engine systems.
Diagnostic Event Code – These codes indicate an
event. The codes are not necessarily an indication of
a problem within the electronic system.
Diagnostic Fault Code – These codes indicate an
electronic system malfunction which will indicate a
problem with the electronic system.
Diagnostic Flash Code – This code indicates
a malfunction of the electronic system. This
code can also indicate an event that is detected
by the electronic system. The code is Check
Engine/Diagnostic Lamp.
Diagnostic Lamp – A diagnostic lamp is sometimes
called the check engine light. The diagnostic lamp
is used to warn the operator of the presence of an
active diagnostic code.
Direct Current (DC) – Direct current is the type of
current that flows consistently in only one direction.
Duty Cycle – See Pulse Width Modulation.
Electronic Control Module (ECM) – The ECM is
the engine’s control computer. The ECM provides
power to the electronics. The ECM monitors data that
is input from the engine’s sensors. The ECM acts as
a governor in order to control engine rpm.
Electronic Engine Control – The electronic
engine control is a complete electronic system.
The electronic engine control monitors the engine
operation under all conditions. The electronic engine
control also controls the engine operation under all
conditions.
Electronic Technician (ET) – The ET is a Caterpillar
electronic service tool that is used for diagnosing and
programming a variety of electronic controls.
Estimated Dynamic Timing – The estimated
dynamic timing is the ECM estimate of the actual
injection timing.
Failure Mode Identifier (FMI) – The FMI describes
the type of failure that was experienced by the
component. This was adopted from SAE Standards,
“Section J1587” diagnostics.
Flash Memory – See the Personality Module.
Fuel Ratio Control (FRC) – The FRC is a limit that
is based on the control of the fuel to air ratio. The
FRC is used for emission control. When the ECM
senses a higher turbocharger outlet pressure, the
ECM increases the limit for the FRC in order to allow
more fuel into the cylinders.
Fuel Position – The fuel position is a signal within
the ECM. The signal is from the electronic governor.
The signal goes to the fuel injection control. The
signal is based on the desired engine speed, the
FRC, the rated position, and the actual engine speed.
Fuel Temperature Sensor – This sensor detects
the fuel temperature. The ECM monitors the fuel
temperature. The ECM adjusts the calculated fuel
rate accordingly.
Harness – The harness is the bundle of wiring that
connects all the components of the electrical engine
system.
Hertz (Hz) – Hz is the measure of frequency in
cycles per second.
High Pressure Oil Manifold – The high pressure oil
manifold is an oil gallery that is added to the cylinder
head in order to supply the unit injectors with high
pressure oil.
High Pressure Oil Pump – The high pressure
oil pump is an axial piston pump that is driven by
gears. The high pressure oil pump is used to raise
the engine oil pressure in order to activate the unit
injectors. The amount of oil pressure that is required
to activate the unit injectors is called the actuation
pressure.
Hydraulic Electronic Unit Injector (HEUI) Fuel
System – The HEUI is a fuel system that uses
a hydraulically actuated, electronically controlled
unit injector. The system combines the pumping,
electronic fuel metering and injecting elements in a
single unit.
Injection Actuation Pressure Control Valve (IAP
Control Valve) – The injection actuation pressure
control valve is a variable valve. The valve is used to
maintain the proper oil pressure in the engine high
pressure oil gallery. The valve is controlled by the
ECM.
Injection Actuation Pressure (IAP) Sensor –
The injection actuation pressure sensor is a sensor
that measures hydraulic oil pressure. The sensor
also sends a signal to the electronic control module
(ECM).
SENR1018-03
Inlet Air Temperature Sensor – The inlet air
temperature sensor is a sensor that measures the
inlet air temperature. The sensor also sends a signal
to the electronic control module (ECM).
Oil Pressure Sensor – This sensor measures
engine oil pressure. The sensor sends a signal to the
ECM as part of the Caterpillar Engine Monitoring.
Open Circuit – An open circuit is a broken electrical
wire connection. The signal or the supply voltage
cannot reach the intended destination.
Original Equipment Manufacturer (OEM) – An
OEM is the manufacturer of a vehicle that utilizes a
Caterpillar engine.
Parameter – A parameter is a programmable value
which affects the characteristics or the behavior of
the engine.
Parameter Identifier (PID) – A PID is a numerical
code that contains two digits or three digits. A
numerical code is assigned to each component. The
numerical code identifies data via the data link to the
ECM.
Password – A password is a group of numeric
characters or alphanumeric characters. A password
is designed to restrict the changing of information
in the ECM. The electrical engine systems require
correct customer passwords in order to change
customer specified parameters. The electrical engine
systems require correct factory passwords in order
to clear certain logged events. Factory passwords
are also required in order to change certain engine
specifications.
Personality Module – The personality module is the
module in the ECM which contains all the instructions
(software) for the ECM and performance maps for
a specific horsepower family. Updates and rerates
are accomplished by electronically flashing in new
data. The updates and rerates are flashed in using
an electronic service tool.
Power Take-Off (PTO) – Power take-off clutches
are used to send power from the engine to accessory
components.
Pulse Width Modulation (PWM) – A PWM is a
digital type of electronic signal that corresponds to a
measured variable. The length of the pulse (signal) is
controlled by the measured variable. The variable is
quantified by a certain ratio. This ratio is the percent
of “on-time” that is divided by the percent of “off-time”.
A PWM signal is generated by the Throttle Position
Sensor.
7
Systems Operation Section
Rated Fuel Position (“Rated Fuel Pos” on
ECAP) – The rated fuel position indicates the
maximum allowable fuel position (longest injection
pulse). The rated fuel position will produce rated
power for this engine configuration.
Reference Voltage – The reference voltage is a
regulated voltage that is used by the sensor in order
to generate a signal voltage.
Sensor – A sensor is used to detect a change in
the pressure, in the temperature, or in mechanical
movement. When any of these changes are detected,
a sensor converts the change into an electrical signal.
Service Program Module (SPM) – The SPM is
a software program on a computer chip that was
programmed at the factory. The computer chip
is designed to adapt an ECAP for a particular
application.
Short Circuit – A short circuit is an electrical circuit
that is mistakenly connected to an undesirable point.
For example, an electrical contact is made with the
frame whenever an exposed wire rubs against a
frame.
Signal – A signal is a voltage or a wave that is used
to transmit information that is typically from a sensor
to the ECM.
Speed Burp – A speed burp is a sudden brief
change in engine rpm.
Speed Sensor – The speed sensor is an
electromagnetic pickup that measures speed from
the rotation of gear teeth in the drive train.
Speed-timing Sensor – The speed-timing sensor
is a sensor that provides a Pulse Width Modulated
signal to the ECM. The ECM interprets this signal as
the crankshaft position and the engine speed.
Subsystem – A subsystem is a part of the engine
system that relates to a particular function.
Supply Voltage – Supply voltage is a constant
voltage that is supplied to a component in order to
provide electrical power for operation. Supply voltage
may be generated by the ECM. Supply voltage may
also be the battery voltage.
“T” Harness – This harness is a test harness that
is designed to permit normal circuit operation and
the measurement of the voltage simultaneously.
Typically, the harness is inserted between the two
ends of a connector.
Throttle Position – The throttle position is the ECM
interpretation of the signal from the accelerator. The
throttle position may be used as part of a power
take-off control.
8 SENR1018-03
Systems Operation Section

Total Tattletale – The total tattletale is the total

number of changes to all system parameters.

Transducer – A transducer is a device that converts

a mechanical signal to an electrical signal.

Turbocharger Outlet Pressure Sensor – This

sensor measures inlet manifold air pressure. The
sensor sends a signal to the Electronic Control
Module (ECM).

Warning Lamp – The warning lamp is used to warn

the operator of the presence of a Caterpillar Engine
Monitoring detected problem.

i01095578

Electronic Control System

Components
SMCS Code: 1900
SENR1018-03
Illustration 3
3408E Electronic control system components (typical example)
(1) Unit injector connector for the No. 5
cylinder and the No. 7 cylinder
(2) Connection for the injection actuation
pressure control valve
(3) Unit injector connector for the No. 1
cylinder and the No. 3 cylinder
(4) Atmospheric pressure sensor
(5) Connector for the turbocharger outlet
pressure sensor
(6) Atmospheric pressure sensor connector
(7) Vehicle connector
(8) Unit injector connector for the No. 6
cylinder and the No. 8 cylinder
(9) Timing calibration probe connector
(10) ECM connector
(11) ECM connector
(12) Primary engine speed/timing connector
(13) Unit injector connector for the No. 2
cylinder and the No. 4 cylinder
(14) Connector for the injection actuation
pressure sensor
(15) Connector for the coolant flow switch
(16) Oil pressure sensor connector
(17) Secondary engine speed/timing
connector
(18) Oil temperature sensor
9
Systems Operation Section
g00575581
(19) Oil pressure sensor
(20) Secondary speed/timing sensor
(21) Fuel temperature sensor
(22) Connector for the oil temperature
sensor
(23) Fuel temperature sensor connector
(24) Injection actuation pressure control
valve
(25) Coolant temperature sensor connector
10
Systems Operation Section
Illustration 4
3412E Electronic control system components (typical example)
(1) Unit injector connector for the No. 9
cylinder and the No. 11 cylinder
(2) Unit injector connector for No. 5 cylinder
and No. 7 cylinder
(3) Connector for the injection actuation
pressure control valve
(4) Unit injector connector for No. 1 cylinder
and No. 3 cylinder
(5) Atmospheric pressure sensor
(6) Connector for the turbocharger
compressor outlet pressure sensor
(7) Atmospheric pressure sensor connector
(8) Unit injector connector for No. 10 cylinder
and No. 12 cylinder
(9) Unit injector connector for No. 6 cylinder
and No. 8 cylinder
(10) Vehicle connector
(11) Timing calibration probe connector
(12) Connector for the speed/timing sensor
(13) ECM connector
(14) ECM connector
(15) Unit injector connector for No. 2 cylinder
and No. 4 cylinder
(16) Connector for the injection actuation
pressure sensor
(17) Oil pressure sensor connector
(18) Connector for the secondary
speed/timing sensor
SENR1018-03
g00575482
(19) Oil temperature sensor
(20) Oil pressure sensor
(21) Secondary speed/timing sensor
(22) Fuel temperature sensor
(23) Connector for the oil temperature
sensor
(24) Fuel temperature sensor connector
(25) Injection actuation pressure control
valve
(26) Coolant temperature sensor connector
(27) Connector for the coolant flow switch
(28) Coolant flow switch
SENR1018-03 11
Systems Operation Section

Electronic Control Module (ECM) i01990313

Fuel System
SMCS Code: 1250

g00554256
Illustration 5
Electronic Control Module for an ADEM II engine
(1) ECM connector (“P2”)
(2) Electronic Control Module (ECM)
(3) ECM connector (“P1”)

The engine uses an Electronic Control Module (ECM)

that is based on a microprocessor. The ECM is
mounted on the left rear side of the cylinder block.

The inputs and the outputs to the control module are

designed to withstand the short circuits to the battery
voltage without damage to the control. The electronic
engine control system has the following features that
are designed into the system.

• Resistance to radio frequency

• Resistance to electromagnetic interference
The ECM power supply provides electrical power to
all engine mounted sensors and actuators. Reverse
voltage polarity protection and resistance to vehicle
power system voltage swings or surges have been
designed into the ECM. The ECM also monitors all
input from the sensors. The ECM also provides the
correct outputs in order to ensure desired engine
operation.

The wiring harness provides communication or signal

paths to the various sensors. The ECM performs
many functions. The ECM contains all of the engine
performance information. The ECM contains all of
the information for the emission certification. Several
examples are listed: engine timing, air/fuel ratio, and
rated fuel position control maps.

The ECM is programmed to run diagnostic tests in

order to separate a fault to a specific circuit. Once
a fault is detected, the fault can be displayed on
a diagnostic lamp. A multimeter can be used to
check most problems. The ECM will log most of the
diagnostic codes that are generated during engine
operation. The logged codes or the active codes can
be read by an electronic service tool. Refer to the
Troubleshooting manual for your engine.
12 SENR1018-03
Systems Operation Section

g00990048
Illustration 6
HEUI fuel system (typical example)
(1) Unit injector hydraulic pump (12) Fuel tank (23) Fuel pressure sensor
(2) Oil flow to the engine (13) Fuel pressure regulator (24) Fuel temperature sensor
(3) Oil filter (14) Speed-timing wheel (25) Atmospheric pressure sensor
(4) Engine oil pump (15) Engine speed/timing sensors (26) Throttle position sensor
(5) Injectors (16) Primary fuel filter (27) Data link
(6) Oil cooler (17) Water separator (28) Alarm warning lamp
(7) IAP control valve (18) Oil temperature sensor (29) Diagnostic lamp
(8) IAP sensor (19) Engine boost pressure sensor (30) Electronic Control Module (ECM)
(9) Fuel transfer pump (20) Coolant temperature sensor (31) Batteries
(10) Secondary fuel filter (21) Coolant level sensor
(11) Fluid manifolds (22) Oil pressure sensor
SENR1018-03
The operation of the Hydraulic Electronic Unit Injector
(HEUI) fuel system utilizes the concepts of hydraulics
and the multiplication of force to deliver fuel to the
engine. The HEUI fuel system is completely free
of adjustment. Adjustments cannot be made to the
mechanical components of the system. Changes in
performance are made by installing different software
in Electronic Control Module (ECM) (30).
This fuel system consists of six basic components:
• Hydraulic Electronic Unit Injector (HEUI) (5)
• Electronic Control Module (ECM) (30)
• Unit injector hydraulic pump (1)
• Injection actuation pressure control valve (7)
• Fuel transfer pump (9)
• Injection actuation pressure sensor (8)
Note: The components of the HEUI fuel system
are not serviceable components. These fuel system
components must not be disassembled. Disassembly
will damage the components. If the components
have been disassembled, Caterpillar may not allow a
warranty claim or Caterpillar may reduce the warranty
claim.
Component Description
Hydraulic Electronic Unit Injector
The HEUI fuel system utilizes a hydraulically actuated
electronically controlled unit injector (5).
The precise delivery of the fuel controls the engine’s
performance. All fuel systems for diesel engines use
a plunger and barrel in order to pump high pressure
fuel into the combustion chamber. A fuel injection
pump camshaft lobe is typically used to provide a
mechanical force to the plunger. The plunger then
pumps the precise amount of fuel into the combustion
chamber. The HEUI fuel system uses engine oil
that has been pressurized by the system’s hydraulic
pump in order to apply force to the plunger. Control
for the exact timing of the fuel delivery is provided
electronically by the engine’s ECM. Due to the
differences in the HEUI fuel system, a technician
must use different troubleshooting methods in order
to diagnose fuel system problems.
13
Systems Operation Section
The HEUI fuel system’s hydraulic pump pressurizes
the engine lubrication oil from 10 MPa (1450 psi) to
23 MPa (3350 psi) in order to transfer force from the
engine’s rotational energy to hydraulic energy that is
used by the injector. The HEUI fuel system operates
in the same manner as a hydraulic cylinder. A piston
in the injector is used to receive the hydraulic energy
that is supplied by the pump. The piston converts
the hydraulic energy to a mechanical force that is
applied directly to the injector’s plunger assembly.
The plunger assembly multiplies the mechanical
force that is provided by the piston. The plunger
converts the force into a hydraulic pressure that is
placed on the fuel that is in the injector barrel. By
multiplying the force of the high pressure oil that is
supplied by the HEUI fuel system’s hydraulic pump,
the HEUI can produce the injection pressures that
are essential for the complete fuel atomization that
provides combustion efficiency.
Engine oil is used by the unit injector hydraulic pump
in order to supply hydraulic pressure to the injectors.
This hydraulic pressure is called injector actuation
pressure. The actuation pressure of the oil generates
the high injection pressures that are delivered by the
unit injector. This injection pressure is greater than
actuation pressure by approximately six times. The
pressure in the system is multiplied by the intensifier
piston that is located in the injector.
Low actuation pressure results in low injection
pressures. During conditions of low engine speed
such as idle and start, the low injection pressure
is due to the low actuation pressure that is being
produced by the unit injector hydraulic pump.
High actuation pressure results in high injection
pressures. During conditions of high speed such as
high idle and acceleration, high injection pressures
can be produced because of the high actuation
pressures that are produced by the hydraulic pump.
There are many other operating conditions when the
injection pressure fluctuates between the minimum
and the maximum. Regardless of the speed of
the engine, the HEUI fuel system provides infinite
control in order to provide the optimum fuel injection
pressure.
Electronic Control Module (ECM)
The Electronic Control Module (ECM) (30) is mounted
directly on the engine. The ECM is a powerful
computer that provides total electronic control of
engine performance. The ECM gathers performance
data from the engine through a series of engine
sensors. This data is used by the ECM in order to
modify the engine’s fuel delivery, injection pressure,
and injection timing. The ECM also contains
performance maps in the form of software that define
engine’s horsepower, torque curves, and rpm.
14
Systems Operation Section
Most of today’s engines are equipped with an ECM
that can be reprogrammed in the field. There are
electronic service tools that can be used to program
the ECM. These electronic service tools use flash
programming in order to load new software into the
ECM.
The ECM is also used to record engine faults that
may occur. These faults are usually triggered when
one of the engine sensors detect a parameter that is
operating out of the normal range of operation. An
electronic service tool can be used in conjunction
with the engine ECM to run several diagnostic tests
on engine’s electrical systems or electronic systems.
Unit Injector Hydraulic Pump
The unit injector hydraulic pump (1) is a high
pressure hydraulic pump that is located at the front
of the engine. The unit injector hydraulic pump is
a variable displacement axial piston pump that is
driven by the front gear train of the engine. The
unit injector hydraulic pump uses a portion of the
engine lubrication oil to supply the HEUI fuel system.
The unit injector hydraulic pump pressurizes the
engine lubrication oil to the correct injection actuation
pressure in order to power the HEUI injectors.
Injection Actuation Pressure Control
Valve (IAP Control Valve)
The Injection Actuation Pressure Control Valve (IAP
Control Valve) (7) is located on the side of unit injector
hydraulic pump (1). The pressure control valve
assembly controls the outlet flow of the hydraulic
pump. The pressure control valve assembly also
controls the hydraulic pump pressure.
There are three components of the pressure control
valve assembly.
• Injection actuation pressure control valve
• Compensator valve assembly
• Valve base
The compensator valve assembly contains three
major parts:
• Load sensing spool
• Pressure limiter spool
• Check valve
The load sensing spool controls the oil flow to
the control piston. The control piston controls the
swashplate angle. The swashplate angle determines
the pressure that is produced by the pump.
SENR1018-03
In the event of a malfunction of the pump, the
pressure limiter spool acts as an emergency relief
valve. A malfunction of the pump would cause the
pressure to rise above the relief setting. The pressure
limiter spool is a simple spring loaded relief valve.
The valve opens at a preset pressure. When the
valve opens, high pressure oil is sent to the control
piston. This will destroke the pump and the oil flow
that is being produced by the pump will be reduced.
The check valve works in conjunction with the
pressure limiter spool. The valve allows high pressure
oil to flow to the control piston when the pressure
limiter spool has opened. The check valve remains
closed at all other times.
The IAP control valve is an electrically controlled
solenoid valve. The IAP control valve works with
the load sensing spool in order to control the pump
outlet pressure. The IAP control valve is actually an
electrically operated hydraulic pressure relief valve.
The IAP control valve converts an electrical signal
from the ECM to the mechanical control of the spool
valve in order to control the pump’s outlet pressure.
Under most conditions, the pump is producing an
excess oil flow. The IAP control valve instructs the
load sensing spool to discharge excess pump flow to
the control piston in order to control injection actuation
pressure at the desired level. The IAP control valve
is a solenoid valve of high precision. The IAP control
valve is used to control the actuation pressure that
provides hydraulic pressure to the injectors. The
performance maps that are programmed into the
ECM contain a desired actuation pressure for every
engine operating condition. The ECM uses a control
current in order to control the IAP control valve.
This control current is used to vary the action of the
solenoid in order to maintain an actual actuation
pressure that is very near to the desired actuation
pressure that has been determined by the ECM.
Fuel Transfer Pump
Fuel transfer pump (9) is mounted on the back of
unit injector hydraulic pump (1). The fuel transfer
pump must first draw fuel from fuel tank (12). Then,
the fuel transfer pump must be capable of providing
enough flow to the low pressure fuel system in order
to maintain a continuous system pressure. A normal
system pressure for the low pressure fuel system
is usually between 310 kPa (45 psi) and 450 kPa
(65 psi). This pressurized fuel is continuously
supplied to injectors (5).
SENR1018-03 15
Systems Operation Section

The fuel transfer pump is a fixed displacement gear

pump. The fuel transfer pump contains an integral
pressure relief valve. This relief valve opens at
approximately 630 kPa (91 psi). Excess flow from
the valve discharges to an internal passage from the
outlet side of the pump. The internal passage sends
the fuel back to the inlet side of the pump.

