CATERPILLAR SERVICE TRAINING 3306 DITA ORIENTATION AND MAINTENANCE \\ | MEETING GUIDE 452 A CAT CARE PRESENTATION STides and Script FOR OWNERS OF CATERPILLAR EQUIPMENT AND THEIR MAINTENANCE PERSONNEL This presentation is designed to give ‘*, > the viewer a basic understanding of * the operation of 3306 DITA Engine systens and maintenance of those systems. The first part of the meeting guide shows the location of various components on the engine. Then, each engine system is examined individually. The viewer is shown how induction air, exhaust gas, coolant, lubricant and fuel flow through the 3306 DITA. Particular emphasis is placed on the operation of the scroll fuel system used on the 3306 DITA. Scheduled maintenance items listed in the Maintenance Guide are given for each engine system. OBJECTIVES After viewing this presentation, the viewer will know: 1, the location of various components on the 3306 DITA; 2. how to trace the flow of air, coolant, lubricant and fuel through the engines 3. the functions of the major components of the engine systems; and 4. scheduled maintenance steps for the 3306 DITA. Written by Terry Humpheey Estimated Time: 30 minutes sea Visuals: 71 (2 x 2) slides Form SESVL452 © 104 caterpiar Tractor Co. Auch casete for sltinstruction SEAVI452 Caterpila, Cat and are Trademarks of Caterpilar Tractor Co.REFERENCES Operation and Maintenance, 3306 Truck Engine Operation and Maintenance, Supplement for 3300 Series Engines Meeting Guides 3306 Engine, Industrial and Truck Supplement Scroll Fuel System Fuel and Lubricating 0i1 Selection SUGGESTED HANDOUTS Know Your Cooling System EMA Lubricating Oils Data Operation and Maintenance Guides (for appropriate applications) ‘SEBUS670 SEBU5969 SESV1387 SESV1391 SESV1433 SEBDO518 SEBUS939STING 452 5/83 This presentation will provide an orientation on operation and guidelines for maintenance of the Caterpillar direct injection, turbocharged, aftercooled 3306 Diesel Engine. The 3306 boasts proven performance and durability. Originally introduced in 1966 as a precombustion chamber engine, the 3306 has been used in many models of Caterpillar earthnoving equipment, such as this hard-working 06, in a variety of heavy-duty applications. Its durability and quality have also attracted many users in the trucking and agricultural industries. You can find the 3306 DITA in hauling vehicles and farm equipment, or used to power on-highway trucks and dump trucks. Its combination of low weight and high power make the 3306 DITA an ideal power source for many tough jobs. Here's an inside look at the engine. In this cross-sectional drawing, we see the internal construction of the 3306 DITA and some of its components. It has six in-line cylinders with four strokes per cycle. The cylinder bore is 4.75 in. (121 mm) and the piston stroke is 6.0 in. (152 mm). Piston displacement is 638 cu. in. (10.5 1). The 3306 develops up to 270 horsepower at 2000 rpm. Now, let's look at the engine and the arrangement of various components.SIMG 452 5/83 Looking at the right side of the engine, we can see: 1, the turbocharger and exhaust manifold; 2. the fuel injection pump housing and governor housing; and 3. the fuel filter and priming pump. Visible on the front of the engine is the vibration damper, The cover on the left side of the front housing provides access to the automatic timing advance for the fuel injection pump. 0n the right side of the front housing is the water pump cover. Below that is the coolant inlet elbow for the water pump. Above the water pump is the coolant outlet elbow and the temperature regulator housing. Seen on the left side of the engine are: 1, the aftercooler on the air inlet manifolds 2. the oi] coolers 3. the oil filter with bypass valvess 4. the oil level gauge (dipstick) and oil filler pipes and 5. the engine serial nunber plate. The flywheel housing is visible at the rear of the engine. Engine rotation is counterclockwise when viewed from the rear of the engine. Rear support pads are on the sides of the flywheel housing. A lifting plate is attached to the rear of the cylinder head. Also visible is the air inlet pipe which routes air from the compressor section of the turbocharger to the aftercooler. Now, let's learn about the operation and maintenance of the engine systems, starting with the air induction and exhaust system.STMG 452 5/83 AIR INDUCTION AND EXHAUST SYSTEM The turbocharger is connected to a three- piece exhaust manifold. There is a heat. shield over the front part of the manifold. This shield protects the fuel injection pump housing and other