Reusabilidad Cigueñal

15/9/2020 SIS 2.
2020/08/10 Reuse and Salvage for Crankshafts {0674, 0679, 1202} (SEBF8042)
SMCS - 0674,0679,1202 i08164744

Caterpillar Products
All Cat Engines
Introduction
Revision Summary of Changes in SEBF8042
Corrected C175-20 TIR measurement Table 10 and Illustration 199.
49
Corrected specifications in Table 25 for C27 and C30.
48 Updated C175 TIR.
C175 Crankshaft Counterweight Mounting Pad update.
47–46 New Serial Number Prefixes Added.
Comments on Reman Cranks updated.
C2.2 Specifications.
45 Wear Step Removed 3500.
Update hardness verbiage.
Table 1
© 2020 Caterpillar All Rights Reserved. This guideline is for the use of Cat dealers only. Unauthorized use of this document or the
proprietary processes therein without permission may be violation of intellectual property law.
Information contained in this document is considered Caterpillar: Confidential Yellow.
This Reuse and Salvage Guideline contains the necessary information to allow a dealer to establish a parts reusability program. Reuse
and salvage information enables Cat dealers and customers to benefit from cost reductions. Every effort has been made to provide the
most current information that is known to Caterpillar. Continuing improvement and advancement of product design might have caused
changes to your product which are not included in this publication. This Reuse and Salvage Guideline must be used with the latest
technical information that is available from Caterpillar.
For technical questions when using this document, work with your Dealer Technical Communicator (TC).
To report suspected errors, inaccuracies, or suggestions regarding the document, submit a form for feedback in the Service Information
System (SIS Web) interface.
Canceled Part Numbers and Replaced Part Numbers

This document may not include canceled part numbers and replaced part numbers. Use NPR on SIS for information about canceled part
numbers and replaced part numbers. NPR will provide the current part numbers for replaced parts.
Important Safety Information
Illustration 1 g02139237
Work safely. Most accidents that involve product operation, maintenance, and repair are caused by failure to observe basic safety rules or
precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must
be alert to potential hazards. This person should also have the necessary training, skills, and tools to perform these functions properly.
Safety precautions and warnings are provided in this instruction and on the product. If these hazard warnings are not heeded, bodily injury
or death could occur to you or to other persons. Caterpillar cannot anticipate every possible circumstance that might involve a potential
hazard. Therefore, the warnings in this publication and the warnings that are on the product are not all inclusive. If a tool, a procedure, a
work method, or operating technique that is not recommended by Caterpillar is used, then ensure that the procedure is safe for you and
other people. Ensure that the product will not be damaged or the product will not be made unsafe by the operation, lubrication,
maintenance, or the repair procedures that are used.
Improper operation, lubrication, maintenance or repair of this

product can be dangerous and could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair

on this product, until you have read and understood the
operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded, bodily injury or
death could occur to you or to other persons.
The hazards are identified by the safety alert symbol which is followed by a signal word such as danger, warning, or caution. The
"WARNING" safety alert symbol is shown below.
This safety alert symbol means:
Pay attention!
Become alert!
Your safety is involved.
The message that appears under the safety alert symbol explains the hazard.
Operations that may cause product damage are identified by "NOTICE" labels on the product and in this publication.
https://sis2.cat.com/#/detail?tab=3&ieSystemControlNumber=SEBP63780050&componentId=00000084&serialNumber=b9300184&infoType=43&serviceMediaNumber=SEBF8042&serviceIeSystemControlNumber… 1/119
15/9/2020 SIS 2.0
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The safety information in this
document and the safety information on the machine are not all inclusive. Determine that the tools, procedures, work methods,
and operating techniques are safe. Determine that the operation, lubrication, maintenance, and repair procedures will not
damage the machine. Also, determine that the operation, lubrication, maintenance, and repair procedures will not make the
machine unsafe.
The information, the specifications, and the illustrations that exist in this guideline are based on information which was available at the time
of publication. 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, most current information before you start any job.
Caterpillar dealers can supply the most current information.
Summary
Inspection of a crankshaft is necessary at rebuild to determine if the crankshaft can be used again, salvaged, or discarded. The visual
inspection will determine if the crankshaft can be used again as-is or after reconditioning. This guideline provides the criteria for visual
inspection and magnetic particle of crankshafts.
If a crankshaft is within the inspection guidance in this guideline and other guidelines referenced, the crankshaft can be expected to give
normal performance until the next overhaul when used again in the same application. If this guideline shows that a crankshaft cannot be
used again, then do not use the crankshaft again. Correct any engine conditions that could have caused the need for reconditioning.
This guideline provides the procedures necessary for salvage machining, grinding, polishing, and shot peening Cat crankshafts. Many
crankshafts can be used again in the same application after being salvaged.
The journals on a used crankshaft must be checked for size, roundness, straightness, wear on the thrust face, and the surface texture. If
the crankshaft is ground undersize, then lobing, radius, straightness, and hardness of the journal must also be checked.
This guideline gives the procedure for measuring and straightening of crankshafts. If a crankshaft meets the specifications found in this
guideline, then the crankshaft can be expected perform normally until the next overhaul when the crankshaft is used again in the same
application.
Some bent crankshafts can be used again if the crankshaft is properly straightened. Measuring the crankshaft carefully is the first step in
the salvage procedure.
Note: Crankshafts from C9, C10, C11, C12, C13, and C15 series engines should not be straightened. If the crankshaft from any of these
engines are bent more than the allowable specifications listed, then the crankshaft should be replaced.
Note: Grinding a crankshaft is not always necessary. Most crankshafts can be returned to service after only a light polishing and cleaning.
Crankshafts that have been reground for marine engines are approved by some marine certification societies and by some insurance
companies. Contact the insurance company or a representative from the marine certification society for acceptability of crankshafts that
have been reground.
If the crankshaft is ground and polished according to this guideline, and meets the criteria of the inspection documents within the "Service
Letters and Technical Information Bulletins" section of this publication, then the crankshaft can be expected to give normal performance
until the next rebuild.
Never install a crankshaft that fails specification references in this guideline. During reconditioning, correct any conditions that might have
caused the original failure.
Service Letters and Technical Information Bulletins
NOTICE
The most recent Service Letters and Technical Information
Bulletins that are related to this component shall be reviewed
before beginning work. Often Service Letters and Technical
Information Bulletins contain upgrades in repair procedures,
parts, and safety information that pertain to the parts or
components being repaired.
References
References
Media
Title
Number
"Why Reuse and Salvage Parts"
Channel1
https://channel1.mediaspace.kaltura.com/media/Why+Reuse+and+Salvage+Parts/0_ae9rhu2z
SEHS8468 Special Instruction "Crankshaft Cleaning Procedure"
SEHS9031 Special Instructions , "Storage Procedure for Caterpillar Products"
Special Instruction "Procedure for Handling, Cleaning, Assembly, Installation, and Protection of Service Replacement
SEHS9182
Crankshafts for 3600 Family Engines"
Special Instruction "Installing Crankshaft Seals And Wear Sleeves Using The Former 9S-8868, 9S-8873, 9S-8881, and
SMHS6959
9S-8888 Tools Groups"
Table 2
Tooling and Equipment
NOTICE
Failure to follow the recommended procedure or the specified
tooling that is required for the procedure could result in damage
to components.
To avoid component damage, follow the recommended

procedure using the recommended tools.
Required Tooling and Equipment
Part Number Description

0S-1616 1/4" - 20 X 1" Bolt
1A-4273 5/8" - 18 X 1 1/4" Bolt
1F-1160 Cold Chisel
1P-2321 Puller
15/9/2020 SIS 2.0
1P-3075 Slide Hammer Puller

1U-5601 1/4" Drill Bit
1U-5608 25/64" Drill Bit
Nylon Bristle Brush
1P-5571
9.5 mm (⅜ inch)
Nylon Bristle Brush
1P-5572
19 mm (¾ inch)
Nylon Bristle Brush
1P-5573
31.8 mm (1 ¼ inch)
Nylon Bristle Brush
1P-7429
114.3 mm (4 ½ inch)
Nylon Bristle Brush
1P-9788
127.0 mm (5.0 inch)
1U-7600 Slide Hammer Puller
2W-1733 Seal
2W-2288 Plug
3P-1568 Dial Indicator
3T-5447 Hydraulic Pump
4C-3377 1/4" Extractor
4C-4426 305 mm (12.0 inch) Extension
Nylon Bristles
4C-5552
57.2 mm (2 ¼ inch)
Nylon Bristle Brush
4C-6342
88.9 mm (3 ½ inch)
Nylon Bristle Brush
4C-6343
101.6 mm (4 inch)
Nylon Bristle Brush
4C-6344
139.7 mm (5 ½ inch)
Nylon Bristle Brush
4C-6345
152.4 mm (6 inch)
Nylon Bristle Brush
4C-6346
165.1 mm (6 ½ inch)
Nylon Bristle Brush
4C-6347
177.8 mm (7 inch)
Nylon Bristle Brush
4C-6348
190.5 mm (7 ½ inch)
Nylon Bristle Brush
4C-6349
203.2 mm (8 inch)
Nylon Bristle Brush
4C-6350
241.3 mm (9 ½ inch)
V.C.I Oil / Rust and Corrosion Preventative
4C-6792
18.93 L (5.00131 US gal)
V.C.I Oil / Rust and Corrosion Preventative
4C-6794
1.0 L (0.26420 US gal)
4W-6358 Bolt
4W-8089 Bolt
5P-0537 Washer
5P-4163 Indicator Contact Point
5P-8247 Washer
5P-8637 Crankshaft Support Group
6V-2010 Polishing Stone
6V-6000 Dial Indicator
6V-6035 Hardness Tester
Nylon Bristle Brush
6V-3182
7.9 mm (5/16 inch)
Nylon Bristle Brush
6V-3183
11.1 mm (7/16 inch)
Nylon Bristle Brush
6V-7067
6.4 mm (¼inch)
Nylon Bristle Brush
6V-7091
12.7 mm (½)
Nylon Bristle Brush
6V-7092
15.9 mm (⅝ inch)
Nylon Bristle Brush
6V-7093
25.4 mm (1.0 inch)
Nylon Bristle Brush
6V-7094
38.1 mm (1 ½ inch)
Nylon Bristle Brush
6V-7095
44.5 mm (1 ¾ inch)
Nylon Bristle Brush
6V-7096
50.8 mm (2.0 inch)
6V-7926 Dial Indicator Group
7B-0337 Surface Plate
7E-4201 Bolt
7E-4725 Washer
7H-1940 Universal Attachment
7H-1941 Dial Indicator Base
7H-1948 Swivel Post
7H-3171 Plug
7N-2003 Dowel
8L-9802 Plug
8J-1600 Oil Filter
8J-8850 Oil Filter
8T-5096 Dial Indicator Test Group
9A-1593 Surface Texture Comparison Gauge
9F-2247 Plug
9S-9081 Sling
15/9/2020 SIS 2.0
Ultrasonic Couplant
9U-7981
3.2 FL. oz (94 ml)
128-4845 Bolt Assembly
164-3310 Infrared Thermometer
168-7720
or Ultrasonic Wear Indicator Group Kit
415-4055
168-7721
or Ultrasonic Wear Indicator
415-4051
168-7722
or Ultrasonic Probe
415-4052
222-3061 Air Drill
Nylon Bristle Brush
262-9727
12.7 mm (½)
266-2281 1/4 " Nylon Brush
303-9339 Lint Free Shop Towels
334-0519 Grease
383-8887 Dual Scale Feeler Gauge Set
386-3364 Straight Edge Ruler
Profilometer
448-3698
Non-Bluetooth Feature
448-8941 Counterweight
Outside Electronic Micrometer Set
473-8691
2-6 inch
1" X 72" U243 X 16 (P1200)
516-4613
Polishing Belt
1" X 72" U245 X 16 (P2400)
516-4615
Polishing Belt
55.5 mm X 1828.8 mm U243 X 16 (P1200)
516-4616
Polishing Belt
115 mm X 1828.8 mm U243 X 16 (P1200)
516-4617
Polishing Belt
121.5 mm X 1828.8 mm U243 X 16 (P1200)
516-4618
Polishing Belt
55.5 mm X 1828.8 mm U254 X 5 (P2400)
516-4619
Polishing Belt
115 mm X 1828.8 mm U254 X 5 (P2400)
516-4620
Polishing Belt
121.5 mm X 1828.8 mm U254 X 5 (P2400)
516-4621
Polishing Belt
FT0128 Driver
FT0129 Sleeve
FT0130 Driver
FT0131 Sleeve
FT0132 Driver
FT0133 Sleeve
- Loctite® 620
Dealer Specific Machine for Grinding Crankshafts, Grinding Wheels, and Accessories
Dealer Specific Crankshaft Polisher
Dealer Specific Machine for Balancing Crankshafts
Dealer Specific Air Gauge
Dealer Specific Equotip or Ultrasonic Hardness Tester
Dealer Specific Oil Hole Cleaning Brush
Dealer Specific Oil Hole Chamfer Salvage Tooling
Dealer Specific Pneumatic machine for shot peening (1)
Dealer Specific Test fixture for Almen strips
Dealer Specific Standard test strips
Dealer Specific Holders for test strips
Dealer Specific Almen gauge in SAE Standard J442
Table 3
(1)
Caterpillar prefers a pneumatic machine capable of producing consistent coverage with the intensity to meet Caterpillar requirements.
Crankshaft Nomenclature
15/9/2020 SIS 2.0
(1) Flange
(2) Fillet
(3) Web
(4) Sidewall of the Journal
(5) Connecting Rod Journal
(6) Flange
(7) Front Shaft
(8) Main Journal
(9) Oil Hole
(10) Hub
(3) Web
(4) Sidewall of the Journal
(11) Machined Area of Sidewall
(12) Flash-line
(13) Trim Line for Flash-line
(6) Flange
(14) Threaded Area
(14) Threaded Area
(15) Keyway
General Information
When a crankshaft is removed, installed, or moved, be careful not to damage the journals. Use nylon slings with a capacity greater than
the weight of the crankshaft. Refer to Illustration 7.
Nylon straps
Put slings into position around two main journals or two rod journals that are equal distance from the ends of the crankshaft. Ensure that
metallic objects do not come in contact with bearing journal surfaces, fillets, or other important machined areas.
If a crankshaft is lifted by any other method, some type of protection such as thick rubber hose, plastic tubes, or soft brass must be put at
the point of contact with the journals. These protective materials must be checked regularly for signs of wear and/or embedded metal
particles.
Prior to Visual Inspection

1. Immediately after a crankshaft has been removed from an engine, look for any clear signs of heavy damage that cannot be corrected
by reconditioning.
15/9/2020 SIS 2.0
2. Clean the outside of the crankshaft with a high-pressure wash, steam, solvent, degreasing vapor, or a caustic cleaning and rinse.
3. Perform "Crankshaft Cleaning Procedure".
4. Perform "Crankshaft Visual Inspection".
Crankshaft Cleaning Procedure

New or remanufactured crankshafts are covered in a rust preventative material. The crankshafts removed from engines are covered in
engine oil, also a rust preventative. Before the crankshaft can be installed in an engine, the crankshaft must be cleaned according to the
procedure given in this instruction.
This cleaning procedure is necessary to remove all the rust preventative material and to clean all oil passages. After the cleaning
procedure has been completed, install a plug in the hole at the side of each connecting rod journal.
Do not perform any procedure, outlined in this publication or order any parts until you read and understand the information contained
within.
General Information
Note: For a new or remanufactured crankshaft, it is not necessary to remove the threaded plugs or core plugs that are at the side of the
connecting rod journals. It is necessary to flush all oil passages according to the procedures in this instruction.
If an original crankshaft is to be used again in an engine rebuild procedure, then the oil plugs must be replaced with new oil plugs.
Remove and discard all the original oil plugs from the crankshaft and give the crankshaft and the oil passages a complete and thorough
cleaning. Refer to the "Plug Removal" section within this document for further guidance removing oil plugs.
Any debris from normal use such as carbon deposits or sludge not removed from the oil passages of a crankshaft will cause bearing
failure. It is especially important to clean crankshafts that have been reground. No grinding debris such as metal chips and abrasive
material can remain in the oil passages.
Always use the procedure shown in this instruction to clean the crankshaft before it is installed in an engine.
If the crankshaft is not to be inspected or installed immediately, then flush the oil passages with clean oil and put plastic plugs in all oil
passage openings. Put a rust inhibitor over the complete crankshaft to prevent damage. The recommendation is to use VCI (Volatile
Corrosion Inhibitor) storage bags if the storage period is to be for more than 30 days.
Brushes for Cleaning Procedure

Good quality nylon brushes are necessary to perform the cleaning procedure.
NOTICE
Do not use a brush that has worn or loose bristles. DO NOT use
a brush that has metal bristles. Metal bristles that break off and
are not removed can damage the bearings, crankshaft and/or
other engine parts.
If Using Cat Nylon Bristle Brushes
(A) Nylon Brush
(B) 4C-4426 Extension
If Cat nylon bristle brushes are used to clean a bores, a 305 mm (12.0 inch) 4C-4426 Extension (B) is required to attach the brushes to the
extension. Select the appropriately sized brush, based on the bore size.
1. To use the 4C-4426 Extension (B), cut the twisted wire handle off nylon bristle brush (A) to the length needed to perform the task.
2. Slide the twisted wire handle into extension .
3. Use the two setscrews to hold the brush in place.
Flushing (Cleaning) Tools

Crankshaft oil passages usually cannot be cleaned correctly or completely when only a high-pressure wash, or a high-pressure nozzle, is
used to do the cleaning procedure. A nozzle that has an aerated (air assisted) liquid flow for cleaning is recommended.
Use a 2 to 3 percent (by volume) alkaline cleaning solution (detergent) with the cleaning gun. Temperature of the cleaning solution must be
43° C to 66° C (110° F to 150° F). When connecting the cleaning gun, the recommendation is to install a pump capable of supplying the
cleaning solution at 114 liter/min (30 gpm) and 860 kPa (125 psi). Adjust the cleaning gun pressure to 620 kPa (90 psi).
Install a 20 micron filter for filtration of the cleaning solution. An 8J-8850 Oil Filter with an 8J-1600 Oil Filter can be installed as a filter for
the cleaning solution.
Note: To accomplish the cleaning procedure, first clean all oil passages thoroughly with the correct brush size. To remove debris (sludge,
metal chips, etc.), use the cleaning gun with the cleaning solution to flush (wash out) each oil passage.
Use a flashlight and/or bore scope to inspect each passage and make sure that the passages are all clean. If the cleaning procedure is not
done completely and thoroughly, debris in the crankshaft oil passages can loosen and cause problems after the engine is rebuilt and put
into operation.
Plug Removal
Removal and Installation of Threaded Plugs
Plugs must be removed, discarded, and replaced with new plugs. The oil passages must be thoroughly cleaned after visual inspection and
any necessary reconditioning operations have been made.
15/9/2020 SIS 2.0
1. If the oil plug is staked, then use a 10.0 mm (0.39 inch) drill to remove staked metal around the plug.
Note: If a plug cannot be removed easily with the use of a 3/16 in Allen Wrench. Drill through the plug with a 6.0 mm (0.24 inch) drill
and remove the plug with a 1/4" easy out remover.
2. After the oil passage has been cleaned, check the threads of the oil passage for damage. Clean up any nicked threads or those with
burrs using the appropriate chaser tap. Inspect worn threads with an oversize no go plug gauge. Install with new plugs and tighten to
the proper torque. Different crankshafts use different torques for the plugs. Refer to the specific specifications manual for your engine
for the proper torque. Refer to "Crankshaft Cleaning Procedure" for the procedure to clean the oil passages.
Some V-Engines with a 158.75 mm (6.250 inch) bore use a special self-locking bolt with a hexagonal socket head instead of the threaded
plug. This bolt can be removed with a 3/8 in Allen Wrench. After the oil passage has been cleaned, install a self-locking bolt and tighten to
the proper torque.
Removal and Installation of Lightening Hole Plugs

1. Attempt to remove snap rings using snap ring pliers.
Note: Some snap rings can be difficult to remove with pliers, if that is the case try alternative methods. Attempt to remove the snap
ring with two screwdrivers, or cut the snap ring in half with a 1F-1160 Cold Chisel. Regardless of the method, be careful not to
damage the snap ring groove or the bore.
2. Remove the plug with a 1P-3075 Slide Hammer Puller. Make a small hole a little off-center of the plug for easier removal.
3. Clean oil passages.
4. Install new core plugs. If the snap ring was twisted or cut during the removal process, install a new snap ring. Make sure that the new
snap ring fits correctly in the snap ring groove. Refer to Table 4 for the correct drivers and sleeves that are needed for the installation
of the plug and the snap ring.
Note: Use 8L-9802 Plugs in V-Engines that have a 158.75 mm (6.250 inch) bore. Make sure that the plugs are installed.
Drivers and Sleeves for the Installation of the Core Plug
Model Driver Sleeve

619C and 824 Tractor Engines D326, D337, D343, and D336 Engines FT0128 FT0129
641, 650, 651, 657, 660, and 666 Tractor Engines FT0130 FT0131
D353, D379, and D398 Engines in all applications FT0132 FT0133
Table 4
Crankshaft Cleaning Procedure
Sludge, metal chips, and/or other foreign material that is forced

from the oil passages under pressure can cause personal injury
if the proper protective measures are not used.
Always wear protective clothing and eye protection when

removing and installing crankshaft plugs, cleaning oil passages
with a brush and electric drill, or when using the cleaning gun
with the hot cleaning solution.
1. During any disassembly of the crankshaft, use plugs or covers to protect crankshaft oil passages. Use the correct lifting device for
each crankshaft to avoid damage to the bearing journals and seal surfaces.
2. Remove as much external dirt and oil as possible before the final cleaning procedure. This cleaning will reduce the amount of
contamination to the cleaning solution and the cleaning solution tank. Use steam cleaning or another similar procedure to remove
external dirt and any rust preventive coating.
Cross section of a typical crankshaft
(15) Crankshaft
(16) Plug
(17) Internal Oil Passage
Note: Step 3 is not necessary for a new or remanufactured crankshaft.
3. Remove all covers and plugs from the crankshaft oil passages. Refer to the section, "Plug Removal" within this guideline.
Use the correct brush to clean the oil passages thoroughly.
4. Clean the Oil Passages
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It is important for the oil passages to be thoroughly cleaned. The oil holes must be cleaned from every possible angle to ensure that
the oil holes are cleaned correctly. The oil holes must be cleaned from both the rod journal and the main journal ends. Also, the oil
holes must be cleaned through the holes that lighten the crankshaft or the plug end of the oil holes. To make sure that oil passages
are kept free of debris, flush all passages with solvent during the procedure to clean oil passages. After the oil passages are
thoroughly cleaned, use an air hose to remove the remainder of the solvent.
NOTICE
Do not operate the electric drill unless the end of the brush is in
the oil passage. This step is especially important because
crankshaft journals can be damaged by the metal end of the
brush. Operate the electric drill at approximately 300 RPM.
a. Choose the correct size brush for the cleaning procedure. The diameter of the brush must be slightly larger than the diameter of
the holes that are to be cleaned. Refer to Table 3 for brush specifications.
b. Put the brush in a variable speed electric drill. Use a petroleum base cleaning solvent, with the brush and electric drill, to loosen
any debris (sludge, carbon deposits, etc.) in the oil passages.
c. Where possible, ensure that the end of the brush goes all the way to the end of each oil passage. Each oil passage must be
cleaned from every possible direction. Clean all cross-drilled holes (holes that intersect) especially at hole ends. Clean these
holes from both directions.
d. When most of the debris has been removed using the brush and cleaning solvent, use a cleaning solution of detergent and
water with the brush to remove all debris that can be seen.
After all visible debris has been removed and flushed away, continue the cleaning procedure, especially in those areas that
cannot be seen, or where it is difficult to see. Use a vigorous cleaning action with the brush while continuing to flush the
passages with the cleaning gun and cleaning solution.
e. Refer to Illustration 9, for those crankshafts (15) that use a threaded plug (16) in the hole at the side of each connecting rod
journal, inspect the threads in these holes. If any of the threads are damaged or have burrs, use the correct size thread tap to
clean or repair the threads. Again clean the plug hole and threads with the brush and cleaning solution.
5. Install New Oil Plugs

Normally with new or remanufactured crankshafts, the plugs are sent in a package with each crankshaft. If necessary, refer to the
Parts Identification Manual to verify the plug part number and quantity. If the threads in the crankshaft are oversized, then install the
new plug with an even coating of Loctite 620 on the threads.
Note: Do not use a plug if it is damaged or has burrs. Inspect each plug and remove all burrs before installation.
Oil plug installed
(18) "Staked" Oil Plug
(19) Top of Oil Plug
(20) Threaded Oil Plug
a. Refer to Illustration 11, install the correct part number plug (20) in each hole at the side of a connecting rod journal. Top surface
of each plug (19) must be a minimum of two threads below the bottom of the counter bore.
b. Refer to the appropriate Disassembly and Assembly manual for assembly specifications. Tighten each plug to its correct
installation torque. If the crankshaft has a 9F-2247 Plug or 7H-3171 Plug, then "stake" the crankshaft at one location at the side
of each plug hole, refer to Illustration 11, location (18) to hold the plug-in position. To "stake" the crankshaft, use a center punch
and hammer to move the metal from near the plug hole, so it goes over the top of the plug.
Note: The 2W-2288 Plug is a self-locking plug so it is not necessary to do the "staking" procedure. It is necessary though, to
ensure that the plug is tightened to the correct installation torque.
c. If the crankshaft uses core plugs and snap rings in the lightening holes, then install the necessary core plugs and snap rings.
Ensure that the snap ring is correctly seated in the snap ring groove.
d. After the plugs have been installed, again flush all crankshaft oil passages with the detergent and water cleaning solution to
wash out any metal particles caused during plug installation.
e. Use clean water (no detergent) under pressure to flush the remainder of the cleaning solution from the oil passages, then use
air pressure to dry the crankshaft. (Do not let the crankshaft surface dry by evaporation).
Note: Put a coat of clean engine oil on the crankshaft and in the oil passages to prevent rust damage.
f. If the crankshaft is not to be installed immediately, then flush the oil passages with clean oil and put plastic plugs in all oil
passage openings. Put a rust inhibitor over the complete crankshaft to prevent damage. The recommendation is to use VCI
(Volatile Corrosion Inhibitor) storage bags if the storage period is to be for more than 30 days.
g. Before using a stored crankshaft, be sure to remove the rust inhibitor and all plastic plugs. Clean the crankshaft as necessary
with the detergent and water solution to remove all evidence of the rust inhibitor. Be sure to flush the crankshaft with
pressurized water, then dry and lubricate it as necessary before installation.
Crankshaft Visual Inspection

After cleaning the crankshaft, the crankshaft must be inspected. The purpose of the crankshaft visual inspection is to determine quickly if
the crankshaft can be reused as is, if the crankshaft will need any form of salvage machining, or if the crankshaft is damaged beyond
repair. Salvage machining can include a polish only or an under size grind and polish procedure.
The inspection process should have begun during the disassembly and cleaning stages. After the crankshaft has been cleaned, then
inspect the crankshaft systematically beginning at the journals and move section by section toward the counterweights. The following
procedures will provide guidance through the visual inspection process.
Crankshaft Bearings
The crankshaft bearings reveal the health of the bottom end of an engine at time of disassembly. Assessment of the crankshaft bearings is
a critical step in the crankshaft salvage process. This assessment is as important as inspection of the crankshaft. The bearings can reveal
many underlying issues with the crankshaft in particular, but also with the engine as a whole and the conditions in which the engine
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operated. Having the physical main and rod bearings on hand throughout the crankshaft salvage process will help the decision-making
process go smoothly with justification for the actions taken. If the physical bearings are impossible to retain, then a high-quality photograph
of both the front and back of the bearings should be used.
Proper bearing analysis can determine crankshaft straightness, journal profile, journal taper, prior rebuild quality, block, and connecting rod
bore condition and operating conditions. Inspect the crankshaft bearings for any potential underlying engine issue. For further assistance
on how to read and understand bearings refer to Reuse and Salvage Guidelines, SEBF8064, "Reuse and Salvage for Connecting Rods".
The Reuse and Salvage Guideline, SEBF8064, is an excellent resource to explain the importance of a proper inspection, preventative
measures, and the long-term benefits of a quality crankshaft regrind or polish.
Journal Surface
Begin the visual inspection process of the crankshaft at the journals. Visually inspect every journal for any signs of damage or defect to
determine the potential for reusability.
Broken or Cracked Journals

A journal that has any visible break or crack cannot be salvaged. The crankshaft must be discarded and replaced.
Typical example of a broken crankshaft or a cracked crankshaft
Do not reuse.
Do not reuse.
Do not reuse.
Journals with Smearing

Smearing is a form of adhesive wear. During adhesive wear, surfaces make physical contact and small high spots generate heat and micro
weld themselves together. Because lubricant is often absent, heat continues to build until more general melting and adhesion smearing
develops.
When inspecting the crankshaft for smearing, the smearing observed is the transfer of bearing material micro welded onto the crankshaft.
Journals with smearing can usually be used again after all smearing is removed. It is possible to polish out light smearing. However, it is
more likely to require grinding to remove smearing.
Due to the heat involved in the smearing process, it is recommended to check hardness after removal of smeared material. For procedures
to check the hardness and dimensions of the journal.
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Typical example of smearing.
Salvage processes can be attempted.
Typical example of smearing
Journals with Heat Damage

Heat damage often results from a lack of lubrication, a spun bearing, or excessive smearing. Smearing and adhesive wear are sometimes
discolored to a blue/black shade as a result of heat. If little or no discoloration is present, this indicates that a significant supply of lube oil
prevented extreme temperatures as adhesive wear progressed. Sufficient heat can be generated by adhesive wear to negatively alter the
crankshafts heat treatment. When this happens, the crankshaft should not be ground undersized and reused.
Heat damage can affect the hardness of the journal surface. Extra caution must be used if salvaging such a crankshaft. Only attempt to
salvage heat damaged crankshafts if discoloration is minor, if the hardness of the journal is acceptable and if there is enough material on
the journal to be reground to undersize specifications. The journal hardness must be checked after grinding. For procedures to check the
hardness of the journal.
Journal that shows moderate signs of heat and smeared material
Salvage grinding processes can be attempted.
Journals that show signs of significant heat and significant bluing.
Salvage grinding processes shouldNOTbe attempted.
Journals that show signs of heat and smeared material
Journals with Dents or Scratches

Circumferential scratching of journal surfaces is a sign of abrasive wear. Since journals are heat treated too high hardness levels, abrasive
scratching is usually caused by even harder particles such as sand, grit blast, or sanding disc particles. Small, fine abrasive particles have
a tendency to polish the journal surface while larger, course particles cut and gouge the surface. Steel, cast iron, and aluminum chips are
softer and seldom scratch the surface.
The following crankshafts can be used again after the journals are salvaged and only if the profiles and the finishes of the journal surfaces
are acceptable. For the measurement of the profile and the surface texture.
https://sis2.cat.com/#/detail?tab=3&ieSystemControlNumber=SEBP63780050&componentId=00000084&serialNumber=b9300184&infoType=43&serviceMediaNumber=SEBF8042&serviceIeSystemControlNumbe… 10/119
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Crankshafts that have a deep scratch on a rod journal or on a main bearing journal might be salvageable. The depth and the location of
the scratch on the crankshaft are the main considerations when making a salvage decision.
Example of lightly scratched bearing journals
The journal has a single heavy scratch on the circumference.
A journal that has a deep scratch going around the circumference might be salvaged. Depending on how deep the scratch is, a regrind
might be possible. After grinding, the journal must meet the surface profile and dimensions.
Small dent on rod journal
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Deep scratch on rod bearing journal
Illustrations 24 and 25 show dents and scratches on a rod journal.
Due to the torsional loading on a rod journal, do not reuse a crankshaft that has a small dent or scratch on a rod journal which cannot be
removed by grinding undersize.
Depending on how deep the dent or scratch is, a regrind might be possible. After grinding, the journal must meet the surface profile,
surface texture, magnetic particle inspection, and dimensions.
Main journals have a constant rotational load it may be possible to salvage main journals by polishing off the high spots of the small dent
or scratch. Use the crankshaft again only if the dent or the scratch is shorter than half the width of the journal, the dent, or the scratch does
not go beyond the width of the bearing and the dent or the scratch does not go into a fillet. Refer to Illustration 25 as an example of a
scratched journal that meets these requirements. Remove any burrs with a 6V-2010 Polishing Stone and then polish the journal. After
polishing, inspect the journal for surface texture and magnetic particle inspection. If the journal is not acceptable, then a regrind might be
possible. After regrinding, the journal must meet the surface profile, surface texture, magnetic particle inspection, and dimensions.
NOTICE
The polishing stone is only to remove the burrs or any raised
edges. Do not use the 6V-2010 Polishing Stone to remove the
entire defect.
Wear Steps on Journals

Wear steps can form on the journal surface from normal wear or from debris embedded in the bearing. If the wear step can be felt and has
a sharp edge, it is likely from debris harder than the surface of the journal. This type of wear step should be treated like a scratch. If a wear
step can be felt on the surface of the connecting rod journal, do not reuse, but salvage processes may be attempted.
Wear steps that are worn into the crankshaft from normal operation usually cannot be felt easily. These are areas where the bearing micro-
polishes the crankshaft. In these instances, do not regrind the crankshaft for only a visible wear step. Use the crankshaft again without
regrinding if the wear step maximum height of 0.018 mm (0.0007 inch) and the maximum width of 0.89 mm (0.035 inch) is not exceeded.
Wear steps on the journal surface
This particular journal has other damage, for this example focus only on the wear steps.
Wear steps polished in the middle of the journal around the bearing oil passage. Inspect the journal surface for finish and diameters.
Acceptable step on a connecting rod journal
On some crankshafts, a wear step might become visible on double rod journals, refer to Illustration 27. In the situation of double rod
journals, if the crankshaft journals do not need salvage techniques for any other reason, then do not regrind the journal for only the visible
wear step. If the journals are damaged to the point of needing a regrind, then it is acceptable to grind the rod journals with the double
plunge method. Refer to section "Double Plunge Grinding" for information on the double plunge method of grinding.
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Wear step on the journal surface
Salvage processes may be attempted.
In Illustration 28, crankshaft journals with wear steps that can be seen or felt must be ground to an acceptable profile.
Water Damaged Journals

Unprotected crankshafts are susceptible to water damage through direct contact or humid environments. If water contacts the crankshaft,
the metal begins to corrode. During the corrosion process pitting occurs and can destroy the critical surface texture of the crankshaft
journals. If heavy corrosion is present on the surface of the journals, then the oil passages must be inspected with a bore scope.
If corrosion is found within the oil passages, it is not recommended to salvage the crankshaft. If light corrosion is found on the journal
surfaces and the oil passages are clear, then salvage processes can be attempted.
Typical example of corrosion.
The corrosion has destroyed the hardened surface of the crankshaft. Salvage grinding processes shouldNOTbe attempted.
Typical example of corrosion.
The corrosion has pitted the hardened surface of the journals heavily. Salvage grinding processes shouldNOTbe attempted.
Visual damage from water on the journal surface.
Salvage processes can be attempted .Reuse a crankshaft that has damage from water only after the journal is polished and measured.
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Visual damage from water on the journal surface.
Salvage processes can be attempted. Reuse a crankshaft that has damage from water only after the journal is polished and measured.
Journals Damaged During Machining

