RENR9363-06

CAIERPI[[AR' October 2010

peration
d Adj usting
35OOG Engines
LLAl-Up (Engine)
R1A1-Up (Engine)
LLBI-Up (Engine)
LLGl-Up (Engine)
'CBE1-Up (Engine)
LLEl-Up (Engine)
LLFl-Up (Engine)
SBGf -Up (Generator Set)
SBJl -Up (Generator Set)
C8Kl-Up (Engine)
SBKl -Up (Generator Set)
SBMl -Up (Generator Set)
PESl-Up (Engine)
R1S1-Up (Engine)
RMSI -Up (Generator Set)
T2X1-Up (Engine)
 i03991 620

lmportant Safety I nformation

Most accidents that involve product operation, maintenance and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This persoh should also
have the necessary training, skills and tools to perform these functions properly.
lmproper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and.warnings are provided in this manual and on the product. lf these hazard warnings
are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the "Safety Alert Symbol" and followed by a "signal Word" such as
"DANGER', "WARNING" or "CAUTION". The Safetv Alert "WARNlNG" label is shown below.

The meaning of this safety alert symbol is as follows.

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
A non-exhaustive list of operations that may cause product damage are identified by "NOTICE" labels
on the product and in this publication.
Gaterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. You must
not use this product in any manner different from that considered by this manual without first
satisfying yourself that you have considered all safety rules and precautions applicable to the
operation of the product in the location of use, including site-specific rules and precautions
applicable to the worksite. lf a tool, procedure, work method or operating technique that is not
specifically recommended by Gaterpillar is used, you must satisfy yourself that it is safe for you
and for others. You should also ensure that the product will not be damaged or become unsafe by
the operation, lubrication, maintenance or repair procedures that you intend to use.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before vou
start any job. Cat dealers have the most current information available.

When replacement parts are required for this

product Gaterpillar recommends using Gat re-
placement parts or parts with equivalent speci-
fications including, but not limited to, physical
dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.

ln the United States, the maintenance, replacement, or repair of the emission control devices and
systems may be performed by any repair establishment or individual of the owner's choosing.
RENR9363-06
Table of Contents

Table of Contents Circuit Breaker ........,..... 30

Testing and Adjusting Section

Systems Operation Section
Electronic Gontrol System
Engine Operation Calibration ....................... 31
Ether Control System A Configuration Parameters ..................................... 31
Cold Cylinder Cutout Monitoring System Parameters ......,.. 31
Engine Governing - Adjust ................. 32
Electronic Control System
Electronic Control System Components ................. 6 Fuel System
Electronic Control System Operation 7 General Information (Fuel System) . . . ...... 34
Cat Data Link ...,........ R Fuel System Inspection ..................... 34
CAN Data Link ............ I Checking Engine Cylinders .........,..... 34
Electronic Control Module (ECM) I Checking Engine Cylinders with an Electronic Service
System Configu ration Parameters ........................ 10 Tool ........... ..................,. 34
100 Hour Free Configuration on Engine Start-up .. 10 Fuel Pressure .......,...... ..............,....... 35
Engine Rotation ............. 35
Engine Monitoring System Finding the Top Center Position for the No. 'l
Engine Monitoring System ...........,.... 10 Piston ......,.35
Histogramming .............. ..................... 10 Camshaft Timing ................... ............ 36
Fuel Rate Scaling (FuelCorrection Factor) .......... '10 Fuel InjectorAdjustment .................... 39
ECM Total FuelConsumption Adjustment ............. 11 Crankshaft Position for Fuel Injector Adjustment and
ECM Hour Increment Adiustment .......11 Valve Lash Setting 42
Crankshaft Position for Fuel I njector Adjustment and
Fuel System Valve Lash Setting ....... 43
Fuel System Operation 11
Fuel Injector Mechanism 12 Air lnlet and Exhaust System
Fuel Injector 12 Restriction of Air Inlet and Exhaust............. ......... 44
Measuring Inlet Manifold Pressure 44
Air Inlet and Exhaust System Measuring Exhaust Temperature ................ 44
Air Inlet and Exhaust System Operation 13 Crankcase Pressure 44
Aftercoole r (Air-to-Air Aftercooler) 4F Valve Lash - Adjust 45
Valve Mechanism to
Turbocharger .....,........ to Lubrication System
General Information (Lubrication System) 47
Lubrication System Engine Oil Pressure - Test ... 47
Lubrication System Operation 1B
Fumes Disposal System 21 Cooling System
General Information (Cooling System) 48
Gooling System Visual Inspection 48
Jacket Water Cooling Circuit 22 Test Tools for the Cooling System 6n
Separate Circuit Cooling System ZJ Radiator and Cooling System - Test ......... F4
Coolant Temperature Sensor - Test ......... 52
Basic Engine Water Temperature Regulator - Test......,,.. A?
Gylinder Block, Liners and Heads z5
Pistons, Rings and Connecting Rods (One-Piece Basic Engine
Piston) 24 Connecting Rod Bearings ...............,.................... 54
Pistons, Rings and Connecting Rods (Two-Piece Main Bearings ..,........... ......,.........,..,.. 54
Piston) 25 Cylinder Block ......... ....... 54
Crankshaft 25 Cylinder Head ......... ....... 54
Camshaft zo Cylinder Liner Projection ............ ....... 5b
Flywheel - Inspect ..... 56
Air Starting System Flywheel Housing - Inspect .........,..... 58
Air Starting System 26 Vibration Damper ........... 59

Electrical System Air/Electric Starting System

Electrical System Operation 27 General Information (Air/Electric Starting
Grounding Practices 27 System) .....60
Charging System 28
Starting System 28 Electrical System
Engine Speed Sensor ?n Test Tools for the Electrical System oz
Battery 64
4 RENR9363-06
Table of Contents
RENR9363-06
Systems Operation Section
Engine Operation
i023447 48
Ether Control System
SMCS Code: 1456
NOTICE
Excessive ether (starting fluid) can cause piston and
ring damage. Use ether for cold weather starting pur-
poses only.
Ether can be automatically injected during cranking
by the Electronic Control Module (ECM). A switch
input allows the operator to manually inject ether.
The switch input enables the operator to inject ether
manually under the following conditions:
. The ether control parameter is programmed to
"oN".
. The momentary contact switch for the ether
injection is activated.
. The engine speed is more than 75 rpm.
. service tool,
The jacket water coolant temperature is less than
30 "c (86 "F).
The ECM automatically injects ether into the air inlet
manifold when the following conditions are met:
. The ether control parameter is programmed to
"oN".
. The engine rpm is between 75 and 400 rpm.
. The jacket water coolant temperature is below
30'c (86 'F).
The duration of ether injection varies linearly with the
jacket water coolant temperature. The duration of
ether injection varies within the following range:
. 10 seconds at the maximum temperature of 30 'C
(86'F)
. 130 seconds at the minimum temperature of
-40'c (-40'F)
The longest duration of ether injection is 130 seconds
even if the jacket water coolant temperature is less
than -40 'C (-40 "F). Refer to lllustration 1.
Systems Operation Section
-60
-50
-10
-50
-20
-10
0
10
20
JO
40
r0 20 J0 10 50 60 70 80 90 100t10r20rJo t10
lllustration I 90076e594
Temperature of the jacket water and duration of ether injection
(Y) Temperature in 'C
(X) Time in seconds
For troubleshooting, an override is available for the
technician to actuate the ether system. By using
Caterpillar Electronic Technician (ET), ether injection
can be started and stopped. The ether solenoid will
remain energized until any of the following conditions
occur:
. Engine speed appears.
. The override for the service tool is used to
terminate injection.
. The technician exits the override feature of the
Cold Cylinder Cutout
SMCS Code: 1901
The engine uses a strategy for the cold cylinder
cutout to reduce white exhaust smoke after start-uo
and durrng extended idling in cold weather.
During a cold start and/or extended periods at
low idle, the engine's Electronic Control Module
(ECM) turns off one unit injector at a time in order
to determine if each cylinder is firing by monitoring
the change in the fuel rack. lf a cylinder is firing, the
EGM turns on the injector. lf a cylinder is not firing,
the injector is turned off. This cold cylinder cutout
provides the following benefits: reduction of white
smoke, improved engine starting, reduction in the
use of ether injection, and reduction of warm-up time.
Note: During operation of the cold cylinder cutout,
the engine may seem to misfire. This is normal. No
corrective measures are necessary.
The cold cylinder cutout is activated after all of
the following conditions are met:
o RENR9363-06
Systems Operation Section

n The cold cylinder cutout is programmed to Electronic control module (ECM)

