Pantalla anterior

Bienvenido: cr080x0104912x02
Producto: EXCAVADOR
Modelo: 375-AL EXCAVADOR 1JM
Configuración: Excavadoras 375 y 375 L 1JM00001-UP (MÁQUINA) CON EL
MOTOR 3406

Operación de Sistemas
3406C MOTOR PARA MAQUINAS CONSTRUIDAS CATERPILLAR
Número de medio -SENR1028-02 Fecha de publicación -01/02/2006 Fecha de actualización -05/08/2013

SENR10280001

Prueba y ajuste de operación de sistemas

Operación de sistemas
NOTA: Para obtener especificaciones con ilustraciones, consulte la Especificación del motor 3406C para
máquinas fabricadas por Caterpillar, SENR1028. Si las especificaciones en SENR1027 no son las mismas
que las pruebas y ajustes de funcionamiento del sistema, mire la fecha de impresión en la contraportada de
cada libro. Utilice las especificaciones proporcionadas en el libro con la última fecha.

Una "C" en el margen izquierdo es una indicación de un cambio con respecto a un problema anterior.

Diseño del motor

Ubicación del cilindro y la válvula

Diámetro ... 137 mm (5,4 pulg)

Carrera ... 165 mm (6,5 pulgadas)

Desplazamiento ... 14,6 litros (893 pulgadas cúbicas)

Número y disposición de cilindros ... 6, en línea

Orden de encendido (secuencia de inyección) ... 1,5,3,6,2,4

Ajuste del juego de válvulas con el motor frío y parado:

Entrada ... 0,38 mm (0,015 pulgadas)

Escape ... 0,76 mm (0,030 pulgadas)

Rotación del cigüeñal (visto desde el extremo del volante) ... En sentido antihorario

Rotación del árbol de levas de la bomba de combustible (visto desde el extremo de transmisión de la bomba)
... En sentido antihorario

NOTA: El extremo delantero del motor está opuesto al extremo del volante.

El lado izquierdo y el lado derecho del motor se ven desde el extremo del volante.

El cilindro No. 1 es el cilindro delantero.

Sistema de combustible
Flujo de combustible
Esquema del sistema de combustible

(1) Boquilla de inyección de combustible.

(2) Líneas de inyección de combustible.
(3) Línea de retorno de combustible.
(4) Orificio de purga constante (parte del codo).
(5) Carcasa de la bomba de inyección de combustible.
(6) Bomba de cebado de combustible.
(7) Válvulas de retención.
(8) Bomba de transferencia de combustible.
(9) Depósito de combustible.
(10) Filtro de combustible primario.
(11) Filtro de combustible secundario.

El combustible se extrae del tanque de combustible (9) a través del filtro de combustible primario (10)
mediante la bomba de transferencia de combustible (8). Desde la bomba de transferencia de combustible, el
combustible pasa a través del filtro de combustible secundario (11) y al colector de combustible en la carcasa
de la bomba de inyección de combustible (5). La presión de combustible en el colector de combustible está
determinada por el resorte de la bomba de transferencia de combustible. Hay un orificio de purga constante
en el codo de la línea de retorno de combustible. El orificio de purga constante (4) permite que un flujo
constante de combustible pase a través de la línea de retorno de combustible (3) de regreso al tanque de
combustible (9). Esto ayuda a mantener el combustible fresco y libre de aire. Las bombas de inyección de
combustible individuales obtienen combustible del colector de combustible y empujan el combustible a una
presión muy alta a través de las líneas de inyección de combustible (2) hasta las boquillas de inyección de
combustible (1).

Fuel Injection Pump

The fuel injection pump increases the pressure of the fuel and sends an exact amount of fuel to the fuel
injection nozzle. There is one fuel injection pump for each cylinder in the engine.

Fuel Injection Pump

(1) Spill port.

(2) Check valve.
(3) Pump barrel.
(4) Bypass port.
(5) Pump plunger.
(6) Spring.
(7) Fuel rack.
(8) Gear.
(9) Lifter.
(10) Cam.

The fuel injection pump is moved by cam (10) of the fuel pump camshaft. When the camshaft turns, the cam
raises lifter (9) and pump plunger (5). The pump plunger always makes a full stroke. As the camshaft turns
farther, spring (6) returns the pump plunger and lifter to the bottom of the stroke.
Pump Barrel and Plunger Assembly

(1) Spill port.

(2) Check valve.
(3) Pump barrel.
(4) Bypass port.
(5) Pump plunger.
(11) Orifice reverse flow check valve.
(12) Spring.
(13) Spring.
(14) Scroll.
(15) Slot.

When the pump plunger is at the bottom of the stroke, fuel at transfer pump pressure flows through spill port
(1) and bypass port (4). Fuel fills pump barrel (3) in the area above pump plunger (5).
Pump Barrel and Plunger Assembly

(1) Spill port.

(2) Check valve.
(3) Pump barrel.
(4) Bypass port.
(5) Pump plunger.
(11) Orifice reverse flow check valve.
(12) Spring.
(13) Spring.
(14) Scroll.
(15) Slot.

After pump plunger (5) begins the up stroke, fuel will be pushed out bypass port (4) until the top of the pump
plunger closes the port. As the pump plunger travels farther up, the pressure of the fuel increases. At
approximately 690 kPa (100 psi), check valve (2) opens and lets fuel flow into the fuel injection line to the
fuel injection nozzle.
Pump Barrel and Plunger Assembly

(1) Spill port.

(2) Check valve.
(3) Pump barrel.
(4) Bypass port.
(5) Pump plunger.
(11) Orifice reverse flow check valve.
(12) Spring.
(13) Spring.
(14) Scroll.
(15) Slot.

When the pump plunger travels farther up, scroll (14) uncovers spill port (1). The fuel above the pump
plunger goes through slot (15), along the edge of scroll (14) and out spill port (1) back to the fuel manifold.
This is the end of the injection stroke. The pump plunger can have more travel up, but no more fuel will be
sent the fuel injection nozzle.
Pump Barrel and Plunger Assembly

(1) Spill port.

(2) Check valve.
(4) Bypass port.
(5) Pump plunger.
(11) Orifice reverse flow check valve.
(12) Spring.
(13) Spring.
(14) Scroll.
(15) Slot.

When spill port (1) is opened by plunger (5) the fuel nozzle closes and spring (13) closes check valve (2) as
the pressure above plunger (5) drops below 690 kPa (100 psi). At the same time the orificed reverse flow
check valve (11) opens.

Orificed reverse flow check valve (11) closes when the fuel pressure in the fuel injection lines is 6900 kPa
(1000 psi). This keeps the fuel in the injection line and above the reverse flow check valve at 6900 kPa (1000
psi).

NOTE: Orificed reverse flow check valve (11) prevents rough idle by stopping any secondary injection of
fuel between injection strokes. This valve is only effective below 8250 kPa (1200 psi) and has no effect
above that pressure. When the engine is shutdown, the pressure is gradually released through a small groove
on the bottom face of orificed reverse flow check valve (11).

When the pump plunger travels down and uncovers bypass port (4), fuel begins to fill the area above the
pump plunger again, and the pump is ready to begin another stroke.
The amount of fuel the fuel injection pump sends to the fuel injection nozzle on each pump stroke can be
changed by the rotation of the pump plunger. Gear (8) is attached to the pump plunger and is in mesh with
fuel rack (7). The governor moves the fuel rack which turns the fuel pump plungers according to the fuel
needs of the engine. When the governor turns the pump plunger, scroll (14) on the plunger changes the
distance between the top of pump plunger and the point where scroll (14) uncovers spill port (1). The longer
the distance from the top of the pump plunger to the point where scroll (14) uncovers spill port (1), the more
fuel will be injected.

To stop the engine, the pump plunger is rotated so that slot (15) on the pump plunger is in line with spill port
(1). The fuel will now go out the spill port and not to the fuel injection nozzle.

Fuel Injection Nozzle

The fuel injection nozzle is installed in an adapter in the cylinder head and is extended into the combustion
chamber. The fuel injection pump sends fuel with high pressure to the fuel injection nozzle where the fuel is
made into a fine spray for good combustion.