fuel system components from the heat of the exhaust. The exhaust elbow connected to the turbine end of the turbocharger sends exhaust gases through the muffler. The air inlet and compressor housing is to the front of the engine. The compressor and turbine housings are installed on the center housing with band clamps. These clamps are loosened to turn the housings so they can be lined up with the air inlet pipe and the exhaust system. The center housing of the turbocharger has an identification plate with the turbocharger model number, part number and serial number. A pipe sends air from the compressor of the turbocharger to the inlet of the aftercooler. Q-ring type seals are used on the fitting between the pipe and the compressor. We can also see the boost pressure fitting fron the aftercooler to the air-fuel ratio control.STMG 4 5/83 The housing of the aftercooler is fastened to the inlet manifold which is part of the cylinder head. Coolant is passed through a core inside the housing. Air from the turbocharger which has been heated by compression is directed around the coolant core. This lowers inlet air temperature. Cooler air is denser so more fuel may be mixed with it in the cylinders, providing additional power. Two plugs (arrows) can be removed and connections made to check air inlet pressure and temperature. Now, let's look at some tips on how to maintain the air inlet and exhaust system. Air filter service is an important maintenance item. To function properly, the turbocharger must get clean air and a sufficient amount of it. This means that air filter elements should be cleaned or replaced on a regular basis. The use of air service indicators will help you schedule filter service. As the filter traps dust, the flow of air through it is reduced and the vacuum in front of the compressor is increased. The increased restriction is registered on the air service indicator. There are two types of air service indicators. The one shown here has a red piston which moves up as the restriction to air flow increases. When the red piston completely fills the sight glass, the filter element must be cleaned or replaced. The other style indicator has graduations on the sight glass. When a vacuum of 25 inches of water is reached, the filter must be serviced.SMG 5/83 Exhaust system components should also be checked regularly for restrictions. This is important because a reduced flow of exhaust gases can create too much backpressure or excessive heat in the engine cylinders. Valve adjustment is another part of air induction and exhaust system maintenance. Valve clearance is measured with a feeler gauge between the rocker arm and the valve stem. If valve clearance is within .003 ‘inch of specification, no adjustment is required. This check should be made every 2000 service hours. Specifications and procedures for adjusting valve clearance are listed in both the Maintenance Guide and Service Manual . Before checking valve clearance, the pistons must be put in the correct position. This is done by turning the timing bolt into the threaded hole in the flywheel. Use the large nut on the crankshaft pulley to turn the flywheel counterclockwise until the timing bolt turns in freely. This puts the engine in one of two positions Look at the valves of the number one cylinder. If both rocker arms have clearance, the valves are closed and the number one cylinder is at top center, compression stroke. In this position, you can check and adjust numbers 1, 2 and 4 inlet valves and numbers 1, 3 and. 5 exhaust valves. By turning the flywheel one complete revolution and reinstalling the timing bolt, you will put the engine in the other valve setting position. Then, adjust numbers 2, 4 and 6 exhaust valves and nunbers 3, 5 and 6 inlet valves.STG 452 5 5/83 To adjust valve clearance, a 9/16 in. wrench is needed to loosen and tighten the nut which holds the adjustment screw. With the nut loosened, turn the adjustment screw until you feel an easy pull on the feeler gauge as you move it between the rocker arm and the stem. Tighten the nut on the adjustment screw and check clearance again. These are some necessary steps for air induction and exhaust system maintenance. Let's look next at 3306 DITA cooling system operation and maintenance. COOLING SYSTEM This diagram shows the 3306 DITA cooling system used on mobile equipment and truck engine applications. It is a shunt-type system and has a radiator with an internal expansion tank and an external vent line. The white arrows show the flow of coolant from the radiator to the various engine