ENABLE.
" The engine speed is equal to high idle or below
high idle.
. The fuel rack is less than 13 mm (0.50 inch).
. The jacket water coolant temperature is below
63'C (145'F).
The cold cylinder cutout strategy is activated ten
seconds after the engine starts and the engine
reaches idle speed or three seconds after ether
injection is completed.
The cold cylinder cutout is deactivated if any of
the following conditions are met:
. The cold cylinder cutout is disabled with the
Caterpillar Electronic Technician (Cat ET).
" The jacket water coolant temperature rises above
70 'c (158 'F).
Wiring harness
Engine speed/timing sensor
Flash file (software)
The electronic control system is integrally designed
into the engine fuel system in order to electronically
control the fuel delivery and the injection timing.
The ECM provides increased control of timing in
comparison to the conventional mechanical engine.
Injection timing is achieved by precise control of the
injector firing time. The engine speed is controlled
by adjusting the firing duration. The ECM energizes
the fuel injector solenoids in order to start injection
of fuel. Refer to System Operations, "Fuel System
Operation" for a complete explanation of the fuel
injection process.
_

. The cylinder cutout test is activated

o The ether injection is used.

. The coolant temperature sensor has failed.

lf the fuel rack is greater than 13 mm (0.50 inch), the

cold cylinder cutout deactivates for three seconds.

The cold cylinder cutout will deactivate for three

seconds when the engine speed varies by more than
t 50 rpm as the cold cylinder cutout begins. A new
engine speed is established when the cold cvlinder
cutout reactivates.

The cold cylinder cutout deactlvates for 30 seconds

when the engine speed is at low idle for ten seconds
and the engine speed falls by more than 50 rpm
below low idle.

Electronic Gontrol $ysterm

i02344775

Electronic Control System

Gomponents
SMCS Gode: 1901

The electronic control system includes the following

major components:

. Temperature sensors

. Pressure sensors
RENR9363-06 7
Systems Operation Section

io2388972

Electronic Control System

Operation
SMCS Code: 1901

Electronic Governor RPM Control Loqic

Dosirod
RPM

Signol6 5
To tuel
lnjecl ors 4

J
z
I

TC #1
Cylinder

Speed/Tining
Se nsor

900669770
lllustration 2

This engine was designed for electronic control. . Torque curves

Each cylinder has an electronic unit injector. A
solenoid on each injector controls the amount of
fuel that is delivered by the injector. The Electronic
Control Module (ECM) sends a signalto each injector
solenoid in order to provide complete control over the
operation of the fuel injection system.
Electronic Controls
The electronic system consists of the following
components: the ECM, the mechanically actuated
electronically controlled unit injectors (MEUI), the
wiring harness, the switches, and the sensors. The
ECM is the computer. The flash file is the software
for the computer. The flash file contains the operating
maps. The operating maps define the following
characteristics of the enqine:
The ECM determines the timing and the amount of
fuel that is delivered to the cylinders. These decisions
are based on the actual conditions and/or the desired
conditions at any given time.
The ECM compares the desired engine speed to
the actual engine speed. The actual engine speed
is determined through a signal from the engine
speed/timing sensor. The desired engine speed is
determined through the following items:
. Throttle position sensor
. Other input signals from sensors
. Certain diagnostic codes

. Horsepower
 RENR9363-06

lf the desired engine speed is greater than the actual The information about the engine that is monitored
engine speed, the ECM injects more fuel in order to and available on the data link typically includes the
increase the actual engine speed. following items:

Fuel Injection . Aftercooler temperature

The ECM controls the amount of fuel that is . Air filter restriction
injected by varying the signals to the injectors. The
injectors will pump fuel only if the injector solenoid is
. Atmospheric pressure
energized. The ECM sends a high voltage signal to
the solenoid. This high voltage signal energizes the . Boost pressure
solenoid. By controlling the timing and the duration of
the high voltage signal, the ECM can control injection . Cold mode status
timing and the ECM can control the amount of fuel
that is injected. . Coolant temperature

Once the ECM determines the amount of fuel that n Crankcase pressure
is required, the ECM must determine the timing
of the fuel injection. The ECM determines the top ' Diagnostic messages
center position of each cylinder from the engine
speed/timing sensor's signal. The ECM determines . ECM supply voltage
when fuel injection should occur relative to the top
center position and the ECM provides the signalto Engine identification
the injector at the desired time. The ECM adjusts
timing for optimum engine performance, for optimum Engine speed (actual rpm)
fuel economy, and for optimum control of white
smoke. Engine speed (desired rpm)

Engine systems status

Prog ram mable Parameters
Certain parameters that affect the engine operation
may be changed with the Caterpillar Electronrc
Technician (ET). The parameters are stored in the
ECM, and some parameters are protected from
unauthorized changes by passwords,
Passwords
Several system configuration parameters and most
logged events are protected by factory passwords.
Factory passwords are available only to Caterpillar
dealers. Refer to Troubleshooting, "Factory
Passwords" for additional information.
i02206930
Cat Data Link
SMGS Gode: 1901
The engine incorporates a Cat Data Link. The Cat
Data Link is used to communicate with other devices
that are based on a microprocessor.
The Cat Data Link can reduce the duolication of
sensors within the system by allowing controls to
share information. The Cat Data Link is used to
communicate information about the engine to other
electronic control systems. The Cat Data Link is
also used to interface with the Cateroillar Electronic
Technician (ET).
Engine warning system
Exhaust temperature
Filtered oil pressure
Fuel pressure
Maximum air filter restriction
Oil pressure
. Percent throttle position
. Rated fuel limit
. Timing cal enable/status
. Total fuel consumption
. Turbocharger inlet pressure
. Turbocharger outlet pressure
The Cat ET plugs into the service tool connector
in order to communicate with the ECM. A
communication adapter is installed in series
between Cat ET and the data link connector. The
communication adapter converts data from the Cat
Data Link into data that is used by Cat ET. The Cat
ET can also be used to display the values of all the
information for diagnosing engine problems that is
available on the Cat Data Link in real time.
RENR9363-06 I
Systems Operation Section

i01941448 . A control map defines the fuel rate, the timing,

CAN Data Link
SMCS Gode: 1901
The CAN data link is used to communicate engine
information and diagnostic information from the
Electronic Gontrol Module (ECM). The CAN data link
is used for communication between the following
modules: engine's ECM, customer devices, and
various display modules.
i02474918
Electronic Gontrol Module
(EcM)
SMCS Code: 1901
The electronic control module (ECM) is the computer
which controls the engine. The flash file is the
software which controls the behavior of the computer
(ECM).
and other similar values. These values are
defined for various operating conditions in order to
achieve the optimum engine performance and fuel
consumption. These values are programmed into
the flash file at the factory.
The EGM consists of the following items.
. The ECM has a microorocessor that is used to
perform com putin g fu nction s. Th e microprocessor
is necessary for the ECM to execute the following
functions: governing, injection timing control,
system diagnostics, and data link communications.
The microorocessor receives instructions from the
software that is stored in the flash file.
. The ECM has a permanent memory that is used to
store programmable parameters and diagnostic
codes.
Inout circuits filter electrical noise from the sensor
signals. Input circuits protect the internal circuits of
the ECM from potentially damaging voltage levels.
Output circuits provide the high currents that are
necessary to energize the injector solenoids, the
lamps, and the relay.

Power circuits provide high voltage for the injector

solenoids and clean stable electrical power for the
internal circuits and the external sensors.

The ECM monitors various systems on the engine.

This is done in order to ensure safe operating
conditions. Functions that are performed by the ECM
include the following items;

. Low engine oil pressure

. High engine coolant temperature

Engine overspeed

Air inlet restriction

lllustration 3
g0 1 235068
Engine fuel filter restriction
Electronic Control Module (ECM)
High exhaust inlet temperature to the turbocharger
Typical example
(1)ECM
(2) Auxiliary drive
Coolant flow

High crankcase pressure

The flash file consists of the following items.