Fuel Injection Nozzle

(1) Carbon dam.

(2) Seal.
(3) Passage.
(4) Filter screen.
(5) Inlet passage.
(6) Orifice.
(7) Valve.
(8) Diameter.
(9) Spring.

Seal (2) goes against the nozzle adapter and prevents leakage of compression from the cylinder. Carbon dam
(1) keeps carbon out of the bore in the nozzle adapter.

Fuel with high pressure from the fuel injection pump goes into inlet passage (5). Fuel then goes through filter
screen (4) and into passage (3) to the area below diameter (8) of valve (7). When the pressure of the fuel that
pushes against diameter (8) becomes greater than the force of spring (9), valve (7) lifts up. This occurs when
the fuel pressure goes above the Valve Opening Pressure of the fuel injection nozzle. When valve (7) lifts,
the tip of the valve comes off of the nozzle seat and the fuel will go through the six small orifices (6) into the
combustion chamber.

The injection of fuel continues until the pressure of fuel against diameter (8) becomes less than the force of
spring (9). With less pressure against diameter (8), spring (9) pushes valve (7) against the nozzle seat and
stops the flow of fuel to the combustion chamber.

The fuel injection nozzle can not be disassembled and no adjustments can be made.
Fuel Transfer Pump
The fuel transfer pump is a piston pump that is moved by a cam (eccentric) on the camshaft for the fuel
injection pump. The transfer pump is located on the bottom side of the fuel injection pump housing.

Fuel Transfer Pump (Start Of Down Stroke) (Arrows Indicate Fuel Flow Direction)

(1) Push rod.

(2) Piston.
(3) Outlet check valve.
(4) Pumping check valve.
(5) Pumping spring.
(6) Pump inlet port.
(7) Inlet check valve.
(8) Pump outlet port.

When the fuel injection pump camshaft turns, the cam moves push rod (1) and piston (2) down. As the piston
moves down, inlet check valve (7) and outlet check valve (3) close. Pumping check valve (4) opens and
allows the fuel below the piston to move into the area above the piston. Pumping spring (5) is compressed as
the piston is pushed down by push rod (1).

As the fuel injection pump camshaft continues to turn, the cam no longer puts force on push rod (1).
Pumping spring (5) now moves piston (2) up. This causes pumping check valve (4) to close. Inlet check
valve (7) and outlet check valve (3) will open. As the piston moves up, the fuel in the area above the piston is
pushed through the outlet check valve (3) and out pump outlet port (8). Fuel also moves through pump inlet
port (6) and inlet check valve (7) to fill the area below piston (2). The pump is now ready to start a new
cycle.

Fuel Transfer Pump (Start Of Up Stroke) (Arrows Indicate Fuel Flow Direction)

(1) Push rod.

(2) Piston.
(3) Outlet check valve.
(4) Pumping check valve.
(5) Pumping spring.
(6) Pump inlet port.
(7) Inlet check valve.
(8) Pump outlet port.

Oil Flow For Fuel Injection Pump And Governor

Fuel Injection Pump And Governor

(1) Governor servo.

(2) Fuel injection pump housing.
(3) Cover.
(4) Oil supply (from cylinder block).
(5) Oil drain port (into cylinder block).
(6) Dashpot.
(7) Governor rear housing.
(8) Governor center housing.

Lubrication oil from the side of the cylinder block goes into the side of the fuel injection pump housing at oil
supply (4). The oil then goes to a passage between fuel injection pump housing (2) and governor center
housing (8) where it flows to three different locations.

A part of the oil goes back into the main oil passage in fuel injection pump housing (2). This oil gives a
supply of lubrication for the three fuel injection pump camshaft bearings. At the camshaft bearing next to the
governor, oil flows into drilled passages in the camshaft to give lubrication to the flyweight carrier thrust
bearing. Oil drains from the camshaft bearings into the fuel injection pump housing. A drain hole in the
housing keeps the level of oil in the housing even with the center of the camshaft. Oil drains from the
housing, through oil drain port (5), back to the engine block.

Oil also flows through a different passage back to the fuel injection pump housing. This passage is connected
to governor servo (1). The governor servo gives hydraulic assistance to move the fuel rack.
The remainder of the oil goes through a passage in the governor center housing (8) and governor rear
housing (7) to cover (3) or the fuel ratio control. From the cover or the fuel ratio control, oil drains back into
the governor housing. This oil lubricates the governor control components and supplies the oil for the
dashpot (6). The internal parts of the governor are also lubricated by oil leakage from governor servo (1) and
the oil thrown off by parts in rotation. An opening between the lower part of the governor and the fuel
injection pump housing lets oil out of the governor. The fuel injection pump housing has an oil drain port (5)
that is connected to the engine block.

Governor
Governor

(1) Governor spring.

(2) Sleeve.
(3) Valve.
(4) Piston.
(5) Governor servo.
(6) Fuel Rack.
(7) Lever.
 (8) Flyweights.
(9) Load stop bar.
(10) Stop bar.
(11) Riser.
(12) Spring seat.
(13) Torque rise setting screw.
(14) Stop bolt.
(15) Torque spring.
(16) Fuel setting screw.
(17) Stop collar.

The governor controls the amount of fuel needed by the engine to maintain a desired rpm.

The governor flyweights (8) are driven directly by the fuel pump camshaft. Riser (11) is moved by
flyweights (8) and governor spring (1). Lever (7) connects the riser with sleeve (2) which is fastened to valve
(3). Valve (3) is a part of governor servo (5) and moves piston (4) and fuel rack (6). The fuel rack moves
toward the front of the fuel pump housing (to the right in the illustration) when moved in the FUEL OFF
direction.

The force of governor spring (1) always pushes to give more fuel to the engine. The centrifugal (rotating)
force of flyweights (8) always push to get a reduction of fuel to the engine. When these two forces are in
balance (equal), the engine runs at a constant rpm.

When the governor control lever is moved to the high idle position, governor spring (1) is put in compression
and pushes riser (11) toward the flyweights. When the riser moves forward, lever (7) moves sleeve (2)
toward the rear. Sleeve (2) moves valve (3) through the broken link spring. Valve (3) stops oil flow through
governor servo (5) and the oil pressure moves piston (4) and the fuel rack to the rear. This increases the
amount of fuel to the engine. As engine speed increases, the flyweight force increases and moves the riser
toward the governor spring. When the riser moves to the rear, lever (7) moves sleeve (2) and valve (3)
forward. Valve (3) now directs oil pressure to the rear of piston (4) and moves the piston and fuel rack
forward. This decreases the amount of fuel to the engine. When the flyweight force and the governor spring
force become equal, the engine speed is constant and the engine runs at high idle rpm. High idle rpm is
checked after the set point (balance point) has been set. The high idle rpm must not be more than the high
limit of the set point tolerance. The adjustment screw limits the amount of compression of the governor
spring.

With the engine at high idle, when the load is increased, engine speed will decrease. Flyweights (8) move in
and governor spring (1) pushes riser (11) forward and increases the amount of fuel to the engine. As the load
is increased more, governor spring (1) pushes riser (11) farther forward. Spring seat (12) also pushes on stop
bolt (14). On the opposite end of stop bolt (14) is stop collar (17) which has fuel setting screw (16) and
torque rise setting screw (13). Torque rise setting screw (13) controls the maximum amount of fuel rack
travel. As stop bolt (14) moves forward fuel setting screw (16) moves forward to make full contact with
torque spring (15) at the full load speed of the engine. The adjustment of fuel setting screw (16) controls the
horsepower of the engine at full load speed. Torque spring (15) now acts to control the fuel rack movement.

If more load is added, the engine will run in a lug condition. This occurs when the load placed on the engine
is greater than the horsepower output at the full load speed. When rpm decreases because of added load, the
force of governor spring (1) moves riser (11) farther forward. As stop bolt (14) moves forward, fuel setting
screw (16) bends torque spring (15) and fuel rack (6) can move farther in the FUEL ON direction. This
movement is stopped when torque rise setting screw (13) contacts stop bar (10). This is the maximum fuel
setting position. The adjustment of torque rise setting screw (13) controls the additional amount of fuel rack
travel below full load speed as the peak torque speed of the engine is reached.