components. The red arrows indicate heated coolant returning through the temperature regulator to the radiator. In the large diagram, we see the radiator, the engine block, the cylinder head with the temperature regulator housing, the water pump, the oi] cooler and the aftercooler. The smaller diagram (upper left) is a cutaway view of the internal expansion tank. The lower section of this diagram is the radiator core. The top tank is connected to the inlet of the water pump by the shunt line. The external vent Vine carries a small flow of coolant from the aftercooler and from the engine side of the temperature regulator. These two lines serve several purposes. The shunt Tine: 1. is a fill line when the engine is first filled with coolant; 2. it provides a positive coolant pressure at the water pump inlet to prevent pump cavitation; and 3. it causes coolant flow through the vent tube so air bubbles can separate from the coolant. The external vent line allows air to come out of the system when the engine is first filled with coolant. Let's look at cooling system components on the engine.The water pump is on the right front of the engine and is driven by the timing gears inside the front housing. The elbow at the bottom of the water pump is the coolant inlet from the radiator. The adapter at the top of the water pump is connected by a bypass elbow to the temperature regulator chamber in the cylinder head. The adapter also has outlet connections to the aftercooler and oil cooler. Here we see the tube (1) that sends coolant to the front of the aftercooler. The tube (2) at the rear returns coolant from the aftercooler to the bonnet of the oi] cooler and into the cylinder block. The coolant circulates through the block and up into the cylinder head. Coolant flows to the front of the cylinder head into the temperature regulator chamber (arrow). When the engine is cold, the temperature regulator is closed and coolant goes through the bypass elbow to the water pump inlet. When the engine reaches operating tenperature, the regulator is open and most of the coolant passes through the outlet elbow to the radiator. If the regulator is removed or stuck open, the engine will run overcooled. If it is stuck closed, the engine will overheat. Either condition can harm the engine, so it's important to replace any regulator which is malfunctioning. It's also important to have the correct coolant mixture in the engine.STMG 452 5/83 10 Coolant is a blend of three ingredients: ethylene glycol (anti-freeze), water and cooling system conditioner. Equal parts of ethylene glycol and water are mixed with three to six per cent conditioner. All three parts play an important role ‘in the coolant mixture. Ethylene glycol lowers the freezing point and raises the boiling point of the coolant. It also helps neutralize acids which are formed in the coolant. Water which is low in minerals and solids will help prevent the formation of scale on cooling systen components. Cooling system conditioner is necessary to control cylinder liner pitting. A daily check of the coolant level is necessary for good cooling system maintenance. If you have to add coolant, add it slowly to avoid creating air pockets in the system. Also, be sure that the seal_on the radiator cap is in good condition. This helps maintain the correct pressure in the system. A quart of cooling system conditioner should be added every 250 service hours to insure that the proper concentration of conditioner is kept in the coolant mixture. The entire cooling system should be drained and flushed every 4000 service hours. Now, let's move on to lubrication system operation and maintenance.IMG 452 A 5/83 LUBRICATION SYSTEM This is a schematic of the engine lubrication system. With it we can follow the flow of oi] through the system. The ofl pump (2) gets oil from the sump (1) and sends it through an outside tube to the oil cooler (3) and the oil filter (4). Two bypass valves (5 & 6) allow oil to bypass the oil cooler and filter when the oil is cold at start-up or when a restriction exists in either component. Oil then goes through the engine oil manifold (7) to the main bearings and piston cooling orifices (8). Oil is also sent to the front camshaft bore (9) and to the automatic timing advance unit (10). Oil is also routed to the passage in the rocker arm shaft (a2). A separate supply line (13) sends oil to the turbocharger (14). Oi] pressure can be checked at the connection (11) at the rear of the engine. The engine oi] cooler and the oil filter are on the left side of the engine. 