Careful salvaging of Cat crankshafts is critical for long-term durability. Sometimes damage may happen during the salvage machining
process. Damage due to grinder heat or damage in critical areas such as in a fillet area or on the journal surface must be inspected
carefully to ensure the durability of the crankshaft.
Normal number of depressions on the bearing journal surface and a normal number of depressions in the fillet
Do not reuse the crankshaft if there is a high concentration of depressions on the surface of the bearing journal.
Reuse the crankshaft if there is few depressions on the surface of the bearing journal.
Signs of chatter on bearing journal surface
Chatter is caused from the grinding wheel skipping on the surface of the journal. The journal must be reground. Chatter can be identified
by horizontal, parallel lines on the journal surface. Reuse the crankshaft after the journal has been ground, polished, inspected and the
chatter can no longer be seen.
Improper finish of the journal
Do not reuse a crankshaft if the journal does not have the proper finish. If the surface texture is not within specifications, then the journal
surface must be ground to the next undersize journal diameter. The finish must be suitable and complete around the circumference of the
journal.
Embedded metal particles and burrs on the surface of the bearing journal
Do not reuse a crankshaft if there are embedded metal particles and burrs on the surface of the bearing journal. The journal with
embedded particles must be ground under size.
Oil Hole
Crankshafts with sharp edges at the oil holes can be used again after the sharp edges are removed and the oil holes are polished. Oil
holes with debris in the oil hole must be thoroughly flushed of all debris. Refer to "Crankshaft Cleaning Procedure".
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Oil hole with sharp edges.
Oil hole with sharp edges
Do not reuse a crankshaft if the oil holes have sharp edges.
Debris in oil hole
Do not reuse a crankshaft if there is debris in the oil hole. Clean and inspect all oil holes.
Fillet
Inspect the fillet area after the journals. Visually inspect every fillet for any signs of damage or defect to determine the potential for
reusability. The fillet area is a stress riser for the crankshaft and is considered a high risk area. Extra precaution must be made when
making a reuse or salvage determination when visually inspecting the fillet area.
Signs of bearing material in the fillet
You may reuse a crankshaft if bearing material can be removed from the fillet by polishing.
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Scalloped fillet on the main journal
You may reuse a crankshaft if a main journal has been scalloped. Scalloping looks like beach or lap marks. Usually scalloping is caused by
chatter from the grinding wheel.
Scalloped fillet on the rod journal
Do not reuse a crankshaft if a connecting rod journal has been scalloped. If there is enough material, it may be possible to grind the
scalloping off the rod journal.
Pitting on a fillet
Do not reuse a crankshaft if pitting is present on a fillet. Use caution in making this reuse decision, the danger is in how deep the corrosion
has penetrated the fillet area. If all pitting can be removed by grinding or polishing, then the crankshaft may be salvaged. If pitting remains
after grinding, then the crankshaft cannot be reused.
Pitting on a fillet
Do not reuse a crankshaft if pitting is present on a fillet. Use caution in making this reuse decision, the danger is in how deep the corrosion
has penetrated the fillet area. If all pitting can be removed by grinding or polishing, then the crankshaft may be salvaged. If pitting remains
after grinding, then the crankshaft cannot be reused.
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A journal that has been reground
After a journal has been reground, there may be a change in the contour of the lower part of the fillet. There may also be a change in the
shape in the lower part of the fillet.
Reuse the crankshaft if the point of change in the contour of the fillet is above the point that is shown in Illustration 46. Make sure that the
fillet blends smoothly with the journal surface.
Fillets without a proper finish
Fillets without a proper finish must be ground to an acceptable finish according to the appropriate Crankshaft Specification Reuse and
Salvage Guidelines.
Fillets without a proper finish
Fillets without a proper finish must be ground to an acceptable finish.
Fillet with marks from heat
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You may reuse the crankshaft only if the hardness of the journal is acceptable.
Sidewall
Wear step on the sidewall
Use the crankshaft again if the wear step is less than 0.12 mm (0.0047 inch) before grinding and the sidewall is smooth after grinding.
Damage to the sidewall
You may reuse the crankshaft after the raised material is removed and the sidewall is smooth.
Oil and carbon deposits on sidewall
You may reuse the crankshaft after the sidewall is polished and the deposits are removed. If polishing will not remove carbon deposits,
then do not reuse the crankshaft.
Scratch on sidewall
You may reuse the crankshaft after the burrs are removed with the 6V-2010 Polishing Stone, and the sidewall is polished.
Use the following crankshafts after thorough inspection according to the section "Crankshaft Magnetic Particle Inspection for Cracks".
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Burns from grinding
Do not reuse a crankshaft that has burns from grinding.
Burns from grinding
Burns from grinding
Discoloration from grinding is caused by heat buildup generated during the grinding process. This excessive heat can damage the
hardened surfaces of the crankshaft. The damage to the hardened surfaces can lead to a shortened crankshaft life, even if the
discoloration is removed. It is recommended not to reuse that any crankshaft that has any heat-related damage.
Thrust Face
Thrust Face Wear Step
Wear step on the thrust surface
You may reuse the crankshaft if the wear step is outside the surface of the thrust bearing and the dimensions are acceptable. If the wear
step is in the surface of the thrust bearing, then the wear step must be ground out of the surface of the thrust bearing. The dimensions
must be acceptable after the step is ground.
Thrust Face Burr

On Certain machine C27/C32 engines the connecting rod may create a sharp burr on the thrust face of the crankshaft. The burr is
commonly accompanied with radial scoring on the sidewall of the crankshaft and connecting rod.
If a sharp burr is found on the crankshaft, ensure that the mating connecting rod is inspected for any damage.
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Area between arrows is where side wall burr damage will occur.
Thrust Face Corrosion
Corrosion on thrust surface
You may reuse the crankshaft after the thrust face is polished and all corrosion is removed.
Thrust Face Smearing
Smearing on thrust face
You may reuse a crankshaft after the thrust face is polished and all bearing material is removed.
Thrust Face Wear Step
Wear steps on the thrust surface
The thrust face of the crankshaft is damaged in Illustration 61. Use the crankshaft only if the wear step can be ground clean without grinder
burns and the dimensions of the thrust face meet the specifications.
Thrust Face Grinding Wheel Damage
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Damage from grinding wheel on thrust face
Do not reuse the crankshaft if the thrust surface has been damaged by the grinding wheel.
Thrust Face Grinder Burn
Grinder burns on the thrust surface
Do not reuse the crankshaft
Counterweight Inspection
Crankshaft counterweights are critical for balance and durability of the crankshaft. Some Cat crankshafts utilize a counterweight forged
with the crankshaft, others utilized a bolt on counterweight. Counterweights need visual inspection for damage. Sometimes, the joints
between bolt on counterweights and crankshaft counterweight mounting pads require careful inspection.
Forged Counterweight Visual Inspection

Do not reuse a crankshaft with forged counterweights if there is excessive material or damage to the counterweight.
Damage to forged counterweight
Do Not Use
Bolt on Counterweight Inspection

If a bolt on counterweight is removed for any reason, then both surfaces of the joint must be inspected for fretting and other signs of
damage. If fretting is excessive on the counterweight pad area, then either the counterweight or the entire crankshaft assembly must be
replaced. If the damaged counterweight is not serviceable, cannot be replaced, or the crankshaft cannot be rebalanced, then the
crankshaft assembly must be replaced.
Note: It is recommended that the rear counterweight from crankshafts in machine engines be removed and inspect both surfaces of the
joint.
Graphical representation of counterweight fretting.
(21) Counterweight
(22) Counterweight Bolt Hole
(23) Fretting
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3500 Counterweight pads are precisely machined with slight concavity and cannot be salvage machined. Due to the concave machining of
the counterweight, fretting is normally seen at the outside edge of the counterweight and crankshaft pads. The extent of fretting on the
counterweight, and the location of the fretting, must be taken into account when making a reuse decision. Refer to Illustration 65 for a
visual reference of fretting. Fretting on either surface anywhere except the outside edges is not normal. C175 Counterweight pads are
machine to be flat, but the same visual inspections must be performed and examples below apply.
In general fretting is acceptable for reuse if the following are true:
Fretting is outward of the center line of the outer counterweight bolt bore.
Fretting that is not within 2 mm (0.08 inch) of the counterweight bolt bore.
The original machining marks are mostly still visible through the fretting.
Counterweight inspection.
Original machine marks are visible. Fretting is not present at the rim of the bolt hole. Fretting does not extend inward of the center line of the bolt hole.
Reuse
(A) 2 mm (0.08 inch) damage free zone surrounding bolt hole.
Original machine marks are mostly visible. Fretting is not extensive, not present at the bolt hole and does not extend inward of the center line of the bolt hole.
Reuse
Original machine marks are not visible and fretting is extensive (top arrow). Fretting is present within 2 mm (0.08 inch) of the bolt hole and extends inward of the center
line of the bolt hole.
Do Not Reuse
Original machine marks are not visible and fretting is extensive. Fretting is within 2 mm (0.08 inch) of the bolt hole, extends past the center line of the bolt hole and into the
inboard side of the counterweight. Distinctive fretting pits can be seen at the edge of the bolt hole.
Do Not Reuse
Crankshaft Counterweight Mounting Pad Inspection

Mounting pads with minor fretting outward of the center line of the outer bolt holes can be used again. The mounting pad may also be
resurfaced slightly to remove pitting and to restore proper flatness.
Burrs or raised material can be removed from the mounting pad by using a 30 mm (1.2 inch) wide file. First, remove the dowel. Then use
light pressure and remove only the material which prevents the counterweight from making complete contact with the mounting pad.
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Counterweight Mounting Pad Inspection
Minor fretting toward the outside edge of the pad. Fretting is outward of the outer bolt hole center lines. Original machining marks are clearly visible through the fretting.
Reuse
Minor fretting outward of center line of the outside bolt holes. No fretting present at the edge of the bolt hole. Original machining marks are clearly visible through the
fretting.
Reuse
Heavy fretting on mounting pad, worn through the machining marks. Fretting extends inward of center line of bolt hole.
Do Not Reuse Salvage Machine Mounting Pad if Possible
Heavy fretting and pitting on mounting pad, worn through the machining marks. Fretting is beyond center line of bolt hole and distinct at the edge of the bolt hole.
Do Not Reuse Salvage Machine Mounting Pad if Possible
NOTICE
For C175 only
Specifically C175 Counterweight pads can be machined only as an attempt to remove pitting. See diagram below. If machining is
performed, you must purchase new counterweights. Refer to your specific crankshaft part number to ensure that the correct
counterweights are ordered.
NOTICE
If counterweights pads are machined and new counterweights
are installed the crankshaft must be balanced before returning
to the engine. Refer to the crankshaft balance section in this
document.
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A. 112.0 +0.38 mm (4.41 +0.015 inch) 112.0 -0.5 mm (4.41 -0.02 inch)
B. 192.5 mm (7.58 inch)
C. 110.0 mm (4.330 inch)
Flatness once machined. 0.038 mm (0.0015 inch)
Surface finish to be Wsm 1.4 max with 2.5 cutoff
Holes for Lightening the Crankshaft
Fine crack in lightening hole
Do not reuse a crankshaft if there are any cracks in the holes for lightening.
Keyway
Keyway of the crankshaft
You may reuse a crankshaft after the rough edges of the keyway have been removed with a file.
Tapered Shaft
Tapered shaft on the crankshaft
Use the crankshaft again after the burrs are removed with a 6V-2010 Polishing Stone.
Gear
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Crankshaft gears with broken teeth or pitted teeth
Do not reuse crankshafts with gears that have broken or pitted teeth.
Crankshaft gears with broken teeth or pitted teeth
Do not reuse crankshafts with gears that have broken or pitted teeth.
Seal Surface
Damaged seal surfaces can be reconditioned by installing a wear sleeve over the groove. Damaged seal surfaces can also be
reconditioned by installing the seal to one side of the wear. For wear sleeve installation, refer to the Special Instructions listed below for the
process and refer to the Catalog listed below for the correct tooling. Refer to Special Instruction, SMHS6959, "Installing Wear Sleeves and
Crankshaft Seals Using The Former 9S-8868, 9S-8873, 9S-8881, and 9S-8888 Tools Groups" for more information.
Groove on seal surface
Do not reuse a crankshaft if a groove is present on the circumference of the seal surface.
Groove on seal surface
Do not reuse a crankshaft if a groove is present on the circumference of the seal surface.
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Surface of oil slinger
The surface of the oil slinger on engines with a 158.75 mm (6.250 inch) bore must be free of scratches, burrs, or grooves.
Thread Inspection and Salvage

Inspect the flywheel and damper threads for damage. If the threads are damaged to the point of needing replacement, then it is acceptable
to utilize the appropriate Heli-Coil standard insert. When utilizing a Heli-Coil insert, it is recommended that adjacent holes should not be
reworked and do not repair more than half the holes on either the flywheel or the damper end.
Following Visual Inspection

Specific instructions for the following steps are found in "Crankshaft Cleaning Procedure" in this guideline.
1. All threaded oil plugs must be removed and the oil passages cleaned thoroughly.
2. All the plugs from the core of the hole that lightens the crankshaft must be removed and the oil passages cleaned thoroughly.
Discard used oil plugs and replace with new after salvage process is complete.
3. The crankshaft must be prepared for storage.
Crankshaft Magnetic Particle Inspection for Cracks

Summary
This guideline provides the process for crankshaft magnetic particle inspection and the types of indications that could be detected. This
guideline provides the acceptance criteria for cracks that may have been introduced during the service life or during the reconditioning of
the crankshaft. Crankshafts that meet the requirements in this guideline and in the specifications guidelines can be expected to give
normal performance.
Note: Crankshafts that meet the Caterpillar criteria may not meet the criteria of marine certification societies.
Examples of marine certification societies are American Bureau of Shipping, Bureau Veritas, Korean Register of Shipping, Class NK, and
RINA.
Glossary of Terms
Axial Indication - An indication traveling along the longest dimension of the component. Refer to the Section: "Circumferential and Axial
Indications".
Circumferential Indication - An indication traveling around the circumference of the component. Refer to the Section: "Circumferential
and Axial Indications".
Coil Shot - Longitudinally magnetizing the test part by placing the crankshaft inside a magnetizing coil and passing electrical current
through the coil. This technique creates induced magnetization. The electrical current is only in the coil and the magnetic field around the
coil is induced into the component. Refer to the Section: "Magnetic Particle Techniques".
Continuous Magnetism Method - Magnetizing the test part immediately after or during application of the carrier solution.
Closed Indication - An indication that cannot be seen or felt after the particles have been removed. Refer to the Section: "Closed
Indications".
Crack - A fracture in the steel. This type of discontinuity can be highly detrimental to the crankshaft. Refer to the Section: "Cracks".
Chicken Wire - A network of indications, normally only seen on unmachined, forged surfaces. Usually the result of excessive copper and
heating.
Direct Magnetization - Circularly magnetizing the test part by securing the crankshaft between the head stocks and passing current
through the crankshaft. Also referred to as “head shot” as electricity passes directly through the component. Refer to the Section "Magnetic
Particle Techniques".
Discontinuity - An interruption in the physical structure or configuration of a material or component. A discontinuity can be either a surface
or subsurface discontinuity. (Examples: cracks, forging laps, machining tears). Refer to the Section: "Important Areas of Inspection".
False Indication - Any collection of particles not held by a magnetic field and not caused by a material discontinuity. (Examples:
fingerprints, smudges, drips). Refer to the Section: "Indication Examples".
Flash-line - An area along the length of a forging where the forging dies meet, often exhibiting concentrations of nonmetallic inclusions
because of material flow during forging. This area is also referred to as the “parting line” or “trim line”.
Forging Lap - A surface defect appearing as a fold in the steel. Forging laps occur during the forging of the crankshaft. Also referred to as
"laps".
Grain Flow - The elongation of the crystalline structure of the steel. The grain flow is shaped by the forging dies. Grain flow is sometimes
seen on magnetic particle inspection if the magnetizing amperage is too high.
Grinder Burn - A microstructural change in the material due to overheating at during grinding.
Grinder Cracks - Small cracks on a ground surface caused by overheating during grinding. Some grinder cracks are small and are rarely
detectable by the unaided eye.
Head Shot - Circularly magnetizing the test part by securing the crankshaft between the head stocks and passing current through the
crankshaft. Also referred to as “direct magnetization” as electricity passes directly through the component. Refer to the Section "Magnetic
Particle Techniques".
Indication - A collection of magnetic particles held in position by magnetic force. An indication can be relevant, non-relevant, or false.
Refer to the section: "Indication Examples".
Imbedded Scale - Iron oxide, which flakes off during the forging operation and adheres to the forging dies. This scale will be imbedded
into the crankshaft surface and will sometimes come out during machining, leaving a pit in the machined surface. If the scale does not
come out during machining, then the scale will be clearly visible.
Lap - A surface defect appearing as a fold in the steel. Laps occur during the forging of the crankshaft. Also referred to as "forging laps".
Linear Indications - An indication with length equal to, or greater than, three times the width. Refer to the Section: "Linear and Rounded
Indications".
Longitudinal - Parallel to the crankshaft.
Manganese Sulfide Inclusion - A nonmetallic inclusion. Manganese sulfide inclusions are non-crystalline, relatively soft, elongated
inclusions that usually do not affect the integrity of the crankshaft. Manganese sulfide inclusions are often seen at the flash-line as
manganese and sulfur are added to the steel for improved machinability. Refer to the Section: "Non-Metallic Inclusions".
Nonmetallic Inclusion - Chemical compounds and nonmetal material that is present in the steel.
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Non-relevant Indication - An indication held by a magnetic field not due to a discontinuity (Examples: edges, corners, threads, machining
marks). Refer to the Section: "Indication Examples".
Open Indication - An indication that can be seen or felt after the magnetic particles have been removed. Refer to the Section: "Open
Indications".
Oxide Inclusion - A non-metallic inclusion that is hard, brittle, and angular. Oxide inclusions may be located away from the flash-line.
Parting Line - An area along the length of a forging where the forging dies meet, often exhibiting concentrations of nonmetallic inclusions
because of material flow during forging. This area is also referred to as the “flash line” or “trim line”.
Ultraviolet Light - Light that has a higher frequency than white light. UV light is used to detect fluorescent magnetic particle indications.
Relevant Indication - An indication held by a magnetic field due to a discontinuity. Relevant indications can be open or closed, linear, or
rounded, surface, or subsurface and circumferential or axial.
Residual Magnetism Method - Magnetizing the part before applying the carrier solution, relying upon the residual magnetism in the test
part to attract particles. Refer to the Section: "Magnetic Particle Techniques".
Rounded Indications - An indication with a length less than three times the width. Refer to the Section: "Linear and Rounded Indications".
Scratch - A scratch is a form of an open indication. Scratches can look like cracks and must be checked with a magnifying glass. Upon
inspection scratches are typically shiny at the bottom of the groove. Refer to Illustration 144.
Seam - Usually a long straight defect, found in most instances on the unmachined surface of the crankshaft. These are typically elongated
laps or cracks in the original ingot or bar material.
Service Crack - A sharp discontinuity, individual or grouped, generally occurring on bearing or gear surfaces.
Stringer - Nonmetallic inclusions in material that has been elongated in the forging process.
Steady Rest Tear - A series of small cracks due to excess friction between the steady rest of the grinder and the crank journal.
Trim Line - An area along the length of a forging where the forging dies meet, often exhibiting concentrations of nonmetallic inclusions
because of material flow during forging. This area is also referred to as the “parting line” or “flash line”.
Indications
An indication is any collection of magnetic particles held in position by magnetic force that can indicate a discontinuity. There are three
basic types of indications: relevant indications, non-relevant indications, and false indications. Proper classification of the type of indication
discovered is important. There are descriptive terms in use with indications. These terms include: linear indications, rounded indications,
circumferential indications, axial indications, surface discontinuities, and subsurface discontinuities.
Indication Examples
(1) Non-Relevant Indications - created by magnetism at corners and edges.
(2) Relevant Indication - created by this crack.
(3) False Indication - Fingerprints and smudges are not held by magnetism.
False Indications
False indications can be caused by any of the following: dirt, fingerprints, smudges, rust, an improper mixture of the carrier solution, and/or
using too much current. A second inspection must be made after a false indication is found. Thoroughly clean the area prior to the second
inspection. False indications do not return. Refer to Illustration 83 for an example of a false indication.
Relevant Indications
An indication held by a magnetic field due to a discontinuity. Relevant indications can be open or closed, linear, or rounded, surface, or
subsurface and circumferential or axial.
Open Indications
Note: An open indication is an indication that can be seen or felt after the magnetic particles have been removed. Open indications are
caused by inclusions, pitting, large cracks, or heavy scratches. If an open indication cannot be ground out or is found in a critical area, then
the crankshaft cannot be reused. Refer to the section "Magnetic Particle Inspection" for further guidance.
An example of an open indication with the carrier solution under an ultraviolet light
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Illustration 84 without the carrier solution shown under white light.
An example of an open indication with the carrier solution under an ultraviolet light
Note: Scratches can look like open indications under magnetic inspection. Scratches can be checked with a magnifying glass and are
shiny at the bottom of the groove. Refer to the section "Magnetic Particle Inspection" for further guidance.
Closed Indications
Note: An indication that cannot be seen or felt after the magnetic particles have been removed. A closed indication is not necessarily a
subsurface discontinuity nor does a closed indication imply acceptability. Often cracks, the most serious type of defect, are closed
indications.
An example of a closed indication with the carrier solution under an ultraviolet light.
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An example of a closed indication with the carrier solution under an ultraviolet light.
Cracks
Note: Cracks have rougher edges than other types of indications. Cracks are normally continuous. Some small cracks on journals might
be able to be ground out. Cracks in any other area of the crankshaft are not permitted.
An example of a crack with the carrier solution under an ultraviolet light
Nonrelevant flash line indication due to trim line edge under ultraviolet light
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Image 94 as seen under white light.
Some sharp linear indications may appear to be cracks but after further investigations are discovered not to be an actual crack. Sharp
transitions near the flash-line can create non-relevant indications. Refer to Illustrations 94 and 95.
Linear and Rounded Indications

Note: An indication with a length equal to, or greater than three times the width is considered linear. This length to width ratio is constant
regardless the shape of the indication.
Examples of linear indications.
Note: An indication with a length less than three times the width is considered rounded. This length to width ratio is constant regardless
the shape of the indication.
Examples of rounded indications.
Circumferential and Axial Indications

Indications can appear to travel along the axis or around the circumference of a component. Indications that travel along the axis is
considered to be an axial indication. Indications that travel around the circumference of the component is considered to be circumferential.
(4) Circumferential Indication
(5) Axial Indication
Forging Indications
Some abnormalities created in the forging process may have met the original manufacturing criteria for crankshafts. These indications will
sometimes be discovered during reuse inspection. These indications will include forging laps, seams, flash line, imbedded scale, and
chicken wire.
Discontinuities
A discontinuity is any interruption in the normal physical structure of the steel. There are two general types of discontinuities: surface and
subsurface discontinuities. Most relevant indications will be a type of discontinuity.
Note: A surface discontinuity extends to the surface of the crankshaft. Indications from surface discontinuities are typically bright, fine, and
distinct.
An example of a surface discontinuity with the carrier solution under an ultraviolet light.
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Note: Indications from subsurface discontinuities are typically broad, faint, and “fuzzy”. A subsurface discontinuity is wholly below the
inspected surface.

An example of a subsurface discontinuity with the carrier solution under an ultraviolet light.
Machining Discontinuities
After forging, the crankshaft must be machined. A result of machining process may cause various discontinuities. These discontinuities will
include scratches, steady rest tears, grinder burn, and grinder cracks.
Non-Metallic Inclusions
Non-metallic inclusions are a form of discontinuity and are a result of segregated alloys in the steel. The inclusions are composed of
chemical compounds and nonmetal material that is present in the steel. There are two likely types of non-metallic inclusions: manganese
sulfide inclusions and oxide inclusions.
Note: An inclusion that has been elongated due to the forging process is often referred to as a stringer.
Manganese Sulfide Inclusions

Manganese sulfide inclusions are non-crystalline, soft, elongated inclusions that usually do not affect the integrity of the crankshaft.

Example of a manganese sulfide inclusion
Oxide Inclusions
Oxide inclusions are of greater concern than manganese sulfide inclusions because oxides are often hard, brittle, and angular. Inclusions
located away from the flash-line are typically suspected of being an oxide inclusion. Oxide inclusions may appear distinctly brighter or
wider than other flash-line indications.

Example of an oxide stringer.
Magnetic Particle Inspection

The crankshaft needs several inspections for cracks. A first inspection may show fine cracks in the journal. After the crankshaft is ground,
a second inspection can show that the cracks were ground out. Crankshafts should be inspected for cracks after any operation that
includes straightening, grinding, or polishing. Inspect the journals, oil holes, and the fillets for cracks.
Note: The crankshaft must be cleaned thoroughly prior to beginning any inspection work. Dirty crankshafts can contaminate the solution
and mask indications.
Equipment and Tooling

Required Tooling
Equipment for magnetic particle inspection
Vee Blocks
Table 5
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Machine for magnetic particle inspection
The magnetic particle inspection process must be used for crankshafts. Machines that use alternating current (AC) work better at detection
than direct current (DC). The machine must utilize a carrier solution with the magnetic particles. The magnetic particles must be seen
under ultraviolet light.
The machine must be able to magnetize the crankshaft with contacts and a magnetizing coil.

The machine adapted for larger crankshafts.
The machine must be large enough to hold all crankshafts that will be inspected.

Carrier solution with magnetic particles
The carrier solution must not be seen under ultraviolet light. Follow the recommendations from the manufacturer for mixing the carrier
solution with the magnetic particles. The solution must be mixed thoroughly by the pump. Contaminated solution must be replaced
following the manufacturer recommendation.
Magnetic Particle Techniques

Circular Magnetization Method (Head Shot) - A circular magnetic field is utilized for locating defects in a longitudinal orientation. The
technique is performed by securing the test part between the head stocks and energizing the part end to end.
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Longitudinal Magnetization Method (Coil Shot) - A longitudinal magnetic field is utilized for locating defects in a transverse orientation.
The technique is performed by energizing a coil surrounding the test part.
Continuous Magnetism Method - The continuous magnetism method is utilized by magnetizing the test part immediately after or during
the application of the carrier solution.
Residual Magnetism Method - The residual magnetism method is utilized by magnetizing the test part before applying the carrier
solution. In this manner the technician is relying upon the residual magnetism in the test part to attract particles.
Procedure for Crankshaft Magnetism Inspection

Inspection Microscope

Rests for crankshafts

Crankshaft on rests
1. Use the correct vee blocks and use the rests to ensure that the crankshaft is level.

Rollers
2. The crankshaft must be level for the magnetizing coil can move along the crankshaft. Use proper rollers making rotation possible.
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Set up for crankshaft with copper pads

Using a spacer
NOTICE
Be careful when utilizing a spacer on either end of a crankshaft.
Once the inspection is completed, check the ends of the
crankshaft for damage from sparks.
3. The ends of the crankshaft must make good contact with the pads. Use a spacer only when necessary. The use of braided copper
pads helps to prevent sparks.
4. Magnetizing the crankshaft for 0.5 to 1.0 seconds is adequate. Magnetize and thoroughly inspect the crankshaft using both the head
shot and coil shot techniques. Utilize the instructions given in Step 5 and Step 9 for amperage guidelines.
Note: Alternating current concentrates the magnetic field at the part surface.

Controls for current
5. Adjust the controls on the machine for the correct longitudinal current. Refer to Table 6 for current recommendations.
There are various methods to determine adequate amperage:
Use a QQI or other manufactured defect gauge.
Use a hall effect meter to achieve a minimum 30 gauss at the inspection surface
Current Recommendations for the Head Shot Method
Main Journal Diameter Approximate Amperage (AC) Approximate Amperage (HWDC, FWDC)
Up to 51 mm (2.0 inch) 700 A 1000 A
Up to 102 mm (4.0 inch) 1500 A 2000 A
Up to 153 mm (6 inch) 2300 A 3000 A
Up to 203 mm (8 inch) 3500 A 4000 A
Table 6
6. Ensure that the concentration is correct. Thoroughly mix the carrier solution.
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7. Longer crankshafts are commonly processed in sections. More than one section can be inspected on smaller crankshafts. Pour the
carrier solution along a section of the crankshaft. Immediately apply the current for 0.5 to 1.0 seconds while the solution drains. This
technique represents the continuous method.

An example of a linear indication.
8. Inspect the crankshaft for cracks. Direct current magnetizing works best for finding linear indications.
9. Switch the current setting to go through the magnetizing coil. Adjust the controls on the machine for the correct coil shot current.
Refer to Table 7 for current recommendations.
There are various methods to determine adequate amperage:
Use a QQI or other manufactured defect gauge.
Use a hall effect meter to achieve a minimum 30 gauss at the inspection surface
Note: Assume a strong field approximately 30.5 cm (12 inch) on either side of the coil. AC coils are often limited to approximately
1000 amps. Alternating current concentrates the magnetic field at the part surface.
Current Recommendations for the Coil Shot Method
Approximate Amperage (AC) Approximate Amperage (AC)

Main Journal Diameter
Three turn coil Five turn coil
Up to 51 mm (2.0 inch) 2000 A 1000 A
Up to 102 mm (4.0 inch) 3000 A 2000 A
Up to 153 mm (6 inch) 4000 A 3000 A
Up to 203 mm (8 inch) 5000 A 4000 A
Table 7
10. Longer crankshafts are commonly processed in sections. More than one section can be inspected on smaller crankshafts. Pour the
carrier solution along a section of the crankshaft. Immediately apply the current for 0.5 to 1.0 seconds while the solution drains. This
technique represents the continuous method.
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This circumferential indication represents a crack.
11. Inspect the crankshaft for cracks. The coil shot inspection will show the indications that go around the circumference of the journal.

Indicator of magnetic fields
12. Refer to the proper instructions for the machine to remove magnetism. The magnetic level must be less than five gauss. Use an
indicator for magnetic fields to measure magnetism.
13. Thoroughly clean the crankshaft.
14. Remove the crankshaft from the machine.
15. Put a layer of oil on the crankshaft for protection.
Measurement Requirements
NOTICE
Precise measurements shall be made when the
component and measurement equipment are at 20°
(68° F). Measurements shall be made after both the
component and measurement equipment have had
sufficient time to soak at 20° (68° F). This will ensure
that both the surface and core of the material is at the
same temperature.
Important Areas of Inspection

Specific areas are shown in different colors according to importance.
Orange or White or
Red or A Yellow or B Green or C
D E
No cracks allowed. No cracks allowed.
No cracks allowed.
No open No open No cracks No cracks
Open indications smaller than 28.5 mm (1.12 inch) or wider than
indications indications allowed. allowed.
0.15 mm (0.006 inch) permitted.
allowed. allowed.
Table 8
Fillet Area Inspection

Crankshafts with Fillet Radii Greater than 5.23 mm (0.206 inch)
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(1) Fillet
(2) Machined Journal Sidewall

(2) Fillet
Crankshafts with Fillet Radii Greater than 5.23 mm (0.206 inch)
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(2) Fillet
Crankshafts with fillet radii less than 5.23 mm (0.206 inch)

(2) Fillet
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(2) Fillet

(2) Fillet
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(2) Fillet
Fillet Area Inspection Examples
NOTICE
Do not use a crankshaft that has a crack affecting the fillet area.

Crack through the fillet area
Do not reuse the crankshaft.

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The indication at the junction of the fillet and the journal is a crack.

Fine fillet cracks

Fine fillet cracks

Fine cracks in fillet between two rod journals

Fine cracks in fillet between two rod journals
Oil Hole Inspection
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The nominal dimension outside the chamfer of the rod journal oil holes must be enlarged if the flash-line is in line with the oil hole.

The nominal 3.1 mm (0.12 inch) dimension outside the chamfer must be enlarged to 9.6 mm (0.38 inch) for the connecting rod journal oil holes if the flash-line is in line
with the oil hole.

Example of flash line inline with oil hole.
Oil Hole Area Inspection Examples

The oil holes in the connecting rod journal are in line with the flash-line on these engines: D339, D342, D353, and D399.

Small crack in oil hole

Small crack in oil hole
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Fine cracks in the oil hole

Small cracks near the chamfer area
Journal Area Inspection

Journal Area Inspection Examples
Grind and polish the crankshaft to the next journal size if required. The crankshaft can be reused if there are no open indications within
3.0 mm (0.12 inch) of the chamfer area. There must be no cracks.
After a grind and polish procedure, reinspect the crankshaft. Ensure that all service cracks have been fully removed. Ensure that there are
no grinder cracks introduced.
NOTICE
Check the hardness of all the journals after grinding.

This open indication is a scratch. The scratch is verified by the position of the indications combined with smooth edges.
Reuse the crankshaft.

These indications are scratches. The scratches are verified by the position of the indications combined with smooth edges.

This indication is very fine and is representative of an inclusion or scratch and not a crack.

The ends of this horizontal indication travel at a 45° angle, this indication is typical of a torsional crack.
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Multiple cracks.

This crack in the journal is connected and cannot be ground out.

The cracks are caused by heat.
Do not reuse unless fully removed.


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Larger cracks cannot be ground out.

Cracks remain after a crankshaft has been ground.

The fine indication is visible after the crankshaft has been ground. The indication is not a crack and not in a critical area therefore can be reused.
Web Area Inspection

Do not reuse a crankshaft that has any indications in a “red zoned” web area. Do not reuse a crankshaft that has an open indication or a
crack in the “yellow zoned” web area. Closed indications are permissible in this area.
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Series 1100, Series 3100, Series 3208 and, Series 3508 engines
(1) “Red” Lightening Hole Area
(2) “Yellow” Web Area
(3) Rough Journal Sidewall
(5) “Red” Fillet Area
(6) “Yellow” Fillet Area
(7) “Yellow” Lightening Hole Area

The shaded areas are between the main and pin journal centerlines. There are no cracks allowed in the shaded portion of the web area.
(A) Accept
(R) Reject
Web Area Inspection Examples

Groups of indications in the webs are normal. This indication is not a crack and is in the white zone.
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This crack goes into a machined journal sidewall area.

This indication is on the web on the crankshaft and is not a crack. The indication does not touch the lightening hole. The indication does not go into a machined journal
sidewall surface. Therefore the crankshaft can be reused.

Illustration 161 shown under white light. This indication is on the web and is not a crack. The indication does not touch the lightening hole. The indication does not go into
a machined journal sidewall surface. Therefore the crankshaft can be reused.

These forging laps are acceptable and can be any shape. Forging laps can be open or closed indications. Forging laps are often not as bright and distinct as a crack. Lap
indications must not go more than 1.0 mm (0.04 inch) into a machined journal surface.

These forging laps are acceptable and can be any shape. Forging laps can be open or closed indications. Forging laps are often not as bright and distinct as a crack. Lap
indications must not go more than 1.0 mm (0.04 inch) into a machined journal surface.
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The lap indication goes around a corner. The area is in the counterweight which is away from any machined journal surface.

