UENR0997-12 (en-us)

January 2019

Systems Operation
Testing and Adjusting
C15 and C18 Engines for Caterpillar
Built Machines
NJH 1-UP (Machine)
L4D 1-UP (Machine)
L4E 1-UP (Machine)
L4F 1-UP (Machine)
EJD 1-UP (Machine)
EAZ 1-UP (Machine)
ECM 1-UP (Machine)
LTS 1-UP (Machine)
3F6 1-UP (Machine)
3F7 1-UP (Machine)
TWG 1-UP (Machine)

PUBLICATIONS.CAT.COM
 i06558969

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, including human factors
that can affect safety. 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 verify
that you are authorized to perform this work, and 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.
A non-exhaustive list of 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. You must not
use this product in any manner different from that considered by this manual without first
satisfying yourself that you have considered all safety rules and precautions applicable to the
operation of the product in the location of use, including site-specific rules and precautions
applicable to the worksite. 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 you are authorized to perform this work, and that the
product will not be damaged or become unsafe by the operation, lubrication, maintenance or repair
procedures that you intend to use.
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. Cat dealers have the most current information available.

When replacement parts are required for this

product Caterpillar recommends using Cat re-
placement parts.
Failure to follow this warning may lead to pre-
mature failures, product damage, personal in-
jury or death.

In the United States, the maintenance, replacement, or repair of the emission control devices and
systems may be performed by any repair establishment or individual of the owner's choosing.
UENR0997-12 3
Table of Contents

Table of Contents Compression Brake

Compression Brake Lash - Adjust (If Equipped).....82

Systems Operation Section Electrical System

Battery - Test ......................................................84
General Information ..............................................4 Charging System - Test .......................................84
Electronic Control System Components ..................7 Electric Starting System - Test..............................84
Cleanliness of Fuel System Components ................8 Pinion Clearance - Adjust.....................................85
Fuel System .......................................................10
Air Inlet and Exhaust System ...............................16 Index Section
Lubrication System .............................................19
Cooling System ..................................................21
Basic Engine.......................................................23 Index..................................................................88
Compression Brake (If Equipped) .........................23
Electrical System ................................................26

Testing and Adjusting Section

Fuel System
Fuel System - Inspect ..........................................30
Air in Fuel - Test ..................................................30
Electronic Unit Injector - Adjust.............................32
Electronic Unit Injector - Test................................34
Finding Top Center Position for No. 1 Piston .........35
Fuel Quality - Test ...............................................37
Fuel System - Prime ............................................38
Fuel System Pressure - Test ................................40
Gear Group (Front) - Time ...................................41

Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect ..................46
Turbocharger - Inspect ........................................49
Inlet Manifold Pressure - Test ...............................52
Exhaust Temperature - Test .................................54
Aftercooler - Test .................................................54
Engine Crankcase Pressure (Blowby) - Test ..........56
Engine Valve Lash - Inspect/Adjust.......................57

Lubrication System
Engine Oil Pressure - Test ...................................59
Engine Oil Pump - Inspect....................................62
Excessive Bearing Wear - Inspect ........................62
Excessive Engine Oil Consumption - Inspect.........63
Increased Engine Oil Temperature - Inspect ..........63

Cooling System
Cooling System - Check (Overheating) .................64
Cooling System - Inspect .....................................66
Cooling System - Test..........................................66
Water Temperature Regulator - Test .....................70
Water Pump - Test...............................................71

Basic Engine
Piston Ring Groove - Inspect................................72
Connecting Rod Bearings - Inspect.......................72
Main Bearings - Inspect .......................................72
Cylinder Block - Inspect .......................................72
Cylinder Liner Projection - Inspect ........................72
Flywheel - Inspect ...............................................77
Flywheel Housing - Inspect ..................................78
Vibration Damper - Check....................................81
4 UENR0997-12
Systems Operation Section

Systems Operation Section

i03543010

General Information
SMCS Code: 1000
The following model views show typical C15 and C18
Engine features. Due to individual applications, your
engine may appear different from the illustrations.

Illustration 1 g01089538
Left side view
(1) Electric fuel priming pump (if equipped) (5) Water pump (9) Engine oil filler
(2) Turbocharger (6) Electronic Control Module (ECM) (10) Oil filter
(3) Secondary fuel filter (7) Oil level dipstick (11) Fuel transfer pump
(4) Primary fuel filter and water separator (8) Vibration damper assembly
UENR0997-12 5
Systems Operation Section

Illustration 2 g01089565
Right side view
(12) Flywheel housing (14) Crankcase breather (16) Engine oil cooler
(13) Exhaust manifold (15) Temperature regulator housing (17) Engine oil pan
6 UENR0997-12
Systems Operation Section

Starting the Engine
The Electronic Control Module (ECM) will
automatically provide the correct amount of fuel that
is necessary to start the engine. The throttle should
not be held while the engine is being cranked. If the
engine fails to start in 30 seconds, the starter switch
should be released. The motor starter should be
allowed to cool for two minutes before being used
again. Refer to Operation and Maintenance Manual,
“Engine Starting” for more information.
NOTICE
Excessive ether (starting fluid) can cause piston and
ring damage. Use ether for cold weather starting pur-
poses only.
If the weather is cooler, the ECM may utilize the
“Cool Engine Elevated Idle Strategy” . This strategy
is activated when the following conditions are met:
• Engine coolant temperature is less than 70 °C
(158 °F).
• The parking brake is in the ON position.
• The transmission is in the NEUTRAL position.
• The throttle switch is set to the LOW IDLE
position.
If all of the above conditions are met, the ECM will
increase the low engine idle to 1100 rpm until one of
the conditions is no longer true.

Cold Mode Operation Customer Specified Parameters

“Cold Start Strategy” The engine is capable of being programmed for
several customer specified parameters. For a brief
The ECM will set the cold start strategy when the explanation of each of the customer specified
coolant temperature is below 18 °C (64 °F). parameters, see the Troubleshooting Manual for your
engine.
When the cold start strategy is activated, low idle rpm
will be increased to 1000 rpm and engine power will
be limited.
Cold mode operation will be deactivated when any of
the following conditions have been met:
• Coolant temperature reaches 18 °C (64 °F).
• The engine has been running for fourteen
minutes.
Cold mode operation varies the fuel injection amount
for white smoke cleanup. Cold mode operation also
varies the timing for white smoke cleanup. The
engine operating temperature is usually reached
before the walk-around inspection is completed. The
engine will idle at the programmed low idle rpm in
order to be put in gear.

NOTICE
A machine equipped with this electronically controlled
engine should not be moved until it is out of Cold
Mode operation.
If the machine is operated while in Cold Mode opera-
tion power will be noticeably reduced.

After the cold mode is completed, the engine should

be operated at low rpm until normal operating
temperature is reached. The engine will reach normal
operating temperature faster when the engine is
operated at low rpm and low power demand.
“Cool Engine Elevated Idle Strategy”
Due to individual applications, your engine may not
have the “Cool Engine Elevated Idle Strategy” .
UENR0997-12 7
Systems Operation Section

i02800978

Electronic Control System

Components
SMCS Code: 1900

Illustration 3 g01089843

(1) Secondary speed/timing sensor (5) Fuel temperature sensor (9) Atmospheric pressure sensor
(2) Boost pressure sensor (6) Differential pressure switch (fuel) (10) Engine oil pressure sensor
(3) Inlet air temperature sensor (7) Coolant temperature sensor (11) Electronic Control Module (ECM)
(4) Fuel pressure sensor (8) Primary speed/timing sensor
8 UENR0997-12
Systems Operation Section
The electronic control system is integrally designed
into the engine's fuel system and the engine's air inlet
and exhaust system in order to electronically control
the fuel delivery and the injection timing. The
electronic control system provides increased timing
control and fuel air ratio control in comparison to
conventional mechanical engines. The primary
speed/timing sensor is a crankshaft position sensor
and the secondary speed/timing sensor is a camshaft
position sensor. Injection timing is achieved by
precise control of injector firing time, and engine rpm
is controlled by adjusting the firing duration. The
Electronic Control Module (ECM) energizes the
solenoid that is in the unit injector in order to start the
injection of fuel. The ECM de-energizes the unit
injector solenoids in order to stop injection of fuel.
Refer to the Systems Operation, “Fuel System” topic
for a complete explanation of the fuel injection
process.
The engine uses the following types of electronic
components:
• Inputs
• Controls
• Outputs
An input component is one that sends an electrical
signal to the ECM. The signal that is sent varies in
one of the following ways:
• Voltage
• Frequency
• Pulse width
The variation of the signal is in response to a change
in some specific system of the engine. The electronic
control module sees the input sensor signal as
information about the condition, environment, or
operation of the engine.
A control component (ECM) receives the input
signals. Electronic circuits inside the control
component evaluate the signals from the input
components. These electronic circuits also supply
electrical energy to the output components of the
system. The electrical energy that is supplied to the
output components is based on predetermined
combinations of input signal values.
An output component is one that is operated by a
control module. The output component receives
electrical energy from the control component. The
output component uses that electrical energy in one
of two ways. The output component can use that
electrical energy in order to perform work. The output
component can use that electrical energy in order to
provide information.
1. As an example, a moving solenoid plunger will
perform work. By performing work, the component
has functioned in order to regulate the engine.
2. As an example, a warning light or an alarm will
provide information to the operator.
i04046706
Cleanliness of Fuel System
Components
SMCS Code: 1250
Cleanliness of the Engine
NOTICE
Extreme cleanliness must be maintained when work-
ing on the fuel system, since even tiny particles can
cause engine or fuel system problems.
The entire engine should be washed with a high-
pressure water system. The high-pressure water
system will remove dirt and loose debris before
starting a repair on the fuel system. Ensure that no
high-pressure water is directed at the injectors.
Environment
When possible, the service area must be positively
pressurized. Ensure that the components are not
exposed to contamination from airborne dirt and
debris. When a component is removed from the
system, the exposed fuel connections must be closed
off immediately with suitable sealing plugs. The
sealing plugs should only be removed when the
component is reconnected. The sealing plugs must
not be reused. Dispose of the sealing plugs
immediately after use. Contact your nearest
Caterpillar Dealer in order to obtain the correct
sealing plugs.
New Components
The fuel injection lines are not reusable. New fuel
injection lines are manufactured for installation in one
position only. When a fuel injection line is replaced,
do not bend or distort the new line. Internal damage
to the pipe may cause metallic particles to be
introduced to the fuel.
All new fuel filters, fuel injection lines, tube
assemblies, and components are supplied with
sealing plugs. These sealing plugs should only be
removed in order to install the new part. If the new
component is not supplied with sealing plugs then the
component should not be used. The technician must
wear suitable rubber gloves. The rubber gloves
should be disposed of immediately after completion
of the repair in order to prevent contamination of the
system.
UENR0997-12 9
Systems Operation Section

Refueling
In order to refuel the diesel fuel tank, the refueling
pump and the fuel tank cap assembly must be clean
and free from dirt and debris. Refueling should take
place only when the ambient conditions are free from
dust, wind, and rain. Only use fuel, free from
contamination, that conforms to the specifications in
the Operation and Maintenance Manual, “Fluid
Recommendations” Fuel Specifications.
10 UENR0997-12
Systems Operation Section

i07376336

Fuel System
SMCS Code: 1250

Illustration 4
Fuel system schematic (typical example)
(1) Fuel supply line
(2) Unit injectors
(3) Fuel gallery (fuel manifold)
(4) Differential pressure switch (fuel)
(5) Fuel pressure sensor
(6) Fuel temperature sensor
(7) Fuel return line
(8) Pressure regulating valve
(9) Secondary fuel filter
(10) Fuel filter base
(11) Fuel transfer pump
(12) Electric fuel priming pump
g01114717
(13) Pressure relief valve
(14) Primary fuel filter
(15) Fuel tank
(16) Fuel return line to tank

The fuel supply circuit is a conventional design for
unit injector diesel engines. The system consists of
the following major components that are used to
deliver low pressure fuel to the unit injectors:
Fuel tank – The fuel tank is used to store the fuel.
Fuel priming pump – The fuel priming pump is used
to evacuate the air from the fuel system. As the air is
removed the system fills with fuel.
Fuel filter – The fuel filter is used to remove abrasive
material and contamination from the fuel system.
Supply lines and return lines – Supply lines and
return lines are used to deliver the fuel to the different
components.
The purpose of the low pressure fuel supply circuit is
to supply fuel that has been filtered to the fuel
injectors at a rate that is constant and a pressure that
is constant. The fuel system is also utilized to cool
components such as the ECM and the fuel injectors.
Once the injectors receive the low pressure fuel, the
fuel is pressurized again before the fuel is injected
into the cylinder.
The unit injector uses mechanical energy that is
provided by the camshaft to achieve pressures that
can be in excess of 200000 kPa (30000 psi).
Control of the fuel delivery is managed by the
engine's ECM. Data from several of the engine
systems is collected by the ECM and processed in
order to manage these aspects of fuel injection
control:
UENR0997-12
• Injection timing
• Fuel injection timing advance
• Injection duration
• Engine cold mode status
The mechanical electronic fuel system relies on a
large amount of data from the other engine systems.
The data that is collected by the ECM will be used in
order to provide optimum performance of the engine.
Low Pressure Fuel Supply Circuit
The flow of fuel through the system begins at fuel
tank (15). Fuel is pulled from the tank by fuel transfer
pump (11). The fuel is drawn through electric fuel
priming pump (12). The electric fuel priming pump is
used to remove air from the fuel system. While the air
is removed, the system is filled with fuel. This
assembly incorporates primary fuel filter (14) that
removes large debris and water from the fuel. The
primary fuel filter is a ten micron filter.
The fuel transfer pump incorporates a check valve
that will allow fuel to flow around the gears of the
pump during priming of the fuel system. The fuel
transfer pump also incorporates a pressure relief
valve (13). The pressure relief valve is used in order
to protect the fuel system from extreme pressure.
The fuel transfer pump is engineered in order to
produce an excess fuel flow throughout the fuel
system. The excess fuel flow is used by the system
to cool the fuel system components. The excess fuel
flow also purges any air from the fuel system during
operation. Air that can become trapped in the fuel
system can cause cavitation that may damage the
components of the unit injector.
The fuel travels from the fuel transfer pump to fuel
filter base (10). Fuel temperature sensor (6) is
installed in the fuel filter base. This sensor detects
the fuel temperature for the Electronic Control
Module (ECM). An electrical signal that represents
the fuel temperature is sent to the ECM for
processing. Fuel pressure sensor (5) is also installed
in the filter base. This sensor detects the fuel
pressure for the ECM. An electrical signal that
represents the fuel pressure is also sent to the ECM
for processing. Differential pressure switch (4) is also
installed in the fuel filter base. The differential
pressure switch is used to alert the operator in case
secondary fuel filter (9) becomes plugged. The
secondary fuel filter is a two micron filter that
removes abrasive material from the fuel. The fuel
flows through a two micron fuel filter (6). The filtered
fuel then flows out of the fuel filter base.
Note: If a fuel cooled ECM is installed on the engine,
the fuel is pumped into the ECM. The fuel travels
through the cored passages of the housing of the
ECM in order to cool the control module's electronics.
Note: In some applications, a hand fuel priming
pump may be located on the fuel filter base.
11
Systems Operation Section
The fuel is transfered by fuel supply lines (1) to fuel
gallery (3) in the cylinder head. Only a portion of the
fuel that is supplied to the fuel injectors is used for
engine operation.
The fuel that is unused by the engine is provided for
cooling purposes. This unused fuel is discharged into
the return passages of the fuel gallery. The fuel is
returned to the fuel tank by fuel return lines (7) and
(16). A continuous flow of fuel is experienced within
the low pressure fuel system.
Pressure regulating valve (8) is located in the fuel
filter base. The pressure regulating valve allows the
low pressure fuel system to maintain a constant
pressure. A flow control orifice is also located in the
fuel return. The flow control orifice maintains a
system back pressure that is constant. The orifice
allows the flow of fuel through the system to be
constant. This prevents excessive heating of the fuel.
Note: In some applications, the primary fuel filter and
the secondary fuel filter are installed near the fuel
supply tank. This location may be far from the engine.
The pressure regulating valve will be located in a
distribution block that is mounted on the engine.
During engine operation, fuel injectors (2) receive
fuel from the low pressure fuel system. The injector
pressurizes the fuel to high pressure. The fuel is then
injected into the cylinder. The excess fuel is returned
to the tank. Refer to Systems Operation, “Unit
Injector” for a complete explanation of the injection
process.
Fuel Heaters
Fuel heaters help to prevent the plugging of the fuel
filters in cold weather. This plugging is called waxing.
In cold ambient conditions, the cold engine does not
dissipate enough heat into the fuel system in order to
prevent waxing. Heaters that are not thermostatically
controlled can heat the fuel in excess of 65° C
(149° F). Excessive temperatures in the fuel system
will drastically reduce the efficiency of the engine.
The fuel system's reliability is also affected by high
fuel temperatures.
Note: Never use fuel heaters without some type of
temperature regulator. Ensure that fuel heaters are
turned off during warm weather conditions.
Electronic Controls
There are two major components of the electronic
control system that are necessary in order to provide
control of the mechanical electronic unit injectors:
• ECM
• Personality module (storage for the ECM flash file)
12 UENR0997-12
Systems Operation Section

The ECM is the computer that is used to provide Unit Injector Mechanism
control for all aspects of engine operation. The
personality module contains the software that defines
the characteristics of the engine control. The
personality module contains the operating maps. The
operating maps define the following characteristics of
the engine:

• Horsepower
• Torque curves

• Engine speed (rpm)

• Other characteristics
The ECM, the personality module, the engine
sensors, and the unit injectors work together in order
to control the engine. Neither of the four can control
the engine alone.
The ECM maintains the desired engine speed by
sensing the actual engine speed. The ECM
calculates the amount of fuel that needs to be
injected in order to achieve the desired engine
speed. Illustration 5 g01033483
Typical unit injector mechanism
Fuel Injection
(1) Unit injector
The ECM controls the amount of fuel that is injected (2) Adjusting nut
by varying the signal to each of the unit injectors. The (3) Rocker arm assembly
unit injectors will inject fuel only while the unit injector (4) Camshaft
solenoid is energized. The ECM sends a 105 volt
signal to the solenoid in order to energize the injector The unit injector mechanism provides the downward
solenoid. By controlling the timing of the 105 volt force that is required to pressurize the fuel in the unit
signal, the ECM controls injection timing. By injector. When a signal is received from the ECM, the
controlling the duration of the 105 volt signal, the unit injector (1) injects the pressurized fuel into the
ECM controls the amount of fuel that is injected. combustion chamber. The camshaft gear is driven by
an idler gear which is driven through the front gear
The ECM sets certain limits on the amount of fuel train by the crankshaft gear. The gears of the front
that can be injected. The FRC fuel position is a limit gear train that are timed must be aligned in order to
that is based on boost pressure in order to control the provide the correct relationship between the piston
fuel air mixture for the emission control. When the and valve movement. During assembly of the front
ECM senses an increase in the boost pressure, the gear train, care must be taken in order to correctly
ECM increases the FRC fuel position. The rated fuel align the timing marks of the gears. The camshaft
position is a limit that is based on the horsepower has three camshaft lobes for each cylinder. Two
rating of the engine. The rated fuel position is similar lobes operate the inlet and exhaust valves, and one
to the rack stops and the torque spring on a operates the unit injector mechanism. Force is
mechanically governed engine. The rated fuel transferred from the unit injector lobe on camshaft (4)
position provides the horsepower and the torque through rocker arm assembly (3) to the top of the unit
curves for a specific engine family. The rated fuel injector. The adjusting nut (2) allows setting of the
position provides the horsepower and the torque unit injector adjustment. Refer to the Testing and
curves for a specific horsepower rating. The limits are Adjusting, “Electronic Unit Injector - Adjust” for the
programmed by the factory into the personality proper adjustment of the unit injector.
module. The limits are not programmable in the field.
The injection timing relies on the following engine
parameters: engine speed, engine load and other
engine data. The ECM senses the top center position
of number one cylinder from the signal that is
provided by the engine speed/timing sensors. The
ECM decides when the injection should occur relative
to this top center position. The ECM provides the
signal to the unit injector at the desired time.
UENR0997-12 13
Systems Operation Section

Unit Injector The injector is mounted in an injector bore in the

cylinder head which has an integral fuel supply
passage. The injector sleeve separates the injector
from the engine coolant in the water jacket. Some
engines use a stainless steel sleeve. The stainless
steel sleeve fits into the cylinder head with a light
press fit.