0i7 from the pump moves through the outside tube to the oil filter base. Passages in the filter base route the oi] through the cooler and filter and into the engine oi] manifold. The oil level gauge and oi] fil] neck are also on the left side. Lubricating oi] is supplied to the turbocharger through the smaller supply Tine which leads from the oi] manifold to the top of the center housing of the turbocharger. Oi] drains out of the bottom of the center housing and is returned to the cylinder block by the larger line. We've seen how oi1 is sent to various engine components, so let's look at lubrication systen maintenance.STMG 452 5/83 12 Check the oil level each day before starting the engine and after each ten hours of operation. You can do this with the engine stopped or at low idle, because the dipstick has marks on both sides--one side for engine stopped and the other side for engine idling. Add oi] to the engine only when the oil is at the "Add Oi1" mark on the gauge or below the "Safe Starting Range." Be careful not to overfill the system. The oil should be changed every 250 service hours. The crankcase of the 3306 DITA holds approximately 7.25 US gallons (27 litres). Changing the o#1 also means replacing the filter. Before installing a new filter, be sure the old gasket is removed and the filter base is clean. To install the oil filter, put clean oi] on the gasket and turn the filter until it contacts the filter base. Then, tighten the filter an additional 3/4 turn. If the housing of the filter is bent or damaged, install a new filter. If auxiliary oi] filters are used, they should be filled with clean oil prior to starting the engine. Otherwise, the auxiliary filter will fill with oi] first and the engine will run without lubrication until the auxiliary filter ts full.SIMG 452 5/83 13 Clean the crankcase breather element every 250 hours or monthly. Wash the element in Clean solvent and install a new O-ring seal if the old seal is torn or flattened. Oi] selection is another important part of lubrication system maintenance. There are three things to remember when choosing an oil for your 3306 DITA: 1, always use an API-rated CD ofl; 2. select a viscosity that is suitable for expected ambient temperatures; and 3. match the oil's Total Base Number (TBN) to the sulfur content of the fuel used. The 3306 DITA is classed as a heavy-duty engine and requires the protection that CD oils provide. The Operation and Maintenance Guide specifies the use of CD oils because they have an additive package that helps control wear and the formation of deposits in heavy-duty engines. The Operation and Maintenance Guide for the 3306 also lists the temperature ranges for various oil viscosities. In general, Caterpillar recommends the use of milti- viscosity oils in the 3306. These oils have good flow during start-up or during cold weather operation, plus they maintain their lubricating ability in high temperatures.stm 452 5/83 14 Total Base Number is a measure of an oil's alkalinity. The TBN of most commercial oils is listed in the EMA Lubricating Oils Data Book, available from Caterpillar dealers. under form number SEBU5939. Alkaline additives are needed in lubricating oils to neutralize the sulfuric acid that may be formed in the upper portion of cylinders during combustion. Acid formation , is accelerated when burning fuels with a high sulfur content -- in excess of five — percent. When using high sulfur fuels, select an oil whose TBN is 20 times the fuel sulfur content. Then, be sure to change oi] at 250 service hours to avoid acid attack in your engine. Caterpillar also recommends that you sign up for Scheduled Oi Sampling, a service offered by most Caterpillar dealers. An analysis of your engine oi! can show the presence of metal wear particles which can indicate acid attack or other abnormal wear. This completes our look at the lubrication system. Let's turn our attention to the fuel system. FUEL SYSTEM We'll use a schematic to follow the flow of fuel from supply to injection in the cylinder, Fuel goes from the supply tank (1) through the supply shutoff valve (3) to the primary fuel filter (4). The transfer pump (6) pulls the fuel through the check valves of the priming pump (5) into the transfer pump housing. The transfer pump pushes fuel through the secondary filter (7) and into the manifold inlet of the ‘injection pump (8). Fuel goes from the manifold into the injection pumps where it is metered and put under pressure. Fuel is then sent through the injection line (9) to the injection nozzle (10) where it is injected into the combustion