Also, the engine can be shutdown if the mechanical action of governor spring (1) and flyweights (8) become
bound (stuck) in the FUEL ON position. Shutdown can be done by use of the shutoff solenoid or by moving
the manual shutoff lever (if equipped) to the off position. Valve (3) will move independent of sleeve (2) to
push fuel rack (6) to the FUEL OFF position. Note that the broken link spring is compressed as valve (3)
slides in sleeve (2).
Governor Servo

Governor Servo (Fuel on direction)

(1) Valve.
(2) Piston.
(3) Cylinder.
(4) Cylinder Sleeve.
(5) Fuel Rack.
(A) Oil inlet.
(B) Oil outlet.
(C) Oil passage.
(D) Oil passage.

The governor servo gives hydraulic assistance to the mechanical governor force to move the fuel rack. The
governor servo has cylinder (3), cylinder sleeve (4), piston (2) and valve (1).

When the governor moves in the FUEL ON direction, valve (1) moves to the left. The valve opens oil outlet
(B) and closes oil passage (D). Pressure oil from oil inlet (A) pushes piston (2) and fuel rack (5) to the left.
Oil behind the piston goes through oil passage (C), along valve (1) and out oil outlet (B).
Governor Servo (Balanced position)

(1) Valve.
(2) Piston.
(3) Cylinder.
(4) Cylinder Sleeve.
(5) Fuel Rack.
(A) Oil inlet.
(B) Oil outlet.
(C) Oil passage.
(D) Oil passage.

When the governor spring and flyweight forces are balanced and the engine speed is constant, valve (1) stops
moving. Pressure oil from oil inlet (A) pushes piston (2) until oil passages (C and D) are opened. Oil now
flows through oil passage (D) along valve (1) and out through oil outlet (B). With no oil pressure on the
piston, the piston and fuel rack (5) stop moving.
Governor Servo (Fuel Off direction)

(1) Valve.
(2) Piston.
(3) Cylinder.
(4) Cylinder Sleeve.
(5) Fuel Rack.
(A) Oil inlet.
(B) Oil outlet.
(C) Oil passage.
(D) Oil passage.

When the governor moves in the FUEL OFF direction, valve (1) moves to the right. The valve closes oil
outlet (B) and opens oil passage (D). Pressure oil from oil inlet (A) is now on both sides of piston (2). The
area of the piston is greater on the left side than on the right side of the piston. The force of the oil is also
greater on the left side of the piston and moves the piston and fuel rack (5) to the right.

Dashpot
Dashpot

(1) Needle valve.

(2) Oil reservoir
(3) Cylinder.
(4) Piston
(5) Dashpot spring.
(6) Spring seat

The dashpot helps give the governor better speed control when there are sudden speed and load changes. The
dashpot has needle valve (1), oil reservoir (2), cylinder (3), piston (4), dashpot spring (5) and spring seat (6).
Piston (4) and spring seat (6) are fastened to dashpot spring (5).

When spring seat (6) is moved, by a change in load or speed, dashpot spring (5) moves piston (4) in cylinder
(3). The cylinder and oil reservoir (2) are full of oil. As piston (4) moves, it causes oil to be moved in or out
of the cylinder through needle valve (1) and oil reservoir (2).

Needle valve (1) gives restriction to oil flow to and from cylinder (3). This causes a restriction to the
movement of piston (4) and spring seat (6). The faster the governor tries to move spring seat (6), the greater
the resistance the dashpot gives to the spring seat movement.

Fuel Ratio Control

Fuel Ratio Control (Engine Started) (Typical Example)

(1) Inlet air chamber.

(2) Diaphragm assembly.
(3) Internal valve.
(4) Oil drain passage.
(5) Oil inlet.
(6) Stem.
(7) Spring.
(8) Piston.
(9) Oil passage.
(10) Oil chamber.
(11) Lever.

NOTE: These emission certified engines have tamper proof resistant bolts on the fuel ratio control and
cover. Adjustment and repairs should be made by an authorized Caterpillar dealer.

The fuel ratio control limits the amount of fuel to the cylinders during and increase of engine speed
(acceleration) to reduce exhaust smoke. Properly adjusted it also minimizes the amount of soot in the engine.

Stem (6) moves lever (11) which will restrict the movement of the fuel rack in the FUEL ON direction only.

With the engine stopped, there is no oil pressure and stem (6) is in the fully extended position as in the
(Engine Started) illustration. The movement of the fuel rack and lever (11) is not restricted by stem (6). This
gives maximum fuel to the engine for easier starts.

When oil pressure arrives at the control, engine oil flows through oil inlet (5) into pressure oil chamber (10).
Piston (8) and stem (6) move to restrict lever and rack to the smoke limited rack setting.

Stem (6) will not move from the limited rack setting until inlet manifold pressure increases enough to move
internal valve (3). A line connects the inlet manifold with inlet air chamber (1) of the fuel ratio control.
Fuel Ratio Control (Engine Acceleration) (Typical Example)

(1) Inlet air chamber.

(2) Diaphragm assembly.
(3) Internal valve.
(4) Oil drain passage.
(5) Oil inlet.
(6) Stem.
(7) Spring.
(8) Piston.
(9) Oil passage.
(10) Oil chamber.
(11) Lever.

When the governor control is moved to increase fuel to the engine, stem (6) limits movement of lever (11) in
the FUEL ON direction. The oil in chamber (10) acts as a restriction to the movement of stem (6) until the
air pressure increases.

As the inlet air pressure increases, diaphragm assembly (2) and internal valve (3) move to the right. The
internal valve opens oil passage (9), and oil in oil chamber (10) goes to oil drain passage (4). With the oil
pressure reduced behind piston (8), spring (7) moves the piston and stem (6) to the right. Piston (8) and stem
(6) will move until oil passage (9) is closed by internal valve (3). Lever (11) can now move to let the fuel
rack go to the full fuel position. The fuel ratio control is designed to restrict the fuel until the air pressure in
the inlet manifold is high enough for complete combustion. It prevents large amounts of exhaust smoke
caused by an air/fuel mixture with too much fuel.

Mechanical Timing Advance Unit

Fuel Pump Mechanical Drive

(1) Bolts.
(2) Ring.
(3) Gear.
(4) Ring.
(5) Carrier assembly.
(6) Fuel injection pump camshaft.

The fuel pump drive group connects the drive end of the fuel injection pump camshaft with the timing gears
in the front of the engine. The unit uses engine oil pressure to hold the carrier assembly (5) against the end of
the camshaft. The carrier assembly does not slide during engine operation. There is no advance of injection
timing.

The drive group is connected to the fuel injection pump camshaft. Bolts (1) position rings (2) and (4)
together to hold gear (3). Carrier assembly (5) has two splines. The outer straight splines are in contact with
the straight splines of ring (2) and the inner helical splines are in contact with the helical splines on the fuel
injection pump camshaft (6). When the engine is started, gear (3) drives fuel injection pump camshaft (6)
through ring (2) and carrier assembly (5).

Automatic Timing Advance Unit

Automatic Timing Advance Unit (Before Timing Advance Begins)

(1) Spring.
(2) Flyweights.
(3) Timing gear.
(4) Carrier.
(5) Fuel injection pump camshaft.
(6) Screw.
(7) Setscrew.
(8) Spring.
(9) Bolt.
(10) Ring.
(11) Ring.
(12) Spool.
(13) Body.

The automatic timing advance unit connects the drive end of the fuel injection pump camshaft with the
timing gears in the front of the engine. The unit uses the engines oil pressure to change the fuel injection
timing according to engine speed. This gives better combustion of the fuel at all levels of engine operation.