. The flash file has all of the software and instructions

for the ECM. Updating the flash file to a different
version may cause some changes. Some of the
characteristics of the engine operation may behave
differently.
10
Systems Operation Section
i01 944995
System Configuration
Parameters
SMCS Code: 1901
System configuration parameters are parameters that
affect the power rating of the engine or various engine
features. System configuration parameters are
programmed at the factory. The system configuration
parameters are not usually changed during the life
of the engine.
Refer to Troubleshooting for detailed programming
instructions.
i01 938729
f 00 l-lour Free ConfiEuratiorl
on Engine Start-up
SMCS Gode: 1901
The 100 hour free configuration on engine start-up
will provide the ability to easily change any
configuration or any monitoring system parameter
via the Caterpillar Electronic Technician (ET) without
a password. This feature is active for the first 100
hours of engine operation.
The 100 hour free configuration on engine
start-up provides the ability to easily tailor the
programmable set points to the requirements of the
installation. The exceptions include the fuel limit, the
personality module mismatch, the Electronic Control
Module (ECM) hour adjustment, and the total fuel
consumotion number.
Engine Monitoring System
i03449501
Engine MonitorinE System
SMCS Code: 1900; 1901
The Electronic Control Module (ECM) provides a
comprehensive, programmable engine monitoring
system for this engine. The ECM monitors specific
engine operating parameters in order to detect
abnormal conditions that may develop. The ECM can
initiate an action if a specific operating parameter
extends beyond an acceptable range. The ECM
will react with an action that is dependent on the
severity of the condition. The following actions may
be initiated by the ECM:
. lllumination of a warning lamp or warning alarm
RENR9363-06
. Engine derate
. Engine protection shutdown
Note: The above actions may not be available for
certain parameters or applications.
For most applications, Caterpillar Electronic
Technician (ET) can be used to adjust trip points and
delay times for the monitoring system parameters.
Refer to Troubleshooting , "Event Codes" for specific
information that is related to programming these
parameters.
Histogramming
SMCS Code: 1901
Histogram data can be displayed via the Caterpiilarf
Electronic Technician (ET) in order to show the
trends of performance for the engine. This is used to
improve the overall performance of the engine.
Historical performance data is stored in a format
that can be used to construct histograms via the Cat
ET. Data is available for speed, load, and exhaust
temperature.
i01970428
Fuel Rate Scaling (Fuel
Correction Factor)
SMCS Code: 1901
When the engine is shipped from the factory,
an estimate of the engine's fuel consumption is
programmed into the Electronic Control Module
(ECM). The fuel consumption estimate is baseo
upon the engine's performance specifications. The
actual fuel consumption can be determined with a
precision fuel flow meter. Customers are likely to
find a slight difference between the programmed
fuel consumption and the actual fuel consumption.
The customer can use the Caterpillar Electronic
Technician (ET) to program the ECM for the actual
fuel consumption. No password is required in order
to change this configuration parameter.
In order to program the ECM for the actual fuel
consumption, change the Fuel Correction Factor
(FCF) that is already programmed into the ECM.
The FCF can be programmed in increments of 0.5
percent between t 25 percent.
RENR9363-06
i02217900
EGM Total Fuel Gonsumption
Adjustment
SMCS Code: 1901
The feature provides a method of adjusting the
total fuel consumption by incrementrng the total
fuel consumption number that is recorded in the
Electronic Control Module (ECM). The adjustment is
made with the Caterpillar Electronic Technician (ET).
The adjustment for the total fuel consumption will
allow a new replacement ECM to be programmed in
order to display the correct total fuel consumption
number for that particular engine. The adjustment
only allows incremental changes to be made. The
change requires a factory password.
i01972221
ECM Hour Increment
Adjustment
SMCS Gode: 1901
The adjustment for the hour increment provides a
method of adjusting the hour meter of the Electronic
Control Module (ECM). The adjustment is made with
the Caterpillar Electronic Technician (ET). The tool
increments the number of hours that are recorded
in the ECM.
The adjustment for the hour increment will allow a
new replacement ECM to be programmed in order
to display the correct number of operating hours for
that particular engine. The adjustment only allows
incrementalchanges. A password is required in order
to make the change.
11
Systems Operation Section
Fuel System
i0401 9269
Fuel System Operation
SMCS Code: 1250
ignals
S
To Fuel
Injectors
(From
Rocker Arm Fuel
Injection
1 Conkol)
lllustration 4 902 1 92355
Fuel system schematic (typical example)
The fuel supply circuit is a conventional design for
engines that use fuel injectors. The fuel supply circuit
uses a fuel transfer pump to deliver fuel from the
fuel tank to the electronic fuel injectors. The transfer
pump is a fixed displacement gear pump.
The fuel flows then through a fuel filter before
entering the fuel supply manifold. A fuel priming
pump is located on the fuel filter base in order to
fill the system. The system must be primed after
the filter changes. The system must be primed after
draining the fuel supply and return manifolds, when
the fuel injectors are replaced.
The fuel flows continuously from the fuel supply
manifold through the fuel injectors. The fuel flows
when either the supply or the fill port in the injector
is not closed by the injector body assembly plunger.
The fuel that is not injected into the cylinder is
returned to the tank through the fuel return manifold.
A pressure regulating valve is at the end of the
fuel return manifold. The pressure regulating valve
controls the entire fuel system pressure. The
regulation provides proper filling of the fuel injectors.
The electronically controlled mechanically actuated
fuel injector system providestotal electronic control
of injection timing. The injection timing is varied in
order to optimize the engines performance.
12 RENR9363-06
Systems Operation Section

The timing ring is part of the rear gear group. A signal
is generated by the engine speed/timing sensor. This
information is for detection of crankshaft position
and for engine speed. Other information and these
data allow the ECM to send a signal to the injector
solenoids. The fuel injector solenoid is energized in
order to begin fuel injection. The fuel injector solenoid
is de-energized in order to end fuel injection. Refer to
Systems Operation, "Fuel Injector".
i0238 1 091
Fuel Injector Mechanlsrn
SMCS Code: 1102:1290
The fuel injector mechanism provides the downward
force that is required to pressurize the fuel in the fuel
injector pump. The mechanically operated electronic
fuel injector (3) allows fuel to be injected into the
combustion chamber. Force is transmitted from
the fuel injector lobe on camshaft (6) through lifter
(7) to pushrod (a). From the pushrod (4), force is
transmitted through rocker assembly (2) and to the
top of the fuel injector pump. The adjusting nut (1)
allows setting of the injector lash. Refer to the Testing
and Adjusting, "Fuel Injector Adjustment" for proper
setting of the injector lash,
i0238358
1