Illustration 6 g01429940
(1) Solenoid
(2) Tappet
(3) Plunger
(4) Barrel
(5) Nozzle assembly

Operation of the Electronic Unit Injector

The operation of the Electronic Unit Injector (EUI)
consists of the following four stages: pre-injection,
injection, end of injection and fill. Unit injectors use a
plunger and barrel to pump high pressure fuel into Illustration 7 g00942799
the combustion chamber. Components of the injector Pre-injection
include the tappet, the plunger, the barrel and nozzle (A) Fuel supply pressure
assembly. Components of the nozzle assembly (B) Injection pressure
include the spring, the nozzle check, and a nozzle tip. (C) Moving parts
The cartridge valve is made up of the following (D) Mechanical movement
components: solenoid, armature, poppet valve and (E) Fuel movement.
poppet spring.
14
Systems Operation Section
Pre-injection metering starts with the injector plunger
and the injector tappet at the top of the fuel injection
stroke. When the plunger cavity is full of fuel, the
poppet valve is in the open position and the nozzle
check is in the closed position. Fuel leaves the
plunger cavity when the rocker arm pushes down on
the tappet and the plunger. Fuel flow is blocked by
the check valve that is in the tip of the nozzle. Fuel
flows past the open poppet valve to the fuel supply
passage in the cylinder head. If the solenoid is
energized, the poppet valve remains open and the
fuel from the plunger cavity continues flowing into the
fuel supply passage.
Illustration 8 g00942798
Injection
(A) Fuel supply pressure.
(B) Injection pressure
(C) Moving parts
(D) Mechanical movement
(E) Fuel movement.
UENR0997-12
To start injection, the ECM sends a current to the
solenoid on the cartridge valve. The solenoid creates
a magnetic field which attracts the armature. When
the solenoid is energized, the armature assembly will
lift the poppet valve so the poppet valve contacts the
poppet seat. This is the closed position. Once the
poppet valve closes, the flow path for the fuel that is
leaving the plunger cavity is blocked. The plunger
continues to push fuel from the plunger cavity and the
fuel pressure builds up. When the fuel pressure
reaches approximately 34500 kPa (5000 psi), the
force of the high pressure fuel overcomes the spring
force. This holds the nozzle check in the open
position. The nozzle check moves off the nozzle seat
and the fuel flows out of the injector tip. This is the
start of injection.
Illustration 9 g00942801
End of injection
(A) Fuel supply pressure
(C) Moving parts
UENR0997-12
Injection is continuous while the injector plunger
moves in a downward motion and the energized
solenoid holds the poppet valve closed. When
injection pressure is no longer required, the ECM
stops current flow to the solenoid. When the current
flow to the solenoid stops, the poppet valve opens.
The poppet valve is opened by the fuel injector spring
and the fuel pressure. High pressure fuel can now
flow around the open poppet valve and into the fuel
supply passage. This results in a rapid drop in
injection pressure. When the injection pressure drops
to approximately 24000 kPa (3500 psi), the nozzle
check closes and injection stops. This is the end of
injection.
Illustration 10 g00942802
Fill
(A) Moving parts
(B) Mechanical movement
(C) Fuel movement.
15
Systems Operation Section
When the plunger reaches the bottom of the barrel,
fuel is no longer forced from the plunger cavity. The
plunger is pulled up by the tappet and the tappet
spring. The upward movement of the plunger causes
the pressure in the plunger cavity to drop below fuel
supply pressure. Fuel flows from the fuel supply
passage around the open poppet and into the
plunger cavity as the plunger travels upward. When
the plunger reaches the top of the stroke, the plunger
cavity is full of fuel and fuel flow into the plunger
cavity stops. This is the beginning of pre-injection.
16
Systems Operation Section
i04984833
Air Inlet and Exhaust System
SMCS Code: 1050
Illustration 11 g01115385
(1) Inlet to the engine
(2) Aftercooler core
(3) Inlet air line
(4) Exhaust outlet from turbocharger
(5) Turbine side of turbocharger
(6) Compressor side of turbocharger
(7) Air cleaner
The engine components of the air inlet and exhaust
system control the quality of air and the amount of air
that is available for combustion. The components of
the air inlet and exhaust system are the following
components:
• Air cleaner
• Turbocharger
• Aftercooler
• Cylinder head
• Valves and valve system components
• Piston and cylinder
• Exhaust manifold
The turbocharger compressor wheel pulls inlet air
through the air cleaner and into the air inlet. The air is
compressed and this compression causes the air to
become hot. The air flows through aftercooler core
(2) and the temperature of the compressed air
lowers. This lowering of the temperature helps to
provide increased horsepower output. Aftercooler
core (2) is a separate cooler core that is mounted
along the side of the engine radiator. The engine fan
causes ambient air to move across both cores. This
air movement cools the turbocharged inlet air and the
engine coolant.
Air is forced from the aftercooler into inlet manifold
(1). The air flow from the inlet port into the cylinders is
controlled by inlet valves.
UENR0997-12
Illustration 12 g01319128
Air inlet and exhaust system
(2) Aftercooler core
(4) Exhaust outlet
(5) Turbine side of turbocharger
(6) Compressor side of turbocharger
(8) Exhaust manifold
(9) Exhaust valve
(10) Inlet valve
(11) Air inlet
Each cylinder has two inlet valves (10) and two
exhaust valves (9) in the cylinder head. The inlet
valves open on the inlet stroke. When the inlet valves
open, compressed air from the inlet port within the
inlet manifold is pushed into the cylinder. The inlet
valves close when the piston begins the compression
stroke. The air in the cylinder is compressed and the
fuel is injected into the cylinder when the piston is
near the top of the compression stroke. Combustion
begins when the fuel mixes with the air. The force of
combustion pushes the piston on the power stroke.
The exhaust valves open and the exhaust gases are
pushed through the exhaust port into exhaust
manifold (8). After the piston finishes the exhaust
stroke, the exhaust valves close and the cycle begins
again.
Exhaust gases from the exhaust manifold flow into
the turbine side of turbocharger (5). The high
temperature exhaust gases cause the turbocharger
turbine wheel to turn. The turbine wheel is connected
to the shaft that drives the compressor wheel.
Exhaust gases from the turbocharger pass through
exhaust outlet (4), through a muffler, and through an
exhaust stack.
UENR0997-12 17
Systems Operation Section

Turbocharger

Illustration 14 g01319184
Turbocharger with wastegate
(23) Canister
(24) Actuating lever

The engine can operate under conditions of low

Illustration 13 g01319169
Turbocharger
(12) Air inlet
(13) Compressor housing
(14) Compressor wheel
(15) Bearing
(16) Oil inlet port
(17) Bearing
(18) Turbine housing
(19) Turbine wheel
(20) Exhaust outlet
(21) Oil outlet port
(22) Exhaust inlet
The turbocharger is mounted to the exhaust manifold
of the engine. All of the exhaust gases go from the
exhaust manifold through the turbocharger.
The exhaust gases enter the turbocharger and the
turbine wheel is turned. Because the turbocharger
turbine wheel is connected by a shaft to the
turbocharger compressor wheel, the turbine wheel
and the compressor wheel turn at very high speeds.
The rotation of the compressor wheel pulls clean air
through the compressor housing air inlet. The action
of the 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.
boost (lug). Low boost is a condition that occurs
when the turbocharger produces less than optimum
boost pressure. There is a spring that is inside
canister (23). Under low boost, the spring pushes on
the diaphragm in canister (23). This moves actuating
lever (24). The actuating lever closes the wastegate,
which will allow the turbocharger to operate at
maximum performance.
Under conditions of high boost, the wastegate opens.
The open wastegate allows exhaust gases to bypass
the turbine side of the turbocharger. When the boost
pressure increases against the diaphragm in canister
(23), the wastegate is opened. The rpm of the
turbocharger is limited by bypassing a portion of the
exhaust gases around the turbine wheel of the
turbocharger.
Note: The calibration of the wastegate is preset at
the factory. No adjustment can be made to the
wastegate.
Bearing (15) and bearing (17) in the turbocharger use
engine oil that is under pressure for lubrication. The
lubrication for the bearings flows through oil inlet port
(8) and into the inlet port in the center section of the
turbocharger cartridge. The oil exits the turbocharger
through oil outlet port (21). The oil then returns to the
engine oil pan through the oil drain line for the
turbocharger. The oil then returns to the engine oil
pan through the oil drain line for the turbocharger.
The turbocharger center housing of the turbocharger
is cooled by engine coolant. The coolant flows from
the thermostat housing to the turbocharger center
housing. The coolant flow keeps the components of
the turbochargers center housing cool in order to
prevent oil coking in the bearing area.
18 UENR0997-12
Systems Operation Section

Valves And Valve Mechanism

Illustration 15 g01319198
Valve system components
(25) Valve bridge
(26) Rocker arm
(27) Camshaft
(28) Rotocoil Illustration 16 g01319199
(29) Valve spring
(30) Valve guide Components of the gear train
(31) Valve (32) Timing mark
(33) Camshaft gear
The valves and the valve mechanism control the flow (34) Adjustable idler gear
of inlet air into the cylinders during engine operation. (35) Idler gear
The valves and the valve mechanism control the flow (36) Timing mark
of exhaust gases out of the cylinders during engine (37) Cluster gear
(38) Crankshaft gear
operation. (39) Oil pump gear

The inlet valves and the exhaust valves are opened

by the valve mechanism. The inlet valves and the
exhaust valves are also closed by the valve
mechanism. This occurs as the rotation of the
crankshaft causes camshaft (27) to rotate. Camshaft
gear (33) is driven by a series of two idler gears (34)
and (35). Idler gear (34) is driven by cluster gear (37).
Cluster gear (37) is driven by crankshaft gear (38).
Timing mark (32) and timing mark (36) are aligned in
order to provide the correct relationship between the
piston and the valve movement.
The camshaft has three lobes for each cylinder. One
lobe operates the inlet valves. A second lobe
operates the exhaust valves. The third lobe operates
the unit injector mechanism. The camshaft lobes turn
and the rocker arms move. Movement of the rocker
arms will make the inlet and exhaust valve bridges
move. These bridges allow one rocker arm to actuate
two valves at the same time. Each cylinder has two
inlet valves and two exhaust valves. Each valve has
one valve spring (29). The spring closes the valve.
UENR0997-12 19
Systems Operation Section

Rotocoils (28) cause the valves to rotate while the

engine is running. Valve rotation provides a longer
service life. Valve rotation also minimizes carbon
deposits on the valves.
Adjustable idler gear (34) is designed to provide the
required gear backlash between nonadjustable idler
gear (35) and camshaft gear (33). If the cylinder head
is removed, tolerances of the components will
change. The components that change are the
cylinder head and the head gasket. The adjustable
idler gear must be relocated. For information on
setting the correct backlash, refer to Testing and
Adjusting, “Gear Group (Front) - Time”.
The camshaft drive gear has integral pendulums
which act as a vibration damper for the front gear
group. These pendulums are designed to counteract
the torsional forces from the injector pulses. This
eliminates vibration and noise. The engine also runs
smoother at all operating speeds.

i03619223

Lubrication System
SMCS Code: 1300

Lubrication System Components

The lubrication system has the following
components:
• Oil pan

• Oil pump
• Oil cooler

• Oil filter
• Turbocharger oil lines

• Oil passages for the cylinder block

20 UENR0997-12
Systems Operation Section

Oil Flow Through the Oil Filter and Oil Cooler

Illustration 17 g01942153
Engine oil flow schematic
(1) Rocker arm shaft (8) Crankshaft main bearings (15) Bypass valve for the oil cooler
(2) Oil passage to adjustable idler gear (9) Oil manifold (16) Oil pump
(3) Camshaft bearing journals (10) Oil passage from filter (17) Oil pan
(4) Oil passage to the fixed idler stub shaft (11) Oil supply line (18) Oil cooler
(5) Oil passage to air compressor (12) Bypass valve to the turbocharger (19) Regulator for the oil pump
(6) Oil passage to cluster idler gear (13) Oil return line (20) Suction lines
(7) Piston cooling jet (14) Oil filter
UENR0997-12 21
Systems Operation Section

When the engine is warm, oil is drawn from the oil Oil flows into the cylinder head via a hollow locating
pan (17) through the suction lines (20) to the oil pump dowel in the top deck of the cylinder block. Oil travels
(16). The oil pump pushes the hot oil through the oil to the camshaft bearing journals (3) and the three
cooler (18). The oil is then sent to the oil filter (14). Oil center rocker arm shaft supports through drilled
from the oil filter is sent to the oil manifold (9) in the passages in the cylinder head. The supports supply
cylinder block and to the oil supply line (11) for the oil to each rocker shaft. Oil flows to the bushings of
turbocharger. Oil from the turbocharger goes back the fuel injector rocker arm through holes in the
through the oil return line (13) to the oil pan. rocker arm shaft (1). This same oil lubricates the
valve and the rollers. Oil flows through drilled
When the engine is cold, oil is drawn from the oil pan passages in the rocker arms. This oil lubricates the
(17) through the suction lines (20) to the oil pump roller, the valve bridge and the contact surfaces of
(16). When the oil is cold, an oil pressure differential the actuator of the unit injector. Splash oil lubrication
in the bypass valves causes the bypass valves to is used to lubricate other components of the valve
open. These bypass valves then provide immediate system.
lubrication to all of the engine components when cold
oil with high viscosity causes a restriction to oil flow Excess oil returns to the engine oil pan.
through the oil cooler (18) and the oil filter (14). The
oil pump then pushes the cold oil through the bypass i03621324
valve (15) for the oil cooler and through the bypass
valve (12) for the oil filter. The oil then goes to the oil
manifold (9) in the cylinder block and to the supply
Cooling System
line (11) for the turbocharger. Oil from the SMCS Code: 1350
turbocharger goes back through the oil return line
(13) to the oil pan. This engine has a pressurized cooling system that is
equipped with a shunt line.
When the oil is warm, an oil pressure differential in
the bypass valves causes the bypass valves to close. A pressurized cooling system gives two advantages.
This differential continues the normal flow of oil First, the cooling system can be operated safely at a
through the oil cooler and the oil filter. temperature that is higher than the boiling point of
The bypass valves will also open when there is a water. Also, cavitation in the water pump is reduced.
It is more difficult for air or steam pockets to be made
restriction in the oil cooler or the oil filter. This
prevents a restricted oil filter or a restricted oil cooler in the cooling system.
from stopping the lubrication of the engine. The
system pressure is limited by the regulator for the oil Note: In an Air-To-Air Aftercooler (ATAAC) system,
pump (19). use a coolant mixture with a 30 percent ethylene
glycol base. The ethylene glycol base must be used
Oil Flow In The Engine for efficient water pump performance. This mixture
keeps the temperature range of the coolant high
The oil from the oil manifold (9) is sent under enough for efficient performance.
pressure through drilled passages to the crankshaft
main bearings (8). The oil flows through drilled holes
in the crankshaft. This oil lubricates the connecting
rod bearings. A small amount of oil is sent to the
piston cooling jets (7). The piston cooling jets spray
oil on the underside of the pistons.
Oil flows through passages in the timing gear
housing and the accessory drive gear. This oil flows
to the air compressor through the oil passage (5).
Oil passage (2) provides oil to the adjustable idler
gear. Oil passage (4) provides oil to the fixed idler
gear. Oil passage (6) provides oil to the cluster gear.
The oil flows through a passage in the shafts of the
gears.
There is a pressure control valve in the oil pump. This
valve controls the pressure of the oil that flows from
the oil pump.
22 UENR0997-12
Systems Operation Section

Shunt line (5) gives several advantages to the

cooling system. The shunt line gives a positive
coolant pressure at the water pump inlet that
prevents pump cavitation. A small flow of coolant
constantly goes through shunt line (5) to the inlet of
water pump (10). This causes a small amount of
coolant to move constantly through the vent tube.
The flow through the vent tube is small and the
volume of the upper compartment is large. Air in the
coolant is removed as the coolant goes into the upper
compartment.
The vent line is used to fill the cooling system with
coolant for the first time. This will purge any air out of
the top of a bottom filled system.