Injection Actuation Pressure Sensor

(IAP)
IAP sensor (8) monitors the actual injection actuation
pressure. The oil manifold supplies the injectors with
a continuous flow of actuation oil. This oil is used
to power the injectors. The IAP sensor is installed
in this high pressure oil manifold. The IAP sensor
monitors the oil pressure in the manifold. The ECM is
continuously monitoring the IAP sensor for pressure
changes. The ECM interprets this signal in order to
provide control for the engine’s fuel system.
16 SENR1018-03
Systems Operation Section

Operation of the HEUI Fuel System

Low Pressure Fuel System

g00990166
Illustration 7
Low pressure fuel system (typical example)
(5) Injectors (12) Fuel tank
(9) Fuel transfer pump (13) Fuel pressure regulator
(10) Secondary fuel filter (16) Primary fuel filter
(11) Fluid manifolds (17) Water separator
SENR1018-03 17
Systems Operation Section

The low pressure fuel system serves four basic The fluid manifolds are mounted on top of the cylinder
functions. The system supplies the injectors (5) with heads. A fuel supply passage runs for the length of
fuel for combustion. Supplies extra fuel flow for the fluid manifold. This passage connects with each
cooling of the injectors. This extra fuel flow removes unit injector bore in order to supply fuel to the unit
air from the system. The system also supplies the injectors. Pressurized fuel flows through the fluid
fuel that is used to cool the ECM. manifold to all of the unit injectors. Excess fuel flows
out of the fluid manifold, into the fuel return line, and
The low pressure fuel system consists of seven basic then to the fuel pressure regulator (13).
components:
The fuel pressure regulator consists of an orifice and
• Fuel tank (12) a spring loaded check valve. The orifice is a flow
restriction that provides a back pressure to the supply
• Water separator (17) fuel. The spring loaded check valve opens at 410 kPa
(60 psi) in order to allow the excess fuel to return to
• Primary fuel filter (16) the fuel tank. The excess fuel that passes through the
orifice is used in order to transfer heat away from the
• Fuel transfer pump (9) fuel system. A ratio of fuel that is returned to the tank
to the amount of fuel that is consumed by the engine
• Secondary fuel filter (10) is approximately 3 to 1. When the engine is off and
no fuel pressure is present, the spring loaded check
• Fluid manifolds (11) valve closes. The spring loaded check valve closes
in order to prevent the fuel in the cylinder head from
• Fuel pressure regulator (13) draining to the fuel tank.

Fuel is drawn from fuel tank (12) and flows through

the water separator (17). The water separator is
typically a 15 to 30 micron filter. The water separator
will filter large debris from the fuel. The water
separator also has the capacity that will filter large
amounts of water from the fuel. If equipped, the fuel
may flow to the primary fuel filter (16). The primary
fuel filter is used to filter the fuel before entering the
fuel transfer pump.

Fuel flows from the primary fuel filter to the inlet side
of fuel transfer pump (9). The fuel transfer pump is
mounted on the back of unit injector hydraulic pump.
Fuel is drawn into the inlet port of the pump. An
inlet check valve in the inlet port of the fuel transfer
pump prevents fuel from flowing back into the fuel
tank while the engine is not running. The fuel flow
is increased by a simple gear pump and the fuel is
then discharged through the outlet port of the pump.
The outlet port also incorporates a check valve that
is used to prevent pressurized fuel leakage back
through the pump.

The fuel transfer pump is used in order to pressurize

the fuel that supplies the low pressure fuel system.
The maximum pressure that is generated by the fuel
transfer pump is limited to 630 kPa (91 psi) by an
internal pressure relief valve.

Fuel flows from the outlet port of the fuel transfer

pump to the secondary fuel filter (10). The secondary
fuel filter is a two micron fuel filter. The two micron
fuel filter removes very small abrasive contaminants
in the fuel. Fuel then flows from the secondary fuel
filter to the fuel supply passages that are drilled into
fluid manifolds (11).
18 SENR1018-03
Systems Operation Section

Injection Actuation System

Actuation Oil Flow

g00990201
Illustration 8
Actuation Oil Flow (typical example)
(1) Unit injector hydraulic pump (4) Engine oil pump (7) IAP control valve
(3) Oil filter (6) Oil cooler (8) IAP sensor
SENR1018-03 19
Systems Operation Section

The injection actuation system serves two functions.
The injection actuation system supplies high pressure
oil in order to power the HEUI injectors. Also, the
injection actuation system utilizes control of the
actuation pressure of the oil in order to control the
injection pressure of the fuel that is produced by the
unit injectors.
The injection actuation system consists of six basic
components:
• Hydraulic pump (1)
• Engine oil filter (3)
• Engine oil pump (4)
• Oil cooler (6)
• The Injection Actuation Pressure control valve (IAP
control valve) (7)
• The Injection Actuation Pressure sensor (IAP
sensor) (8)
Oil from engine oil pump (4) supplies engine oil to
unit injector hydraulic pump (1). The capacity of the
engine oil pump has been increased in order to meet
the additional flow that is required to supply the
hydraulic pump.
Oil from the pump reservoir is pressurized in the unit
injector hydraulic pump and flows out of two outlet
ports of the pump under high pressure. The high
pressure oil flows from the outlet ports of the unit
injector hydraulic pump then flows through a one-way
check valve. The oil then flows to the high pressure
oil passage that is within the fluid manifold. The
check valve is used to prevent high pressure pulses,
that are generated by the injectors, from returning
to the pump. High pressure pulses would cause the
IAP control valve (7) to operate erratically. This would
cause the actuation pressure to become unstable
and unpredictable.
The high pressure oil passage connects with each
unit injector bore in order to supply high pressure
actuation oil to the unit injectors. High pressure
actuation oil flows from the unit injector hydraulic
pump and travels through the fluid manifold to all of
the injectors. The high pressure oil is held in the high
pressure oil passage until the oil is used by the unit
injectors. Oil that has been exhausted by the unit
injectors is expelled under the valve covers. This oil
returns to the crankcase through oil drain holes in the
cylinder head.

Oil that is drawn from the engine oil pan is pressurized

to the lubrication system oil pressure by the engine
oil pump. Oil flows from the engine oil pump through
engine oil cooler (6), through engine oil filter (3), and
then to the main oil gallery. A separate circuit from
the main oil gallery directs a portion of the lubrication
oil in order to supply the unit injector hydraulic pump.
A steel tube on the left side of the engine connects
the main oil gallery with the inlet port of the unit
injector hydraulic pump.

Oil flows into the inlet port of the unit injector

hydraulic pump and the pump reservoir is filled with
engine oil. The pump reservoir provides oil to the
unit injector hydraulic pump during engine start-up.
Also, the pump reservoir provides oil to the unit
injector hydraulic pump until the engine oil pump can
increase pressure enough to provide the pump with
a steady flow of oil.

The pump reservoir also provides makeup oil to the

high pressure oil passage in the cylinder head. When
the engine is off and the engine cools down, the oil
shrinks. A check valve in the pump allows oil to be
drawn from the pump reservoir in order to keep the
high pressure oil passage full, even during engine
shutdown.
20 SENR1018-03
Systems Operation Section

Actuation Oil Pressure Control

g00990229
Illustration 9
Injection actuation pressure control system (typical example)
(1) Unit injector hydraulic pump (6) Oil cooler
(3) Oil filter (7) IAP control valve
(4) Engine oil pump (8) IAP sensor
(5) Injectors (30) Engine control module (ECM)

Unit injector hydraulic pump (1) is a variable
displacement axial piston pump. The flow of this
pump can be varied from the minimum to the
maximum at any engine speed.
The rotating group of the pump changes the rotary
motion of the pump shaft to hydraulic oil flow. The
rotating group has three components:
• Barrel and pistons
SENR1018-03
• Swashplate
• Pump shaft
The pump supplies the flow of oil to the injectors.
The amount of oil flow controls the system pressure.
Pump flow is increased or decreased within the pump
by changing the angle of the swashplate.
The swashplate is moved toward maximum flow
by a control spring. The maximum angle produces
maximum piston stroke and maximum pump flow.
The control piston is used to counter the control
spring. The control piston is in a retracted state when
the swashplate is at the maximum angle. The control
spring will be in an expanded state.
Pump flow is reduced by an increased oil flow to
the control piston. As the pressure to the control
piston increases, the piston pushes the swashplate
toward the minimum angle. The swashplate angle
will be reduced and the pistons produce minimum
stroke at this minimum angle. Minimum output will
be produced.
Destroking the pump – This term is used to
describe a decrease in the angle of the swashplate in
order to decrease the output of the pump. Oil flow is
being applied to the control piston.
Stroking the pump – This term is used to describe
an increase in the angle of the swashplate in order
to increase the output of the pump. Oil flow is being
removed from the control piston.
The pump housing contains the following
components:
• Rotating group
• Internal oil reservoir
The reservoir provides oil to the unit injector hydraulic
pump while the engine is being cranked. The
reservoir provides oil to the injection system until oil
flow from engine oil pump (4) is established.
Supply oil from the engine lube system flows through
the reservoir to the inlet port of the rotating group.
The high pressure actuation oil flows from the outlet
port of the pump and flows through steel tubing in
order to feed the high pressure fluid manifolds that
are on each cylinder head.
While the engine is not running, the swashplate
control spring in the unit injector hydraulic pump
pushes the swashplate to the maximum angle. The
maximum pump displacement is achieved. During
cranking of the engine, the pump produces maximum
flow. This builds actuation pressure rapidly until the
desired actuation pressure is reached.
21
Systems Operation Section
Once the actuation pressure matches the desired
pressure, oil is sent from the IAP control valve to the
control piston. This will destroke the pump. At idle
conditions, a minimum swashplate angle is required
to maintain the desired actuation pressure. HEUI
injectors (5) use very little actuation oil at either no
load conditions or low idle conditions.
When a load is applied to the engine, the desired fuel
rate increases. Also, the demand for actuation oil
flow and pressure rapidly increase. The Electronic
Control Module (ECM) (30) detects the decrease in
engine speed that is caused by the increase in load.
The ECM then increases the control current to IAP
control valve (7). This allows oil to drain from the
control piston. This forces the swashplate angle and
the pump flow to quickly increase. The swashplate
angle will increase until actual pressure equals
desired pressure at the flow rate that is required by
the injectors.
If the load on the engine is decreased, the actuation
oil flow is decreased in order to match the engine
requirements. The ECM detects the increase in
engine speed and the current that is being sent to
the IAP control valve is reduced. Oil is directed to
the control piston. This will decrease the swashplate
angle. Pump output flow and actuation pressure
decrease until actual pressure equals desired
pressure.
There are two types of actuation pressure:
• Desired actuation pressure
• Actual actuation pressure
Desired actuation pressure is the injection actuation
pressure that is required by the system for optimum
engine performance. The desired actuation pressure
is established by the performance maps in the
ECM and information from the engine sensors. This
information is used in order to calculate the optimum
pressure to use for the best engine performance. The
desired actuation pressure is constantly changing
based on various sensor inputs, changing engine
speed and load. The following sensors supply signals
to the ECM:
• Throttle position sensor
• Engine boost pressure sensor
• Speed/timing sensors
• Coolant temperature sensor
These signals are used by the ECM in order to
calculate the desired actuation pressure. The desired
actuation pressure is only constant under steady
state conditions (steady engine speed and load). The
desired actuation pressure is continuously adjusted
by the ECM.
22
Systems Operation Section
Actual actuation pressure is the actual system
pressure of the actuation oil that is used to power
the injectors. The IAP control valve is constantly
adjusting the amount of pump flow that is discharged
to the drain. The pump flow is discharged to the drain
in order to match the actual actuation pressure to the
desired actuation pressure.
Three components operate together in order to
control injection actuation pressure:
• ECM (30)
• IAP control valve (7)
• IAP sensor (8)
The ECM calculates the desired actuation pressure
by sampling sensor inputs and referencing
performance maps. The ECM sends a control current
to the IAP control valve in order to change the actual
actuation pressure. The IAP control valve reacts to
the electrical current from the ECM in order to change
the actual actuation pressure. The actual actuation
pressure is changed when the IAP control valve
discharges control pressure oil to the drain. The IAP
control valve acts as an electrically controlled relief
valve. The IAP sensor monitors the actual actuation
pressure in the high pressure oil passage. The IAP
sensor reports the actual actuation pressure by
sending a signal voltage to the ECM.
The injection actuation pressure control system
operates in a cycle. The ECM calculates the desired
actuation pressure. After the correct signal has
been calculated, the ECM sends an electrical
current to the IAP control valve in order to adjust the
actuation pressure. The IAP control valve reacts
to the electrical current from the ECM by changing
the pressure relief setting for the control piston,
which changes the actual actuation pressure. The
IAP sensor samples the actual actuation pressure
and the IAP sensor sends a signal voltage back to
the ECM. The ECM interprets the signal voltage
from the IAP sensor in order to calculate the actual
actuation pressure. Then, the ECM compares the
actual actuation pressure to the desired actuation
pressure in order to adjust the electrical current to the
IAP control valve. The IAP control valve responds
to the change in electrical current by changing the
actual actuation pressure. This process is repeated
60 times per second. This cycle of constant repetition
is called a closed loop control system.
SENR1018-03
Increasing current to the IAP control valve causes
the actuator solenoid that controls the poppet valve
in the IAP control valve to be excited. As the poppet
valve closes the drain port, the oil flow from the load
sensing spool decreases and the spool allows oil
from the control piston to be vented to the case drain.
As the control piston retracts, the swashplate angle
is increased. There is an increased flow from the
pump outlet.
Reducing the current to the IAP control valve causes
the following actions to occur. The actuator solenoid
that controls the poppet valve in the IAP control valve
is relaxed. The poppet valve opens the drain port and
a proportional amount of oil is allowed to flow from
the load sensing spool. As the load sensing spool
reacts, oil is sent to the control piston and the angle
of the swashplate is reduced. There is a decreased
flow from the pump outlet.
If the IAP control valve fails to receive the control
current during engine operation, the only force
that will act on the load sensing spool will be
the mechanical force of the spool’s spring. The
pressure that is produced from this spring force is
approximately 5 to 6 MPa (725 to 870 psi). This
pressure is called margin pressure.
A margin pressure is necessary for this system in
order to establish the engine with a limp home mode
in the event of system failure. The spool spring also
improves the accuracy of the IAP control valve.
The limp home mode will allow the engine to keep
running at a very low actuation pressure. This could
happen if the IAP control valve fails or the circuit
experiences an open circuit condition.
This spring pressure also improves the ability of the
IAP control valve to accurately control lower actuation
pressures.
Margin pressure is not a critical adjustment. Margin
pressure does not affect normal engine performance.
Margin pressure must be set high enough to keep
the engine running in the event of an open circuit or a
control valve failure. Margin pressure should not be
set too high. An excessively high margin pressure
will cause overfueling and hard starting of the engine.
This will occur when the engine is cold and the oil
is thick. Margin pressure is preset at the factory.
The pressure should not be adjusted in the field.
Increasing or decreasing margin pressure from the
factory setting will not increase engine horsepower
or engine performance.
SENR1018-03 23
Systems Operation Section

The combined force of the spool spring and the

oil flow that is controlled by the IAP control valve
work together in order to position the load sensing
spool. If the margin pressure is changed, the ECM
compensates by adjusting the current to the IAP
control valve in order to obtain the desired actuation
pressure that has been calculated.

The unit injector hydraulic pump contains a pressure

limiter spool. The pressure limiter spool is located just
above the load sensing spool. The pressure limiter
spool will only work when an extreme pressure exists
in the system. If an extreme pressure is allowed
to exist, the system pressure could exceed the
maximum safe operating pressure.

The pressure limiter spool is held in the closed

position by a spring. If a malfunction occurs, the
pump outlet pressure may exceed the safe limit of
the pump. In this case, the pressure would overcome
the spring force and the relief spool would vent the
excess pressure. This will allow the pump outlet
pressure to flow to the control piston. The extra
flow to the control piston would destroke the pump.
The pump will continue to destroke until the outlet
pressure becomes less than relief pressure and the
relief valve closes.

This pressure control system also incorporates a

one-way check valve that allows the outlet pressure
to flow from the relief valve to the control piston. The
check valve will not allow oil from the control piston
to flow in the opposite direction when the relief valve
is closed.

The relief valve is set at the factory. The relief valve

should not be adjusted. A low relief setting will cause
the relief valve to open below normal operating
pressure. This will result in low engine power.

A high relief valve setting will not affect normal

operation. A high relief valve setting could rupture
the pump housing in the event of a malfunction.
Adjusting the relief valve setting will not increase the
actuation pressure, engine horsepower, or engine
performance.

Most of the high pressure oil flow from the unit

injector hydraulic pump is used in order to power the
unit injectors. Excess flow is the amount of pump
flow that is not required in order to meet the desired
actuation pressure. The excess flow is returned to
the case drain through the load sensing spool. The
excess flow travels through a drilled passage to the
front of the pump. Drain oil flows out of the front of
the pump over the pump drive gear and flows down
the engine front gear train to the engine oil sump.
24 SENR1018-03
Systems Operation Section

Operation of the Injection Actuation

Pressure Control Valve (IAP Control
Valve)

g00990340
Illustration 10
Injection actuation pressure control valve
(1) Spring retainer (6) Valve body
(2) Edge filter (7) Adapter
(3) Seat assembly (8) Poppet
(4) Drain port (9) Push pin
(5) Armature (10) Control solenoid

The IAP control valve is an electrically controlled • Push pin (9)

pilot operated pressure control valve. The IAP
control valve is used in order to adjust the actuation
pressure. The actual actuation pressure must be
constantly adjusted in order to achieve the desired
actuation pressure and this pressure must be
controlled regardless of engine speed, pump flow,
and variable oil demand of the unit injectors. The IAP
control valve consists of six basic components:
• Seat Assembly (3)
• Armature (5)
• Poppet (8)
• Control solenoid (10)
The IAP control valve operates by using the variable
electrical current from the ECM in order to create a
magnetic field in control solenoid (10). This magnetic
field acts on armature (5) and the magnetic field
generates a mechanical force. This mechanical force
is used to adjust the position of the armature. The
adjustment on the armature affects the position of
push pin (9) and poppet (8).
SENR1018-03 25
Systems Operation Section

When the poppet is in the closed position, the poppet

is also opposed by the oil pressure that is inside
valve body (6). The oil pressure inside the valve body
is trying to open the poppet. As the oil pressure from
the load sensing spool valve increases, the force on
the poppet from the oil pressure also increases. As
this force overcomes the mechanical force of the
solenoid, the poppet opens. The open poppet allows
a flow path to drain port (4) for the oil pressure.
Discharging part of the oil pressure to drain lowers
the hydraulic pressure that is inside the valve body.
When the hydraulic pressure of oil decreases below
the magnetic force on the poppet, the poppet closes
again.

Valve Operation (Engine Off)

g00990427
Illustration 11
Operation of the injection actuation pressure control valve (engine off)
(1) Oil pressure from load sensing spool (3) Drain port
(2) Current from ECM (4) Poppet

When the engine is off, there is no oil pressure from

load sensing spool (1) and there is no current from
ECM (2). The poppet is in the open position.
26
Systems Operation Section
Valve Operation (Engine Cranking)
Illustration 12
Operation of the injection actuation pressure control valve (engine cranking)
(1) Oil pressure from load sensing spool (3) Drain port
(2) Current from ECM (4) Poppet
During engine start-up, approximately 6.2 MPa
(900 psi) of injection actuation pressure is required in
order to activate the unit injector. This low injection
actuation pressure will generate a fuel injection
pressure of about 35 MPa (5000 psi). Actuation
pressure will continue to increase until the desired
actuation pressure is reached. The desired actuation
pressure during engine start-up is approximately
7 MPa (1000 psi).
SENR1018-03
g00990461
In order for the engine to start quickly, the injection
actuation pressure must rise quickly. Because the
hydraulic pump is being turned at engine cranking
speed, pump flow is very low. The ECM sends a
strong current (2) to the IAP control valve in order
to keep poppet (4) closed. With the poppet in the
closed position, all of the flow through drain port (3)
is blocked. Oil flow through the drain port remains
blocked until an actual actuation pressure of 6.2 MPa
(870 psi) is achieved. The ECM does not send a
signal to the unit injectors until this minimum actual
actuation pressure is reached.
Note: If the engine is already warm, the pressure
that is required to start the engine may be higher
than 6.2 MPa (900 psi). The values for the desired
actuation pressures are stored in the performance
maps of the ECM. These values for desired actuation
pressures vary with engine temperature.
SENR1018-03 27
Systems Operation Section

Once the unit injectors begin to operate, the ECM

begins to control the current to the IAP control valve.
The ECM signals the IAP control valve to maintain
the actual actuation pressure at 7 MPa (1000 psi)
until the engine starts. The ECM monitors the actual
actuation pressure through the IAP sensor. The ECM
uses the signal from the IAP sensor, signals from
other engine sensors, and the performance maps
in order to calculate the desired actuation pressure.
Once the desired actuation pressure has been
calculated, the ECM compares the desired actuation
pressure to the actual actuation pressure in the high
pressure oil passage. The ECM adjusts the current
levels to the IAP control valve in order to reach the
desired actuation pressure.

Oil Flow (Engine Cranking)

g00990473
Illustration 13
(1) Oil pressure from load sensing spool (3) Drain port
(2) Current from ECM (4) Poppet
28 SENR1018-03
Systems Operation Section

As the engine cranks, oil pressure from load sensing

spool (1) enters the end of the valve body. The oil
pressure begins to act against the poppet (4). The
hydraulic force that is applied by the oil pressure
from load sensing spool attempts to push against the
poppet in order to open the drain port. The current
from ECM (2) causes the solenoid to generate a
magnetic field which forces the poppet against the
drain port of the spool chamber. This closes the drain
port. The drain port is the only path to the drain for the
oil in the valve body. The pump outlet pressure flows
to the load sensing spool valve. The load sensing
spool valve dumps the oil directly to the case drain.
As the pump outlet pressure increases, the pressure
in the valve body will also increase. While the pump
outlet pressure does not overcome the force on the
poppet, this path to the drain will remain blocked.
The load sensing spool will continue to dump the
oil pressure to the case drain and the angle of the
swashplate will remain at the maximum.