The automatic timing advance unit is connected to fuel injection pump camshaft (5) with four bolts (9). Bolts
(9) pull rings (10) and (11) together to hold timing gear (3). Carrier (4) has straight splines on its inside
diameter. The outer splines are in contact with the straight splines of ring (10) and the inner splines are in
contact with helical splines on fuel injection pump camshaft (5). When the engine is started, timing gear (3)
drives fuel injection pump camshaft (5) through ring (10) and carrier (4).

As the engine is run at a steady rpm (such as low idle speed), the centrifugal force of flyweight (2) and the
force of spring (8) are equal. At this point, spool (12) is held in position to close the oil passage in body.
Engine lubrication oil flows through the fuel injection pump housing and through a passage in fuel injection
pump camshaft (5) into body (13) and is stopped by spool (12). At this point the oil cannot move body (13)
and carrier (4). Spring (1) holds carrier (4) toward the fuel injection pump and the fuel injection timing is not
advanced.

Automatic Timing Advance Unit (Timing Advance Begins)

(1) Spring.
(2) Flyweights.
(3) Timing gear.
(4) Carrier.
(5) Fuel injection pump camshaft.
(6) Screw.
(7) Setscrew.
(8) Spring.
(9) Bolt.
(10) Ring.
(11) Ring.
(12) Spool.
(13) Body.

When the engine speed increases to the point where the force of flyweights (2) is greater than the force of
spring (8), the flyweights move spool (12) to the left. This is the start of advance. The rpm at which advance
starts is adjusted by screw (6). Screw (6) controls the force of spring (8). The spool opens ports in body (13)
which allows engine lubrication oil to flow out of fuel injection pump camshaft (5) through the body and put
oil pressure on body (13) and carrier (4). When the pressure of the oil becomes greater than the force of
spring (1), the body and carrier begin to move to the left. Carrier (4) has straight splines on its outside
diameter and helical splines on its inside diameter.
The outer carrier splines are in contact with straight splines in ring (10) and the inner splines are in contact
with helical splines on fuel injection pump camshaft (5). As carrier (4) is forced to the left by oil pressure, it
slides between the splines on ring (10) and the splines on fuel injection pump camshaft (5). The helical
splines on the camshaft and carrier cause the camshaft to turn in relation to timing gear (3). This action
causes the fuel injection timing to be advanced.

Automatic Timing Advance Unit (Maximum Timing Advance)

(1) Spring.
(2) Flyweights.
(3) Timing gear.
(4) Carrier.
(5) Fuel injection pump camshaft.
(6) Screw.
(7) Setscrew.
(8) Spring.
(9) Bolt.
(10) Ring.
(11) Ring.
(12) Spool.
(13) Body.

As the engine speed increases, carrier (4), body (13), spool (12) and flyweights (2) continue to move toward
the left until spool (12) makes contact with setscrew (7). Body (13) moves to the left until the oil ports close.
Maximum fuel injection timing advance is adjusted and limited by setscrew (7).
Automatic Timing Advance Unit (Retard Timing Advance)

(1) Spring.
(2) Flyweights.
(3) Timing gear.
(4) Carrier.
(5) Fuel injection pump camshaft.
(6) Screw.
(7) Setscrew.
(8) Spring.
(9) Bolt.
(10) Ring.
(11) Ring.
(12) Spool.
(13) Body.

When the engine speed drops, the force of spring (8) may be greater than the force of flyweights (2). If the
spring force is greater it will push spool (12) to the right. This will block the lubrication oil pressure in body
(13) and allow the oil between the body and camshaft to drain out of the automatic timing advance unit.
Spring (1) will move carrier, body, flyweight and spool to the right. This will cause fuel injection pump
camshaft (5) to turn in relation to timing gear (3). The action causes the fuel injection timing to be retarded.

Automatic Timing Advance Unit (All Other Automatic Timing

Advance Units)
Timing Advance Unit (Before Timing Advance Begins)

(1) Screw.
(2) Setscrew.
(3) Spring.
(4) Valve spool.
(5) Flyweights.
(6) Ring.
(7) Gear.
(8) Bolt.
(9) Carrier.
(10) Fuel injection pump camshaft.
(11) Body assembly.
(12) Ring.

The timing advance unit connects the drive end of the fuel injection pump camshaft with the timing gears in
the front of the engine. The unit used engine oil pressure to change the fuel injection timing. A flyweight
assembly controls a double acting hydraulic servo. The double acting hydraulic servo, directs engine oil
under pressure to either side of the drive carrier to advance or retard timing. The total timing advance range
is 12 crankshaft degrees.

The timing advance unit is connected to the fuel injection pump camshaft. Bolts (8) pull rings (6 and 12)
together to hold gear (7). Carrier (9) has two splines. The outer straight splines are in contact with the
straight splines of ring (6) and the inner helical splines are in contact with the helical splines on fuel injection
pump camshaft (10). When the engine is started, gear (7) drives fuel injection pump camshaft (10) through
ring (6) and carrier (9).

Advance Timing
Advance Timing

(1) Screw.
(2) Setscrew.
(3) Spring.
(4) Valve spool.
(5) Flyweights.
(6) Ring.
(7) Gear.
(8) Bolt.
(9) Carrier.
(10) Fuel injection pump camshaft.
(11) Body assembly.
(12) Ring.

As the engine is started and begins to run, flyweights (5) move out and pull valve spool (4) to the left in the
above illustration. At this point valve spool (4) is put in a position to close off the oil passage to drain in
body assembly (11). Engine lubrication oil flows through the fuel injection pump housing and through a
passage in fuel injection pump camshaft (10) into body assembly (11) and is stopped by valve spool (4).
With oil flow stopped, oil pressure pushes body assembly (11) and carrier (9) to the left. As carrier (9) is
forced to the left by oil pressure, it slides between the splines on ring (6) and the helical splines on the carrier
cause the camshaft to turn in relation to gear (7). This outward motion of the body assembly (11) caused the
fuel injection timing to be advanced. Timing continues to be advanced until spring (3) is put under
compression and spring force becomes equal to the centrifugal (outward) force of flyweight (5). At this point
valve spool (4) is held in position.

Now, oil pressure moves carrier (9) to the left. This changes the valve spool position in carrier (9) and oil
pressure is directed to the left side of carrier (9). The carrier moves to the right until valve spool (4) closes
the oil passage. At this point carrier (9) moves slightly from left to right to maintain the timing advance
needed at the engine speed (rpm) set by the governor.

NOTE: The point where timing advance begins and ends is adjusted by screw (1) and setscrew (2).

Retard Timing
Retard Timing

(1) Screw.
(2) Setscrew.
(3) Spring.
(4) Valve spool.
(5) Flyweights.
(6) Ring.
(7) Gear.
(8) Bolt.
(9) Carrier.
(10) Fuel injection pump camshaft.
(11) Body assembly.
(12) Ring.

When engine speed is reduced, flyweights (5) move in and the force of spring (3) moves valve spool (4) to
the right in the above illustration. The oil flows from fuel injection pump camshaft (10), through body
assembly (11), around valve spool (4) and builds up pressure to move body assembly (11) and carrier (9) to
the right. This action causes the relationship between the fuel injection pump camshaft (10) and drive gear
(7) to change fuel injection timing in the retarded direction.
Timing Fully Retarded

(1) Screw.
(2) Setscrew.
(3) Spring.
(4) Valve spool.
(5) Flyweights.
(6) Ring.
(7) Gear.
(8) Bolt.
(9) Carrier.
(10) Fuel injection pump camshaft.
(11) Body assembly.
(12) Ring.

Air Inlet And Exhaust System

Air Inlet And Exhaust System

(1) Exhaust manifold.

(2) Inlet manifold.
(3) Engine cylinders.
(4) Air inlet.
(5) Turbocharger compressor wheel.
(6) Turbocharger turbine wheel.
(7) Exhaust outlet.

The components of the air inlet and exhaust system control the quality and amount of air available for
combustion. The air inlet and exhaust system components are: air cleaner, inlet manifold, cylinder head,
valves and valve system components, exhaust manifold, and turbocharger.