Illustration 18 g01932599 The OEM may supply a surge tank. The tank can be
Cooling system for a warm engine mounted on the radiator or the tank can be mounted
on a remote location. The coolant that expands past
(1) Cylinder head the radiator cap is retained in the surge tank. The
(2) NRS Cooler coolant contracts as the temperature drops and the
(3) Water temperature regulator housing
(4) Expansion tank
coolant is drawn back into the radiator.
(5) Shunt line
(6) Bypass Coolant For Air Compressor
(7) Radiator
(8) Cylinder block
(9) Oil cooler
(10) Water pump

During operation, water pump (10) sends most of the

coolant from radiator (7) to oil cooler (9).
The coolant from oil cooler (9) goes into cylinder
block (8) through a bonnet and an elbow. The coolant
flows around the cylinder liners into the cylinder
head.
The flow of coolant into the head goes around the
valves and the passages for exhaust gases in the
cylinder head. The coolant then goes to the front of
the cylinder head. At this point, the water
temperature regulators (3) control the flow of the
coolant into the radiator (7).
The coolant flows from the cylinder block into the
NRS cooler. The coolant flows from the NRS cooler
back to the cylinder block.
Water temperature regulators (3) are closed when
the engine is cold. The coolant flows through the Illustration 19 g01321248
regulator housing and the elbow back to water pump Coolant flow in air compressor
(10). This is done in order to increase the operating (14) Air compressor
temperature of the engine coolant. (15) Outlet hose
(16) Inlet hose
If the coolant is at normal operating temperature,
water temperature regulators (3) open and the The coolant for air compressor (14) comes from the
coolant flows to radiator (7) through the outlet hose. cylinder block through inlet hose (16) and into the air
The coolant becomes cooler as the coolant moves compressor. The coolant goes from the air
through the radiator. When the coolant gets to the compressor through outlet hose (15) back into the
bottom of the radiator, the coolant goes through inlet front of the cylinder head.
hose and into water pump (10).
Note: Water temperature regulators (3) are an
important part of the cooling system. Water
temperature regulator (3) divides the coolant flow
between radiator (7) and bypass elbow (6). This will
maintain the correct temperature.
UENR0997-12
Coolant for the Turbocharger
Coolant for the turbocharger comes from a
connection that is after the water pump. This
connection is before the engine oil cooler. The
coolant flows through a hose to the turbocharger
cartridge. The cartridge has two inlets and two
outlets. An inlet and an outlet are used for coolant
flow. The coolant cools the turbocharger cartridge.
The other inlet and the other outlet are used for
lubrication of the bearings.
i02487764
Basic Engine
SMCS Code: 1200
Cylinder Block Assembly
Passages supply the lubrication for the crankshaft
bearings and the piston crowns. These passages are
cast into the cylinder block. Oil is supplied to the
passages by the cylinder block's oil manifold.
The cylinder liner is an induction hardened liner. A
steel spacer plate provides improved reusability and
durability.
Cylinder Head Assembly
The cylinder head is a one-piece cast iron head. The
cylinder head supports the camshaft. Steel reinforced
bearings are pressed into each bore. The bearings
are lubricated under pressure. Bridge dowels have
been eliminated as the valve train uses floating valve
bridges.
Thermal efficiency is enhanced by the use of
stainless steel thermal sleeves in each exhaust port.
The sleeves reduce the amount of heat rejection to
the cooling system. The sleeves then transfer the
thermal energy to the turbocharger.
The unit injector is mounted in a stainless steel
adapter. This adapter has been pressed into the
cylinder head injector bore.
Pistons, Rings And Connecting
Rods
The piston is a two-piece articulated design that
consists of a forged steel crown and a cast aluminum
skirt. Both parts are retained by the piston pin to the
small end of the connecting rod. The pistons have
three rings that are located in grooves in the steel
crown. These rings seal the combustion gas. The
rings provide control of the oil. The top ring has a
barrel face. This ring is a Keystone ring with a plasma
face coating. The second ring has a tapered face and
the ring has a coating of chrome finish for the face.
The third ring is the oil ring. The third ring has a coil
spring expander. There are four holes that are drilled
from the piston oil ring groove to the interior of the
piston. These holes drain excess oil from the oil ring.
23
Systems Operation Section
The connecting rod is a conventional design. The cap
of the connecting rod is attached to the shank by two
bolts that are threaded into the shank. Each side of
the small end of the connecting rod is machined at an
angle of 12 degrees in order to fit within the piston
cavity.
Crankshaft
The crankshaft converts the combustion force in the
cylinder into rotating torque. A vibration damper is
used at the front of the crankshaft in order to reduce
the torsional vibrations.
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:
camshaft, water pump, oil pump, fuel transfer pump
and accessory items that are specific to the
application.
The cylinder block has seven main bearings that
support the crankshaft. The cylinder block uses two
bolts to hold each of the bearing caps to the block.
The crankcase uses a lip seal at both ends of the
crankshaft.
Camshaft
The camshaft has three lobes at each cylinder.
These lobes allow the camshaft to operate the unit
injector, the exhaust valves, and the inlet valves. The
camshaft is supported in the cylinder head by seven
journals which are fit with bearings. The camshaft
gear contains integral roller dampers that counteract
the torsional vibrations that are generated by the high
fuel pressure during fuel injector operation. The
design reduces gear train noise. The camshaft is
driven by an adjustable idler gear which is turned by
a fixed idler gear which is turned by a cluster idler
gear in the front gear train. Each bearing journal is
lubricated from the oil manifold in the cylinder head.
A thrust plate that is located at the front controls the
end play of the camshaft. Timing of the camshaft is
accomplished by aligning marks on the crankshaft
gear and idler gear, and camshaft gear with a mark
on the front timing plate.
i04074189
Compression Brake
(If Equipped)
SMCS Code: 1129
The CAT compression brake is controlled by the
Engine Control Module (ECM). The CAT
compression brake helps the operator to slow the
vehicle speed on grades, or for a necessary speed
reduction. The service brakes should not be used
continuously on long descending grades. The service
brakes are assisted by the CAT compression brake.
24
Systems Operation Section
The engine crankshaft is turned by the drive train
during downhill operation or during any slow down
condition. The engine uses the rotation of the
components of the drive train to dictate vehicle
speed. A braking torque can be applied to the drive
train of the vehicle in order to reduce the speed of the
vehicle.
When the CAT compression brake is activated,
braking power is accomplished by opening the
exhaust valves of the engine. The exhaust valves are
opened near the top of the compression stroke in
order to release the highly compressed air into the
exhaust system. The CAT compression brake can
only be activated when the engine is in the no-fuel
position. Thus, combustion does not occur and no
positive force is produced on the piston. The
compressed air pressure that is released to the
atmosphere prevents the energy from returning to the
engine piston on the power stroke. The result is a
loss of energy since the work that is done by the
compression of the cylinder charge is not returned by
the expansion process. This loss of energy is taken
from the drive train. The drive train provides the
braking action for the vehicle.
Illustration 20 g01165931
(1) Slave pistons
(2) Solenoid valve
(3) Valve connector
(4) Master cylinders
UENR0997-12
The CAT compression brake consists of identical
housing assemblies. Each housing assembly is
positioned over two cylinders. The housing assembly
is mounted to the supports for the rocker arm shaft
with studs and nuts. The rocker arm and the exhaust
bridge assembly are used to transfer force from slave
pistons (1) to the exhaust valves. Master cylinders (4)
transfer lifting force from the fuel injector rocker arm
to hydraulic force for the brake. The brake logic
signal for the CAT compression brake is carried to
solenoid valve (2) by signal wires that connects at
valve connector (3). This is done in order to activate
the CAT compression brake on the two cylinders of
the engine.
The control circuit for the CAT compression brake
permits the operation of either one or multiple
compression brake housing assemblies. This
provides progressive braking capabilities with the
retarding effect of numerous cylinders in the engine.
UENR0997-12 25
Systems Operation Section

Operation of the CAT Compression

Brake

Illustration 21 g01103105
Schematic for master-slave circuit
(1) Check valve (8) Master piston spring (15) Engine oil pan
(2) High-pressure oil passage (9) Spring for the slave piston (16) Exhaust valve
(3) Slave piston adjustment screw (10) Exhaust rocker arm (A) Actuation port
(4) Master piston (11) Exhaust bridge (T1) Drain port
(5) Actuator valve (12) Fuel injector rocker arm (T2) Drain port
(6) Oil drain passage (13) Rocker arm shaft oil passage (P) Supply port for the actuator spool
(7) Slave piston (14) Engine oil pump

The CAT compression brake is operated by engine oil
from engine oil pan (15). The engine oil is
pressurized by engine oil pump (14). The engine oil
supply for the CAT compression brake is supplied
through rocker arm shaft oil passage (13). Actuator
valve (5) controls the flow of the supply oil in the
compression brake housing.
When the actuator valve is activated by a signal from
the ECM, low-pressure oil passes from the actuator
spool supply port (P) to actuation port (A). The oil
flow opens check valve (1) and flows into high-
pressure oil passage (2). Oil is supplied to slave
piston (7) and master piston (4).
This engine oil pressure overcomes master piston
spring (8). The piston is forced downward toward fuel
injector rocker arm (12). Oil fills the cylinder for the
master piston and the high-pressure oil passage
between the master piston and the slave piston. The
master piston follows the movement of the fuel
injector rocker arm. The master piston moves upward
with the fuel injector rocker arm. The movement of
the master piston causes a flow of high-pressure oil
that closes the circuit check valve. The closed check
valve causes pressure to increase in the hydraulic
circuit of the master piston, the slave piston, and the
high-pressure oil passage.
26 UENR0997-12
Systems Operation Section

As the oil pressure in the high-pressure oil passage is

increased by the movement of the master piston, the
slave piston is forced downward in the bore. This
compresses spring (9) for the slave piston. As the
slave piston moves downward, the slave piston
contacts exhaust valve rocker arm (10). The slave
piston continues to apply a force to the exhaust valve
rocker arm. This force causes exhaust valves (16) to
open. As the exhaust valves open, the cylinder
pressure that is created by the piston during the
compression stroke is relieved through the open
exhaust valves.
During compression brake operation, the ECM
disables the signal to each of the fuel injectors that
are selected for braking. The power stroke of the
engine will not occur for the selected cylinders during
the application of the compression brake. This
creates a net braking force at the flywheel.
As the fuel injector rocker arm moves downward, the
master piston is allowed to retract into the bore. As
the master piston retracts, the hydraulic pressure in
the circuit is decreased. This allows the slave piston Illustration 22 g00864026
to retract and control of the exhaust valves is
returned to the engine valve train. Grounding Stud To Battery Ground ( “−” )

De-energizing the actuator valve allows the oil to

drain from port (T1) and (T2) to the engine oil pan
through oil drain passage (6).

i04042273

Electrical System
SMCS Code: 1400; 1550; 1900

Grounding Practices
Proper grounding for the vehicle electrical system
and the engine electrical systems is necessary for
proper vehicle performance and reliability. Improper
grounding will result in unreliable electrical circuit
paths and uncontrolled electrical circuit paths.
Uncontrolled engine electrical circuit paths can result
in damage to main bearings, crankshaft bearing
journal surfaces, and aluminum components.
Illustration 23 g00864027
Uncontrolled electrical circuit paths can cause Alternate Grounding Stud To Battery Ground ( “−” )
electrical noise which may degrade the vehicle and
radio performance. The engine must have a wire ground to the battery.
To ensure proper functioning of the vehicle and Ground wires or ground straps should be combined
engine electrical systems, an engine-to-frame ground at ground studs that are only for ground use.
strap with a direct path to the battery must be used. Periodically check that the grounds are tight and
This connection may be provided by a starting motor grounds are free of corrosion.
ground, by a frame to starting motor ground, or by a
direct frame to engine ground. An engine-to-frame The engine alternator should be battery ground with
ground strap must be used to connect the engine a wire size that can manage the full charging current
grounding stud to the frame of the vehicle and to the of the alternator.
negative battery post.
UENR0997-12 27
Systems Operation Section

NOTICE NOTICE
When jump starting an engine, the instructions in Op- Never operate the alternator without the battery in the
eration and Maintenance Manual, “Starting with Jump circuit. Making or breaking an alternator connection
Start Cables” should be followed in order to properly with heavy load on the circuit can cause damage to
start the engine. the regulator.
This engine may be equipped with a 12 volt starting
system or a 24 volt starting system. Only equal volt- Charging System Components
age for jump starting should be used. The use of a
higher voltage will damage the electrical system.
Alternator
The Electronic Control Module (ECM) must be dis-
connected at the J1/P1 and J2/P2 locations before
welding on the vehicle.

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 components
are used in each of the three circuits:
• Battery

• Circuit breaker
• Ammeter

• Battery cables Illustration 24 g01363364

Alternator components
The charging circuit is in operation when the engine (1) Brush holder
is running. An alternator generates electricity for the (2) Rear frame
charging circuit. A voltage regulator in the circuit (3) Rotor
controls the electrical output in order to keep the (4) Stator
battery at full charge. (5) Drive end frame
(6) Fan assembly
(7) Slip rings
NOTICE (8) Rectifier
The disconnect switch, if equipped, must be in the
ON position in order to let the electrical system func- The alternator has three-phase, full-wave, rectified
tion. There will be damage to some of the charging output. The alternator uses brushes to generate
circuit components if the engine is running with the electricity.
disconnect switch in the OFF position.
The alternator is an electrical component and a
mechanical component that is driven by a belt from
If the vehicle has a disconnect switch, the starting engine rotation. The alternator is used to charge the
circuit can operate only after the disconnect switch is storage battery during engine operation. The
put in the ON position. alternator is cooled by a fan that is a part of the
alternator. The fan pulls air through holes in the back
The starting circuit is in operation only when the start
of the alternator. The air exits the front of the
switch is activated. alternator and the air cools the alternator in the
process.
Both the low amperage circuit and the charging
circuit are connected to the same side of the
ammeter. The starting circuit is connected to the
opposite side of the ammeter.
28
Systems Operation Section
The alternator converts mechanical energy and
magnetic energy into alternating current (AC) and
voltage. This process is done by rotating an
electromagnetic field (rotor) that is direct current (DC)
inside a three-phase stator. The alternating current
and the voltage that is generated by the stator are
changed to direct current. This change is
accomplished by a system that uses three-phase,
full-wave, rectified outputs. The three-phase, full-
wave, rectified outputs have been converted by six
rectifier diodes that are made of silicon. The
alternator also has a diode trio. A diode trio is an
assembly that is made up of three exciter diodes. The
diode trio rectifies field current that is needed to start
the charging process. Direct current flows to the
alternator output terminal.
A solid-state regulator is installed in the back of the
alternator. Two brushes conduct the current through
two slip rings to the field coil on the rotor.
Also, a capacitor is mounted in the back of the
alternator. The capacitor protects the rectifier from
high voltages. The capacitor also suppresses radio
noise sources.
The voltage regulator is a solid-state electronic
switch that controls the alternator output. The voltage
regulator limits the alternator voltage to a preset
value by controlling the field current. The voltage
regulator feels the voltage in the system. The voltage
regulator switches ON and OFF many times per
second in order to control the field current for the
alternator. The alternator uses the field current in
order to generate the required voltage output.
Note: Refer to Service Manual, SENR3862 for
detailed service information for the Delco Remy 27 SI
Series Alternator.
Note: If the alternator is connected to an engine
component, the ground strap must connect that
engine component to the frame or to the battery
ground.
Starting System Components
Starting Solenoid
A solenoid is a magnetic switch that does two basic
operations:
• The solenoid closes the high current starting
motor circuit with a low current start switch circuit.
• The solenoid engages the electric starting motor
pinion with the ring gear.
UENR0997-12
Illustration 25 g00285112
Solenoid
The solenoid has windings (one set or two sets)
around a hollow cylinder. The 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
plunger forward in the cylinder. This action moves the
shift lever in order to engage the pinion drive gear
with the ring gear. The front end of the plunger then
makes contact across the battery and the motor
terminals of the solenoid. After the contact is made,
the starting motor begins to turn the flywheel of the
engine.
When the start switch is opened, current no longer
flows through the windings. The spring now pushes
the plunger back to the original position. At the same
time, the spring moves the pinion gear away from the
flywheel.
When two sets of solenoid windings are used, the
windings are called the hold-in winding and the pull-in
winding. Both sets of windings have the same
number of turns around the cylinder, but the pull-in
winding uses a wire with a larger diameter. The wire
with a larger diameter produces a greater magnetic
field. When the start switch is closed, part of the
current flows from the battery through the hold-in
windings. The rest of the current flows through the
pull-in windings to the motor terminal. The current
then flows through the motor to ground. The solenoid
is fully activated when the connection across the
battery and the motor terminal is complete. When the
solenoid is fully activated, the current is shut off
through the pull-in windings. Now, only the smaller
hold-in windings are in operation. The hold-in
windings operate for the duration of time that is
required in order to start the engine. The solenoid will
now draw less current from the battery, and the heat
generated by the solenoid will be kept at an
acceptable level.
UENR0997-12 29
Systems Operation Section

Starting Motor When the ignition switch is released from the START
position, the starting motor solenoid is deactivated.
The starting motor solenoid is deactivated when
current no longer flows through the windings. The
spring now pushes the plunger back to the original
position of the plunger. At the same time, the spring
moves the pinion gear away from the flywheel ring
gear.

Illustration 26 g01363366
Electric starting motor components
(1) Brush assembly
(2) Field windings
(3) Solenoid
(4) Clutch
(5) Pinion
(6) Armature

The starting motor is used to turn the engine flywheel

at a rate that will allow the engine to start running.
Note: Some starting motors have ground straps that
connect the starting motor to the frame, but many
starting motors are not grounded to the engine.
These starting motors have electrical insulation
systems. For this reason, the ground strap that
connects the starting motor to the frame may not be
an acceptable engine ground. Starting motors that
were installed as original equipment are grounded to
the engine. These starting motors have a ground wire
from the starting motor to the negative terminal of the
battery. When a starting motor must be changed,
consult an authorized dealer for the proper grounding
practices for that starting motor.
The starting motor has a solenoid. When the ignition
switch is turned to the START position, the starting
motor solenoid will be activated electrically. The
solenoid plunger will now move a mechanical
linkage. The mechanical linkage will push the pinion
in order to engage with the flywheel ring gear. The
pinion will engage with the ring gear before the
electric contacts in the solenoid close the circuit
between the battery and the starting motor. When the
circuit between the battery and the starting motor is
complete, the pinion will turn the engine flywheel. A
clutch gives protection for the starting motor so that
the engine cannot turn the starting motor too fast.
30 UENR0997-12
Fuel System

Testing And Adjusting Required Tools

Section Table 1
Required Tools

2P-8278 Tube As

Fuel System
Test Preparation
Examine the fuel system for leaks. Ensure that the
fuel line fittings are properly tightened. Check the fuel
i02486828 level in the fuel tank. Air can enter the fuel system on
the suction side between the fuel transfer pump and
Fuel System - Inspect the fuel tank

SMCS Code: 1250-040 Test Procedure

A problem with the components that send fuel to the 1. Install a 2P-8278 Tube As (SIGHT GAUGE) in
engine can cause low fuel pressure. This can the fuel return line. When possible, install the sight
decrease engine performance. gauge in a straight section of the fuel line that is at
least 304.8 mm (12 inches) long. Do not install the
1. Check the fuel level in the fuel tank. Ensure that
sight gauge near the following devices that create
the vent in the fuel cap is not filled with dirt.
turbulence:
2. Check all fuel lines for fuel leakage. The fuel lines
must be free from restrictions and faulty bends. • Elbows
Verify that the fuel return line is not collapsed.
• Relief valves
3. Install a new fuel filter.
• Check valves
4. Cut the old filter open with the 175-7546 Oil Filter
Cutter Gp. Inspect the filter for excess Observe the fuel flow during engine cranking.
contamination. Determine the source of the Look for air bubbles in the fuel. If there is no fuel in
contamination. Make the necessary repairs. the sight gauge, prime the fuel system. Refer to
Testing and Adjusting, “Fuel System - Prime” for
5. Service the primary fuel filter (if equipped).
more information. If the engine starts, check for air
6. Operate the hand priming pump (if equipped). If in the fuel at varying engine speeds. When
excessive resistance is felt, inspect the fuel possible, operate the engine under the conditions
pressure regulating valve. If uneven resistance is which have been suspect of air in the fuel.
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”.

i04962789

Air in Fuel - Test

SMCS Code: 1280-081

To avoid personal injury, always wear eye and

face protection when using pressurized air.

Introduction
This procedure checks for air in the fuel. This
procedure also assists in finding the source of the air.
UENR0997-12 31
Fuel System

If excessive air is not seen at the inlet to the fuel

transfer pump, the air is entering the system after
the fuel transfer pump. Proceed to Step 3 of
“Adjustment Procedure”.
If excessive air is seen at the inlet to the fuel
transfer pump, air is entering through the suction
side of the fuel system.

Adjustment Procedure
NOTICE
To avoid damage, do not use more than 55 kPa
(8 psi) to pressurize the fuel tank.