Fuel lnjector
SMCS Gode: 1290

lllustration 5 9011 88814

Fuel injector mechanism

(1) Adjusting nut
lllustration 6 901 009248
(2) Rocker arm assembly
(3) Electronic fuel injector Fuel injector
(4) Pushrod
(5) Cylinder head (1) Plunger
(6) Camshaft (2) Pumping chamber
(7) Lifter (3) High pressure fuel passage
(4) Cartridge valve
(5) Low pressure fuel passage
(6) Needle valve
(7) Valve chamber
RENR9363-06
When the stroke of plunger (1) is at the top, fuel
flows through the low pressure fuel passages in the
body. The fuel then flows to the center passage in
the plunger and into pumping chamber (2) below
the plunger, When the stroke of the plunger is at
the bottom, fuel flows through high pressure fuel
passages (3). The fuel flows through open cartridge
valve (4) and into low pressure fuel passages (5),
When the cartridge valve is closed or energized,
the fuel flow through the cartridge valve is blocked.
This blockage causes a buildup in fuel pressure
and injection to begin. Injection continues until the
cartridge valve is de-energized or open. Fuel is
allowed to flow through the cartridge valve. This
causes the drop in pressure and the stopping of
the injection. The plunger continues to force fuel
through the open cartridge valve until the stroke of
the plunger reaches the bottom. The fuel injector
spring returns the plunger to the starting position and
the cycle repeats.
The start of fuel injection is determined when the
cartridge valve is opened or closed by the Electronic
Control Module (ECM) via the injector solenoid. The
quantity of fuel that is injected is determined when
the cadridge valve is opened or closed.
During the fuel injection stroke, the fuel passes from
the pumping chamber into the fuel injector nozzle.
The nozzle has a needle valve (6) that is spring
loaded. Fuel flows through the fuel passage around
the needle valve to valve chamber (7). In the valve
chamber, the fuel pressure lifts the needle valve
away from the seat. The fuel can now flow through
the orifices in the tip into the combustion chamber.
The bottom of the fuel injector protrudes for a
short distance below the cylinder head into the
combustion chamber, The fuel injector tip has several
small orifices that are equally spaced around the
outside diameter. These orifices spray fuel into the
combustion chamber.
'13
Systems Operation Section
Air lnlet and Exhaust
System
i02388 1 62
Air Inlet and Exhaust System
Operation
SMCS Code: 1050
The components of the air inlet and exhaust system
control the quality and the amount of air that is
available for combustion. There are separate
turbochargers and exhaust manifolds on each side of
the engine. A common aftercooler is located between
the cylinder heads in the center of the engine. The
inlet manifold is a series of elbows that connect the
aftercooler chamber to the inlet ports (passages) of
the cylinder heads. There is one camshaft in eacn
side of the block. The two camshafts control the
movement of the valve system components
lllustration 7 901'188937
Air Inlet And Exhaust System
(1) Exhaust manifold
(2) Aftercooler
(3) Engine cylinder
(4) Air inlet
(5) Turbocharger compressor wheel
(6) Turbocharger turbine wheel
(7) Exhaust outlet
Clean inlet air from the air cleaners is pulled through
air inlet (4) into the turbocharger compressor
by compressor wheel (5). The rotation of the
compressor wheel compress the air. The rotation of
the turbocharger compressor wheel then forces the
alr through a tube to aftercooler (2). The aftercoorer
lowers the temperature of the compressed air before
the air enters the inlet chamber in each cvlinder
head. Air flow from the inlet chamber into fhe cvlinder
heads is controlled by the inlet valves.
14 RENR9363-06
Systems Operation Section

There are two inlet valves and two exhaust valves

for each cylinder. Refer to Systems Operation,
"Valve Mechanism". The inlet valves open when the
piston moves down on the inlet stroke. The cooled,
compressed air is pulled into the cylinder from the
inlet chamber.

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 the combustion
pushes the piston downward on the power stroke.
When the piston moves upward again, the piston is
on the exhaust stroke. The exhaust valves ooen 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 starts again.

Exhaust gases from exhaust manifold (1) go into the

turbine side of the turbocharger. The exhaust gases
cause turbine wheel (6) to turn. The turbine wheel is
connected to the shaft that drives the turbocharger
compressor wheel (5). The exhaust gases exit
through exhaust outlet (7).
RENR9363-06 15
Systems Operation Section

i03949571

Aftercooler
(A i r-to-Ai r Afte rcoole r)
SMCS Gode: 1063
S/N: SBGl-Up
S/N: SBJl-Up
S/N: SBK1-Up
S/N: R1S1-Up
S/N: T2X1-Up

lllustration B 9021 5831 5

The dashed lines with arrows represent air flow and the solid lines with arrows represent coolant flow
(1) Air cleaner (4) Turbocharger turbine (7) Radiator
(2) Engine (5) Water pump
(3) Turbocharger compressor (6) Air-to-air aftercooler

There is no coolant flow in the air-to-air aftercooling
system. The system is isolated from the jacket water
cooling system.
Fresh air is drawn through air cleaner ('l) into
turbocharger compressor (3). The air is compresseo
and the air is warmed by the compression. The
compressed air flows through the fins of aftercooler
(6) where the compressed air is cooled by the air flow
from the fan. The cooled, compressed air becomes
more dense, enabling engine (2)to burn more fuel in
order to provide more power. The exhaust from the
engine flows through turbocharger turbine (4), which
provides the energy that operates the turbocharger
compressor.
to
Systems Operation Section
In the jacket water cooling system, water pump
(5) forces the coolant through the engine coolant
passages. The coolant circulates through the engine
and the engine exchanges heat with the coolant. The
warmed coolant flows through radiator (7), Air from
the fan flows through the aftercooler and around the
aftercooler in order to cool the coolant in the radiator.
The coolant is drawn back through tlre water pump.
io2160542_
Valve Mechantsnn
SMCS Code: 1102
The valve system components control the flow of the
inlet air and the exhaust gases into the cylinders and
out of the cylinders during engine operation.
The crankshaft gear drives the camshaft gears
through idlers. Both camshafts must be timed to the
crankshaft in order to get the correct relation between
the oiston and the valve movement.
The camshafts have three lobes for each cylinder.
Two lobes operate the valves and one operates the
fuel iniector.
lllustration 9 901 04230
Valve system components
(1) Rocker arm
(2) Bridge
(3) Rotocoil
(4) Valve spring
(5) Pushrod
(6) Lifter
RENR9363-06
As each camshaft turns, the lobes on the camshaft
cause lifters (6) to move up and down. This
movement causes pushrods (5) to move rocker arms
(1). The movement of the rocker arms cause bridges
(2) to move downward. The bridges open two valves
simultaneously. The valves can be either inlet valves
or exhaust valves. There are two inlet valves and two
exhaust valves for each cylinder.
Valve springs (4) cause the valves to close when the
lifters move downward.
Rotocoils (3) cause the valves to turn while the
engine is running. The rotation of the valves keeps
the carbon deposits on the valves to a minimum
which qives the valves a lonoer service life.
i02388 1 69
TurbochanEer
Sru,lCS Code: 1052
Rear Mounted
lllustration 10
Turbocharger (typical example)
(1) Turbocharger
(2) Oil drain line
o
(3) Oil supply line
Two turbochargers (1) are used on the rear of the
engine. The turbine side of each turbocharger is
connected to the turbocharger's respective exhaust
manifold. The compressor side of each turbocharger
is connected by pipes to the aftercooler housing.
1
RENR9363-06 47
Systems Operation Section

Center Mounted

901 1 9231 3
lllustration 12
Turbocharger (typical example)
(1) Turbocharger
(2) Oil drain line
(3) Oil supply line
lllustration 901 1 92286
11
Four turbochargers (1) are used on the top of the
Turbocharger (typical example)
engine. The turbochargers are located on each side
(4) Compressor wheel of the vee. The turbine side of each turbocharger is
(5) Bearing
(6) Oil inlet port
mounted to the respective exhaust manifold. The
(7) Bearing compressor side of each turbocharger is connected
(B) Turbine wheel by pipes to the top of the aftercooler housing.
(9) Oil outlet port

The exhaust gases go into the exhaust inlet of the

turbine housing. The exhaust gases push the blades
of turbine wheel (8).

Clean air from the air cleaners is pulled through

the compressor housing air inlet by the rotation of
compressor wheel (4). The compressor wheel blades
compress the inlet air. This compression gives
the engine more power because the compression
allows the engine to burn additional fuelwith greater
effrciency.

The maximum speed of the turbocharger is controlled

by the engine's electronic control of fuel delivery.
When the engine is operating, the height above
sea level also controls the maximum speed of the
turbocharger.

Bearing (5) and bearing (7) in the turbocharger use

engine oil under pressure for lubrication. The oil is
lllustration 13 9o1192286
sent through the oil inlet line to oil inlet port (6) at the
top. The oilthen goes through passages in the center Turbocharger (typical example)
section for lubrication of the bearings. The oil goes (4) Compressor wheel
out of oil outlet port (9) at the bottom. The oil then (5) Bearing
goes back to the flywheel housing through oil drain (6) Oil inlet port
(7) Turbine wheel
line (2) (8) Bearing
(9) Oil outlet port

The exhaust gases go into the exhaust inlet of the

turbine housing. The exhaust gases push the blades
of turbine wheel (8).
18 RENR9363-06
Systems Operation Section

Clean air from the air cleaners is pulled through

the compressor housing air inlet by the rotation of
compressor wheel (4). The compressor wheel blades
compress the inlet air. This compression gives
the engine more power because the compression
allows the engine to burn additional fuelwith greater
efficiency.

The maximum speed of the turbocharger is controlled

by the engine's electronic control of fuel delivery.
When the engine is operating, the height above
sea level also controls the maximum speed of the
turbocharger.

Bearing (5) and bearing (7) in the turbocharger use

engine oil under pressure for lubrication. The oil is
sent through the oil inlet line to oil inlet port (6) at the
top. The oil then goes through passages in the center
section for lubrication of the bearings. The oil goes
out of oil outlet port (9) at the bottom. The oil then
goes back to the engine block through oil drain line
(2).