Clean inlet air from the air cleaner is pulled through air inlet (4) by turbocharger compressor wheel (5). The
rotation of the turbocharger compressor wheel causes compression of the air and forces it through inlet
manifold (2) to the inlet valves in the engine cylinder head. The inlet valves control the air flow into each
engine cylinder.

There are two inlet and two exhaust valves for each cylinder. Make reference to Valve System Components.
The inlet valves open when the piston moves down on the inlet stroke. Cooled compressed air from the inlet
manifold is pulled into the cylinder. The inlet valves close and the piston starts to move up on the
compression stroke. When the piston is near the top of the compression stroke fuel is injected into the
cylinder. The fuel mixes with the air and combustion starts. The force of combustion pushes the piston down
on the power stroke. When the piston moves up again it is on the exhaust stroke. The exhaust valves open
and the exhaust gases are pushed through the exhaust port into exhaust manifold (1). After the piston makes
the exhaust stroke the exhaust valves close and the cycle (inlet, compression, power, exhaust) starts again.

Exhaust gases from the exhaust manifold go into the turbine side of the turbocharger and cause turbocharger
turbine wheel (6) to turn. The turbine wheel is connected to the shaft that drives turbocharger compressor
wheel (5). The exhaust gases then go out the exhaust outlet (7) and through exhaust system.

Aftercooler
Air Inlet System

(1) Aftercooler.
(2) Air inlet pipe.
(3) Coolant inlet.
(4) Coolant outlet.

Some engines have an aftercooler (1) installed in place of the inlet manifold. The aftercooler has a coolant
charged core assembly. Coolant from the water pump flows through coolant inlet (3) into the aftercooler.
Coolant flows through the core assembly and out of the aftercooler through coolant outlet (4) into the rear of
the cylinder block.

Inlet air from the compressor side of the turbocharger is forced into the aftercooler through air inlet pipe (2).
The air passes over the core assembly which lowers the air temperature to approximately 93°C (200°F). The
cooler air goes out the bottom of the aftercooler into the cylinder head. The advantage of the cooler air is
greater combustion efficiency.

Turbocharger

Turbocharger

(1) Inlet manifold.

(2) Exhaust manifold.
(3) Turbocharger.

The turbocharger (3) is installed on the center section of the exhaust manifold (2). All the exhaust gases from
the engine go through the turbocharger.
Turbocharger

(4) Air inlet.

(5) Compressor housing.
(6) Compressor wheel.
(7) Bearing.
(8) Oil inlet port.
(9) Bearing.
(10) Turbine housing.
(11) Turbine wheel.
(12) Exhaust outlet.
(13) Oil outlet port.
(14) Exhaust inlet.

The exhaust gases go into turbine housing (10) through exhaust inlet (14) and push the blades of turbine
wheel (11). The turbine wheel is connected by a shaft to compressor wheel (6).

Clean air from the air cleaners is pulled through the compressor housing air inlet (4) by the rotation of
compressor wheel (6). The action of the compressor wheel blades causes a compression of the inlet air. This
compression gives the engine more power because it makes it possible for the engine to burn more air and
fuel during combustion.

When the load on the engine increases, more fuel is injected into the cylinders. This makes more exhaust
gases, and will cause the turbine and compressor wheels of the turbocharger to turn faster. As the compressor
wheel turns faster, more air is forced into the engine. The increased flow of air gives the engine more power
because it makes it possible for the engine to burn the additional fuel with greater efficiency.

Maximum rpm of the turbocharger is controlled by the fuel setting, the high idle speed setting and the height
above sea level at which the engine is operated.

NOTICE
If the high idle rpm or the fuel setting is higher than given in the TMI
 g p g g g
(Technical Marketing Information or Fuel Setting And Related
Information Fiche (for the height above sea level at which the engine is
operated), there can be damage to engine or turbocharger parts.
Damage will result when increased heat and/or friction, due to the
higher engine output, goes beyond the engine cooling and lubrication
systems abilities.

The fuel setting adjustment is done at the factory for a specific engine application. The governor housing and
turbocharger are sealed to prevent changes in the adjustment of the fuel and the high idle speed setting.

Bearings (7 and 9) for the turbocharger use engine oil under pressure for lubrication. The oil comes in
through the oil inlet port (8) and goes through passages in the center section for lubrication of the bearings.
Oil from the turbocharger goes out through the oil outlet port (13) in the bottom of the center section and
goes back to the engine lubrication system.

The fuel rack adjustment is done at the factory for a specific engine application. The governor housing and
turbocharger are sealed to prevent changes in the adjustment of the rack and the high idle speed setting.

Valves And Valve System Components

The valves and valve system components control the flow of inlet air and exhaust gases into and out of the
cylinder during engine operation.
Valve System Components (typical example)

(1) Inlet bridge.

(2) Inlet rocker arm.
(3) Push rod.
(4) Rotocoil.
(5) Valve springs (inner and outer).
(6) Valve guide.
(7) Inlet valves.
(8) Lifter.
(9) Camshaft.

Valve System Components

(1) Inlet bridge.

(2) Inlet rocker arm.
 (7) Inlet valves.
(10) Exhaust rocker arm.
(11) Exhaust bridge.
(12) Exhaust valves.

The inlet and exhaust valves are opened and closed by movement of these components: crankshaft, camshaft,
lifters, push rods, rocker arms, bridges, and valve springs. Rotation of the crankshaft causes rotation of the
camshaft. The camshaft gear is timed to, and driven by, a gear on the front of the crankshaft. As camshaft (9)
turns, the lobes of the camshaft also turn and cause lifters (8) to go up and down. This movement makes push
rods (3) move rocker arms (2 and 10). Movement of the rocker arms will make inlet and exhaust bridges (1
and 11) move up and down on dowels mounted in the cylinder head.

These bridges let one rocker arm open, or close, two valves (inlet or exhaust) at the same time. There are two
inlet and two exhaust valves in each cylinder. Dependent on the application either one or two valve springs
(5) for each valve hold the valves in the closed position when the lifters move down.

Rotocoil (4) cause the valves to have rotation while the engine is running. This rotation of the valves keeps
the deposit of carbon on the valves to a minimum and gives the valves longer service life.

Jake Brake (if equipped)

The Jake Brake permits the operator to control the speed of the machine on grades, curves, or anytime when
speed reduction is necessary, but long applications of the service brakes are not desired. In downhill
operation, or any slow down condition, the engine crankshaft is turned by the rear wheels (through the
differential, drive shaft, transmission and clutch). To reduce the speed of the machine, an application of a
braking force can be made to the pistons of the engine.

The Jake Brake, when activated, does this through the conversion of the engine from a source of power to an
air compressor that absorbs (takes) power. This conversion is made possible by a master to slave piston
arrangement, where movement of the rocker arm for the exhaust valves of one cylinder is transferred
hydraulically to open the exhaust valves of another cylinder near the top of its normal compression stroke
cycle. The compressed cylinder charge is now released into the exhaust manifold.

The release of the compressed air pressure to the atmosphere prevents the return of energy to the engine
piston on the expansion (power) stroke. The result is an energy loss, since the work done by the compression
of the cylinder charge is not returned by the expansion process. This energy loss is taken from the rear
wheels, which provides the braking action for the machine.

Jake Brake Components

The Jake Brake consists of two different housings, one installed in each of the valve mechanism
compartments above the rocker arms and rocker arm shaft. Each housing is positioned over three cylinders,
and is mounted on a support tube and on two studs at the end rocker shaft brackets. Special exhaust rocker
arm adjusting screws and exhaust valve bridges are necessary.

NOTE: Only the engine valves and valve mechanism for the exhaust side of the cylinders are used in the
operation of the Jake Brake.

A spacer is used on top of the valve cover base to permit installation of the valve cover. The increase in
height with the Jake Brake installed is less than 50.8 mm (2.00 in).

Both the front and rear Jake Brake housings consist of the parts that follow: three master pistons, three slave
pistons, three control valves, and one solenoid valve.

Jake Brake Operation

Master-Slave Circuit Schematic

(1) Solenoid valve.