The indication was ground out in this large area. Make sure that any sharp edges are smooth.

The indication goes into a groove. Grinding revealed this indication was not a crack or a deep forging lap.

A closer view of Illustration 167, highlighting the groove and the indication.

This indication is not a crack.
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This indication is not a crack.

Crack in the lightening hole area.

Cracks in the lightening hole area
Illustrations 173 through 175 show that some shallow forging laps can be seen in several webs. These forging laps typically follow the
shape of the crankshaft or the flash line. If there are no cracks, then the crankshaft can be used.
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Flange, the Shaft, and the Keyway Area Inspection
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(1) Front edge of keyway
Flange, the Shaft, and the Keyway Area Inspection Examples
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(2) Cracks at the end of the keyway
(3) The gear is located in an area that has a crack.

(3) The gear is located in an area that has a crack.
Suppliers of Magnetic Particle Test Equipment

Note: Not all the manufacturers that follow have machines that can hold the larger Caterpillar crankshafts.
Magnaflux
3624 West Lake Avenue
Glenview, Illinois 60026
(847) 657-5300
(800) 421-1569 (Fax)
www.magnaflux.com
Magwerks
501 Commerce Dr.
Danville, IN 79455
(317) 241-8011
(317) 241-8015 (Fax)
www.magwerks.com
Gould-Bass
1431 W. Second Street
Pomona, CA 91766
(909) 623-6793
(909) 629-1467 (Fax)
www.gould-bass.net
Measurement Requirements
NOTICE
Precise measurements shall be made when the
component and measurement equipment are at 20°
(68° F). Measurements shall be made after both the
component and measurement equipment have had
sufficient time to soak at 20° (68° F). This will ensure
that both the surface and core of the material is at the
same temperature.
Procedure to Measure Used Crankshafts for Bend

Tooling Setup

6V-7926 Dial Indicator
Use the 6V-7926 Dial Indicator for all measurements.

Typical air gauge and calibration blocks used for crankshaft measurement.
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Air gauge tooling properly set up.

5P-8637 Supports

Crankshaft support with rollers.
Crankshaft supports are sometimes referred to as V blocks.
Place two crankshaft supports on a machined granite slab, a surface plate, or a concrete floor. Do not use a work bench. The weight of the
crankshaft may bend the work bench resulting in inaccurate measurements.

The magnetic base of the dial indicator must be held stationary with a piece of steel with three pads welded to the bottom.
Use a piece of steel to hold the magnetic base for the dial indicator. Weld three identical steel pads 120 degrees apart to the bottom of a
piece of steel.
1. The crankshaft supports should be aligned before and after the crankshaft has been placed on the supports. Align the crankshaft
supports such that both bases are an equal distance from an established reference point. A secured metal strip that is parallel to the
edge of a surface plate or a blue line on concrete are good reference points.

Position the crankshaft supports underneath the main journal bearings at the ends of the crankshaft.
2. Place the crankshaft with the supports underneath the main journals at the ends of the crankshaft. Refer to Illustration 191. Check
the crankshaft supports and the crankshaft to ensure that the supports are stationary and aligned. The crankshaft must rotate in the
supports, but not move horizontally.
Note: Ensure that the oil hole does not come in contact with the center of the crankshaft support. When possible, keep the
crankshaft support to one side of the crankshaft journal but not into the fillet. The diameter of the crankshaft journal should be the
only point of contact with the crankshaft support.
Note: Use the same reference point used in Step 2 to align the base of the dial indicator. Using this reference point will ensure a
more efficient procedure for setup and inspection.
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The 5P-8637 Supports are positioned under the main journal bearings on the end of the crankshaft
3. Place the magnetic base of the dial indicator on the piece of steel. Put the contact point for the dial indicator on one of the main
journals that are next to a crankshaft support. Refer to Illustration 192. Position the dial indicator so the stem will not contact the oil
hole. The contact point must be perpendicular to the bearing surface.
4. Once the adjustments are made, rotate the crankshaft 360 degrees to ensure that the travel of the dial indicator is sufficient. Adjust
the dial indicator to zero.
Note: This procedure must be performed every time the crankshaft supports have been moved.
Procedure for Performing the Measurement

The procedure to be described is referred to as the step in method. This specific example is for a crankshaft with seven journals, but the
basic principle applies to all crankshafts.
Example V-Block and Measurement Positioning for a 16 Cylinder Engine
V-Block Journal Position Journal being measured

1 and 9 2 and 8
2 and 8 3 and 7
3 and 7 4 and 6
4 and 6 5
Table 9
On all crankshafts, start by placing the 5P-8637 Supports on the farthest outside main journals and work inward. Take the Total Indicator
Runout (TIR) measurement on the next interior main bearing journals directly next to the crankshaft supports. Do not attempt any
additional TIR measurements on other journals now. For example: If the crankshaft supports are on journals 1 and 7, then only journals 2
and 6 will be measured. When the crankshaft supports are on journals 3 and 5, only journal 4 will be measured. Refer to Table 9 for an
example.
If you attempt to record the TIR for journal number 4 when the crankshaft supports are positioned at journals number 1 and 7 (or 2 and 6),
you will take an inaccurate measurement because of sag at the center of the crankshaft. (The same is true when the crankshaft supports
are on journals 3 and 5 and you attempt to measure journals 1 and 7.)
The procedure used for the remaining C175 crankshafts is referred to as the step in method. This specific example is for a crankshaft with
7 journals, but the same principle applies to the 16 cylinder and 20 cylinder C175 crankshafts.
On these crankshafts, you will be placing the V-blocks on a specific main bearing journal and taking the TIR measurement on the main
bearing journals to the INSIDE and next to the V-blocks. Do not make ANY other TIR measurements besides the ones taken on the
journals to the INSIDE next to the V-blocks. For example: Do NOT measure journals 3, 4, or 5 if the V-blocks are on journals 1 and 7. You
should only be measuring journals 2 and 6. When the V-blocks were on journals 3 and 5, you should only be measuring journal 4.
Note: The 3406, 3456, C15, and C18 crankshafts have a different TIR than other crankshafts and have different considerations for
checking for straightness. Refer to "Special Considerations for 3406, 3456, C15, and C18 Crankshafts" later in this document.
Note: Assume that the tooling was set up on the main journal.

5P-8637 Supports on journals 1 and 7 while measuring TIR of journals 2 and 6.
1. Position one support under each main journal on the far ends of the crankshaft. Refer to Illustration 193, the crankshaft supports are
on the main journals 1 and 7.
2. With the dial indicator set-up on journal number 2, rotate the crankshaft 360 degrees and record the Total Indicated Runout (TIR).
The TIR is the difference between the highest readings and the lowest readings on the dial indicator while the crankshaft is being
rotated.
Note: If an oil hole comes in contact with a crankshaft support, the TIR will be incorrect. Try to keep the crankshaft supports to one
side of the crankshaft journal, but not into the fillet, so the diameter of the crankshaft journal is the only point of contact with the
crankshaft support.
3. Move the dial indicator to journal number 6, and zero the dial indicator again. Rotate the crankshaft 360 degrees and record the TIR
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5P-8637 Supports on main journals 2 and 6 while measuring TIR of journals 3 and 5.
4. Move the crankshaft supports towards the center of the crankshaft one journal to the main journals 2 and 6. Refer to Illustration 194.
5. Position the dial indicator on journal number 3 and zero the dial indicator. Rotate the crankshaft 360 degrees and record the total
TIR. Repeat this step for journal number 5.

5P-8637 Supports on main journals 3 and 5 while measuring TIR of journal 4.
6. Move the crankshaft supports towards the center of the crankshaft one journal to the main journals 3 and 5. Refer to Illustration 195.
7. Position the dial indicator on journal 4 and zero the dial indicator. Rotate the crankshaft 360 degrees and record the total TIR.
Note: If there are two maximum points during the measurement of TIR, use an outside micrometer. Check for an out of round main journal.
Special Considerations for 3406, 3456, C15, and C18 Crankshafts

A different measuring procedure must be used for the 3406, 3456, C15, and C18 crankshafts. These crankshafts will use an adjacent
journal check and a stack up tolerance check. You will be taking a TIR reading on main bearing journal number 4 in each check. If the TIR
readings on both checks are within specifications that are listed, the crankshaft is good.
Adjacent Journal Check

Adjacent journal reading of main bearing number 4 with the crankshaft supports on journals 3 and 5
The adjacent journal check should be performed with the crankshaft supports positioned on main bearing journals 3 and 5. Perform the
TIR reading on main bearing journal number 4 only. The TIR on main bearing journal number 4 should not exceed 0.18 mm (0.007 inch).
Stack-Up Tolerance Check

Stack up TIR reading on main bearing journal number 4
This check should be performed with the crankshaft supports positioned on main bearing journals 1 and 7. The TIR should be measured
on bearing journal number 4 only. The TIR on journal number 4 should not exceed 0.54 mm (0.021 inch).
Special Considerations for C175 Crankshafts

The following chart lists the position of the V-blocks and which corresponding journal that should be measured.
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C175-16
V-block Journal Position Journal to be Measured
1 and 9 2 and 8
2 and 8 3 and 7
3 and 7 4 and 6
4 and 6 5
C175-20
V-block Journal Position Journal to be Measured
1, 4, 8, and 11 2, 3, 5, 6, 7, 9, and 10
Table 10
The TIR for C175 main bearing journals is 0.13 mm (0.005 inch). Since the journal that is resting on the V-block is considered "zero", the
journal directly next to the V-block and to the INSIDE of the V-block cannot have a TIR that exceeds 0.13 mm (0.005 inch).
In the following example, the TIR for journal 6 was 0.1778 mm (0.007 inch) when the V-blocks were resting on journals 3 and 7. Since the
spec for the journal TIR for this crankshaft is 0.13 mm (0.005 inch), this crankshaft is out of specs.

Example of a measured crankshaft. The C175-16 crankshaft is shown

20 cylinder 359-0941 Crankshaft is shown
TIRs that are shown are the maximum allowable TIR for each journal. The TIRs are shown in INCHES
TIR for the 20 cylinder 359-0941 Crankshaft mains 2, 3, 5, 6, 7, 9, and 10 to be taken with the crankshaft resting on mains 1, 4, 8, and 11.
The TIR increases towards the center of this crankshaft to compensate for any deflection that may occur due to the length of the
crankshaft.
Procedure to Measure Crankshafts after the Bearing Journals have

been Ground
If a crankshaft is reground, journals must be in alignment with other surfaces of the crankshaft. The TIR for any of the measurements that
follow cannot be more than specifications for the respective engine platform. The crankshaft cannot be used again if the measurements
are greater than specifications. Grind the crankshaft to the next standard size and then measure the crankshaft again.
Measurement of TIR on Hub Circumference or Flange for Flywheel
1. Put the crankshaft supports under the number two and six main journals. Put the contact point of the dial indicator on the
circumference of the flywheel pilot. Refer to Illustration 200.
Note: The contact point must not be in the wear groove of the rear crankshaft seal.
Measuring the circumference of the front flange.
15/9/2020 SIS 2.0

Measuring TIR

Measuring TIR
2. The contact point must be perpendicular to the surface and at the approximate centerline of the crankshaft. For all engines with a
pilot hub for the flywheel, put the contact point for the dial indicator on the hub of the crankshaft. Refer to Illustrations 201 and 202.
3. Turn the crankshaft 360 degrees and check TIR.
Measurement of TIR on Flange for Pulley or Damper and Flywheel

The measurement of the flange face for a pulley or a damper on a lathe. The measurement can also be made using 5P-8637 Supports if a lathe is not available.
Refer to "Preventing Axial Movement of the Crankshaft" section of this guideline. Remove the 5P-4163 Indicator Contact Point. Install the
7H-1940 Universal Attachment to the dial indicator. Put the point for the universal attachment on the face of the flange for the pulley or the
damper. Refer to Illustration 205. The point of the universal attachment must be near the outer circumference of the flange face so that the
point will not hit the holes in the crankshaft. Turn the crankshaft 360 degrees and check TIR. Use the same procedure for the face of the
flywheel flange.
Measurement of TIR on Main Bearing Journals

Measure the main bearing journals. Refer to "Procedure to Measure Used Crankshafts for Bend" section of this guideline. The maximum
TIR specification for the main bearing journals of most reground crankshafts is 0.13 mm (0.005 inch). The maximum TIR specification for
the main bearing journals for 3406, 3456, C15, and C18 crankshafts are 0.18 mm (0.007 inch).
Measurement of TIR on Front Flange, Straight Front Shaft, or Hub

Circumference
Perform the steps outlined under "Measurement of TIR on Hub Circumference or Flange for Flywheel" section of this guideline to check
the TIR on the front flange, the straight front shaft, or the hub circumference. The contact point must be perpendicular to the surface and at
the approximate centerline of the crankshaft. Turn the crankshaft 360 degrees and check TIR. Do not allow the contact point to hit a
keyway.
Measurement of TIR on Tapered Front Shaft

Measuring the tapered surface
Refer to "Preventing Axial Movement of the Crankshaft" section of this guideline. Put the contact point for the dial indicator near the end of
the tapered surface. Refer to Illustration 204. The contact point must be perpendicular to the tapered surface and at the approximate
centerline of the crankshaft. Turn the crankshaft 360 degrees and check TIR. Do not allow the contact point to hit a keyway.
Preventing Axial Movement of the Crankshaft

The remainder of the measurements can only be done with accuracy if all axial movement of the crankshaft is prevented. One method is
installing smaller crankshafts and medium crankshafts on a lathe in the center of the crankshaft.
Note: Do not use a lathe to check TIR of the main bearing journals of a large crankshaft. The weight of the crankshaft can cause an
incorrect TIR.
15/9/2020 SIS 2.0

Crankshaft with a steel ball that is pushed against a heavy steel object
A second method is by using supports with a hardened steel ball that has the diameter of 19.7 mm to 22.4 mm (0.62 inch to 0.88 inch). Put
the steel ball in a machined center on the front end of a crankshaft. Push the crankshaft and the steel ball against a heavy steel object.
Refer to Illustration 205. Put oil on the steel ball. Do not move or dent the heavy steel object when pressure is applied. The crankshaft
must be held against the steel object while the measurements are taken.
Determine if a Bent Crankshaft Can Be Straightened

Note: Straightening of C175 crankshafts is not approved.
Note: Crankshafts from C9, C10, C11, C12, C13, and C15 series engines should not be straightened. If the crankshafts from these
engines are bent more than the allowable specifications that are listed, then the crankshaft should be replaced.
Follow this procedure to measure the overall TIR at the center main bearing.

The crankshaft is installed on supports. Measure the TIR at the center main journal bearing only. This measurement will determine if the crankshaft can be straightened
safely.
1. Perform steps 1 through 4 of "Tooling Setup" section of this guideline.
2. Place the contact point for the dial indicator on the center main bearing. Refer to Illustration 206. The contact point must be to the
side of the oil hole, perpendicular to the bearing surface, and at the approximate centerline of the crankshaft.
3. Rotate the crankshaft to 360 degrees after the adjustments have been made. Moving the crankshaft ensures that there is sufficient
travel for the dial indicator. Adjust the dial indicator to zero.
4. Turn the crankshaft 360 degrees and check the dial indicator. Make a note of TIR.
5. The crankshaft can be straightened if TIR is within the specifications found within the appropriate specification.
Straightening a Bent Crankshaft

Crankshafts from C9, C10, C11, C12, C13, and C15 series engines should not be straightened. If the crankshafts from these engines are
bent more than the allowable specifications that are listed, then the crankshaft should be replaced.
Grinding the bearing surfaces is one method that is used to straighten bent crankshafts. Although grinding the surfaces is easier, grinding
is limited because the bearing surfaces must be completely ground. The finished size must not be smaller than the next available
undersize bearing.
Equipment Needed to Straighten Bent Crankshafts

Oven
Heating the crankshaft with an oven is crucial. The oven must heat the crankshaft to 177° to 232° C (350° to 450° F). To prevent cracks, do
not straighten the crankshaft at room temperature. Temperature of the crankshaft can be measured with a 164-3310 Infrared
Thermometer. The temperature can also be checked with temperature recording crayons.
Hydraulic Press for Straightening

A hydraulic press is necessary to straighten the crankshaft. The press must be equipped with one or more dial indicators to measure TIR
on the main bearing journals while the crankshaft is in the press.
Hydraulic presses are available from the following corporations.
Eitel Presses Inc.

97 Pinedale Industrial Road
Orwigsburg, PA 17961
http://www.eitelpresses.com/
Phone 570 366 0585
Fax 570 366 2536
Dake Corporation
724 Robbins Rad
Grand Haven, MI 49417
http://www.dakecorp.com/
Phone 800 937 3253
Fax 800 846 3253
NOTICE
To prevent damage to the crankshaft, the anvil and the ram must
be made from soft steel or copper and narrower than the
bearing journal. The use of an anvil or a ram that is wider than
the bearing journal can damage the fillet. Do not use Crankshaft
Supports as a support for straightening the crankshaft.
Equipment for Magnetic Particle Inspection

A crankshaft that has been straightened must be checked for cracks. The magnetic particle procedure must be used after straightening the
crankshaft.
15/9/2020 SIS 2.0
Machine for Shot Peening

Shot peening the fillet of the bearing journal on some crankshafts may be necessary. This procedure must be done after the crankshaft
has been straightened.
Procedure to Straighten Bent Crankshafts

NOTICE
This procedure is not applicable for micro alloyed crankshafts.
1. Heat the crankshaft in the oven for a minimum of 1 1/2 hours. Do not use a torch. A torch does not produce an even heat. Straighten
the crankshaft when the temperature is between 177°C to 232°C (350°F to 450°F).
2. Put anvils on each side of the main journal that will be straightened. Check for burrs on the anvil and the surfaces of the ram.
3. Turn the crankshaft so that the ram can make contact at the high point. Put a dial indicator in position to measure the deflection of
the crankshaft.
4. Carefully put the ram against the main journal that will be straightened.
5. Put a small amount of pressure on the crankshaft and release the ram. The deflection during this step must not be more than one
half of the TIR measured in "Procedure to Measure Used Crankshafts for Bend" section of this guideline.
6. Check the straightness of the crankshaft. Put the contact point for the dial indicator against the main bearing journals. The contact
points must be to the side of the oil holes. Turn the crankshaft and look at the dial indicator. Apply more pressure and increase the
deflection if the TIR on the main bearing journals next to the Crankshaft Supports is more than 0.13 mm (0.005 inch). The TIR for
3406, 3456, C15, and C18 crankshafts must not be more than 0.18 mm (0.007 inch). After increasing the deflection, measure the
TIR again.
7. Increase the amount of pressure in small increments, until the TIR on this journal meets the specifications. Be careful not to use too
much pressure since excessive pressure can cause the crankshaft to bend in the opposite direction. Cracks will occur if the
crankshaft is bent in the opposite direction.
8. Repeat step 3 through 6 to straighten any other bent areas on the crankshaft.
9. Measure the amount of bend in the crankshaft according to the directions in "Procedure to Measure Used Crankshafts for Bend"
section of this guideline.
10. Check the crankshaft for cracks. Especially check the fillets of the journal on the opposite side of the ram. Use the magnetic particle
inspection.
Crankshaft Measurement
Preparing for Crankshaft Measurement

A crankshaft installed on three 5P-8637 Supports.
Place the crankshaft on a minimum of three supports. Place two supports on each end and at least one at the center of the crankshaft to
eliminate sag. Refer to Illustration 207. The blocks should be on a sturdy work surface to hold the crankshaft during the following
procedures.
Use an air gauge for taking measurements. If an air gauge is not available, then an outside micrometer with a vernier scale and a friction
thimble must be used. The micrometer must have a graduation of 0.001 mm (0.0001 inch). For greatest accuracy, use a gauge block to
adjust the micrometer before each crankshaft is checked.
Procedure to Check for Out Of Round and Diameter

Measuring for out of round of the journal diameter
1. Air gauges are the preferred tooling however, outside micrometers are acceptable. Measure the rods and mains journal diameter at
top dead center TDC.
2. Measure the rod and main journals 90 degrees from TDC. Refer to Illustration 208.
3. Be sure to keep the tooling out of the oil hole and the immediate area around the oil hole where the journal surface is lower.
The dimensions must be no greater than the specifications for the respective engine platform. The diameter of two rod journals can be
0.005 mm (0.0002 inch) under the minimum specifications.
Note: If the crankshaft has been ground undersize, subtract the undersize dimension of the crankshaft from the minimum or maximum
dimensions. Refer to the Reuse and Salvage Guideline specifications for the respective engine platform for the correct dimensions.
Procedure to Check for Taper
15/9/2020 SIS 2.0

Taking the measurement on one side of the journal
Air gauges are the tooling for measuring, however outside micrometers with a graduation of 0.001 mm (0.00004 inch) are acceptable.
Measure the diameter of the rod journal at TDC next to but not on each fillet . Measurements must be taken on both sides of the journal.
Refer to Illustration 209. The difference of the two measurements must not exceed the dimensions of taper.
Example
The diameter of the main bearing journal of a 2P-2842 Crankshaft on a 3306 Engine
3306 Crankshaft
88.890 mm
One fillet
(3.4996 inch)
88.877 mm
Other fillet
(3.4991 inch)
0.013 mm
Difference
(0.0005 inch)
Table 11
The difference is less than the reusable specification of 0.015 mm (0.0006 inch) for maximum taper. The journal has acceptable taper.
Procedure to Check for Wear of the Thrust Face

Measuring the wear of the thrust face with a micrometer

The distance between thrust surfaces that should be measured
Use an inside micrometer. Measure the distance between the thrust surfaces. Refer to Illustration 210. The measurement between the
thrust faces must be between the maximum and the minimum reusable specifications.
Note: When the crankshaft is installed, check for the correct crankshaft end play.
Procedure to Check Journal Straightness

Follow this procedure when specific measurements of journal straightness are necessary. The following tooling is required for this test.
Refer to Illustration 213.
Tooling for Measuring Profile

3P-1568 Dial Indicator or a similar indicator with the accuracy of 0.002 mm (0.0001 inch)
Dial Indicator Group
Includes both parts listed below
8S-2328
7H-1941 Dial Indicator Base
7H-1948 Swivel Post Snug
7B-0337 Surface Plate
5P-8637 Vee Blocks
15/9/2020 SIS 2.0
Table 12

Crankshaft supports on a machined granite slab aligned with a machined straight edge.
1. Put the crankshaft supports on a concrete floor, a sturdy surface, or preferably a machined granite slab. Refer to Illustration 212.
2. Align the crankshaft supports with a machined straight edge and place the crankshaft on the supports. Ensure that the crankshaft is
fully supported to eliminate any effects of sagging. Put a surface plate under the journal that will be measured.

Measuring the profile of the crankshaft
3. Adjust the dial indicator so the contact point will slide against the top of the journal that will be measured.
4. Adjust the dial indicator to zero at the highest point of the journal diameter. Move the dial indicator base on the surface plate to stroke
the journal diameter horizontally at intervals of 3 mm (0.1 inch). Refer to Illustration 216.
5. Mark the location of each maximum indication reading on graph paper. When all the readings are taken, connect the points on the
graph paper. Refer to Illustration 214.

The graph is acceptable because all points are within the width of 0.005 mm (0.0002 inch).
6. Place a second sheet of graph paper over the original piece to check that all the points are within the width of 0.005 mm
(0.0002 inch). Refer to Illustration 215. If any points are outside this width, do not use the crankshaft again unless the crankshaft has
been ground.
15/9/2020 SIS 2.0

The crankshaft is installed between centers on a lathe. A 3P-1568 Dial Indicator is mounted on the tool holder.
Use additional crankshaft supports to support the center of the crankshaft as needed.
Specific measurements of the journal profile can be taken by using both procedures. The procedures for checking a journal taper and
profile are similar. The difference is placing the crankshafts on the centers of a lathe instead of supports. A 3P-1568 Dial Indicator is
mounted on the tool holder. The contact point is then adjusted to slide against the main journal or the rod journal horizontally at 3.0 mm
(0.12 inch) intervals. Refer to Illustration 216. Repeat the checking for taper procedure steps 5 and 6.
Equipment needed to Measure the Profile

Several companies make equipment for measuring the profile.
Taylor Hobson Ltd

PO Box 36
2 New Star Road
Leicester, LE4 9JQ, England
www.taylor-hobson.com
Phone 44 (0) 116 276 3771
Fax 44 (0) 116 246 0579
Mahr Federal Inc

1144 Eddy Street
Providence, RI 02905
USA
http://www.mahrfederal.com
Phone 1-800-343-2050
Fax 1 (401) 784-3246
Procedure to Check the Fillet of the Journal

There are two procedures for checking the radius of the fillet. Using the correct size of gauges is the preferred method. Use the bracket
check method if the correct gauges are not available.
Procedure to Check Radius with Correct Gauge

Follow this procedure to check the fillet of the journal after the crankshaft has been ground.
1. Use a decimal radius gauge with a range of 2 mm to 20 mm (0.095 inch to 0.75 inch). Compare the profile of the radius gauge with
the profile of the fillet. If the radius gauge matches the fillet, there will be no space between the fillet and gauge. Refer to Illustration
218. A radius gauge in fractions can be used after the fractions are accurately converted to the decimal or metric equivalents.
Radius gauges are available from several companies, one of them is listed below.
Starrett
www.starrett.com
Phone (978) 249-3551
Fax (978) 249-8495
1. Put the correct size of radius gauge into the fillet. The radius gauge must come into contact with the center of the radius.

Measuring the radius of the fillet

The gauge is the correct size because the entire gauge is in contact with the radius of the fillet.
15/9/2020 SIS 2.0

The radius is too large. The nose of the gauge is the only part of the gauge that contacts the fillet.

The radius is too small. The gauge is contacting the radius at the shoulders of the gauge.
2. The radius of the crankshaft must meet the specifications for the respective engine platform to be reused.
Note: The appropriate engine platform specifications contain dimensions of radii before the peening operation. When possible, measure
the fillets before the peening operation.
Procedure for Bracket Checking the Radii of the Journal Fillet

The bracket check should be used when the exact gauges cannot be found. It will be necessary to measure the radius of the fillet by using
other gauges that have a larger radius and smaller radius than the specified fillet. Refer to the following example.
1. Use a gauge that is smaller than the radius of the fillet. The nose of the gauge should contact the contour of the fillet. Refer to
Illustration 219. If the shoulders of the gauge contact the fillet, then the gauge is larger than the fillet.
2. Use a gauge that is larger than the radius of the fillet. The nose of the gauge should not contact the contour of the fillet. Refer to
Illustration 220. If the nose of the gauge contacts the fillet, the gauge is smaller than the fillet.
3. The bracket check method should show that the radius of the fillet is between the gauges. The crankshaft will give normal
performance if the selected gauges are close to the specified radius of the fillet. The crankshafts must also meet the other physical
requirements.
Special Checking Procedure for Specific Crankshafts

The following information is used to check the radius of the rod and the main fillet. This information is only used for 1W-0400, 0R-5560,
0R-5474, and 0R-5164 crankshaft.

Checking the radius of the rod
(9) Max Point of Tangency with Sidewall
(10) Typical Profile
The profile of the fillet must fall within Zones (A, B, and C).
The minimum radius in Zone (C) is 0.76 mm (0.030 inch).
The minimum radius in Zone (B) is 4.88 mm (0.192 inch).
The minimum radius in Zone (A) is 0.76 mm (0.030 inch). Double fillet intersection may occur in Zone (A). The intersection may contain a sharp peak. Refer to item (10).

Checking the radius of the main fillet
(9) Max Point of Tangency with Sidewall
(10) Typical Profile
The profile of the fillet must fall within Zones (A, B, and C).
The minimum radius in Zone (C) is 0.76 mm (0.030 inch).
The minimum radius in Zone (B) is 2.34 mm (0.092 inch).
The minimum radius in Zone (A) is 0.76 mm (0.030 inch). Double fillet intersection may occur in Zone (A). The intersection may contain a sharp peak. Refer to the Typical
Profile.
Procedure to Inspect the Journal

Procedure to Check the Hardness of the Journal
Note: The hardness of the journals should be checked before any polishing operation.
15/9/2020 SIS 2.0
If a journal shows signs of high heat or grinding, check the hardness of journal. A Non-Destructive Test (NDT) method such as using an
Equotip hardness testing tool can be used.
Note: Do not use a sclerometer since this method may damage the crankshaft.
Follow the recommendations of the manufacturer for use of the hardness tester. The hardness readings must be within these tolerances.
Note: A soft spot may be found on a journal. Check both sides of the soft area if a soft area is discovered. If the hardness of the journal is
within the specifications on both sides of the soft area, then the hardness of the journal is acceptable.
NOTICE
On crankshafts such as the Series 3208 and Series 3300 families
of engines, the rear half of the rear main journal and the rear
fillet can be softer.
Procedure to Check Surface Texture

Example of profilometer checking the surface texture

The surface texture of bearing journals should be checked with 448-3698 Profilometer that will stroke the journal automatically. The radius
of the stylus must be approximately 0.013 mm (0.0005 inch) and the unit should have a 0.80 mm (0.0315 inch) cutoff length.
The travel direction of the surface texture measurement should be perpendicular to the grinding marks (A), as shown in Illustration 224.
Note: Do not exceed the maximum permissible surface roughness for bearing journals.
Polish the journals if the surface roughness does not meet the specifications.
The surface texture of the thrust face must be at least 0.45 mm (0.018 inch). Ensure that no wear steps or marks occur from grinding on
the surface.
Specifications and Measuring Procedures for C2.2C4.4, C6.6, and

C7.1 Engines
Crankshaft Reusability and Salvage for C2.2 Engines
NOTICE
Standard Grind only

Dimension
Standard Run Out Surface Texture (Ra)
Number
1 68.0 mm (2.677 inch) 0.04 mm (0.00157 in) 0.25 µm (9.842520 µinch)
2 52.0 -0.025 / -0.042 mm (2.047 -0.00098 / -0.00165 in)
7 90.0 -0.030 / -0.043 mm (3.543 -0.00118 / -0.00169 in)
15/9/2020 SIS 2.0
Table 13
Crankshaft Reusability and Salvage for C4.4 Engines

The reuse of the main bearing cap fasteners at first assembly is allowed up to three times. New fasteners are required should more than
four torque attempts be required during first assembly. For prototype build and assembly slave fixings must be used during the parent &
fitted bore measurements, final assembly should then be completed with the original as supplied main bearing cap fasteners. If this
tightening and reuse process is not followed, a main bearing cap or crankshaft failure may occur.
Shell bearings can be reused provided there is no significant polish/scuffing on the bearing surface and that the bearing can be retained
within the bearing housing (No significant loss in free spread)
Thrust washers can be reused provided there is no significant polish/scuffing on the bearing surface.
Note: For factory reworks where the crankshaft / main bearing caps are removed, new main bearing cap fasteners must be used.
For both the cast and forged crankshafts the mains and large end journals can be reground. SGI Crankshafts = 2 regrinds ( 359-0715,
359-0716, 376-4076, 455-3692, 455-3693, and 455-3694) Steel Crankshafts = 3 regrinds ( 232-7400, 364-2829, and 466-4921). The
regrinding depths are 0.250 mm (0.00984 inch), 0.510 mm (0.02008 inch), 0.760 mm (0.02992 inch). A journal surface texture of 0.25 µm
(9.842520 µinch) Ra (Maximum) must be maintained.
For both the cast and forged crankshafts, the crankshaft thrust faces can be reground once.
For both the cast and forged crankshafts the crankshaft palm can be reground to the minimum of the specified sealing diameter tolerance
133.27 mm (5.24684 inch) / 133.32 mm (5.24881 inch). A crankshaft palm surface texture of 3.0 - 6.0 µm (118.1102 - 236.2205 µinch) Rz
and 6.5 µm (255.9055 µinch) Rz Max must be maintained without spirals.
Note: For Tier 2/3 Steel ( 232-7400 and 364-2829) components, a reapplication of the surface treatment is required on overhaul.
Specifications for C4.4 Crankshafts
C4.4 Crankshaft Re-Manufacture Specifications (Tier 2/3)( 359-0715 and 359-0716)

( 455-3692 and 455-3693)
Dimension Run
Standard 0.25 0.51 0.190 Surface Texture (Ra)
Number Out
76.180 mm 75.930 mm 75.670 mm
Main
(2.9992 inch) to (2.9894 inch) to (2.9791 inch) to
1 1: 0.25 µm (9.842520 µinch)
76.159 mm 75.909 mm 75.649 mm
N/A
(2.9984 inch) (2.9885 inch) (2.9783 inch)
68.01 mm 67.76 mm 67.50 mm
Main
(2.678 inch) to (2.668 inch) to (2.657 inch) to
2 2: 0.25 µm (9.842520 µinch)
67.99 mm 67.74 mm 67.48 mm
N/A 0.08
(2.677 inch) (2.667 inch) (2.657 inch)
Main
3 40.48 mm (1.594 inch) Maximum 3: N/A
0.15
Main
0.08
44.60 mm
Main
(1.756 inch) to 0.30 µm (0.01181 µinch) Ra
5 44.22 mm (1.741 inch) to 44.15 mm (1.738 inch) 5:
44.53 mm (Maximum)
N/A
(1.753 inch)
6 33.67 mm (1.326 inch) Minimum N/A
3.0 - 6.0 µm
N/A N/A (118.1102 - 236.2205 µinch)
7 133.27 mm (5.247 inch) Minimum
Rz 6.5 µm (255.9055 µinch)
Rz Max
Minimum web Thickness Over Webbing 2, 3, 6,
Webbing 1: Webbing 4 and 5: Web 8:
Collar Face: and 7: N/A
18.98 19.28 22.83
SGI Iron 18.53
Crankshaft
Must be between 0.05 mm (0.00197 inch) and 0.38 mm (0.01496 inch) N/A
End Float
Thrust Face Regrinding Depth 0.190 mm (0.00748 inch)
Thrust Face Surface Texture (5) 0.30 µm (0.01181 µinch) Ra (Maximum)
SGI Crankshafts ( 455-3692 and 455-
Crankshaft Balance 50 g.cm, each end
3693)
Table 14
C4.4 Crankshaft Re-Manufacture Specifications (Tier 2/3)

( 232-7400 and 364-2829)
Dimension Run
Standard 0.25 0.51 0.76 0.190 Surface Texture (Ra)
Number Out
76.180 mm 75.930 mm 75.670 mm 76.420 mm N/A
Main
(2.9992 inch) to (2.9894 inch) to (2.97913 inch) to (3.0087 inch) to
1 1: 0.25 µm (9.842520 µinch)
76.159 mm 75.909 mm 75.649 mm 75.399 mm
N/A
(2.9984 inch) (2.9885 inch) (2.97830 inch) (2.9685 inch)
15/9/2020 SIS 2.0
63.490 mm 63.240 mm 62.980 mm 62.730 mm