Lubrication System
i02389290

Lubrication System Operation

SMGS Gode: 1300
 RENR9363-06 19
Systems Operation Section

lllustration 14 901 1 92996

Main oil pump and lubrication system schematic (typical example)

(1)Main oil gallery (7) Sequence valve (13) Engine oil relief valve
(2) Camshaft oil gallery (B) Sequence valve (14) Engine oil pump
(3) Piston cooling jet gallery (9) Elbow (15) Elbow
(4) Piston cooling jet gallery (10) Engine oil filter bypass valve (16) Suction bell
(5) Camshaft oil gallery (11) Engine oil cooler (17) Engine oil filter housing
(6) Turbocharger oil supply (12) Engine oil cooler bypass valve

This system uses an engine oil pump (14)with three
pump gears. The pump gears are driven by the front
gear train. Oil is pulled from the pan through suction
bell (16) and through elbow (15) by the engine oil
pump. The suction bell has a screen in order to clean
the engine oil.
There is an engine oil relief valve (13) in the engine
oil pump. The engine oil relief valve controls the
pressure of the engine oil from the engine oil pump.
The engine oil pump can put too much engine oil
into the system. When there is too much engine oil,
the engine oil pressure goes up and the relief valve
opens. This allows the engine oil that is not needed
to go back to the inlet oil passage of the engine oil
pump.
 RENR9363-06

The engine oil pump pushes engine oil through

engine oil cooler ('11) and through the engine oil filters
to main oil gallery (1) and through camshaft oil gallery
(2). Engine oil cooler (11) lowers the temperature
of the engine oil before the engine oil is sent to the
filters.

Engine oil cooler bypass valve (12) allows engine oil

to flow directly to the filters if the engine oil cooler
becomes plugged. The engine oil cooler bypass
valve also allows engine oil to flow directly to the
filters if the engine oil becomes thick. The engine oil
cooler bypass valve will bypass the engine oil to the
filters above 180 t 20 kPa (26 r 3 psi)of oil pressure
differential.
lllustration 15 90028'1794

Cartridge type filters are used. The filters are located Piston cooling and lubricalion (typical example)
in an engine oil filter housing. Cartridge type filters (18) Piston cooling jet
use a single bypass valve that is located in the
engine oil filter housing. There is a piston cooling jet (18) below each piston.

Clean engine oil from the filters flows through the

engine oil line and into the block through elbow (9).
5;:l,lJ"8 il fi : [f"'"1ff :,$iJ,"#:
of the piston. This passage takes engine oil to "u"
a
fi , noff J
Part of the engine oil flows to left camshaft oil gallery manifold behind the ring band of the piston. A slot
(2). The remainder of the engine oil flows to main (groove) is in the side of both piston pin bores in
oil gallery (1). order to connect with the manifold behind the ring
band. The other opening is in the direction of the
Camshaft oil gallery (2) and camshaft oil galler.y (5) center of the piston. This helps cool the piston and
are connected to each camshaft bearing by a drilled this lubricates the piston oin.
hole, The engine oil flows around each camshaft
journal. The engine oil then travels through the
cylinder head and through the rocker arm housing
to the rocker arm shaft. A drilled hole connects the
bores for the valve lifters to the oil hole for the rocker
arm shaft. The valve lifters are lubricated at the too
of each stroke.

Main oil gallery (1) is connected to the main bearings

by drilled holes. Drilled holes in the crankshaft
connect the main bearing oil supply to the rod
bearings. Engine oil from the rear of the main oil
gallery goes to the rear of right camshaft oil gallery
(5)

Sequence valve (7) and sequence valve (8) allow
engine oil from main oil gallery ('1) to flow to piston
cooling jet gallery (3) and to piston cooling jet
gallery (4) The sequence valves begin to open
at approximately 130 kPa (19 psi). The sequence
valves will not allow engine oil into the piston cooling
jet galleries until there is pressure in the main oil
gallery. This decreases the amount of time that is
necessary for pressure buildup when the engine is
started. This also helps hold pressure at idle speed.
lllustration 16 90 1193001
Center mounted turbochargers (typical example)
(19) Oil supply line
(20) Oil drain line
On center mounted turbochargers, oil supply lines
('19) send engine oil from the front and the rear
adapters to the turbochargers. Oil drain lines (20) are
connected to a camshaft inspection cover
RENR9363-06 21
Systems Operation Section

02595783

Fumes Disposal System

SMCS Code: 1317
S/N: SBGl-Uo
S/N: SBJl-Uo
S/N: SBK1-Uo
S/N: PESl-Uo
S/N: R151-Up

901193018
S/N: T2X1-Uo
lllustration 17
Rear mounted turbochargers (typical example)
(19) Oil supply line
(20) Oil drain line
_ _tfr_1ltr_
On rear mounted turbochargers, oil supply lines
(19) send engine oil from the rear adapter to the
turbochargers. Oil drain lines (20) are connected to
the flywheel housing on each side of the engine.

Engine oil is sent to the front gear group and the

rear gear group through drilled passages. The drilled
passages are in the front housing, the rear housing
and cylinder block faces. These passages are
connected to camshaft oil galleries (2) and (5).

After the engine oil has finished lubricating, the

engine oil goes back to the engine oil pan.

i"t

'v
t- --=-5

lllustration 1B 901299277

(1) Crankcase breather

(2) Restriction indicator
(3) Line to air cleaner
(4) Fumes disposal filter
(5) Drain line to crankcase

Fumes flow from the crankcase through crankcase

breather ('l) to fumes disposal filter (4). The oil in the
fumes is separated from the air by a filter assembly.
The air is routed to the turbochargers via line (3) so
that the filtered blowby gas is recycled through the
combustion system.

Oil that is separated from the fumes is collected in

the bottom of the filter housing. The oil is returned
to the engine crankcase via drain line (5), which is
routed through a crankcase side cover. Crankcase
pressure is maintained through an internal spring
setting in the filter.
22 RENR9363-06
Systems Operation Section

Restriction indicator (2) is on top of the fumes

disposal filter. Check the restriction indicator during
the daily maintenance. The filter assembly must be
replaced when the restriction indicator is activated.

Gooling System
i04007209

Jacket Water Coolinq Circuit

SMCS Code: 1350

lllustration 19 9021 8091 5

(1) Jacket water pump (4) Cylinder head (7) Tube

(2) Engine oil cooler (5) Water manifold (B) Bypass tube
(3) Block (6) Water temperature regulator housing (B) Radiator or heat exchanger

Coolant flows to the jacket water pump (1) through an

elbow that connects to the radiator or heat exchanger
(9). The coolant is sent through the engine oil cooler
(2)
Note: There is one opening on the pump outlet so
that a remote pump can be connected to the system.
The remote pump can be used if there is a failure of
the pump on the engine.
The coolant flows into a passage in the block. The
passage is near the center of the vee at the rear of
the block. The coolant flows through the oil cooler into
the water jacket of the block at the right rear cylinder.
The coolant flows to both sides of the block through
distribution manifolds. The distribution manifolds are
connected to the water jacket of all the cylinders. The
main distribution manifold is located just above the
main bearing oil gallery.
+[: :33l:tl ffiW: :iy,Ts li:":fr [[? il#ii +?;f
the bottom to the top. Near the top of the cylinder
,'
o
liners, the water jacket is made smaller. The smaller
area is the area that has the hottest temperature
This shelf (smaller area) causes the coolant to flow
faster for better liner cooling Coolant from the top of
the liners flows into the cylinder head which sends
the coolant around the parts that have the hottest
temperature. Coolant flows to the top of the cylinder
head (one at each cylinder). The coolant flows out
of the cylinder head through an elbov,r into a water
manifold (5). Coolant then flows through the manifold
to the temperature regulator housing (thermostat).
RENR9363-06 23
Systems Operation Section

Water temperature regulator housing (6) has an

upper flow section and a lower flow section. The
Basic Engine
regulator housing uses four temperature regulators.
The sensing bulbs of the four temperature regulators i02388283
are in the coolant in the lower section of the housing.
Before the regulators open, cold coolant is sent Gylinder Block, Liners and
through the bypass line back to the inlet of the water Heads
pump. The coolant flow in the bypass line is restricted
when the temperature of the coolant increases
SMCS Gode: '1100; '1200
enough to open the regulators. When the regulators
open, coolant is circulated through the outlets back The cylinders in the left side of the block form a 60
to the radiator or to the heat exchanger (9).
degree angle with the cylinders in the right side, The
main bearing caps are fastened to the cylinder block
i04007378 with four bolts per cap.