The combination of the force from the current from

the ECM and the low oil pressure in the valve body
will hold the poppet in the closed position. The drain
port will remain closed while the poppet is in the
closed position. This will continue until the actual
actuation pressure reaches 6.2 MPa (900 psi).
SENR1018-03
Valve Operation (Running Engine)
Illustration 14
Operation of the injection actuation pressure control valve (running engine)
(1) Oil pressure from load sensing spool (3) Drain port
(2) Current from ECM (4) Poppet
Once the engine starts, the current from ECM (2)
controls the IAP control valve in order to maintain
the desired actuation pressure. The IAP sensor
monitors the actual actuation pressure that is in the
high pressure oil passage in the fluid manifold. The
ECM compares the actual actuation pressure to the
desired actuation pressure 60 times per second. If the
pressures do not match, the ECM adjusts the current
level that is being sent to the IAP control valve. This
will bring the actual injection actuation pressure
closer to the desired injection actuation pressure.
The amount of current that is sent to the solenoid
regulates the amount of magnetic force that is being
used to hold poppet (4) closed. The solenoid, the
armature, and the push pin simulate a variable spring
that is electronically controlled. Increased current
results in increased force on the poppet. Decreased
current results in a decrease of force that is acting
on the poppet.
29
Systems Operation Section
g00990519
The magnetic force that is controlled by the ECM is
used to hold the poppet closed. When the poppet
is closed, the pressure in the valve body increases.
When the pressure in the valve body exceeds the
force that is holding the poppet closed, the poppet
will begin to open. When the poppet opens, the
volume of oil that is in the valve body begins to
escape to the drain. This causes the pressure in the
valve body to drop. When the pressure in the valve
body drops, the poppet closes again. As the poppet
closes, the pressure begins to increase and the cycle
is repeated. This process provides control to the
position of the load sensing spool. The position of
the load sensing spool controls the oil flow to the
control piston.
30
Systems Operation Section
The IAP control valve uses oil flow to control the
position of the load sensing spool. The force of the
oil pressure in the valve body provides resistance
against the force of the oil pressure from load sensing
spool (1). Controlling this pressure helps to control
the position of the valve spool. When the IAP control
valve allows oil to pass to drain port (3), the load
sensing spool is allowed to shift in the bore of the
valve body. An oil port that leads to the control piston
is opened and the swashplate angle is decreased.
This effectively reduces the actual actuation pressure
in the fluid rails.
As the pump pressure decreases, the IAP control
valve closes the drain port through the poppet. This
reduces the flow of oil that is coming from the load
sensing spool. The spool repositions in the bore of
the valve body and the oil port for the control piston
is blocked. An increase in pump outlet pressure will
follow.
The amount of control that is provided for the load
sensing spool is controlled by the ECM. The electrical
current from the ECM is used to control the position
of the poppet valve. By opening and closing the
poppet valve, the flow of oil from load sensing spool
can be regulated. When the poppet is opened the
flow of oil from the load sensing spool is increased.
The position of the spool changes so that the flow of
oil to the control piston of the swashplate increases.
When the electrical current from the ECM closes the
poppet, the flow of oil from the load sensing spool is
decreased. This will reposition the spool in the bore
of the valve body so that the flow to the control piston
is reduced.
Most of the time, the poppet and the load sensing
spool operate in a partially open position. The poppet
and the spool are completely open or completely
closed only during the following conditions:
• Acceleration
• Deceleration
• Rapidly changing engine loads
SENR1018-03
Oil Flow (Running Engine)
When oil flow from load sensing spool (1) enters the
end of the valve body, a small amount of oil flows
into the chamber of the valve body through the edge
filter. The pressure in the valve body is controlled by
adjusting the force on poppet (4). Adjusting the force
on the poppet allows the poppet to drain off some of
the oil in the valve body. The force on the poppet is
controlled by the strength of the magnetic field that
is produced from electrical current from ECM (2).
The poppet also responds to pressure changes in
the valve body. The position of the poppet dictates
the amount of oil flow that is allowed to reach drain
port (3).
The amount of oil that is allowed to pass through the
poppet controls the position of the load sensing spool.
The position of the load sensing spool determines
the amount of oil that is directed to the swashplate’s
control piston. The process of responding to pressure
changes on either side of the load sensing spool
occurs so rapidly that the spool is held in a partially
open position. This allows the outlet pressure of the
injection pump to be closely controlled. The IAP
control valve allows infinitely variable control of pump
outlet pressure between 6 MPa (900 psi) and 24 MPa
(3500 psi).
Components of the HEUI Injector
The HEUI injector serves four functions. The HEUI
injector pressurizes supply fuel from 450 kPa (65 psi)
to 160 MPa (23500 psi). The HEUI injector functions
as an atomizer by pumping high pressure fuel
through orifice holes in the unit injector tip. The HEUI
injector delivers the correct amount of atomized fuel
into the combustion chamber and the injector tip
disperses the atomized fuel evenly throughout the
combustion chamber.
SENR1018-03 31
Systems Operation Section

g00988690
Illustration 15
Components of the HEUI injector
(1) Solenoid (4) Plunger (7) Nozzle assembly
(2) Poppet valve (5) Plunger cavity
(3) Intensifier piston (6) Barrel

The HEUI injector consists of five basic components: • Barrel (6)

• Solenoid (1) • Nozzle assembly (7)
• Poppet valve (2)
• Intensifier piston (3)
• Plunger (4)
32 SENR1018-03
Systems Operation Section

Solenoid
The solenoid (1) is an electromagnet. When the
solenoid is energized, the solenoid creates a very
strong magnetic field. This magnetic field attracts the
armature which is connected to the poppet valve (2)
by an armature screw. When the armature moves
toward the solenoid, the armature lifts the poppet
valve off the poppet valve’s lower seat. Energizing
the solenoid and lifting the poppet valve off the
poppet valve’s lower seat is the beginning of the fuel
injection process.
Poppet Valve
Barrel
The barrel (6) is the cylinder that holds plunger (4).
The plunger moves inside the barrel. The plunger
and barrel together act as a pump. Both the plunger
and the barrel are precision components that have a
working clearance of only 0.0025 mm (0.00010 inch).
These tight clearances are required in order to
produce injection pressures that are over 162 MPa
(23500 psi) without excessive leakage.
Note: A small amount of controlled leakage is
required in order to lubricate the plunger which
prevents wear.

The poppet valve (2) has two positions which are

opened and closed. In the closed position, the poppet
is held on the lower poppet seat by a spring. The
closed lower poppet seat prevents high pressure
actuation oil from entering the unit injector. The open
upper poppet seat vents oil in the cavity that is above
the intensifier piston (3) to the drain port. The oil is
vented to the drain port through the upper portion of
the unit injector. In the open position, the solenoid
(1) is energized and the poppet valve is lifted off the
poppet valve’s lower seat. When the poppet valve
is lifted off the poppet valve’s lower seat, the lower
poppet seat opens allowing high pressure actuation
oil to enter the unit injector. When the high pressure
actuation oil enters the unit injector, the high pressure
actuation oil pushes on the top of the intensifier
piston. The poppet is closed against the upper seat
of the poppet valve and this blocks the path to the
drain port. Blocking the path to the drain prevents the
leakage of high pressure actuation oil from the unit
injector.

Intensifier Piston
The surface area of intensifier piston (3) is six times
larger than the surface area of plunger (4). This
larger surface area provides a multiplication of force.
This multiplication of force allows 24 MPa (3500 psi)
of actuation oil to produce 162 MPa (23500 psi) of
fuel injection pressure. When poppet valve (2) moves
away from the lower poppet seat, high pressure
actuation oil enters the unit injector. When the high
pressure actuation oil enters the unit injector, the
high pressure actuation oil pushes on the top of
the intensifier piston. Pressure rises on top of the
intensifier piston and the pressure pushes down on
the intensifier piston and the plunger. The downward
movement of the plunger pressurizes the fuel in
plunger cavity (5). The pressurized fuel in the plunger
cavity causes nozzle assembly (7) to open. When
the nozzle assembly opens, the fuel delivery into the
combustion chamber begins. A large O-ring around
the intensifier piston separates the oil above the
intensifier piston from the fuel below the intensifier
piston.
SENR1018-03
Nozzle Assembly
Illustration 16
Nozzle Assembly
(1) Inlet fill check ball (3) Check
(2) Case (4) Tip
The nozzle assembly is similar to all other unit
injector’s nozzle assemblies. Fuel that has been
pressurized to the injection pressure flows from the
plunger cavity through a passage in the nozzle to
the nozzle tip (4). Fuel flow out of the tip is stopped
by check (3), which covers the tip orifice holes (5)
in the end of the tip. The force of a spring holds the
check down in the closed position. This prevents the
leakage of fuel out of the tip and this prevents the
leakage of combustion gas into the unit injector when
the cylinder fires.
33
Systems Operation Section
g00547599
(5) Tip orifice holes
When the injection pressure increases to
approximately 28 MPa (4000 psi), the hydraulic force
from the fuel overcomes the spring force. When the
spring force is overcome by the hydraulic force, the
check moves away from the tip. When the check
moves away from the tip, the check is in the open
position. The amount of pressure that is required to
open the check is called the Valve Opening Pressure
(VOP). The fuel flows out of the tip orifice holes in the
end of the tip and the fuel flows into the combustion
chamber. The check remains open and fuel continues
to flow out of the tip until fuel injection pressure drops
below 28 MPa (4000 psi). When the pressure drops,
the check closes and fuel injection is stopped. The
amount of pressure that allows the check to close is
called the Valve Closing Pressure (VCP).
34 SENR1018-03
Systems Operation Section

Note: VOP and VCP will vary among applications

and horsepower ratings in order to meet exhaust
emission standards. The above values were used
as illustrations only.

The inlet fill check ball (1) unseats during upward

travel of the plunger in order to allow the plunger
cavity to refill. The inlet fill check ball seals during the
downward stroke of the plunger in order to prevent
fuel injection pressure leakage into the fuel supply.

Operation of the HEUI Injector

There are three stages of injection with the HEUI
injector:

• Pre-injection
• Injection
• End of injection
SENR1018-03 35
Systems Operation Section

Pre-Injection

g00988773
Illustration 17
Pre-injection cycle
(1) Drain port (B) Fuel supply pressure (D) Mechanical movement of internal
(2) High pressure oil inlet port (C) Actuation oil pressure components
(A) Low pressure oil
36 SENR1018-03
Systems Operation Section

During the pre-injection cycle, all internal components

have returned to the spring loaded position. The
solenoid is not energized and the lower poppet seat
is closed. The lower poppet seat blocks high pressure
oil inlet port (2). Actuation oil pressure is blocked
from entering the unit injector. The plunger and the
intensifier piston are at the top of the bore and the
plunger cavity is full of fuel. Fuel pressure in the
plunger cavity is equal to the fuel supply pressure.
The fuel supply pressure is approximately 450 kPa
(65 psi).
SENR1018-03 37
Systems Operation Section

Injection

Illustration 18
Injection cycle
(1) Drain port
(2) High pressure oil inlet port
(A) Low pressure oil
(B) Fuel supply pressure
g00988788
(C) Actuation oil pressure (F) Injection pressure
(D) Mechanical movement of internal
components
(E) Fuel flow
38 SENR1018-03
Systems Operation Section

While the solenoid is energized, the poppet valve

remains open. While the poppet valve is open, high
pressure oil continues to flow into the injector. The
flow of the high pressure oil pushes downward on
the intensifier piston and the plunger. The injection
pressure fluctuates from 34 MPa (5000 psi) to
162 MPa (23500 psi). The injection pressure depends
on the engine’s requirements. Injection continues until
either the solenoid is de-energized or the intensifier
piston hits the bottom of the bore. When the solenoid
is de-energized, the poppet spring is allowed to close
the poppet valve. When the poppet valve closes, high
pressure oil inlet port (2) is blocked.
SENR1018-03 39
Systems Operation Section

End of Injection

g00988810
Illustration 19
End of injection
(1) Drain port (C) Actuation oil pressure
(2) High pressure oil inlet port (D) Mechanical movement of internal
(A) Low pressure oil components
(B) Fuel supply pressure (E) Fuel flow
40 SENR1018-03
Systems Operation Section

The end of the injection cycle begins when the ECM Water Separator (if Equipped)
stops the current to the unit injector solenoid. The
magnetic field of the solenoid breaks down and the
magnetic field is unable to overcome the spring force
of the poppet. The poppet returns to the lower poppet
seat which closes high pressure oil inlet port (2).
When the poppet valve closes, high pressure oil is
stopped from entering the unit injector. As the lower
poppet seat closes, the upper poppet seat opens to
drain port (1). When the upper poppet seat opens to
the drain, the actuation pressure of the oil drops off.

Fuel injection pressure under the plunger exerts

an upward force on the plunger and the intensifier
piston. As the pressure of the actuation oil above
the intensifier piston drops off, the downward force
on the intensifier piston drops off. The upward force
of the fuel injection pressure under the plunger
suddenly becomes greater than the downward force
on the intensifier piston. The downward motion of the
intensifier piston and the plunger stops.

The exhaust oil on top of the intensifier piston can g00547740

Illustration 20
flow to the drain port through the open upper poppet
seat. Then, the oil flows through a vent hole to the (1) Fuel inlet
(2) Water separator
rocker arm compartment under the valve cover. (3) Drain valve
(4) Fuel return
When the downward travel of the plunger stops,
fuel flow also stops. While the check is still open, Some engines may have a water separator. Water
the remaining fuel pressure pushes a small amount that has been separated from the fuel can be drained
of fuel out of the orifice holes. This causes a large from the unit by opening the drain valve (3).
pressure drop which lowers injection pressure below
VCP. Spring tension on the check now reseats the
check into the tip and injection stops. i01832539

When the check closes, injection stops. When Air Inlet and Exhaust System
injection stops, the fill cycle starts. The area above
the intensifier piston cavity is open to atmospheric SMCS Code: 1050
pressure through the drain port. Pressure drops very
rapidly in the cavity above the intensifier piston to The air inlet and the exhaust system includes the
near zero. The return spring of the plunger pushes following components:
up on the plunger and the intensifier piston. As the
plunger and the intensifier piston move upward, oil is • Air cleaner
forced out of the drain port.
• Turbocharger
As the plunger rises, pressure in the plunger cavity
also drops to near zero. The fuel supply pressure is • Aftercooler
450 kPa (65 psi). Fuel supply pressure unseats the
plunger fill check in order to fill the plunger cavity with • Inlet manifold (passages inside the cylinder block)
fuel. When the intensifier piston is pushed to the top
of the bore, the fill cycle ends. When the fill cycle • Cylinder head
ends, the plunger cavity is full and the inlet fill check
ball is reseated. Pressure above the intensifier piston • Valves
and the poppet chamber is zero. The fuel injection
cycle is complete and the unit injector is ready to • Valve system components
begin again. The unit injector is now back in the
pre-injection cycle. • Exhaust manifold
SENR1018-03 41
Systems Operation Section

Aftercooler

g00678359
Illustration 22
Aftercooler (typical example)
(1) Air inlet pipe
(2) Aftercooler
(3) Water inlet pipe
g00327243 (4) Water outlet pipe
Illustration 21
Air inlet and exhaust system The aftercooler (2) cools the air that comes from
(1) Exhaust manifold the turbocharger before the air goes into the inlet
(2) Inlet manifold and aftercooler manifold. The aftercooler is located toward the rear of
(3) Engine cylinder the engine between the cylinder heads. Coolant from
(4) Air inlet
(5) Turbocharger compressor wheel the water pump flows through water inlet pipe (3)
(6) Turbocharger turbine wheel into the aftercooler. The water then flows through the
(7) Exhaust outlet aftercooler core assembly through a different water
outlet pipe (4) into the rear of the cylinder block. Inlet
Clean inlet air from the air cleaner is pulled through air from the compressor side of the turbocharger
air inlet (4) of the turbocharger by the turning of flows into the aftercooler through air inlet pipe (1).
compressor wheel (5). The compressor wheel The air passes through the core assembly. This
causes a compression of the air. The air then flows lowers the temperature of the air to approximately
to the aftercooler, and then to inlet manifold (2) of 93 °C (200 °F). The cooler air goes out of the bottom
the engine. When the inlet valves open, the air flows of the aftercooler and into the inlet manifold. Cooler
into engine cylinders (3). The air is mixed with the air is denser air. Dense air will help the engine burn
fuel for combustion. When the exhaust valves open, the fuel more efficiently. This gives the engine more
the exhaust gases go out of the engine cylinders power.
and into exhaust manifold (1). From the exhaust
manifold, the exhaust gases flow through the blades
of turbine wheel (6). This causes the turbine wheel
Turbocharger
and compressor wheel to turn. The exhaust gases
then flow out of exhaust outlet (7) of the turbocharger.

g00678403
Illustration 23
Turbocharger (typical example)
(1) Air inlet pipe
(2) Turbocharger
(3) Turbocharger support manifold
42 SENR1018-03
Systems Operation Section

The turbocharger (2) is mounted to the turbocharger The maximum rpm of the turbocharger is controlled
support manifold (3). All of the exhaust gases go by the following items:
from the turbocharger support manifold through the
turbocharger. • Fuel setting
• High idle rpm setting
• Height above sea level

NOTICE
If the high idle rpm or the engine rating is higher than
given in the Technical Marketing Information (TMI)
for the height above sea level at which the engine is
operated, there can be damage to engine or to tur-
bocharger parts. Damage will result when increased
heat and/or friction due to the higher engine output
goes beyond the engine cooling and lubrication sys-
tem’s abilities.
g00678415
Illustration 24
Turbocharger (typical example) The bearings (16) and (18) in the turbocharger use
(4) Air inlet
engine oil under pressure for lubrication. The oil
(5) Compressor wheel comes in through the oil inlet port (9). The oil flows
(6) Turbine wheel through the passages in the center section for the
(7) Exhaust outlet lubrication of the bearings. The oil flows out of the oil
(8) Compressor housing outlet port (15) to the engine lubrication system.
(9) Oil inlet port
(10) Thrust collar
(11) Thrust bearing
(12) Turbine housing
Valve System Components
(13) Spacer
(14) Air outlet The valves and the valve mechanism control the flow
(15) Oil outlet port of inlet air into the cylinders during engine operation.
(16) Bearing The valves and the valve mechanism control the flow
(17) Lubrication passage
(18) Bearing
of exhaust gases out of the cylinders during engine
(19) Exhaust inlet operation.

The exhaust gases enter the turbocharger and the The crankshaft gear drives the camshaft gear. The
blades of the turbocharger turbine wheel (6) are camshaft gear is in time with the crankshaft gear. The
turned. Because the turbocharger turbine wheel is timing provides the correct relationship between the
connected by a shaft to the turbocharger compressor piston and the valve movement.
wheel (5), the turbine wheel and the compressor
wheel turn at very high speeds. The rotation of The camshaft has two lobes for each cylinder. One
the compressor wheel pulls clean air through the lobe controls the exhaust valves. The other lobe
compressor housing air inlet (4). The action of the controls the inlet valves.
compressor wheel blades causes a compression of
the inlet air. This compression allows a larger amount
of air to enter the engine. With more air in the engine,
the engine is able to burn more fuel. The overall
effect is an increase in power.

When the load on the engine increases or when

a greater engine speed is desired, additional fuel
is injected into the cylinders. This creates more
exhaust gases, which cause the turbine wheel and
the compressor wheel to turn faster. Additional air is
forced into the engine as the compressor wheel turns
faster. The increased flow of air allows the engine
to produce more power. The engine produces more
power because the engine is able to burn additional
fuel with greater efficiency.
SENR1018-03 43
Systems Operation Section

The camshaft lobes (9) turn and the lifters (8) move
up and down. This movement causes the pushrods
(3) to move. The pushrods move the rocker arms (2)
and (10) up and down. The rocker arms move the
inlet valve bridge (1) and the exhaust valve bridge
(11) up and down. The bridges are attached to the
cylinder head by dowels. These bridges allow one
rocker arm to either open or either close two valves
at the same time. There are two inlet valves and two
exhaust valves for each cylinder.

Rotocoils (4) cause the valves to turn while the

engine is running. Valve rotation provides a longer
service life. Valve rotation also minimizes carbon
deposits on the valves.

The valve springs (5) cause the valves to close when

the lifters move down.

i02124705

Lubrication System
SMCS Code: 1300

g00327369
Illustration 25
Valve system components (typical example)
(1) Inlet valve bridge
(2) Inlet rocker arm
(3) Valve pushrod
(4) Rotocoil
(5) Valve spring
(6) Valve guide
(7) Inlet valves
(8) Lifter
(9) Camshaft

g00542342
Illustration 26
Valve system components (typical example)
(1) Inlet valve bridge
(2) Inlet rocker arm
(7) Inlet valves
(10) Exhaust rocker arm
(11) Exhaust valve bridge
(12) Exhaust valves
44 SENR1018-03
Systems Operation Section

g01081151
Illustration 27
Lubrication system schematic
SENR1018-03
(1) Jumper block (9) Camshaft bearings
(2) Passage to rocker arms (10) Turbocharger oil supply line
(3) High pressure oil gallery (11) Passage to front housing
(4) High pressure oil line (12) Main oil gallery
(5) Variable displacement hydraulic pump (13) Passage to pushrod lifters
(6) Low pressure oil gallery for the fluid (14) Extension for the oil gallery
manifold (15) Oil filter bypass valve
(7) Oil supply line for the hydraulic pump (16) Main bearings
(8) passage for the oil manifold (17) Front idler gear bearing
Note: Some applications may have a remote oil filter.
The remote oil filter can be located on either the right
or left side of the engine. Also, some applications
may have two turbochargers.
The oil pump (24) is mounted to the bottom of the
cylinder block within the oil pan (22). The oil pump
(24) pulls oil from the oil pan (22). The oil then flows
through a passage to the oil cooler (23). Oil then
flows through the oil filter (21). The oil enters the
main oil gallery (12).
The main oil gallery (12) distributes oil to the main
bearings (16), the piston cooling jets (18), the
camshaft bearings (9), the turbocharger supply line
(10), and the front idler gear bearings (17). The main
oil gallery (12) also distributes oil to the rear gears, if
equipped. Oil from the main oil gallery (12) exits the
front of the block. The oil enters a passage that is
cast into the front housing.
Oil enters the crankshaft through holes in the
bearing surfaces (journals) for the main bearing
(16). Passages connect the bearing surface (journal)
for the main bearing (16) with the bearing surface
(journal) for the connecting rod.
The front housing passage sends the oil flow up to
the hydraulic electronic unit injector (HEUI) pump.
The extension for the oil gallery (14) is located in the
front right corner of the engine block. The extension
for the oil gallery (14) supplies oil to the front idler
gear bearing (17).
The passages send oil from the front and rear
camshaft bearings (9) to an oil passage in the engine
block. The oil then enters a passage to the pushrod
lifters (13). This oil lubricates the lifter roller bearings.
The hydraulic electronic unit injection (HEUI) pump
(5) is an axial piston pump that is driven by a gear.
The HEUI pump increases the level of engine oil
pressure to the level of actuation pressure that is
required by the unit injectors. The injection actuation
pressure control valve is internal to the HEUI pump.
The injection actuation pressure control valve
electronically controls the output pressure of the
HEUI pump (5).
45
Systems Operation Section
(18) Piston cooling jets
(19) Auxiliary oil filter (if equipped)
(20) Oil cooler bypass valve
(21) Oil filter
(22) Oil pan
(23) Oil cooler
(24) Oil pump
(25) Oil pump bypass valve
The oil circuit consists of a low pressure section and
a high pressure section. The low pressure circuit
typically operates at a pressure of 240 to 480 kPa
(35 to 70 psi). The low pressure circuit provides
filtered engine oil to the HEUI pump (5). The low
pressure circuit also provides oil to the lubricating
system of the engine. Oil is drawn from the engine
oil pan (22) and supplied through the oil cooler (23)
and oil filter (21) to both the engine and the HEUI
pump (5).
The high pressure oil circuit provides actuation oil to
the unit injector. The high pressure oil circuit operates
at a pressure of 5 to 23 MPa (725 to 3336 psi).
The high pressure oil flows through lines into a
high pressure oil gallery (3). The high pressure oil
gallery (3) is located within the fluid manifold which is
mounted on top of each cylinder head.
The manifold stores the oil at the actuation pressure.
Oil is discharged from the unit injector under the
valve cover. No return lines are required. The oil
returns to the engine oil pan.
The oil pump bypass valve (25) limits the pressure
of the oil that comes from the oil pump (24). The oil
pump (24) can put more oil into the system than oil
that is needed. As the oil pressure increases, the oil
pump bypass valve (25) will open. This allows the
oil that is not needed to go back to the suction side
of the oil pump (24).
Cold oil with high viscosity causes a restriction to the
oil flow through the oil cooler (23) and the oil filter
(21). The oil cooler bypass valve (20) and the oil filter
bypass valve (15) will open if the engine is cold. This
will give immediate lubrication to all components. The
oil pump (24) sends the cold oil through the bypass
valves, around the oil cooler (23), and the oil filter
(21), and to the main oil gallery (12) in the cylinder
block.
When the oil gets warm, the pressure difference in
the bypass valves decreases. This closes the bypass
valves. This creates a normal flow of oil through the
oil cooler and through the oil filter.
The bypass valves will also open when there is a
restriction in the oil cooler (23) or a restriction in
the oil filter (21). This action lubricates the engine if
the oil cooler (23) or the oil filter (21) are restricted.
The bypass valve opening pressures vary with
applications.
46 SENR1018-03
Systems Operation Section

Note: Engines that are equipped with an auxiliary oil

filter (19) will pick up oil at a port. The filtered oil will
be returned to the oil pan (22).