Main
(2.4996 inch) to (2.4898 inch) to (2.4795 inch) to (2.4697 inch) to
2 2: 0.25 µm (9.842520 µinch)
63.470 mm 63.220 mm 62.960 mm 62.710 mm
0.08
Main
0.15
Main
0.08
44.60 mm
Main
(1.756 inch) to 0.30 µm (0.01181 µinch) Ra
5 44.22 mm (1.741 inch) to 44.15 mm (1.738 inch) 5:
44.53 mm (Maximum)
N/A
(1.753 inch)
6 34.17 mm (1.345 inch) Minimum N/A
3.0 - 6.0 µm
N/A N/A (118.1102 - 236.2205 µinch)
7 133.27 mm (5.247 inch) Minimum
Rz 6.5 µm (255.9055 µinch)
Rz Max
Minimum web Thickness Over Number 1, 2, 3, 6, and 7: Number 4 and 5 Web 8:
Collar Face: 18.44 19.3 22.73
Crankshaft
Must be between 0.05 mm (0.00197 inch) and 0.38 mm (0.01496 inch)
End Float
Thrust Face Surface Texture (5) 0.30 mm (0.01181 inch) Ra (Maximum)
Steel Crankshafts ( 232-7400
Crankshaft Balance 100 g.cm, each end
and 364-2829)
Table 15
C4.4 Crankshaft Re-Manufacture Specifications (Tier 4) ( 376-4076, 455-3694, and 466-4921)
Dimension
Standard 0.25 0.51 0.76 0.200 Run Out Surface Texture (Ra)
Number
84.00 mm 83.75 mm 83.49 mm 83.24 mm
1 Main 1: N/A 0.25 µm (9.842520 µinch)
to 83.98 mm to 83.73 mm to 83.47 mm to 83.22 mm
68.01 mm 67.76 mm 67.50 mm 67.25 mm
Main 2:
2 0.08 mm 0.25 µm (9.842520 µinch)
to 67.99 mm to 67.74 mm to 67.48 mm to 67.23 mm
N/A (0.00315 inch)
Main 3:
3 40.43 mm (1.59173 inch) Maximum 0.15 mm N/A
(0.00591 inch)
Main 4:
4 39.34 mm (1.54882 inch) Maximum 0.08 mm N/A
(0.00315 inch)
39.835 mm 40.235 mm
(1.56830 inch) (1.58405 inch) 0.30 µm (0.01181 µinch) Ra
5 N/A Main 5: N/A
to 39.765 mm to 40.165 mm (Maximum)
(1.56555 inch) (1.58130 inch)
6 39.39 mm (1.55078 inch) Maximum 0.25 µm (9.842520 µinch)
3.0 - 6.0 µm
N/A N/A (118.1102 - 236.2205 µinch)
7 133.27 mm (5.24684 inch) Minimum
Rz 6.5 µm (255.9055 µinch)
Rz Max
Number 2, 3, Number 4 and
Minimum web Thickness
Number 1: 6, and 7: 5: Web 8:
Over Collar Face:
21.37 mm (0.84134 inch) 19.76 mm 19.51 mm 23.23 mm (0.91457 inch)
SG Iron Crankshafts
(0.77795 inch) (0.76811 inch)
Number 2, 3, Number 4 and
Minimum web Thickness
Number 1: 6, and 7: 5: Web 8:
Over Collar Face:
21.02 mm (0.82756 inch) 19.76 mm 19.51 mm 22.45 mm (0.88386 inch)
Steel Crankshafts
(0.77795 inch) (0.76811 inch)
Crankshaft End Float Must be between 0.10 mm (0.00394 inch) and 0.41 mm (0.01614 inch)
Steel Crankshafts ( 466-
100 g.cm, each end
Crankshaft Balance 4921)
SGI Crankshafts ( 455-3694) 50 g.cm, each end
Table 16
Crankshaft Journal Hardness for Tier 2/3 C4.4 Engines (Shore scale)
Steel Crankshafts ( 232-7400 and 364-2829) 63 Minimum
SGI Crankshafts (Induction Hardened) ( 359-0715 and 359-0716) 70 Minimum
SGI Crankshafts (Non-Induction Hardened) ( 455-3692 and 455-3693) 37 - 46
Table 17
Crankshaft Journal Hardness for Tier 4 C4.4 Engines (Shore scale)

Steel Crankshafts ( 466-4921) 67 Minimum
SGI Crankshafts (Induction Hardened) ( 376-4076) 70 Minimum
SGI Crankshafts (Non-induction Hardened) ( 455-3694) 37 - 46
Table 18
The hardness of the journals should be checked before any polishing operation. If a journal shows signs of high heat or grinding check the
hardness of the journal. A non-destructive Test (NDT) method such as using an Equotip hardness testing tool can be used. Follow the
recommendations of the manufacture for the use of the hardness tester.
Note: A soft spot may be found on a journal. Check both sides of the soft area if a soft spot occurs. If the hardness of the journal is within
the specifications on both sides of the soft area, then the hardness of the journal is acceptable.
NOTICE
Do not use a sclerometer to test the hardness of the crankshaft
as it may damage the journal surfaces.
15/9/2020 SIS 2.0
Bearings - Mains, Large Ends, and Thrust for C4.4

Oversize bearings are available to support the various crankshaft regrind options listed in "Crankshaft Reusability and Salvage for C4.4
Engines". Three oversize grades are available for the mains and large end shell bearings, 0.250, 0.510, & 0.760 mm. The thrust washer
has one oversize grade 0.190 mm (0.00748 inch) (Tier 2/3) and 0.200 mm (0.00787 inch) (Tier 4) available. All oversize bearings are
uniquely identified.
When servicing the crankshaft, locate the fasteners within the bearing caps. If the caps have an interference fit, the caps must be pulled
into place by tightening the fasteners (The caps must not be knocked into position as that may dislodge the bearing shell).
Replace main bearing cap fasteners after three uses in a fully torqued assembly.
C4.4 Journal Bearings
Crankshaft Part Numbers Undersize Options Bearing Part Number

Standard-Size Bearings 353-7423
0.25 mm Undersize 353-7424
232-7400, 359-0715, 359-0716, 364-2829, 455-3692, and 455-3693.(1)
Standard-Size Bearings 360-3988
376-4076, 455-3694, and 466-4921.(2)
Table 19
(1)
(2) C4.4 Non-Emission, Tier 2, and Tier 3 Engines
C4.4 Tier 4 Engines
Crankshaft Reusability and Salvage for C6.6 and C7.1 Engines

The crankshaft main and large end journals can be reground up to three times. The regrinding depths are 0.250 mm (0.0098 inch),
0.510 mm (0.0201 in)& 0.760 mm (0.0299 inch). A journal surface texture of 0.25 µm (9.842520 µinch) Ra (Maximum) must be maintained.
The crankshaft thrust faces can be reground once, corresponding to a regrinding depth of 0.200 mm (0.0079 inch). A thrust face surface
texture of 0.30 µm (0.01181 µinch) Ra (Maximum) must be maintained.
The crankshaft palm can be reground to the minimum of the specified sealing diameter tolerance 133.32 mm (5.249 inch)/ 133.27 mm
(5.247 inch). A crankshaft palm surface texture of 3.0 - 6.0 µm (118.1102 - 236.2205 µinch) Rz 6.5 µm (255.9055 µinch) Rz Max must be
maintained without spirals.
For specifications on reuse and salvage, refer to Illustration 227.
Note: After remanufacturing, the main and pin journals are to be free of burrs/damage or indentations.
Note: A review of the crankshaft journals and radii must be completed post remanufacture for cracks if cracks are present the crankshaft
should be disposed of.
The crankshaft end float must be between 0.10 mm (0.004 inch) and 0.41 mm (0.016 inch)
Specifications for C6.6 and C7.1 Crankshafts
Crankshaft Re-Manufacture Dimensions for C6.6 and C7.1
Dimension Run Surface

Standard 0.25 0.51 0.76 0.200
Number Out Texture (Ra)
84.00 mm 83.75 mm 83.49 mm 83.24 mm
(3.307 inch) to (3.297 inch) to (3.287 inch) to (3.277 inch) to Main 1: 0.25 µm
1
83.98 mm 83.73 mm 83.47 mm 83.22 mm N/A (9.842520 µinch)
71.99 mm 71.74 mm 71.48 mm 71.23 mm
(2.834 inch) to (2.824 inch) to (2.814 inch) to (2.804 inch) to Main 2: 0.25 µm
2
71.97 mm 71.72 mm 71.46 mm 71.21 mm 0.15 (9.842520 µinch)
(2.833 inch) (2.824 inch) (2.813 inch) (2.804 inch) N/A
Main 3:
3 38.038 mm (1.4976 inch) Maximum N/A
0.15
Main 4:
0.15
Main 5:
0.15
35.635 mm
0.30 µm
(1.4029 inch) to Main 6:
6 35.235 mm (1.3872 inch) to 35.165 mm (1.3845 inch) (0.01181 µinch)
35.565 mm N/A
Ra (Maximum)
(1.4002 inch)
7 133.27 mm (5.247 inch) Minimum N/A N/A N/A
Number
Minimum web Thickness Over Number 1: Number 2,4,6,8: Number 3,5,7,9: Number 10: Number 12:
11:
Collar Face 25.61 23.36 23.36 23.61 27.36
23.15
Crankshaft End Float Between 0.1 mm (0.00394 inch) and 0.41 mm (0.01614 inch)
Crankshaft Balance Steel - 100 g.cm at each end
15/9/2020 SIS 2.0
Crankshaft Journal Hardness 67 Shore Minimum

Crankshaft Journal Surface Texture 0.25 µm (9.842520 µinch)Ra (Maximum)
Table 20
The hardness of the journals should be checked before any polishing operation. If a journal shows signs of high heat or grinding check the
hardness of the journal. A non-destructive Test (NDT) method such as using an Equotip hardness testing tool can be used. Follow the
recommendations of the manufacture for the use of the hardness tester.
Note: A soft spot may be found on a journal. Check both sides of the soft area if this occurs. If the hardness of the journal is within the
specifications on both sides of the soft area, then the hardness of the journal is acceptable.
NOTICE
Do not use a sclerometer to test the hardness of the crankshaft
as it may damage the journal surfaces.
Bearings - Mains, Large Ends, and Thrust forC6.6 and C7.1

Oversize bearings are available to support the various crankshaft regrind options listed in "Crankshaft Reusability and Salvage for C6.6
and C7.1 Engines". Three oversize grades are available for the mains and large end shell bearings: 0.250 mm (0.00984 inch), 0.510 mm
(0.02008 inch), and 0.760 mm (0.02992 inch). The thrust washer has one oversize grade 0.200 mm (0.0079 inch) available. All oversize
bearings are uniquely identified.
The reuse of the main bearing cap fasteners at first assembly is allowed up to three times. New fasteners are required should more than
four torque attempts be required during first assembly. For prototype build and assembly slave fixings must be used during the parent &
fitted bore measurements, final assembly should then be completed with the original as supplied main bearing cap fasteners. If this
tightening and reuse process is not followed, a main bearing cap or crankshaft failure may occur.
Shell bearings can be reused provided there is no significant polish/scuffing on the bearing surface and that the bearing can bed retained
within the bearing housing (No significant loss in free spread.)
C6.6 and C7.1 Journal Bearings
Undersize Options Bearing Part Number

Standard-Size Bearings 360-1978(1)
0.25 mm Undersize 454-3745(2)
0.50 mm Undersize 454-3931(3)
0.75 mm Undersize 454-3935(4)
Table 21
(1)
(2) 448-4217 for engine prefixes 881, D8T, and 7L3
448-4218 for engine prefixes 881, D8T, and 7L3
Specifications and Measuring Procedures for C7 through C175

Engines
NOTICE
For all C9 engines, with few exceptions, the wear sleeve will
only need replacement at engine overhaul.
C9 engines that require a crankshaft rear seal installation will need a visual inspection of the seal mating surfaces. Inspect the crankshaft
mating seal area for grooves, burrs, scratches, poor surface texture, and visual out of roundness. Refer to the "Seal Surface" section for
additional guidance.
If the crankshaft mating seal area is damaged, then a wear sleeve replacement would be required. Refer to the Disassembly and
Assembly manual for further replacement instructions.
Note: Lip seals are sensitive to the quality of the mating components. Mating component surfaces should be checked for defects that
would compromise sealing. Do not use the seal if defects are found. These defects include burrs, nicks or large scratches, foreign
contamination, poor surface texture, or porosity and visual out of roundness. Use care when handling seals. Clean cardboard or plastic
separators are recommended to prevent damage during the transportation and storage of texture-mating components. Mating components
should be handled in such a way to reduce the risk of damage or contamination.
Total Indicator Runout (TIR) Reuse

The maximum "Use Again" TIR for most used crankshafts without straightening or grinding can be found in Table 22. Do not use the
crankshaft "as is" if the TIR is more than the specification that is found in Table 22.
If a crankshaft is reground, the journals must be in alignment with other surfaces of the crankshaft. The TIR for crankshafts that have been
reground is given in Table 22. The crankshaft cannot be used "as is" if the TIR for any of the measurements that follow is more than the
specifications that are shown in Table 22. If it is possible, grind the crankshaft to the next standard size and measure the crankshaft again.
The measurement for the TIR is not an overall dimension and the measurement is different from the specifications that are
shown in Table 23.
High displacement crankshafts must have the fillets of the journals shot peened if the journals are ground undersize. Refer to section
"Procedure to Shot Peen 3512, 3516, and 3524 High Displacement Crankshafts" for further information on how to shot peen a 3500
crankshaft.
Note: The 3406, 3456, C15, and C18 crankshafts have different considerations for checking for straightness.
15/9/2020 SIS 2.0

c7-
(1) Pilot hub diameter for flywheel
(2) Flange face for flywheel
(3) Flange for flywheel
(4) Main bearing journals
(5) Flange or shoulder for pulley, gear, or damper
(6) Straight shaft or tapered shaft
(7) Flange face for pulley or damper
(8) Pilot hub outer diameter for damper

3500
The counterweights are not shown for clarity
(1) Pilot hub for flywheel
(2) Flange face for flywheel
(3) Flange for flywheel
(5) Gear assembly pilot diameter
(6) Straight shaft or tapered shaft
(7) Flange face for pulley or damper
(8) Pilot hub for damper

3600
(2) Flange Face for Flywheel
(5) Flange or Shoulder for Pulley, Gear, or Damper
(6) Straight Shaft

C175
(1) Pilot Hub Diameter for Flywheel
(2) Flange Face for Flywheel
(3) Flange for Flywheel
(5) Flange or Shoulder for Pulley, Gear, or Damper
15/9/2020 SIS 2.0
Measurements of the Maximum TIR Before Straightening the Crankshaft

The maximum TIR for the main bearing journals on the used crankshafts and the crankshafts that have been reground is
shown in the column named Main Bearing Journals. The other specifications are only for crankshafts that have been reground.
It is not necessary to check a used crankshaft for the other dimensions unless the crankshaft has been reground. Crankshafts
that have been reground must meet the specifications that follow. If the crankshafts do not meet the specifications, check the
method that was used to grind.
Pilot Hub Flange or Flange Pilot Hub

Flange Main Straight
Diameter Flange for Shoulder for Face for Outer
Part Face for Bearing Shaft or
for Flywheel Pulley, Pulley or Diameter
Number Flywheel Journals Tapered
Flywheel (3) Gear, or Damper for Damper
(2) (4) Shaft (6)
(1) Damper (5) (7) (8)
D334 and 1674
146.0 mm (5.75 inch)
4S-5349
9S-0124 0.03 mm 0.05 mm 0.13 mm 0.05 mm 0.08 mm 0.13 mm
N/A N/A
9S-0168 (0.001 inch) (0.002 inch) (0.005 inch) (0.002 inch) (0.003 inch) (0.005 inch)
9L-6388
D342
146.0 mm (5.75 inch)
4S-7436 0.03 mm 0.05 mm 0.08 mm 0.08 mm 0.08 mm 0.13 mm 0.13 mm
N/A
6N-2823 (0.001 inch) (0.002 inch) (0.003 inch) (0.003 inch) (0.003 inch) (0.005 inch) (0.005 inch)
D343 and 1693
137 mm (5.4 inch)
0.03 mm 0.05 mm 0.08 mm 0.08 mm 0.08 mm
2P-3839 N/A N/A N/A
(0.001 inch) (0.002 inch) (0.003 inch) (0.003 inch) (0.003 inch)
D346
137 mm (5.4 inch)
3N-4439
4S-9763 0.05 mm 0.03 mm 0.05 mm 0.10 mm 0.08 mm 0.08 mm 0.13 mm
N/A
7S-9746
D348
137 mm (5.4 inch)
1W-7578
3N-4438 0.05 mm 0.025 mm 0.05 mm 0.10 mm 0.08 mm 0.08 mm 0.13 mm
N/A
9S-2034
D349
137 mm (5.4 inch)
3N-4440
6N-8337 0.05 mm 0.03 mm 0.05 mm 0.08 mm 0.08 mm 0.08 mm 0.13 mm
N/A
8L-9626 (0.002 inch) (0.001 inch) (0.002 inch) (0.003 inch) (0.003 inch) (0.003 in) (0.005 inch)
8S-9203
D353
159.0 mm (6.25 inch)
1M-2800 0.03 mm 0.05 mm 0.08 mm 0.08 mm 0.13 mm 0.08 mm
N/A N/A
6H-5841 (0.001 inch) (0.002 inch) (0.003 inch) (0.003 inch) (0.005 inch) (0.003 inch)
D379
159.0 mm (6.25 inch)
3N-2957 0.03 mm 0.05 mm 0.08 mm 0.05 mm 0.03 mm
N/A N/A N/A
5L-6286 (0.001 inch) (0.002 inch) (0.003 inch) (0.002 inch) (0.001 inch)
D398
159.0 mm (6.25 inch)
3N-3002
5L-6293
0.03 mm 0.05 mm 0.08 mm 0.05 mm 0.03 mm
4W-7613 N/A N/A N/A
4W-7614
4W-7615
D399
159.0 mm (6.25 inch)
3N-2958
4W-7718 0.03 mm 0.05 mm 0.08 mm 0.05 mm 0.03 mm
N/A N/A N/A
4W-7719 (0.001 inch) (0.002 inch) (0.003 inch) (0.002 inch) (0.001 inch)
6L-8246
C7
110.0 mm (4.33 inch)
227-5480
271-5658 0.06 mm 0.05 mm 0.08 mm 0.13 mm 0.05 mm 0.07 mm 0.08 mm
N/A
489-2731 (0.002 inch) (0.002 inch) (0.003 inch) (0.005 inch) (0.0020 inch) (0.003 inch) (0.003 inch)
544-3940
C9
112.0 mm (4.41 inch)
115.0 mm (4.53 inch)
261-1544 0.06 mm 0.05 mm 0.08 mm 0.13 mm 0.05 mm 0.07 mm 0.03 mm
N/A
C10
125.0 mm (4.92 inch)
132-3211
151-2920 0.06 mm 0.03 mm 0.08 mm 0.10 mm 0.08 mm 0.05 mm 0.03 mm
N/A
326-4278
C11
130.0 mm (5.12 inch)
221-9362 0.06 mm 0.03 mm 0.08 mm 0.10 mm 0.08 mm 0.05 mm 0.03 mm 0.06 mm
313-3996 (0.002 inch) (0.001 inch) (0.003 inch) (0.004 inch) (0.003 inch) (0.002 inch) (0.001 inch) (0.002 inch)
C-12
130.0 mm (5.12 inch)
132-3213
326-4280
C13
130.0 mm (5.12 inch)
C-15 and C15(1)
137.0 mm (5.39 inch)
15/9/2020 SIS 2.0
160-1799
221-9360
0.075 mm 0.1 mm 0.20 mm 0.18 mm 0.05 mm 0.20 mm 0.1 mm 0.075 mm
337-0201
(0.0030 inch) (0.0039 inch) (0.008 inch) (0.007 inch) (0.002 inch) (0.008 inch) (0.0039 inch) (0.0030 inch)
352-1225
361-8230
C16
140.0 mm (5.51 inch)
137-5920
155-6632
187-8989
C18(1)
145.0 mm (5.71 inch)
189-4918
353-8012
468-5120
468-5121
C27
137.0 mm (5.39 inch)
C30
145.0 mm (5.71 inch)
C32
145.0 mm (5.71 inch)
C175
359-0941
0.025 mm 0.025 mm 0.05 mm 0.13 mm 0.5 mm
356-7064 N/A N/A N/A
397-8617
3044
94.0 mm (3.70 inch)
0.15 mm
234-4794 N/A N/A NA N/A Straight N/A N/A
(0.006 inch)
3046
94.0 mm (3.70 inch)
107-0992 0.15 mm
N/A N/A N/A N/A Straight N/A N/A
117-2830 (0.006 inch)
3054
100.0 mm (3.94 inch) or 103.0 mm (4.06 inch)
4P-9948
139-7018
0.08 mm
165-4640
0.05 mm (0.003 inch) 0.05 mm
232-7400 N/A N/A N/A N/A N/A
(0.002 inch) 0.15 mm (0.002 inch)
225-8841
(0.006 inch)
359-0715
484-8067
3064
102.0 mm (4.02 inch)
5I-7844 0.020 mm
N/A N/A N/A N/A Straight N/A N/A
135-2419 (0.0008 inch)
3066
102.0 mm (4.02 inch)
125-3005 N/A N/A N/A 0.020 mm N/A Straight N/A N/A

(0.0008 inch)
3114
105 mm (4.13 inch)
0.06 mm 0.05 mm 0.08 mm 0.13 mm 0.05 mm 0.07 mm 0.08 mm
4W-3989 N/A
(0.002 inch) (0.002 inch) (0.003 inch) (0.005 inch) (0.002 inch) (0.003 inch) (0.003 inch)
3116
105.0 mm (4.13 inch)
3126
110.0 mm (4.33 inch)
4W-3498
105-1725
0.06 mm 0.05 mm 0.08 mm 0.13 mm 0.05 mm 0.07 mm 0.08 mm
259-3246 N/A
271-5658
489-2731
1140, 1145, and 3145
114 mm (4.5 inch)
9L-6264
0.03 mm 0.08 mm 0.038 mm 0.08 mm 0.03 mm 0.064 mm 0.05 mm
9L-7604 N/A
9L-8127
1150 and 3150
114.3 mm (4.50 inch)
9L-7603 0.03 mm 0.08 mm 0.038 mm 0.08 mm 0.03 mm 0.064 mm 0.05 mm
N/A
9L-8128 (0.001 inch) (0.003 inch) (0.0015 inch) (0.003 inch) (0.001 inch) (0.0025 inch) (0.002 inch)
1160 and 3160
114 mm (4.5 inch)
0.13 mm
9L-6266
0.03 mm 0.05 mm 0.038 mm (0.005 inch)(2) 0.03 mm 0.064 mm 0.05 mm
9L-7605 N/A
(0.001 inch) (0.002 inch) (0.0015 inch) 0.08 mm (0.001 inch) (0.0025 inch) (0.002 inch)
9L-8142
(0.003 inch)(3)
3176
125.0 mm (4.92 inch)
122-0721 0.06 mm 0.03 mm 0.08 mm 0.10 mm 0.08 mm 0.05 mm 0.03 mm
N/A
0.06 mm 0.03 mm 0.08 mm 0.10 mm 0.05 mm 0.05 mm 0.03 mm
116-1081 N/A
3196
130.0 mm (5.12 inch)
326-4280
3204
114 mm (4.5 inch)
1W-0401 0.03 mm 0.03 mm 0.04 mm 0.08 mm 0.08 mm 0.08 mm 0.13 mm
N/A
1W-9771 (0.001 inch) (0.001 inch) (0.002 inch) (0.003 inch) (0.003 inch) (0.003 inch) (0.005 inch)
15/9/2020 SIS 2.0
3208
114 mm (4.5 inch)
0.13 mm
9N-6221 0.03 mm 0.05 mm 0.076 mm (0.005 inch)(2) 0.05 mm 0.127 mm 0.076 mm
N/A
9Y-7605 (0.001 inch) (0.002 inch) (0.0030 inch) 0.08 mm (0.002 inch) (0.0050 inch) (0.0030 inch)
(0.003 inch)(3)
D330C and 3304
121 mm (4.75 inch)
2P-6214
2W-7960
4N-7692 0.03 mm 0.05 mm 0.13 mm 0.08 mm 0.08 mm 0.13 mm
N/A N/A
5Y-1544 (0.001 inch) (0.002 inch) (0.005 inch) (0.003 inch) (0.003 inch) (0.005 inch)
6C-3288
337-0872
D333C, 3306, G3306and 1673C
121.0 mm (4.75 inch)
2P-6219
2W-7458
2Y-4507
4N-7693
0.025 mm 0.05 mm 0.13 mm 0.08 mm 0.08 mm 0.13 mm
4N-7697 N/A N/A
(0.0010 inch) (0.002 inch) (0.005 inch) (0.003 inch) (0.003 inch) (0.005 inch)
4P-9857
5Y-1546
334-8389
344-2603
3406(1)
137.0 mm (5.39 inch)
1W-7821
0.13 mm
0.03 mm 0.05 mm 0.038 mm (0.005 inch)(2) 0.03 mm 0.064 mm 0.05 mm
4W-0741 N/A
(0.001 inch) (0.002 inch) (0.0015 inch) 0.08 mm (0.001 inch) (0.0025 inch) (0.002 inch)
(0.003 inch)(3)
7C-4859 0.075 mm 0.03 mm 0.20 mm 0.18 mm 0.05 mm 0.20 mm 0.025 mm 0.076 mm
6I-1453
136-8882
430-2593
101-1717
137-5920
3408
137.0 mm (5.39 inch)
0.13 mm
0.08 mm 0.025 mm 0.20 mm (0.005 inch)(2) 0.05 mm 0.20 mm 0.025 mm 0.08 mm
1W-5009
(0.003 inch) (0.0010 inch) (0.008 inch) 0.08 mm (0.002 inch) (0.008 inch) (0.0010 inch) (0.003 inch)
(0.003 inch)(3)
1W-6209
3412
137.0 mm (5.39 inch)
1W-6213
9Y-5381
261-9647
3456
140.0 mm (5.51 inch)
137-5920
3508
170.0 mm (6.69 inch)
7E-3912
7E-4899
7W-0210
9Y-3798
152-4994
152-7625
153-3928
3512
170.0 mm (6.69 inch)
1W-5001
7E-4897
7W-0214
8N-7105
128-6786
173-1812
201-4250
322-9879
354-2977
416-8754
3512
3524
High Displacement
170.0 mm (6.69 inch)
3516
170.0 mm (6.69 inch)
7E-3916
7E-5165
7W-0218 0.025 mm 0.025 mm 0.05 mm 0.13 mm 0.05 mm 0.05 mm 0.025 mm 0.025 mm
8N-9700 (0.0010 inch) (0.0010 inch) (0.002 inch) (0.005 inch) (0.002 inch) (0.002 inch) (0.0010 inch) (0.0010 inch)
128-6788
153-6509
448-8940
3516
High Displacement
170.0 mm (6.69 inch)
15/9/2020 SIS 2.0
160-5916
172-0916
347-0966
448-8942
448-8943
506-1982
506-1983
3520
170.0 mm (6.69 inch)
140-1164
245-1336
315-1391
(0.0010 inch) (0.0010 inch) (0.002 inch) (0.005 inch) (0.002 inch) (0.002 inch) (0.0010 inch) (0.0010 inch.)
322-9885
351-9210
3606
C280-6
280.0 mm (11.02 inch)
7C-7973
159-5216 0.05 mm 0.08 mm 0.5 mm 0.05 mm
N/A N/A N/A N/A
179-3573 (0.002 inch) (0.003 inch) (0.02 inch) (0.002 inch)
361-8845
3608
C280-8
280.0 mm (11.02 inch)
7C-7974
0.05 mm 0.08 mm 0.5 mm 0.05 mm
193-5845 N/A N/A N/A N/A
361-8847
3612
C280-12
280.0 mm (11.02 inch)
7C-7975
191-5424 0.05 mm 0.08 mm 0.5 mm 0.05 mm
N/A N/A N/A N/A
361-8850
3616
C280-16
280.0 mm (11.02 inch)
7C-7976
0.05 mm 0.08 mm 0.5 mm 0.05 mm
189-2499 N/A N/A N/A N/A
361-8851
3618
280.0 mm (11.02 inch)
0.05 mm 0.08 mm 0.5 mm 0.05 mm
137-0140 N/A N/A N/A N/A
Table 22
(1)
(2) Refer to section "Special Considerations for 3406, 3456, C15, and C18 Crankshafts".
(3) Main Bearing Journals 2 and 4
Main Bearing Journal 3
Specifications for Straightening a Crankshaft

The maximum TIR for straightening most Caterpillar crankshafts is found in Table 23.
If the TIR for any of the measurements that follow is more than the specifications shown in Table 23, the crankshaft cannot be
straightened. Do not straighten crankshafts which are bent beyond these specifications. The measurement is an overall dimension and
the measurement is different from the specifications that are shown in Table 22.
Specifications for Straightening a Crankshaft

This table shows the maximum TIR for straightening most Caterpillar crankshafts. The dimensions must be used for
straightening purposes only. Do not straighten crankshafts which are bent beyond these specifications. The measurement is
an overall dimension and the measurement is different from the specifications and procedures that are shown in “Procedure
to Measure Used Crankshafts for Bend”.
Fillet Processing
Part Center Main Maximum TIR for Straightening
Number a Crankshaft Induction
Shot Peening
Hardened
D333 and 1673
114 mm (4.5 inch)
9M-2337 1.52 mm (0.060 inch) All Fillets -
D334 and 1674
9S-0124 1.52 mm (0.060 inch) N/A None
D336 and 1676
114 mm (4.5 in)
9S-0647 1.52 mm (0.060 inch) All Fillets -
D342
146.0 mm (5.75 inch)
3L-8455 3.05 mm (0.120 inch) All Fillets NA
4S-7436
2.54 mm (0.100 inch) None None
6N-2823
D343 and 1693
137 mm (5.4 inch)
2P-3839
2.03 mm (0.080 inch) None None
7M-9201
D346
137 mm (5.4 inch) (60° V-8)
All fillets except the gauge length of the
6N-8324 1.02 mm (0.040 inch) None
journal
D348
137 mm (5.4 inch) (60° V-12)
1W-7578 2.03 mm (0.080 inch) N/A None
D349
137 mm (5.4 inch) (60° V-16)
6N-8337 2.54 mm (0.100 inch) N/A None
D353
159 mm (6.25 inch)
7L-5468 2.54 mm (0.100 inch) All Fillets None
D379
159.0 mm (6.25 inch) (V-8)
3N-2957 1.52 mm (0.060 inch) All Fillets None
15/9/2020 SIS 2.0
D398
159.0 mm (6.25 inch) (V-12)
3N-3001
2.54 mm (0.100 inch) N/A None
4W-7613
D399
159.0 mm (6.25 inch) (V-16)
3N-2958 3.05 mm (0.120 in) All Fillets N/A
All except front main bearings and rear
4W-7718 3.05 mm (0.120 inch) N/A
main bearings
C7
110.0 mm (4.33 inch)
227-5480
271-5658
Do Not Straighten. All Fillets N/A
489-2731
544-3940
C9
112.0 mm (4.41 inch)
115.0 mm (4.53 inch)
261-1544
282-7958
C10
125.0 mm (4.92 inch)
132-3210
151-2920
169-4187
326-4278
C11
130.0 mm (5.12 inch)
221-9362
313-3996
C12
130.0 mm (5.12 inch)
132-3213
169-4189
243-4815
326-4280
C13
130.0 mm (5.12 inch)
313-3997
361-5594
C15
137.0 mm (5.39 inch)
1.52 mm
160-1799 All Fillets N/A
(0.060 inch)
221-9360(1)
337-0201
Do not Straighten. All Fillets N/A
352-1225
361-8230
C16
140.0 mm (5.51 inch)
137-5920
1.52 mm
(0.060 inch)
187-8989
C18
145.0 mm (5.71 inch)
189-4918
353-8012
366-2498 1.52 mm
All Fillets N/A
468-5119 (0.060 inch)
468-5120
468-5121
C27
137.0 mm (5.39 inch)
225-6053 2.03 mm
N/A None
384-9907 (0.080 inch)
C30
145.0 mm (5.71 inch)
213-3202 2.03 mm
N/A None
384-9906 (0.080 inch)
C32
145.0 mm (5.71 inch)
224-3252 2.03 mm
N/A None
384-9908 (0.080 inch)
3044
94.0 mm (3.70 inch)
234-4794 0.050 mm (0.0020 inch) N/A N/A
3046
94.0 mm (3.70 inch)
107-0992
0.050 mm (0.0020 inch) N/A N/A
117-2830
3054
100.0 mm (3.94 inch)
103.0 mm (4.06 inch)
4P-9948
139-7018
165-4640
225-8841 1.02 mm (0.040 inch) All Fillets N/A
232-7400
359-0715
484-8067
3056
100.0 mm (3.94 inch)
103.0 mm (4.06 inch)
100-4034
1.02 mm (0.040 inch) All Fillets N/A
240-8467
3064
102.0 mm (4.02 inch)
5I-7844
0.050 mm (0.0020 inch) All Fillets N/A
135-2419
15/9/2020 SIS 2.0
3066
102.0 mm (4.02 inch)
3114
105.0 mm (4.13 inch)
4W-3989 Do Not Straighten. N/A None
3116
105.0 mm (4.13 inch)
3126
110.0 mm (4.33 inch)
4W-3498
105-1725
227-5480
259-3246
271-5658
489-2731
1140, 1145, and 3145
114 mm (4.5 inch) (90° V-8)
9L-6264
9L-7604 1.02 mm (0.040 inch) N/A None
9L-8127
1150 and 3150
114 mm (4.5 in) (90° V-8)
9L-7603
9L-8128
1160 and 3160
114 mm (4.5 inch) (90° V-8)
9L-6266
9L-7605 1.02 mm (0.040 inch) N/A None
9L-8142
3176
125.0 mm (4.92 inch)
116-1080
122-0721 Do Not Straighten. All Fillets N/A
326-4278
3196
130.0 mm (5.12 inch)
326-4280 Do Not Straighten. All Fillets N/A
3204
114 mm (4.5 in)
1W-0401
1W-9771
3208
114 mm (4.5 inch)
9N-6221
9Y-7605
D330C and 3304
121.0 mm (4.75 inch)
2P-6214
2W-7960
4N-7692
5Y-1544
6C-3288
337-0872
D333C, 1673C, G3306 and 3306
121.0 mm (4.75 inch)
2P-6219
2W-7458
2Y-4507
4N-7693
4N-7697 1.52 mm (0.060 inch) N/A None
4P-9857
5Y-1546
334-8389
344-2603
3406
137.0 mm (5.39 inch)
1W-7821
6I-1453
7C-4859
101-1717 Do not Straighten. All Fillets N/A
117-0457
136-8882
430-2593
3408
137.0 mm (5.39 inch)
1W-5009
1W-6209
3412
137.0 mm (5.39 inch)
1W-6213
9Y-5381 1.52 mm (0.060 inch) All Fillets None
261-9647
3456
140.0 mm (5.51 inch)
3508
170.0 mm (6.69 inch) (60° V-8)
7E-3912
7E-4899
7W-0210
2.03 mm
9Y-3798 N/A None
(0.080 inch)
152-4994
152-7625
153-3928
3512
170.0 mm (6.69 inch) (60° V-12)
15/9/2020 SIS 2.0
1W-5001
7E-4897
7W-0214
8N-7105
128-6786
153-6508 2.54 mm
All Fillets None
161-2512 (0.100 inch)
173-1812
201-4250
322-9879
354-2977
416-8754
3512
3524
High Displacement
170.0 mm (6.69 inch) (60° V-12)
201-4250 2.54 mm
All Fillets All Fillets
354-2977 (0.100 inch)
3516
170.0 mm (6.69 inch) (60° V-16)
7E-3916
7E-5165
7W-0218
3.05 mm
8N-9700 All Fillets None
(0.120 inch)
128-6788
153-6509
448-8940
3516
High Displacement
170.0 mm (6.69 inch) (60° V-16)
160-5916
172-0916
347-0966
3.05 mm
448-8942 All Fillets All Fillets
(0.120 inch)
448-8943
506-1982
506-1983
3520
170.0 mm (6.69 inch)
140-1164
245-1336
3.05 mm
(0.120 inch)
322-9885
351-9210
3606
280.0 mm (11.02 inch)
7C-7973
159-5216 3.05 mm
All Fillets N/A
179-3573 (0.120 inch)
361-8845
3608
280.0 mm (11.02 inch)
7C-7974
3.05 mm
(0.120 inch)
361-8847
3612
280.0 mm (11.02 inch)
7C-7975
191-5424 3.05 mm
All Fillets N/A
361-8849 (0.120 inch)
361-8850
3616
280.0 mm (11.02 inch)
7C-7976
3.05 mm
(0.120 inch)
361-8851
3618
280.0 mm (11.02 inch)
3.05 mm
(0.120 inch)
Table 23
(1)
ACERT Engine
Crankshaft Measurement Specifications

Crankshafts must be measured if salvage machining has been performed on the crankshaft or to verify if salvage machining can be
performed on the crankshaft. The only measuring technique that has the potential to damage the crankshaft is the hardness inspection.
Crankshafts that show no visible signs of wear on the journals or irregularities on the bearing surfaces should not need inspecting for
surface texture, hardness, out of round, diameter, or taper.
Specification for Surface Texture

The maximum permissible surface roughness for bearing journals is given in Table 24.
If the journals are rougher than the specification the journals must be polished.
The surface texture of the thrust face must be at least 0.45 µm (18 µinch). Ensure that there are no wear steps on the surface or marks
from grinding on the surface.
Specification for Out of Round and Diameter

This is the diameter of the bearing journal before grinding. The allowable diameter of a rod journal or main journal must not be more than
the dimensions that are shown in Table 24. Two rod journals can measure 0.005 mm (0.0002 inch) under the minimum specifications for
the diameter that are shown in the table.
15/9/2020 SIS 2.0

Section view of main bearing journal. Measure the journal diameter in several places, as shown.