(2) Spring.
(3) Control valve.
(4) High pressure oil passage.
(5) Slave piston adjustment screw.
(6) Master piston.
(7) Rocker arm shaft oil passage.
(8) Engine oil pump.
(9) Ball check valve.
(10) Slave piston.
(11) Rocker arm.
(12) Spring.
(13) Rocker arm adjustment screw.
(14) Oil drain passage.
(15) Low pressure oil passage.
(16) Exhaust valve bridge.
(17) Exhaust push rod.
(18) Engine oil pan.
(19) Exhaust valves.

The Jake Brake operates with engine oil which is supplied from the rocker arm shafts. Solenoid valve (1)
controls the oil flow in the housing.

When the solenoid is activated, solenoid valve (1) moves down and closes oil drain passage (14) to engine
oil pan (18). At the same time, it opens low pressure oil passage (15) to three control valves (3). As low
pressure oil passage (15) is filled with engine oil, control valves (3) are pushed up in their chamber against
force of spring (2). At this position, a groove in control valve (3) is in alignment with high pressure oil
passage (4) that supplies slave piston (10) and master piston (6). Engine oil pressure will not lift ball check
valve (9) and fill high pressure oil passage (4) and the chambers behind the slave and master pistons. This
pressure moves the pistons down to a position where they will not make contact with the engine valve
mechanism.
When the oil pressure is the same through all the oil passages, the small spring will force ball check valve (9)
back against its seat. The system is now completely charged and ready for operation with engine valve
mechanism. When the solenoid is activated, the Jake Brake is ready to operate in approximately 1/5 of a
second.

When exhaust push rod (17) begins to move up on its normal exhaust cycle, rocker arm (11) and rocker arm
adjustment screw (13) move up to make contact with master piston (6). As master piston (6) begins to move
up, the oil pressure increases in high pressure oil passage (4) because ball check valve (9) will not let the oil
out. Since there is a constant increase in pressure with the rocker arm movement, slave piston (10) is forced
down against exhaust valve bridge (16) (of a different cylinder) with enough force to open exhaust valves
(19).

Oil Passage Schematic (Front Housing Shown)

(1) Solenoid valve.

(3) Control valves.
(4) High pressure oil passage.
(6) Master pistons.
(10) Slave pistons.
(15) Low pressure oil passage.

This master-slave circuit is designed so that master piston (6) is only moved by an engine cylinder on the
exhaust stroke, while slave piston (10) opens only the exhaust valves of an engine cylinder on the
compression stroke (just before top center). The braking force is constant, and the sequence is the same as
the firing order of the engine, as shown in the chart that follows:
When solenoid valve (1) is in the off position, the engine oil supply passage is closed, and oil drain passage
(14) to the oil pan is opened. This lets oil drain from beneath control valve (3), and spring (2) pushes control
valve (3) to the bottom of the chamber. This position lets oil from high pressure oil passage (4) drain into the
chamber above the control piston (chamber vents to atmosphere outside of housing). Spring (12) now moves
master piston (6) up to its neutral position, away from rocker arm adjustment screw (13). The time necessary
for the system to stop operation is approximately 1/10 of a second. The Jake Brake will not be able to operate
now until the solenoid is activated again.

Jake Brake Controls

Control Circuit Schematic

(1) Solenoid.
(2) Throttle switch.
(3) Clutch switch.
(4) Control switch (on dash).
(5) Fuse.
(6) Battery.
(7) Diode.

The Jake Brake is activated electrically with three different switches connected in series in the circuit. A
manually operated control switch (4) is located on the dash of the machine. This is a three position switch
that permits an operator a selection of 100 percent, 50 percent, or no retardation (braking force).

The next switch in series is clutch switch (3). Clutch switch (3) is set to permit brake operation only when
the clutch is engaged. This prevents engine stall by the Jake Brake when the drive line is not engaged with
the engine.

The third switch is throttle switch (2), and it permits Jake Brake operation only when the throttle is at idle
position. Any application of more throttle (fuel increase) will stop current flow and the Jake Brake will not
operate.

Clutch switch (3) and throttle switch (2) work automatically after the operator control switch (4) is manually
positioned. This control circuit permits any one of the three switches to prevent operation of the brake, but
requires all three of the switches to be closed before operation can begin.

A small diode (7) is connected between the load side of the switch terminal and ground to protect the switch
contacts from arcing.
Lubrication System

Lubrication System Components

(1) Oil return line (from turbocharger).

(2) Oil supply line (to turbocharger).
(3) Oil manifold (in cylinder block).
(4) Engine oil cooler.
(5) Engine oil filter.
(6) Oil pan.

The lubrication system has the following components: oil pan, engine oil pump, engine oil cooler, engine oil
filter, oil lines to and from the turbocharger and oil passages in the cylinder block.

Oil Flow Through The Engine Oil Filter And Engine Oil Cooler

Flow Of Oil (Engine Warm)

(1) Oil manifold (in cylinder block).

(2) Oil supply line (to turbocharger).
(3) Oil return line (from turbocharger).
(4) Engine oil filter.
(5) Engine oil filter bypass valve.
(6) Oil pan.
(7) Engine oil pump.
(8) Engine oil cooler bypass valve.
(9) Suction Bell.
 (10) Engine oil cooler.

With the engine warm (normal operation), oil comes from oil pan (6) through suction bell (9) to engine oil
pump (7). The engine oil pump sends warm oil to the engine oil cooler (10) and then to engine oil filter (4).
From the engine oil filter, oil is sent to cylinder block oil manifold (1) and to turbocharger oil supply line (2).
Oil is drained back to the oil pan (6) through the turbocharger oil return line (3).

Flow Of Oil (Engine Cold)

(1) Oil manifold (in cylinder block).

(2) Oil supply line (to turbocharger).
(3) Oil return line (from turbocharger).
(4) Engine oil filter.
(5) Engine oil filter bypass valve.
(6) Oil pan.
(7) Engine oil pump.
(8) Engine oil cooler bypass valve.
(9) Suction Bell.
(10) Engine oil cooler.

With the engine cold (starting conditions), oil comes from oil pan (6) through suction bell (9) to engine oil
pump (7). When the oil is cold, an oil pressure difference in the bypass valves (installed in the engine oil
filter housing) causes each valve to open. These bypass valves give immediate lubrication to all components
when cold oil with high viscosity causes a restriction to the oil flow through the engine oil cooler (10) and
engine oil filter (4). The engine oil pump then sends the cold oil through engine oil cooler bypass valve (8)
and through engine oil filter bypass valve (5) to cylinder block oil manifold (1) and to turbocharger oil
supply line (2). Oil is drained back to the oil pan (6) through the turbocharger oil return line (3).

When the oil gets warm, the pressure difference in the bypass valves decreases and the bypass valves close.
Now there is a normal oil flow through the engine oil cooler and engine oil filter.

The bypass valves will also open when there is a restriction in the engine oil cooler or engine oil filter. This
action does not let an engine oil cooler or engine oil filter with a restriction prevent lubrication of the engine.

Oil Flow In The Engine

Engine Oil Flow Schematic

(1) Bracket (for rocker arm).

(2) Rocker arm shaft.
(3) Oil passage (to filters).
(4) Valve lifter bores.
(5) Rocker shaft bracket (oil supply).
(6) Rocker arm shaft.
(7) Rocker shaft bracket (oil supply).
(8) Oil passage (to accessory drive).
(9) Oil passage (to rocker shaft bracket).
(10) Oil passage (to idler gear shaft).
(11) Oil passage (to rocker shaft).
(12) Oil passage (to the fuel injection pump and governor).
(13) Camshaft bearings.
(14) Oil jet tubes.
(15) Main bearings.
(16) Oil manifold.
(17) Oil passage (from the engine oil pump to the engine oil cooler and engine oil filter).
(18) Oil passage (from the engine oil cooler and engine oil filter).

From the oil manifold (16) in the cylinder block, oil is sent through drilled passages in the cylinder block that
connect the main bearings (15) and the camshaft bearings (13). Oil goes through drilled holes in the
crankshaft to give lubrication to the connecting rod bearings. A small amount of oil is sent through oil jet
tubes (14) to make the pistons cooler. Oil goes through grooves in the bores for the front and rear camshaft
bearings and then into oil passages (3) that connects the valve lifter bores (4). These passages give oil under
pressure for the lubrication of the valve lifters.