Approximately five percent of the oil flow is directed

through an orifice. The oil then flows through the
auxiliary oil filter (19) (if equipped) and the oil is then
returned to the oil pan (22).

Note: Refer to Specifications, “Engine Oil Filter Base”

for a cross section of the oil filter group valves.

An oil cooling chamber is formed by the forged lip at

the top of the skirt of the piston and the cavity behind
the ring grooves in the piston crown. Cooling jet oil
flow enters the cooling chamber through a drilled
passage in the skirt and returns to the oil pan (21)
through the clearance gap between the crown and
the skirt. The four holes that have been drilled from
the piston oil ring groove to the interior of the piston
drain excess oil from the oil ring.

The oil breather allows blowby gases from the

cylinders during engine operation to escape from the
crankcase. The blowby gases discharge through the
hose into the atmosphere. This prevents pressure
from building up that could cause seals or gaskets
to leak.

i01279957

Cooling System
SMCS Code: 1350

This engine has a pressure type cooling system. A

pressure type cooling system gives two advantages.
First, the cooling system can be operated safely
at a temperature that is higher than the boiling
point of water. Also, cavitation in the water pump is
prevented. It is more difficult for air or steam pockets
to be made in the cooling system.
SENR1018-03 47
Systems Operation Section

g00678773
Illustration 28
Cooling system schematic
48
Systems Operation Section
(1) Shunt tank (4) Engine oil cooler
(2) Radiator (5) Aftercooler
(3) Jacket water pump (6) Separate circuit aftercooler pump
The cooling circuit consists of two water pumps. The
jacket water pump (3) provides water to the engine
oil cooler (4) and the power train oil cooler (9). The
jacket water pump also carries heat away from the
engine (8) to the radiator (2). The water from the
jacket water pump is broken into two circuits in the
engine head. The two circuits carry heat from both
rows of cylinders. The water is then passed through
a thermostat. There is one thermostat on each side
of the engine. The thermostat then directs the water
to either the radiator for cooling or to the pump for
recirculation if the water is cool.
The separate circuit aftercooler pump (6) provides
water to the aftercooler (5). This water reduces the
inlet manifold temperature. All water flow in this circuit
goes directly to the radiator (2). This water does not
pass through a thermostat. There are two radiator
cores. Water enters the radiator from both circuits.
The water is divided between the radiator cores.
The amount of water that goes to each radiator core
depends on the amount of water that is directed to
the radiator from the thermostats.
Coolant Conditioner
Note: Coolant conditioner is not required if the
cooling system is using Caterpiller Extended Life
Coolant.
Some conditions of operation can cause pitting on
the outer surface of the cylinder liners and on the
cylinder block surface next to the cylinder liners. This
pitting is caused by corrosion or by cavitation erosion.
A corrosion inhibitor is a chemical that provides
a reduction in pitting. The addition of a corrosion
inhibitor can keep this type of damage to a minimum.
The coolant conditioner element is a spin-on element
that is similar to a fuel filter and to oil filter elements.
The coolant conditioner element attaches to coolant
conditioner base that is mounted on the engine or
mounted on a remote location. Coolant flows through
lines from the water pump to the base and back to
water pump. Coolant constantly flows through the
coolant conditioner element.
SENR1018-03
(7) Turbocharger
(8) Engine
(9) Power train oil cooler
The element has a specific amount of inhibitor
for acceptable cooling system protection. As the
coolant flows through the element, the corrosion
inhibitor goes into the solution. Two basic types
of elements are used for the cooling system: the
precharge element and the maintenance element.
Each type of element has a specific use. The
elements must be used correctly in order to get
the necessary concentration for cooling system
protection. The elements also contain a filter. The
elements should remain in the system after the
conditioner has dissolved. This will allow proper flow
of the coolant through the engine. Refer to Operation
and Maintenance Manual, “Supplemental Coolant
Additive (SCA)” for more information.
The precharge element contains more than the
normal amount of the inhibitor. The precharge
element is used with new coolant after a complete
change of the coolant. This element must add enough
inhibitor in order to bring the complete cooling system
up to the correct concentration.
The maintenance elements have a normal amount
of inhibitor. The maintenance elements are installed
at the first change interval. A sufficient amount of
inhibitor is provided by the maintenance elements
in order to maintain the corrosion protection at an
acceptable level. After the first change interval,
only maintenance elements are installed. In order
to provide the cooling system with protection,
maintenance elements are installed at specific
intervals. Refer to Operation and Maintenance
Manual, “Maintenance Interval Schedule” for the
correct maintenance of the cooling system.
i01981951
Basic Engine
SMCS Code: 1200
Cylinder Block Assembly
The cylinders in the left side of the block form a 65
degree angle with the cylinders in the right side. The
main bearing caps are fastened to the block with two
bolts for each bearing cap.
SENR1018-03
The cylinder liners can be removed for replacement.
The top surface of the block is the seat for the
cylinder liner flange. Engine coolant flows around
the liners in order to keep the liners cool. Three
O-ring seals around the bottom of the liner make a
seal between the liner and the cylinder block. A filler
band goes under the liner flange. This makes a seal
between the top of the liner and the cylinder block.
A steel spacer plate is used between the cylinder
head and the block. A thin gasket is used between
the plate and the block. This thin gasket seals water
and oil. A thick gasket of metal and asbestos is used
between the plate and the head. This thick gasket
seals the combustion gases, water and oil.
Cylinder Head Assembly
The cylinder heads are a one-piece cast iron head.
Two inlet valves and two exhaust valves, which are
controlled by a pushrod valve system, are used for
each cylinder. Valve guides without shoulders are
pressed into the cylinder heads. The opening for
the direct injection adapter is located between the
four valves. Series ports are used for both inlet and
exhaust valves.
The valve lifters can be removed without the removal
of the head. The removal can be made because of
the size of the pushrod openings through the head.
Pistons, Rings And Connecting
Rods
The type of pistons that are in the 3408 or 3412
engine depends on the engine’s application. These
engines will have pistons that are made from
aluminum or pistons that are made from steel. The
crown of the piston carries all three piston rings. Oil
from the piston cooling jets flows through a chamber
which is located directly behind the rings. The oil
cools the piston which improves the life of the rings.
The pistons have three rings which include two
compression rings and one oil ring. All the rings are
located above the piston pin bore. The oil ring is a
standard ring. Oil returns to the crankcase through
holes in the oil ring groove. The top ring is a Keystone
ring, which is tapered. The intermediate ring will be a
Keystone ring for the aluminum piston, or a standard
ring that is not tapered for the steel piston.
The piston is designed for a direct injection engine.
The piston has a cardioid design on the top surface.
This piston design helps to improve combustion
efficiency. The piston pin is held in place by two snap
rings. These snap rings fit in grooves in the pin bore
of the piston.
The connecting rod has a taper on the pin bore end.
This taper gives the rod and the piston more strength
in the areas with the most load.
49
Systems Operation Section
Crankshaft
The crankshaft changes the combustion forces in the
cylinder into usable rotating torque which powers the
equipment. A vibration 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 (front gear
train) on the front of the engine. The front gear train
provides power for the following components: timing
gears and oil pump. 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
bearing surfaces through drilled holes in the webs of
the cylinder block. The oil then flows through drilled
holes in the crankshaft in order to provide oil to the
connecting rod bearings. The crankshaft of the 3408
engine is held in place by five main bearings. The
crankshaft of the 3412 engine is held in place by
seven main bearings. A thrust plate at either side of
the center main bearing controls the end play of the
crankshaft.
Camshaft
The engine has a single camshaft that is driven at
the front end. The camshaft is supported by five
bearings for the 3408. The camshaft is supported
by seven bearings for the 3412. As the camshaft
turns, the camshaft lobes move a lifter assembly.
The camshaft lobe moves either two inlet valves or
two exhaust valves for each cylinder. The camshaft
must be in time with the crankshaft. The relation of
the camshaft lobes to the crankshaft position causes
the valves and injectors in each cylinder to operate
at the correct time.
Vibration Damper
The twisting of the camshaft is called torsional
vibration. The torsional vibration is caused by the
regular power impacts along the length of the
crankshaft. The vibration damper is installed on the
front end of the crankshaft. This vibration damper
is used to reduce the torsional vibrations. This
eliminates any damage that could occur to the
crankshaft.
There are two types of vibration dampers that are
used on the 3408 and 3412 engine. The type of
damper that is used will depend on the engine’s
application.
The rubber damper is made of an outer hub
connected to an inner hub by a rubber ring. The
rubber makes a flexible coupling between the outer
hub and the inner hub.
50
Systems Operation Section
The viscous damper consists of a casing that is
welded to the inner hub. The casing contains a
steel weight that is suspended in a viscous silicone
lubricant. The silicone lubricant acts as a flexible
coupling between the weight and the inner hub.
i01832824
Electrical System
SMCS Code: 1400; 1550; 1900
Engine Electrical System
The electrical system has three separate circuits.
• Charging circuit
• Starting circuit
• Low amperage circuit
Some of the electrical system components are used
in more than one circuit. The following items are
common in each of the circuits.
• Battery
• Circuit breaker
• Ammeter
• Cables
• Wires for the battery
The charging circuit is in operation when the engine
is running. An alternator makes electricity for the
charging circuit. A voltage regulator in the circuit
controls the electrical output in order to keep the
battery at full charge.
The starting switch is in operation only when the start
switch is activated.
The electrical systems include a Diagnostic
Connector. The Diagnostic Connector is used to test
the charging circuit. The Diagnostic Connector is also
used to test the starting circuit.
The low amperage circuit and the charging circuit
are connected to the same side of the ammeter. The
starting circuit connects to the opposite side of the
ammeter.
SENR1018-03
Charging System Components
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.
Alternator
Illustration 29
g00651653
(1) Alternator case ground
(2) Internal ground
(3) “I” terminal
(4) “R” terminal
(5) Output terminal
The alternator is a brushless, heavy-duty integral
charging system. The alternator has a built-in
diode rectifier and a voltage regulator. The system
produces DC current for electrical systems.
The solid state integrated circuit voltage regulator
that is built into the alternator limits the system
voltage by switching the ground circuit for the field
coil on and off. This is done rapidly in order to control
the current that is in the field coil. Nominal regulated
voltages of 13.5 to 14.5 volts are available for 12 volt
systems. The nominal regulated voltage for the 24
volt system is between 27 and 29 volts.
After the engine is started and rpm rises, the
excitation circuit is turned on all the time, and
generated voltage rises rapidly. If the “I” terminal
is not used, the initial field voltages at start-up are
generated by residual magnetism. The residual
magnetism can be lost. This results in no output.
Loss of the residual magnetism can be caused
by extended downtime or a severe shock to the
alternator. As the speed increases and the output
increases, the voltage that is available at the diode
trio becomes sufficient to supply field current for
normal operation. When the voltage at the “B”
terminal exceeds the battery voltage current flows
into the battery.
SENR1018-03 51
Systems Operation Section

The 34SI model has an “I” terminal. The terminal Regulator

CAN be used in order to supply excitation current.
The current flows from a source that has a keyswitch
through an indicator light. The indicator light provides
a verification for alternator excitation and the light
also provides a indication of faults. The “I” terminal
must have an indicator or a resistor in series between
the current source and the “I” terminal. This maintains
the normal field current around 0.17 amperes. Once
the alternator begins charging, the field current is
supplied from the diode trio. Current stops flowing
through the “I” terminal and the indicator lamp turns
OFF.

The voltage regulator cycles the field current ON and

OFF. This cycle occurs many times per second. This
g00360155
maintains the alternator output voltage at a preset Illustration 30
level.
The voltage regulator is located inside the alternator.
For 12 volt systems, an output rating of 105 to 110 The voltage regulator limits the voltage that is
amperes is standard. For 24 volt systems, output produced by the alternator at the output terminal.
ratings of 60 to 100 amperes are available. Refer to This is done by controlling the magnetic field that
Specification for the output ratings of the alternator. is present in the stationary field coil. The regulator
allows current to flow. The current satisfies the
The output of the alternator must be connected electrical loads that are placed on the electrical
to the positive terminal of the battery through the system and the current charges the batteries.
charging circuit for the machine. A ground path is also
required. The ground path should run between the Starting System Components
alternator ground terminal and the ground terminal
for the battery.
Solenoid
While the system voltage is below the setting of
the voltage regulator, the regulator turns ON the A solenoid is an electromagnetic switch that performs
field current. This allows the alternator to produce two basic functions:
the maximum output. When the voltage setting is
reached, the regulator turns OFF the field current. • The solenoid closes the high current starter motor
When the field current is off, the magnetic field in circuit with a low current start switch circuit.
the rotor collapses and the alternator output voltage
begins to fall. The falling voltage causes the regulator • The solenoid engages the starter motor pinion with
to turn on the field current and the current rebuilds the ring gear.
the magnetic field. This cycle continues rapidly. The
cycle keeps the output and the system voltage very
close to the voltage setting. The cycle will continue
unless the electrical demands of the system cause
the system voltage to fall below the voltage setting. If
the system voltage falls below the voltage setting, the
regulator will allow full field current to flow so that the
alternator’s maximum output is realized. Maximum
output is dependent on the alternator speed. At low
speeds, the maximum output of the alternator is
significantly reduced.

g00292316
Illustration 31
Typical solenoid schematic
52 SENR1018-03
Systems Operation Section

The solenoid has windings (one set or two sets) Starter Motor
around a hollow housing. A spring loaded plunger
assembly is inside of the solenoid housing. The spring
loaded plunger can move forward and backward.
When the start switch is closed and electricity is sent
through the windings, a magnetic field is created. The
magnetic field pulls the spring loaded plunger forward
in the housing. This moves the shift lever in order for
the pinion drive gear to engage with the ring gear.
The front end of the plunger then makes contact
across the battery and across the motor terminals of
the solenoid. The starter motor then begins to turn
the flywheel of the engine.

When the start switch is opened, current no longer

flows through the windings. The spring now returns g00292330
the spring loaded plunger to the original position. Illustration 32
At the same time, the spring moves the pinion gear Starter motor cross section
away from the flywheel. (1) Field
(2) Solenoid
When two sets of windings in the solenoid are used, (3) Clutch
(4) Starter pinion
the windings are called the hold-in winding and the (5) Commutator
pull-in winding. Both of the windings wind around the (6) Brush assembly
cylinder for an equal amount of times. The pull-in (7) Armature
winding uses a wire with a larger diameter in order
to produce a stronger magnetic field. When the start The starter motor rotates the engine flywheel at a
switch is closed, part of the current flows from the rate that is fast enough to start the engine.
battery through the hold-in winding. The remainder
of the current flows through the pull-in windings, to The starter motor contains a solenoid (2). When the
the motor terminal, and then to the ground. When start switch is activated, the solenoid (2) will move
the solenoid is fully activated, the current is shut off the starter pinion (4). Then, this starter pinion (4)
through the pull-in windings. Only the smaller hold-in engages the ring gear on the flywheel of the engine.
windings are in operation for the extended period of The starter pinion (4) engages with the ring gear
time that is necessary for the engine to be started. before the electric contacts in the solenoid (2) close
The solenoid will now take a smaller amount of the circuit between the battery and the starting motor.
current from the battery. Heat that is created by the When the circuit between the battery and the starter
solenoid will be kept at an acceptable level. motor is complete, the starter pinion (4) will rotate
the engine flywheel. A clutch provides protection for
the starter motor so that the engine cannot turn the
starter motor too fast. When the switch is released,
the starter pinion (4) will move away from the ring
gear.

Magnetic Switch
A magnetic switch (relay) is used sometimes for the
starter solenoid circuit. The magnetic switch has
the same electrical properties as the solenoid. The
magnetic switch reduces the current load on the start
switch. Also, the magnetic switch controls current to
the starter solenoid.
SENR1018-03 53
Systems Operation Section

Other Components
Circuit Breaker

g00281837
Illustration 33
Circuit breaker schematic
(1) Reset button
(2) Disc in open position
(3) Contacts
(4) Disc
(5) Battery circuit terminals

The circuit breaker is a switch that opens the battery

circuit if the current in the electrical system is higher
than the rating of the circuit breaker. The metal disc
(2) is activated by heat. If the current in the electrical
system gets too high, the metal disc will get hot. This
heat causes a distortion of the metal disc. A circuit
breaker that is open can be reset when the metal disc
becomes cooler. Push the reset button (1) in order to
close the contact points and reset the circuit breaker.
54 SENR1018-03
Testing and Adjusting Section

Testing and Adjusting 2. Check all fuel lines for fuel leakage. The fuel lines
must be free from restrictions and faulty bends.
Section Verify that the fuel return line is not collapsed.

3. Install a new fuel filter.

Fuel System 4. Cut the old filter open with the 4C-5084 Oil Filter
Cutter. Inspect the filter for excess contamination.
Determine the source of the contamination. Make
i01282034 the necessary repairs.
Fuel System - Inspect 5. Service the primary fuel filter (if equipped).
SMCS Code: 1250-040
6. Operate the hand priming pump (if equipped).
A problem with the components that send fuel to If excessive resistance is felt, inspect the fuel
the engine can cause low fuel pressure. This can pressure regulating valve. If uneven resistance is
decrease engine performance. felt, test for air in the fuel. Refer to Testing and
Adjusting, “Air in Fuel - Test” for more information.

7. Remove any air that may be in the fuel system.

Refer to Testing and Adjusting, “Fuel System -
Prime”.

i02162794

Air in Fuel - Test

SMCS Code: 1280-081

This procedure checks for air in the fuel. This

procedure also assists in finding the source of the air.

1. Examine the fuel system for leaks. Ensure that

the fuel line fittings are properly tightened. Check
the fuel level in the fuel tank. Air can enter the
fuel system on the suction side between the fuel
transfer pump and the fuel tank.

2. Install a 2P-8278 Tube As (Sight Gauge) in the

fuel return line. When possible, install the sight
gauge in a straight section of the fuel line that is
at least 304.8 mm (12 inches) long. Do not install
the sight gauge near the following devices that
create turbulence:

• Elbows
• Relief valves
• Check valves

g00550906
Illustration 34
(1) Electronic Control Module (ECM). (2) Fuel filter. (3) The fuel
gallery that is located within the fluid manifold. (4) Fuel tank. (5)
Fuel transfer pump. (6) Fuel pressure regulating valve.
1. Check the fuel level in the fuel tank. Ensure that
the vent in the fuel cap is not filled with dirt.
Observe the fuel flow during engine cranking.
Look for air bubbles in the fuel. If there is no fuel
in the sight gauge, prime the fuel system. Refer
to Testing and Adjusting, “Fuel System - Prime”
for more information. If the engine starts, check
for air in the fuel at varying engine speeds. When
possible, operate the engine under the conditions
which have been suspect of air in the fuel.
SENR1018-03 55
Testing and Adjusting Section

4. Pressurize the fuel tank to 35 kPa (5 psi). Do

not use more than 55 kPa (8 psi) in order to
avoid damage to the fuel tank. Check for leaks in
the fuel lines between the fuel tank and the fuel
transfer pump. Repair any leaks that are found.
Check the fuel pressure in order to ensure that
the fuel transfer pump is operating properly. For
information about checking the fuel pressure, see
Testing and Adjusting, “Fuel System Pressure -
Test”.

5. If the source of the air is not found, disconnect

the supply line from the fuel tank and connect an
external fuel supply to the inlet of the fuel transfer
pump. If this corrects the problem, repair the fuel
tank or the stand pipe in the fuel tank.