Graphical representation of the 20° zone around the oil hole.
The 3500 crankshaft must measure within a diameter and an out of round specification. Illustration 232 demonstrates some various
locations to measure diameter. These measurements verify that the crankshaft is within diameter and out of round tolerance. The minimum
allowable diameters of a rod journal or main journal are shown in Table 24.
The out of round tolerance has two dimensions, within 20° of the oil hole and everywhere else. Refer to Illustration 233 to help identify the
oil hole zone. When measuring within the 20° zone around the oil hole, the diametrical tolerance is 0.0203 mm (0.00080 inch). When
measuring outside of that zone, the diametrical tolerance is 0.0152 mm (0.00060 inch). For example, if the average journal diameter
measures 160.01 mm (6.30 inch), then all measured points will have to be within 160.0024 mm (6.29929 inch) and 160.0227 mm
(6.3001 inch) to meet the roundness specification.
Two rod journals can measure 0.005 mm (0.0002 inch) under the minimum diameter specifications that are shown in Table 24.
Specification for Taper

The taper of a rod journal or main journal must not exceed the dimensions that are found in Table 24.

Measure each journal in several different places to check for taper.
The 3508 crankshaft is shown with offset connecting rod journals

Measure each journal in several places to check for taper.
3500 crankshaft with shared connecting rod journals
The taper of a rod journal or main journal must not exceed the dimensions that are found in Table 24.
Specification for Wear on the Thrust Face

The measurement between the thrust faces must be within the specifications that are found in Table 24.
Only D330C, 3304, D333C, and 3306 engines have two thicknesses of thrust bearings that are available. The 7N-9343 Thrust Plate was
released for the spacer plate block. This 6.73 mm (0.265 inch) thick thrust plate can be used instead of the thinner plate on earlier models
when the thrust faces must be ground to make the crankshaft usable.
In all other engines, the thrust faces must be ground very lightly. The faces should be ground approximately between 0.02 mm (0.001 inch)
and 0.05 mm (0.002 inch) to clean up damaged surfaces. Refer to the explanation of footnote 3 in Table 24. Thrust faces must have a
surface texture of 0.45 µm (18.000 µinch) or less after being polished.
15/9/2020 SIS 2.0

(9) Thrust Face
(10) Distance between thrust faces
The measurement between the thrust faces must be within the specifications that are found in Table 24.
The thrust faces must be ground lightly. Grind the faces approximately between 0.02 mm (0.001 inch) and 0.05 mm (0.002 inch.) to clean
up damaged surfaces. Refer to the explanation of footnote 3 in Table 24. Thrust faces must have a surface texture of 0.45 µm
(18.000 µinch) or less after being polished.
Specification for Radii of the Fillet for the Journal

There are two procedures for checking the radius of the fillet. The preferred method is using the correct size of gauge. However, if the
correct gauge is not available, use the "Bracket-Check" method.
If the radius does not meet the specifications that are shown in Table 24, do not use the crankshaft again.
Note: The dimensions of the radius that are given in Table 24 are before the procedure of shot peening. When possible, measure the fillets
before the procedure of shot peening. Refer to section "Procedure to Shot Peen 3512, 3516, and 3524 High Displacement Crankshafts" for
more information.

Fillet locations
(11) Main journal fillet
(12) Rod journal fillet
Procedure to Check the Hardness of the Journal

Inspect the hardness of a journal if the journal shows signs of high heat damage and after grinding. Use a Non-Destructive Test (NDT)
method such as using an Equotip hardness testing tool. Follow the recommendations of the manufacturer for use of the hardness tester.
Note: The hardness of the journals should be checked before any polishing operation.
Note: Do not use a sclerometer since this method may damage the crankshaft.
The readings must be within the tolerances that are shown in Table 24.
Note: At times, a soft area will be found on a journal. If this occurs check both sides of this soft area. If the hardness of the journal is within
the specifications on both sides of the soft area, the hardness of the journal is acceptable.
On some crankshafts, the rear half of the rear main journal and the far rear fillet can be softer than the specifications that are shown in
Table 24.
Note: The hardness of the journals is measured by using an Equotip hardness testing tool. The 6V-6035 Hardness Tester uses
the Rockwell C scale. A document is included with the tester to allow conversion from the Rockwell C scale to the Shore scale.
Crankshaft Measurement Specifications
Hardness of
Out of Round Journal
Taper Radius(2)
(Diameter) Shore
Part Brg Journ
Thrust Face(1) Sclerometer(3)
Number Surf. Text
Measured by
Main Rod Main Rod Main Rod using the
Shore scale
D333 and 1673
114 mm (4.5 inch)
88.888 ± 0.020 mm 76.188 ± 0.020 mm 0.018 mm 0.018 mm 42.863 ± 0.064 mm 6.10 ± 0.20 mm 5.74 ± 0.20 mm 0.25 µ
9M-2337 54 to 62
(3.4995 ± 0.0008 inch) (2.9995 ± 0.0008 inch) (0.0007 inch) (0.0007 inch) (1.6875 ± 0.0025 inch) (0.240 ± 0.008 inch) (0.226 ± 0.008 inch) (9.842520 µ
D334 and 1674
121.0 mm (4.75 inch)
15/9/2020 SIS 2.0
4S-5349 5.54 ± 0.20 mm

9L-6388 88.880 ± 0.020 mm 76.180 ± 0.020 mm 0.015 mm 0.015 mm 42.863 + 0.140 mm − 0.064 mm (0.218 ± 0.008 inch) 5.74 ± 0.20 mm 0.20 µ
64 Min
9S-0124 (3.4992 ± 0.0008 inch) (2.9995 ± 0.0008 inch) (0.0006 inch) (0.0006 inch) (1.6875 + 0.0055 inch − 0.0025 inch) 5.74 ± 0.20 mm (0.226 ± 0.008 inch) (7.874016 µ
9S-0168 (0.226 ± 0.008 inch)(4)
D336 and 1676
121.0 mm (4.75 inch)
9S-0647 54 to 62
D342
137 mm (5.4 inch)
3L-8455 54 to 62
7.52 mm (.296 in) Min(5)
4S-7436 108.204 ± 0.025 mm 92.050 ± 0.025 mm 0.025 mm 0.025 mm 98.43 ± 0.13 mm 7.72 ± 0.20 mm 0.25 µ
7.72 ± 0.20 mm 54 to 62
6N-2823 (4.2600 ± 0.0010 inch) (3.6240 ± 0.0010 inch) (0.0010 inch) (0.0010 inch) (3.875 ± 0.005 inch) (0.304 ± 0.008 inch) (9.842520 µ
(0.304 ± 0.008 inch) (6)
D343 and 1693

137 mm (5.4 inch)
5.89 mm (0.232 in) Min
2P-3839 114.292 ± 0.020 mm 89.908 ± 0.020 mm 0.020 mm 0.020 mm 53.34 + 0.15 mm − 0.08 mm 6.10 ± 0.20 mm 0.20 µ
8.38 ± 0.208 mm 54 to 62
7M-9201 (4.4997 ± 0.0008 inch) (3.5397 ± 0.0008 inch) (0.0008 inch) (0.0008 inch) (2.100 + 0.006 inch − 0.003 in) (0.240 ± 0.008 inch) (7.874016 µ
(0.330 ± 0.008 inch)(16)
D346
137 mm (5.4 inch)
3N-4439 5.54 ± 0.20 mm
4S-9763 133.342 ± 0.020 mm 111.117 ± 0.020 mm 0.023 mm 0.018 mm 60.60 + 0.15 mm − 0.08 mm (0.218 ± 0.008 inch) 5.74 ± 0.20 mm 0.25 µ
54 to 62
6N-8324 (5.2497 ± 0.0008 inch) (4.3747 ± 0.0008 inch) (0.0009 inch) (0.0007 inch) (2.386 + 0.006 in − 0.003 inch) 5.74 ± 0.20 mm (0.226 ± 0.008 inch) (9.842520 µ
7S-9746 (0.226 ± 0.008 inch)(4)
D348
137 mm (5.4 inch)
5.54 ± 0.20 mm
1W-7578
(0.218 ± 0.008 inch)
3N-4438 133.342 ± 0.020 mm 111.117 ± 0.020 mm 0.023 mm 0.018 mm 60.60 + 0.15 mm − 0.08 mm 5.74 ± 0.20 mm 0.25 µ
Min 64 to 74
6N-7899 (5.2497 ± 0.0008 inch) (4.3747 ± 0.0008 inch) (0.0009 inch) (0.0007 inch) (2.386 + 0.006 inch − 0.003 inch) (0.226 ± 0.008 inch) (9.842520 µ
5.74 ± 0.20 mm
9S-2034
(0.226 ± 0.008 inch)(16)
D349
137 mm (5.4 inch)
3N-4440 5.54 ± 0.20 mm
6N-8337 (0.218 ± 0.008 inch)
133.342 ± 0.020 mm 111.117 ± 0.020 mm 0.023 mm 0.018 mm 60.60 + 0.15 mm − 0.08 mm 5.74 ± 0.20 mm 0.25 µ
6N-8337 Min(7) 54 to 62
(5.2497 ± 0.0008 inch) (4.3747 ± 0.0008 inch) (0.0009 inch) (0.0007 inch) (2.386 + 0.006 in − 0.003 inch) (0.226 ± 0.008 inch) (9.842520 µ
8L-9626 5.74 ± 0.20 mm
8S-9203 (0.226 ± 0.008 inch)(8)
D353
159.0 mm (6.25 inch)
8.28 mm (0.326 in)
1M-2800
117.450 ± 0.025 mm 104.750 ± 0.025 mm 0.023 mm 0.018 mm 93.612 ± 0.064 mm Min(9) 7.72 ± 0.15 mm 0.25 µ
6H-5841 54 to 62
(4.6240 ± 0.0010 inch) (4.1240 ± 0.0010 inch) (0.0009 inch) (0.0007 inch) (3.6855 ± 0.0025 inch) 8.48 ± 0.20 mm (0.304 ± 0.006 inch) (9.842520 µ
7L-5468
(0.334 ± 0.008 inch)(10)
D379
159.0 mm (6.25 inch)
10.13 mm (0.399 inch)
3N-2957 146.030 ± 0.025 mm 126.980 ± 0.025 mm 0.025 mm 0.025 mm 76.200 ± 0.064 mm Min(15) 10.31 ± 0.18 mm 0.25 µ
54 to 62
5L-6286 (5.7492 ± 0.0010 inch) (4.9992 ± 0.0010 inch) (0.0010 inch) (0.0010 inch) (3.0000 ± 0.0025 inch) 10.31 ± 0.1812 mm (0.406 ± 0.007 inch) (9.842520 µ
(0.406 ± 0.007 inch)(11)
D398
159.0 mm (6.25 inch)
10.13 mm (0.399 in)
3N-3002
146.030 ± 0.025 mm 126.980 ± 0.025 mm 0.025 mm 0.025 mm 76.12 + 0.018 mm − 0.008 mm Min(15) 10.31 ± 0.18 mm 0.25 µ
4W-7614 54 to 62
(5.7492 ± .0010 inch) (4.999 ± 0.0010 inch) (0.0010 inch) (0.0010 inch) (3.000 + 0.0007 inch − 0.0003 inch) 10.31 ± 0.18 mm (0.406 ± 0.007 inch) (9.842520 µ
4W-7615
(0.4059 ± 0.007 inch)(9)
10.13 mm (0.399 in)
146.030 ± 0.025 mm 109.847 ± 0.025 mm 0.025 mm 0.025 mm 76.12 + 0.018 mm − 0.008 mm Min(15) 10.31 ± 0.18 mm 0.25 µ
4W-7613 54 to 62
(5.7492 ± .0010 inch) (4.3247 ± 0.0010 inch) (0.0010 inch) (0.0010 inch) (3.000 + 0.0007 inch − 0.0003 inch) 10.31 ± 0.18 mm (0.406 ± 0.007 inch) (9.842520 µ
(0.4059 ± 0.007 inch)(9)
D399
159.0 mm (6.25 inch)
3N-2958 10.13 mm (0.399 inch)
4W-7718 146.030 ± 0.025 mm 109.847 ± 0.025 mm 0.025 mm 0.025 mm 76.12 + 0.018 mm − 0.008 mm Min(15) 10.31 ± 0.18 mm 0.25 µ
54 to 62
4W-7719 (5.7492 ± .0010 inch) (4.3247 ± 0.0010 inch) (0.0010 inch) (0.0010 inch) (3.000 + 0.0007 inch − 0.0003 inch) 10.31 ± 0.18 mm (0.406 ± 0.007 inch) (9.842520 µ
6L-8246 (0.406 ± 0.007 inch)(9)
C7
110.0 mm (4.33 inch)
227-5480
271-5658 90.00 ± 0.02 mm 70.00 ± 0.02 mm 0.008 mm 0.008 mm 38.00 + 0.13 mm − 0.05 mm 2.5 ± 0.2 mm 2.5 ± 0.2 mm 0.25 µ
66 to 75
489-2731 (3.543 ± 0.001 inch) (2.756 ± 0.0008 inch) (0.0003 inch) (0.0003 inch) (1.496 + 0.051 in − 0.002 inch) (0.098 ± 0.008 inch) (0.098 ± 0.007 inch) (9.842520 µ
544-3940
C9
112.0 mm (4.41 inch)
66 to 75
282-7958 (4.095 ± 0.001 inch) (3.150 ± 0.0008 inch) (0.0003 inch) (0.0003 inch) (1.496 + 0.051 in − 0.002 inch) (0.098 ± 0.007 inch) (0.138 ± 0.008 inch) (5.11811 µ
C10
125.0 mm (4.92 inch)
132-3211
2.80 mm 2.80 mm
151-2920 108.00 ± 0.020 mm 82.00 ± 0.020 mm 0.008 mm 0.008 mm 44.00 ± 0.10 mm 0.13 µ
(0.110 inch) (0.110 inch) 66 to 75
169-4187 (4.252 ± 0.0008 inch) (3.228 ± 0.0008 inch) (0.0003 inch) (0.0003 inch) (1.732 ± 0.004 inch) (5.11811 µ
Min Min
326-4278
C11
130.0 mm (5.12 inch)
221-9362 108.000 ± 0.020 mm 89.000 ± 0.02 mm 0.008 mm 0.008 mm 44.00 ± 0.10 mm 3.0 ± 0.2 mm 3.0 ± 0.2 mm 0.13 µ
66 to 75
313-3996 (4.2520 ± 0.0008 inch) (3.5039 ± 0.0008 inch) (0.0003 inch) (0.0003 inch) (1.732 ± 0.004 inch) (0.12 ± 0.008 inch) (0.12 ± 0.008 inch) (5.11811 µ
C12
125.0 mm (4.92 inch)
132-3213
66 to 75
326-4280
C13
130.0 mm (5.12 inch)
66 to 75
C15 (ACERT)
137.0 mm (5.39 inch)
15/9/2020 SIS 2.0
221-9360
66 to 75
361-8230
C-15
137.0 mm (5.39 inch)
C16
140.0 mm (5.51 inch)
137-5920
66 Min
187-8989
C18
145.0 mm (5.71 inch)
189-4918
353-8012
66 Min
468-5120
468-5121
C27
137.0 mm (5.39 inch)
66 Min
C30
145.0 mm (5.71 inch)
66 Min
C32
145.0 mm (5.71 inch)
66 Min
C175
359-0941
200.0 ± 0.025 mm 142 ± 0.025 mm 0.03 mm 0.03 mm 6 ± 0.25 mm 8 ± 0.25 mm 0.125 µ
C175-20 68 ± 0.1 mm (2.677 ± 0.04 inch) 46 to 53
(7.87400 ± 0.00098 inch) (5.5905 ± 0.00098 inch) 0.0012 inch 0.0012 inch (0.24 ± 0.0098 inch) (0.315 ± 0.0098 inch) (4.921260 µ
Type II
356-7064
200.0 ± 0.025 mm 142 ± 0.025 mm 0.03 mm 0.03 mm 6 ± 0.25 mm 8 ± 0.25 mm 0.125 µ
C175-16 68 ± 0.1 mm (2.677 ± 0.04 inch) 46 to 53
Type II
397-8617(12)
200.0 ± 0.025 mm 142 ± 0.025 mm 0.03 mm 0.03 mm 6 ± 0.25 mm 8 ± 0.25 mm 0.125 µ
C175-16 68 ± 0.1 mm (2.677 ± 0.04 inch) 46 to 53
Type II
3044
94.0 mm (3.70 inch)
0.030 mm 0.030 mm 31.019 ± .019 mm
234-4794 0.030 mm (0.0012 inch) 0.030 mm (0.0012 inch) 3.00 mm (0.118 inch) 3.00 mm (0.118 inch) 75 min N/A
(0.0012 inch) (0.0012 inch) (1.2212 ± 0.0007 inch)
3046
94.0 mm (3.70 inch)
107-0992 0.030 mm 0.030 mm 31.019 ± .019 mm
0.030 mm (0.0012 inch) 0.030 mm (0.0012 inch) 3.00 mm (0.118 inch) 3.00 mm (0.118 inch) 75 min N/A
117-2830 (0.0012 inch) (0.0012 inch) (1.2212 ± 0.0007 inch)
3054
100.0 mm (3.94 inch)
103.0 mm (4.06 inch)
4P-9948
139-7018
165-4640
76.17 ± 0.010 mm 63.48 ± 0.010 mm 44.18 ± 0.04 mm 3.82 ± 0.14 mm 3.82 ± 0.14 mm 0.40 µ
225-8841 N/A N/A N/A
(2.999 ± 0.0004 inch) (2.499 ± 0.0004 inch) (1.739 ± 0.002 inch) (0.150 ± 0.006 inch) (0.150 ± 0.006 inch) (15.74803 µ
232-7400
359-0715
484-8067
3056
100.0 mm (3.94 inch)
103.0 mm (4.06 inch)
100-4035 76.17 ± 0.010 mm 63.48 ± 0.010 mm 44.18 ± 0.04 mm 3.82 ± 0.14 mm 3.82 ± 0.14 mm
N/A N/A N/A N/A
240-8467(13) (2.999 ± 0.0004 inch) (2.499 ± 0.0004 inch) (1.739 ± 0.002 inch) (0.150 ± 0.006 inch) (0.150 ± 0.006 inch)
3064
102.0 mm (4.02 inch)
5I-7844 0.030 mm 0.030 mm 33.019 ± .019 mm
0.030 mm (0.0012 inch) 0.030 mm (0.0012 inch) 3.00 mm (0.118 inch) 3.00 mm (0.118 inch) 75 min N/A
135-2419 (0.0012 inch) (0.0012 inch) (1.3000 ± 0.0007 inch)
3066
102.0 mm (4.02 inch)
0.030 mm 0.030 mm 33.019 ± .019 mm
125-3005 0.030 mm (0.0012 inch) 0.030 mm (0.0012 inch) 3.00 mm (0.118 inch) 3.00 mm (0.118 inch) 75 min N/A
(0.0012 inch) (0.0012 inch) (1.3000 ± 0.0007 inch)
3114
105.0 mm (4.13 inch)
90.00 ± 0.020 mm 70.00 ± 0.020 mm 0.008 mm 0.008 mm 38.00 mm + 0.10 mm − 0.05 mm 2.5 ± 0.2 mm 2.30 mm (0.091 inch) 0.13 µ
4W-3989 66 to 74
(3.543 ± 0.0008 inch) (2.756 ± 0.0008 inch) (0.0003 inch) (0.0003 inch) (1.496 + 0.004 inch − 0.002 inch) (0.10 ± 0.008 inch) Min (5.11811 µ
3116
105.0 mm (4.13 inch)
3126
110.0 mm (4.33 inch)
90.00 ± 0.020 mm 70.00 ± 0.020 mm 0.008 mm 0.008 mm 38.00 + 0.10 mm − 0.05 mm 2.5 ± 0.2 mm 2.5 ± 0.2 mm 0.13 µ
4W-3498 66 to 74
(3.543 ± 0.0008 inch) (2.756 ± 0.0008 inch) (0.0003 inch) (0.0003 inch) (1.496 + 0.004 inch − 0.002 inch) (0.10 ± 0.008 inch) (0.10 ± 0.008 inch) (5.11811 µ
105-1725
227-5480 49 to 56
259-3246
49 to 56
489-2731 (3.543 ± 0.0008 inch) (2.756 ± 0.0008 inch) (0.0003 inch) (0.0003 inch) (1.496 + 0.004 inch − 0.002 inch) (0.10 ± 0.008 inch) (0.10 ± 0.008 inch) (9.842520 µ
1140, 1145 and 3145
114 mm (4.5 inch)
9L-6264
9L-7604 64 Min
9L-8127
1150 and 3150
114 mm (4.5 inch)
9L-6265
9L-7603 64 Min
9L-8128
1160 and 3160
114 mm (4.5 inch)
15/9/2020 SIS 2.0
9L-6266
9L-7605 64 Min
9L-8142
3176
125.0 mm (4.92 inch)
66 to 75
116-1081
151-2920 66 to 75
169-4187
3196
125.0 mm (4.92 inch)
66 to 75
3204
114 mm (4.5 inch)
1W-0401(14) 88.880 ± 0.020 mm 69.842 ± 0.020 mm 0.0127 mm 0.015 mm 37.084 ± 0.064 mm 2.54 ± 0.20 mm 2.54 ± 0.20 mm 0.25 µ
64 Min
1W-9771 (3.4992 ± 0.0008 inch) (2.7497 ± 0.0006 inch) (0.0005 inch) (0.0006 inch) (1.4600 ± 0.0025 inch) (0.100 ± 0.008 inch) (0.100 ± 0.008 inch) (9.842520 µ
3208
114 mm (4.5 inch)
9Y-7605 88.887 ± 0.015 mm 69.840 ± 0.015 mm 0.010 mm 0.018 mm 31.953 + 0.102 mm − 0.051 mm 2.54 ± 0.20 mm 2.54 ± 0.20 mm 0.25 µ
64 Min
9N-6221 (3.4995 ± 0.0006 inch) (2.7496 ± 0.0008 inch) (0.0004 inch) (0.0007 inch) (1.2580 + 0.0040 inch − 0.0020 inch) (0.100 ± 0.008 inch) (0.100 ± 0.008 inch) (9.842520 µ
9L-6266 64 Min
D330C and 3304
121.0 mm (4.75 inch)
2P-6214
5.54 mm (0.218 in)(15)
2W-7960
88.880 ± 0.020 mm 76.180 ± 0.020 mm 0.015 mm 0.013 mm 40.475 + 0.140 mm − 0.064 mm Min 5.74 ± 0.20 mm 0.25 µ
5Y-1544 54 to 62
(3.4992 ± 0.0008 inch) (2.9992 ± 0.0008 inch) (0.0006 inch) (0.0005 inch) (1.5935 + 0.0055 inch − 0.0025 inch) 5.74 ± 0.20 mm (0.226 ± 0.008 inch) (9.842520 µ
6C-3288
(0.226 ± 0.008 inch)(16)
337-0872
4N-7692 64 Min
D333C, 1673C and 3306
114 mm (4.5 inch)
2P-6219
2Y-4507
4N-7693 54 to 62
4N-7697
5Y-1546
2W-7458
4P-9857 88.880 ± 0.020 mm 76.180 ± 0.020 mm 0.015 mm 0.020 mm 40.475 + 0.140 mm − 0.064 mm 5.74 ± 0.20 mm 5.74 ± 0.20 mm 0.25 µ
64 Min
344-2603
3406
137.0 mm (5.39 inch)
101-1717 58 to 64
160-1799 64 Min
7C-4859 120.650 ± 0.020 mm 90.000 ± 0.020 mm 0.020 mm 0.020 mm 48.140 ± 0.100 mm 2.36 ± 0.2 mm 2.36 ± 0.2 mm 0.125 µ
58 to 64
120.650 ± 0.020 mm 97.028 mm 0.020 mm 0.020 mm 48.140 ± 0.100 mm 2.36 ± 0.2 mm 2.36 ± 0.2 mm 0.125 µ
1W-7821 58 to 64
(4.7500 ± 0.0008 inch) (3.8200 inch) (0.0008 inch) (0.0008 inch) (1.895 ± 0.0039 inch) (0.093 ± 0.008 inch) (0.093 ± 0.008 inch) (4.921260 µ
137-5920 64 Min
(4.7500 ± 0.0008 in) (3.5433 ± 0.0008 in) (0.0003 in) (0.0003 in) (1.895 ± 0.0039 in) (0.093 ± 0.008 in) (0.093 ± 0.008 in) (5.11811 µ
3408
137.0 mm (5.39 inch)
1W-6209 64 Min
1W-5009 64 Min
3412
137.0 mm (5.39 inch)
1W-6213
9Y-5381 66 to 74
261-9647
66 Min
3456
140.0 mm (5.51 inch)
137-5920
155-6632 64 Min
187-8989
3508
170.0 mm (6.69 inch)
7E-3912
7E-4899
7W-0210
9Y-3798 64 to 69
(6.2992 ± 0.0010 inch) (5.3150 ± 0.0010 inch) (0.001 inch) (0.001 inch) (2.835 ± 0.004 inch) (0.276 ± 0.010 inch) (0.276 ± 0.010 inch) (5 µinch
152-4994
152-7625
153-3928
3512
170.0 mm (6.69 inch)
1W-5001
7E-4897
7W-0214
8N-7105
128-6786
56 to 64
161-2512 (6.2992 ± 0.0010 inch) (5.3150 ± 0.0010 inch) (0.001 inch) (0.001 inch) (2.835 ± 0.004 inch) (0.276 ± 0.010 inch) (0.276 ± 0.010 inch) (5 µinch
173-1812
201-4250
322-9879
354-2977
416-8754
3512
3524
High Displacement
170.0 mm (6.69 inch)
201-4250 160.00 ± .025 mm 135.000 ± 0.025 mm 0.03 mm 0.03 mm 72.00 ± 0.10 mm 7.00 ± 0.25 mm 7.00 ± 0.25 mm 0.125 µ
60 to 68
354-2977 (6.299 ± 0.001 inch) (5.3150 ± 0.0010 inch.) (0.001 inch) (0.001 inch) (2.835 ± 0.004 inch) (0.276 ± 0.010 inch) (0.276 ± 0.010 inch) (5 µinch
15/9/2020 SIS 2.0
3516
170.0 mm (6.69 inch)
7E-3916
7E-5165
7W-0218
160.00 ± .025 mm 135.000 ± 0.025 mm 0.03 mm 0.03 mm 72.00 ± 0.10 mm 7.00 ± 0.25 mm 7.00 ± 0.25 mm 0.125 µ
8N-9700 56 to 64
128-6788
153-6509
448-8940
3516
High Displacement
170.0 mm (6.69 inch)
160-5916
172-0916
347-0966
448-8942 60 to 68
448-8943
506-1982
506-1983
3520
170.0 mm (6.69 inch)
140-1164
245-1336
315-1391 56 to 64
322-9885
351-9210
3606
C280-6
280.0 mm (11.02 inch)
7C-7973
56 to 64
361-8845
3608
C280-8
280.0 mm (11.02 inch)
7C-7974
193-5845 56 to 64
361-8847
3612
C280-12
280.0 mm (11.02 inch)
7C-7975
56 to 64
361-8850
3616
C280-16
280.0 mm (11.02 inch)
7C-7976
189-2499 56 to 64
361-8851
3618
280.0 mm (11.02 inch)
137-0140 56 to 64
Table 24
(1)
The maximum width of the thrust face can be up to 0.08 mm (0.003 inch) more than the dimension that is shown if the play at the end of the crankshaft is still
(2) permissible according to the specifications in the Service Manual after assembly.
(3) “Dimensions” for the radius give only the correct radius gauges. The dimensions are not the size for dressing the grinding wheel.
A sclerometer should not be used on any remanufactured crankshaft that has gone through Melonited Heat Treat (MHT) because the crankshaft will be damaged. The
(4) crankshaft will have "Melonited Heat Treat" next to the part number.
(5) center only
(6) Journals 1 through 3 and 5 through 6
(7) High Displacement Applications
(8) Journals 1 through 4 and 6 through 9
(9) Journal 5
(10) Intermediate main Journals 2 through 3 and 5 through 6
(11) Front, center, and rear main Journals 1, 4, 7
(12) Front and rear main Journals only
(13) 397-8261 has a unique rear flange and shot peened fillets.
(14) Crankshaft 240-8467 is hardened after machining.
(15) Refer to the “Special Checking Procedures for Specific Crankshafts" section for additional information”.
(16) center and intermediate main Journals only
only the rear
Grinding Specifications for Crankshafts

The following information explains some of the items in the table.
Width
This is the size of the wheel (sidewall to sidewall) that is necessary to grind in a single movement. Do not use any wheel that is wider than
this dimension without dressing the wheel to be narrower. Refer to Table 24 for the measurements of the width of main journals at the
location of the thrust bearing.
Main Number
This column shows the numbers of the main journals which have a "width" dimension that is different from the "thrust face" journal at the
location of the thrust bearing. These dimensions will be narrower than the main journal with the thrust bearings.
Undersize Bearing
These dimensions give the optional sizes of undersize bearings that are available for the crankshafts. Check the parts book and check the
NPR to ensure that the part numbers are available before beginning to grind. Subtract the "undersize" dimension from the dimension in the
"diameter" column in Table 24 to get the size of the journal.
Note: Many Caterpillar Remanufactured crankshafts with CAT Reman part numbers may be able to be machined undersize for another life
if they meet the reuse criteria. Many of these Caterpillar Remanufactured crankshafts may have been an Upgrade To New (UTN) or
seeded with new part when purchased
15/9/2020 SIS 2.0

Main Bearing Width (13)

Thrust Bearing Width (14)