Separate Circuit Gooling The cylinder liners can be removed for replacement.
The top surface of the cylinder block is the seat for
System the cylinder liner flange. Engine coolant flows around
the cylinder liners in order to keep the cylinder liners
SMCS Gode: 1350
cool, Three O-ring seals around the bottom of the
cylinder liner make a seal between the cylinder liner
and the cylinder block. A filler band goes under the
cylinder liner flange. This makes a seal between the
top of the cylinder liner and the cylinder block.

The engine has a separate cylinder head for each

cylinder. Two inlet valves and two exhaust valves,
which are controlled by a pushrod valve system,
are used for each cylinder. Valve guides without
shoulders are pressed into the cylinder heads. The
opening for the unit injector is located between
the four valves. A lobe on the camshaft moves
the pushrod that operates the unit injector. Fuel is
injected directly into the cylinder.
lllustration 20 9021 81 053

(1) Aftercooler
There is an aluminum spacer plate between eacn
(2) Thermostatic valve cylinder head and the cylinder block. Coolant goes
(3) Source ofthe coolant out of the cylinder block through the spacer plate and
(4) Separate circuit waler pump into the cylinder head through eight openings in each
cylinder head face. Water seals are used in each
Coolant is pulled from the source of the coolant (3) opening to prevent coolant leakage. Gaskets seal the
through an elbow into separate circuit water pump engine oil drain line between the cylinder head, the
(a). The coolant is pumped through aftercooler (1). spacer plate, and the cylinder block.

Coolant flows from the aftercooler to thermostatic

valve (2). Before the temperature of the coolant rises,
the coolant is diverted to separate circuit water pump
(4)

When the temperature of the coolant increases

enough to open the thermostatic valve, the path of
the coolant flow changes. The coolant flow from the
thermostatic valve to the water pump is restricted.
Coolant is circulated back to the source of the coolant
(3)
 RENR9363-06

i02124288

tsv l-rr-1 .\
Pistons, Rings and Connecting
Rods
. (One-Piece Piston)
|--rrn-----trri
t t-<Jt_--JC- SMCS Code: 1214;1218
S/N: LLA1-Up

4( S/N: RlAl-Up
S/N: LLBl-Up
5
L If--------l S/N: LLCl-Up
S/N: C8E1-Up
(
S/N: LLE1-Up
S/N: LLF1-Up

92345 S/N: SBGl-Up

lllustration 21 901 1

Left side of engine (typical example) S/N: SBJl-Up

(1) Camshaft covers
(2) Crankcase covers S/N: C8K1-Up
S/N: SBK1-Up
Camshaft covers (1) allow access to the camshaft
and to the valve lifters. Crankcase covers (2) allow S/N: PES1-Up
access to the crankshaft connecting rods, to the main
bearings, and to the piston cooling jets. When the S/N: R151-Up
covers are removed, all the openings can be used for
inspection and for service. S/N: RMSl-Up
S/N: T2X1-Up

lllustration 22 901 084288

(1) Top ring

(2) Intermediate ring
(3) Oil control ring
(4) Piston pin bore
(5) Piston pin
(6) Piston pin retainer
RENR9363-06 25
Systems Operation Section

The piston is a one-piece piston that is made of
forged steel. A large circumferential slot separates
the crown and the skirt. The crown and the skirt
remain attached by the strut for the pin bore. The
crown carries allthree piston rings. Oilfrom the piston
cooling jets flows through a chamber which is located
directly behind the rings. The oil cools the piston
which improves the life of the rings. The pistons have
three rings which include two compression rings and
one oil ring. All the rings are located above the piston
pin bore. Oil returns to the crankcase through holes
in the oil ring groove.
The connecting rod has a taper on the pin bore end.
This taper gives the rod and the piston more strength
in the areas with the most load. Four bolts, which are
set at a small angle, hold the rod cap to the rod. This
design keeps the rod width to a minimum, so that a
larger rod bearing can be used and the rod can still
be removed through the liner.
i04008992
The piston is a two-piece, articulated design. The
piston consists of a forged, steel crown and a
cast, aluminum skirt. The two pieces of the piston
assembly are connected to the piston pin. The two
pieces of the piston assembly pivot about the piston
pin. The steel crown carries allthree piston rings Oil
from the piston cooling jets flows through a chamber
which is located directly behind the rings. The oil
cools the piston which improves the life of the rrngs.
The pistons have three rings which include two
compression rings and one oil ring. All the rings are
located above the piston pin bore. The oil ring is a
standard ring. Oil returns to the crankcase through
holes in the oil ring groove.
The connecting rod has a taper on the pin bore end,
This taper gives the rod and the piston more strength
in the areas with the most load. Four bolts, which are
set at a small angle, hold the rod cap to the rod. The
design keeps the rod width to a minimum. A larger
rod bearing is used and the rod can still be removed
throuoh the liner.

Pistons, Rings and Gonnecting i02391 905

Rods C ra n kshaft
(Two-Piece Piston)
SMCS Code:1202
SMCS Gode: 1214;1218
The crankshaft changes the combustion forces in
S/N: SBMl-Uo the cylinder into usable rotating torque, A vibration
damper is used at the front of the crankshaft in order
to reduce torsional vibrations (twist) that can cause
,) damage to the engine,

The crankshaft drives a group of gears that are on

the front of the engine and on the rear of the engine.
The gear group on the front of the engine drives the
oil pump, the jacket water pump, the fuel transfer
pump, and the accessory drives.

The rear gear group, which is also driven by the

crankshaft, drives the camshafts and the accessory
drives.

Seals and wear sleeves are used at both ends of

the crankshaft. The seals and wear sleeves are
replaceable, Pressure oil is supplied to all main
bearings through drilled holes in the webs of the
cylinder block. The oil then flows through drilled
holes in the crankshaft in order to provide oil to the
connecting rod bearings. The 3508 crankshaft is held
lllustration 23 902182227 in place by five main bearings. The 3512 crankshaft
(1) Top ring
is held in place by seven main bearings. The 3516
(2) Intermediate ring crankshaft is held in place by nine main bearings. A
(3) Oil control ring thrust plate at either side of the center main bearing
(4) Piston pin bore controls the end play of the crankshaft.
(5) Piston pin
(6) Piston pin retainer
26
Systems Operation Section

io1372180

Camshaft
SMCS Gode: 1210

There is one camshaft assembly per side. The

3508 camshaft is supported by five bearings. The
3512 camshaft is supported by seven bearings. The
3516 camshaft is supported by nine bearings. Each
camshaft is driven by the rear gear group,

As the camshaft turns, each lobe moves a lifter.

There are three lifters for each cylinder. Each outside
lifter moves a pushrod and two valves. The valves
can be inlet valves or exhaust valves. The center
lifter moves a pushrod that operates the unit injector.

The camshafts must be in time with the crankshaft.

The relation of the camshaft lobes to the crankshaft
position causes the valves and unit injectors in each
cylinder to operate at the correct time.