6. If the injector sleeve is worn or damaged,

combustion gases may be leaking into the fuel
system. Also, if the O-rings on the injector sleeves
are worn, missing, or damaged, combustion gases
Illustration 35
g01096678 may leak into the fuel system.
2P-8278 Tube As (Sight Gauge)
(1) A steady stream of small bubbles with a diameter of i01625466
approximately 1.60 mm (0.063 inch) is an acceptable amount
of air in the fuel.
(2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch)
Finding Top Center Position
are also acceptable if there is two seconds to three seconds for No. 1 Piston
intervals between bubbles.
(3) Excessive air bubbles in the fuel are not acceptable.
SMCS Code: 1105-531
3. If excessive air is seen in the sight gauge in the Table 1
fuel return line, install a second sight gauge at the
inlet to the fuel transfer pump. If a second sight Tools Needed Quantity
gauge is not available, move the sight gauge from Engine Turning
9S-9082
the fuel return line and install the sight gauge Tool
at the inlet to the fuel transfer pump. Observe
the fuel flow during engine cranking. Look for air
The No. 1 piston at top center (TC) on the
bubbles in the fuel. If the engine starts, check for
compression stroke is the starting point of all timing
air in the fuel at varying engine speeds.
procedures.
If excessive air is not seen at the inlet to the fuel
Note: Some engines have two threaded holes in the
transfer pump, the air is entering the system after
flywheel. These holes are in alignment with the holes
the fuel transfer pump. Proceed to Step 6.
with plugs in the left and right front of the flywheel
housing. The two holes in the flywheel are at a
If excessive air is seen at the inlet to the fuel
different distance from the center of the flywheel so
transfer pump, air is entering through the suction
the timing bolt cannot be put in the wrong hole.
side of the fuel system.

To avoid personal injury, always wear eye and face

protection when using pressurized air.

NOTICE
To avoid damage, do not use more than 55 kPa (8 psi)
to pressurize the fuel tank.
56 SENR1018-03
Testing and Adjusting Section

5. Turn the flywheel in the direction of normal engine

rotation until the timing bolt engages with the
threaded hole. The No. 1 piston is at the top
center position on the engine.

Note: If the flywheel is turned beyond the point

of engagement, the flywheel must be turned in
the opposite direction of normal engine rotation
approximately 30 degrees. Then turn the flywheel in
the direction of normal rotation until the timing bolt
engages with the threaded hole. The procedure will
eliminate the backlash that will occur when the No. 1
piston is put on the top center.

g00841434
Illustration 36
Locating the top center position (typical example)
(1) Timing bolt location
(2) Plug
(3) Bolt
(4) Cover

1. Remove the timing bolt (1), the bolt (3) and the
cover (4).

2. Remove the plug (2).

g00841443
Illustration 38
Cylinder and valve locations for 3408E engines
(A) Inlet
(B) Exhaust

g00841440
Illustration 37
Using 9S-9082 Engine Turning Tool
(1) Timing bolt
(5) 9S-9082 Engine Turning Tool

3. Install 9S-9082 Engine Turning Tool (5) in the

housing. The 9S-9082 Engine Turning Tool and
a 1/2 inch drive ratchet wrench are used in order
to turn the engine flywheel in the direction of
normal engine rotation. Normal engine rotation
is counterclockwise. Normal engine rotation is
viewed from the flywheel end of the engine.
4. Once plug (2) has been removed, insert the timing
bolt (1) through the hole. Hold the timing bolt (1)
against the flywheel.
Illustration 39
g00841480
Cylinder and valve locations for 3412E engines
(A) Inlet
(B) Exhaust
6. Remove the left front valve cover. Look at the
valves of No. 1 cylinder. The valves will be closed
if the No. 1 piston is on the compression stroke.
You can move rocker arms up and down with your
hand. If the No. 1 piston is not on the compression
stroke, perform the following steps.

7. Remove the timing bolt from the flywheel.

SENR1018-03
8. Rotate the crankshaft counterclockwise by 360
degrees. Install the timing bolt.
Note: If the flywheel is turned beyond the point
of engagement, the flywheel must be turned in
the opposite direction of normal engine rotation
approximately 30 degrees. Then turn the flywheel in
the direction of normal rotation until the timing bolt
engages with the threaded hole. The procedure will
eliminate the backlash that will occur when the No. 1
piston is put on the top center.
i01370330
Fuel Quality - Test
SMCS Code: 1280-081
This test checks for problems regarding fuel quality.
Refer to Diesel Fuels and Your Engine, SEBD0717
for additional details.
Use the following procedure to test for problems
regarding fuel quality:
1. Determine if water and/or contaminants are
present in the fuel. Check the water separator (if
equipped). If a water separator is not present,
proceed to Step 2. Drain the water separator, if
necessary. A full fuel tank minimizes the potential
for overnight condensation.
Note: A water separator can appear to be full of fuel
when the water separator is actually full of water.
2. Determine if contaminants are present in the
fuel. Remove a sample of fuel from the bottom
of the fuel tank. Visually inspect the fuel sample
for contaminants. The color of the fuel is not
necessarily an indication of fuel quality. However,
fuel that is black, brown, and/or similar to sludge
can be an indication of the growth of bacteria or
oil contamination. In cold temperatures, cloudy
fuel indicates that the fuel may not be suitable for
operating conditions. The following methods can
be used to prevent wax from clogging the fuel
filter:
• Fuel heaters
• Blending fuel with additives
• Utilizing fuel with a low cloud point such as
kerosene
Refer to Operation and Maintenance Manual,
“Fuel Recommendations” for more information.
57
Testing and Adjusting Section
3. Check fuel API with a 9U-7840 Fluid and Fuel
Calibration Gp for low power complaints. The
acceptable range of the fuel API is 30 to 45 when
the API is measured at 15 °C (60 °F), but there is
a significant difference in energy within this range.
Refer to Tool Operating Manual, NEHS0607 for
API correction factors when a low power problem
is present and API is high.
Note: A correction factor that is greater than 1.000
may be the cause of low power and/or poor fuel
consumption.
4. If fuel quality is still suspected as a possible
cause to problems regarding engine performance,
disconnect the fuel inlet line, and temporarily
operate the engine from a separate source of
fuel that is known to be good. This will determine
if the problem is caused by fuel quality. If fuel
quality is determined to be the problem, drain the
fuel system and replace the fuel filters. Engine
performance can be affected by the following
characteristics :
• Cetane number of the fuel
• Air in the fuel
• Other fuel characteristics
i01282664
Fuel System - Prime
SMCS Code: 1258-548
The Secondary Fuel Filter Has
Been Replaced
Fuel leaked or spilled onto hot surfaces or elec-
trical components can cause a fire. To help pre-
vent possible injury, turn the start switch off when
changing fuel filters or water separator elements.
Clean up fuel spills immediately.
NOTICE
Use a suitable container to catch any fuel that might
spill. Clean up any spilled fuel immediately.
NOTICE
Do not allow dirt to enter the fuel system. Thoroughly
clean the area around a fuel system component that
will be disconnected. Fit a suitable cover over discon-
nected fuel system component.
58
Testing and Adjusting Section
Note: Refer to Operation and Maintenance Manual,
“Fuel System Secondary Filter - Replace” for
information on replacing the filter.
1. Turn the ignition switch to the “OFF” position.
2. Open the air purge screw for the fuel filter by three
full turns. Do not remove the air purge screw.
NOTICE
Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again.
3. Start the engine. The engine should start and the
engine should run smoothly. If the engine does
not start after 30 seconds, allow the starter motor
to cool for two minutes before attempting to start
the engine again.
Note: You may use the hand priming pump (if
equipped) for the fuel filter instead of starting the
engine and running the engine.
4. While the engine is running, observe the air purge
screw. When a small drop of fuel appears at the
threads of the air purge screw, close and tighten
the air purge screw.
Note: There may be a noticeable change in the
sound of the running engine when the air purge
screw is tightened. The change in the sound of the
engine is normal.
Note: Failure to tighten all fittings could result in
serious fuel leaks.
5. Clean any residual fuel from the engine
components.
The Engine Has Been Run Out of
Fuel
NOTICE
Use a suitable container to catch any fuel that might
spill. Clean up any spilled fuel immediately.
NOTICE
Do not allow dirt to enter the fuel system. Thoroughly
clean the area around a fuel system component that
will be disconnected. Fit a suitable cover over discon-
nected fuel system component.
1. Turn the ignition switch to the “OFF” position.
2. Fill the fuel tank(s) with clean diesel fuel.
SENR1018-03
3. Open the fuel pressure regulating valve by two
and a half turns.
Note: Do not remove the regulating valve completely.
Open the valve enough to allow the air that is trapped
in the cylinder head to be purged from the fuel
system.
NOTICE
Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again.
4. Crank the engine for 30 seconds. Use a suitable
container to catch the fuel while you crank the
engine. Allow the starter motor to cool for two
minutes.
Note: You may use the hand priming pump (if
equipped) for the fuel filter instead of cranking the
engine.
5. Crank the engine for 30 seconds. Allow the starter
motor to cool for two minutes.
6. Close and tighten the fuel pressure regulating
valve.
7. Crank the engine for 30 seconds. Allow the starter
motor to cool for two minutes.
8. Repeat Step 7 until the engine starts and the
engine runs.
Note: Failure to tighten all fittings could result in
serious fuel leaks.
9. Clean any residual fuel from the engine
components.
The Engine Has Been Rebuilt
NOTICE
Use a suitable container to catch any fuel that might
spill. Clean up any spilled fuel immediately.
NOTICE
Do not allow dirt to enter the fuel system. Thoroughly
clean the area around a fuel system component that
will be disconnected. Fit a suitable cover over discon-
nected fuel system component.
1. Turn the ignition switch to the “OFF” position.
2. Fill the fuel tank(s) with clean diesel fuel.
SENR1018-03
3. Open the air purge screw for the fuel filter by three
full turns. Do not remove the air purge screw.
4. Open the fuel pressure regulating valve by two
and a half turns.
Note: Do not remove the regulating valve completely.
Open the valve enough to allow the air that is trapped
in the cylinder head to be purged from the fuel
system.
NOTICE
Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again.
5. Crank the engine for 30 seconds. Use a suitable
container to catch the fuel while you crank the
engine. Allow the starter motor to cool for two
minutes.
Note: You may use the hand priming pump (if
equipped) for the fuel filter instead of cranking the
engine.
6. Crank the engine for 30 seconds. Allow the starter
motor to cool for two minutes.
7. Close and tighten the air purge screw.
8. Crank the engine for 30 seconds. Allow the starter
motor to cool for two minutes.
9. Close and tighten the fuel pressure regulating
valve.
Note: Failure to tighten all fittings could result in
serious fuel leaks.
10. Crank the engine for 30 seconds. Allow the starter
motor to cool for two minutes.
11. Repeat Step 10 until the engine starts and runs.
12. Clean any residual fuel from the engine
components.
i02160413
Fuel System Pressure - Test
SMCS Code: 1250-081; 1256-081
Low Fuel Pressure
Low fuel pressure can cause low power. Low fuel
pressure can also cause cavitation of the fuel
which can damage the fuel injectors. The following
conditions can cause low fuel pressure:
• Plugged fuel filters
59
Testing and Adjusting Section
• Debris in the check valves for the fuel priming
pump
• Debris in the pressure regulating valve
• Partially open check valve
• Sticking or worn fuel pressure regulating valve in
the fuel transfer pump
• Severe wear on return fuel pressure regulating
valve in the fuel filter base
• Worn gears in the fuel transfer pump
• Pinched fuel lines or undersized fuel lines
• Old fuel lines that have a reduced interior diameter
that was caused by swelling
• Fuel lines with deteriorating interior surfaces
• Pinched fuel line fittings or undersized fuel line
fittings
• Debris in the fuel tank, fuel lines, or fuel system
components that create restrictions
High Fuel Pressure
Excessive fuel pressure can cause fuel filter gaskets
to rupture. The following conditions can cause high
fuel pressure:
• Plugged orifices in the fuel pressure regulating
valve
• Stuck fuel pressure regulating valve in the fuel
transfer pump
• Pinched fuel return line
Fuel Pressure Readings
The typical fuel pressure of the engine at operating
temperature can vary. At low idle, the fuel pressure
can be 538 kPa (78 psi). At high rpm, the fuel
pressure can be 641 kPa (93 psi).
The performance of the unit injector deteriorates
when the fuel pressure drops below 241 kPa (35 psi).
Low power complaints and erratic operation can
occur in this situation. Check for a plugged fuel filter
or air in the fuel lines as possible causes for these
complaints before replacing fuel system components.
60 SENR1018-03
Testing and Adjusting Section

Checking Fuel Pressure The 1U-5470 Engine Pressure Group can be used
in order to check the fuel pressure of the engine. The
Table 2 engine pressure group includes Special Instruction,
Required Tools SEHS8907, “Using the 1U-5470 Engine Pressure
Group”. This instruction provides information about
Part the usage of the group.
Part Name Quantity
Number
1U-5470 Engine Pressure Group
i01287923
or or 1
198-4240 Digital Pressure Indicator Gear Group (Front) - Time
3Y-2888 Connector 1
SMCS Code: 1206-531
3J-1907 O-Ring Seal 1

Static Check Of The Timing Gear

Position

g00294866
Illustration 40
1U-5470 Engine Pressure Group

g00682529
Illustration 42
Front gear group
(1) Timing marks
(2) Camshaft gear
(3) Crankshaft gear
(4) Oil pump idler gear assembly
(5) Oil pump drive gear
(6) Idler gear
g01098018 (7) Timing marks
Illustration 41
(1) Typical locations of fuel pressure taps
The basis for the correct fuel injection timing and
the valve mechanism operation is determined by
To check the fuel transfer pump pressure, remove the alignment of the timing for the front gear group.
the plug from the fuel filter base. Install the 3Y-2888 Timing marks (1) and timing marks (7) are aligned in
Connector with a 3J-1907 O-Ring Seal. Install a order to provide the correct relationship between the
pressure gauge, and start the engine. piston movement and the valve movement.
SENR1018-03 61
Testing and Adjusting Section

Air Inlet and Exhaust

System Hot engine components can cause injury from
burns. Before performing maintenance on the
i02136679
engine, allow the engine and the components to
cool.
Air Inlet and Exhaust System
- Inspect
SMCS Code: 1050-040 Making contact with a running engine can cause
burns from hot parts and can cause injury from
A general visual inspection should be made to the air rotating parts.
inlet and exhaust system. Make sure that there are
no signs of leaks in the system. When working on an engine that is running, avoid
contact with hot parts and rotating parts.
Table 3
Required Tools
4. Use the differential pressure gauge of the
Part
Part Name Quantity 1U-5470 Engine Pressure Group.
Number
1U-5470 Engine Pressure Group
or or 1
198-4240 Digital Pressure Indicator

g00680412
Illustration 44
Basic air inlet piping
(1) Air inlet temperature sensor

g00295554
Illustration 43
1U-5470 Engine Pressure Group
Air Inlet Restriction
There will be a reduction in the performance of the
engine if there is a restriction in the air inlet system.
1. Inspect the engine air cleaner inlet and ducting
in order to ensure that the passageway is not
blocked or collapsed.
2. Inspect the engine air cleaner element. Replace
a dirty engine air cleaner element with a clean
engine air cleaner element.
3. Check for dirt contamination on the clean side
of the engine air cleaner element. If any dirt
contamination is observed, contaminants are
flowing past the engine air cleaner element and/or
the seal for the engine air cleaner element.
a. Connect the vacuum port of the differential
pressure gauge to the test location. The test
location may be located anywhere along the
air inlet piping after the air cleaner but before
the turbocharger.
b. Leave the pressure port of the differential
pressure gauge open to the atmosphere.
c. Start the engine. Run the engine in the no-load
condition at high idle.
d. Record the value.
e. Multiply the value from Step 4.d by 1.8.
f. Compare the result from Step 4.e to the
appropriate values that follow.
The air flow through a used engine air cleaner
may have a restriction. The air flow through a
plugged engine air cleaner will be restricted to some
magnitude. In either case, the restriction must not be
more than the following amount:
62
Testing and Adjusting Section
Maximum restriction ............................... 7.6 kPa
(30.54 inch of H2O)
The air flow through a new engine air cleaner element
must not have a restriction of more than the following
amount:
Maximum restriction ............................... 3.7 kPa
(14.87 inch of H2O)
Exhaust Restriction
There will be a reduction in the performance of the
engine if there is a restriction in the exhaust system.
Back pressure is the difference in the pressure
between the exhaust at the outlet elbow and the
atmospheric air.
Hot engine components can cause injury from
burns. Before performing maintenance on the
engine, allow the engine and the components to
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.
1. Connect the pressure port of the differential
pressure gauge to the test location. The test
location can be located anywhere along the
exhaust piping after the turbocharger but before
the muffler.
2. Leave the vacuum port of the differential pressure
gauge open to the atmosphere.
3. Start the engine. Run the engine in the no-load
condition at high idle.
4. Record the value.
5. Multiply the value from Step 4 by 1.8.
6. Compare the result from Step 5 to the value that
follows.
Back pressure from the exhaust must not be more
than the following amount:
Maximum back pressure ........................ 6.8 kPa
(27.33 inch of H2O)
SENR1018-03
i01283727
Turbocharger - Inspect
SMCS Code: 1052-040
Disconnect batteries before performance of any
service work.
Hot engine components can cause injury from
burns. Before performing maintenance on the
engine, allow the engine and the components to
cool.
Personal injury can result from rotating and mov-
ing parts.
Stay clear of all rotating and moving parts.
Never attempt adjustments while the machine is
moving or the engine is running unless otherwise
specified.
The machine must be parked on a level surface
and the engine stopped.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened
component life.
NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids.
Refer to Special Publication, NENG2500, “Caterpillar
Tools and Shop Products Guide” for tools and supplies
suitable to collect and contain fluids on Caterpillar
products.
Dispose of all fluids according to local regulations and
mandates.
SENR1018-03
Before you begin inspection of the turbocharger,
be sure that the inlet air restriction is within the
specifications for your engine. Be sure that the
exhaust system restriction is within the specifications
for your engine. Refer to Systems Operation/Testing
and Adjusting, “Air Inlet and Exhaust System -
Inspect”.
The condition of the turbocharger will have definite
effects on engine performance. Use the following
inspections and procedures to determine the
condition of the turbocharger.
• Inspection of the Compressor and the Compressor
Housing
• Inspection of the Turbine Wheel and the Turbine
Housing
Inspection of the Compressor and
the Compressor Housing
Remove air piping from the compressor inlet.
1. Inspect the compressor wheel for damage from a
foreign object. If there is damage, determine the
source of the foreign object. As required, clean the
inlet system and repair the inlet system. Replace
the turbocharger. If there is no damage, go to
Step 3.
2. Clean the compressor wheel and clean the
compressor housing if you find buildup of foreign
material. If there is no buildup of foreign material,
go to Step 3.
3. Turn the rotating assembly by hand. While you
turn the assembly, push the assembly sideways .
The assembly should turn freely. The compressor
wheel should not rub the compressor housing.
Replace the turbocharger if the compressor wheel
rubs the compressor wheel housing. If there is no
rubbing or scraping, go to Step 4.
4. Inspect the compressor and the compressor
wheel housing for oil leakage. An oil leak from
the compressor may deposit oil in the aftercooler.
Drain and clean the aftercooler if you find oil in
the aftercooler.
a. Check the oil level in the crankcase. If the oil
level is too high, adjust the oil level.
b. Inspect the air cleaner element for restriction. If
restriction is found, correct the problem.
c. Inspect the engine crankcase breather. Clean
the engine crankcase breather or replace
the engine crankcase breather if the engine
crankcase breather is plugged.
63
Testing and Adjusting Section
d. Remove the turbocharger oil drain line. Inspect
the drain opening. Inspect the oil drain line.
Inspect the area between the bearings of the
rotating assembly shaft. Look for oil sludge.
Inspect the oil drain hole for oil sludge. Inspect
the oil drain line for oil sludge in the drain
line. If necessary, clean the rotating assembly
shaft. If necessary, clean the oil drain hole. If
necessary, clean the oil drain line.
e. If Steps 4.a through 4.d did not reveal the
source of the oil leakage, the turbocharger has
internal damage. Replace the turbocharger.
Inspection of the Turbine Wheel
and the Turbine Housing
Remove the air piping from the turbine outlet casing.
1. Inspect the turbine for damage by a foreign object.
If there is damage, determine the source of the
foreign object. Replace the turbocharger. If there
is no damage, go to Step 2.
2. Inspect the turbine wheel for buildup of carbon and
other foreign material. Inspect the turbine housing
for buildup of carbon and foreign material. Clean
the turbine wheel and clean the turbine housing
if you find buildup of carbon or foreign material. If
there is no buildup of carbon or foreign material,
go to Step 3.
3. Turn the rotating assembly by hand. While you
turn the assembly, push the assembly sideways.
The assembly should turn freely. The turbine
wheel should not rub the turbine wheel housing.
Replace the turbocharger if the turbine wheel rubs
the turbine wheel housing. If there is no rubbing or
scraping, go to Step 4.
4. Inspect the turbine and the turbine wheel housing
for oil leakage. Inspect the turbine and the turbine
wheel housing for oil coking. Some oil coking
may be cleaned. Heavy oil coking may require
replacement of the turbocharger. If the oil is
coming from the turbocharger center housing go
to Step 4.a.
a. Remove the turbocharger oil drain line. Inspect
the drain opening. Inspect the area between
the bearings of the rotating assembly shaft.
Look for oil sludge. Inspect the oil drain hole
for oil sludge. Inspect the oil drain line for
oil sludge. If necessary, clean the rotating
assembly shaft. If necessary, clean the drain
opening. If necessary, clean the drain line.
64
Testing and Adjusting Section
b. If crankcase pressure is high, or if the oil drain
is restricted, pressure in the center housing
may be greater than the pressure of the turbine
housing. Oil flow may be forced in the wrong
direction and the oil may not drain. Check the
crankcase pressure and correct any problems.
c. If the oil drain line is damaged, replace the oil
drain line.
d. Check the routing of the oil drain line. Eliminate
any sharp restrictive bends. Make sure that
the oil drain line is not too close to the engine
exhaust manifold.
e. If Steps 4.a through 4.d did not reveal the
source of the oil leakage, the turbocharger has
internal damage. Replace the turbocharger.
i02169098
Inlet Manifold Pressure - Test
SMCS Code: 1058-081
Table 4
Required Tools
Part
Part Name Quantity
Number
1U-5470 Engine Pressure Group
or or 1
198-4240 Digital Pressure Indicator
The efficiency of an engine can be checked by
making a comparison of the pressure in the inlet
manifold with the information given in the TMI
(Technical Marketing Information). This test is used
when there is a decrease of horsepower from the
engine, yet there is no real sign of a problem with
the engine.
The correct pressure for the inlet manifold is listed
in the TMI (Technical Marketing Information).
Development of this information is performed under
the following conditions:
• 99 kPa (29.7 in Hg) dry barometric pressure
• 29 °C (85 °F) outside air temperature
• 35 API rated fuel
SENR1018-03
On a turbocharged, aftercooled engine, a change
in the fuel rating will change the horsepower. A
change in the fuel rating will change the inlet manifold
pressure. If the fuel is rated above 35 API, the inlet
manifold pressure can be less than the pressure
given in the TMI (Technical Marketing Information).
If the fuel is rated below 35 API, the inlet manifold
pressure can be more than the pressure listed in the
TMI (Technical Marketing Information).
Note: Ensure that the air inlet and the exhaust are
not restricted when you check the inlet manifold
pressure. Refer to Testing and Adjusting, “Air Inlet
and Exhaust System - Inspect” for more information.
Use the following procedure in order to use an
electronic service tool to measure the inlet manifold
pressure:
1. Connect the Caterpillar Electronic Technician (
ET).
2. Operate the engine under the suspect conditions.
3. Record the value.
4. Compare the value that was recorded in Step 3 to
the pressure that is given in the TMI (Technical
Marketing Information).
Use the following procedure in order to use the
1U-5470 Engine Pressure Group to measure the
inlet manifold pressure:
Illustration 45
g00293196
1U-5470 Engine Pressure Group
1. Remove the pipe plug from the inlet manifold. It
is not necessary to remove the air temperature
sensor from the inlet manifold.
2. Connect the 1U-5470 Engine Pressure Group to
the inlet manifold at the pressure test location.
Refer to Special Instruction, SEHS8907, “Using
the 1U-5470 Engine Pressure Group” for more
information on using the tool.
SENR1018-03 65
Testing and Adjusting Section

3. Operate the engine under the suspect conditions.
4. Record the value.
5. Compare the value that was recorded in Step 4 to
the pressure that is given in the TMI (Technical
Marketing Information).
i01582969
Damaged pistons or rings can cause too much
pressure in the crankcase. This condition will cause
the engine to run rough. There will be more than the
normal amount of fumes (blowby) rising from the
crankcase breather. The breather can then become
restricted in a very short time, causing oil leakage
at gaskets and seals that would not normally have
leakage. Blowby can also be caused by worn valve
guides or by a failed turbocharger seal.