Connecting Rod Bearing Width (15) with offset journals
Typical example of a 3500 crankshaft with shared connecting rod journals
Grinding Specifications for Caterpillar Crankshafts
Main Journals
Part Connecting Rod Journals
Stroke Width Undersize Bearing
Number Width(2)
Main No.(1)
D334 and 1674
121.0 mm (4.75 inch)
43.485 mm (1.7120 in) 1 through 3, 5 through
152.4 mm max 7 47.689 ± 0.140 mm 0.254 mm 0.508 mm 0.762 mm
9S-0124
(6.00 inch) 42.80 mm (1.685 inch) to (1.8775 ± 0.0055 inch) (0.0100 inch) (0.0200 inch) (0.0300 inch)
4
43.00 mm (1.693 inch)
D342
146.0 mm (5.75 inch)
203.2 mm 63.50 ± 0.127 mm 80.899 ± 0.064 mm 0.635 mm 1.27 mm
4M-0447 2,3,5,6 N/A
(8.00 inch) (2.500 ± 0.0050 inch) (3.1850 ± 0.0025 inch) (0.0250 inch) (0.050 inch)
100.630 mm (3.962 inch)
Rear Only
Max
6N-2823 203.2 mm 98.42 ± 0.13 mm 66.624 ± 0.127 mm 0.635 mm 1.27 mm
4 N/A
4S-7436 (8.00 inch) (3.875 ± 0.005 inch) (2.6230 ± 0.0050 inch) (0.0250 inch) (0.050 inch)
65.710 mm (2.5870 inch)
2,3,5,6
max
D343 and 1693
137 mm (5.4 inch)
53.26 mm (2.097 inch) to
Rear Only
165.1 mm 53.49 mm (2.106 inch) 54.966 ± 0.076 mm 0.635 mm 1.27 mm
2P-3839 N/A
(6.50 inch) 50.216 mm (1.9770 inch) (2.1640 ± 0.0030 inch) (0.0250 inch) (0.050 inch)
2 through 6
max
15/9/2020 SIS 2.0
D346
137 mm (5.4 inch) (90° V-8)
62.509 mm (2.4610 inch)
1,2,4,5
165.1 mm max 85.801 ± 0.178 mm 0.635 mm 1.27 mm
2S-3686 N/A
(6.50 inch) 60.76 mm (2.392 inch) to (3.3780 ± 0.0070 inch) (0.0250 inch) (0.050 inch)
3
60.53 mm (2.383 inch)
D348
137 mm (5.4 inch)
62.509 mm (2.4610 inch)
1 through 5
165.1 mm max 85.801 ± 0.178 mm 0.635 mm 1.27 mm
1W-7578 N/A
Rear Only
to 60.52 mm (2.382 inch)
D349
137 mm (5.4 inch)
62.509 mm (2.4610 inch) 1 through 4, 6 through
165.1 mm max 9 85.801 ± 0.178 mm 0.635 mm 1.27 mm
6N-8337 N/A
5
60.53 mm (2.383 inch)
D353
137 mm (5.4 inch)
93.67 ± 0.13 mm
Rear Only
(3.688 ± 0.005 inch)
203.2 mm 65.71 mm (2.587 inch) 66.624 ± 0.076 mm 0.635 mm 1.27 mm
2P-2800 2,3,5,6 N/A
(8.00 inch) max (2.6230 ± 0.0030 inch) (0.0250 inch) (0.050 inch)
94.54 mm (3.722 inch)
Front and Center
Max
D379
159.0 mm (6.25 inch)
76.38 mm (3.007 inch) to
Front and Rear Only
203.2 mm 76.12 mm (2.997 inch) 117.412 + 0.178 mm − 0.076 mm 0.635 mm 1.27 mm
4L-8791 N/A
(8.00 inch) 78.31 mm (3.083 inch) (4.6225 + 0.0070 inch − 0.0030 inch) (0.0250 inch) (0.050 inch)
2 through 4
Max
D398
159.0 mm (6.25 inch)
78.31 mm (3.083 inch)
2 through 6
3N-3001 203.2 mm Max 117.412 ± 0.064 mm 0.635 mm 1.27 mm
N/A
4W-7613 (8.00 inch) 76.38 mm (3.007 inch) to (4.6225 ± 0.0025 inch) (0.0250 inch) (0.050 inch)
Front and Rear Only
76.12 mm (2.997 inch)
D399
159.0 mm (6.25 inch)
76.38 mm (3.007 inch) to
Front and Rear Only
6L-8246 203.2 mm 76.12 mm (2.997 inch) 117.412 + 0.178 mm − 0.076 mm 0.635 mm 1.27 mm
N/A
4W-7718 (8.00 inch) 78.308 mm (3.0830 inch) (4.6225 + 0.0070 inch − 0.0030 inch) (0.0250 inch) (0.050 inch)
2 through 8
max
C7
110.0 mm
(4.33 inch)
227-5480
37.95 mm
127.0 mm 39.000 + 0.150 mm − 0.075 mm 0.254 mm 0.508 mm
271-5658 (1.494 inch) to 38.13 mm 2,3,4,5,7 N/A
(5.00 inch) (1.5354 + 0.0059 inch − 0.0030 inch) (0.0100 inch) (0.0200 inch)
489-2731 (1.501 inch)
544-3940
C9
112.0 mm
(4.41 inch)
37.95 mm
261-1544 149.00 mm 44.300 + 0.150 mm − 0.075 mm 0.250 mm 0.510 mm
(1.494 inch) to 38.13 mm 2,3,4,5,7 N/A
282-7958 (5.866 inch) (1.7441 + 0.0059 inch − 0.0030 inch) (0.0098 inch) (0.0201 inch)
(1.501 inch)
C10
125.0 mm
(4.92 inch)
132-3210
151-2920 140.00 mm 44 ± 0.1 mm 52 ± 0.15 mm 0.508 mm 0.762 mm
1,2,3,4,5,6,7 N/A
169-4187 (5.512 inch) (1.73 ± 0.004 inch) (2.05 ± 0.006 inch) (0.0200 inch) (0.0300 inch)
326-4278
C11
130.0 mm
(5.12 inch)
221-9362 140.00 mm 44 ± 0.1 mm 52.00 ± 0.15 mm 0.510 mm 0.760 mm
1,2,3,4,5,6,7 N/A
C12
130.0 mm
(5.12 inch)
132-3213
169-4189 150.00 mm 44 ± 0.1 mm 52.00 ± 0.15 mm 0.510 mm 0.760 mm
1,2,3,4,5,6,7 N/A
326-4280
C13
130.0 mm
(5.12 inch)
313-3997 157.00 mm 44 ± 0.1 mm 52.00 ± 0.15 mm 0.510 mm 0.760 mm
1,2,3,4,5,6,7 N/A
C15
137.0 mm
(5.39 inch)
160-1799
221-9360 48.03 mm
171.5 mm 54.000 ± 0.15 mm 0.64 mm 1.27 mm
337-0201 (1.891 inch) to 48.27 mm 1,2,3,4,5,6,7 N/A
(6.752 inch) (2.1260 ± 0.006 inch) (0.025 inch) (0.050 inch)
352-1225 (1.900 inch)
361-8230
C16
140.0 mm
(5.51 inch)
137-5920 48.03 mm
171.00 mm 54.00 ± 0.15 mm 0.630 mm 1.27 mm
155-6632 (1.891 inch) to 48.27 mm 1,2,3,4,5,6,7 N/A
187-8989 (1.900 inch)
C18
145.0 mm
(5.71 inch)
15/9/2020 SIS 2.0
189-4918
353-8012
366-2498 48.03 mm
183.00 mm 54.00 ± 0.15 mm 0.630 mm 1.27 mm
444-3016 (1.891 inch) to 48.27 mm 1,2,3,4,5,6,7 N/A
468-5119 (1.900 inch)
468-5120
468-5121
C27
137.0 mm
(5.39 inch)
225-6053 152.40 mm 48.14 ± 0.1 mm 84.582 + 0.180 mm − 0.076 mm 0.630 mm 1.27 mm
1,2,3,4,5,6,7 N/A
384-9907 (6.000 inch) (1.895 ± 0.004 inch) (3.3299 + 0.0070 inch − 0.0030 inch) (0.0248 inch) (0.050 inch)
C30
145.0 mm
(5.71 inch)
213-3202 152.40 mm 48.14 ± 0.1 mm 84.582 + 0.180 mm − 0.076 mm 0.630 mm 1.27 mm
1,2,3,4,5,6,7 N/A
C32
145.0 mm
(5.71 inch)
224-3252 162.00 mm 48.14 ± 0.1 mm 84.582 + 0.180 mm − 0.076 mm 0.630 mm 1.27 mm
1,2,3,4,5,6,7 N/A
C175-16
175.0 mm (6.89 inch)
68.9 mm
(2.71259 inch)
356-7064 220.0 mm Max 132.0 ± 0.18 mm 0.635 mm
1,2,3,4,5,6,7,8,9 N/A N/A
397-8261 (8.66140 inch) (5.19684 ± 0.00709 inch) (0.0250 inch)
68.0 ± 0.1 mm
(2.67716 ± 0.00394 inch)
C175-20
175.0 mm (6.89 inch)
68.9 mm
(2.71259 inch)
220.0 mm Max 132.0 ± 0.18 mm 0.635 mm
359-0941 1,2,3,4,5,6,7,8,9,10,11 N/A N/A
(8.66140 inch) (5.19684 ± 0.00709 inch) (0.0250 inch)
68.0 ± 0.1 mm
(2.67716 ± 0.00394 inch)
3044
94.0 mm (3.70 inch)
94.0 mm 0.250 mm 0.5 mm 0.75 mm
234-4794 31.0 mm (1.22 inch) 5 33.0 mm (1.30 inch)
3046
94.0 mm (3.70 inch)
117-2830 94.0 mm 0.250 mm 0.5 mm 0.75 mm
31.0 mm (1.22 inch) 7 33.0 mm (1.30 inch)
3114
105.0 mm (4.13 inch)
39.00 mm (1.535 inch)
2,3,5,
127.0 mm max 39.00 ± 0.075 mm 0.254 mm 0.508 mm 0.762 mm
4W-3989
(5.00 inch) 37.95 mm (1.494 inch) to (1.535 ± 0.0030 inch) (0.0100 inch) (0.0200 inch) (0.0300 inch)
4
38.13 mm (1.501 inch)
3116
105.0 mm (4.13 inch)
3126
110.0 mm (4.33 inch)
39.00 mm (1.535 inch)
4W-3498 2,3,4,5,7
127.0 mm max 39.00 ± 0.075 mm 0.254 mm 0.508 mm
271-5658 N/A
105-1725 6
38.13 mm (1.501 inch)
1150 and 3150
114 mm (4.5 inch)
114.3 mm 32.207 ± 0.254 mm 58.776 ± 0.076 mm 0.254 mm 0.508 mm
9N-8012 2,3,5 N/A
1160 and 3160
114 mm (4.5 inch)
127.0 mm 31.95 ± 0.05 mm 58.776 ± 0.076 mm 0.254 mm 0.508 mm
9N-8013 2,3,5 N/A
3176
125.0 mm (4.92 inch)
44 ± 0.1 mm
4
122-0721 140.00 mm (1.73 ± 0.004 inch) 50.00 ± 0.15 mm 0.508 mm 0.762 mm
N/A
326-4278 (5.512 inch) 47.00 mm (1.850 inch) (1.969 ± 0.006 inch) (0.0200 inch) (0.0300 inch)
1,2,3,5,6,7
max
44 ± 0.1 mm
4
140.00 mm (1.73 ± 0.004 inch) 52.00 ± 0.15 mm 0.510 mm 0.760 mm
116-1081 N/A
1,2,3,5,6,7
max
3196
130.0 mm (5.12 inch)
150.00 mm 43.887 ± 0.1 mm 52.00 ± 0.15 mm 0.510 mm 0.760 mm
169-4189 1,2,3,4,5,6,7 N/A
3204
114 mm (4.5 inch)
127.0 mm 37.084 ± 0.064 mm 42.164 ± 0.076 mm 0.254 mm 0.508 mm 0.762 mm
1W-0401 1 through 5
(5.00 inch) (1.4600 ± 0.0025 inch) (1.6600 ± 0.0030 inch) (0.0100 inch) (0.0200 inch) (0.0300 inch)
3208
114 mm (4.5 inch)
127.0 mm 31.95 ± 0.05 mm 58.776 ± 0.076 mm 0.254 mm 0.508 mm
9Y-7605 2,3,5 N/A
D330C and 3304
121.0 mm (4.75 inch)
43.485 mm (1.7120 inch)
2 through 4
max
152.4 mm 47.689 ± 0.140 mm 0.254 mm 0.508 mm 0.762 mm
4N-7694 40.411 mm (1.590 inch)
(6.00 inch) (1.8775 ± 0.0055 inch) (0.0100 inch) (0.0200 inch) (0.0300 inch)
to 40.615 mm 1 (Rear Main Only)
(1.599 inch)
152.4 mm 40.894 mm (1.6100 inch) 47.625 ± 0.064 mm 0.254 mm 0.508 mm 0.762 mm
2P-6214 2 through 4
(6.00 inch) max (1.8750 ± 0.0025 inch) (0.0100 inch) (0.0200 inch) (0.0300 inch)
D333C, 1673C, and 3306
114 mm (4.5 inch)
15/9/2020 SIS 2.0
152.4 mm 40.894 mm (1.6100 inch) 47.63 ± 0.08 mm 0.254 mm 0.508 mm 0.762 mm

2P-6219 2 through 6
(6.00 inch) max (1.8750 ± 0.003 inch) (0.0100 inch) (0.0200 inch) (0.0300 inch)
43.48 mm (1.712 inch)
2 through 6
Max
152.4 mm 47.689 ± 0.140 mm 0.254 mm 0.508 mm 0.762 mm
4N-7696 40.411 mm (1.590 inch)
(6.00 inch) (1.8775 ± 0.0055 inch) (0.0100 inch) (0.0200 inch) (0.0300 inch)
to 40.615 mm 1 (Rear Main Only)
(1.599 inch)
3406
137.0 mm (5.39 inch)
165.1 mm 48.03 mm (1.891 inch) to 44.45 + 0.18 mm − 0.08 mm 0.64 mm 1.27 mm
1W-7821 1,2,3,4,5,6,7 N/A
101-1717
165.1 mm 48.03 mm (1.891 inch) to 54.000 ± 0.15 mm 0.64 mm 1.27 mm
132-1116 1,2,3,4,5,6,7 NA
156-8536
165.1 mm 48.03 mm (1.891 inch) to 44.45 + 0.18 mm − 0.08 mm
117-0457 1,2,3,4,5,6,7 N/A N/A N/A
(6.50 inch) 48.27 mm (1.900 inch) (1.750 + 0.007 inch − 0.003 inch)
3408
137.0 mm (5.39 inch)
1W-5009 152.4 mm 48.03 mm (1.891 inch) to 0.635 mm 1.27 mm
1,2,4,5 40.56 mm (1.597 inch) min N/A
1W-6209 (6.00 inch) 48.27 mm (1.900 inch) (0.0250 inch) (0.050 inch)
3412
137.0 mm (5.39 inch)
152.4 mm 48.03 mm (1.891 inch) to 84.582 + 0.180 mm − 0.076 mm 0.630 mm 1.27 mm
213-3202 1,2,3,5,6,7 N/A
152.4 mm 48.03 mm (1.891 inch) to 44.83 mm (1.765 inch)(3) 0.630 mm 1.27 mm
9Y-5381 1,2,3,5,6,7 N/A
(6.00 inch) 48.27 mm (1.900 inch) 44.83 (1.765) 2 (0.0248 inch) (0.050 inch)
3456
140.0 mm (5.51 inch)
132-1116 171.00 mm 48.03 mm (1.891 inch) to 54.00 ± 0.15 mm 0.630 mm 1.27 mm
1,2,3,5,6,7 N/A
156-8536 (6.732 inch) 48.27 mm (1.900 inch) (2.126 ± 0.006 inch) (0.0248 inch) (0.050 inch)
3508
170.0 mm (6.69 inch)
7E-3912 73.8 mm
7E-4899 (2.906 inch) 1, 2, 4, 5
7W-0210 190.0 mm Max 136.00 + 0.18 mm − 0.08 mm 0.635 mm 1.27 mm
N/A
9Y-3798 (7.48 inch) (5.354 + 0.007 inch − 0.003 inch) (0.0250 inch) (0.050 inch)
152-4994 72 ± 0.1 mm 3
152-7625 (2.835 ± 0.004 inch) Thrust Bearing
3512
170.0 mm (6.69 inch)
1W-5001
7W-0214 73.8 mm
8N-7105 (2.906 inch) 1, 2, 3, 5, 6, 7
128-6786 190.0 mm Max 136.00 ± 0.18 mm 0.635 mm 1.27 mm
N/A
161-2512 (7.48 inch) (5.354 ± 0.007 inch) (0.0250 inch) (0.050 inch)
173-1812
72 ± 0.1 mm 4
322-9879
(2.835 ± 0.004 inch) Thrust Bearing
416-8754
3512
3524
High Displacement
170.0 mm (6.69 inch)
73.8 mm
172-0926 (2.906 inch) 1, 2, 3, 5, 6, 7
215.0 mm Max 136.00 ± 0.18 mm 0.635 mm 1.27 mm
201-4250 N/A
354-2977 72 ± 0.1 mm 4
3516
170.0 mm (6.69 in.)
7E-3916 73.8 mm
7E-5165 1, 2, 3, 4,
(2.906 inch)
7W-0218 190.0 mm 6, 7, 8, 9 136.00 ± 0.18 mm 0.635 mm 1.27 mm
Max N/A
8N-9700 (7.48 inch) (5.354 ± 0.007 inch) (0.0250 inch) (0.050 inch)
128-6788 72 ± 0.1 mm 5
3516
High Displacement
170.0 mm (6.69 inch)
160-5916
172-0830 73.8 mm
1, 2, 3, 4,
172-0916 (2.906 inch)
6, 7, 8, 9
347-0966 215.0 mm Max 136.00 ± 0.18 mm 0.635 mm 1.27 mm
N/A
448-8942 (8.46 inch) (5.354 ± 0.007 inch) (0.0250 inch) (0.050 inch)
448-8943
72 ± 0.1 mm 5
506-1982
506-1983
G3520
170.0 mm (6.69 inch)
140-1164 72 ± 0.1 mm 11
190.0 mm 136.00 ± 0.18 mm 0.635 mm 1.27 mm
315-1391 73.8 mm 2, 3, 4, 5, N/A
322-9885 (2.906 inch) 6, 7, 8, 9,
351-9210 Max 10
3606
C280-6
280.0 mm (11.02 inch)
179-3573
300.0 mm 120 ± 0.5 mm 110.00 ± 0.10 mm 0.25 mm 0.50 mm 1.00 mm
159-5216 2, 3, 4, 5, 6
7C-7973
3608
C280-8
280.0 mm (11.02 inch)
325-8461
325-8462 300.0 mm 120 ± 0.5 mm 110.00 ± 0.10 mm 0.25 mm 0.50 mm 1.00 mm
2, 3, 4, 5, 6, 7, 8
193-5845 (11.81 inch) (4.72 ± 0.020 inch) (4.331 ± 0.004 inch) (0.010 inch) (0.020 inch) (0.040 inch)
7C-7974
3612
C280-12
280.0 mm (11.02 inch)
191-5424
300.0 mm 120 ± 0.5 mm 194.00 ± 0.10 mm 0.25 mm 0.50 mm 1.00 mm
7C-7975 2, 3, 4, 5, 6
361-8849
15/9/2020 SIS 2.0
3616
C280-16
280.0 mm (11.02 inch)
189-2499
134-3043 300.0 mm 124.00 mm 194.00 ± 0.10 mm 0.25 mm 0.50 mm 1.00 mm
2, 3, 4, 5, 6, 7, 8
7C-7976 (11.81 inch) (4.882 inch) max (7.638 ± 0.004 inch) (0.010 inch) (0.020 inch) (0.040 inch)
361-8851
3618
280.0 mm (11.02 inch)
300.0 mm 132 ± 0.5 mm 208.00 ± 0.10 mm 0.25 mm 0.50 mm 1.00 mm
137-0140 All Main Journals
Table 25
(1)
(2) For 3500 Engines use Illustrations 238 and 239
(3) For 3500 Engines use Illustrations 240 and 241
This is required for grinding the connecting rod journals that are on the 3412 crankshafts by using the “double plunge” method.
Thrust Face Burr

On Certain machine C27/C32 engines the connecting rod may create a sharp burr on the thrust face of the crankshaft. The burr is
commonly accompanied with radial scoring on the sidewall of the crankshaft and connecting rod. The burr can be removed by using a 6V-
2010 Polishing Stone. The journal surface must be protected while using the Polishing Stone on the thrust face. Remove all sharp edges
between the arrows shown in Illustration 243, create a 3 mm (0.12 inch) to 5 mm (0.20 inch) radius to remove any sharp edges. Ensure
that the stone creates a radius and not a sharp edged chamfer.

Sharp edge formed on a C27/C32 crankshaft.

Example of a burr and radial scoring found on sidewall thrust face.
After removing the burr from the thrust face, inspect the thrust face for surface texture. The C27/C32 rod journal thrust face must have a
surface texture Ra under 2.5 µm.
If a sharp burr is found on the crankshaft, ensure that the mating connecting rod is inspected for any damage. Refer to Reuse and Salvage
Guidelines, SEBF8064, "Reuse and Salvage of Connecting Rods" for further connecting rod inspection guidance.
Oil Hole Dimensions

If the oil holes appear to have a sharp edge instead of a rounded edge, then the oil hole edge must be reshaped.
If the oil holes are in need of reshaping, then reshape and blend by hand using a portable drill and a 45° multi-flute countersink bit. The
radius dimensions given in Illustrations 240 and 241 are for general reference only.

Typical 3500-pin journal oil hole.
(A) Blend by hand.
(B) Radius roughly 3 mm (0.121 inch)
(C) Oil hole outer diameter: 15.25 mm (0.60 inch)
15/9/2020 SIS 2.0

Typical 3500 main journal with through oil hole.
(D) 90°
(E) Oil hole outer diameter 16.0 ± 1 mm (0.630 ± 0.04 inch)
Oil Plug Installation

Installation of the 2W-2288 Plugs should be one of the last assembly procedures performed prior to installation.
1. Inspect all the oil plug mounting threads using a 5/8-18 2B UNF thread gage.
If any damaged threads are noticed or the thread gage is unable to insert, then retap the oil hole using a 5/8-18 2B UNF tap.
Then try to insert the thread gage again.
2. Use new 2W-2288 Plugs and apply an even layer of Loctite 620 around the entire threads of the new plug.
3. Torque the new plug to 50 ± 7 N·m (37 ± 5 lb ft).
Note: Allow the Loctite to cure for 24 hours before use.
Repairing oil plug threads in C175 Crankshaft

Installation of the 2W-2288 Plugs should be one of the last assembly procedures performed prior to installation.
Inspect all the oil plug mounting threads using a 5/8-18 2B UNF thread gage.
If any damaged threads are noticed or the thread gage is unable to insert, then retap the oil hole using a 5/8-18 2B UNF tap. Then try
to insert the thread gage again.
If threads could not be repaired with a tap, proceed with the following.
Purpose: to repair improperly machined, damaged, and/or oversized 5/8’-18-2B threads in the cross oil holes in C175 crankshafts
1. Procedure: remove existing 5/8’-18 threads by drilling hole to 16mm diameter, 22.5mm deep from point E on center of existing hole.
Drill a 14.75mm hole 50mm deep from point E. Thread hole 46 mm deep from point E
2. The drill can be made from a production 3-step drill by grinding the 18.5mm dia to a 16mm dia a sufficient length to achieve proper
depth of thread minor diameter and plug seat
3. Tap the oil hole using a 5/8-18 2B UNF tap
4. Inspect all the oil plug mounting threads using a 5/8-18 2B UNF thread gage.
5. Use new 2W-2288 Plugs and apply an even layer of Loctite 620 around the entire threads of the new plug.
6. Torque the new plug to 50 ± 7 N·m (37 ± 5 lb ft).
Improvements to Crankshafts
New Crankshaft Assemblies
15/9/2020 SIS 2.0
New Ground Upgrade to New Radius of the Former Crank

Crankshaft Crankshaft(1) Crankshaft(2) Counterweight Assembly
3508
225.00 mm
N/A 0R-7771 N/A 7W-0210
(8.858 inch)
225.00 mm
152-4994 0R-6060 0R-3009 7E-3912
(8.858 inch)
222.00 mm 9Y-3798,
153-3928 0R-5952 0R-2539
(8.74 inch) 7E-4899
3512
225.00 mm
128-6786 0R-6059 0R-3010 7E-3914
(8.858 inch)
222.00 mm 7W-0214,
153-6508 0R-5436 0R-2540
(8.74 inch) 7E-4897
225.00 mm
172-0926 0R-7767 0R-9739 N/A
(8.858 inch)
3516
225.00 mm
448-8940 0R-0788 0R-9737 128-6788
(8.858 inch)
448-8942 225.00 mm
10R-0576 0R-9738 347-0966
506-1982 (8.858 inch)
Table 26
(1)
(2) The crankshaft is ground to 0.635 mm (0.0250 inch) undersize.
This part number is a ground crankshaft with forged counterweights.
Improvements to 3508 and 3512 Crankshafts

The 3508 Engine crankshaft and the 3512 Engine crankshaft have a 225.0 mm (8.86 inch) forged counterweight improving the crankshaft
balance. The cylinder block has also been modified to accept this crankshaft improvement. The serial numbers of the engines that are
affected by this change are shown in Table 26.
Effective Engine Part Numbers for Crankshaft Assemblies
Model 3508 Engines 3512 Engines

Industrial 95-Y759 49-Y537
Industrial Engine (Low Speed) 68-Z755 65-Z688
Marine 96Y-1028 50-Y864
Marine Engine (Low Speed) 69-Z512 66-Z365
Vehicular 97-Y672 51-Y602
Generator Set 23Z-2819 24Z-2939
Generator Set (Low Speed) 70-Z722 67-Z734
Spark Ignited N/A 4K-C144
Locomotive N/A N/A
Generator Set 1Z-F518 3Y-F408
Table 27
Improvements to 3516 Crankshafts

(H) Traditional Counterweight
(J) 3516 Rear Counterweight
The 3516 Engine crankshaft has a new forged counterweight in the number 16 position. The new counterweight is thicker and has shorter
"ears" overhanging the counterweight pad. These changes improve the robustness of the counterweight. All 3516 Engines built after
September 2014are equipped with the improved rear counterweight.
Counterweights
It is recommended that the rear counterweight on machine engines be removed and both surfaces of the joint inspected at every rebuild.
For crankshafts other than those in machine engines, the removal and inspection of the rear counterweight is not required at rebuild.
Upon inspection, if fretting is found, then inspect the other counterweights and counterweight pads on the crankshaft. If fretting is found
and is beyond the acceptable limits, then machine the crankshaft counterweight mounting pad. The machining specifications are found in
the "Counterweight Mounting Pad" section of this document.
Every time the 3500 crankshaft counterweights are removed from the crankshaft both surfaces of the joint must be inspected, new
mounting hardware must be used and a balance check must be performed.
The counterweights are critical for maintaining crankshaft rotational balance within the engine. Anytime the rotational mass of the
crankshaft is altered, including simple replacement of the mounting hardware the crankshaft must be inspected for balance. The balancing
information is found in the "Balancing 3500 Crankshafts" section of this document.
Counterweight Design
Former counterweights were made from plate steel. The former counterweights also had an outside radius of 222.0 mm (8.74 inch).
Current counterweights in all 3500 engines are made from forged steel. Counterweights are available in the 222.0 mm (8.74 inch) outside
radius and in the 225.0 mm (8.86 inch) radius.
All counterweights are replaced with forged steel counterweights when the crankshaft is reconditioned. Cylinder blocks have also been
changed to provide additional clearance for the counterweights with a larger radius.
15/9/2020 SIS 2.0
NOTICE
Crankshaft assemblies with the 225.0 mm (8.86 inch) radius that
listed in Table 26 cannot be used with the former cylinder
blocks. The larger counterweights will contact the block and
possibly cause it to crack.
Inspection and Reusability

No machining is permitted on the mounting surface of the counterweight. If the surface is worn or badly pitted, then the counterweight
cannot be used again and must be replaced.
Numbering the Crankshaft

The number for the position that is stamped on the counterweights will no longer be stamped on the crankshaft. The counterweights are
still numbered. Table 28 shows the number of counterweights per crankshaft and the number sequence for the counterweight that is
associated with each crankshaft.
Numbering on Crankshafts for Counterweights
Number of Cylinders Quantity of Counterweights Numbering for Counterweights

1 to 3
8 6
6 to 8
12 12 1 to 12
16 16 1 to 16
20 20 1 to 20
Table 28

This example is the former sequence for numbering a crankshaft on a typical 3500 Engine crankshaft.

This example is the current numbering sequence on a crankshaft for a typical 3500 Engine crankshaft.
Illustration 249 shows the former numbering sequence. Illustration 250 shows the current numbering sequence. These Illustrations show
that the counterweights are numbered with a "1" at the front end of the crankshaft. The crankshaft is numbered with an "8", "12", "16", or
"20" at the rear end of the crankshaft. The number at the rear end depends on the size of the engine.

This example is the front face of a typical 3500 Engine crankshaft.
The front end of the crankshaft can be identified by the letters "FRT STD" that are stamped on the front face of the crankshaft. Refer to
Illustration 251. The letters "FRT STD" go toward the front of the engine on a standard rotation engine. Standard rotation is
counterclockwise when the engine is viewed from the rear.
15/9/2020 SIS 2.0

This example is the rear face of a typical 3500 Engine crankshaft with the locator pad.
The rear end of the crankshaft can be identified by the two locator pads on the flange at the rear end of the crankshaft. Refer to Illustration
252. The crankshaft sequence number can be found on the rear end of the crankshaft. On older crankshafts, a pair of three-digit numbers
the two locator pads. On typical crankshafts the sequence number can be found on the rear hub between the two locator pads. The rear
end of the crankshaft can also be identified by the letters "FRT REV" that is stamped on the rear face of the crankshaft. An example is
shown in Illustration 252. The letters "FRT REV" go toward the front of the engine in a reverse rotating engine. Reverse rotation is
clockwise when the engine is viewed from the rear of the engine. This means that the rear end of the crankshaft goes toward the front of
the engine in a reverse rotating engine.
Note: The number one counterweight must always be on the "FRT STD" end of the crankshaft. This rule is true whether the "FRT STD"
end of the crankshaft goes toward the front of the engine or rear of the engine. The last counterweight must always go on the "FRT REV"
end of the crankshaft.
Counterweight Mounting Pad

Counterweight mounting pad
(F) Area to measure flatness on counterweight mounting pad.
The counterweight mounting pad on the crankshaft may be resurfaced as needed to remove pitting and to restore proper flatness. Refer to
Illustration 253 for surface texture specifications and area to measure flatness.
Mounting pads with minor amounts of pitting can be used again. The pitting is acceptable if the pitting does not extend beyond the
centerline of the bolt hole.
Burrs or raised material can be removed from the mounting pad by using a 30.0 mm (1.2 inch) wide file. First, remove the dowel, then use
light pressure and remove only the material which prevents the counterweight from making complete contact with the mounting pad.
The mounting pad must be flat across the entire surface to be used again. Measure flatness with a machined straight edge and feeler
gauge across distance (L) as shown in Illustration 253. The mounting pad flatness for 3500 engines must be within 0.038 mm
(0.0015 inch).

Distance from centerline of crankshaft to surface of the mounting pad.
Refer to Illustration 254. Measure distance (G) from the centerline of the crankshaft to the surface of the mounting pad. For Cat 3500
crankshafts the minimum crankshaft mounting pad reuse measurement must be no less than 116.12 mm (4.572 inch).
Note: Remove the minimum amount of material from the mounting pad to eliminate any fretting. Machining the counterweight mounting
pad will alter the distance of the counterweight from the center of the crankshaft and will affect balance. If the mounting pad is machined,
then the crankshaft must be balanced. For further guidance on balancing the crankshaft, refer to the "Balancing 3500 Crankshafts" section
within this document.
3508 Off Highway Truck Engine crankshaft mounting pads must be inspected and, if needed, salvaged before mounting the counterweight.
On certain 3508 crankshafts, the counterweight pad interferes with the counterweight. This interference can cause the counterweight to
crack and become damaged. Inspection of the counterweight and counterweight mounting pad is critical before reuse.
15/9/2020 SIS 2.0

3508 Counterweight Mounting Pad inspection illustrating excess width.
Illustration 255 is an example of a 3508 counterweight pad being inspected using a shop made gauge. Refer to Special Instruction,
REHS9218, "Crankshaft Rework Procedure for Certain 3508 Off-Highway Truck Engines" for further inspection guidance .

Interference marks on 3508 counterweight mounting pad.

Cracked counterweight as a by-product of mounting pad interference.
A visual inspection of the counterweight mounting pad and the counterweight are also good indicators of interference. Refer to Illustrations
256 and 257 for examples of interference damage.
Counterweight Bolts
The 4W-6358 Bolt has been canceled and must not be used. The 4W-6358 Bolt can be identified by the marking “CWT” on top of the bolt.

Measure the counter bore diameter to determine the washer size.
(H) Counter-bore diameter
Before ordering new bolts and washers, first determine the size of the washer. If dimension (H) in Illustration 255 measures 32.5 mm
(1.28 inch), use the 128-4845 Bolt Assembly. If the hole measures 27.0 mm (1.06 inch), then use the 7E-4201 Bolt and the 7E-4725 Hard
Washer combination.
NOTICE
With a thicker flange on the counterweight bolt, there is less
engagement surface for a socket. Use special care when
tightening the counterweight to avoid damage to the socket and
the bolt head.
If one bolt fails, then the counterweight should be removed and both sides of the joint (the counterweight and counterweight pad) carefully
inspected. If both surfaces are acceptable for reuse, then the counterweight should be reinstalled in the same orientation using new bolts
in all three holes.
Whenever a counterweight bolt is removed, the bolt must be replaced with a new bolt.
Balancing 3500 Crankshafts

15/9/2020 SIS 2.0
All 3500 crankshafts leave Caterpillar factories balanced at 3.5 gm or less. Salvage machining operations will alter the rotational mass
unevenly around the axis of rotation and crankshaft unbalance occurs. Crankshaft unbalance produces vibration which can cause
excessive bearing wear, noisy operation, failure of structural parts, and a reduction in overall engine efficiency. Crankshaft balancing is
made dynamically in two planes perpendicular to the rotational axis. Planes J and K in Illustration 257 illustrate the two planes to balance
in 3500 engines.
Proper grinding and polishing the crankshaft has not been shown to alter the crankshaft balance out of factory specifications. If doubt
occurs if the crankshaft should be balanced after machining, then check the balance of the crankshaft. It will be the responsibility of the
individual dealership to acquire balancing equipment or the service of a reputable balancing company.
If any of the following has been performed, then the crankshaft must be inspected for proper crankshaft balance.
Grinding a select number of journal surfaces rather than all the main or all the pin journals.
Replacement of counterweight hardware.
Machining of crankshaft counterweight pad(s).
Replacement of counterweight(s).
For all 3500 engines, dynamic balance specifications are 3.5 gm at 200 RPM.

Typical 3500 crankshaft and counterweight.
Drill as necessary in Zone (A) and Zone (B) so that dynamic unbalance in Planes (J) and (K) does not exceed 3.5 gm.
Hole depth in Zone (A) must not exceed 48 mm (1.89 inch).
A through hole is permitted in Zone (B).
Do not modify an existing balance hole.
Keep balance hole on counterweight front to rear center line.
Use a maximum drill bit size of 31.25 mm (1.25 inch) to drill balancing holes.
Note: If necessary, drill as above in other counterweights. Zone (A) and Zone (B) restrictions apply to all counterweights drilled for
balancing.

Bobweights mounted on each pin are required for balancing the 3508 crankshaft. Refer to the following table for the bobweights for your
specific crankshaft.
Weights of the bobweights for 3508 series crankshafts
Crankshaft Part Number Weight of Bobweight

7E-3912 15.7 kg (34.61 lb)
7E-4899 15.7 kg (34.61 lb)
7W-0210 15.57 kg (34.326 lb)
9Y-3798 15.57 kg (34.326 lb)
152-4994 15.7 kg (34.61 lb)
152-7625 16.3 kg (35.94 lb)
241-0221 16.3 kg (35.94 lb)
Table 29
The 3508 B has counterweights with trimmed ears in the #1, #3, #6, and #8 counterweight locations. The #2 and #7 counterweights do not
have trimmed ears.
If a 3508 B counterweight needs to be replaced, then use a 188-0478 Counterweight and manufacture it to the specifications found in
Illustrations 260 through 263. After trimming, ensure that all cut ears are free of burrs all around.
Note: Balance hole requirements for the 3508B counterweights are the same for all 3500 counterweights as listed in Illustration 259.
15/9/2020 SIS 2.0

3508 Counterweight #1
As seen facing front hub.
(J) 42.2 ± 2 mm (1.66 ± 0.08 inch)
(K) 74 ± 2 mm (2.91 ± 0.08 inch)

(L) 59.5 ± 2 mm (2.34 ± 0.08 inch)
(M) 14.7 ± 2 mm (0.58 ± 0.08 inch)

(P) 39 ± 2 mm (1.54 ± 0.08 inch)
(N) 17.1 ± 2 mm (0.67 ± 0.08 inch)
15/9/2020 SIS 2.0

(Q) 95.9 ± 2 mm (3.78 ± 0.08 inch)
(R) 84.1 ± 2 mm (3.31 ± 0.08 inch)

The 3516 crankshaft has a unique number 16 counterweight. The 448-8941 Counterweight has the ears removed and is a required update
at overhaul on machine engines. The counterweight update is not required on applications other than machine engines.
Use the following specifications for balance hole drilling.