Oil is sent from valve lifter bores (4) through oil passage (11) to an oil passage in rocker shaft bracket (5)
(next to cylinder No. 4) to supply pressure lubrication to rocker arm shaft (2). Oil is also sent from front
main bearing bore through rocker shaft oil passage (9) to rocker shaft bracket (7) for rocker arm shaft (6).
Holes in the rocker arm shafts lets the oil give lubrication to the valve system components in the cylinder
head.
The air compressor gets oil from oil passage (8) in the cylinder block, through passages in the timing gear
housing and the accessory drive gear.

The idler gear gets oil from oil passage (10) in the cylinder block through a passage in the shaft for the idler
gear installed on the front of the cylinder block.

The fuel injection pump and governor gets oil from oil passage (12) in the cylinder block. The automatic
timing advance unit gets oil from the fuel injection pump through the drive shaft for the fuel injection pump.

There is a pressure control valve in the engine oil pump. This valve controls the pressure of the oil coming
from the engine oil pump. The engine oil pump can put more oil into the system than is needed. When there
is more oil than needed, the oil pressure goes up and the valve will open. This allows the oil that is not
needed to go back to the inlet oil passage of the engine oil pump.

After the lubricating oil has done its work, it goes back to the engine oil pan.

Cooling System

Radiator Cooled System (Engine Warm)

(1) Cylinder head.

(2) Water temperature regulator.
(3) Outlet hose.
(4) Air vent line.
(5) Shunt line.
(6) Expansion tank.
(7) Radiator.
(8) Cylinder block.
(9) Engine oil cooler.
(10) Water pump.
(11) Bypass line.
(10) Water pump.
(12) Air flow.
This engine has a pressure type cooling system. A pressure type cooling system gives two advantages. The
first advantage is that the cooling system can have safe operation at a temperature that is higher than the
normal boiling (steam) point of water. The second advantage is that this type system prevents cavitation (the
sudden making of low pressure bubbles in liquids by mechanical forces) in the water pump. With this type
system, it is more difficult for an air or steam pocket to be made in the cooling system.

In normal operation (engine warm) the water pump (10) sends coolant through the engine oil cooler (9) and
into the cylinder block (8). Coolant moves through the cylinder block into the cylinder head (1) and then
goes to the water temperature regulator (2). The water temperature regulator is open and the coolant goes
through the outlet hose (3) to the radiator (7). The coolant is made cooler as it moves through the radiator.
When the coolant gets to the bottom of the radiator, it goes through the water pump inlet hose (12) and into
water pump (10).

When the engine is cold, the water temperature regulator (2) is closed, and the coolant is stopped from going
to the radiator. The coolant goes from the housing for the temperature regulator back to the water pump (10)
through bypass line (11).

NOTE: The water temperature regulator (2) is an important part of the cooling system. If the water
temperature regulator is not installed in the system, the coolant will not go through the radiator and
overheating (engine runs too hot) will be the result.

On an engine with an aftercooler, a tube from the cylinder block to the aftercooler inlet elbow supplies
necessary coolant. This coolant goes through the aftercooler and back into the cylinder block.

AMOCS Radiator
AMOCS Radiator Coolant Flow

Advanced Modular Cooling System (AMOCS) utilizes a two pass cooling system and increased cooling
surface area to provide significantly more cooling capacity than conventional systems. This system allows
for the working in higher air ambient conditions.

The two pass cooling system circulates coolant from the sectioned bottom tank, up through the front side of
the radiator cooling element. The coolant then flows down through the rear side cooling element, returning
the coolant to the bottom tank and then on to the water pump.

Coolant For Air Compressor

Coolant Flow In Air Compressor

(1) Outlet hose.

(2) Air compressor.
(3) Inlet hose.

The coolant for the air compressor (2) comes from the cylinder block through hose (3) and into the air
compressor. The coolant goes from the air compressor through hose (1) back into the front of the cylinder
head.

Coolant Conditioner (An Attachment)

Cooling System With Coolant Conditioner

(1) Coolant condition base and filter.

(2) Water line.
(3) Water pump.
(4) Supply line.
(5) Engine oil cooler bonnet.
(6) Return line.

Some conditions of operation have been found to cause pitting (small holes in the metal surface) from
corrosion or cavitation erosion (wear caused by air bubbles in the coolant) on the outer surface of the
cylinder liners and the inner surface of the cylinder block next to the liners. The addition of a corrosion
inhibitor (a chemical that gives a reduction of pitting) can keep this type of damage to a minimum.

The "spin-on" coolant condition elements, similar to the fuel filter and engine oil filter elements, fasten to a
base that is mounted on the engine or is remote mounted. Coolant flows through lines from the water pump
to the base and back to the block. There is a constant flow of coolant through the element.

The element has a specific amount of inhibitor for acceptable cooling system protection. As coolant flows
through the element, the corrosion inhibitor, which is dry material, dissolves (goes into solution) and mixes
to the correct concentration. Two basic types of elements are used for the cooling system, and they are called
the "Precharge" and the "Maintenance" elements. Each type of element has a specific use and must be used
correctly to get the necessary concentration for cooling system protection. The elements also contain a filter
and should be left in the system so coolant flows through it after the conditioner material is dissolved.

The "Precharge" element has more than the normal amount of inhibitor, and is used when a system is first
filled with new coolant. This element has to add enough inhibitor to bring the complete cooling system up to
the correct concentration.

The "Maintenance" elements have a normal amount of inhibitor and are installed at the first change interval
and provide enough inhibitor to keep the corrosion protection at an acceptable level. After the first change
period, only "Maintenance" elements are installed at specified intervals to give protection to the cooling
system.

NOTICE
Do not use any Methoxy Propanol/Based Antifreezes or coolant in the
Cooling System. Methoxy Propanol will cause some seals and gaskets
to deteriorate and fail. Do not use Dowtherm 209 Full-Fill in a cooling
system that has a coolant conditioner. These two systems are not
compatible (corrosion inhibitor is reduced) when used together.

Basic Block
Cylinder Block And Liners
A steel spacer plate is used between the cylinder heads and the block to eliminate liner counterbore and to
provide maximum liner flange support area (the liner flange sits directly on the cylinder block).

Engine coolant flows around the liners to cool them. Three O-ring seals at the bottom and a filler band at the
top of each cylinder liner from a seal between the liner and the cylinder block.

Pistons, Rings And Connecting Rods

The cast aluminum piston has three rings; two compression rings and one oil ring. All rings are located
above the piston pin bore. The two compression rings are of the KEYSTONE type and seat in an iron band
that is cast into the piston. KEYSTONE rings have a tapered shape and the movement of the rings in the
piston groove (also of tapered shape) results in a constantly changing clearance (scrubbing action) between
the ring and the groove. This action results in a reduction of carbon deposit and possible sticking of rings.

The oil ring is a standard (conventional) type and is spring loaded. Holes in the oil ring groove provide for
the return of oil to the crankcase.

The piston has a full skirt and uses a special shape (cardioid design) of the top surface to help combustion
efficiency.
The full floating piston pin is retained by two snap rings which fit in grooves in the pin bore.

Oil spray tubes, located on the cylinder block main webs, direct oil to cool and lubricate the piston
components and cylinder walls.

The two piece pistons consist of an alloy steel crown connected to an aluminum skirt by the piston pin.
Piston cooling jets in the cylinder block spray oil to the underside of the piston crown to cool the piston. All
three rings are located in grooves in the piston crown. Holes in the oil control (lower) ring groove allow oil
to return to the crankcase.

The connecting rod has a taper on the pin bore end. This gives the rod and piston more strength in the areas
with the most load. Two bolts hold the rod cap to the rod. This design keeps the rod width to a minimum, so
that the rod can be removed through the cylinder.