1. 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
Illustration 27 g01096678
transfer pump is operating properly. For
2P-8278 Tube As (SIGHT GAUGE) information about checking the fuel pressure, see
(1) A steady stream of small bubbles with a diameter of Testing and Adjusting, “Fuel System Pressure -
approximately 1.60 mm (0.063 inch) is an acceptable amount
of air in the fuel. Test”.
(2) Bubbles with a diameter of approximately 6.35 mm
(0.250 inch) are also acceptable if there are 2 seconds to 3 2. If the source of the air is not found, disconnect the
seconds intervals between bubbles. supply line from the fuel tank and connect an
(3) Excessive air bubbles in the fuel are not acceptable. external fuel supply to the inlet of the fuel transfer
pump. If this action corrects the problem, repair
2. If excessive air is seen in the sight gauge in the the fuel tank or the stand pipe in the fuel tank.
fuel return line, install a second sight gauge at the
inlet to the fuel transfer pump. If a second sight
gauge is not available, move the sight gauge from
the fuel return line and install the sight gauge at
the inlet to the fuel transfer pump. Observe the fuel
flow during engine cranking. Look for air bubbles
in the fuel. If the engine starts, check for air in the
fuel at varying engine speeds.
32 UENR0997-12
Fuel System

3. If the injector sleeve is worn or damaged, are worn, missing, or damaged, combustion gases
combustion gases may be leaking into the fuel may leak into the fuel system.
system. Also, if the O-rings on the injector sleeves

i07462518

Electronic Unit Injector - Adjust

SMCS Code: 1290-025

MEUI A Injector Overview

Illustration 28 g03882525
Typical MEUI A injector
(1) Solenoid prongs (2) Top of injector (3) Height adjustment tool ledge

Mechanical Electronic Unit Injectors (MEUI) A have

the typical features that are shown in Illustration 28 .
The injectors typically have solenoid prongs (1), a flat
top to the injector (2), and a ledge for the height
adjustment tool (3).

MEUI A Injector Adjustment

Table 2
Required Tools

Part Number Part Name Quantity

9U-7227 Injector Height Gauge 1

UENR0997-12 33
Fuel System

7. Remove the timing bolt from the flywheel after all

the unit injector adjustments have been made.
Reinstall the valve mechanism cover.

Illustration 29 g01332476
Injector Mechanism (Typical example)
(1) Rocker arm
(2) Adjusting screw
(3) Locknut
(4) 9U-7227 Injector Height Gauge

To adjust the unit injectors on cylinders 3, 5, and 6

use the following procedure:
1. Put the No. 1 piston at the top center position on
the compression stroke. Refer to Testing and
Adjusting, “Finding Top Center Position for No. 1
Piston”.
2. Injector height gauge (4) is used to obtain a
dimension of 78.0 ± 0.2 mm (3.07 ± 0.01 inch).
The dimension is measured from the top of the
unit injector to the machined ledge of the fuel
injector body.
a. Set the injector height tool body on top of the
injector tappet body. The rod of the height
adjustment tool should sit on the machined
ledge of the injector body.
3. Turn unit injector adjusting screw (2) clockwise
until the correct height is obtained.
Note: The top of the injector height tool rod has two
steps on it. The middle of the steps should be flush
with the injector height tool body.

4. Hold the adjusting screw in this position and

tighten locknut (3) to a torque of 100 ± 10 N·m
(74 ± 7 lb ft).
5. To adjust the unit injectors on cylinders 1, 2, and 4,
remove the timing bolt. Turn the flywheel by 360
degrees in the direction of engine rotation. The
direction of engine rotation is counterclockwise, as
the engine is viewed from the flywheel end. This
will put the number 1 piston at the top center
position on the exhaust stroke.
6. Repeat Steps 3 through 4.
34 UENR0997-12
Fuel System

MEUI C Injector Overview

Illustration 30 g03882544
Typical MEUI C injector
(1) Tappet (2) Electrical connector

Mechanical Electronic Unit Injectors (MEUI) C have
the typical features that are shown in Illustration 30 .
The injectors typically have a raised tappet (1), and
electrical connector (2).
MEUI C Injector Adjustment
1. Set the engine to Top Dead Center (TDC) for
number 1 piston. Refer to Testing and Adjusting,
“Finding Top Center Position for No. 1 Piston”.
2. Set injectors 3, 5, and 6 using the procedure that
follows.
a. Turn the adjustment screw clockwise for the
injector rocker mechanism until it touches the
top of the injector.
b. Turn the adjustment screw an additional 180
degrees clockwise.
c. Hold the adjustment screw and torque the nut
to 55 ± 10 N·m (41 ± 7 lb ft).
3. To adjust injectors 1, 2, and 4 rotate the engine
360 degrees and pin the flywheel.
a. Turn the adjustment screw clockwise for the
injector rocker mechanism until it touches the
top of the injector.
b. Turn the adjustment screw an additional 180
degrees clockwise.
c. Hold the adjustment screw and torque the nut
to 55 ± 10 N·m (41 ± 7 lb ft).
i02581351
Electronic Unit Injector - Test
SMCS Code: 1290-081
This procedure assists in identifying the cause for an
injector misfiring. Perform this procedure only after
performing the Cylinder Cutout Test. Refer to
Troubleshooting, “Injector Solenoid Circuit Test” for
more information.
1. Check for air in the fuel, if this procedure has not
already been performed. Refer to Testing and
Adjusting, “Air in Fuel - Test”.
UENR0997-12 35
Fuel System

7. If the problem is not resolved, replace the suspect

injector with a new injector. In order to verify that
Electrical shock hazard. The electronic unit injec- the new injector is working properly, perform the
tor system uses 90-120 volts. Cylinder Cutout Test. Use the Caterpillar
Electronic Technician (ET).
2. Remove the valve cover and look for broken parts.
Repair any broken parts or replace any broken i07423973
parts that are found. Inspect all wiring to the
solenoids. Look for loose connections. Also look Finding Top Center Position
for frayed wires or broken wires. Ensure that the
connector for the unit injector solenoid is properly
for No. 1 Piston
connected. Perform a pull test on each of the SMCS Code: 1105-531
wires. Refer to Troubleshooting, “Electrical
Table 3
Connectors - Inspect”. Inspect the posts of the
solenoid for arcing. If arcing or evidence of arcing Needed Tools
is found, remove the cap assembly. Refer to A 5P-7306 Housing As (Starter
Disassembly and Assembly Manual, “Electronic Turning Tool)
Unit Injector - Remove”. Clean the connecting
B 5P-7305 Engine Turning Tool
posts. Reinstall the cap assembly and tighten the (Starter Turning
solenoid nuts to a torque of 2.5 ± 0.25 N·m Tool)
(22 ± 2 lb in). Refer to Disassembly and Assembly
C 136-4632 Timing Pin (Starter
Manual, “Electronic Unit Injector - Install”.
Turning Tool)
3. Check the valve lash setting for the cylinder of the D 208-9388 Adapter (If needed)
suspect unit injector. Refer to Testing and
Adjusting, “Engine Valve Lash - Inspect/Adjust”.
Caterpillar Channel 1 Videos
4. Look for signs of fuel leakage. Investigate the
source of the leaking fuel. Remedy the cause of For supplemental information on this procedure, refer
the fuel leak. to the following video. The previous training has been
replaced with the video below.
5. Ensure that the bolt that holds the unit injector is
tightened to the proper torque. If necessary, Note: A CWS login is required to access Caterpillar
Channel 1. Scan the QR code below with a QR
loosen the bolt that holds the unit injector and
enabled device or copy the link that follows.
tighten the bolt to a torque of 55 ± 10 N·m
(40.6 ± 7.4 lb ft).
6. Remove the suspect unit injector and check the
unit injector for signs of exposure to coolant. Refer
to Disassembly and Assembly Manual, “Electronic
Unit Injector - Remove”. Exposure to coolant will
cause rust to form on the injector. If the unit
injector shows signs of exposure to coolant,
remove the injector sleeve and inspect the injector
sleeve. Refer to Disassembly and Assembly
Manual, “Electronic Unit Injector Sleeve -
Remove”. Replace the injector sleeve if the
injector sleeve is damaged. Check the unit injector
for an excessive brown discoloration that extends
beyond the injector tip. If excessive discoloration is Illustration 31 g06318440
found, check the quality of the fuel. Refer to
Testing and Adjusting, “Fuel Quality - Test”. https://channel1.mediaspace.kaltura.com/media/
Replace the seals on the injector and reinstall the Finding+Top+Center+for+C15+and+C18+Tier+4
injector. Refer to Disassembly and Assembly +Final+Engines++No.+1+Piston/1_7pp7xh5o
Manual, “Electronic Unit Injector - Install”. Also
refer to Disassembly and Assembly Manual, The No. 1 piston at top center (TC) on the
compression stroke is the starting point of all timing
“Electronic Unit Injector Sleeve - Install”. procedures.
36 UENR0997-12
Fuel System

Note: Some engines have two threaded holes in the
flywheel. These holes are in alignment with the holes
with plugs in the left and right front of the flywheel
housing. The two holes in the flywheel are at a
different distance from the center of the flywheel.
This distance ensures that the timing bolt cannot be
put in the wrong hole.
1. Timing bolt (1) is a cover bolt. The timing bolt can
be installed in either the left side of the engine at
location (2) or in the right side at location (4).
Remove both bolts (1) and cover (3) from the
flywheel housing. Remove the plug from the timing
hole in the flywheel housing.
Note: This step can be performed on either side of
the engine if cover (3) is located on both sides of the
flywheel housing.

2. Put timing bolt (1) (longer bolt) through the timing

hole in the flywheel housing. Tooling (A) 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. Turn
the engine flywheel until the timing bolt engages
with the threaded hole in the flywheel.
3. For the right side of the engine, put timing bolt (1)
Illustration 32 g01386416 (longer bolt) through the timing hole in the flywheel
Locating Top Center (Either side of engine) housing. Tooling (B), tooling (C), and a 1/2 inch
(1) Timing bolt drive ratchet wrench are used to turn the flywheel
(2) Location to install timing bolt in the direction of normal engine rotation. Normal
(3) Cover engine rotation is counterclockwise. Normal
engine rotation is viewed from the flywheel end of
the engine. Turn the engine flywheel until the
timing bolt engages with the threaded hole in the
flywheel.

Illustration 33
Locating Top Center (Right Side Of Engine)
(4) Location for timing bolt
(B) 5P-7305 Engine Turning Tool
(C) 5P-7306 Shaft Housing
Illustration 34 g02510317
Using 9S-9082 Engine Turning Tool
g02510296 (1) Timing bolt
(A) 9S-9082 Engine Turning Tool
Note: If the flywheel is turned beyond the point of
engagement, the flywheel must be turned in the
opposite direction approximately 45 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.
UENR0997-12
4. Remove the front valve mechanism cover from the
engine.
5. The inlet and exhaust valves for the No. 1 cylinder
are fully closed if the No. 1 piston is on the
compression stroke. Also, the rocker arms can be
moved by hand when the No. 1 piston is on the
compression stroke. If the rocker arms cannot be
moved and the valves are slightly open, the No. 1
piston is on the exhaust stroke.
Note: After the actual stroke position is identified,
and the other stroke position is needed, remove the
timing bolt from the flywheel. The flywheel is turned
360 degrees in a counterclockwise direction. The
timing bolt is reinstalled.
i03761664
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.
Engines that are equipped with a Diesel Particulate
Filter (DPF) are required to use Ultra Low Sulfur
Diesel (ULSD) diesel fuel. ULSD fuel contains less
than 15 ppm sulfur using ASTM D 2622 or DIN
51400. The use of higher sulfur diesel fuel in an
engine with a DPF will produce emissions that are
not in compliance with emissions standards. This
noncompliance will cause the deactivation of the
catalyst within the DPF. The use of a blend of No.1
and No.2 fuel is allowed in an engine that is equipped
with a DPF, if both of the base fuels meet the ULSD
standard.
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 and
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 full of water.
37
Fuel System
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 containing 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,
SEBU6251, “Caterpillar Commercial Diesel
Engine Fluids Recommendations” “Fuel
Recommendations” for more information.
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 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. Then, temporarily
operate the engine from a separate source of fuel
that is known to be good. Disconnecting the fuel
inlet line 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
38
Fuel System
• Other fuel characteristics
i02154705
Fuel System - Prime
SMCS Code: 1258-548
The Secondary Fuel Filter Has
Been Replaced
Fuel leaked or spilled onto hot surfaces or electri-
cal components can cause a fire. To help prevent
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.
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.
Illustration 35 g01096972
Hand priming pump
(1) Air purge screw
(2) Fuel pressure regulating valve
2. Open air purge screw (1) for the fuel filter by three
full turns. Do not remove the air purge screw.
UENR0997-12
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 for the
fuel filter (if equipped) instead of starting the engine
and running the engine.
4. While the engine is running, observe air purge
screw (1). When a small drop of fuel appears at
the threads of the air purge screw, close and
tighten air purge screw (1).
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.
UENR0997-12
Illustration 36 g01096972
Hand priming pump
(1) Air purge screw
(2) Fuel pressure regulating valve
3. Open fuel pressure regulating valve (2) by two and
a half turns. The regulating valve is located in the
integral fuel filter base.
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 for the
fuel filter (if equipped) 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 fuel pressure regulating valve
(2).
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.
39
Fuel System
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.
Illustration 37 g01096972
Hand priming pump
(1) Air purge screw
(2) Fuel pressure regulating valve
3. Open the air purge screw (1) for the fuel filter by
three full turns. Do not remove the air purge screw.
4. Open fuel pressure regulating valve (2) by two and
a half turns. The regulating valve is located in the
integral fuel filter base.
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 for the
fuel filter (if equipped) instead of cranking the engine.
40
Fuel System
6. Crank the engine for 30 seconds. Allow the starter
motor to cool for two minutes.
7. Close and tighten air purge screw (1).
8. Crank the engine for 30 seconds. Allow the starter
motor to cool for two minutes.
9. Close and tighten fuel pressure regulating valve
(2).
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.
i02809497
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
• 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
UENR0997-12
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).
As abrasive particles collect in the fuel filter, the
pressure differential across the filter will increase.
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. Low fuel pressure will
cause cavitation and internal damage to the unit
injectors. The pressure differential across the fuel
filter should not exceed 69 kPa (10 psi).
Checking Fuel Pressure
Fuel leaked or spilled onto hot surfaces or electri-
cal components can cause a fire. Clean up fuel
spills immediately.
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 con-
tained during performance of inspection, mainte-
nance, testing, adjusting, and repair of the product.
Be prepared to collect the fluid with suitable contain-
ers before opening any compartment or disassem-
bling any component containing fluids.
Refer to Special Publication, NENG2500, “Dealer
Service Tool Catalog” for tools and supplies suitable
to collect and contain fluids on Cat products.
Dispose of all fluids according to local regulations
and mandates.
UENR0997-12 41
Fuel System

Table 4
Required Tools To check the filtered fuel pressure, remove plug (3)
Part Number Part Name Quantity from fuel filter base (1). Install the 3Y-2888
Connector with a 3J-1907 O-Ring Seal. Install a
1U-5470 Engine Pressure Group 1 pressure gauge, and start the engine.
The 1U-5470 Engine Pressure Group can be used
in order to check the fuel pressure of the engine. The
engine pressure group includes Special Instruction,
SEHS8907, “Using the 1U-5470 Engine Pressure
Group”. This instruction provides information about
the usage of the group.

i07434458

Gear Group (Front) - Time

SMCS Code: 1206-531

Static Check of the Timing Gear

Position
Illustration 38 g00294866
1U-5470 Engine Pressure Group

Illustration 39 g01089630
(1) Fuel filter base
(2) Tap for unfiltered fuel pressure
(3) Tap for filtered fuel pressure
(4) Fuel supply line for unfiltered fuel pressure Illustration 40 g01106267
(5) Fuel return line
(6) Fuel supply line for filtered fuel pressure Front gear group
(1) Timing marks
To check the fuel transfer pump pressure, remove (2) Camshaft gear
plug (2) from fuel filter base (1). Install the 3Y-2888 (3) Adjustable idler gear
Connector with a 3J-1907 O-Ring Seal. Install a (4) Idler gear
(5) Cluster gear
pressure gauge, and start the engine. (6) Timing marks
(7) Crankshaft gear
(8) Oil pump gear
42 UENR0997-12
Fuel System

The correct fuel injection timing and valve

mechanism operation is determined by the alignment
of the front gear group timing. Timing marks (1) and
timing marks (6) are aligned in order to provide the
correct relationship between the piston movement
and the valve movement.

Required Parts
• Used for properly setting backlash on engines.
• Tools are based on idler gear tooth count and gear
bushing diameter
• Used to allow the correct cam gear backlash to be
set for any cylinder head (new or re-machined)

• Provides easy access to fasteners on the

adjustable stub shaft for setting the correct
backlash adjustments.
• Set before idler gear is installed into place
Table 5 Illustration 41 g03870106

Part Number Description Gear Bore Di- No. of Gear

ameter (mm) Teeth Setting Backlash for Camshaft and
374-3473(1) Gear Segment 50.86 mm 56 Adjustable Idler Gear
Tool (2 inch)
Note: The rocker arm bolts must be loosened to
421-7202(2) Gear Segment 51.41 mm 51
(2.02 inch)
remove preload from the camshaft.
Tool

462-5095(3) Gear Segment 50.86 mm 51

Tool (2 inch)
(1) For use with the 130-4701 Gear As
(2) For use with the 361-8238 Idler Gear As
(3) For use with the 417-4617 Idler Gear As

434-3868 Plate - Used to hold the gear segment

tool in place and prevent the segment tool from
rotation when checking backlash of cam gear.

Illustration 42 g02685416
Front cover is removed.

1. With the front cover removed, remove bolts (3),

plate (2), and adjustable idler gear (1).
UENR0997-12 43
Fuel System

4. Install the cam gear backlash tool onto the stub

shaft, as shown. Both sides of the gear segment
tool should be engaged with the corresponding
gear, as shown. Hand tighten the one bolt and two
nuts enough so that slight resistance is felt if the
stub shaft is rotated.

Illustration 43 g02686407

2. Loosen one bolt and two nuts (4) that secure the
stub shaft. Remove the remaining three nuts. The
one bolt and two nuts (4) can still be accessed
when the gear segment tool is installed.
Illustration 45 g03870106

a. The 434-3868 Plate can be installed to hold

the gear segment tool in place.