chamber of the cylinder. At the end of injection some of the fuel is returned to the manifold. Any air and some fuel is sent out of the manifold through the air/fuel bleed valve (11) and return line (12). The tank drain (2) is used to renove water and foreign material and to drain the supply tank.STHG 452 5/83 15 In this view, we can see most of the fuel injection system on the engine. Visible are the priming pump (1); the fuel transfer pump (2); the secondary fuel filter (3); the governor housing (4); and the fuel injection pump housing iy. This round plate on the front of the engine covers the injection pump drive gear. It is removed to change the fuel injection timing or to remove the fuel injection pump from the engine. The fuel transfer pump, located on the low side of the injection pump housing, starts the flow of fuel in the system. The supply Tine cones into the center of the transfer pump housing. The outlet line goes from the right side of the pump to the secondary fuel filter. Activated by the camshaft inside the housing, this transfer pump can deliver up to 51 gallons (192 litres) of fuel per hour at 25 psi (172 kPa). Actually, the pump only supplies what the engine requires, plus the amount returned to tank.STNG 452 5/83 16 It is a single piston, double action pump with three one-way check valves. This drawing shows that pumping and fi11 occur on the same pump stroke. Here, the stem is almost completely extended and the return spring has forced the piston to the bottom of the pump. This downward motion of the piston opens the check valve at the inlet port and fuel is pulled into the inlet cavity (green). The check valve at the base of the piston closes and the piston pushes fuel into the outlet cavity (red). This pressurized fuel opens the check valve at the outlet port. There is no pressure relief valve in this pump because fuel outlet pressure is controlled by the force of the piston return spring. Fuel is sent through the secondary fuel filter and into the injection pump housing. This cutaway of the fuel injection pump housing shows a complete pump in the center and a cutaway pump on the right. This is a scroll~type fuel system with a left-hand cut scroll in the pump plunger. We'll use the cutaway pump to see how fuel is metered and delivered to the injection nozzles. The gear on the bottom of the plunger is connected to the rack. Rack movement turns the plunger in the pump barrel and changes the relation of the scroll (1) to the spill port (2). The camshaft moves the plunger up and down in the barrel. In this position, the plunger is at the bottom of its stroke. Fuel is coming into the barrel through the bypass port in the back side of the barrel and through the spill port.sTMG 452 5/83 7 Now, the cam has lifted the plunger so the bypass port and spill port are closed. This is the beginning of fuel pressurization and the start of the effective stroke of the plunger. The high pressure bleed back passage in the barrel and the groove around the plunger are in alignment (arrow). This bleeds off fuel that goes between the barrel and the plunger and prevents fuel dilution in the engine oi]. As the fuel in the barrel is pressurized, the reverse flow check valve is lifted off its seat in the pump bonnet. This sends pressurized fuel to the injection nozzles. Pressurization continues until the end of the effective stroke when the scroll in the plunger lines up with the spill port. When the spill port opens, the fuel pressure is released, and the reverse check valve closes. Pressurized fuel is kept in the injection line, ready for the next pump stroke. The excess fuel is routed from the spill port through a hollow guide pin into the fuel manifold. The fuel released through the guide pin is highly pressurized. Pulse deflectors (arrows) are Tined up with the spill ports to protect the aluminum manifold. On the right side of the manifold are two valves. First, there is an orifice bleed valve which constantly returns hot fuel and any air to the supply tank. About ten gallons of fuel per hour are sent through the return Tine. The second valve is the air bleed valve. It is used to remove the air from the system at first start-up or when changing fuel filters. NOTE: Some engines may not have a manual bleed valve, but will use only the orifice return to tank.STNG 452 5/83 18 The fuel injection nozzles complete the flow of fuel by delivering it to the combustion chambers in the cylinders. A clamp fits into notches machined in the side of the nozzle body to secure the nozzle in the cylinder head. On the 3306 