3516 number 16 counterweight.
Drill as necessary in Zone (A) so that dynamic unbalance in Planes (J) and (K) in Illustrations 257 and 261 does not exceed 3.5 gm.
Hole depth in Zone (A) must not exceed 48 mm (1.89 inch).
Do not modify an existing balance hole.
Keep balance hole on counterweight front to rear center line.
Use a maximum drill bit size of 31.25 mm (1.25 inch) to drill balancing holes.
Counterweight Installation and Bolt Torque

There are two procedures for tightening the counterweight bolts. One procedure is for 3508 Engines. The other procedure is for 3512
Engines and 3516 Engines.
NOTICE
Each counterweight has a number and must be installed in the
same position as the corresponding number on the crankshaft
mounting pad. Failure to install the counterweights in the
correct position can damage the crankshaft when the engine is
run.
Make sure that the 7N-2003 Dowels are placed correctly and install the counterweights on the crankshaft according to the following steps.
3508 Engines
1. Single wrench or single spindle bolt sequence by position Outer, Outer, Inner.
2. Before assembly, put 334-0519 Grease on the bolt threads, the shank, the underside of bolt head, and the washer.
3. Tighten all bolts for the counterweights to 200.0 ± 5.0 N·m (150.00 ± 4.00 lb ft).
4. Loosen all bolts in the counterweights.
5. Tighten all bolts in counterweights to 70.0 ± 5.0 N·m (50.00 ± 4.00 lb ft).
6. Turn each bolt for an additional 120.0 ± 5.0 degrees.
3512 Engine and 3516 Engine

1. Single wrench or single spindle bolt sequence by position Outer, Outer, Inner.
2. Before assembly, put 334-0519 Grease on the bolt threads, the shank, the underside of bolt head, and the washer.
3. Tighten all bolts for the counterweights evenly to 70.0 ± 5.0 N·m (50.00 ± 4.00 lb ft).
4. Turn each bolt for an additional 120.0 ± 5.0 degrees.
Crankshaft Salvage Overview

Use the following flows charts to help process the crankshaft from raw core to final product.
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Inspection flow chart

Machining Flow Chart
Preparing to Grind the Crankshaft

Crankshaft Bearings
The crankshaft bearings reveal the health of the bottom end of an engine at time of disassembly. Assessment of the crankshaft bearings is
a critical step in the crankshaft salvage process. This assessment is as important as inspection of the crankshaft. The bearings can reveal
many underlying issues with the crankshaft in particular, but also with the engine as a whole and the conditions in which the engine
operated. Having the physical crankshaft main and rod bearings on hand throughout the crankshaft salvage process will help the decision-
making process go smoothly with justification for the actions taken. If the physical bearings are impossible to retain, then a high-quality
photograph of both the front and back of the bearings should be used.
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Proper bearing analysis can determine crankshaft straightness, journal profile, journal taper, prior rebuild quality, block, and connecting rod
bore condition and operating conditions. Inspect the crankshaft bearings for any potential underlying engine issue.
Equipment
This section will outline the equipment necessary to salvage a Cat crankshaft. The equipment needed to grind or polish the crankshaft
must be inspected prior to any work being done on the crankshaft. Use this section to help identify what equipment is needed and how to
inspect the equipment properly.

Typical example of a crankshaft grinder.
Prepare the equipment for grinding according to the recommendations from the manufacturer. Many machines for grinding are available,
Illustration 267 is an example of one grinding machine. Each model has specific controls and procedures that must be followed to get
acceptable results.
Selecting the correct size of grinding machine is important. Verify that the machine for grinding has the necessary capacity for the
crankshaft that is being ground. To grind the largest Cat crankshaft, the machine for grinding must be able to support a length of 4340 mm
(171 inch) and can support a diameter of 275 mm (11 inch). If the dealership is preparing to grind all models of Cat crankshaft, then the
dealer will need a machine capable of grinding the 3618 crankshaft.
Refer to Table 30 for the approximate lengths of the larger Cat crankshafts.
Note: Table 30 is sorted by approximate length of crankshaft.
Crankshaft Dimensions
Approximate
Sales Model Approximate Length
Diameter(1)
D346
D343 1270 mm 125 mm
3406 (50.0 inch) (5.0 inch)
3408
C27 1285 mm 125 mm
C32 (51.0 inch) (5.0 inch)
1300 mm 125 mm
3412
(51.18 inch) (5.0 inch)
1450 mm 150 mm
D379
(57.0 inch) (6.0 inch)
1462 mm 135 mm
3508
(58.0 inch) (5.3 inch)
1500 mm 135 mm
D348
(59.0 inch) (5.3 inch)
1750 mm 130 mm
D353
(69.0 inch) (5.1 inch)
1880 mm 110 mm
D342
(74.0 inch) (4.3 inch)
1900 mm 135 mm
D349
(75.0 inch) (5.3 inch)
1972 mm 160 mm
3512
(78.0 inch) (6.3 inch)
2000 mm 150 mm
D398
(79.0 inch) (6.0 inch)
2510 mm 160 mm
3516
(99.0 inch) (6.3 inch)
2591 mm 175 mm
D399
(102.0 inch) (6.9 inch)
2921 mm 250 mm
3606
(115.0 inch) (9.8 inch)
3734 mm 250 mm
3608
(147.0 inch) (9.8 inch)
3226 mm 250 mm
3612
(127.0 inch) (9.8 inch)
4140 mm 250 mm
3616
(163.0 inch) (9.8 inch)
4340 mm 275 mm
3618
(171.0 inch) (10.8 inch)
Table 30
(1)
Diameters listed are rounded up and not reuse specifications.
Equip the machine for grinding with the following items:
Double groove chucks
Splash Guards
Ample cooling flow
Dressing attachment
Attachment for continuous measurement (Arnold Gauge)
Polisher
Various sizes of grinding wheels
Manufacturers of Grinding Machines

There are many manufacturers of grinding equipment that are around today. Several manufacturers are listed below.
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AZ Machine Tools
Viale dell'elettronica 20
Thiene (Vicenza)
36016, Italy
www.azspa.it
Telephone +39 0445 575543
Fax +39 0445 575756
Berco S.p.A
Via 1° Maggio, 237
44034 Copparo (Ferrara)
Italy
http://www.berco.com
Telephone +39 0532 864111
Fax +39 0532 864259
A brief search on the Internet will find several companies that sell used equipment. The web site below contains information on used
equipment.
MachineTools.com Inc.
5720 W Maple Road
West Bloomfield, MI
48322 U.S.A.
www.machinetools.com
Telephone 785-965-2659
Grinding Machine Inspection

Periodically the grinder must be inspected for accuracy. The following items must be checked at least annually, although the frequency of
inspection can increase with increased usage. A grinder that is used daily should be inspected for accuracy at least monthly. Make note of
all measurements and provide the list to the repair technician. Discrepancies must be resolved by a qualified millwright or machine repair
technician.
1. Inspect the faceplate.

Remove the chucks and inspect faceplate runout. No more than 0.025 mm (0.001 inch) of runout is acceptable.
2. Inspect the chucks.

Attach the chucks and inspect for centering. Chuck a machined test bar with at least 8" extending past the chuck. Measure the
runout, runout must be within 0.003 mm (0.00012 inch) next to the chuck and within 0.005 mm (0.00020 inch) at the far end of the
bar. Repeat this procedure for both chucks. If the runout is more than specified, then new chucks may be needed. Seek advice from
a machine repair expert.
3. Inspect the table for wear.

Attach a dial indicator to a part of the machine that can travel side to side such as the grinding wheel, wheel spindle housing, or front
gearbox. Place the indicator such that the tip will travel from the worn portion of the table to the unworn portion of the table. Check
the top, back, and front of the table.
4. Inspect for tail stock wear.

Move the tail stock to an unworn portion of the table. Set a dial indicator against the chuck. Tighten only one of the bolts. Zero the
indicator. Loosen the tight bolt and tighten the other hold down bolt. If the chuck moves the indicator at all, then there is wear. The
wear must be corrected before any other measurements are taken. Seek advice from a machine repair expert.
5. Inspect the machine for taper.

If there is any movement recorded from Step 4, then the taper must be corrected before proceeding. This step involves inspecting for
tapered wear on the ends of the table of the machine.
a. Clamp the test bars into the chucks.
b. Use a dial indicator to zero the bars as close to the chucks as possible. Mark the location on the bars where the measurement
was taken.
c. Use a C-clamp, a dial indicator, magnetic base, and tongue depressors as protection and attach the dial indicator to the
grinding wheel. Use the tongue depressors as clamping pads between the magnetic base and grinding wheel, the c-clamp and
the magnetic base, and the c-clamp and the grinding wheel.
d. With dial indicator clamped to the grinding wheel, move the grinding wheel toward the head stock. Bring the indicator tip to
where the tip was zeroed in Step 5b. Find the high point of the test bar and adjust the indicator to zero.
e. Slightly rotate the grinding wheel to clear the indicator of the test bar. Move the indicator to the tail stock test bar where the
indicator was zeroed in Step 5b. Find the high spot by slowly moving the indicator to find the high spot. The indicator should
read zero.
f. If the indicator does not read zero, then the tail stock taper adjustment must be moved until a zero reading is obtained.
g. Complete Step 5a through Step 5f until the taper is removed.
6. Inspect the machine alignment.

This inspection is to ensure the center of the head stock and tail stock bearings are aligned.
a. Chuck a section of bar stock at least as long as the crankshaft to be ground.
b. Measure runout at both ends to ensure bar stock is centered on both the head stock and the tail stock.
c. Manually grind an equal amount off each end of the bar stock.
d. Inspect the diameter of the ground section. The diameters should be equal. If the diameters are not equal, then the machine is
not aligned. The machine needs adjustment from a qualified machine repair technician.
Steady Rests
Proper steady rest size and placement are critical to a successful crankshaft grind. The steady rest should support the crankshaft from
underneath at a negative 10° to 15° angle away from the grinding wheel. The steady rest should also support the crankshaft on the
opposite side of the grinding wheel. The forces on the crankshaft during the grinding process can introduce errors if proper machine setup
is ignored.
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Improper steady rest setup.
The steady rest shown in Illustration 268 is an improper setup. The lower support of the steady rest is not supporting the lower portion of
the crankshaft. As the grinder applies pressure, the grinder will cause the crankshaft to move or "roll" out of the steady rest support.

Proper steady rest setup
(1) Grinder Wheel
(2) Crankshaft
(3) Steady Rest
(A) Angle of support (10° to 15° from vertical)
The steady rest in Illustration 269 shows a proper steady rest setup. The steady rest is supporting the crankshaft from below and is within
Angle (A) of vertical. Ensuring that the steady rest is supporting at a positive angle will help force the crankshaft into the steady rests for
support . If the dealership will grind various crankshafts, then an adjustable steady rest would be recommended to accommodate the
variety of crankshaft sizes.
Grinding Wheels
Caterpillar prefers using a Norton 4728-1994 aluminum oxide grinding wheel. The Norton wheel is what Caterpillar uses to manufacture
the crankshaft and have had superior results. Aluminum oxide wheels have been found to yield the best results when grinding Cat
crankshafts.
Check with the manufacturer of the grinding wheel to verify that the grinding wheel is of the correct size, grade, and grit for the job.
Caterpillar approves grinding wheels made of aluminum oxide, ceramic, SolGel, and CBN.
Determine the grinding wheel size from the width of the crankshaft journal. The widths of the different journals are found in the applicable
Reuse and Salvage Guideline, "Specifications for Crankshafts" manual found in the "Service Letters and Technical Information Bulletins"
section of this document.
The best practice is to use a grinding wheel slightly wider than the bearing width and can grind an entire journal with one plunge. A
grinding wheel with the capability of grinding the complete journal with one plunge will provide a better journal profile. A better profile of the
journal will increase the life of the bearings.
Procedure to Inspect the Grinding Wheel

Inspect the grinding wheel for cracks before mounting on the grinder. To inspect the grinding wheel for cracks, hang the grinding wheel
from a hook so all sides of the grinding wheel can be easily seen. Use a nonmetallic object such a hammer handle or a screwdriver
handle, tap the grinding wheel lightly in several locations a few inches from the perimeter. A grinding wheel that has no defects will give a
distinct ring sound. A grinding wheel that has defects will give the sound of a dull thump when tapped.
Never use a grinding wheel that has any type of defect. Do not use a grinding wheel that gives the sound of a dull thump.
Verify that the grinding wheel has been balanced.
Procedure to Dress the Grinding Wheel

While you are dressing the grinding wheel, consider the following factors.
Sharp diamond
RPM
Feed rate of the diamond
Depth of cut
Frequency of grinding wheel dressings can vary and is not an exact interval. Numerous factors will affect how often the grinding wheel will
need to be dressed. Some factors include:
Grinding wheel hardness and diameter
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Crankshaft journal diameter
Operator experience and feed rates
Note: For example: consider two crankshafts with 0.025 mm (0.0010 inch) material that is left and the same width of the journal. The
journal with the larger diameter will load up a grinding wheel faster than a journal with a smaller diameter. The grinding wheel will begin to
chatter and the wheel will burn the crankshaft after loading up with steel particles.
The use of a sharp diamond is necessary for all types of dressing applications. Keep the rpm of the grinding wheel consistent during
dressing and grinding. See the recommendations from the manufacturer for the type of grinding wheel that is used.
The type of grinding determines the feed rate that the diamond dresses the grinding wheel. If heavy stock needs to be removed from the
crankshaft, then move the diamond across the grinding wheel faster. Dressing the grinding wheel fast will give the grinding wheel a
rougher texture. The rough texture will cause the grinding wheel to load up at a slower rate.

Grinding wheel face being dressed.

Side of grinding wheel being dressed.
Move the diamond across the grinding wheel at a slower rate when you are making the final pass to make a smooth surface texture. The
smooth surface texture makes long term grinding difficult because the grinding wheel will load up too fast. Marks from chatter and burning
will result on the crankshaft from a loaded grinding wheel. When the grinding wheel gets loaded with material, then use a carbide stick
between dressings.
When removing material from the grinding wheel, the wheel must be dressed in a two-step process. The two steps that follow will yield a
superior texture on the grinding wheel.
Note: Always run coolant during the process of dressing the grinding wheel. If coolant is not used, then the diamond will heat up rapidly
and damage the wheel. Coolant flow in Illustration 271 is shut off for photographic purposes.
1. Perform two rough passes removing 0.0508 mm (0.002 inch) on each pass.
2. Perform one final pass removing 0.0254 mm (0.001 inch) of material.
3. Dress the side of the wheel and corner radius after the cutting face of the wheel has been dressed. This dressing will help blend the
face profile into the side of the wheel.
Between diamond dressings, a carbide stick can be used to clean the cutting face.
The side of the grinding wheel must be dressed periodically. Keep the grinding wheel dressed so the perimeter is flat and blends into the
fillet smoothly. Refer to Illustrations 271,272, and 273 for examples of dressing a grinding wheel. If the grinding wheel is not dressed
properly, the grinding wheel may grind a step into the fillet on the crankshaft journal. Any step that is left on the crankshaft journal will
cause a stress riser in the crankshaft.

Checking the profile of a grinding wheel.
After dressing the grinding wheel, the profile and fillet radius of the wheel can be easily checked with a tongue depressor. Refer to
Illustration 274 for an example of radius inspection. Keep your fingers clear of the wheel, and gently press the side of the tongue depressor
into the grinding wheel. The wheel will grind away a negative impression into the tongue depressor.
https://sis2.cat.com/#/detail?tab=3&ieSystemControlNumber=SEBP63780050&componentId=00000084&serialNumber=b9300184&infoType=43&serviceMediaNumber=SEBF8042&serviceIeSystemControlNumb… 100/119
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Inspecting the crankshaft grinding wheel radius.
Using a radius inspection gauge tool, check the impression to ensure that the wheel is dressed properly. Adjust the wheel as needed.
When the wheel is adequately dressed, then the wheel will be ready for grinding.
The depth of the cut will be a factor when the surface texture of the wheel is being determined. The depth of approximately 0.127 mm
(0.0050 inch) is recommended when a rough surface texture is necessary. The depth of approximately 0.025 mm (0.0010 inch) is
recommended when texture grinding is necessary.
Balance the Grinding Wheel

After dressing the grinding wheel, then the wheel must be balanced. If the grinding wheel is out of balance, then the loping or throwing
effect of the wheel can cause a situation for uneven grinding to occur. As the grinding wheel spins at a high rate of speed, the imbalance
can cause the wheel to "throw" itself into the crankshaft taking a deeper cut in that area than the operator intended. As the grinding
process continues, this situation will progressively get worse and create an out of round journal.
The supplier of the grinding wheel will provide you with more details about the grinding wheel and with information about mounting,
balancing, and tightening the grinding wheel.
Coolant
The type and the quantity of the coolant that is used is crucial to the grinding process. Some key features of the coolant are listed below:
Daily skimming of sludge and oil
Daily concentration inspection
Proper flow of coolant across the crankshaft during grinding, the grinding wheel, and steady rest
Periodic replacement of the coolant

Inadequate coolant flow. Coolant is not free flowing across the entire width of the grinder wheel.

Adequate coolant flow
Whenever the grinding wheel is in contact with the diamond or the crankshaft, a constant flow of coolant must be supplied. Failure to keep
an adequate flow of clean coolant when grinding the crankshaft can introduce grinder burn and potentially ruin a reusable crankshaft.
Illustrations 276 and 277 demonstrate two extremes in coolant flow volume.
The coolant has many functions. The coolant keeps the diamond, the grinding wheel, and the crankshaft from becoming overheated. The
coolant also cleans the process by carrying away the steel from the crankshaft and residue from the grinding wheel as the wheel breaks
down.
Follow the recommendations of the machine manufacturer for the proper type of coolant and the proper concentration.
Measuring Instruments
Proper crankshaft salvage will require various measuring instruments. Crankshaft salvage requires at least:
Accurate and stable inspection bench.
Diameter and profile measurement tooling. Air gauges are recommended.
Surface texture analyzer.
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Hardness tester. Ultrasonic testers are preferred.
Dial indicators and tips for measuring diameter and runout.
The use of an accurate in-process grinding gage or "Arnold" gage is critical to a successful grind. The dial indicator on the grinding
gauge must be accurate and at a scale of 0.01270 mm (0.0005 inch).

Typical Air Gauge and calibration blocks used for crankshaft measurement.
Before, during, and after crankshaft salvage the crankshaft journals must be measured and inspected continuously. This constant
measuring is necessary to ensure that small deviations do not ruin a crankshaft.
Caterpillar prefers the use of an air gauge for all critical measurements such as journal diameter and profile. A properly calibrated air
gauge is the most accurate measuring instrument that is readily available for the journal diameters. With multiple air rings combined on
one head, an air gauge can provide accurate measurements of diameter, profile, and roundness in one measurement. Refer to Illustration
278 for an example of an air gauge and calibration blocks. If an air gauge cannot be obtained, then the use of snap gauges is acceptable.
A snap gauge is an acceptable method for measuring the diameters of the journals. The use of a snap gauge is an efficient method of
measuring the diameters of the journals. A snap gauge is better than a micrometer because the percent for human error has been greatly
reduced. A snap gauge can measure diameter accurately and repeatedly, but journal profile is difficult and time consuming to measure
with a snap gauge.
The final choice for measuring the diameters of the journals if neither air nor snap gauges are available, is using a micrometer. The
micrometer must be calibrated correctly by using the gauge that generally comes with the micrometer. The same feel that is used to
calibrate the micrometer to the gauge should be used to measure the crankshaft. Each person that uses the micrometer may have a
different feel and may not achieve the same reading making the micrometer the least reliable method. Micrometers are difficult to measure
diameter and journal profile repeatedly.
Complete the entire inspection form with the measurements found, and keep the form with the crankshaft during the process of
reconditioning.
Note: Any instrument that is used to measure the diameters of the journals should be kept at the same temperature as the crankshaft. The
tools and the crankshaft will stay the same temperature in a climate-controlled room. The gauge blocks must be the same temperature as
the crankshaft to have an accurate reading.
A surface texture analyzer is necessary to check the surface texture of the journals. For the proper specifications on the surface texture
that is required after polishing.
Use a Non-Destructive hardness tester such as an Equotip tool or ultrasonic tester to check the hardness of the crankshaft journals without
damaging the crankshaft.
A dial indicator should be used to check for Total Indicator Runout (TIR). Check the crankshaft before any grinding. If the crankshaft has
any TIR, determine the cause of the TIR. The cause could be any of the following reasons:
Incorrect clamping in the chuck
Debris in the centers
Bent crankshaft
The list below contains manufacturers that make measuring tools. These manufacturers have on-line catalogs.
Air Gauge Manufacturers

Mahr Federal
http://www.mahr.com
1144 Eddy Street
Providence, RI 02905
(800) 343-2050
Snap Gauge and Micrometer Manufacturers

Mitutoyo America Corporation
www.mitutoyo.com
All contact information is on the internet.
Brown & Sharpe

250 Circuit Drive
North Kingstown, RI 02852
www.brownandsharpe.com
800 343-7933
Starrett
121 Crescent Street
Athol, MA 01331 U.S.A.
www.starrett.com
978 249-3551
Accessories for Grinding Machines

Grinding Wheels
Norton Company
www.nortonabrasives.com/
All contact information is on the internet.
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Tyrolit
Swarovskistrasse 8
6130 Schwaz, Austria
+43 52426060
Coolant
Cimcool Global Indstrial Fluids

Milacron Marketing Co.
3000 Disney St.
Cincinnati, Oh. 45209
www.cimcool.com/
Fax 800-205-3293
Chemtool Inc.
8200 Ridgefield Road
Crystal Lake, Illinois 60039
www.chemtool.com/
Cleaning
Prior to anything else performed on the crankshaft, the crankshaft must be cleaned thoroughly. Remove and discard all the oil plugs,
ensure that all passages are cleaned, and any varnish is removed from the journals. Some journals will have oil oxidation that will not be
removed with chemical cleaning. These journals will need at least a light polish to clean them.
If the crankshaft has removable counterweights and the counterweights are to be reused, then be sure to mark the counterweights for
proper location and orientation before removal. The counterweights must be placed in the same location and orientation at reassembly. If
the counterweight is to be reused, then the counterweight must be reassembled in the same orientation and location on the crankshaft
from which it was removed. Proper reassembly is critical to maintain crankshaft balance. Refer to Reuse and Salvage Guidelines,
SEBF8187, "Standardized Parts Marking Procedures" for information on marking engine parts.
During overhaul the counterweight bolts must be replaced. The torque tightening sequence varies by crankshaft model.
The crankshaft must be cleaned using a continuously filtered solvent. Mineral spirits are recommended.
All dirt, oil, and debris must be removed from the crankshaft. Flush the oil passes with solvent to ensure that the passages are free of
any contaminants.
A wire brush can be used to clean the bolt holes.
A nylon brush must be used on the oil holes. A wire brush will damage the area around the oil passages.
A cone sander can be used to polish the center holes on the crankshaft ends.
The crankshaft must be clean enough to meet the ISO 16/13 specifications for cleanliness. After cleaning, rotate crankshaft 360° and
use shop air to remove all solvent from the oil holes.
Repeat the cleaning procedure as many times as necessary until cleanliness level meets the ISO 16/13 specification.
Crankshaft Inspection
This section will outline the process of inspecting Cat crankshafts. The crankshaft must be inspected visually and measured for reuse
specifications, before any salvage machining is performed. The inspection will identify if the crankshaft can be reused, salvaged, or
discarded. The intent of a pre-salvage inspection is to identify anything that would prevent the crankshaft from being reused or salvaged.
Record your inspection findings on a standard form for inspecting crankshafts. There is a form found in Special Instruction, SEHS7949,
"Crankshaft Inspection Form" which will aid in this recording process. However, any other suitable documentation is acceptable to
document a crankshaft is inspection. Use the flow charts found within the "Crankshaft Salvage Overview" section of this document for an
efficient inspection process.

Crankshaft supported by two 5P-8637 Supports.
1. Support the crankshaft.

If the centers will be used to support the crankshaft, inspect the centers. Verify that the centers are clean and free of all nicks or
burrs. The centers may require polishing using an appropriate cone polisher.
Place the clean crankshaft in two 5P-8637 Supports or other suitable crankshaft supports. Refer to Illustration 279.
2. Perform a visual inspection for excessive wear or heat-related damage.

Perform a visual inspection of the crankshaft.
3. Inspect the journals.

Perform a quick inspection on the crankshaft journals to determine if the crankshaft can be salvaged.
a. Use a profilometer to measure any defects in the journal surface. The intent is to determine if the crankshaft can be salvaged. If
the scratches are too deep for grinding or polishing to salvage, then discard the crankshaft. If the crankshaft can be salvaged,
then determine if the crankshaft needs to be ground, polished, or both.
b. Use a snap gauge or micrometer with a graduation of at least 0.001 mm (0.00004 inch) and measure the diameter of the
crankshaft journal diameter. This measurement does not need to be highly precise, but to determine if there is enough material
remaining to salvage the crankshaft. If there is not enough material in the diameter for salvage operations, then the crankshaft
must be discarded. To find the journal diameter specifications of the crankshaft being inspected.
4. Measure the crankshaft for straightness.
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Inspect the crankshaft for any bend by measuring Total Indicator Runout (TIR).
Note: A crankshaft that requires straightening must be straightened before grinding. A bent crankshaft cannot be ground straight. If a
bent crankshaft is ground, then the stroke of the crankshaft will be altered. If the stroke of the crankshaft has been changed, then the
process of combustion will be altered and therefore should not be reused.
5. Salvage machine the Crankshaft

If the crankshaft is determined that it needs to be salvaged and that the crankshaft can be salvaged, then proceed to salvage the
crankshaft. Refer to the section "Procedure to Grind the Crankshaft" within this document for further guidance on grinding the
crankshaft.
Procedure to Grind the Crankshaft

This section will outline the process necessary to grind aCat crankshafts. Grinding a crankshaft requires extreme accuracy. Most failures
that occur after grinding the crankshaft are due to improper grinding procedures or improper inspection procedures. Only properly trained
personnel are allowed to grind Cat crankshafts. Personnel must be trained properly in the following areas before grinding a crankshaft:
Applied Failure Analysis
Proper use of measuring tools, inspection tools, and gauges
Proper use of the grinder
Troubleshooting procedures
NOTICE
Most crankshafts can be returned to service without any
salvage machining or with polishing only. Use visual Inspection
and magnetic particle inspection to help determine what level of
salvage work is required. If in doubt, then polish and inspect
first.
The steps that follow reflect the procedures found in Illustrations 265 and 266. Before starting the grinding process, verify that the machine
is properly warmed up. The spindle for the grinding wheel should be allowed to run for at least 15 minutes before dressing the grinding
wheel. This procedure will ensure that the bearings are warmed up. A new grinding wheel must be dressed at least five times before the
first run to ensure that the grinding wheel is clean. If steady rests are to be used, cycle the steady rest at least ten times to ensure proper
setup. Ensure that the coolant is continuously flowing during setup.
Stop the grinding process if the grinding wheel begins to chatter or begins to burn the crankshaft. Determine the cause of the defect before
continuing to grind.
1. Inspect the crankshaft.

Perform the visual, magnetic particle, and diameter inspection procedures found in the "Crankshaft Inspection" section of this
document.
2. Gather tools and specifications.

Gather all the necessary tooling required to measure the critical dimensions on the crankshaft and note the critical dimensions for the
crankshaft to be ground.
3. Prepare the grinding wheel.

Verify that the correct grinding wheel is properly dressed, balanced, and mounted on the grinder. Refer to the section "Grinding
Wheels". Verify that the diameter of the grinding wheel is large enough to prevent the sidewalls of the crankshaft from contacting any
part of the grinder. Always dress the grinding wheel before you start to grind a crankshaft.
For best results, use a grinding wheel that is slightly wider than the journal. If the grinding wheel is narrower than the journal, then
refer to the section "Double Plunge Grinding" within this document for further guidance.

Making adjustments to ensure that chucks are centered.
4. Prepare and load the crankshaft. Ensure the rotation of the crankshaft on the grinder is opposite of the direction that the
crankshaft rotates inside the engine.
Note: Inspect the grinder. If the crankshaft is mounted with a chuck, then verify that the jaws of the chuck are free of dirt and debris.
If the crankshaft is mounted with the centers, then verify that the crankshaft and grinder centers are free from dirt and debris.
a. Verify that the crankshaft seals and counterweights (if equipped) have been removed.
b. Load the crankshaft into the grinder. Secure the crankshaft to the grinder according to the instructions from the manufacturer.
The rotation of the crankshaft should be opposite of the direction that the crankshaft would rotate if inside the engine, and
opposite of the grinding wheel.
5. Check the alignment of the crankshaft.
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After chucking the crankshaft, use a dial indicator on a stand and check the runout on both ends of the crankshaft to ensure proper
alignment. This check is to ensure that the crankshaft is centered in the grinder and a taper is not ground into the crankshaft.

Steady rest installed to the side of the oil hole.
6. Install steady rests if needed. Do not install the steady rest on top of an oil hole.
7. Check the total indicator runout (TIR) on every journal on the crankshaft.
Use a stand with a dial indicator and make the proper adjustments to eliminate the runout. Some crankshafts will require the use of a
steady rest to remove the runout.
8. Grind the journal.

Grind the main journals first, then the rod journals. When grinding try to stay on the large end of the specification diameter. This
practice will ensure that adequate material remains for the polishing process.
a. If the machine has been idle for more than 4 hours or the grinding wheel has been changed, follow the recommended warmup
procedure.
b. Ensure that coolant flow is constantly flowing and the flow of coolant is at least as wide as the wheel.
c. Set the grinder to spin the crankshaft as close to 15 RPM as possible.
d. Inspect the journal diameter often with the in-process grinding gage or "Arnold" gage using an accurate 0.01270 mm
(0.0005 inch) dial indicator.
e. Begin every grind on the middle journals and work toward the end journals of the crankshaft.
Once center steady rest is installed and journal is ground true, do not move or adjust the center steady rest.
When grinding only remove approximately 0.05588 mm (0.0022 inch) of material with each cut. Grind the journal to
approximately 0.025 mm (0.0010 inch) to 0.05 mm (0.002 inch) larger than the textured size to allow for polishing. After every
plunge, allow the grinder to spark out 30 to 45 seconds.
Note: The size of the journal may vary each time you measure the journal if you do not allow the grinder to spark out every time
at the end of every plunge. Allowing the grinding wheel to dwell on the journal without any pressure for 30 - 45 seconds will
minimize any potential machining defects.

Air gauge inspecting journals in a Caterpillar production facility.
(1) Air gauge head
(2) Minimum and Maximum specifications (precalibrated)
(3) Graphical display of journal profile.
f. Inspect every journal for diameter, profile, and lobing immediately after grinding.
Incorporating an inspection step between grinding journals will catch any potential issues with the grinding machine, wheel, or
operator before any further damage to the crankshaft. The use of an air gauge makes this procedure faster, easier, and
portrays more information than any other measuring equipment. An air gauge instantly measures the crankshaft diameter in
multiple locations simultaneously. The air gauge shown in Illustration 283 is taking five diameter measurements simultaneously.
Since these measurements are all taken in a straight line across the journal, the display also shows the profile of the journal.
The read out portrays if the journal diameter is within specification and the profile of the grind with one quick reading. If the
profile was out of specification, then it would cause reason to redress the grinding wheel.
Measure every journal for roundness and profile This inspection step is critical to identify any potential mistakes before the
mistakes can cause further damage. The use of air gauges minimizes the time spent and maximizes accuracy on this
inspection step.
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Typical example of small fillet dip after grinding.

Typical example of inspecting the fillet area. Note the lighted areas around the fillet gauge. This is due to the small dips that were ground in and are
acceptable.
g. Inspect the journal fillet area.

Inspect the profile of the fillet radius with a radius gauge and flashlight. A small dip is permissible on the crankshaft at the
junction of the fillet and bearing journal surface. Illustration 284 is a good example of where dips are acceptable. The area may
have a different surface texture that is caused by a grinding wheel that has broken down faster. This rough area is acceptable
only in the bottom 20 percent of the fillet. Illustration 285 shows the inspection of a good journal profile. Any dips must be
blended smoothly, there must not be any rough edges.
9. Redress the grinding wheel after main journals are ground and before work begins on the rods. Between dressings if the grinding
wheel shows signs of clogging, then use a carbide stick to clear the metal deposits.
10. Complete the Steps 8a through Step 8g in the above procedure for the remainder of the journals. For more information about the
undersize bearings that are available for your engine.
11. After grinding is complete, the crankshaft must be inspected, oil hole salvaged, cleaned, polished, final inspection, and potentially
balanced. Refer to the appropriate sections as necessary within this document for further guidance.
Double Plunge Grinding

Using a grinding wheel that is the same width as the journal will produce the best possible results. If necessary, then using a double plunge
grind method can be a successful alternative. The double plunge method involves a shallow plunge cut on one side of the journal, moving
to the other side of the journal and making a deeper plunge cut and finally sweeping across the whole width of the journal.

First plunge in a double plunge method.
(1) Grinding Wheel
(2) Crankshaft Journal
1. Make initial shallow cut.

The first cut will be a shallow plunge on one side of the journal. Do not go to the full grind depth, but leave enough material to sweep
off later.

Second cut in a double plunge method.
(1) Grinding Wheel
2. Make second cut.

Raise the wheel and traverse to the other side of the journal and make a full depth plunge. Allow the grinder to spark out after plunge
is complete.

Grinding wheel sweep in a double plunge method.
(1) Grinding Wheel
3. Sweep across journal.

Do not raise or lower depth of grinding wheel. Slowly sweep the grinder into first cut material. This sweep will create a seamless
blending of the two cuts. Remove the grinding wheel only after the sweep is complete.
Post Grinding Inspection

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After grinding, the crankshaft must be visually inspected and magnetic particle inspected. The steps that follow reflect the procedure found
in Illustration 266.
1. Visual inspection for grinder damage.

When performing a visual inspection on the crankshaft look for any potential damage induced by grinding. Inspect the journals and
fillet areas for signs of chatter, burn marks, or excessive heat.
2. Perform Magnetic Particle Inspection

After the crankshaft has been ground but before the polishing procedure, inspect the crankshaft using the magnetic particle
inspection. Occasionally the grinding process can reveal or even cause an unseen defect to appear and they must be discovered
before further machining is performed. This inspection will show any cracks or damage that was not visible prior to grinding.
3. Oil hole salvage

Inspect the oil holes. Use a bore scope to ensure that there is no debris or burrs inside the oil holes. Inspect all the oil hole chamfers.
If the crankshaft was ground undersized, then the oil holes will need to be chamfered. If the oil hole chamfers need salvaging, stop
and perform that process now. Refer to the section "Oil Hole Salvage" in this document for further guidance.
4. Clean Crankshaft
5. Perform a hardness inspection.
6. Polish Crankshaft
Refer to "Polish After Grinding"
7. Take final crankshaft measurement specifications.
8. Clean the crankshaft
9. Use or store the crankshaft.
Oil Hole Salvage

Before grinding, it is important to inspect the oil holes of the crankshaft. Inspect the oil hole chamfer to ensure that there are no sharp
edges.
After grinding, use a bore scope to inspect all the oil passages. Debris and burrs found within the oil hole can be removed with a small ball
hone. Refer to the Section "Procedure to Clean Oil Passages" within this document for additional guidance.
Oil Chamfer Salvage

If the crankshaft will be ground under size or if during inspection it is found that the oil hole has sharp edges, then the oil hole will need to
be chamfered and then de-burred.