Illustration 44 g03320498
(5) Timing marks
(6) 374-3473 Gear Gauge

3. With the flywheel pinned at TDC for cylinder one,

align timing marks (5).
44
Fuel System
Illustration 46 g02688245
5. Measure the backlash between camshaft gear (2)
and gear segment tool (3). When the gear
segment tool is held stationary, the backlash
between the gears is 0.356 ± 0.254 mm
(0.014 ± 0.010 inch). Lightly tap the stub shaft with
a soft mallet to move the gear segment tool closer
or further away to the cam gear as necessary. This
movement will increase or decrease the amount of
backlash.
Illustration 47 g02688540
6. Once the proper backlash is obtained, tighten the
nuts and the bolt (4) to a torque of 55 ± 10 N·m
(41 ± 7 lb ft).
UENR0997-12
Illustration 48 g02688598
7. Remove the cam gear backlash tool.
a. Clean the studs with a wire brush to remove
any old thread lock compound for the three nuts
and washers removed in Step 2.
b. Apply Loctite 242 to the studs.
c. Install the 3 nuts and washers that were
removed and torque to 55 ± 10 N·m
(41 ± 7 lb ft).
d. Remove the bolt, two nuts, and two washers
that were tightened in Step 6.
e. Clean the bolt and two studs of any old thread
lock compound using a wire brush.
f. Apply Loctite 242 to the bolt and the two studs.
g. Install the bolt and two nuts with washers.
Torque the bolt and nuts to 55 ± 10 N·m
(41 ± 7 lb ft).
UENR0997-12 45
Fuel System

Illustration 49 g02688636

8. Install idler gear (1). Verify that the correct amount

of backlash is still correct. The mark on the
camshaft gear should still align with the mark on
the front housing.
9. Install plate (2). Before installing bolts (3), clean
the bolts with a wire brush to remove the old
thread lock compound. Apply Loctite 242 to the
threads of the bolts and install the bolts. Then,
tighten to the proper torque.
10. Install the front cover. Refer to Disassembly and
Assembly, “Housing (Front) - Install”.
46 UENR0997-12
Air Inlet and Exhaust System

Air Inlet and Exhaust 3. Check for dirt tracks on the clean side of the
engine air cleaner element, the air inlet hose, and
System the clamps. If dirt tracks are observed,
contaminants are flowing past the engine air
cleaner element, the seal for the air cleaner, and/
or the air inlet hose.
i02814214 4. Inspect the engine air cleaner element. Replace a
dirty engine air cleaner element with a clean
Air Inlet and Exhaust System - engine air cleaner element.
Inspect
SMCS Code: 1050-040
Hot engine components can cause injury from
Air Inlet Restriction burns. Before performing maintenance on the en-
gine, allow the engine and the components to
There will be a reduction in the performance of the cool.
engine if there is an excess restriction in the air inlet
system or the exhaust system.
Table 6
Required Tools
Making contact with a running engine can cause
Part Number Part Name Quantity burns from hot parts and can cause injury from
rotating parts.
1U-5470 Engine Pressure Group 1
or or When working on an engine that is running, avoid
198-4240 Digital Pressure Indicator
contact with hot parts and rotating parts.

5. Use the differential pressure gauge of the

1U-5470 Engine Pressure Group or the
198-4240 Digital Pressure Indicator.

Illustration 50 g00293196
1U-5470 Engine Pressure Group

Refer to Special Instruction, SEHS8907, “Using the

1U-5470 Engine Pressure Group” for the
instructions that are needed to use the 1U-5470
Engine Pressure Group. Refer to Operation Manual,
NEHS0818, “Using the 198-4240 Digital Pressure
Indicator” for the instructions that are needed to use
the 198-4240 Digital Pressure Indicator.
Illustration 51 g01176673
1. Check the Air Filter Change Indicator Group on the
Air inlet system (typical example)
air inlet for a reading of the restriction.
(1) Turbocharger
2. Inspect the engine air cleaner inlet and ducting in (2) Air Inlet Piping
(3) Test location
order to ensure that the passageway is not (4) Air cleaner
blocked or collapsed.
a. Connect the vacuum port of the differential
pressure gauge to the test location (3). Test
UENR0997-12
location (3) can be located anywhere along air
inlet piping (2) after engine air cleaner (4) but
before turbocharger (1).
The air flow through a new engine air cleaner
element must not have a system restriction of more
than the following amount:
Maximum restriction . . 3.7 kPa ((15 inch of H2O))
The air flow through a used engine air cleaner may
have an additional 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:
Maximum restriction . . 6.2 kPa ((25 inch of H2O))
Exhaust Restriction
The muffler, catalytic converter/muffler, and die-
sel particulate filter will become extremely hot
during engine operation. A hot muffler, catalytic
converter/muffler and diesel particulate filter can
cause serious burns. Allow adequate cooling
time before working on or near the muffler, cata-
lytic converter/muffler and diesel particulate
filter.
Excessive idling can cause the muffler, the catalytic
converter/muffler, or the diesel particulate filter to
plug. A plugged muffler, a plugged catalytic
converter/muffler, or a plugged diesel particulate filter
will lead to an increase in exhaust back pressure.
Operating the engine in extremely cold conditions
may cause the muffler, the catalytic converter/muffler,
or the diesel particulate filter to plug. One indication
of a plugged muffler, catalytic converter, or diesel
particulate filter is poor engine response.
Exhaust Back Pressure for
Mufflers and Catalytic Converters
Back pressure is the difference in the pressure
between the exhaust and the atmospheric air.
Table 7
Tools Needed
Part Number Part Name Quantity
1U-5470 Engine Pressure Group 1 5. Record the value.
or or
198-4240 Digital Pressure Indicator
47
Air Inlet and Exhaust System
Hot engine components can cause injury from
burns. Before performing maintenance on the en-
gine, 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.
If the exhaust is not equipped with a back pressure
tap, the following procedure may be use in order to
install a pressure tap. Refer to Truck Engine News,
SEBD6729, “Measuring Exhaust Back Pressure” for
measuring the back pressure at a proper test
location.
Use the differential pressure gauge of the 1U-5470
Engine Pressure Group or the 198-4240 Pressure
Indicator Tool Gp in order to measure back pressure
from the exhaust. Use the following procedure in
order to measure back pressure from the exhaust:
High Idle Plugging Test
Note: Do not try to burn out a plugged muffler. The
muffler can become severely overheated. This will
cause other system components to fail.
1. Inspect the system components for any noticeable
damage that would cause a restriction.
2. Connect the pressure port of the differential
pressure gauge to test location. Refer to Truck
Engine News, SEBD6729, “Measuring Exhaust
Back Pressure” for measuring the back pressure
at a proper test location.
3. Leave the vacuum port of the differential pressure
gauge open to the atmosphere.
4. Start the engine. Run the engine in the no-load
condition at high idle until the engine reaches
normal operating temperature.
6. Multiply the value from Step 5 by 1.8.
7. Compare the result from Step 6 to the value that
follows.
Back pressure from the exhaust must not be more
than the following amount:
48
Air Inlet and Exhaust System
Maximum back pressure for engines with a
standard muffler . . . . 10.0 kPa ((40 inch of H2O))
Maximum back pressure for engines with a
catalytic converter/muffler . . . . . . . . . . . 12.4 kPa
((50 inch of H2O))
If the maximum back pressure is within the allowable
limits, refer to Troubleshooting, “Low/Power/Poor or
No Response to Throttle”.
If the back pressure exceeds 12.4 kPa
(50 inch of H2O), replace the muffler.
Illustration 52 g01403351
Exhaust system (typical example)
(1) Turbocharger
(5) Test location
(6) Muffler
(7) Exhaust piping
Full Load Test
Note: Do not try to burn out a plugged muffler. The
muffler can become severely overheated. This will
cause other system components to fail.
1. Check the arrangement number of the engine and
verify that all components are correct.
Note: Run the vehicle on a dyno up to 30 minutes in
order to reach operating temperature. Monitor all of
the engine components for any signs of overheating.
2. Measure the back pressure at a full load and full
speed.
3. Record the results.
4. The back pressure for the catalytic converter/
muffler is at 12.4 kPa (50 inch of H2O).
UENR0997-12
5. Replace any components that have been proven
damaged.
Exhaust Back Pressure for Diesel
Particulate Filters (If Equipped)
High Idle Plugging Test
Illustration 53 g01403354
diesel particulate filter (typical example)
(8) Inlet section
(9) Catalyst section
(10) Filter section
(11) Outlet section
(12) Test location
(13) Tee fitting
(14) Copper tubing
(15) Thermocouple
Note: Limit the idle time of the engine to 20 minutes.
If large quantities of soot are accumulated in the
diesel particulate filter, running the engine can
permanently damage the filter and other
components.
Note: Do not test the exhaust back pressure if the
red warning light has been activated. Clean the
diesel particulate filter immediately.
Note: Refer to Special Instruction, REHS1807,
“Installation Guide for Particulate Trap Exhaust
Filters” for properly cleaning the diesel particulate
filter.
1. Inspect the system components for any noticeable
damage that would cause a restriction.
2. Connect the pressure port of the differential
pressure gauge to test location. Refer to Truck
Engine News, SEBD6729, “Measuring Exhaust
Back Pressure” for measuring the back pressure
at a proper test location.
3. Leave the vacuum port of the differential pressure
gauge open to the atmosphere.
UENR0997-12 49
Air Inlet and Exhaust System

4. Start the engine. Run the engine in the no-load

condition at high idle until the engine reaches
normal operating temperature.
5. Record the value.
6. Multiply the value from Step 5 by 1.8.
7. Compare the test result to the value that follows.

Clean the diesel particulate filter if the back pressure

exceeds the following value.

Maximum back pressure for engines with a

diesel particulate filter . . . . . . . . . . . . . . . .25 kPa
((100 inch of H2O))

Full Load Test

Limit the idle time of the engine to 20 minutes. If large
quantities of soot are accumulated in the diesel
particulate filter, running the engine can permanently
damage the filter and other components.

Note: Do not test the exhaust back pressure if the

red warning light has been activated. Clean the
diesel particulate filter immediately.
Note: Refer to Special Instruction, REHS1807,
“Installation Guide for Particulate Trap Exhaust Illustration 54 g01183535
Filters” for properly cleaning the diesel particulate
filter. Engine speed rpm

1. Check the arrangement number of the engine and Engine load percent
verify that all components are correct.
Back pressure inches of water
Note: Run the vehicle on a dyno up to 30 minutes in
order to reach operating temperature. Monitor all of i02210444
the engine components for any signs of overheating.
Turbocharger - Inspect
2. Measure the back pressure at full load and full
speed. SMCS Code: 1052-040
3. Record the results.
4. The back pressure for the diesel particulate filter is
at 24.9 kPa (100 inch of H2O). Hot engine components can cause injury from
burns. Before performing maintenance on the en-
5. Replace any components that cannot be cleaned. gine, allow the engine and the components to
Replace any components that are proven faulty. cool.

Data Sheet for Testing Catalytic

Converters or Diesel Particulate Filter
S/N
Miles
Date
Type of pressure gauge
Mark the pressure test location with an “X” on the
Illustration.
50
Air Inlet and Exhaust System
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 con-
tained during performance of inspection, mainte-
nance, testing, adjusting, and repair of the product.
Be prepared to collect the fluid with suitable contain-
ers before opening any compartment or disassem-
bling any component containing fluids.
Refer to Special Publication, NENG2500, “Dealer
Service Tool Catalog” for tools and supplies suitable
to collect and contain fluids on Cat products.
Dispose of all fluids according to local regulations
and mandates.
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 Testing and Adjusting, “Air
Inlet and Exhaust System - Inspect”.
UENR0997-12
Illustration 55 g01116158
(1) Turbine wheel housing
(2) Compressor wheel housing
(3) Turbocharger oil lines
(4) Coolant lines for the turbocharger
(5) Wastegate for the turbocharger
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.
• Inspect the turbine wheel and turbine wheel
housing (1).
• Inspect the compressor wheel and compressor
wheel housing (2).
• Inspect the oil lines for plugging (3).
• Inspect condition of the coolant lines (4).
• Inspect wastegate (5) for the turbocharger.
Inspection of the Turbine Wheel
and the Turbine Wheel Housing
Remove the air piping from the turbine housing.
1. Inspect the turbine wheel for damage by foreign
material. If there is damage, determine the source
of the damage. Replace the turbocharger. If there
is no damage, go to Step 3.
2. Inspect the turbine wheel for buildup of carbon and
other foreign material. Inspect the turbine wheel
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.
UENR0997-12 51
Air Inlet and Exhaust System

3. Turn the rotating assembly by hand. While you turn Inspection of the Oil Lines
the assembly, push the assembly to the limits of
the side-to-side end play. 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 housing. If there
is no rubbing or scraping, go to Step 4.
4. Inspect the turbine wheel and the turbine wheel
housing for oil leakage. Inspect the turbine wheel
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 found in the turbine wheel housing, go to
“Inspection of the Oil Lines”.

Inspection of the Compressor

Wheel and the Compressor Wheel
Housing
Remove air piping from the compressor inlet.
1. Inspect the compressor wheel for damage from
foreign objects. If there is damage, determine the
source of the damage. As required, clean the inlet
system and repair the components of the intake
system. Replace the turbocharger. If no damage is
found, go to Step 3.
2. Clean the compressor wheel and the compressor
wheel housing. If you find buildup of foreign
material determine the source of the material. As
required, clean the inlet system and repair the
components of the intake system. 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 to the limits of
the side-to-side end play. The assembly should
turn freely. The compressor wheel should not rub
the compressor wheel 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. The
aftercooler must then be cleaned. If oil is found in
the compressor wheel housing, go to “Inspection
of the Oil Lines”.
Illustration 56 g01116242
(6) Oil supply line
(7) Oil drain line
1. Ensure that the turbocharger is receiving an
adequate oil supply from the engine's lubrication
system.
a. Remove oil supply line (6) and oil drain line (7)
from the turbocharger.
b. Inspect the supply port and the drain port of the
turbocharger. Inspect the area between the
bearings of the rotating assembly shaft. Look
for oil sludge.
c. Inspect the oil drain hole for oil sludge.
d. If necessary, clean the rotating assembly shaft.
e. If necessary, clean the supply port and the drain
port.
f. If necessary, clean the drain line.
2. If crankcase pressure is high, or if the oil drain is
restricted, pressure in the center housing may be
greater than the pressure of turbine wheel
housing. Oil flow may be forced in the wrong
direction and the oil may not drain. Check the
crankcase pressure and correct any problems.
a. Inspect the air cleaner element for restriction. If
restriction is found, clean the element or
replace the element.
b. Inspect the engine crankcase breather for
plugging. If necessary, clean the engine
crankcase breather or replace the engine
crankcase breather.
52
Air Inlet and Exhaust System
3. If the oil drain line is damaged, replace the oil drain
line.
4. Check the routing of the oil lines. Eliminate any
sharp restrictive bends. Make sure that the oil
lines are not too close to the engine exhaust
manifold.
If the source of the oil leakage is not apparent, the
turbocharger may have internal damage. Replace the
turbocharger.
Inspection of the Coolant Lines
Illustration 57 g01116271
(8) Coolant supply line
(9) Coolant drain line
Ensure that the turbocharger is receiving an
adequate coolant flow from the engine's cooling
system. Check for plugging in the coolant supply and
the coolant return lines.
1. Remove coolant supply line (8) and coolant return
line (9) from the turbocharger. Inspect the lines for
a buildup of debris or for contamination. If debris is
found in the lines, determine the source of the
contamination. If necessary, repair the cooling
system.
2. Inspect the turbocharger's cooling passages.
Inspect the passages for buildup of debris or for
contamination. If debris is found in the
turbocharger's cooling passages, determine the
source of the contamination. If necessary, repair
the cooling system.
Inspection of the Wastegate
The wastegate controls the amount of exhaust gas
that is allowed to bypass the turbine side of the
turbocharger. This valve then controls the rpm of the
turbocharger.
When the engine operates in conditions of low boost
(lug), a spring presses against a diaphragm in the
canister. The actuating rod will move and the
wastegate will close. Then, the turbocharger can
operate at maximum performance.
UENR0997-12
When the boost pressure increases against the
diaphragm in the canister, the wastegate will open.
The rpm of the turbocharger becomes limited. This
limitation occurs because a portion of the exhaust
gases are directed around the turbine wheel of the
turbocharger.
The following levels of boost pressure indicate a
problem with the wastegate:
• Boost pressure is too high at full load conditions.
• Boost pressure is too low at all lug conditions.
Note: The housing assembly for the wastegate is
preset at the factory and no adjustments can be
made.
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 op-
erated, there can be damage to engine or to turbo-
charger 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.
The boost pressure controls the maximum rpm of the
turbocharger, because the boost pressure controls
the position of the wastegate. The following factors
also affect the maximum rpm of the turbocharger:
• Engine rating
• Horsepower demand on the engine
• High idle rpm
• Operating altitude of the engine
• Inlet air restriction
• Exhaust system restriction
i02148454
Inlet Manifold Pressure - Test
SMCS Code: 1058-081
Table 8
Tools Needed
Part Number Part Name Quantity
1U-5470 Engine Pressure Group 1
UENR0997-12 53
Air Inlet and Exhaust System

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
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 Illustration 58 g01089757
the fuel is rated below 35 API, the inlet manifold Left side of the engine
pressure can be more than the pressure listed in the (1) Inlet manifold temperature sensor
TMI (Technical Marketing Information). (2) Inlet manifold pressure sensor
(3) Pipe plug
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 electronic service tool.
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).
Illustration 59 g00293196
Use the following procedure in order to use the
1U-5470 Engine Pressure Group to measure the 1U-5470 Engine Pressure Group
inlet manifold pressure:
1. Remove pipe plug (3) from the inlet manifold. It is
not necessary to remove inlet manifold
temperature sensor (1) or inlet manifold pressure
sensor (2).
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.
3. Operate the engine under the suspect conditions.
4. Record the value.
54 UENR0997-12
Air Inlet and Exhaust System

5. Compare the value that was recorded in Step 4 to

the pressure that is given in the TMI (Technical
Marketing Information). Pressurized air can cause personal injury. When
pressurized air is used for cleaning, wear a pro-
i04073629 tective face shield, protective clothing, and pro-
tective shoes.
Exhaust Temperature - Test
Ensure that the constant torque hose clamps are
SMCS Code: 1088-081 tightened to the correct torque. Check the truck
manufacturer's specifications for the correct torque.
Measure the Exhaust Temperature Check the welded joints for cracks. Ensure that the
brackets are tightened in the correct positions.
Table 9 Ensure that the brackets are in good condition. Use
Required Tools compressed air to clean any debris or any dust from
the aftercooler core assembly. Inspect the cooler
Part Number Part Name Qty core fins for the following conditions:
349-4201 Infrared Thermometer 1 • Damage

When the engine runs at low idle, the temperature of • Debris

an exhaust manifold port can indicate the condition of
a fuel injection nozzle. • Corrosion

A low temperature indicates that no fuel is flowing to Use a stainless steel brush to remove any corrosion.
Ensure that you use soap and water.
the cylinder. An inoperative fuel injection nozzle or a
problem with the fuel injection pump could cause this Note: When parts of the air-to-air aftercooler system
low temperature.
are repaired, a leak test is recommended. When
A high temperature can indicate that too much fuel is parts of the air-to-air aftercooler system are replaced,
flowing to the cylinder. A malfunctioning fuel injection a leak test is recommended.
nozzle could cause this high temperature.
The use of winter fronts or shutters is discouraged
Use the 349-4201 Infrared Thermometer to check with air-to-air aftercooled systems. Winter fronts can
this exhaust temperature. only be used on certain truck models. On these
trucks, tests have shown that the engine jacket water
will overheat before the inlet manifold air temperature
i04793361
is excessive. These trucks use sensors and
indicators that are installed in order to indicate engine
Aftercooler - Test operating conditions before excessive inlet manifold
air temperatures are reached. Check with the truck
SMCS Code: 1063-081 manufacturer about the use of both winter fronts and
shutters.
Table 10
Required Tools Inlet Manifold Pressure
Part Number Part Name Quantity
Normal inlet manifold pressure with high exhaust
1U-5470 Engine Pressure Group 1 temperature can be caused by blockage of the fins of
the aftercooler core. Clean the fins of the aftercooler
FT1984 Aftercooler Testing Group 1 core. Refer to “Visual Inspection” for the cleaning
procedure.
FT1438 Aftercooler Gp (Dynamometer Test) 1
Low inlet manifold pressure and high exhaust
manifold temperature can be caused by any of the
Visual Inspection following conditions:
Inspect the following parts at each oil change: Plugged air cleaner – Clean the air cleaner or
replace the air cleaner, as required. Refer to the
• Air lines Operation and Maintenance Manual, “Engine Air
Cleaner Element - Clean/Replace”.
• Hoses
Blockage in the air lines – Blockage in the air lines
• Gasket joints between the air cleaner and the turbocharger must
be removed.
UENR0997-12 55
Air Inlet and Exhaust System

Aftercooler core leakage – Aftercooler core leakage • High exhaust temperature

should be pressure tested. Refer to “Aftercooler Core
Leakage” topic for the testing procedure.
Leakage of the induction system – Any leakage
from the pressure side of the induction system should
be repaired.
Inlet manifold leak – An inlet manifold leak can be
caused by the following conditions: loose fittings and
plugs, missing fittings and plugs, damaged fittings
and plugs and leaking inlet manifold gasket.
Aftercooler Core Leakage
NOTICE
Remove all air leaks from the system to prevent en-
gine damage. In some operating conditions, the en-
gine can pull a manifold vacuum for short periods of
time. A leak in the aftercooler or air lines can let dirt
and other foreign material into the engine and cause
rapid wear and/or damage to engine parts.
A large leak of the aftercooler core can often be
found by making a visual inspection. To check for
smaller leaks, use the following procedure:
1. Disconnect the air pipes from the inlet and outlet
side of the aftercooler core.