DITA, nozzles are set in the cylinder head at a 15 degree angle This allows the nozzle tip to be positioned in the center of the piston and provides clearance between the nozzle body and the valve cover. To compensate for this angle, the nine injection orifices are drilled in an off-center pattern in the nozzle tip. In this way, the fuel is directed into the combustion crater in the piston crown. The hold-down notches in the side of the nozzle body assure that the nozzle will be installed with the orifices in the proper pattern. We've seen how fuel travels from supply to cylinders. Let's see how the governor components help meter the amount of fuel delivered. The governor is mounted on the rear of the fuel injection pump housing. Its job is to position the rack so the fuel injection pumps deliver the correct amount of fuel. In this way, the governor controls engine speed. Here is a cutaway of the 3306 DITA governor. Engine oi] is supplied to the governor through an inlet in the mounting base. This oil is used to lubricate the camshaft bearings and journals in the injection pump housing and to lubricate the governor controls. This oil is also used to operate the governor servo valve, the air fuel ratio control and the dashpot assembly. Drawings will make operation of the governor easier to understand.STNG 452 5/83 19 The governor used with this scroll fuel systen is a hydra-mechanical, servo- type governor. The mechanical governor spring and flyweight assembly at the bottom of the drawing are connected by a lever in the middle to the hydraulic servo valve at the top. When the throttle is depressed, a lever pushes against the end of the governor spring and engine speed is increased. The flyweights which are directly attached to the fuel injection pump camshaft begin to rotate faster. Centrifugal force moves the flyweights outward and this force works against the push of the governor spring. This back and forth motion is transferred through the pivoting lever to the rack spool in the servo valve. This spool determines rack position. This is the balance or mid-position of the servo valve piston and spool. When flyweight force balances governor spring force, the position of the valve spool in the servo valve piston stops the oil in the chamber behind the piston. Rack position does not change and engine RPM is constant. When the engine load decreases, engine RPM ‘increases and flyweight movement transmitted through the lever moves the valve spool to the right toward the “Fuel Off" position. As the valve spool moves, a passage in the piston opens and allows pressure oi] to enter the chamber behind the piston. At the same time, the spool closes the passage behind this chanber. The pressure oil forces the piston and rack toward the "Fuel Off" position, decreasing the amount of fuel delivered to the engine. Notice that in this scroll fuel system the rack moves forward to decrease fuel to the engine.sTMG 452 5/83 20 This schematic shows the servo valve in the "Fuel On" position with the rack pulled back. When load increases, the flyweights slow down and move the lever and spool to the left. This blocks the passage in the piston and opens the drain passage behind the chanber. Now, pressure oi] forces the piston and the rack to the left so fuel delivery is increased to meet the demand of the load. A dashpot assembly is added to the governor to provide smoother response to load changes on the engine. The dashpot assenbly is made up of a spring connected to the governor spring seat on one end and a piston on the other end. The area behind the piston is filled with oil from a supply chamber in the governor housing. A needle valve is used to meter the oil flow from the area behind the piston. This metered oi] flow danps governor response and helps the governor reach the desired engine speed without "undershooting" or “overshooting.” Another governor component is the air fuel ratio control. The air fuel ratio control mounts on the rear of the governor housing. Its purpose is to limit smoke and reduce fuel consumption during rapid acceleration. It does this by limiting rack movement in the “Fuel On" direction until there is enough air (boost pressure) to allow complete combustion in the cylinders.STMG 452 5/83 2u A stem extends out of the air fuel ratio control. This stem fits in a notch in a Tever which contacts the end of the rack in the servo valve. Air inlet pressure (boost) is sensed by a diaphragm in the control. This diaphragm pushes against a spring and spool. The spool movement controls the oi1 flow which moves a