Crankshaft
The crankshaft changes the combustion forces in the cylinder into usable rotating torque which powers the
machine. There is a gear at the front of the crankshaft to drive the timing gears and the engine oil pump.

The crankshaft is supported by seven main bearings. Pressure oil is supplied to all bearing surfaces through
drilled holes in the crankshaft.

There are special design seals and wear sleeves used at both ends of the crankshaft. The seal for the front is
different than the seal for the rear.

Camshaft
This engine uses a single, forged camshaft that is driven at the front end and is supported by seven bearings.
Each lobe on the camshaft moves a roller follower, which in turn moves a push rod and two valves (either
exhaust or inlet) for each cylinder.

Vibration Damper
The twisting of the crankshaft, due to the regular power impacts along its length, is called twisting (torsional)
vibration. The vibration damper is installed on the front end of the crankshaft. It is used for reduction of
torsional vibrations and stops the vibration from building up to amounts that cause damage.
Cross Section Of A Vibration Damper (Typical Example)

(1) Flywheel ring.

(2) Rubber ring.
(3) Inner hub.

The damper is made of a flywheel ring (1) connected to an inner hub (3) by a rubber ring (2). The rubber
makes a flexible coupling between the flywheel ring and the inner hub.

Electrical System
Engine Electrical System
The electrical system can have three separate circuits: the charging circuit, the starting circuit and the low
amperage circuit. Some of the electrical system components are used in more than one circuit. The battery
(batteries), circuit breaker, ammeter, cables and wires from the battery are all common in each of the circuits.

The charging circuit is in operation when the engine is running. An alternator makes electricity for the
charging circuit. A voltage regulator in the circuit controls the electrical output to keep the battery at full
charge.

The starting circuit is in operation only when the start switch is activated.

The low amperage circuit and the charging circuit are both connected through the ammeter. The starting
circuit is not connected through the ammeter.

Grounding Practices
Proper grounding for machine and engine electrical systems is necessary for proper machine performance
and reliability. Improper grounding will result in uncontrolled and unreliable electrical circuit paths which
can result in damage to main bearings and crankshaft journal surfaces. Uncontrolled electrical circuit paths
can also cause electrical noise which may degrade machine and radio performance.

To insure proper functioning of the machine and engine electrical systems, an engine-to-frame ground strap
with a direct path to the battery must be used. This may be provided by way of a starting motor, a frame to
starting motor ground, or a direct frame to engine ground.

Ground wires/straps should be combined at ground studs dedicated for ground use only. The engine
alternator must be battery (-) grounded with a wire size adequate to handle full alternator charging current.

NOTICE
This engine may be equipped with a 12 or 24 volt starting system. Use
only equal voltage for boost starting. The use of a welder or higher
voltage will damage the electrical system.

Charging System Components

Alternator

Alternator (Typical Illustration)

(1) Fan.
(2) Stator winding.
(3) Field winding.
(4) Regulator.
(5) Ball bearing.
(6) Roller bearing.
(7) Rotor.
(8) Rectifier assembly.
The alternator is driven by V-belts from the crankshaft pulley. This alternator is a three phase, self-rectifying
charging unit, and the regulator is part of the alternator.

This alternator design has no need for slip rings or brushes, and the only part that has movement is the rotor
assembly. All conductors that carry current are stationary. The conductors are: the field winding, stator
windings, six rectifying diodes, and the regulator circuit components.

The rotor assembly has many magnetic poles like fingers with air space between each opposite pole. The
poles have residual magnetism (like permanent magnets) that produce a small amount of magnetic lines of
force (magnetic field) between the poles. As the rotor assembly begins to turn between the field winding and
the stator windings, a small amount of alternating current (AC) is produced in the stator windings from the
small magnetic lines of force made by the residual magnetism of the poles. This AC current is changed to
direct current (DC) when it passes through the diodes of the rectifier bridge. Most of this current goes to
charge the battery and to supply the low amperage circuit, and the remainder is sent onto the field windings.
The DC current flow through the field windings (wires around an iron core) now increases the strength of the
magnetic lines of force. These stronger lines of force now increase the amount of AC current produced in the
stator windings. The increased speed of the rotor assembly also increases the current and voltage output of
the alternator.

The voltage regulator is a solid state (transistor, stationary parts) electronic switch. It feels the voltage in the
system and switches on and off many times a second to control the field current (DC current to the field
windings) for the alternator to make the needed voltage output.

Starting System Components

Solenoid

A solenoid is a magnetic switch that does two basic operations.

a. Closes the high current starting motor circuit with a low current start switch circuit.
b. Engages the starting motor pinion with the ring gear.

Typical Solenoid Schematic

The solenoid switch is made of an electromagnet (one to two sets of windings) around a hollow cylinder.
There is a plunger (core) with a spring load inside the cylinder that can move forward and backward. When
the start switch is closed and electricity is sent through the windings, a magnetic field is made that pulls the
plunger forward in the cylinder. This moves the shift lever (connected to the rear of the plunger) to engage
the pinion drive gear with the ring gear. The front end of the plunger then makes contact across the battery
and motor terminals of the solenoid, and the starting motor begins to turn the flywheel of the engine.
When the start switch is opened, current no longer flows through the windings. The spring now pushes the
plunger back to the original position, and at the same time, moves the pinion gear away from the flywheel.

When two sets of windings in the solenoid are used, they are called the hold-in winding and the pull-in
winding. Both have the same number of turns around the cylinder, but the pull-in winding uses a larger
diameter wire to produce a greater magnetic field. When the start switch is closed, part of the current flows
from the battery through the hold-in winding, and the rest flows through the pull-in windings to motor
terminal, then through the motor to ground. When the solenoid is fully activated (connection across battery
and motor terminal is complete), current is shut off through the pull-in windings. Now only the smaller hold-
in windings are in operation for the extended period of time it takes to start the engine. The solenoid will
now take less current from the battery, and heat made by the solenoid will be kept at an acceptable level.

Starting Motor
The starting motor is used to turn the engine flywheel fast enough to get the engine to start running.

Starting Motor Cross Section (Typical Illustration)

(1) Field.
(2) Solenoid.
(3) Clutch.
(4) Pinion.
(5) Commutator.
(6) Brush Assembly.
(7) Armature.

The starting motor has a solenoid. When the start switch is activated, the solenoid will move the starter
pinion to engage it with the ring gear on the flywheel of the engine. The starter pinion will engage with the
ring gear before the electric contacts in the solenoid close the circuit between the battery and the starting
motor. When the circuit between the battery and the starting motor is complete, the pinion will turn the
engine flywheel. A clutch gives protection for the starting motor so that the engine can not turn the starting
motor too fast. When the start switch is released, the starter pinion will move away from the ring gear.

Other Components
Circuit Breaker
Circuit Breaker Schematic

(1) Reset button.

(2) Disc in open position.
(3) Contacts.
(4) Disc.
(5) Battery circuit terminals.

The circuit breaker is a switch that opens the battery circuit if the current in the electrical system goes higher
than the rating of the circuit breaker.

A heat activated metal disc with a contact point makes complete the electric current through the circuit
breaker. If the current in the electrical system gets too high, it causes the metal disc to get hot. This heat
causes a distortion of the metal disc which opens the contacts and breaks the circuit. A circuit breaker that is
open can be reset (an adjustment to make the circuit complete again) after it becomes cool. Push the reset
button to close the contacts and reset the circuit breaker.

Shutoff Solenoid
The rack shutoff solenoid, when activated, moves the shutoff lever in the governor housing which in turn
moves the fuel rack to the fuel closed position. The solenoid is activated by a manual control switch.

Fuel Pressure Switch

A fuel pressure switch is used in all systems with an external regulator. The switch prevents current
discharge (field excitation) to alternator from the battery when the engine is not in operation. In systems were
the regulator is part of the alternator, the transistor circuit prevents current discharge to the alternator and the
fuel pressure switch is not required.

Copyright 1993 - 2021 Caterpillar Inc. Wed May 12 2021 18:18:21 GMT-0500 (hora estándar oriental)
Todos los derechos reservados.
cr080x0104912x02
Red privada para licenciados del SIS.