Dust plug chains must be installed to the after-

cooler core or to the radiator brackets to prevent
possible injury while you are testing. Do not
stand in front of the dust plugs while you are
testing.

2. Install couplers (5) on each side of the aftercooler

core. Also, install dust plugs (7) and (8). These
items are included with the FT1984 Aftercooler
Testing Group.

Note: Installation of additional hose clamps on the

hump hoses is recommended in order to prevent the
hoses from bulging while the aftercooler core is being
pressurized.

NOTICE
Do not use more than 345 kPa (50 psi) of air pres-
sure or damage to the aftercooler core can be the
result.

3. Install the regulator and valve assembly (1) on the

Illustration 60 g01429946
outlet side of the aftercooler core assembly. Also,
FT1984 Aftercooler Testing Group attach the air supply.
(1) Regulator and valve assembly 4. Open the air valve and pressurize the aftercooler
(2) Nipple to 207 kPa (30 psi). Shut off the air supply.
(3) Relief valve
(4) Tee 5. Inspect all connection points for air leakage.
(5) Coupler
(6) Aftercooler 6. The aftercooler system's pressure should not drop
(7) Dust plug
(8) Chain more than 28 kPa (4 psi) in 15 seconds.
(9) Dust plug
7. If the pressure drop is more than the specified
A low-power problem in the engine can be the result amount, use a solution of soap and water to check
of aftercooler leakage. Aftercooler system leakage all areas for leakage. Look for air bubbles that will
can result in the following problems: identify possible leaks. Replace the aftercooler
core, or repair the aftercooler core, as needed.
• Low power
• Low boost pressure
• Black smoke
56 UENR0997-12
Air Inlet and Exhaust System

If a turbocharger failure occurs, remove the air-to-air

To help prevent personal injury when the tooling
is removed, relieve all pressure in the system
slowly by using an air regulator and a valve
assembly.
8. After the testing, remove the FT1984 Aftercooler
Testing Group. Reconnect the air pipes on both
sides of the aftercooler core assembly.
aftercooler core. Internally flush the air-to-air
aftercooler core with a solvent that removes oil and
other foreign substances. Shake the air-to-air
aftercooler core in order to eliminate any trapped
debris. Wash the aftercooler with hot, soapy water.
Thoroughly rinse the aftercooler with clean water and
blow dry the aftercooler with compressed air. Blow
dry the assembly in the reverse direction of normal
air flow. To make sure that the whole system is clean,
carefully inspect the system.

Air System Restriction NOTICE

Pressure measurements should be taken at the air
inlet elbow and at the turbocharger outlet.
Use the differential pressure gauge of the 1U-5470
Engine Pressure Group. Use the following procedure
in order to measure the restriction of the aftercooler:
1. Connect the vacuum port of the differential
pressure gauge to a port in the air inlet elbow.
2. Connect the pressure port of the differential
pressure gauge to a port in the turbocharger
outlet.
3. Record the value.
The air lines and the cooler core must be inspected
for internal restriction when both of the following
conditions are met:
• Air flow is at a maximum level.
• Total air pressure drop of the charged system
exceeds 13.5 kPa (4 in Hg).
If a restriction is discovered, proceed with the
following tasks, as required:
• Clean
• Repair
Do not use caustic cleaners to clean the air-to-air
aftercooler core.
Caustic cleaners will attack the internal metals of the
core and cause leakage.
Dynamometer Test
In hot ambient temperatures, chassis dynamometer
tests for models with an air-to-air aftercooler can add
a greater heat load to the jacket water cooling
system. Therefore, the jacket water cooling system's
temperature must be monitored. The following
measurements may also need a power correction
factor:
• Inlet air temperature
• Fuel API rating
• Fuel temperature
• Barometric pressure
During dynamometer tests for engines, use the
FT1438 Aftercooler Gp (Dynamometer Test). This
tool provides a water-cooled aftercooler in order to
maintain a maximum inlet air temperature of 67 °C
(150 °F).
i03984931

• Replacement
Engine Crankcase Pressure
Turbocharger Failure (Blowby) - Test
SMCS Code: 1215; 1317
Table 11
Personal injury can result from air pressure.
Tools Needed
Personal injury can result without following prop- Part Number Part Name Quantity
er procedure. When using pressure air, wear a
protective face shield and protective clothing. 348-5430 Multi-Tool Gp 1

Maximum air pressure at the nozzle must be less

than 205 kPa (30 psi) for cleaning purposes.
UENR0997-12 57
Air Inlet and Exhaust System

Damaged pistons or damaged 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 short time. This condition can
cause 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.
Note: The Caterpillar Electronic Technician (ET) can
be used to measure crankcase pressure.
This engine uses high voltage to control the fuel
injectors.
Disconnect electronic fuel injector enable circuit
connector to prevent personal injury.
Do not come in contact with the fuel injector ter-
minals while the engine is running.
Note: Valve lash is measured between the rocker
arm and the valve bridge. All measurements and
adjustments must be made with the engine stopped
and the valves fully closed.

Valve Lash Check

An adjustment is not necessary if the measurement
of the valve lash is in the acceptable range in Table
12 .
Table 12
Inlet Valves Exhaust Valves

Valve Lash 0.38 ± 0.08 mm 0.76 ± 0.08 mm

(Stopped Engine) (0.015 ± 0.003 inch) (0.030 ± 0.003 inch)

TC Compression
1-2-4 1-3-5
Stroke
TC Exhaust
3-5-6 2-4-6
Stroke(1)

Firing Order 1-5-3-6-2-4(2)

(1) 360° from TC compression stroke
Illustration 61 g02167834 (2) The No. 1 cylinder is at the front of the engine.
348-5430 Multi-Tool Gp
If the measurement is not within this range, an
The 348-5430 Multi-Tool Gp is used to check the adjustment is necessary. Refer to “Valve Lash
amount of blowby. Refer to Tool Operating Manual, Adjustment” for the proper procedure.
NEHS1087, “348-5430 Multi-Tool Gp” for the test
procedure for checking the blowby. Valve Lash Adjustment
i07476141

Engine Valve Lash - Inspect/

Adjust
SMCS Code: 1102-025

To prevent possible injury, do not use the starter

to turn the flywheel.
Hot engine components can cause burns. Allow
additional time for the engine to cool before
measuring valve clearance. Illustration 62 g01373511
Cylinder and valve location
(A) Exhaust valves
(B) Inlet valves
58 UENR0997-12
Air Inlet and Exhaust System

Use the following procedure to adjust the valve lash: Table 15

1. Put the No. 1 piston at the top center position on C13 Lash Settings
the compression stroke. Refer to Testing and TC Exhaust Stroke Inlet Valves Exhaust Valves
Adjusting, “Finding Top Center Position for No. 1
0.38 ± 0.08 mm 0.635 ± 0.0762 mm
Piston”. Valve Lash
(0.015 ± 0.003 inch) (−.025 ± 0.003 inch)
Table 13
Cylinders 3-5-6 2-4-6
C13 Lash Settings

TC Compression Table 16
Inlet Valves Exhaust Valves
Stroke
C15 and C18 Lash Settings
0.38 ± 0.08 mm 0.635 ± 0.0762 mm
Valve Lash
(0.015 ± 0.003 inch) (0.025 ± 0.003 inch) TC Exhaust
Inlet Valves Exhaust Valves
Stroke
Cylinders 1-2-4 1-3-5
0.38 ± 0.08 mm 0.76 ± 0.08 mm
Valve Lash
(0.015 ± 0.003 inch) (0.030 ± 0.003 inch)
Table 14
C15 and C18 Lash Settings Cylinders 3-5-6 2-4-6

TC Compression
Inlet Valves Exhaust Valves 4. Adjust the valve lash for C13 engines using Table
Stroke
15 . Adjust the valve lash according to Table 16 for
0.38 ± 0.08 mm 0.76 ± 0.08 mm
Valve Lash
(0.015 ± 0.003 inch) (0.030 ± 0.003 inch)
C15 and C18 engines.

Cylinders 1-2-4 1-3-5

2. Adjust the valve lash according to Table 13 for C13
engines. Adjust the valve lash according to Table
14 for C15 and C18 engines.
a. Lightly tap the rocker arm with a soft mallet.
This action will ensure that the lifter roller seats
against the base circle of the camshaft.
b. Loosen the adjustment locknut.
c. Place the appropriate feeler gauge between
rocker arm and the valve bridge. Then, turn the
adjustment screw in a clockwise direction. Slide
the feeler gauge between the rocker arm and
the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on the
feeler gauge. Remove the feeler gauge.
d. Tighten the adjustment locknut to a torque of
30 ± 7 N·m (22 ± 5 lb ft). Do not allow the
adjustment screw to turn while you are
tightening the adjustment locknut. Recheck the
valve lash after tightening the adjustment
locknut.
a. Lightly tap the rocker arm with a soft mallet.
This action will ensure that the lifter roller seats
against the base circle of the camshaft.
b. Loosen the adjustment locknut.
c. Place the appropriate feeler gauge between
rocker arm and the valve bridge. Then, turn the
adjustment screw in a clockwise direction. Slide
the feeler gauge between the rocker arm and
the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on the
feeler gauge. Remove the feeler gauge.
d. Tighten the adjustment locknut to a torque of
30 ± 7 N·m (22 ± 5 lb ft). Do not allow the
adjustment screw to turn while you are
tightening the adjustment locknut. Recheck the
valve lash after tightening the adjustment
locknut.
5. Remove the timing bolt from the flywheel after all
adjustments to the valve lash have been made.
Reinstall the timing cover.
Refer to Testing and Adjusting, “Electronic Unit
Injector - Adjust”.

3. Remove the timing bolt and turn the flywheel by

360 degrees in the direction of engine rotation.
This action will put the No. 6 piston at the top
center position on the compression stroke. Install
the timing bolt in the flywheel.
UENR0997-12 59
Lubrication System

Lubrication System

i04315588

Engine Oil Pressure - Test

SMCS Code: 1304-081

Measuring Engine Oil Pressure

Work carefully around an engine that is running.
Engine parts that are hot, or parts that are mov-
ing, can cause personal injury.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened
component life.
Illustration 63 g00296486
1U-5470 Engine Pressure Group
The 1U-5470 Engine Pressure Group measures the
oil pressure in the system. This engine tool group can
read the oil pressure inside the oil manifold.
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

NOTICE by using Caterpillar Electronic Technician (Cat ET).
Care must be taken to ensure that fluids are con- Refer to Troubleshooting for information on the use of
tained during performance of inspection, mainte-
Cat ET.
nance, testing, adjusting, and repair of the product.
Be prepared to collect the fluid with suitable contain-
ers before opening any compartment or disassem-
bling any component containing fluids.
Refer to Special Publication, NENG2500, “Dealer
Service Tool Catalog” for tools and supplies suitable
to collect and contain fluids on Cat products.
Dispose of all fluids according to local regulations
and mandates.

Table 17
Required Tools

Part Number Part Description Qty

1U-5470 Engine Pressure Group 1

Illustration 64 g00293197
Location of the oil gallery plug
(1) Oil gallery plug
60
Lubrication System
Illustration 65 g02475876
(2) Alternate location of the oil gallery plug
1. Install the 1U-5470 Engine Pressure Group into
oil gallery plug (1).
Note: Engine oil pressure to the camshaft and main
bearings should be checked on each side of the
cylinder block at 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,
“Lubricant Viscosities” for the recommendations of
engine oil.
Note: Allow the engine to reach operating
temperature before you perform the pressure test.
3. Record the value of the engine oil pressure from
pressure testing port 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.
UENR0997-12
Illustration 66 g00293198
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. This
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 engine oil pressure from Step 3 with
the other oil pressure indicators that are for the
engine.
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.
UENR0997-12
8. If a low engine oil pressure condition is confirmed,
refer to “Reasons for Low Engine Oil Pressure”.
9. If engine oil pressure is above the specification,
refer to “Reason for High Engine Oil Pressure”.
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 con-
tained during performance of inspection, mainte-
nance, testing, adjusting, and repair of the product.
Be prepared to collect the fluid with suitable contain-
ers before opening any compartment or disassem-
bling any component containing fluids.
Refer to Special Publication, NENG2500, “Dealer
Service Tool Catalog” for tools and supplies suitable
to collect and contain fluids on Cat products.
Dispose of all fluids according to local regulations
and mandates.
• Oil level is low. Refer to Step 1.
• Oil is contaminated. Refer to Step 2.
• Engine oil bypass valves are open. Refer to Step
3.
• The 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.
1. Check the engine oil level in the crankcase. If the
oil level is below the oil pump's supply tube, the oil
pump will not 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 Level - Check”
for information that is related to checking the
engine oil.
61
Lubrication System
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 and Filter -
Change” for information that is related to replacing
the engine oil and the filter.
NOTICE
Caterpillar oil filters are built to Caterpillar specifica-
tions. Use of an oil filter not recommended by Cater-
pillar 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 recom-
mended 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.
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.
62 UENR0997-12
Lubrication System

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.
Reason for High Engine Oil
Pressure
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened
component life.
NOTICE
Caterpillar oil filters are built to Caterpillar specifica-
tions. Use of an oil filter not recommended by Cater-
pillar 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 recom-
mended by Caterpillar.
i01398317
Engine Oil Pump - Inspect
SMCS Code: 1304-040
The inlet screen of the supply tube for the engine oil
pump can have a restriction. This will cause
cavitation and a loss of oil pressure. Air leakage in
the supply side of the engine oil pump will also cause
cavitation and loss of oil pressure. If the bypass valve
for the engine oil pump is held in the open position,
the lubrication system cannot achieve maximum
pressure. Oil pump gears that have too much wear
will cause a reduction in the oil pressure.
If any part of the engine oil pump is worn enough in
order to affect the performance of the engine oil
pump, the engine oil pump must be replaced. Refer
to Specifications, “Engine Oil Pump” for clearances.
i01126690

NOTICE Excessive Bearing Wear -

Care must be taken to ensure that fluids are con-
tained during performance of inspection, mainte- Inspect
nance, testing, adjusting, and repair of the product.
Be prepared to collect the fluid with suitable contain- SMCS Code: 1203-040; 1211-040; 1219-040
ers before opening any compartment or disassem-
bling any component containing fluids. When some components of the engine show bearing
wear in a short time, the cause can be a restriction in
Refer to Special Publication, NENG2500, “Dealer an oil passage.
Service Tool Catalog” for tools and supplies suitable
to collect and contain fluids on Cat products.
Dispose of all fluids according to local regulations
and mandates.

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”.
UENR0997-12
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.
i03993149
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 oil level gauge or guide tube
• Sustained operation at light loads
63
Lubrication System
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 increased
engine temperature.
i02144046
Increased Engine Oil
Temperature - Inspect
SMCS Code: 1348-040
Measure the temperature of the oil that is in the oil
gallery. The maximum oil temperature that is allowed
for this engine is 110 °C (230 °F).
If the temperature of the engine oil is high, inspect
the engine for the following causes.
Check for problems that could cause high cylinder
temperatures. Inspect the engine for the possible
causes of high cylinder temperatures:
• Restriction in the air inlet system
• Restriction in the exhaust system
• Faulty fuel injector (misfiring cylinder)
Note: Excessive lugging of the engine can also
cause high cylinder temperatures. Be sure to
evaluate engine operation as a contributor to a
complaint of increased oil temperature.
Check for high cooling system temperatures. Inspect
the engine's cooling system for the possible causes
of high cooling system temperatures:
• Restriction in the coolant system
• Restriction of coolant flow in the oil cooler
• Not enough coolant in the coolant system
• Loose fan drive belt
Check for problems with the engine's lubrication
system. Inspect the engine for possible problems
with the engine's lubrication system:
• Restriction of the oil cooler oil flow
• Engine oil cooler bypass valve that is sticking
• Incorrect oil level in the oil pan
64
Cooling System
Cooling System
i02811347
Cooling System - Check
(Overheating)
SMCS Code: 1350-535
Above normal coolant temperatures can be caused
by many conditions. Use the following procedure to
determine the cause of above normal coolant
temperatures:
Personal injury can result from escaping fluid
under pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pres-
sure 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”. If the
coolant level is too low, air will get into the cooling
system. Air in the cooling system will cause a
reduction in coolant flow and bubbles in the
coolant. Air bubbles will keep coolant away from
the engine parts, which will prevent the transfer of
heat to the coolant. Low coolant level is caused by
leaks or incorrectly filling the cooling system with
coolant.
2. Check the mixture of antifreeze and water. Refer to
Caterpillar Machine Fluids Recommendations ,
SEBU6250, “Cooling System Specifications ”. If
the coolant mixture is incorrect, drain the system.
Put the correct mixture of water, antifreeze and
coolant conditioner in the cooling system.
3. Check for air in the cooling system. Air can enter
the cooling system in different ways. The most
common causes of air in the cooling system are
the incorrect filling of the cooling system and
combustion gas leakage into the cooling system.
Combustion gas can get into the system through
inside cracks, a damaged cylinder head, or a
damaged cylinder head gasket. Air in the cooling
system causes a reduction in coolant flow and
bubbles in the coolant. Air bubbles keep coolant
away from the engine parts, which prevents the
transfer of heat to the coolant.
UENR0997-12
4. Check the operation of the hydraulically driven fan.
Ensure that the Electronic Control Module (ECM)
is controlling the fan correctly. A fan that is not
turning at the correct speed can cause improper
air speed across the radiator core. The lack of
proper air flow across the radiator core can cause
the coolant not to cool to the proper temperature
differential.
5. Check the water temperature gauge. A water
temperature gauge which does not work correctly
will not show the correct temperature. Refer to
Testing and Adjusting, “Cooling System - Inspect”.
6. Check the sending unit. In some conditions, the
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
the electric wire breaks or if the electric wire shorts
out, the gauge can show an incorrect reading.
7. Check 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.
Debris, dirt, or deposits will restrict the flow of
coolant through the radiator.
b. Check for debris or damage between the fins of
the radiator core. Debris between the fins of the
radiator core restricts air flow through the
radiator core. Refer to Testing and Adjusting,
“Cooling System - Inspect”.
c. Ensure that the radiator size is adequate for the
application. An undersized radiator does not
have enough area for the effective release of
heat. This may cause the engine to run at a
temperature that is higher than normal. The
normal temperature is dependent on the
ambient temperature.
8. Check the filler cap. A pressure drop in the radiator
can cause the boiling point to be lower. This can
cause the cooling system to boil. Refer to Testing
and Adjusting, “Cooling System - Test”.
9. Check the fan and/or the fan shroud.
a. The fan must be large enough to send air
through most of the area of the radiator core.
Ensure that the size of the fan and the position
of the fan are adequate for the application.
b. The fan shroud must be the proper size and the
fan shroud must be positioned correctly. Ensure
that the size of the fan shroud and the position
of the fan shroud are adequate for the
UENR0997-12 65
Cooling System