Air Starting System

i02388307

Air Starting Systern

SMCS Code: 1450

lllustration 24
Air starting system (typical example)
(1) Relay valve (3) Starting motor solenoid (5) Air starting motor
(2) Hose (4) Hose
RENR9363-06
lllustration 25 901 1 92361
Air starting motor
(6) Air inlet
(7) Vanes
(8) Rotor
(9) Pinion
(10) Reduction gears
(11)Piston
(12) Piston spring
When the main supply of pressurized air is ON,
pressurized air is provided to relay valve (1). The
main supply of pressurized air is blocked by the
relay valve. The relay valve allows some control air
pressure to flow through hose (2) from the bottom of
the relay valve to another valve that is connected to
starting motor solenoid (3).
When the normally closed starting motor solenoid
is activated for start-up, the solenoid opens the
connected valve. The valve allows the control air
pressure to flow behind piston ('11) inside air starting
motor (5).
The control air pressure pushes the piston. The
piston compresses piston spring (12) and the piston
moves the drive shaft for pinion (9) outward in order
to engage the pinion with the flywheel ring gear. The
starting motor does not crank the engine yet.
After the pinion is engaged with the flywheel ring
gear, a port in the stading motor is opened in order to
allow the control air pressure to flow through hose (4)
to the top of relay valve (1). The relay valve opens in
order to allow the main supply of pressurized air to
flow through the starting motor's air inlet (6).
The pressurized air causes vanes (7) and rotor (8) to
rotate. The rotor uses reduction gears (10) to rotate
the drive shaft for the pinion and the pinion rotates
the flywheel in order to crank the engine.
When the engine starts to run, the flywheel will begin
to rotate faster than the pinion. The design of the
drive shaft for the pinion allows the pinion to move
away from the flywheel. This prevents damage to the
air starting motor, to the pinion, and to the flywheel
nng gear.
27
Systems Operation Section
When the engine control senses the crank terminate
speed, starting motor solenoid (3) is de-energized.
The solenoid closes the attached valve and the
control air pressure is removed from piston (11).
Piston spring (12) retracts the piston, the drive shaft,
and pinion (9).
The retraction of piston (11) closes the passage for
the control air pressure to relay valve (1). The relay
valve closes in order to shut off the main supply of
pressurized air to the starting motor,
Electrical System
Electrical System Operation
SMCS Code: 1400: 1450
The electrical system has two separate circuits.
The circuits are the charging circuit and the starting
circuit. Some of the electrical system components
are used in more than one circuit The battery, the
circuit breaker, the cables, and the battery wires are
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 in order to keep the
battery at full charge.
The starting circuit is in operation only when the start
switch is activated.
i021 30651
Grounding Practices
SMCS Gode: 1400
Proper grounding for the machine systems and the
engine electrical systems is necessary for machine
performance and reliability. lmproper grounding will
cause the electrical circuits to be uncontrolled. The
paths will be unreliable.
Uncontrolled engine electrical circuit paths can result
in damage to main bearings, crankshaft bearing
journal surfaces, and aluminum components.
Uncontrolled electrical circuit paths can cause
electrical noise. This noise may degrade the machine
performance and the radio performance
A direct path to the battery must be used in order
to ensure the proper functioning of the machine
systems, the engine electrical systems, and the
engine-to-frame g round strap.
Ground wires and straps should be combined at Alternator
ground studs, The ground studs should be dedicated
for ground use only. At every 250 hours, inspect all
of the engine grounds. All grounds should be tight
and free of corrosion.

NOTICE
When boost starting an engine, follow the instructions
in Operation and Maintenance Manual, "Engine Start-
ing" to properly start the engine.

This engine is equipped with a 24 volt starling system

Use only equal voltage for boost starting.

The engine has several input components which are

electronic. These components require an operating lllustration 26 901 1 92436
voltage. Alternator components (typical example)
) Regulator
('l
Unlike many electronic systems of the past, this (2) Roller bearing
engine is tolerant to common external sources of (3) Stator winding
electrical noise. However, electromechanical alarms (4) Ball bearing
can cause disruptions in the power supply. The (5) Rectifier bridge
(6) Field winding
engine's electronic control module (ECM) is powered (7) Rotor assembly
through two power sources. One power source (B) Fan
comes directly from the battery through a circuit
breaker. The other power source comes through the The alternator is driven by a belt from an auxiliary
keyswitch and another circuit breaker. Disconnect the drive at the front right corner of the engine. This
power with the disconnect switch for the main power alternator is a three-phase, self-rectifying charging
The switch is by the battery box. unit, and the regulator is part of the alternator.

The voltage regulator is a solid-state, electronic

io2475511
switch. The regulator turns on and the regulator turns
Charg!ng System off many times in one second in order to control the
field current to the alternator. The output voltaoe from
SMCS Code: 1400 the alternator will now supply the needs of the'battery
and the other components in the electrical system.
No adjustment can be made in order to change the
NOTICE
rate of charge on these alternator regulators.
Never operate the alternator without the battery in the
circuit. Making or breaking an alternator connection
with heavy load on the circuit can cause damage to rozaeeoof
the regulator.
Starting Systern
SMCS Code: 1450

Starting solenoid
A solenoid is an electromagnetic switch that does
two basic operations.

" Close the high current starting motor circuit with a

low current start switch circuit.

" Engage the starting motor pinion with the ring gear
RENR9363-06
llluslration 27 9002851'12
Typical solenoid
The solenoid has windings (one or two sets) around
a hollow cylinder. There is a spring-loaded plunger
inside the cylinder. The plunger can move foruvard
and backward. When the start switch is closed
and the electricity is sent through the windings, a
magnetic field is made. The magnetic field pulls the
plunger forward in the cylinder. This moves the shift
lever in order to engage the pinion drive gear with
the ring gear. The front end of the plunger makes
contact across the battery and the motor terminals of
the solenoid. 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 pushes the
plunger back to the original position. The spring
simultaneously moves the pinion gear away from the
flywheel.
When two sets of windings in the solenoid are used,
the windings are called the hold-in winding and the
pull-in winding. Both of the winding have the same
number of turns around the cylinder. However, the
pull-in winding uses a wire with a larger diameter in
order to produce a greater magnetic field. When the
start switch is closed, part of the current flows from
the battery through the hold-in windings. The rest
of the current flows through the pull-in windings to
the motor terminal. The current then goes through
the motor to the ground. When the solenoid is fully
activated, current is shut off through the pull-in
windings. Only the smaller hold-in windings are in
operation for the extended period of time. This period
of time is the amount of time that is needed for
the engine to start. The solenoid will now take less
current from the battery. The heat that is made by the
solenoid will be kept at an acceptable level.
Starting Motor
The starting motor is used to turn the engine flywheel
in order to get the engine running.
29
Systems Operation Section
lllustration 2B 901 1 92489
Cross section of the starting motor (typical example)
(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, electricity will flow through the
windings of the solenoid. The solenoid core will move
in order to push the starting motor pinion with a
mechanical linkage. This will engage with the ring
gear on the flywheel of the engine. The starting
motor 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 to the starting motor. The
engine can not turn the starting motor too fast. When
the staft switch is released, the starting motor pinion
will move away from the flywheel ring gear.
Starting Motor Protection
The starting motor is protected from damage in two
ways:
.
The starting motor is protected from engagement
with the engine when the starting motor is running.
The control feature will not allow the startino motor
to engage if the speed is above 0 rpm.
. The starting motor is protected from continued
operation by holding the key in the "start" position
after the engine starts. This is accomplished by
disengaging the starting motor solenoid after
engine speed reaches 300 rpm.
 RENR9363-06

i023887 36

Engine Speed Sensor

SMCS Code: 1907

-+
lkl r
I

l("

lllustration 29 901 1 92553

Schematic of engine speed sensor

(1) Magnetic lines of force
(2) Wire coils
(3) Gap
(4) Pole piece
(5) Flywheel ring gear

The engine speed sensor is a permanent magnet

generator. This engine speed sensor has a single
pole. The engine speed sensor is made of wire coils
(2). The wire coils go around a permanent magnet
pole piece (4).

As the teeth of flywheel ring gear (5) cut through

magnetic lines of force (1) that are generated by the
permanent magnet, an AC voltage is generated in
wire coils (2). The frequency of this voltage is direcfly
proportional to engine speed.

i01 259850

Gircuit Breaker
SMCS Code:1420

The circuit breaker is a switch that opens the batterv

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

completes the electric circuit through the circuit
breaker. lf the current in the electrical system gets too
high the metal disc will get hot. This heat causes a
distortion of metal disc. The disc opens the contacts.
The disc breaks the circuit.