Exhaust Temperature - Test

SMCS Code: 1088-081

Table 5
Required Tools
Part
Part Name Qty
Number
164-3310 Infrared Thermometer 1

When the engine runs at low idle, the temperature of

an exhaust manifold port can indicate the condition
of a fuel injection nozzle.
A low temperature indicates that no fuel is flowing to
the cylinder. An inoperative fuel injection nozzle or
a problem with the fuel injection pump could cause
this low temperature.
A very high temperature can indicate that too much
fuel is flowing to the cylinder. A malfunctioning
fuel injection nozzle could cause this very high
temperature.
g00286269
Illustration 46
8T-2700 Blowby/Air Flow Indicator
The 8T-2700 Blowby/Air Flow Indicator is used
to check the amount of blowby. Refer to Special
Instruction, SEHS8712, “Using the 8T-2700
Blowby/Air Flow Indicator” for the test procedure for
checking the blowby.
i01120286

Use the 164-3310 Infrared Thermometer to check

Compression - Test
exhaust temperature. The Operator’s Manual,
SMCS Code: 1215
NEHS0630 contains the complete operating and
maintenance instructions for the 164-3310 Infrared
An engine that runs roughly can have a leak at the
Thermometer.
valves. An engine that runs roughly can also have
valves that need an adjustment. Remove the head
i01096015 and inspect the valves and valve seats. This is
necessary to find those small defects that would not
Engine Crankcase Pressure normally cause problems. Repairs of these problems
(Blowby) - Test are normally performed when you are reconditioning
the engine.
SMCS Code: 1215; 1317

Table 6
Tools Needed
Part
Part Name Quantity
Number
8T-2700 Blowby/Air Flow Indicator 1
66 SENR1018-03
Testing and Adjusting Section

i02161827 Table 8

Engine Valve Lash - Quick Reference for Engine Valve Lash Setting
3408E Engines
Inspect/Adjust Inlet Valves Exhaust Valves
SMCS Code: 1102-025 0.38 ± 0.08 mm 0.76 ± 0.10 mm
Valve Lash
(0.015 ± 0.003 (0.030 ± 0.004
Setting
inch) inch)
TC
To prevent possible injury, do not use the starter Compression 1-2-5-7 1-3-4-8
to turn the flywheel. Stroke
TC Exhaust
Hot engine components can cause burns. Allow 3-4-6-8 2-5-6-7
Stroke(1)
additional time for the engine to cool before mea-
suring valve clearance. Firing Order 1-8-4-3-6-5-7-2(2)

(1) 360° from TC compression stroke

(2) Refer to Illustration 47 in order to locate the No. 1 cylinder.

This engine uses high voltage to control the fuel Table 9

injectors. Quick Reference for Engine Valve Lash Setting
3412E Engines
Disconnect electronic fuel injector enable circuit
connector to prevent personal injury. Inlet Valves Exhaust Valves
0.38 ± 0.08 mm 0.76 ± 0.10 mm
Do not come in contact with the fuel injector ter- Valve Lash
(0.015 ± 0.003 (0.030 ± 0.004
minals while the engine is running. Setting
inch) inch)
TC
Note: Valve lash is measured between the rocker Compression 1-3-4-6-7-12 1-4-5-8-9-12
arm and the valve bridge. All measurements and Stroke
adjustments must be made with the engine stopped
and the valves fully closed. TC Exhaust
2-5-8-9-10-11 2-3-6-7-10-11
Stroke(1)
Table 7
Firing Order 1-4-9-8-5-2-11-10-3-6-7-12(2)
Tools Needed
(1) 360° from TC compression stroke
Part
Part Name Quantity (2) Refer to Illustration 48 in order to locate the No. 1 cylinder.
Number
194-2062 Valve Adjusting Tool Gp 1 If the measurement is not within this range adjustment
is necessary. Refer to Testing And Adjusting, “Valve
Lash Adjustment”.
Valve Lash Check
An adjustment is NOT NECESSARY if the
measurement of the valve lash is in the acceptable
range. Check the valve lash while the engine is
stopped. The range is specified in Table 8.
SENR1018-03 67
Testing and Adjusting Section

Valve Lash Adjustment

g00506544
Illustration 49
g01096304 Valve lash check
Illustration 47
3408E Engines (1) Valve adjustment locknut
(2) Exhaust adjustment screw
(A) Inlet valves (3) Valve adjustment locknut
(B) Exhaust valves (4) Inlet adjustment screw
(C) Left side of the engine (5) Feeler gauge
(D) Cylinder number
(E) Flywheel end of the engine
(F) Front of the engine Table 10
(G) Right side of the engine Valve Lash
Valves Thickness of Gauge
Inlet 0.38 mm (0.015 inch)
Exhaust 0.76 mm (0.030 inch)

Adjust the valve lash while the engine is stopped. Use

the following procedure in order to adjust the valves:

1. Put the No. 1 piston at the top center position.

Note: See Testing and Adjusting, “Finding Top Center

Position for the No. 1 Piston” for further details.

g01096317 2. With No. 1 piston at the top center position of the

Illustration 48
compression stroke, an adjustment can be made
3412E Engines to the valves.
(A) Inlet valves
(B) Exhaust valves Before any adjustments are made, lightly tap each
(C) Left side of the engine
(D) Cylinder number
rocker arm at the top of the adjustment screw. Use
(E) Flywheel end of the engine a soft mallet to ensure that the lifter roller seats
(F) Front of the engine against the camshaft’s base circle.
(G) Right side of the engine
3. Make an adjustment to the valve lash on the inlet
Number one cylinder is the front cylinder on the left valves for the following cylinders by using the
side of the cylinder block. 194-2062 Valve Adjusting Tool Gp.

Number two cylinder is the front cylinder on the right For 3408E Engines, adjust the valve lash on
side of the cylinder block. the inlet valves for cylinders 1, 2, 5, and 7.

Note: The front of the engine is opposite of the
flywheel end of the engine. The left side of the engine
and the right side of the engine are viewed from the
flywheel end of the engine.
For 3412E Engines, adjust the valve lash on
the inlet valves for cylinders 1, 3, 4, 6, 7, and
12.
a. Loosen valve adjustment locknut (3).
68
Testing and Adjusting Section
b. Place the appropriate feeler gauge (5) between
the inlet rocker arm and the inlet valve bridge.
Turn inlet adjustment screw (4) while valve
adjustment locknut (3) is being held from
turning. Adjust the valve lash until the correct
specification is achieved. Refer to Table 10.
c. After each adjustment, tighten valve adjustment
locknut (3) while valve adjustment screw (4) is
being held from turning. Tighten to a torque
of 47 ± 9 N·m (35 ± 7 lb ft). Recheck each
adjustment.
4. Make an adjustment to the valve lash on the
exhaust valves for the following cylinders by using
the 194-2062 Valve Adjusting Tool Gp.
For 3408E Engines, adjust the valve lash on
the exhaust valves for cylinders 1, 3, 4, and 8.
For 3412E Engines, adjust the valve lash on
the exhaust valves for cylinders 1, 4, 5, 8, 9,
and 12.
a. Loosen valve adjustment locknut (1).
b. Place the appropriate feeler gauge (5) between
the exhaust rocker arm and the exhaust valve
bridge. Turn exhaust adjustment screw (2)
while valve adjustment locknut (1) is being
held from turning. Adjust the valve lash until
the correct specification is achieved. Refer to
Table 10.
c. After each adjustment, tighten valve adjustment
locknut (1) while valve adjustment screw (2) is
being held from turning. Tighten to a torque
of 47 ± 9 N·m (35 ± 7 lb ft). Recheck each
adjustment.
5. Remove the timing bolt, and turn the flywheel by
360 degrees in the direction of engine rotation.
This will position the No. 1 piston at the top center
at the beginning of the exhaust stroke. Install the
timing bolt in the flywheel.
6. Make an adjustment to the valve lash on the inlet
valves for the following cylinders by using the
194-2062 Valve Adjusting Tool Gp.
For 3408E Engines, adjust the valve lash on
the inlet valves for cylinders 3, 4, 6, and 8.
For 3412E Engines, adjust the valve lash on
the inlet valves for cylinders 2, 5, 8, 9, 10, and
11.
a. Loosen valve adjustment locknut (3).
SENR1018-03
b. Place the appropriate feeler gauge (5) between
the inlet rocker arm and the inlet valve bridge.
Turn inlet adjustment screw (4) while valve
adjustment locknut (3) is being held from
turning. Adjust the valve lash until the correct
specification is achieved. Refer to Table 10.
c. After each adjustment, tighten valve adjustment
locknut (3) while valve adjustment screw (4) is
being held from turning. Tighten to a torque
of 47 ± 9 N·m (35 ± 7 lb ft). Recheck each
adjustment.
7. Make an adjustment to the valve lash on the
exhaust valves for the following cylinders by using
the 194-2062 Valve Adjusting Tool Gp.
For 3408E Engines, adjust the valve lash on
the exhaust valves for cylinders 2, 5, 6, and 7.
For 3412E Engines, adjust the valve lash on
the exhaust valves for cylinders 2, 3, 6, 7, 10,
and 11.
a. Loosen valve adjustment locknut (1).
b. Place the appropriate feeler gauge (5) between
the exhaust rocker arm and the exhaust valve
bridge. Turn exhaust adjustment screw (2)
while valve adjustment locknut (1) is being
held from turning. Adjust the valve lash until
the correct specification is achieved. Refer to
Table 10.
c. After each adjustment, tighten valve adjustment
locknut (1) while valve adjustment screw (2) is
being held from turning. Tighten to a torque
of 47 ± 9 N·m (35 ± 7 lb ft). Recheck each
adjustment.
8. Remove the timing bolt from the flywheel after all
valve lash adjustments have been made.
SENR1018-03 69
Testing and Adjusting Section

Lubrication System
i01285047

Engine Oil Pressure - Test

SMCS Code: 1304-081

Measuring Engine Oil Pressure

Work carefully around an engine that is running. g00296486

Engine parts that are hot, or parts that are moving, Illustration 50
can cause personal injury. 1U-5470 Engine Pressure Group

The 1U-5470 Engine Pressure Group measures the

NOTICE oil pressure in the system. This engine tool group can
Keep all parts clean from contaminants. read the oil pressure inside the oil manifold.

Contaminants may cause rapid wear and shortened
component life.
NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids.
Note: Refer to Special Instruction, SEHS8907,
“Using the 1U-5470 Engine Pressure Group” for
more information on using the 1U-5470 Engine
Pressure Group.
Note: The engine oil pressure can also be measured
by using an electronic service tool. Refer to
Troubleshooting for information on the use of the
electronic technician.

Refer to Special Publication, NENG2500, “Caterpillar

Tools and Shop Products Guide” for tools and supplies
suitable to collect and contain fluids on Caterpillar
products.

Dispose of all fluids according to local regulations and

mandates.

Table 11
Tools Needed
Part Number Part Name Quantity
g00680853
Illustration 51
1U-5470 Engine Pressure Group 1
Typical example
(1) Pressure test location

1. Install the 1U-5470 Engine Pressure Group into

oil gallery plug (1).

2. Start the engine. Run the engine with SAE

10W30 or SAE 15W40 oil. The information in the
engine oil pressure graph is invalid for other oil
viscosities. Refer to Operation and Maintenance
Manual, “Engine Oil” for the recommendations of
engine oil.

Note: Allow the engine to reach operating

temperature before you perform the pressure test.
70
Testing and Adjusting Section
Note: The engine oil temperature should not exceed
115°C (239°F).
3. Record the value of the engine oil pressure when
the engine has reached operating temperature.
4. Locate the point that intersects the lines for the
engine rpm and for the oil pressure on the engine
oil pressure graph.
g00293198
Illustration 52
Engine Oil Pressure Graph
5. The results must fall within the “ACCEPTABLE”
range on the chart. A problem exists when the
results fall within the “NOT ACCEPTABLE” range
on the chart. The problem needs to be corrected.
Engine failure or a reduction in engine life can be
the result if engine operation is continued with oil
manifold pressure outside this range.
Note: A record of engine oil pressure can be used as
an indication of possible engine problems or damage.
A possible problem could exist if the oil pressure
suddenly increases or decreases 70 kPa (10 psi) and
the oil pressure is in the “ACCEPTABLE” range. The
engine should be inspected and the problem should
be corrected.
6. Compare the recorded engine oil pressure with
the oil pressure indicators on the instrument panel
and the engine oil pressure that is displayed on
the electronic service tool.
SENR1018-03
7. An engine oil pressure indicator that has a defect
or an engine oil pressure sensor that has a defect
can give a false indication of a low oil pressure or
a high oil pressure. If there is a notable difference
between the engine oil pressure readings make
necessary repairs.
8. Refer to “Reasons for Low Engine Oil Pressure” if
you determine that the engine oil pressure is low.
9. Refer to “Reasons for High Engine Oil Pressure” if
you determine that the engine oil pressure is high.
Reasons for Low Engine Oil
Pressure
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened
component life.
NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids.
Refer to Special Publication, NENG2500, “Caterpillar
Tools and Shop Products Guide” for tools and supplies
suitable to collect and contain fluids on Caterpillar
products.
Dispose of all fluids according to local regulations and
mandates.
• Engine oil level is low. Refer to Step 1.
• Engine oil is contaminated. Refer to Step 2.
• The engine oil bypass valves are open. Refer to
Step 3.
• The engine lubrication system is open. Refer to
Step 4.
• The oil suction tube has a leak or a restricted inlet
screen. Refer to Step 5.
• The engine oil pump is faulty. Refer to Step 6.
• Engine Bearings have excessive clearance. Refer
to Step 7.
SENR1018-03
1. Check the engine oil level in the crankcase. The
oil level can possibly be too far below the oil pump
supply tube. This will cause the oil pump not to
have the ability to supply enough lubrication to the
engine components. If the engine oil level is low
add engine oil in order to obtain the correct engine
oil level. Refer to Operation and Maintenance
Manual, “Engine Oil” for the recommendations of
engine oil.
2. Engine oil that is contaminated with fuel or
coolant will cause low engine oil pressure.
High engine oil level in the crankcase can be
an indication of contamination. Determine the
reason for contamination of the engine oil and
make the necessary repairs. Replace the engine
oil with the approved grade of engine oil. Also
replace the engine oil filter. Refer to Operation
and Maintenance Manual, “Engine Oil” for the
recommendations of engine oil.
NOTICE
Caterpillar oil filters are built to Caterpillar speci-
fications. Use of an oil filter not recommended by
Caterpillar could result in severe engine damage to
the engine bearings, crankshaft, etc., as a result of
the larger waste particles from unfiltered oil entering
the engine lubricating system. Only use oil filters
recommended by Caterpillar.
3. If the engine oil bypass valves are held in the
open position, a reduction in the oil pressure can
be the result. This may be due to debris in the
engine oil. If the engine oil bypass valves are
stuck in the open position, remove each engine
oil bypass valve and clean each bypass valve in
order to correct this problem. You must also clean
each bypass valve bore. Install new engine oil
filters. For information on the repair of the engine
oil bypass valves, refer to Disassembly and
Assembly, “Engine Oil Filter Base - Disassemble”.
4. An oil line or an oil passage that is open, broken,
or disconnected will cause low engine oil pressure.
An open lubrication system could be caused by a
piston cooling jet that is missing or damaged.
Note: The piston cooling jets direct engine oil toward
the bottom of the piston in order to cool the piston.
This also provides lubrication for the piston pin.
Breakage, a restriction, or incorrect installation of the
piston cooling jets will cause seizure of the piston.
71
Testing and Adjusting Section
5. The inlet screen of the oil suction tube for the
engine oil pump can have a restriction. This
restriction will cause cavitation and a loss of
engine oil pressure. Check the inlet screen on
the oil pickup tube and remove any material that
may be restricting engine oil flow. Low engine oil
pressure may also be the result of the oil pickup
tube that is drawing in air. Check the joints of the
oil pickup tube for cracks or a damaged O-ring
seal. Remove the engine oil pan in order to gain
access to the oil pickup tube and the oil screen.
Refer to Disassembly and Assembly, “Engine Oil
Pan - Remove and Install” for more information.
6. Check the following problems that may occur to
the engine oil pump.
a. Air leakage in the supply side of the oil pump
will also cause cavitation and loss of oil
pressure. Check the supply side of the oil pump
and make necessary repairs. For information
on the repair of the engine oil pump, refer to
Disassembly and Assembly, “Engine Oil Pump
- Remove”.
b. Oil pump gears that have too much wear will
cause a reduction in oil pressure. Repair the
engine oil pump. For information on the repair
of the engine oil pump, refer to Disassembly
and Assembly, “Engine Oil Pump - Remove”.
7. Excessive clearance at engine bearings will
cause low engine oil pressure. Check the
engine components that have excessive bearing
clearance and make the necessary repairs.
Reasons for High Engine Oil
Pressure
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened
component life.
NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids.
Refer to Special Publication, NENG2500, “Caterpillar
Tools and Shop Products Guide” for tools and supplies
suitable to collect and contain fluids on Caterpillar
products.
Dispose of all fluids according to local regulations and
mandates.
72
Testing and Adjusting Section
Engine oil pressure will be high if the engine oil
bypass valves become stuck in the closed position
and the engine oil flow is restricted. Foreign matter
in the engine oil system could be the cause for the
restriction of the oil flow and the movement of the
engine oil bypass valves. If the engine oil bypass
valves are stuck in the closed position, 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 engine oil
filters. New engine oil filters will prevent more debris
from causing this problem. For information on the
repair of the engine oil filter bypass valve, refer to
Disassembly and Assembly, “Engine Oil Filter Base -
Disassemble”.
NOTICE
Caterpillar oil filters are built to Caterpillar speci-
fications. Use of an oil filter not recommended by
Caterpillar could result in severe engine damage to
the engine bearings, crankshaft, etc., as a result of
the larger waste particles from unfiltered oil entering
the engine lubricating system. Only use oil filters
recommended by Caterpillar.
i01126690
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
an oil passage.
An engine oil pressure indicator may show that there
is enough oil pressure, but a component is worn
due to a lack of lubrication. In such a case, look at
the passage for the oil supply to the component.
A restriction in an oil supply passage will not allow
enough lubrication to reach a component. This will
result in early wear.
SENR1018-03
i01794028
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 turbocharger shaft
• Overfilling of the crankcase
• Wrong dipstick or guide tube
• Sustained operation at light loads
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.
SENR1018-03 73
Testing and Adjusting Section

i01366050

Increased Engine Oil

Temperature - Inspect
SMCS Code: 1348-040

When the engine is at operating temperature and

the engine is using SAE 15W40 oil, the maximum
oil temperature should be 110 °C (230 °F). This is
the temperature of the oil after passing through the
oil cooler.

If the oil temperature is high, then check for a

restriction in the oil passages of the oil cooler. A
restriction in the oil cooler will not cause low oil
pressure in the engine.