application. 14. Check the water temperature regulator. A water

temperature regulator that does not open, or a
10. Check the cooling system hoses and clamps.
water temperature regulator that only opens part
Damaged hoses with leaks can normally be seen.
of the way can cause overheating. Refer to Testing
Hoses that have no visual leaks can soften during
and Adjusting, “Water Temperature Regulator -
operation. The soft areas of the hose can become
Test”.
kinked or crushed during operation. These areas
of the hose can cause a restriction in the coolant 15. Check the water pump. A water pump with a
flow. Hoses become soft and/or get cracks after a damaged impeller does not pump enough coolant
period of time. The inside of a hose can for correct engine cooling. Remove the water
deteriorate, and the loose particles of the hose can pump and check for damage to the impeller. Refer
cause a restriction of the coolant flow. If a hose is to Testing and Adjusting, “Water Pump - Test”.
damaged replace the hose. If a clamp is damaged
16. Check the air flow through the engine
replace the clamp.
compartment. The air flow through the radiator is
11. Check for a restriction in the air inlet system. A drawn from the engine compartment. Ensure that
restriction of the air that is coming into the engine the filters, air conditioner, and similar items are not
can cause high cylinder temperatures. High installed in a way that prevents the free flow of air
cylinder temperatures cause higher than normal through the engine compartment.
temperatures in the cooling system. Refer to
17. Check the air flow through the hydraulic oil cooler
Testing and Adjusting, “Air Inlet and Exhaust
core. A restriction of the air flow through the
System - Inspect”.
hydraulic oil cooler core can cause overheating.
a. If the measured restriction is higher than the Check for debris or deposits which would prevent
maximum permissible restriction, remove the the free flow of air through the hydraulic oil cooler
foreign material from the engine air cleaner core.
element or install a new engine air cleaner
18. Check the aftercooler. A restriction of air flow
element. Refer to Operation and Maintenance
through the air to air aftercooler can cause
Manual, “Engine Air Filter Primary Element -
overheating. Check for debris or deposits which
Clean/Replace ”.
would prevent the free flow of air through the
b. Check for a restriction in the air inlet system aftercooler. Refer to Testing and Adjusting,
again. “Aftercooler - Test”.
c. If the measured restriction is still higher than 19. Consider high outside temperatures. When
the maximum permissible restriction, check the outside temperatures are too high for the rating of
air inlet piping for a restriction. the cooling system, there is not enough of a
temperature difference between the outside air
12. Check for a restriction in the exhaust system. A
and coolant temperatures.
restriction of the air that is coming out of the
engine can cause high cylinder temperatures. 20. Consider high altitude operation. The cooling
capacity of the cooling system goes down as the
a. Make a visual inspection of the exhaust system.
engine is operated at higher altitudes. A
Check for damage to exhaust piping or for a
pressurized cooling system that is large enough to
damaged muffler. If no damage is found, check
keep the coolant from boiling must be used.
the exhaust system for a restriction. Refer to
Testing and Adjusting, “Air Inlet and Exhaust
System - Inspect”.
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.
13. Check the shunt line that is used for the cooling
system. The shunt line must be submerged in the
expansion tank. A restriction of the shunt line from
the shunt tank to the inlet of the jacket water pump
will cause a reduction in water pump efficiency. A
reduction in water pump efficiency will result in low
coolant flow and engine overheating.
66
Cooling System
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
coolant flow through the system. This lower
coolant flow during high input of fuel will cause
above normal heating.
i07176231
Cooling System - Inspect
SMCS Code: 1350-040
Cooling systems that are not regularly inspected are
the cause for increased engine temperatures. Make a
visual inspection of the cooling system before any
tests are performed.
Personal injury can result from escaping fluid
under pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pres-
sure 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:
• 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 the
Operation and Maintenance Manual for your
engine in order to obtain coolant
recommendations.
3. Look for leaks in the system.
UENR0997-12
Note: A small amount of weepage across the surface
of the water pump seals is normal. This weepage is
required to provide lubrication for this type of seal. A
weep hole is provided in the water pump housing to
allow coolant weepage to drain from the pump
housing and not accumulate in the water seal and oil
seal chamber.
The following coolant leakage criteria is provided as
a guideline to determine if the water pump should be
replaced.
• Intermittent drip for a period of 3 days, wetness,
or discoloration (dried coolant) around the
weep hole.
Action: Do not replace pump. Continue to monitor
water pump and coolant level till dripping stops
• Constant stream or/and intermittent drip for a
period greater than 3 days.
Action: Replace pump
4. Ensure that the air flow 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.
7. Look for air or combustion gas in the cooling
system.
8. Inspect the filler cap, and check the surface that
seals the filler cap. This surface must be clean.
i05167674
Cooling System - Test
SMCS Code: 1350-040; 1350-081
This engine has a pressurized cooling system. A
pressurized 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. The formation of an air pocket or a steam
pocket in this type of cooling system is difficult.
UENR0997-12 67
Cooling System

Test Tools For Cooling System

Table 18
Tools Needed
Part Number Part Name Quantity

348-5430 Multi-Tool Gp 1

259-6237 Coolant Tester Gp 1

245-5829 Coolant/Battery Tester Gp 1

Making contact with a running engine can cause

Illustration 67 g00921815 burns from hot parts and can cause injury from
Boiling point of water rotating parts.

Temperature and pressure work together. When a When working on an engine that is running, avoid
diagnosis is made of a cooling system problem, contact with hot parts and rotating parts.
temperature and pressure must be checked. Cooling
system pressure affects the cooling system
temperature. For an example, refer to Illustration 67 .
The illustration shows the effect of pressure on the
boiling point (steam) of water and also shows the
effect of height above sea level.

Personal injury can result from hot coolant,

steam and alkali.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines to
heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
Cooling System Conditioner contains alkali.
Avoid contact with skin and eyes.
Illustration 68 g02167834
The coolant level must be to the correct level in order 348-5430 Multi-Tool Gp
to check the coolant system. The engine must be
cold and the engine must not be running. The 348-5430 Multi-Tool Gp is used in the
diagnosis of overheating conditions and in the
After the engine is cool, loosen the pressure cap in diagnosis of overcooling conditions. This group can
order to relieve the pressure out of the cooling be used to check temperatures in several different
system. Then remove the pressure cap. parts of the cooling system. Refer to Tool Operating
Manual, NEHS1087, “348-5430 Multi-Tool Gp” for
The level of the coolant should not be more than the testing procedure.
13 mm (0.5 inch) from the bottom of the filler pipe. If
the cooling system is equipped with a sight glass, the The 348-5430 Multi-Tool Gp is used to check the
coolant should be to the proper level in the sight
air flow through the radiator core. Refer to Tool
glass.
Operating Manual, NEHS1087 for the test procedure
for checking the air flow through the radiator core.
The 348-5430 Multi-Tool Gp is used to check the
fan speed. Refer to Tool Operating Manual,
NEHS1087 for the testing procedure.
68
Cooling System
The 348-5430 Multi-Tool Gp can measure engine
rpm from a magnetic pickup. The magnetic pickup is
located in the flywheel housing. Refer to Tool
Operating Manual, NEHS1087 for the testing
procedure.
The 348-5430 Multi-Tool Gp is also a photo-
tachometer that is held by hand for general use. The
multi-tool can measure the engine speed by placing a
piece of reflective tape on the crankshaft pulley.
Illustration 69 g00286369
9S-8140 Pressurizing Pump
The 9S-8140 Pressurizing Pump is used to test the
filler caps. This pressurizing pump is also used to
pressure test the cooling system for leaks.
Illustration 70 g00439083
245-5829 Coolant/Battery Tester Gp
Check the coolant frequently in cold weather for the
proper glycol concentration. Use the 245-5829
Coolant/Battery Tester Gp in order to ensure
adequate freeze protection. The tester gives
immediate, accurate readings. The tester can be
used for antifreeze and coolants that contain
ethylene or propylene glycol.
Making the Correct Antifreeze
Mixtures
Refer to the Operation and Maintenance Manual for
the correct coolant recommendations for your
individual application.
UENR0997-12
Checking the Filler Cap
Table 19
Tools Needed
Part Number Part Name Quantity
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.
Illustration 71 g01096114
Typical schematic of filler cap
(1) Sealing surface of both filler cap and radiator
Personal injury can result from hot coolant,
steam and alkali.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines to
heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
Cooling System Conditioner contains alkali.
Avoid contact with skin and eyes.
To check for the amount of pressure that opens the
filler cap, use the following procedure:
1. After the engine cools, carefully loosen the filler
cap. Slowly release the pressure from the cooling
system. Then, remove the filler cap.
Carefully inspect the filler cap. Look for any
damage to the seals and to the sealing surface.
Inspect the following components for any foreign
substances:
• Filler cap
• Seal
UENR0997-12
• Surface for seal
Remove any deposits that are found on these
items, and remove any material that is found on
these items.
2. Install the filler cap on the 9S-8140 Pressurizing
Pump.
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 20
Tools Needed
Part Number Part Name Quantity
9S-8140 Pressurizing Pump 1 Part Number
Use the following procedure in order to check the
cooling system for leaks:
Personal injury can result from hot coolant,
steam and alkali.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines to
heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
Cooling System Conditioner contains alkali.
Avoid contact with skin and eyes.
1. After the engine is cool, loosen the filler cap slowly
and allow pressure out of the cooling system.
Then remove the filler cap from the radiator.
2. Ensure that the coolant level is above the top of
the radiator core.
3. Install the 9S-8140 Pressurizing Pump onto the
radiator.
4. Take the pressure reading on the gauge to 20 kPa
(3 psi) more than the pressure on the filler cap.
5. Check the radiator for leakage on the outside.
6. Check all connection points for leakage, and check
the hoses for leakage.
69
Cooling System
The cooling system does not have leakage only if the
following conditions exist:
• You do not observe any outside leakage.
• The reading remains steady after 5 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.
Note: Refer to Troubleshooting, “Coolant Level is
Low” for additional information.
Make any repairs, as required.
Test For The Water Temperature
Gauge
Table 21
Tools Needed
Part Name Quantity
348-5430 Multi-Tool Gp 1
Personal injury can result from escaping fluid
under pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pres-
sure before removing any hose from the radiator.
Making contact with a running engine can cause
burns from hot parts and can cause injury from
rotating parts.
When working on an engine that is running, avoid
contact with hot parts and rotating parts.
Check the accuracy of the water temperature
indicator or water temperature sensor if you find
either of the following conditions:
• The engine runs at a temperature that is too hot,
but a normal temperature is indicated. A loss of
coolant is found.
• The engine runs at a normal temperature, but a
hot temperature is indicated. No loss of coolant is
found.
Caterpillar Electronic Technician (ET) can also be
used to read the coolant temperature of the engine.
70
Cooling System
Illustration 72 g01454513
Test location
(2) Plug
Remove the plug (2) from one of ports in the water
manifold. Install the thermometer in the open port:
Use the 348-5430 Multi-Tool Gp to make this
check. Refer to Tool Operating Manual, NEHS1087
for the testing procedure.
Start the engine. Run the engine until the
temperature reaches the desired range according to
the test thermometer. If necessary, place a cover
over part of the radiator in order to cause a restriction
of the air flow. The reading on the water temperature
indicator should agree with the test thermometer
within the tolerance range of the water temperature
indicator.
i04128474
Water Temperature Regulator -
Test
SMCS Code: 1355-081; 1355-081-ON
Personal injury can result from escaping fluid
under pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pres-
sure before removing any hose from the radiator.
UENR0997-12
Illustration 73 g02326293
(1) Water temperature regulator housing
(2) Water temperature regulators
1. Remove the water temperature regulators (2) from
the engine.
2. Heat water in a pan until the temperature of the
water is equal to the fully open temperature of the
water temperature regulators. Refer to
Specifications, “Water Temperature Regulator” for
the fully open temperature of the water
temperature regulators. Stir the water in the pan.
This action will distribute the temperature
throughout the pan.
3. Hang the water temperature regulators in the pan
of water. The water temperature regulators must
be below the surface of the water. The water
temperature regulators must be away from the
sides and the bottom of the pan.
4. Keep the water at the correct temperature for 10
minutes.
5. After 10 minutes, remove the water temperature
regulators. Immediately measure the opening of
each water temperature regulator. Refer to
Specifications, “Water Temperature Regulator” for
the minimum opening distance of the water
temperature regulator at the fully open
temperature.
UENR0997-12 71
Cooling System

If the distance is less than the amount listed in the 4. Note the water pump pressure. The water pump
manual, replace the water temperature regulator. pressure should be at least 100 kPa (15 psi).

i02809024

Water Pump - Test

SMCS Code: 1361-081
Table 22
Tools Needed
Part Number Part Name Quantity

6V-7775 Air Pressure Gauge 1

Illustration 74 g01267109
Typical example
(1) Water manifold assembly

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.

Perform the following procedure in order to determine

if the water pump is operating correctly:
1. Remove a plug from water manifold assembly (1).
2. Install the 6V-7775 Air Pressure Gauge in the
port.
3. Start the engine. Run the engine at 1400 rpm until
the coolant is at operating temperature.
72 UENR0997-12
Basic Engine

Basic Engine Refer to Special Instruction, SMHS7606, “Use of

1P-4000 Line Boring Tool Group” for the
instructions that are needed to use the tool group.
This tool is used in order to check the alignment of
the main bearing bores. The 1P-3537 Dial Bore
i02813797
Gauge Group can be used to check the size of the
bore.
Piston Ring Groove - Inspect i02487145

SMCS Code: 1214-040

Cylinder Block - Inspect
The 132-4389 Piston Ring Groove Gauge Gp is
available to check the top ring groove in the piston. SMCS Code: 1201-040
Refer to the instruction card with the tool for the
correct use of the 132-4389 Piston Ring Groove Table 23
Gauge Gp. Required Tools

Refer to Guideline for Reusable Parts, SEBF8049, Part Number Part Name Quantity
“Visual Inspection of the Piston” and Guideline for
Reusable Parts, SEBF8051, “Inspection and 1P-3537 Dial Bore Gauge Group 1
Measuring Procedures for Piston Pins”.

i03506701

Connecting Rod Bearings -

Inspect
SMCS Code: 1219-040
The connecting rod bearings fit tightly in the bore in
the rod. If the bearing joints are worn, check the bore
size. This can be an indication of wear because of a
loose fit.
Refer to Reuse And Salvage Guidelines , SEBF8009,
“Visual Inspection of Main Bearings and Connecting
Rod Bearings” for reuse information.
Illustration 75 g00285686
Connecting rod bearings are available with smaller 1P-3537 Dial Bore Gauge Group
inside diameters than the original size bearings.
These bearings are for crankshafts that have been If the main bearing caps are installed without
ground. bearings, the bore in the block for the main bearings
can be checked. Tighten the nuts on the bearing
i03506721 caps to the torque that is given in Specifications,
“Cylinder Block”. Alignment error in the bores must
Main Bearings - Inspect not be more than 0.08 mm (0.003 inch).

SMCS Code: 1203-040
Main bearings are available with smaller inside
diameters than the original size bearings. These
bearings are for crankshafts that have been ground.
Main bearings are available with larger outside
diameters than the original size bearings. These
bearings are used for the cylinder blocks with the
main bearing bore that is made larger than the bore's
original size.
Refer to the Reuse And Salvage Guidelines ,
SEBF8009, “Visual Inspection of Main Bearings and
Connecting Rod Bearings” for reuse information.
The 1P-3537 Dial Bore Gauge Group can be used
to check the size of the bore.
i06179073
Cylinder Liner Projection -
Inspect
SMCS Code: 1216-040
Note: The following procedure does not require the
use of an H bar to hold the liners while the liner
projection measurements are taken.
UENR0997-12 73
Basic Engine

The 8T-0455 Liner Projection Tool Group can be

used to check the liner projection. Refer to Special
Instruction, SMHS7727, “Use of 8T-0455 Cylinder
Liner Projection Indicator Group” for more
information on the use of the tool.

Illustration 76 g01096458
Liner Projection Components
(1) Bolt
(2) Washer
(3) Washer
(4) Spacer plate
(5) Cylinder liner
(6) Block

C13 Procedure
Table 24
Required Tooling

Part Number Part Description Qty

Liner Projection Tool
8T-0455 1
Group

Table 25
Required Components for C13

Quantity For One Quantity For Six

Item Part Number Description
Cylinder Cylinders
1 8T-4193 Bolts 6 36
2 2S-5658 Hard Washers 6 36
3 8F-1484 Washers 6 36
4 7K-1977 Washers 6 36

1. Clean the cylinder liner flange and the cylinder

block surface. Remove any nicks on the top of the
cylinder block.
74 UENR0997-12
Basic Engine

5. Slide dial indicator (6) into the correct position.

When the point of the dial indicator contacts gauge
block (8), the dial indicator is in the correct
position. Slide the dial indicator until the needle of
the gauge makes a quarter of a revolution
clockwise. The needle should be in a vertical
position. Tighten bolt (5) and zero the dial
indicator.

Illustration 77 g01721317
Location of the components
(1) Bolt
(2) Washer
(3) Washer
(4) Washer

2. The components should be assembled in the order

that is shown in Illustration 77 . 7K-1977 Washer
(4) is made of a cotton fabric that is impregnated Illustration 79 g01721372
with resin. The washer will not damage the sealing Measure the liner projection.
surface of the cylinder block. (6) Dial indicator
(7) Gauge body
Note: Inspect the washer before measuring the liner
projection. Replace the washer if the washer is worn
6. Place gauge body (7) on the plate for the cylinder
or damaged.
block. The indicator point should be on the liner
3. Evenly tighten bolts (1) to a torque of 14 N·m flange. Read the dial indicator in order to find the
(10 lb ft). amount of liner projection. Check the projection at
four locations (every 90 degrees) around each
cylinder liner.
Table 26
Specifications

0.06 to 0.18 mm
Liner Projection
( 0.0024 to 0.0071 inch)

Maximum Variation in Each

0.050 mm (0.0020 inch)
Liner
Maximum Average Variation
0.08 mm (0.0031 inch)
Between Adjacent Liners

Maximum Variation Between

0.100 mm (0.0040 inch)
All Six Liners

Illustration 78 g01721370 7. If a liner does not meet the recommended cylinder

8T-0455 Liner Projection Tool Group liner projection specification, check the following
(5) Bolt parts:
(6) Dial indicator
(7) Gauge body • The depth of the cylinder block bore should be
(8) Gauge block
100.00 ± 0.03 mm (3.937 ± 0.001 inch).
4. Loosen bolt (5) until dial indicator (6) can be • The liner flange should be 100.12 ± 0.03 mm
moved. Place gauge body (7) and dial indicator (6) (3.942 ± 0.001 inch).
on the long side of gauge.
UENR0997-12 75
Basic Engine

If the dimensions for the liner flange do not match

the specifications, replace the liner. Then repeat
the liner projection measurements. If the
dimensions for the depth of the cylinder block bore
do not match the specifications, replace the
cylinder block. Then repeat the liner projection
measurements.