Oil hole with sharp edges.
If the oil hole chamfer has been removed or will likely be removed during grinding, then it can be replaced using adequate tooling. A steel
chamfer drill bit with lubricant is recommended for oil hole salvage. While cutting the chamfer, it is important the cutting tool used is kept in
a straight line with the angle of the oil hole. The holes on the pin journals are at an angle and not tangent to the journal as the main
journals are.
Procedure to Clean Oil Passages

Debris found in oil hole.
Use the correct brush with a solvent to clean the oil passages. Refer to Illustration 291. Refer to section "Manufacturers of Grinding
Machines" and Table 3 for the correct diameter of the brush to be used.
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Use the correct nylon brush to clean the oil passages thoroughly.
NOTICE
Install the brush on a variable speed drill. Operate the drill at
300 rpm. Never operate the drill unless the brush is inside the
oil passage.
It is important for the oil passages to be thoroughly cleaned. If debris should remain in the passage ways, then the debris will eventually
workits way out in the salvage process or when it is installed in the engine. When the debris comes out, it could ruin the surface texture
when machining or ruin the engine should it run with dirty oil passages. The brush must go all the way to the end of each oil hole. The oil
holes must be cleaned from every possible angle to ensure that the oil holes are cleaned correctly. The oil holes must be cleaned from
both the rod journal and the main journal ends. Also, the oil holes must be cleaned through the holes that lighten the crankshaft or the plug
end of the oil holes. To make sure that oil passages are kept free of debris, flush all passages with solvent during the procedure to clean oil
passages. After the oil passages are thoroughly cleaned, use an air hose and rotate the crankshaft as needed to remove the remainder of
the solvent.
Procedure to Polish the Crankshaft

Note: If shot peening is to be performed, then the shot peening must be done after grinding but before polishing. Check the dimensions of
the radii before starting any shot peening. The crankshaft must meet all specifications.
Use caution not to polish the crankshaft excessively. A mirror like texture after polishing is not desirable. A dull matte sheen that meets the
surface texture requirements is preferred. Polishing the crankshaft should not remove any substantial amount of material. Polishing the
crankshaft should only return the crankshaft to the correct surface texture. If proper polishing techniques are not applied, the surface
texture and profile of the journals can be damaged.
The media coarseness that is to be used will vary from dealership to dealership by availability. In every case it is always a better idea to
start with a higher grit media. Some experimentation will have to be performed at the dealership. There is a large variability in polishing
equipment, media, and operator technique that will have a direct result on the texture. Some experimentation in media coarseness, time on
the journals, and lubrication may be required to achieve the correct surface texture.
The quality of the texture on the crankshaft will directly affect the amount of wear that a bearing will have. A good surface texture will
prolong the life of the main bearings, piston bearings, crankshaft, and engine.
Note: During rotation, move the polishing belt slowly and evenly across the journal surface into the fillets.
NOTICE
Do not attempt to alter surface profile, taper, or diameter when
polishing. Polishing the crankshaft should only return the
crankshaft to the correct surface texture. The goal of any
polishing technique is to achieve the correct journal surface
texture by polishing the least amount of time and removing the
least amount of material.
Polishing Media
Polish Only
For instructions on how to perform the polishing procedure refer to the "Steps to Polish the Crankshaft Without Grinding"section found
within this document.
Most crankshafts that need machine work will only need a light polishing without grinding. When polishing crankshafts it is critical to meet
the correct surface texture with the least amount of polishing as possible. Visual inspection and magnetic particle inspection to help
determine if the crankshaft in question can be reused as is, need only a polish, or grinding and polishing. If doubt remains, then contact
your Cat dealer Service Representative or the Dealer Service Network for further assistance.
Normally, a polish only salvage can use a finer media than in a grind and polish situation. The intent of a polish only is to remove any small
surface imperfections, discoloration, and achieve an acceptable surface texture. It is imperative not to introduce any additional risks that
can come from over polishing.
In a polish only situation, use only the following grit media to lightly clean up the journal surfaces :
Part Number Description

1" X 72" U243 X 16 (P1200)
516-4613
Polishing Belt
1" X 72" U245 X 16 (P2400)
516-4615
Polishing Belt
55.5 mm X 1828.8 mm U243 X 16 (P1200)
516-4616
Polishing Belt
115 mm X 1828.8 mm U243 X 16 (P1200)
516-4617
Polishing Belt
121.5 mm X 1828.8 mm U243 X 16 (P1200)
516-4618
Polishing Belt
55.5 mm X 1828.8 mm U254 X 5 (P2400)
516-4619
Polishing Belt
115 mm X 1828.8 mm U254 X 5 (P2400)
516-4620
Polishing Belt
121.5 mm X 1828.8 mm U254 X 5 (P2400)
516-4621
Polishing Belt
Table 31
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Polish After Grinding

If the crankshaft was ground prior to polishing, then it may be necessary to use a coarser media and progress to a finer media. If the
crankshaft only needs a polishing to remove superficial journal imperfections, then attempt to use a finer media first. When in doubt, start
with a finer grit and go coarser if necessary. Caterpillar uses micron media because that media has the tightest tolerances for range of
grain sizes on that media. This tight tolerance means the micron paper will provide a more consistent surface texture than any other
media.
50 micron media on first pass and 20 micron media on second pass using a liquid lubricant.
P320 grit media on first pass and P800 grit media on second pass using a liquid lubricant.
Oil Hole Washout

Graphical representation of oil hole washout.
A condition known as oil hole washout is a primary danger when polishing a crankshaft. Oil hole washout is difficult to measure and
impossible to see. Oil Hole Washout is created by over polishing the crankshaft. Figure 292 is a visual aid to understand the danger of
over polishing. When measured on the trailing edge of the oil hole, it should not measure more than 0.005 mm (0.00020 inch) deep.
Excessive polishing is the primary cause of an oil washout and leads to bearing and crankshaft failure. As the polishing media passes over
the oil hole, the media is pulled into the oil hole and removes extra material from the trailing edge of the oil hole. When too much material
is removed from one side of the oil hole, it changes the dynamic of oil flow. Excessive oil will then pass through one side of the oil hole,
and wash out of the bearings. This condition will lead to loss of oil lift on the bearings, causing the crankshaft to ride directly on the
bearing. When the crankshaft rides on the bearings, heat will be generated and a bearing failure will happen.
Polishing Equipment
For more consistent results, Caterpillar recommends using a polisher that is adequate to polish the entire journal width. Superior results
can be achieved using a mounted, counter-weight polisher or a clamped jawed polisher.
Note: The hand held "bicycle style" is acceptable only in a polish-only situation using 15 micron (P1200) grit media or finer 9 micron
(P2400). Using anything coarser than 15 micron (P1200) grit will damage surface texture and journal profile. This type of polisher has too
much variability from the operator, media, lubrication, motor speed, and crankshaft rotational speed to be repeatable. The use of this type
of polisher can damage the crankshaft.

Illustration of crankshaft to polisher rotation
Polish the journals only while the crankshaft is rotating. Polish the crankshaft in the opposite direction that the crankshaft was
ground. The crankshaft should rotate in the same direction that the engine will operate.

Mounted full journal width polisher in a Caterpillar production facility
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Clamp jaw polisher in a Cat dealer.
A counterweight polisher such as shown in Illustration 294 is the most efficient to use because some models can be mounted to the
grinder and does not require a second machine or set up. A clamp jaw polisher shown in Illustration 295 can provide excellent results. The
clamp jaw polisher must be set up in such a way that the machine is set up adequately and does not over polish.
When using a counterweighted polisher, set up the equipment such that the polisher will machine the crankshaft in the opposite direction
that the crankshaft was ground. Ideally the crankshaft will rotate in the same direction that the engine will operate. The mounted polisher
includes a balanced, spring loaded belt arm that glides on linear rails and can accommodate multiple belt widths. An ideal belt width is one
that can polish the entire journal width. The clamp jaw style polisher often will turn in both directions, for this type of polisher it is
acceptable to spin the crankshaft counter rotation.
Steps to Polishing the Crankshaft After Grinding

The procedure that follows is intended for a crankshaft that has been ground under size and must be polished. Due to the polishing media
required, this procedure can alter surface profile and can alter the shape of the journal. Great care and proper equipment must be used
when performing this procedure. A hand held polisher must not be used for this procedure. Only a counterweighted polisher or a clamp
style polisher can produce the results required.
1. Ensure that the crankshaft including oil passages is clean. Take care not to introduce debris between crankshaft and polishing media.
2. Load the crankshaft into the polishing fixture. Ensure that crankshaft is aligned and properly chucked into the polishing fixture.
3. Begin rotating the crankshaft spinning at approximately 15 rpm.
4. Dress the side wall and thrust wall with a dyna-file or equivalent.
5. Load the coarser grit paper (50 micron or P320 grit) onto the polisher.
6. Turn on the coolant or apply the lubricant as needed.
7. For the first pass polish up to four journals. Use 1 to 2 passes per journal keeping the passes to under 6 seconds each.
During rotation, move the polishing belt slowly and evenly across the journal surface into the fillets.
8. Run a second pass over the same 4 journals using 2 to 3 passes approximately 6 seconds each.
The surface texture should measure between 0.11 Ra to 0.14 Ra after the 50 micron paper before moving onto the 20 micron paper.
9. Replace the belt with a finer grit paper (20 micron or P800 grit) and repeat Steps 6 through 8 on the same four journals.
10. Replace the belt with a new lower grit belt and repeat Steps 6 through 9 for the remaining journals, polishing four journals at a time.
Note: The time to polish varies depending on the condition of the journals and the condition of the belt. A new belt will cut more
aggressively than a used belt. After the crankshaft has been ground and polished, make a complete inspection and check all the
dimensions.
11. Final crankshaft inspection.

Measure the journals for size, taper, straightness, and surface texture.
Clean the crankshaft and move to final destination.
Steps to Polish the Crankshaft Without Grinding

The procedure that follows should only be used to clean the journal surface due to discoloration or minor raised scratches. It is important
not to try to fix any surface defects with a polish only procedure. Polishing the crankshaft in this instance is not intended to alter the shape
of the journal. This type of polish only procedure is only intended to improve surface texture and removed oxidized oil. A hand held polisher
can be used for this procedure, however, a counterweight polisher or clamp style polisher will produce superior results.

Oxidized journal that can be salvaged with a polish only procedure.
1. Ensure that the crankshaft including oil passages is clean. Take care not to introduce debris between crankshaft and polishing media.
2. Load the crankshaft into the polishing fixture. Ensure that crankshaft is aligned and properly chucked into the polishing fixture.
3. If using a mounted polisher, then begin rotating the crankshaft spinning at approximately 15 rpm.
4. If needed, dress the side wall and thrust wall with a dyna-file or equivalent.
5. Load polishing media into polisher.

If using a hand held polisher, use 15 micron (P1200) grit media or finer 9 micron (P2400). Refer to Table 31 for part numbers.
6. Turn on the coolant or apply a lubricant such as WD-40 as needed.
7. With a new belt, polish all the main journals. Slowly traverse the width of the journal ensuring smooth transition across the journal
surface. Polishing should take 5-10 seconds for each pass of the journal. Perform at least 2 passes.
8. After all the main journals are polished, then polish the rod journals in the same manner. If polishing a crankshaft longer than 8
cylinders, then use a new belt on the rod journals. If polishing a crankshaft 8 cylinders or less, then the same belt used with the main
journals can be reused.
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9. Final Inspection.
Measure the journals for size, taper, straightness, and surface texture.
Manufacturers of Balancing Machines

CWT Industries LLC
4708 S. Old Peachtree Road
Norcross, GA
30071 U.S.A.
www.cwtindustries.com
Repair Process Engineering has identified CWT Industries as the preferred balance machine tooling supplier for balancing Cat
crankshafts. The Repair Process Engineering Team has worked with CWT Industries to ensure that CWT has all the information necessary
to build a crankshaft balancer to Caterpillar specifications.
If CWT Industries are not chosen for balancing equipment, then the balancing equipment must meet the following requirements:
Head driven, not belt driven unit
Must use at least three supports for any crankshaft longer than a 3512 crankshaft.
Procedure to Shot Peen 3512, 3516, and 3524 High Displacement

Crankshafts

Almen gauge and Almen strips that have been shot peened
Adjust the equipment so that all designated areas receive specified coverage. The number of passes and the duration of each pass should
be established. A test fixture is required to perform Almen strip tests. An Almen gauge is required for measuring the arc height of test
strips. Suitable test fixtures can be made by attaching test strip holders to dummy parts at the proper positions. The velocity and direction
of the stream on the test strips should simulate the stream on the actual parts. Standard test strips, holders for the strips, and Almen
gauges in SAE Standard J442 should be used for measurements and control.
Preparation and Completion of the Almen Strip Test

Fixture for Almen strip test
1. Machining the crankshaft must be complete before the fillets are peened.
2. The fixture for the Almen Strip Test should be installed into the machine and all adjustments must be performed for the test. The
holders for the test strips should be mounted to the fixture at the proper position and distance. Proper mounting will result in more
accurate measurements of the test strips. Proper mounting will also result in the proper machine adjustments for meeting
specifications. The following will be tested during this operation:
Size of media
Flow rate
Air pressure
Coverage
3. To measure the intensity of the stream, attach the test strip to the holder. The test strip should be perpendicular to the flow of the
stream in the position of the area that will be shot. This will be repeated for each area that will undergo the shot peening.
4. After the test is complete, label the Almen strips. Remove the strips from the fixture. An Almen gauge must be used to measure the
arc height of the Almen strip. Several tests may be needed to obtain the proper coverage.
Specifications
Specifications
Media S280-M Ervin Industries
Shot Flow Rate 15 ± 1 kg (34.0 ± 2.0 lb) per minute
Air Pressure 345 ± 7 kPa (50.0 ± 1.0 psi)
Almen Strip Arc Height 0.425 mm (0.0167 inch) and 0.525 mm (0.0207 inch)
Coverage 100 percent
Table 32
Note: The S280-M is an SAE specification. Any manufacturer of the media material can be used as long as the media meets the SAE
S280-M specification.
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Preparing the Crankshaft for Shot Peening
1. Thrust faces must be masked to prevent peening on this surface. Make sure that both faces are covered 360 degrees.
2. Install rubber masks to the main journals and pin journals. Use tie straps to secure the rubber masks in place.
3. Center the rubber masks using guide shoes. Remove the guide shoes after masks are centered.
4. Cover the counterweight pads (1 and 16) or (1 and 12) with wide pad covers. Cover the remaining counterweight pads with narrow
pad covers. Secure the covers in the center holes with suitable fasteners.
5. Press rubber plugs firmly into the pin journal cross oil holes to prevent media from entering. Perform this step if the original plugs
have been removed.
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6. Install covers on the drive and idler ends to prevent the media from contacting the finished surfaces.
7. Install the crankshaft into the shot peening machine. Make sure and remove any lifting devices. Install covers on the remaining
counterweight pads.
Note: This operation should only be performed by experienced operators. The operators should be trained for the equipment that will be
used.
Guidelines for Crankshaft Balancing

This section provides a brief overview of crankshaft balancing techniques that are applicable to all crankshafts. More detailed information
regarding balancing can be found in the model-specific Reuse and Salvage Guideline Crankshaft Specification manual.
If any of the following has been performed, then the crankshaft must be inspected for proper crankshaft balance.
Grinding a select number of journal surfaces rather than all the main or all the pin journals.
Replacement of counterweight hardware.
Machining of crankshaft counterweight pad.
Replacement of counterweight.
Grinding and polishing the crankshaft has not been shown to alter the crankshaft balance out of factory specifications. If doubt occurs if the
crankshaft should be balanced after machining, then check the balance of the crankshaft. Each individual dealership is responsible for
acquiring balancing equipment or the service of a reputable balancing company.
When machining operations alter the mass unevenly around the axis of rotation, then crankshaft unbalance occurs. Crankshaft unbalance
produces vibration which can cause excessive bearing wear, noisy operation, failure of structural parts, and a reduction in overall engine
efficiency. Crankshaft balancing must be made dynamically in two planes perpendicular to the rotational axis.
Note: The 3508 engine requires custom bob weights for balancing.

Typical crankshaft balancing zones.
(A) Zone A
(B) Zone B
(1) Balancing bore example.
When drilling the balancing bore (1), keep the center line of the bore perpendicular to the axis of rotation. Drilling is only allowed in Zones
(A) and (B) of the counterweight to achieve balance specifications listed in Table 33. Reference the model-specific Reuse and Salvage
Guideline Specification manual for model-specific zone areas and bore depths. Do not modify any existing balancing holes. If material
must be removed to achieve balance, then a new balancing hole must be drilled.
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Typical counterweight balancing hole location
(C) Minimum sidewall thickness
When drilling a balancing hole, maintain a minimum amount of material on the counterweight for the entire depth of the balance hole. Refer
to Illustration 307 for an example. Table 33 identifies balance specifications and sidewall thickness of the balance bore.
Crankshaft Balancing Specifications
Crankshaft Balance
Engine Size Minimum Hole Sidewall Thickness
All crankshafts spun at 200 RPM
C4.4
C6.6
C7 1.5 gm(1) 1.5 mm
C9 2.083 oz· inch (2) (0.06 inch)
Series 3000
Series 3100
Series 3400
C11
C12
C15 1.8 g m 1.5 mm
C16 2.50 oz· inch (0.06 inch)
C18
C27
C32
3.5 g m 4.0 mm
C175
4.861 oz· inch (0.16 inch)
3.5 g m 5.0 mm
Series 3500
4.861 oz· inch (0.20 inch)
Series 3600 22 g m 8.0 mm
C280 30.552 oz· inch (0.32 inch)
Table 33
(1)
gm = Gram-Meter is the unit of measure used to describe the amount of unbalance in a rotating body. An unbalance of 1 gm is equivalent to a mass of 1 g rotating at a
(2) distance of 1 m from the axis.
oz·in = Ounce-Inch is the unit of measure used to describe the amount of unbalance in a rotating body. An unbalance of 1oz·inch is equivalent to a mass of 1 oz rotating
at a distance of 1 in from the axis.
Clean the Crankshaft after Salvage

A ground crankshaft must be cleaned thoroughly before, during, and after the salvage process. Use an air hose to remove coolant, sludge,
steel shot, and metal particles from the oil passages. Use the appropriate sized oil passage brush and drill to brush the oil passages clean.
Take care not to damage the journals while using the drill. Use the brushes from the rod and the main ends of the journal. The brushes
must also be used from the hole for lightening the crankshaft and the plug end. Flush the oil passages with solvent to ensure that there is
no debris remaining. Inspect each oil passage with a bore scope to ensure cleanliness.
Proper Crankshaft Seal Handling

Best Practices
Background
To reduce the risk of leaks and failures, it is important that crankshaft seals are properly installed. Proper operation of a crankshaft seal
depends on many factors such as:
Cleanliness of the seal, tooling, and all other mating components.
Appropriate protection and handling of the crankshaft seal.
Mating Component Storage

Crankshafts and housings should be stored in a manner that will reduce contamination and damage to the sealing surfaces.
Mating Component and Tooling Cleanliness

The housings, crankshafts, and all installation-related items must be free of all contamination. The housing bores and crankshafts must be
free of scratches, nicks, dents, or any other feature that will compromise sealing.
Each housing bore and shaft should be wiped clean with a lint-free wipe before installation.
Inventory of subassembled crankshaft seals should be minimized to reduce risk of contamination and damage.
Handling of Crankshaft Seals

Some crankshaft seals arrive with a supplier-applied sealant around the outer diameter of the seal case and/or the inner diameter of the
wear sleeve. This coating will typically be red, blue, or green depending on the supplier and seal location. This coating is critical for sealing
against the bore and shaft, and must not be scratched or removed from the seal.
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Proper crankshaft seal handling.
To avoid contamination, seals should be handled only by touching uncoated metal surfaces whenever possible. To reduce the risk of
damage, never touch the seal on the sealing surface. If necessary, seals may be carefully handled on coated metal surfaces. Ensure that
the coating does not get scratched nor contaminated.

(1) Wear sleeve
(2) Sealing lip
Some seals are supplied with a plastic sleeve around the interior diameter. The sleeve holds the PTFE (Polytetrafluoroethylene) sealing
lips in place and the sleeve protects the seals from damage. Once this plastic sleeve has been removed, the PTFE sealing lips will begin
to relax. If the PTFE sealing lips relax, the seals will prevent proper installation. These plastic sleeves must only be removed during or
immediately before installation.
Assembly Tooling
Always refer to the appropriate Disassembly and Assembly Manual and/or Special Instruction for the tooling needed to install crankshaft
seals for an engine model.
Assembly areas should have procedures for inspection and cleaning of seal installation tooling. Areas of special importance include:
Any damage to the installation tooling that could damage the crankshaft seal diameter face.
Any malfunction of the hydraulic or pneumatic press supply pressure or pressure regulator.
The piloting features of the tool must be square and free from damage. Inspect the ram inside the press for damage or excessive
wear.
If any of the above occurs, the seal may be damaged or will not be seated correctly. If damage is observed or noted, then immediately stop
using the tool. Notify the appropriate dealer personnel to report the damage.
Routine Maintenance - All seal-specific tooling should be placed on a routine maintenance schedule similar to the torque-tooling
schedule.
Reporting Damage - A formal reporting process shall be established at every dealer to report damaged tooling.
Replacement Tooling - Replacement tooling should be in inventory and available for immediate use to reduce the risk of downtime.
Tooling storage surfaces will be clean and free from contamination.
Preassembly Inspection of Critical Components

Complete a brief inspection for seal and mating components for damage and contamination. This inspection is to provide a brief visual
review of the part and mating component for damage or debris. This inspection is to help identify part issues before assembling the parts
to the components.
Complete a visual inspection to verify the presence of the spring in crankshaft lip seals.
Note: Not all crankshaft lip seals will contain springs.
Before installation of the crankshaft seal and the wear sleeve, inspect the crankshaft for scratches. Also, inspect the crankshaft for any
distortion on the surface that may lead to an out of round condition. Use a polishing cloth to remove any slight imperfections on the
crankshaft.
Assembly
Do not lubricate crankshaft seals. Crankshaft seals are intended for dry installation. Neither the sealing lip nor the journal should be
lubricated.
Apply Loctite sealant to the seal outside diameter and/or the wear sleeve inside diameter if either surface does not have supplier applied
coating.
Use the correct seal assembly tool as specified in the proper Disassembly and Assembly Manual. Follow the tooling inspection and care
processes during assembly.
All crankshaft seals require either a wear sleeve or installation sleeve for assembly regardless of the shaft. The sleeve prevents the seal lip
from relaxing and being folded under during assembly.
6I-3746 1W-5009 6I-3746 1W-50096I-3746 1W-5009 6I-3746 1W-

50096I-3746 1W-5009 6I-3746 1W-50096I-3746 1W-5009 6I-3746
1W-5009Procedure to Inspect and Salvage the Gear on 1W-5009
and 6I-3746 Crankshaft Assemblies Used in 3408 Engines
The 2W-3878 Gear on the crankshafts of some 3408 Engines may be misaligned or incorrectly positioned. This Guideline provides the
dimensions and procedures to check the gear's alignment and location.
Fabricated Tooling
15/9/2020 SIS 2.0

Gear installation tool.
(1) Plate
(2) Ring
(3) 0S-1616 Bolt, 1/4-20 x 1
(4) 5P-0537 Washer
(5) 1A-4273 Bolt, 5/8-18 x 1 1/4
(6) 5P-8247 Washer. (A) Ground surface

Plate made from SAE 1020 steel
Specifications for Plate
Callout Description / Dimensions
Grind this side flat after holes have been drilled.
(A)
A flatness of 0.03 mm (0.00118 inch) must be maintained.
(B) 12.7 ± 1.5 mm (0.50000 ± 0.05906 inch)
(C) 254.0 ± 3.0 mm (9.99998 ± 0.11811 inch)
(D) 76.0 ± 3.0 mm (2.99212 ± 0.11811 inch)
(E) 127.0 ± 3.0 mm (4.99999 ± 0.11811 inch)
(F) 90.0 mm (3.54330 inch)
(G) 66.0 mm (2.59842 inch)
(H) 19.0 mm (0.74803 inch)
(I) 8.0 mm (0.31496 inch) Diameter Holes (4 places)
(J) 54.0 mm (2.12598 inch) Diameter Hole
(K) 19.0 mm (0.74803 inch)
Table 34

Ring made from SAE 1020 steel
Specifications for Plate

Callout Description / Dimensions
(A) 27.76 ± 0.03 mm (1.09291 ± 0.00118 inch)
Grind both sides flat after holes have been drilled.
(B)
A flatness of 0.03 mm (0.00118 inch) must be maintained.
(C) 203.0 ± 0.50 mm (7.99211 ± 0.01969 inch)
(D) 165.1 ± 0.50 mm (6.500 ± 0.01969 inch)
(E) 90.0 mm (3.54330 inch)
(F) 19.0 mm (0.74803 inch)
1/4 - 20 2B Thread
(G)
12.7 mm (0.50000 inch) Deep (4 holes)
Table 35
The gear installation tool consists of a fabricated plate and ring which are bolted together into an assembly. Illustration 310 shows the
assembled installation tool. Illustrations 311 and 312 show the dimensions to manufacture the plate and ring.
Inspection
Two variables will be measured with this inspection procedure:
1. The runout of the front crankshaft gear.
2. The depth of the crankshaft gear in relation to the front face of the crankshaft.
Procedure
15/9/2020 SIS 2.0
1. Remove the belts, crankshaft pulley, damper, and front crankshaft seal.
Note: Refer to the appropriate service manual for the correct tools and procedure for the proper removal of the crankshaft seal.

Check dimension (A) using dial indicator or depth micrometer. (A) 26.41 mm (1.03976 inch) minimum to 28.95 mm (1.13976 inch) maximum.
2. Measure the location of the gear in relation to the crankshaft's front face. Use a depth micrometer or a magnetic base and dial
indicator, check distance (A) from the front crankshaft face, where the damper contacts the crankshaft to the face of crankshaft gear
as shown in Illustration 313.
3. Measure and calculate the runout of the gear
a. Make twelve measurements equally spaced across from every hole of the crankshaft face.
Runout Measurements for Dimensions (A)
Measurement Obtained
Location
(record the measurements in the blanks)
1
2
3
4
5
6
7
8
9
10
11
12
Table 36
b. Record the measurements in Table 36.
c. Calculate the runout of the gear by subtracting the minimum measured distance from the maximum measured distance.
4. If the run out measurement is 0.25 mm (0.00984 inch) or less, and the gear is within the specified dimension (A), the gear alignment
is acceptable. Install a new 2W-1733 Seal and a 4W-8089 Damper.
5. If the runout measurement is greater than 0.25 mm (0.00984 inch), the face of the gear is not within the specified dimension ( (A),
Illustration 313), or the gear was repositioned previously, replace the gear train and damper assembly using the "Salvage Procedure"
in this Guideline.
Salvage Procedure
Before starting the salvage procedure, fabricate the gear installation tool as shown in the "Fabricated Tooling" section.
Gear Removal
This procedure can be completed without removing the engine from the machine.
1. The front gear train must be replaced along with the front crankshaft damper.
2. Pin time the fuel pump and flywheel.
3. Support the front of the engine, with overhead support, before proceeding with disassembly of the front gear train.
4. Drain the sump oil.
5. Remove the oil pan, front main bearing cap, and oil pump.
6. Remove the water pump and lines to allow removal of the front housing.
7. Remove the automatic timing advance cover and front housing.
8. Move the camshaft forward.
a. Remove the 3T-5447 Hydraulic Pump and drive from the flywheel housing.
15/9/2020 SIS 2.0
b. Remove the rear 2W-8038 Camshaft Gear.
9. Remove valve covers.
10. Using the appropriate tools, pull the push rods and valve lifters out of the way [lifters need to be pulled up approximately 25.0 mm
(0.98425 inch) to allow movement of camshaft.
NOTICE
Using excessive heat to remove the gear may cause damage to
the crankshaft. Do not heat the gear over 204° C (400° F).
11. Remove the crankshaft gear using the 1P-2321 Puller Group. Heat the gear with a torch to ease its removal
12. After removing the crankshaft gear, check the front crankshaft gear journal dimension at four equally spaced locations (12 O'clock,
1:30, 3:00, and 4:30). The measurement should be 158.75 ± 0.03 mm (6.24999 ± 0.00118 inch). If the journal is undersized, the
crankshaft may need to be replaced, which requires removal of the engine from the machine.
Note: The 2W-3878 Crankshaft Gear should have a bore with an inside diameter of 158.620 ± 0.03 mm (6.24487 ± 0.00118 inch).
The interference fit between the gear and the crankshaft should be a minimum of 0.075 mm (0.00295 inch).
13. Remove the camshaft thrust plate bolts to allow the camshaft to slide forward. Slide the camshaft forward no more than 38.0 mm
(1.49606 inch).
14. Remove the 6I-3749 Idler and Weight Gear Assembly by removing the four 2B-2695 Bolts. Slide the assembly forward the same
distance as the camshaft was moved
15. Remove the five bolts holding the 7N-2484 Idler Drive Shaft to the block.
16. The 6I-3749 Idler and Weight Gear Assembly and drive shaft will now slide sideways away from the camshaft gear
Note: The parts book does not show a 6I-3749 Idler and Weight Gear Assembly. This is the parts service gear assembly for 6I-3750
Gear Assembly and 4N-0343 Sleeve Bearing.
17. Remove the 2W-8375 Gear (Oil Pump) and the 100-8178 Gear (Oil Pump Idler).
18. Install a new 2W-3878 Gear onto the crankshaft.
Gear Installation
1. Heat the crankshaft gear to 204° C (400° F), for one hour before installation.

Install the gear onto shoulder of crankshaft.
(A) 3.0 mm (0.11811 inch)
(1) Gear slot and alignment dowel pin.
(2) Block
(3) Crankshaft
2. Install the gear onto the crankshaft journal aligning the slot in the gear with the dowel in the crankshaft. Install the gear 3.0 mm
(0.11811 inch) from the shoulder of the crankshaft as shown in Illustration 315.
Note: The elapsed time from removal of gear from the heating unit to installation onto the crankshaft should be no more than one
minute.

Push the gear, using the installation tool, onto the shaft to its final location.
(2) Block
(3) Crankshaft
(4) 1A-4273 Bolt and 5P-8247 Washer
3. Use the fabricated gear installation tool to finish pushing the gear onto the crankshaft to the proper depth as shown in Illustration 316.
This must be done before the gear shrinks and locks.
4. Once the plate portion of the tool is against the face of the crankshaft, install and tighten the two bolts. This will hold the tool in place
until the gear cools. The gear must be against and flush with the ring of the installation tool.
5. After the gear has cooled, check to make sure the runout of the gear and the depth on the crankshaft is correct. The gear runout
should not exceed 25.0 mm (0.00984 inch).
6. Install a new 6I-3749 Gear Assembly (Idler Gear and Bearing Assembly), 100-8178 Gear (Oil Pump Idler), and 2W-3875 Gear (Oil
Pump).
7. Slide the camshaft into its correct position and install the valve lifters, push rods, and valve covers.
15/9/2020 SIS 2.0
8. Install the rear camshaft gear, 3T-5447 Hydraulic Pump and Drive, automatic timing advance, timing gear cover, new 2W-1733 Seal,
crankshaft pulley, 4W-8089 Damper, belts, front engine support, oil pump, front main bearing cap, and oil pan. Replace the engine
oil.
Storage Procedures
Proper protection of the crankshaft from corrosion is important. Corrosion will start in as little as one hour after the crankshaft has been
cleaned.
When the crankshaft will not be inspected for one hour or less, the crankshaft should be coated with a rust or corrosion inhibitor or coated
with clean engine oil. The crankshaft should be individually wrapped to prevent contamination, and should be stored in a protected area to
avoid damage. See Illustration 317.
When the crankshaft will not be inspected in two days or more, the crankshaft should be coated with a rust or corrosion inhibitor or coated
with clean engine oil and should be placed in a container which is clean and structurally solid. The container should be covered or wrapped
in plastic to prevent damage and contamination to the crankshaft. See Illustration 318.
Refer to SEHS9031Special Instruction, "Storage Procedure for Caterpillar Products" for more information.

Example of protection for a component that is stored for a shorter term

Example of protection for a component that is stored for a longer period
PIP-10919148
2020/09/15
17:25:01-05:00
i02921029
© 2020 Caterpillar Inc.

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15/9/2020 SIS 2.

SMCS - 0674,0679,1202 i08164744

Information contained in this document is considered Caterpillar: Confidential Yellow.

Canceled Part Numbers and Replaced Part Numbers

Important Safety Information

Improper operation, lubrication, maintenance or repair of this

Do not operate or perform any lubrication, maintenance or repair

This safety alert symbol means:

Your safety is involved.

Service Letters and Technical Information Bulletins

Tooling and Equipment

To avoid component damage, follow the recommended

Required Tooling and Equipment

Part Number Description

1P-3075 Slide Hammer Puller

Prior to Visual Inspection

3. Perform "Crankshaft Cleaning Procedure".

4. Perform "Crankshaft Visual Inspection".

Crankshaft Cleaning Procedure

Brushes for Cleaning Procedure

If Using Cat Nylon Bristle Brushes

2. Slide the twisted wire handle into extension .

3. Use the two setscrews to hold the brush in place.

Flushing (Cleaning) Tools

Removal and Installation of Lightening Hole Plugs

3. Clean oil passages.

Drivers and Sleeves for the Installation of the Core Plug

Model Driver Sleeve

Crankshaft Cleaning Procedure

Sludge, metal chips, and/or other foreign material that is forced

Always wear protective clothing and eye protection when

4. Clean the Oil Passages

5. Install New Oil Plugs

Crankshaft Visual Inspection

Broken or Cracked Journals

Journals with Smearing

Journals with Heat Damage

Journals with Dents or Scratches

Illustrations 24 and 25 show dents and scratches on a rod journal.

Wear Steps on Journals

Water Damaged Journals

Journals Damaged During Machining

Do not reuse a crankshaft if the oil holes have sharp edges.

Fillets without a proper finish must be ground to an acceptable finish.

Thrust Face Burr

Thrust Face Corrosion

Thrust Face Smearing

Thrust Face Wear Step

Thrust Face Grinding Wheel Damage

Thrust Face Grinder Burn

Forged Counterweight Visual Inspection

Bolt on Counterweight Inspection

In general fretting is acceptable for reuse if the following are true:

Crankshaft Counterweight Mounting Pad Inspection

Holes for Lightening the Crankshaft

Thread Inspection and Salvage

Following Visual Inspection

3. The crankshaft must be prepared for storage.

Crankshaft Magnetic Particle Inspection for Cracks

Longitudinal - Parallel to the crankshaft.

Linear and Rounded Indications

Circumferential and Axial Indications

Illustration 100 g02808041