Determine if the oil cooler bypass valve is held in the

open position. This condition will allow the oil to pass
through the valve instead of the oil cooler. The oil
temperature will increase.
74 SENR1018-03
Testing and Adjusting Section

Cooling System 4. Check the fan clutch. A fan clutch that is not
turning at the correct speed can cause improper
air speed across the radiator core. The lack of
i01318725 proper air flow across the radiator core can cause
the coolant not to cool to the proper temperature
Cooling System - Check differential.
(Overheating) 5. Check the water temperature gauge. A water
SMCS Code: 1350-535 temperature gauge which does not work correctly
will not show the correct temperature. Refer to
Above normal coolant temperatures can be caused Testing and Adjusting, “Cooling System - Inspect”.
by many conditions. Use the following procedure
to determine the cause of above normal coolant 6. Check the sending unit. In some conditions, the
temperatures: temperature sensor in the engine sends signals
to a sending unit. The sending unit converts these
signals to an electrical impulse which is used by a
mounted gauge. If the sending unit malfunctions,
the gauge can show an incorrect reading. Also if
Personal injury can result from escaping fluid un- the electric wire breaks or if the electric wire shorts
der pressure. out, the gauge can show an incorrect reading.

If a pressure indication is shown on the indicator, 7. Check the radiator.

push the release valve in order to relieve pressure
before removing any hose from the radiator. a. Check the radiator for a restriction to coolant
flow. Check the radiator for debris, dirt, or
deposits on the inside of the radiator core.
1. Check the coolant level in the cooling system.
Debris, dirt, or deposits will restrict the flow of
Refer to Operation and Maintenance Manual,
coolant through the radiator.
“Cooling System Coolant Level - Check”. If the
coolant level is too low, air will get into the cooling
b. Check for debris or damage between the fins
system. Air in the cooling system will cause a
of the radiator core. Debris between the fins of
reduction in coolant flow and bubbles in the
the radiator core restricts air flow through the
coolant. Air bubbles will keep coolant away from
radiator core. Refer to Testing and Adjusting,
the engine parts, which will prevent the transfer of
“Cooling System - Inspect”.
heat to the coolant. Low coolant level is caused by
leaks or incorrectly filling the radiator.
c. Ensure that the radiator size is according to the
OEM’S specifications. An undersized radiator
2. Check the mixture of antifreeze and water. The
does not have enough area for the effective
mixture should be approximately 50 percent
release of heat. This may cause the engine to
water and 50 percent antifreeze with 3 to 6
run at a temperature that is higher than normal.
percent coolant conditioner. Refer to Operation
The normal temperature is dependent on the
and Maintenance Manual, “General Coolant
ambient temperature.
Information”. If the coolant mixture is incorrect,
drain the system. Put the correct mixture of water,
8. Check the filler cap. A pressure drop in the
antifreeze and coolant conditioner in the cooling
radiator can cause the boiling point to be lower.
system.
This can cause the cooling system to boil. Refer
to Testing and Adjusting, “Cooling System - Test”.
3. Check for air in the cooling system. Air can enter
the cooling system in different ways. The most
9. Check the fan and/or the fan shroud.
common causes of air in the cooling system
are not filling the cooling system correctly and
a. The fan must be large enough to send air
combustion gas leakage into the cooling system.
through most of the area of the radiator
Combustion gas can get into the system through
core. Ensure that the size of the fan and the
inside cracks, a damaged cylinder head, or a
position of the fan are according to the OEM
damaged cylinder head gasket. Air in the cooling
specifications.
system causes a reduction in coolant flow and
bubbles in the coolant. Air bubbles keep coolant
b. The fan shroud must be the proper size and
away from the engine parts, which prevents the
the fan shroud must be positioned correctly.
transfer of heat to the coolant.
Ensure that the size of the fan shroud and the
position of the fan shroud are according to the
OEM specifications.
SENR1018-03
10. Check for loose drive belts.
a. A loose fan drive belt will cause a reduction
in the air flow across the radiator. Check the
fan drive belt for proper belt tension. Adjust
the tension of the fan drive belt, if necessary.
Refer to Operation and Maintenance Manual,
“Belt - Inspect”.
b. Worn gears within the water pump will cause a
reduction in coolant flow through the radiator.
Check the gears within the water pump for any
worn edges.
11. Check the cooling system hoses and clamps.
Damaged hoses with leaks can normally be seen.
Hoses that have no visual leaks can soften during
operation. The soft areas of the hose can become
kinked or crushed during operation. These areas
of the hose can cause a restriction in the coolant
flow. Hoses become soft and/or get cracks
after a period of time. The inside of a hose can
deteriorate, and the loose particles of the hose
can cause a restriction of the coolant flow. Refer
to Operation and Maintenance Manual, “Hoses
and Clamps - Inspect/Replace”.
12. Check for a restriction in the air inlet system.
A restriction of the air that is coming into the
engine can cause high cylinder temperatures.
High cylinder temperatures require higher than
normal temperatures in the cooling system. Refer
to Testing and Adjusting, “Air Inlet and Exhaust
System - Inspect”.
a. If the measured restriction is higher than the
maximum permissible restriction, remove the
foreign material from the engine air cleaner
element or install a new engine air cleaner
element. Refer to Operation and Maintenance
Manual, “Engine Air Cleaner Element -
Clean/Replace”.
b. Check for a restriction in the air inlet system
again.
c. If the measured restriction is still higher than
the maximum permissible restriction, check the
air inlet piping for a restriction.
13. Check for a restriction in the exhaust system.
A restriction of the air that is coming out of the
engine can cause high cylinder temperatures.
a. Make a visual inspection of the exhaust
system. Check for damage to exhaust piping or
for a damaged muffler. If no damage is found,
check the exhaust system for a restriction.
Refer to Testing and Adjusting, “Air Inlet and
Exhaust System - Inspect”.
75
Testing and Adjusting Section
b. If the measured restriction is higher than the
maximum permissible restriction, there is a
restriction in the exhaust system. Repair the
exhaust system, as required.
14. Check the shunt line. The shunt line must be
submerged in the expansion tank. A restriction
of the shunt line from the radiator top tank to the
engine water pump inlet will cause a reduction
in water pump efficiency. A reduction in water
pump efficiency will result in low coolant flow and
overheating.
15. Check the water temperature regulator. A water
temperature regulator that does not open, or a
water temperature regulator that only opens part
of the way can cause overheating. Refer to Testing
and Adjusting, “Water Temperature Regulator -
Test”.
16. Check the water pump. A water pump with a
damaged impeller does not pump enough coolant
for correct engine cooling. Remove the water
pump and check for damage to the impeller. Refer
to Testing and Adjusting, “Water Pump - Test”.
17. Check the air flow through the engine
compartment. The air flow through the radiator
comes out of the engine compartment. Ensure
that the filters, air conditioner, and similar items
are not installed in a way that prevents the free
flow of air through the engine compartment.
18. Check the aftercooler. A restriction of air flow
through the air to air aftercooler (if equipped) can
cause overheating. Check for debris or deposits
which would prevent the free flow of air through
the aftercooler. Refer to Testing and Adjusting,
“Aftercooler - Test”.
19. Consider high outside temperatures. When
outside temperatures are too high for the rating
of the cooling system, there is not enough of a
temperature difference between the outside air
and coolant temperatures.
20. Consider high altitude operation. The cooling
capacity of the cooling system goes down as
the engine is operated at higher altitudes. A
pressurized cooling system that is large enough to
keep the coolant from boiling must be used.
21. The engine may be running in the lug condition.
When the load that is applied to the engine is
too large, the engine will run in the lug condition.
When the engine is running in the lug condition,
engine rpm does not increase with an increase of
fuel. This lower engine rpm causes a reduction in
air flow through the radiator. This lower engine
rpm also causes a reduction in coolant flow
through the system. This combination of less air
and less coolant flow during high input of fuel will
cause above normal heating.
76 SENR1018-03
Testing and Adjusting Section

i01390078 7. Look for air or combustion gas in the cooling

system.
Cooling System - Inspect
8. Inspect the filler cap, and check the surface that
SMCS Code: 1350-040 seals the filler cap. This surface must be clean.
Cooling systems that are not regularly inspected are
the cause for increased engine temperatures. Make i01285787
a visual inspection of the cooling system before any
tests are performed. Cooling System - Test
SMCS Code: 1350-040; 1350-081

This engine has a pressure type cooling system. A

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. Check the coolant level in the cooling system.
Refer to Operation and Maintenance Manual,
“Cooling System Coolant Level - Check”.
2. Check the quality of the coolant. The coolant
should have the following properties:
pressure type cooling system has two advantages.
The cooling system can be operated in a safe manner
at a temperature higher than the normal boiling point
(steam) of water.
This type of system prevents cavitation in the water
pump. Cavitation is the forming of low pressure
bubbles in liquids that are caused by mechanical
forces. With this type of cooling system, an air pocket
or a steam pocket becomes more difficult to create in
the cooling system.

• Color that is similar to new coolant

• Odor that is similar to new coolant
• Free from dirt and debris
If the coolant does not have these properties,
drain the system and flush the system. Refill
the cooling system with the correct mixture of
water, antifreeze, and coolant conditioner. Refer
to Operation and Maintenance Manual, “General
Coolant Information”. Illustration 53
g00286266

Boiling point of water

3. Look for leaks in the system.

Note: A small amount of coolant leakage across
the surface of the water pump seals is normal. This
leakage is required in order to provide lubrication for
this type of seal. A hole is provided in the water pump
housing in order to allow this coolant/seal lubricant
to drain from the pump housing. Intermittent leakage
of small amounts of coolant from this hole is not an
indication of water pump seal failure.
Remember that temperature and pressure work
together. When a diagnosis is made of a cooling
system problem, temperature and pressure must be
checked. Cooling system pressure will have an effect
on the cooling system temperature. For an example,
refer to Illustration 53. This will show the effect of
pressure on the boiling point (steam) of water. This
will also show the effect of height above sea level.

4. Ensure that the airflow through the radiator does

not have a restriction. Look for bent core fins
between the folded cores of the radiator. Also, look
for debris between the folded cores of the radiator.

5. Inspect the drive belts for the fan.

6. Check for damage to the fan blades.

SENR1018-03 77
Testing and Adjusting Section

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 Illustration 54

g00286267
contact with skin and eyes. 4C-6500 Digital Thermometer

The coolant level must be to the correct level in order
to check the coolant system. The engine must be
cold and the engine must not be running.
After the engine is cool, loosen the pressure cap
in order to relieve the pressure out of the cooling
system. Then remove the pressure cap.
The 4C-6500 Digital Thermometer is used in the
diagnosis of overheating conditions and in the
diagnosis of overcooling conditions. This group can
be used to check temperatures in several different
parts of the cooling system. Refer to Operating
Manual, NEHS0554, “4C-6500 Digital Thermometer
Group” for the testing procedure.

The level of the coolant should not be more than

13 mm (0.5 inch) from the bottom of the filler pipe. If
the cooling system is equipped with a sight glass,
the coolant should be to the proper level in the sight
glass.

Test Tools For Cooling System

Table 12
Tools Needed
Part
Part Name Quantity
Number
4C-6500 Digital Thermometer 1 Illustration 55
g00286269

8T-2700 Blowby/Air Flow Indicator 1 8T-2700 Blowby/Air Flow Indicator

9S-8140 Pressurizing Pump 1 The 8T-2700 Blowby/Air Flow Indicator is used to

9U-7400 Multitach Tool Group 1 check the air flow through the radiator core. Refer to
Special Instruction, SEHS8712, “Using the 8T-2700
Blowby/Air Flow Indicator” for the test procedure for
checking blowby.

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.
78 SENR1018-03
Testing and Adjusting Section

Check the coolant frequently in cold weather for

the proper glycol concentration. Use either the
1U-7297 Coolant/Battery Tester or the 1U-7298
Coolant/Battery Tester in order to ensure adequate
freeze 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.

Making the Correct Coolant

Mixtures
g00286276
Adding pure antifreeze as a makeup solution for the
Illustration 56 cooling system top-off is an unacceptable practice.
9U-7400 Multitach Adding pure antifreeze increases the concentration
of coolant in the cooling system. This increases
The 9U-7400 Multitach Tool Group is used to the concentration of the dissolved solids and the
check the fan speed. Refer to Operating Manual, undissolved chemical inhibitors in the cooling system.
NEHS0605, “9U-7400 Multitach Tool Group ” for the Add the antifreeze and water mixture in the same
testing procedure. concentration as your cooling system. The following
chart assists in determining the correct concentration
of antifreeze and water. Refer to Operation and
Maintenance Manual, “General Coolant Information”.

Table 13

Coolant Concentrations
Temperature Concentration
30% antifreeze and
Protection to −15 °C (5 °F)
70% water
Protection to −23 °C 40% antifreeze and
(−10 °F) 60% water
Protection to −37 °C 50% antifreeze and
(−34 °F) 50% water
g00286369
Illustration 57
Protection to −51 °C 60% antifreeze and
9S-8140 Pressurizing Pump
(−60 °F) 40% water
The 9S-8140 Pressurizing Pump is used to test the
filler caps. This pressurizing pump is also used to Checking the Filler Cap
pressure test the cooling system for leaks.
Table 14
Tools Needed
Part
Part Name Quantity
Number
9S-8140 Pressurizing Pump 1

One cause for a pressure loss in the cooling system

can be a damaged seal on the radiator filler cap.

g00439083
Illustration 58
1U-7297 Coolant/Battery Tester or 1U-7298 Coolant/Battery
Tester
SENR1018-03 79
Testing and Adjusting Section

3. Look at the gauge for the exact pressure that

opens the filler cap.

4. Compare the gauge reading with the opening

pressure that is listed on the filler cap.

5. If the filler cap is damaged, replace the filler cap.

Testing The Radiator And Cooling

System For Leaks
Table 15
Tools Needed
g00296067
Illustration 59 Part
Part Name Quantity
Typical schematic of filler cap Number
(1) Sealing surface of both filler cap and radiator 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

Personal injury can result from hot coolant, steam
and under pressure. The radiator and all lines
and alkali.
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
Remove filler cap slowly to relieve pressure only
to heaters or the engine contain hot coolant or
when engine is stopped and radiator cap is cool
steam. Any contact can cause severe burns.
enough to touch with your bare hand.
Remove filler cap slowly to relieve pressure only
Cooling System Conditioner contains alkali. Avoid
when engine is stopped and radiator cap is cool
contact with skin and eyes.
enough to touch with your bare hand.

To check for the amount of pressure that opens the Cooling System Conditioner contains alkali. Avoid
filler cap, use the following procedure: contact with skin and eyes.

1. After the engine cools, carefully loosen the filler

1. After the engine is cool, loosen the filler cap slowly
cap. Slowly release the pressure from the cooling
and allow pressure out of the cooling system.
system. Then, remove the filler cap.
Then remove the filler cap from the radiator.
Carefully inspect the filler cap. Look for any
2. Ensure that the coolant level is above the top of
damage to the seals and to the sealing surface.
the radiator core.
Inspect the following components for any foreign
substances:
3. Install the 9S-8140 Pressurizing Pump onto the
radiator.
• Filler cap
4. Take the pressure reading on the gauge to 20 kPa
• Seal (3 psi) more than the pressure on the filler cap.
• Surface for seal 5. Check the radiator for leakage on the outside.
Remove any deposits that are found on these
6. Check all connection points for leakage, and
items, and remove any material that is found on
check the hoses for leakage.
these items.
The cooling system does not have leakage only if the
2. Install the filler cap on the 9S-8140 Pressurizing
following conditions exist:.
Pump.
• You do NOT observe any outside leakage.
80 SENR1018-03
Testing and Adjusting Section

• The reading remains steady after five minutes.

The inside of the cooling system has leakage only if
the following conditions exist:

• The reading on the gauge goes down.

• You do NOT observe any outside leakage.
Make any repairs, as required.

Test For The Water Temperature

Gauge
g00681430
Table 16 Illustration 60

Tools Needed Typical example

(1) Water manifold assembly
Part
Part Name Quantity
Number
Remove a plug from water manifold assembly (1).
4C-6500 Digital Thermometer 1 Install one of the following thermometers in the open
or or port:
2F-7112 Thermometer
• The 4C-6500 Digital Thermometer
• The 2F-7112 Thermometer
Personal injury can result from escaping fluid un- A temperature indicator of known accuracy can also
der pressure. be used to make this check.
If a pressure indication is shown on the indicator, Start the engine. Run the engine until the temperature
push the release valve in order to relieve pressure reaches the desired range according to the test
before removing any hose from the radiator. thermometer. If necessary, place a cover over part of
the radiator in order to cause a restriction of the air
flow. The reading on the water temperature indicator
should agree with the test thermometer within the
tolerance range of the water temperature indicator.
Making contact with a running engine can cause
burns from hot parts and can cause injury from
rotating parts. i01666401

When working on an engine that is running, avoid Water Temperature Regulator

contact with hot parts and rotating parts. - Test
Check the accuracy of the water temperature SMCS Code: 1355-081; 1355-081-ON
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.

Coolant temperature can also be read on the display 1. Remove the water temperature regulator from the
screens of the Electronic Service Tool. engine.
SENR1018-03 81
Testing and Adjusting Section

2. Heat water in a pan until the temperature of

the water is equal to the fully open temperature
of the water temperature regulator. Refer to
Making contact with a running engine can cause
Specifications, “Water Temperature Regulator”
burns from hot parts and can cause injury from
for the fully open temperature of the water
rotating parts.
temperature regulator. Stir the water in the pan.
This will distribute the temperature throughout the
When working on an engine that is running, avoid
pan.
contact with hot parts and rotating parts.
3. Hang the water temperature regulator in the pan
of water. The water temperature regulator must Perform the following procedure in order to determine
be below the surface of the water. The water if the water pump is operating correctly:
temperature regulator must be away from the
sides and the bottom of the pan. 1. Remove a plug from water manifold assembly (1).

4. Keep the water at the correct temperature for ten 2. Install the 6V-7775 Air Pressure Gauge in the
minutes. port.

5. After ten minutes, remove the water temperature
regulator. Immediately measure the opening
of the water temperature regulator. Refer to
Specifications, “Water Temperature Regulator”
for the minimum opening distance of the
water temperature regulator at the fully open
temperature.
3. Start the engine. Run the engine until the coolant
is at operating temperature.
4. Note the water pump pressure. The water pump
pressure should be at least 100 kPa (15 psi) at
rated speed.

If the distance is less than the amount listed in the

manual, replace the water temperature regulator.

i02169116

Water Pump - Test

SMCS Code: 1361-081

Table 17
Tools Needed
Part
Part Name Quantity
Number
6V-7775 Air Pressure Gauge 1

g01105967
Illustration 61
(1) Water manifold assembly
82 SENR1018-03
Testing and Adjusting Section

Basic Engine Refer to Guideline For Reusable Parts, “Pistons And

Cylinder Liners” for information that relates to the
reusability of pistons and related components.
i01892144

Piston Ring Groove - Inspect i02088908

SMCS Code: 1214-040 Connecting Rod Bearings -

Inspect
Aluminum Pistons (If Equipped)
SMCS Code: 1219-040
Table 18
The connecting rod bearings fit tightly in the bore in
Tools Needed
the rod. If the bearing joints are worn, check the bore
Part Number Part Name Quantity size. This can be an indication of wear because of
a loose fit.
Gauge(Piston
4C-8169 1
Ring Groove)
Refer to Guideline For Reusable Parts, SEBF8009,
Piston Ring “Main and Connecting Rod Bearings” for reuse
1U-6431 Groove Gauge 1 information.
Gp
Piston Ring Connecting rod bearings are available with smaller
5P-3519 Groove Gauge 1 inside diameters than the original size bearings.
Gp These bearings are for crankshafts that have been
ground.
For 3408E or 3412E engines that have aluminum
pistons with a top ring groove that is a keystone type, i02142592
use the 4C-8169 Gauge (Piston Ring Groove) to
check the top ring groove. Main Bearings - Inspect
The intermediate piston ring groove is also a SMCS Code: 1203-040
keystone design ring groove. The 1U-6431 Piston
Ring Groove Gauge is available to check the Main bearings are available with smaller inside
intermediate ring groove in the piston. diameters than the original size bearings. These
bearings are for crankshafts that have been ground.
Use the 5P-3519 Piston Ring Groove Gauge Gp to
check the oil control ring groove in the piston. Main bearings are available with larger outside
diameters than the original size bearings. These
bearings are used for the cylinder blocks with the
Steel Pistons main bearing bore that is made larger than the bore’s
original size.
Table 19
Tools Needed Refer to the Guideline For Reusable Parts,
Part Number Part Name Quantity
SEBF8009, “Main and Connecting Rod Bearings” for
reuse information.
Piston Ring
132-4389 Groove Gauge 1 Refer to Special Instruction, SMHS7606, “Use of
Gp 1P-4000 Line Boring Tool Group” for the instructions
Piston Ring that are needed to use the tool group. This tool is
5P-3519 Groove Gauge 1 used in order to check the alignment of the main
Gp bearing bores. The 1P-3537 Dial Bore Gauge Group
can be used to check the size of the bore.
For 3408E or 3412E engines that have steel pistons
with a top ring groove that is a keystone type, use the
132-4389 Piston Ring Groove Gauge Gp to check
the top ring groove.