C15 Through C18 Procedure

Table 27
Required Tooling

Part Number Part Description Qty

Liner Projection Tool
8T-0455 1
Group

Table 28
Required Components for C15 Through C18

Quantity For One Quantity For Six

Item Part Number Description
Cylinder Cylinders
1 7H-3598 Track Bolt 6 36
2 8F-1484 Washer 6 36
3 7K-1977 Washer 6 36
76 UENR0997-12
Basic Engine

Illustration 80 g00443044
UENR0997-12 77
Basic Engine

Note: Refer to Reuse and Salvage Guidelines,

SEBF9390, “Visual Inspection of Liner Seats for
3400, C15, C16, and C18 Series Engines” for the
correct cylinder top deck and spacer plate inspection
procedures prior to measuring the liner projection.

1. Install a new spacer plate gasket and a clean

spacer plate.
2. Install the washers. Install all bolts or the six bolts
around the liner.

Torque for bolts . . . . . . . . . . . . . . . . 95 N·m ((70 lb ft))

3. Use the 8T-0455 Liner Projection Tool Group to
measure the liner projection at “A” , “B” , “C” and
“D” .
4. Record measurements for each cylinder.
5. Add the four readings for each cylinder. Divide the
sum by four in order to find the average.
Table 29
Illustration 81 g02509960
Specifications for C15 Through C18
Checking face runout of the flywheel
0.025 to 0.152 mm
Liner Projection
(0.0010 to 0.0060 inch) 1. Refer to Illustration 81 and install the dial indicator.
Maximum Variation In Each Always put a force on the crankshaft in the same
0.051 mm (0.0020 inch) direction before the dial indicator is read. to
Liner
remove any crankshaft end clearance.
Maximum Average Variation
0.051 mm (0.0020 inch)
Between Adjacent Liners 2. Set the dial indicator to read 0.0 mm (0.00 inch).
Maximum Variation Between All 3. Turn the flywheel at intervals of 90 degrees and
0.102 mm (0.0040 inch)
Liners
read the dial indicator.

Do not exceed the maximum liner projection of 4. Take the measurements at all four points. The
0.152 mm (0.006 inch). The excessive liner difference between the lower measurements and
projection will contribute to cracking of the liner the higher measurements that are performed at all
flange. four points must not be more than 0.13 mm
When the liner projection is correct, put a temporary (0.005 inch) runout per 25.4 mm (1.0 inch) of the
mark on the liner and the spacer plate. Set the liners diameter of the flywheel.
aside.
Bore Runout (Radial Eccentricity)
Note: Refer to Disassembly and Assembly, “Cylinder of the Flywheel
Liner - Install” for the correct final installation
procedure for the cylinder liners. Table 31
Tools Needed
i05045131
Part Number Part Name Quantity

Flywheel - Inspect 7H-1942 Dial Indicator 1

SMCS Code: 1156-040

Face Runout (Axial Eccentricity) of

the Flywheel
Table 30
Tools Needed

Part Number Part Name Quantity

8T-5096 Dial Indicator Gp 1

78 UENR0997-12
Basic Engine

Illustration 82 g02509996 Illustration 83 g02510080

Checking bore runout of the flywheel Flywheel clutch pilot bearing bore
(1) 7H-1945 Holding Rod
(2) 7H-1645 Holding Rod 5. To find the runout (eccentricity) of the pilot bearing
(3) 7H-1942 Dial Indicator
(4) 7H-1940 Universal Attachment bore, use the preceding procedure.
6. The runout (eccentricity) of the bore for the pilot
1. Install 7H-1942 Dial Indicator (3). Make an
bearing in the flywheel must not exceed the
adjustment of 7H-1940 Universal Attachment (4)
following values:
so the dial indicator makes contact on the
flywheel. Flywheel . . . . . . . . . . . . . . . . . 0.13 mm ((0.005 inch))
2. Set the dial indicator to read 0.0 mm (0.00 inch).
i07516426
3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator. Flywheel Housing - Inspect
4. Take the measurements at all four points. The SMCS Code: 1157-040
difference between the lower measurements and
the higher measurements that are performed at all Table 32
four points must not be more than the following Required Tools
values for the maximum permissible face runout
Part Number Part Name Qty
(radial eccentricity) of the flywheel.
8T-5096 Dial Indicator Gp 1
Flywheel . . . . . . . . . . . . . . . . . 0.13 mm ((0.005 inch))
UENR0997-12 79
Basic Engine

Face Runout (Axial Eccentricity) of 4. The difference between the lower measurements
the Flywheel Housing 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

Illustration 84 g02510176
8T-5096 Dial Indicator Gp

If you use any other method except the method that

is given here, always remember that the bearing
clearance must be removed in order to receive the
correct measurements.
1. Fasten a dial indicator to the flywheel so the anvil Illustration 86 g02170195
of the dial indicator will contact the face of the 8T-5096 Dial Indicator Gp
flywheel housing.
2. Use a rubber mallet and tap the crankshaft toward 1. Fasten a dial indicator to the flywheel so the anvil
the rear before the dial indicator is read at each of the dial indicator will contact the bore of the
point. flywheel housing.

Illustration 85 g00285932 Illustration 87 g00285932

Checking face runout of the flywheel housing Checking bore 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).
80 UENR0997-12
Basic Engine

Illustration 88 g00763974

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 88 . Write the
measurement for bearing clearance on line 1 in Illustration 89 g00286046
column (C). Graph for total eccentricity
(1) Total vertical eccentricity
Note: Write the measurements for the dial indicator (2) Total horizontal eccentricity
with the correct notations. This notation is necessary (3) Acceptable value
for making the calculations in the chart correctly. (4) Unacceptable value

3. Divide the measurement from Step 2 by two. Write 9. Find the intersection of the eccentricity lines
this number on line 1 in columns (B) and (D). (vertical and horizontal) in Illustration 89 .
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.
6. Turn the flywheel counterclockwise in order to put
the dial indicator at position (C). Write the
measurement in the chart.
7. Turn the flywheel counterclockwise in order to put
the dial indicator at position (D). Write the
measurement in the chart.
8. 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.
UENR0997-12 81
Basic Engine

10. If the point of the intersection is in the

“Acceptable” range, the bore is in alignment. If the
point of intersection is in the “Not acceptable”
range, the flywheel housing must be changed.
i02237965
NOTICE
Inspect the viscous vibration damper for signs of
leaking 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.

Vibration Damper - Check

SMCS Code: 1205-535

Viscous Vibration Damper

Illustration 90 g01134779
Viscous vibration damper
Typical example
(1) Crankshaft pulley
(2) Weight
(3) Case

Damage to the vibration damper or failure of the

vibration damper will increase vibrations. This will
result in damage to the crankshaft.
Replace the damper if any of the following conditions
exist:
• The damper is dented, cracked, or fluid is leaking
from the damper.
• The paint on the damper is discolored from
excessive heat.

• 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.
82
Compression Brake
Compression Brake
i02817645
Compression Brake Lash -
Adjust
(If Equipped)
SMCS Code: 1129-025
To prevent possible injury, do not use the starter
to turn the flywheel.
Hot engine components can cause burns. Allow
additional time for the engine to cool before
measuring valve clearance.
This engine uses high voltage to control the fuel
injectors.
Disconnect electronic fuel injector enable circuit
connector to prevent personal injury.
Do not come in contact with the fuel injector ter-
minals while the engine is running.
The engine valve lash and the injector lash must be
within specifications prior to adjusting the lash for the
CAT compression brake. Refer to Testing and
Adjusting, “Engine Valve Lash - Inspect/Adjust” for
the correct procedure for inspection of the engine
valve lash. Refer to Testing and Adjusting, “Electronic
Unit Injector - Adjust” for the proper procedure for
inspection of the injector lash adjustment.
Note: Adjustment of the lash for the CAT
compression brake must be performed while the
engine is cold. If the engine is warm, allow the
engine to cool prior to performing the following
adjustments.
Note: The lash is measured between the rod for the
CAT compression brake and the exhaust rocker arm.
Make all adjustments while the engine is stopped and
the exhaust valves are closed.
Use the following procedure to adjust the slave piston
lash on cylinders 1, 3, and 5:
UENR0997-12
Illustration 91 g01102458
Exhaust rocker arm and actuator piston
(1) Adjustment screw
(2) Adjustment screw locknut
(3) Rod for the CAT compression brake
(4) Exhaust rocker arm
1. Put the No. 1 piston at the top center position on
the compression stroke. Refer to Testing and
Adjusting, “Finding Top Center Position for No. 1
Piston”.
2. Loosen adjustment screw locknut (2) and back out
adjustment screw (1) until the CAT Compression
Brake rod is not in contact with the exhaust rocker
arm.
3. Make sure that the rod for the CAT compression
brake is centered in the housing. Set the lash to
0.686 ± 0.050 mm (0.0270 ± 0.0020 inch). Place
the appropriate feeler gauge between the rod for
the CAT compression brake and the exhaust
rocker arm. Turn the adjustment screw in a
clockwise direction. Slide the feeler gauge
between the rod for the CAT compression brake
and the exhaust rocker arm. Continue turning the
adjustment screw until a slight drag is felt on the
feeler gauge. Remove the feeler gauge.
4. Torque the adjustment screw locknut. Tighten the
locknut to 15 ± 3 N·m (11 ± 2 lb ft).
5. Recheck the lash setting after you torque the
locknut.
UENR0997-12 83
Compression Brake

6. Remove the timing bolt and turn the flywheel by

360 degrees in the direction of engine rotation.
This will put the No. 6 piston at the top center
position on the compression stroke. Install the
timing bolt in the flywheel. To adjust the slave
piston lash on cylinders 2, 4, and 6, perform Steps
2 through 5.
7. Remove the timing bolt from the flywheel after all
adjustments have been performed. Reinstall the
timing cover.
84
Electrical System
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
explosion from the flammable vapor mixture of
hydrogen and oxygen that is released from the
electrolyte through the battery outlets. Injury to
personnel 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 oth-
er 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.
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.
UENR0997-12
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.
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
to use to test the charging system. This publication
also contains the specifications to use when you test
the charging system.
i01833081
Electric Starting System - Test
SMCS Code: 1450-081
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. The
battery must be fully charged. If the on-engine test
shows a defect in a component, remove the
component for more testing.
The starting system consists of the following four
components:
• Keyswitch
• Start relay
• Starting motor solenoid
• Starting motor
UENR0997-12 85
Electrical System

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.

i02871120

Pinion Clearance - Adjust

SMCS Code: 1454-025

Type 1
Illustration 93 g01429960
When the solenoid is installed, make an adjustment
of the pinion clearance. The adjustment can be made Typical example
with the starting motor removed. (4) Shaft nut
(5) Pinion
(A) Pinion clearance

5. Push the pinion toward the end with the

commutator in order to remove free movement.
6. Pinion clearance (A) must be 9.10 mm
(0.358 inch).
7. In order to adjust the pinion clearance, remove the
plug and turn the shaft nut (4).
8. After the adjustment is completed, install the plug
over the nut (4) and install the connector (1)
between the MOTOR terminal on the solenoid and
the motor starter.
Illustration 92 g01429959
Connection for checking pinion clearance Type 2
Typical example The solenoid position on the starting motor controls
(1) Connector to the motor the pinion clearance. If the solenoid position is
(2) Switch terminal correct, the pinion clearance is correct. Do the
(3) Ground terminal following procedure to adjust the solenoid position.

1. Install the solenoid without connector (1) from the

MOTOR connections (terminal) on the solenoid to
the motor.
2. Connect a battery, that has the same voltage as
the solenoid, to the “SW” terminal (2).
3. Connect the other side of the battery to ground
terminal (3).
4. Temporarily, connect a wire from the solenoid
connection (terminal), which is marked “MOTOR” ,
to the ground connection (terminal). The pinion will
shift to the crank position and the pinion will stay
there until the battery is disconnected.
86 UENR0997-12
Electrical System

Illustration 94 g01429964
Solenoid Assembly
Typical example
(6) Intermediate housing
(7) Solenoid mounting bracket
(8) Bolts
(B) Distance for adjustment

1. Check the distance (B) between the intermediate

housing (6) and the solenoid mounting bracket (7).
Use calipers to check distance (B).

(B) Distance . . . . . . . . . . . . . . . . . . . 62.05 ± 0.35 mm

((2.443 ± 0.014 inch))
2. If the distance (B) is not correct, loosen bolts (8)
and move the solenoid until distance (B) is correct.
The solenoid mounting bracket (7) has elongated
holes.
3. Tighten the bolts (8) to 12 ± 3 N·m (9 ± 2 lb ft) after
the adjustment is correct.
UENR0997-12 87
88
Index Section
Index
A C15 Through C18 Procedure ............................75
Aftercooler - Test .................................................54
Aftercooler Core Leakage.................................55
Air System Restriction ......................................56
Dynamometer Test...........................................56
Turbocharger Failure........................................56
Visual Inspection .............................................54
Air in Fuel - Test ..................................................30
Adjustment Procedure......................................31
Introduction .....................................................30
Required Tools ................................................30
Test Preparation ..............................................30
Test Procedure ................................................30
Air Inlet and Exhaust System ......................... 16, 46
Turbocharger...................................................17
Valves And Valve Mechanism ...........................18
Air Inlet and Exhaust System - Inspect ..................46
Air Inlet Restriction...........................................46
Exhaust Back Pressure for Diesel Particulate
Filters (If Equipped) ........................................48
Exhaust Back Pressure for Mufflers and Catalytic
Converters.....................................................47
Exhaust Restriction ..........................................47
B Valve Lash Check ............................................57
Basic Engine................................................. 23, 72
Camshaft ........................................................23
Crankshaft ......................................................23
Cylinder Block Assembly ..................................23
Cylinder Head Assembly ..................................23
Pistons, Rings And Connecting Rods ................23
Battery - Test ......................................................84
C
Charging System - Test .......................................84
Alternator Regulator.........................................84
Cleanliness of Fuel System Components ................8
Cleanliness of the Engine ...................................8
Environment ......................................................8
New Components ..............................................8
Refueling ..........................................................9
Compression Brake.............................................82
Compression Brake (If Equipped) .........................23
Operation of the CAT Compression Brake.........25
Compression Brake Lash - Adjust (If Equipped).....82
Connecting Rod Bearings - Inspect.......................72
Cooling System............................................. 21, 64
Coolant For Air Compressor .............................22
Coolant for the Turbocharger ............................23
Cooling System - Check (Overheating) .................64
Cooling System - Inspect .....................................66
Cooling System - Test..........................................66
Checking the Filler Cap ....................................68
Making the Correct Antifreeze Mixtures .............68
Test For The Water Temperature Gauge ............69
Test Tools For Cooling System ..........................67
Testing The Radiator And Cooling System For
Leaks ............................................................69
Cylinder Block - Inspect .......................................72
Cylinder Liner Projection - Inspect ........................72
C13 Procedure ................................................73
UENR0997-12
E
Electric Starting System - Test..............................84
Electrical System .......................................... 26, 84
Charging System Components .........................27
Engine Electrical System ..................................27
Grounding Practices ........................................26
Starting System Components ...........................28
Electronic Control System Components ..................7
Electronic Unit Injector - Adjust.............................32
MEUI A Injector Adjustment ..............................32
MEUI A Injector Overview.................................32
MEUI C Injector Adjustment..............................34
MEUI C Injector Overview ................................34
Electronic Unit Injector - Test................................34
Engine Crankcase Pressure (Blowby) - Test ..........56
Engine Oil Pressure - Test ...................................59
Measuring Engine Oil Pressure.........................59
Reason for High Engine Oil Pressure ................62
Reasons for Low Engine Oil Pressure ...............61
Engine Oil Pump - Inspect....................................62
Engine Valve Lash - Inspect/Adjust.......................57
Valve Lash Adjustment .....................................57
Excessive Bearing Wear - Inspect ........................62
Excessive Engine Oil Consumption - Inspect.........63
Engine Oil Leaks into the Combustion Area of the
Cylinders .......................................................63
Engine Oil Leaks on the Outside of the Engine ...63
Exhaust Temperature - Test .................................54
Measure the Exhaust Temperature....................54
F
Finding Top Center Position for No. 1 Piston..........35
Flywheel - Inspect ...............................................77
Bore Runout (Radial Eccentricity) of the
Flywheel........................................................77
Face Runout (Axial Eccentricity) of the
Flywheel........................................................77
Flywheel Housing - Inspect ..................................78
Bore Runout (Radial Eccentricity) of the Flywheel
Housing.........................................................79
Face Runout (Axial Eccentricity) of the Flywheel
Housing.........................................................79
Fuel Quality - Test ...............................................37
Fuel System ................................................. 10, 30
Electronic Controls........................................... 11
Fuel Heaters.................................................... 11
Fuel Injection...................................................12
Low Pressure Fuel Supply Circuit...................... 11
Unit Injector .....................................................13
Unit Injector Mechanism ...................................12
Fuel System - Inspect ..........................................30
Fuel System - Prime ............................................38
The Engine Has Been Rebuilt ...........................39
The Engine Has Been Run Out of Fuel ..............38
The Secondary Fuel Filter Has Been Replaced ..38
Fuel System Pressure - Test ................................40
Checking Fuel Pressure ...................................40
Fuel Pressure Readings ...................................40
UENR0997-12 89
Index Section

High Fuel Pressure ..........................................40

Low Fuel Pressure ...........................................40

G
Gear Group (Front) - Time ...................................41
Required Parts ................................................42
Setting Backlash for Camshaft and Adjustable Idler
Gear .............................................................42
Static Check of the Timing Gear Position ...........41
General Information ..............................................4
Cold Mode Operation .........................................6
Customer Specified Parameters .........................6
Starting the Engine ............................................6

I
Important Safety Information ..................................2
Increased Engine Oil Temperature - Inspect ..........63
Inlet Manifold Pressure - Test ...............................52

L
Lubrication System........................................ 19, 59
Lubrication System Components.......................19
Oil Flow In The Engine .....................................21

M
Main Bearings - Inspect .......................................72

P
Pinion Clearance - Adjust.....................................85
Type 1.............................................................85
Type 2.............................................................85
Piston Ring Groove - Inspect................................72

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

T
Table of Contents ..................................................3
Testing and Adjusting Section ..............................30
Turbocharger - Inspect ........................................49
Inspection of the Compressor Wheel and the
Compressor Wheel Housing ...........................51
Inspection of the Coolant Lines .........................52
Inspection of the Oil Lines.................................51
Inspection of the Turbine Wheel and the Turbine
Wheel Housing ..............................................50
Inspection of the Wastegate..............................52

V
Vibration Damper - Check....................................81
Viscous Vibration Damper ................................81

W
Water Pump - Test...............................................71
Water Temperature Regulator - Test .....................70
UENR0997 CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow”, and the POWER EDGE trade
©2019 Caterpillar dress as well as corporate and product identity used herein, are trademarks of Caterpillar and
All Rights Reserved may not be used without permission.

90 January 2019