piston connected to the stem. When boost is low, the stem is pulled back and the lever prevents rack movenent in the "Fuel On" ¢ssesezon. As boost pressure increases during acceleration, the stem moves away from the lever and the rack can move to the,Jeft allowing more fuel to be supplied 4% the injection pumps. This permits smooth, rapid acceleration but at a rate that allows complete combustion and low emissions. The fuel shutoff solenoid (arrow) is located next to the air fuel ratio control. When the engine's electrical system is energized (key "OK"), the solenoid is activated and it moves linkage to allow rack movement in any direction. When the electrical system is shut down (key "OFF"), the solenoid is deactivated and movement of the rack is prevented in the "Fuel On" direction. This completes our study of 3306 DITA fuel system components. Now, let's look at some maintenance procedures for the fuel system. One necessary, but often overlooked, step is testing fuel injection nozzles.STMG 452 5/83 22 Nozzles must be removed from the engine for testing. To remove the nozzle from the cylinder head, first disconnect the fuel line. Two wrenches are needed to avoid turning the retaining nut on the top of the nozzle body. Then, remove the hold down clamps and install the 6V3129 Nozzle Puller Group. This group is used when less than 150 inch pounds of torque are required to pull the nozzle from the head. If removal requires more force, use the FT133 Nozzle Adapter and 1P74 Slide Hammer. Place plastic caps on the ends of the nozzles to prevent dirt from entering the nozzle body. Once the nozzles are removed, they can be ‘inspected for damage and cleaned. Carbon can be removed from the tip by using a brass-bristled brush. Never use a steel wire brush to clean nozzle tips. Steel wire may partially close the small orifices in the nozzle tip, creating low power problens. Your Caterpillar dealer has the equipment to test fuel injection nozzles to determine if they should be replaced or reused. If you are reusing the nozzles, be sure to replace the carbon dam (1) and the compression seal (2). Another part of fuel system maintenance is selecting good fuels for use in your engines.STG 452 5/83 ee 23 Using fuels that meet Caterpillar's requirenents will promote long engine life and improve performance. Here's a list of things to consider when selecting fuels: 1. use distillate fuels that conform to ASTM No. 1 or No. 2 specifications; 2, buy fuel with a minimum Cetane No. 35; 3. know the fuel sulfur content; and 4. use clean fuels that are low in water and sediment. Special Instruction, "Fuels for Caterpillar Diesel Engines" (SEHS7067), lists requirements for preferred and permissible fuels that can be used in Caterpillar engines. You can help keep fuel free of contaminants by servicing fuel filters. The secondary filter should be replaced every 500 service hours or more frequently, depending on fuel condition. When installing a new filter, lubricate the gasket with clean diesel fuel and be sure the gasket mating surface is clean. The primary fuel filter should be serviced at the same time. To do this, shut off the fuel tank supply valve and remove the filter cover. Wash the metal element in clean, nonflammable solvent and reinstall. The 3306 DITA has enough fuel in the fuel manifold to run the engine at low idle for five minutes, so usually it is not necessary to prime the fuel systen after filter service. However, if it is necessary to prime the system or remove air from the lines, first...sTMG 452 5/83 3306 DITA Engine Care :+-open the vent valve on the injection pump. NOTE: Engines without the vent valve require the serviceman to "break" the return line nut to bleed the pump housing assembly. Then, unlock the priming pump and operate the priming pump until fuel flows from the vent valve without air bubbles. This will purge the system and fill the secondary filter with fuel. Finally, close the vent valve and lock the priming pump. This valve should only be Closed "finger tight." The use of pliers or wrenches will damage the seat. Periodic draining of the fuel supply tank will also help keep the system free of water and contaminants. Remove the plug in the bottom of the tank or open the supply tank valve. Drain a cupful of fuel from the tank every day to prevent entry of dirt into the fuel supply line. This completes our look at fuel system operation and maintenance. Following these guidelines for engine care will help assure that you get the quality performance and long service life from your Caterpillar 3306 DITA Engine.