Use the 5P-3519 Piston Ring Groove Gauge Gp to

check the intermediate ring groove and the oil control
ring groove in the piston.
SENR1018-03 83
Testing and Adjusting Section

i02142597 i01833053

Cylinder Block - Inspect Cylinder Liner Projection -

SMCS Code: 1201-040
Inspect
Table 20 SMCS Code: 1216-040
Required Tools Note: The following procedure does not require the
Part use of an “H” bar to hold the liners while the liner
Part Name Quantity projection measurements are taken.
Number
1P-3537 Dial Bore Gauge Group 1 The 8T-0455 Liner Projection Tool Group can be
used to check the liner projection. Refer to Special
Instruction, “Use of the 8T-0455 Liner Projection
Tool Group” for more information on the use of the
tool.

g00285686
Illustration 62
1P-3537 Dial Bore Gauge Group

If the main bearing caps are installed without g00294304

bearings, the bore in the block for the main bearings Illustration 63
can be checked. Tighten the nuts on the bearing caps Liner Projection Components
to the torque that is given in Specifications, “Cylinder (1) Bolt
Block”. Alignment error in the bores must not be more (2) Washer
than 0.08 mm (0.003 inch). (3) Washer
(4) Spacer plate
(5) Block
The 1P-3537 Dial Bore Gauge Group can be used (6) Cylinder liner
to check the size of the bore.
Table 21

i01636218 Needed Components

Cylinder Head - Inspect Item Part Number Description

Quantity
For One
Cylinder
SMCS Code: 1100-040
1 7H-3598 Bolt 6
1. Remove the cylinder head from the engine. Refer 2 8F-1484 Washer 6
to Disassembly and Assembly, “Cylinder Head -
Remove”. 3 7K-1977 Washer 6
7 7X-0564 Washer 6
2. Clean the cylinder head thoroughly. Make sure
that the contact surfaces of the cylinder head and 8 126-1454 Washer 6
the cylinder block are clean, smooth and flat.
Note: The 7K-1977 Washer and the 126-1454
3. Inspect the bottom surface of the cylinder head Washer are fabric washers. These washers are
for pitting, corrosion, and cracks. Inspect the area a disposable item. You may wish to order more
around the valve seat inserts and the holes for washers than the amount that is indicated.
the fuel injection nozzles.

4. Refer to Specifications, “Cylinder Head” for the

proper dimensions of the cylinder head.
84 SENR1018-03
Testing and Adjusting Section

g00681556
Illustration 64
SENR1018-03 85
Testing and Adjusting Section

g00533882
Illustration 65
86 SENR1018-03
Testing and Adjusting Section

1. Install a new spacer plate gasket and a clean When the liner projection is correct, put a temporary
spacer plate. mark on the liner and the spacer plate. Set the liners
aside.
2. Install the cylinder liners in the cylinder block
without seals or bands. Note: Refer to Disassembly and Assembly, “Cylinder
Liner - Install” for the correct final installation
3. Install the washers. procedure for the cylinder liners.

4. Install all bolts or the six bolts around the liner.
Torque for bolts .......................... 95 N·m (70 lb ft)
5. Use the 8T-0455 Liner Projection Tool Group to
measure the liner projection at “A”, “B”, “C” and
“D”.
6. Record measurements for each cylinder.
7. Add the four readings for each cylinder. Divide the
sum by four in order to find the average.
Table 22
Specifications
0.025 to 0.152 mm
Liner Projection
(0.0010 to 0.0060 inch)
When the engine is ready for final assembly, the
following items must be lubricated before installation.
• O-ring seals
• cylinder block
• upper filler band
Note: Apply liquid soap and/or clean engine oil
immediately before assembly. Avoid applying the
liquid soap and/or clean engine oil to the seals too
early. The seals may swell. This will cause the seals
to be pinched underneath the liners during the liner
installation.
i01764347

Maximum Variation In
Each Liner
0.051 mm (0.0020 inch) Flywheel - Inspect
Maximum Average SMCS Code: 1156-040
Variation Between 0.051 mm (0.0020 inch)
Adjacent Liners
Face Runout (Axial Eccentricity) of
Maximum Variation
Between All Liners
0.102 mm (0.0040 inch) the Flywheel
Table 23
Note: If the liner projection changes around the liner, Tools Needed Quantity
turn the liner to a new position within the bore. If the
liner projection is not within specifications, move the 8T-5096 Dial Indicator 1
liner to a different bore. Inspect the top face of the
cylinder block.

A thinner spacer plate should be installed if the

liner projection measurements are below the
specifications. The spacer plate should also be
installed if the liner projection measurements are
low within a range. These plates are 0.076 mm
(0.0030 inch) thinner than the regular plate. The
plates will increase the liner projection. This will
increase the fire ring crush. Use these spacer plates
to compensate for low liner projections that are less
than the 0.076 mm (0.0030 inch). Use these spacer
plates if the inspection of the top deck reveals no
measurable damage directly under the liner flanges
g00812156
but the average liner projection is less than 0.076 mm Illustration 66
(0.0030 inch). Checking face runout of the flywheel

Do not exceed the maximum liner projection of 1. Refer to Illustration 66 and install the dial indicator.
0.152 mm (0.006 inch). The excessive liner projection Always put a force on the crankshaft in the same
will contribute to cracking of the liner flange. direction before the dial indicator is read. This will
remove any crankshaft end clearance.
SENR1018-03 87
Testing and Adjusting Section

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.

4. Take the measurements at all four points. The

difference between the lower measurements and
the higher measurements that are performed at
all four points must not be more than 0.15 mm
(0.006 inch), which is the maximum permissible
face runout (axial eccentricity) of the flywheel.

Bore Runout (Radial Eccentricity)

of the Flywheel g00286058
Illustration 68
Table 24 Checking the flywheel clutch pilot bearing bore
Tools Needed Quantity
5. To find the runout (eccentricity) of the pilot bearing
8T-5096 Dial Indicator 1 bore, use the preceding procedure.

6. The runout (eccentricity) of the bore for the pilot

bearing in the flywheel must not exceed the
following value:

Maximum runout of the bore for the pilot bearing

in the flywheel .................... 0.13 mm (0.005 inch)

i01461438

Flywheel Housing - Inspect

SMCS Code: 1157-040
Table 25
g00812155
Illustration 67
Tools Needed
Checking bore runout of the flywheel
Part
Part Name Quantity
1. Install 7H-1942 Dial Indicator (3). Make an Number
adjustment of 7H-1940 Universal Attachment 8T-5096 Dial Indicator 1
(4) so the dial indicator makes contact on the
flywheel.
Face Runout (Axial Eccentricity) of
2. Set the dial indicator to read 0.0 mm (0.00 inch).
the Flywheel Housing
3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator.

4. Take the measurements at all four points. The

difference between the lower measurements and
the higher measurements that are performed at all
four points must not be more than the following
values for the maximum permissible bore runout
(radial eccentricity) of the flywheel.

Maximum flywheel bore runout .............. 0.15 mm

(0.006 inch)

g00285931
Illustration 69
8T-5096 Dial Indicator
88 SENR1018-03
Testing and Adjusting Section

If you use any other method except the method that 1. Fasten a dial indicator to the flywheel so the anvil
is given here, always remember that the bearing of the dial indicator will contact the bore of the
clearance must be removed in order to receive the flywheel housing.
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. Use a rubber mallet and tap the crankshaft toward

the rear before the dial indicator is read at each
point.

g00285932
Illustration 72
Checking bore runout of the flywheel housing

g00285932
Illustration 70
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
g00763974
Illustration 73
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 Illustration 73. 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).

5. Turn the flywheel counterclockwise in order to

put the dial indicator at position (B). Write the
measurements in the chart.
g00285934
Illustration 71
8T-5096 Dial Indicator
SENR1018-03 89
Testing and Adjusting Section

6. Turn the flywheel counterclockwise in order to i01636620

put the dial indicator at position (C). Write the
measurement in the chart. Gear Group - Inspect
7. Turn the flywheel counterclockwise in order to SMCS Code: 1206-040
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.

g00847237
Illustration 75
(1) Pump drive gear
(2) Camshaft gear
(3) Water pump drive gear
g00286046 (4) Accessory drive gear
Illustration 74
(5) Idler gear and balancer gear
Graph for total eccentricity (6) Plate
(1) Total vertical eccentricity (7) Crankshaft gear
(2) Total horizontal eccentricity (8) Engine oil pump drive gear
(3) Acceptable value
(4) Unacceptable value Align the “H” marks on pump drive gear (1) and
camshaft gear (2).
10. Find the intersection of the eccentricity lines
(vertical and horizontal) in Illustration 74. Align the “V” marks on camshaft gear (2) and idler
gear (5).
11. If the point of the intersection is in the “Acceptable”
range, the bore is in alignment. If the point of Align the “V” marks on balancer gear (5) and
intersection is in the “Not acceptable” range, the crankshaft gear (7).
flywheel housing must be changed.
Note: If one or more of the gears need to be removed
for repair, refer to Disassembly and Assembly, “Gear
Group (Front) - Remove” in order to properly remove
the gears. Refer to Disassembly and Assembly,
“Gear Group (Front) - Install” in order to properly
install the gears.

Inspect the gears for wear or for damage. If the gears

are worn or damaged, use new parts for replacement.

Refer to Specifications, “Gear Group (Front)” for

backlash measurements.
90 SENR1018-03
Testing and Adjusting Section

i02101921 Viscous Vibration Damper (If

Vibration Damper - Check Equipped)
SMCS Code: 1205-535

Rubber Vibration Damper (If

Equipped)

g00681808
Illustration 76 g00750399
Illustration 77
Vibration damper and pulley
Viscous vibration damper
(1) Adapter
(1) Crankshaft pulley
(2) Rubber
(2) Weight
(3) Damper assembly
(3) Case
(4) Bolt
(5) Crankshaft pulley
Damage to the vibration damper or failure of the
The vibration damper is installed on the front of vibration damper will increase vibrations. This will
crankshaft. The space in the damper assembly (3) is result in damage to the crankshaft.
filled with rubber (2). The vibration damper limits the
torsional vibration. Replace the damper if any of the following conditions
exist:
Replace the damper if any of the following conditions
exist: • The damper is dented, cracked, or fluid is leaking
from the damper.
• The damper is dented or cracked.
• The paint on the damper is discolored from
• The paint on the damper is discolored from heat. excessive heat.

• There is a large amount of gear train wear that is
not caused by lack of oil.
• Analysis of the oil has revealed that the front main
bearing is badly worn.
• The engine has had a failure because of a broken
crankshaft.
• The damper is bent.
• The bolt holes are worn or there is a loose fit for
the bolts.
• The engine has had a crankshaft failure due to
torsional forces.
NOTICE
Inspect the viscous vibration damper for signs of leak-
ing and for signs of damage to the case. Either of
these conditions can cause the weight to contact the
case. This contact can affect damper operation.
SENR1018-03 91
Testing and Adjusting Section

Electrical System
i01126605

Battery - Test
SMCS Code: 1401-081

Most of the tests of the electrical system can be done

on the engine. The wiring insulation must be in good
condition. The wire and cable connections must be
clean, and both components must be tight.

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 the battery is being charged. Damage occurs
because the load from the battery is lost and because
there is an increase in charging voltage. High voltage
will damage the charging unit, the regulator, and other
electrical components.

See Special Instruction, SEHS7633, “Battery Test

Procedure” for the correct procedures to use to
test the battery. This publication also contains the
specifications to use when you test the battery.

i01660532

Belt Tension Chart

SMCS Code: 1357

Note: Do not use the belt tension charts for belts with
tensioners that are spring loaded.
92 SENR1018-03
Testing and Adjusting Section

Table 26
Belt Tension Chart
Kent-Moore Gauge
Gauge Reading
Size Numbers
of Width of Belt Number Number of
Belt Belt Tension Belt Tension
of the Old the New
“Initial”(1) “Used”(2)(3)
Gauge Gauge
3/8 10.72 mm (0.422 inch) 534 ± 111 N (120 ± 25 lb) 400 ± 22 N (90 ± 5 lb) BT-33-97 BT 3397
1/2 13.89 mm (0.547 Inch) 578 ± 111 N (130 ± 25 lb) 445 ± 44 N (100 ± 10 lb) BT-33-97 BT 3397
5V 15.88 mm (0.626 Inch) 712 ± 111 N (160 ± 25 lb) 445 ± 44 N (100 ± 10 lb) BT-33-72C BT 3372C
11/16 17.48 mm (0.688 Inch) 712 ± 111 N (160 ± 25 lb) 445 ± 44 N (100 ± 10 lb) BT-33-72C BT 3372C
3/4 19.05 mm (0.750 Inch) 712 ± 111 N (160 ± 25 lb) 445 ± 44 N (100 ± 10 lb) BT-33-72C BT 3372C
15/16 23.83 mm (0.938 Inch) 712 ± 111 N (160 ± 25 lb) 445 ± 44 N (100 ± 10 lb) BT-33-77 BT 3372C
8PK 27.82 mm (1.095 inch) 1068 ± 111 N (240 ± 25 lb) 890 ± 44 N (200 ± 10 lb) BT-33-109 BT 33109
6PK 20.94 mm (0.824 Inch) 801 ± 111 N (180 ± 25 lb) 667 ± 44 N (150 ± 10 lb) BT-33-109 BT 33109
Measure the tension of the belt that is farthest from the engine.
(1) Belt tension “Initial” is for a new belt.
(2) Belt tension “Used” is for a belt that has operated for 30 minutes or more of operation at the rated speed.
(3) If a belt falls below the “Used” belt tension, the belt should be tightened again to the high side of the “Used” belt tension.

Table 27

DAYCO Supplied Belts Only

Belt Tension Belt Tension
Size of Belt
“Initial” “Used”(4)
0.380 (V-Belt) 623 ± 22 N (140 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.440 (V-Belt) 667 ± 22 N (150 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.500 (V-Belt) 712 ± 22 N (160 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.600 (V-Belt) 779 ± 22 N (175 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.660 (V-Belt) 890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
0.790 (V-Belt) 890 ± 22 N (200 ± 5 lb) 245 - 534 N (100 ± 5 lb)
4 - RIB PVK 623 ± 22 N (140 ± 5 lb) 267 - 445 N (90 ± 5 lb)
5 - RIB PVK 779 ± 22 N (175 ± 5 lb) 334 - 556 N (100 ± 5 lb)
6 - RIB PVK 934 ± 22 N (210 ± 5 lb) 400 - 667 N (130 ± 5 lb)
8 - RIB PVK 1157 ± 22 N (260 ± 5 lb) 534 - 890 N (180 ± 5 lb)
10 - RIB PVK 1557 ± 22 N (350 ± 5 lb) 667 - 1112 N (230 ± 5 lb)
12 - RIB PVK 1869 ± 22 N (420 ± 5 lb) 800 - 1335 N (270 ± 5 lb)
15 - RIB PVK 2336 ± 22 N (525 ± 5 lb) 1000 - 1669 N (350 ± 5 lb)
(4) If a belt falls below the “Used” belt tension, the belt should be tightened again to the “Initial” belt tension.
SENR1018-03 93
Testing and Adjusting Section

i01461457
Charging System - Test
SMCS Code: 1406-081
The condition of charge in the battery at each
regular inspection will show if the charging system
is operating correctly. An adjustment is necessary
when the battery is constantly in a low condition of
charge or a large amount of water is needed. There
are no adjustments on maintenance free batteries.
A large amount of water would be more than one
ounce of water per cell per week or per every 100
service hours.
When it is possible, make a test of the charging
unit and voltage regulator on the engine, and use
wiring and components that are a permanent part of
the system. Off-engine testing or bench testing will
give a test of the charging unit and voltage regulator
operation. This testing will give an indication of
needed repair. After repairs are made, perform a test
in order to prove that the units have been repaired to
the original condition of operation.
Alternator Regulator
The charging rate of the alternator should be checked
when an alternator is charging the battery too much
or not charging the battery enough.
• Keyswitch
• Start relay
• Starting motor solenoid
• Starting motor
Trouble with the starting system could be caused by
the battery or by charging system problems. If the
starting system is suspect, refer to Service Manual,
SENR3581, “37-MT, 41-MT & 42-MT Series Starting
Motors”. This publication contains troubleshooting
for the starting system, test procedures, and
specifications.
i01286702
Pinion Clearance - Adjust
SMCS Code: 1454-025
The solenoid position on the starting motor controls
the pinion clearance. If the solenoid position is
correct, the pinion clearance is correct. Do the
following procedure to adjust the solenoid position.

Alternator output should be 28 ± 1 volt on a 24 volt

system and 14 ± 0.5 volt on a 12 volt system. No
adjustment can be made in order to change the rate
of charge on the alternator regulators. If the rate of
charge is not correct, a replacement of the regulator
is necessary. For individual alternator output, refer to
Specification, “Alternator and Regulator”.

See Special Instruction, REHS0354, “Charging

System Troubleshooting” for the correct procedures g00301238
Illustration 78
to use to test the charging system. This publication Solenoid Assembly
also contains the specifications to use when you test
Typical example
the charging system.
(1) Intermediate housing
(2) Solenoid mounting bracket
(3) Bolts
i01833081
(X) Distance for adjustment
Electric Starting System - Test
1. Check the distance (X) between the intermediate
SMCS Code: 1450-081 housing (1) and the solenoid mounting bracket
(2). Use calipers to check distance (X).
Most of the tests of the electrical system can be
done on the engine. The wiring insulation must be (X) Distance ............................. 62.05 ± 0.35 mm
in good condition. The wire and cable connections (2.443 ± 0.014 inch)
must be clean, and both components must be tight.
The battery must be fully charged. If the on-engine 2. If the distance (X) is not correct, loosen bolts (3)
test shows a defect in a component, remove the and move the solenoid until distance (X) is correct.
component for more testing. The solenoid mounting bracket (2) has elongated
holes.
The starting system consists of the following four
components: 3. Tighten the bolts (3) to 12 ± 3 N·m (9 ± 2 lb ft) after
the adjustment is correct.
94
Index Section
Index
A Engine Design ......................................................... 4
Air in Fuel - Test..................................................... 54
Air Inlet and Exhaust System .......................... 40, 61
Aftercooler.......................................................... 41
Turbocharger ..................................................... 41
Valve System Components................................ 42
Air Inlet and Exhaust System - Inspect.................. 61
Air Inlet Restriction............................................. 61
Exhaust Restriction ............................................ 62
B Engine Oil Leaks into the Combustion Area of the
Basic Engine.................................................... 48, 82
Camshaft............................................................ 49
Crankshaft.......................................................... 49
Cylinder Block Assembly ................................... 48
Cylinder Head Assembly.................................... 49
Pistons, Rings And Connecting Rods ................ 49
Vibration Damper ............................................... 49
Battery - Test ......................................................... 91
Belt Tension Chart ................................................. 91
C Flywheel ........................................................... 86
Charging System - Test ......................................... 93
Alternator Regulator........................................... 93
Compression - Test................................................ 65
Connecting Rod Bearings - Inspect....................... 82
Cooling System ............................................... 46, 74
Coolant Conditioner ........................................... 48
Cooling System - Check (Overheating) ................. 74
Cooling System - Inspect....................................... 76
Cooling System - Test............................................ 76
Checking the Filler Cap...................................... 78
Making the Correct Coolant Mixtures................. 78
Test For The Water Temperature Gauge ........... 80
Test Tools For Cooling System .......................... 77
Testing The Radiator And Cooling System For
Leaks................................................................ 79
Cylinder Block - Inspect......................................... 83
Cylinder Head - Inspect ......................................... 83
Cylinder Liner Projection - Inspect......................... 83
E Low Fuel Pressure ............................................. 59
Electric Starting System - Test............................... 93
Electrical System ............................................. 50, 91
Charging System Components .......................... 50
Engine Electrical System ................................... 50
Other Components............................................. 53
Starting System Components ............................ 51
Electronic Control System Components.................. 8
Electronic Control Module (ECM) ....................... 11
Engine Crankcase Pressure (Blowby) - Test ......... 65
SENR1018-03
3408E................................................................... 4
3412E................................................................... 4
Engine Oil Pressure - Test..................................... 69
Measuring Engine Oil Pressure ......................... 69
Reasons for High Engine Oil Pressure .............. 71
Reasons for Low Engine Oil Pressure ............... 70
Engine Valve Lash - Inspect/Adjust ....................... 66
Valve Lash Adjustment ...................................... 67
Valve Lash Check .............................................. 66
Excessive Bearing Wear - Inspect......................... 72
Excessive Engine Oil Consumption - Inspect........ 72
Cylinders .......................................................... 72
Engine Oil Leaks on the Outside of the Engine.. 72
Exhaust Temperature - Test................................... 65
F
Finding Top Center Position for No. 1 Piston......... 55
Flywheel - Inspect.................................................. 86
Bore Runout (Radial Eccentricity) of the
Flywheel ........................................................... 87
Face Runout (Axial Eccentricity) of the
Flywheel Housing - Inspect ................................... 87
Bore Runout (Radial Eccentricity) of the Flywheel
Housing ............................................................ 88
Face Runout (Axial Eccentricity) of the Flywheel
Housing ............................................................ 87
Fuel Quality - Test.................................................. 57
Fuel System...................................................... 11, 54
Component Description ..................................... 13
Components of the HEUI Injector ...................... 30
Operation of the HEUI Fuel System................... 16
Operation of the HEUI Injector........................... 34
Water Separator (if Equipped) ........................... 40
Fuel System - Inspect............................................ 54
Fuel System - Prime .............................................. 57
The Engine Has Been Rebuilt............................ 58
The Engine Has Been Run Out of Fuel ............. 58
The Secondary Fuel Filter Has Been Replaced.. 57
Fuel System Pressure - Test ................................. 59
Checking Fuel Pressure..................................... 60
Fuel Pressure Readings .................................... 59
High Fuel Pressure ............................................ 59
G
Gear Group - Inspect............................................. 89
Gear Group (Front) - Time..................................... 60
Static Check Of The Timing Gear Position ........ 60
General Information................................................. 5
Starting The Engine ............................................. 5
Glossary of Electronic Control Terms ...................... 5
SENR1018-03 95
Index Section

Important Safety Information ................................... 2

Increased Engine Oil Temperature - Inspect ......... 73
Inlet Manifold Pressure - Test ................................ 64

Lubrication System .......................................... 43, 69

Main Bearings - Inspect......................................... 82

Pinion Clearance - Adjust ...................................... 93

Piston Ring Groove - Inspect................................. 82
Aluminum Pistons (If Equipped)......................... 82
Steel Pistons ...................................................... 82

Systems Operation Section ..................................... 4

Table of Contents..................................................... 3
Testing and Adjusting Section ............................... 54
Turbocharger - Inspect .......................................... 62
Inspection of the Compressor and the Compressor
Housing ............................................................ 63
Inspection of the Turbine Wheel and the Turbine
Housing ............................................................ 63

Vibration Damper - Check ..................................... 90

Rubber Vibration Damper (If Equipped)............. 90
Viscous Vibration Damper (If Equipped) ............ 90

Water Pump - Test................................................. 81

Water Temperature Regulator - Test ..................... 80
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