NOTICE
Find and correct the problem that causes the circuit
breaker to open. This will help prevent damage to the
circuit components from too much current.
RENR9363-06
Testing and Adjusting
Section
Electronic Gontrol System
i01 930369
Calibration
SMCS Gode: 1901
Galibration for Electronic Injection
Timing with the Electronic Service
Tool
Refer to Troubleshooting, "Engine Speed/Timing
Sensor - Calibrate" for the proper procedure in order
to calibrate the electronic injection timing.
i0't 938932
Confi g u ration Parameters
SMCS Gode: 1901
Configuration parameters are those parameters
that affect engine power or various engine features.
The configuration parameters for the crank duration
and the maximum number of cvcles must be
reprogrammed from the factory-settings before the
engine will start.
The configuration parameters may be programmed
with the Caterpillar Electronic Technician (ET). Refer
to Troubleshooting for additional information in order
to program the configuration parameters.
Some parameters may not be available on all
applications. lf a parameter is unavailable the Cat
ET will indicate "unavailable" when the oarameter is
selected. The Electronic Control Module (ECM) must
be programmed. Make sure that the "Air Shutoff',
the "Ether Control" and the "Plt Hse EMS Status"
parameters are "ENABLED/ON' if the engine is
equipped with these attachments. Make sure that
the "DISABLED/OFF' is used if the engine is not
equipped. The "Eng. Prelube Duration" must be
programmed to a value that is not zero seconds if
the engine is equipped with the prelube. The prelube
motor will not run if this value is not programmed, lf
the engine is not equipped with the prelube then the
parameter must be programmed to "0". The correct
configuration for the aftercooling system must be
programmed.
31
Testing and Adjusting Section
i01 938925
Monitoring System Parameters
SMCS Gode: 1901
A programmable engine monitoring system is
provided. The Electronic Control Module (ECM) can
monitor parameters. The ECM can initiate an action
if a specific parameter for engine operation exceeds
an acceptable range. Three possible actions from the
ECM may be available: "WARNING', "DERATE", and
"SHUTDOWN". All actions are not available for some
parameters. The Caterpillar Electronic Technician
(ET) is used to select the actions from the ECM. The
Cat ET will program the level for monitoring and the
delay times for each action.
Note: The parameters must be programmed with
the Cat ET when the customer requires any of the
parameters to be different from the factory settings.
Monitoring system parameters must be programmed
with the Cat ET. In order to program the monitoring
system parameters, select "monitoring" from the
Cat ET menu. Screens in Cat ET provide guidance
through the steps for programming in order to
select the "OFFiWAR N I NG/DERATE/S H UTDOWN"
options that are available for the selected parameter.
Screens in Cat ET also provide guidance for
chang in g "WARN I NG/DERATE/S H UTDOWN"
setpoints. Some parameters will require a password
to be programmed. Refer to the Cat ET and the
Troubleshooting manual for additional information on
programming the monitoring system parameters.
The engine monitoring system is enabled after the
engine is started. When the engine rpm exceeds a
point that is 50 rpm below the low idle speed the ECM
checks the parameter levels. The ECM checks the
oarameter levels in order to determine if the levels
exceed the setpoints for the monitoring system.
Any action of the monitoring system will log an
event. These actions are "WARNlNG", "DERATE" or
"SHUTDOWN". A warning event will still be logged
if the setooint is exceeded and these actions are
turned off.
Any failure of a sensor will result in the disabling of
the corresponding portion of the monitoring system.
There will be an active diagnostic for the failed sensor,
but an event is not logged. Refer to Troubleshooting
for additional information on sensors.
 RENR9363-06

i01 946291 Governor Minimum/Maximum Stability

Engine Governing - Adjust Factor

SMCS Gode:1901-025 The "Governor Minimum Stability Factor" functions

in order to eliminate steady state speed error. The
"Governor Minimum Stability Factor" is used by the
Programrning Governor Gain Electronic Control Module (ECM) when the steady
Parameters state speed error is less than 20 rpm.

The governor gain parameters are set at the factory.
The factory default settings are recommended for
most applications. The default settings should allow
the engine to respond quickly to transient load
changes. The default settings should allow the engine
to remain stable during all operating conditions. lf the
factory default setting does not provide satisfactory
performance, the governor gain parameters can be
adjusted,
The parameters in Table 1 can be adjusted.
Table 1
The "Governor Maximum Stability Factor'' functions
in order to eliminate steady state speed error. The
"Governor Maximum Stability Factor" is used by the
ECM when the steady state speed error is increasing
and the engine speed error is greater than 20 rpm.
n lf the "Governor Minimum Stability Factor" or the
"Governor Maximum Stability Factor" is set too
high, the ECM will provide additionat fuel. The
additional fuel will cause the engine speed to
overshoot. The additional fuel will also cause the
engine speed to oscillate.

Parameter Valid Range

. lf the "Governor Minimum Stability Factor" or the
"Governor Maximum Stability Factor" is set too
Governor Gain Factor 0 - 39999 low, the engine will not achieve a steady state
operation quickly.
Governor Minimum 0 - 39999
Stability Factor
Governor Maximum 0 - 39999
Tuning Procedure
Stability Factor
1. Turn the Engine Control Switch (ECS) to the
COOLDOWN/STOP position. Connect the
Note: No engineering units are associated with the Caterpillar Electronic Technician (ET). Enable
numbers in table 1. the engine overspeed protection prior to the
adjustment procedure. Adjusting governor gain
Note: The range of the programmable setting is wide pa rameters without en gi ne overspeed protection
for flexibility. Do not expect to use the whole range. can result in serious engine damage. Ensure
lf the programmable setting is greater than the valid that engine overspeed protection is ON. Engine
range, the system will revert to the factory default overspeed is configured on the setup screen of
value. "Service Monitoring System" in Cat ET.

Do not perform this procedure until you read this

information and you understand this information.
Personal injury or death can result from engine
Gain Explanations overspeed.

Governor Gain Factor lf the engine overspeeds, it can cause injury or

The "Governor Gain Facto/' is multiplied by the
engine speed error. This value is derived by
calculating the difference between the desired speed
and the actual speed.
lf the "Governor
" engine Gain Factor" value is too large, the
speed can overshoot the desired speed.
. lf the "Governor Gain Factor" value is too small,
the engine will accelerate slowly.
parts damage. The engine should be equipped
with a separate shutdown device, to protect
against engine overspeed. Do not use for emer-
gency shutdown.
t Start the engine. Observe the control panel to
ensure that the engine has reached the rated
speed. The control panel will serve as the
reference point for engine speed during this
procedure.
3. Go to the configuration parameters screen in Cat
ET.
RENR9363-06
Testing and Adjusting Section

Note: A factory password is required for adjustment

of the governor gain parameters. Once the password
ls entered, the values for the governor gain
parameters can be adjusted. lf a parameter value
that is not a governor gain parameter is altered, a
new password will be required. lf the configuration
parameters screen is stopped during the adjustment
of a governor gain parameter, a new factory
password will be required.

Note: Any value may be returned to the factory

default setting by typing a number that is greater than
the valid range. For example, typing 40,000 will reset
a value to the factory default.

4. Set up a field performance test.

For example, the
engine has poor response during specific load
changes.

5. Perform the desired load change from step 4.

Observe the response of the engine by viewing
the engine speed on the control panel. Observe
the engine response by looking at the frequency
meter or by listening to the response of the engine.

6. Determine the setting to adjust. Refer to "Gain

Explanations" and "Governor Minimum/Maximum
Stability Factor''.

Note: Usually, the "Governor Gain Factor" should

be somewhat lower than the "Governor Minimum
Stability Factor" for optimum performance. The
"Governor Maximum Stability Factor" is typically a
smaller value than the "Governor Minimum Stabilitv
Factor" and "Governor Gain Factor".

7. Repeat steps 5, 6, and 7 until a desired engine

response can be met. Use large adjustments
(ten percent of original gain) initially for a coarse
adjustment to engine response. Use smaller
adjustments (one percent of total gain) as the
engine response is closer to the desired response.
34 RENR9363-06
Testing and Adjusting Section

Fuel System i02672579

Ghecking Engine Cylinders

i01 s38966
SMCS Code: 1290-535
General Information (Fuel
When the engine is under load, the temperature of
System) an exhaust manifold port can indicate the condition
of a fuel injector. Low temperature at an exhaust
SMCS Code: 1250
manifold port is an indication of no fuel to the cylinder.
This can possibly indicate an injector with a defect
Either too much fuel or not enough fuel for
or a problem with the control system. An extra high
combustion can be the cause of a oroblem in the
temperature at an exhaust manifold port can indicate
fuel system. Work is often done on the fuel system
too much fuel to the cylinder. High temperatures may
when the problem is really with some other part of the
also be caused by an injector with a defect.
engine. lt is difficult to find the cause of the problem,
especially when smoke comes from the exhaust.
Refer to Testing And Adjusting, "Measuring Exhaust
Smoke that comes from the exhaust can be caused
Temperature" for the procedure to check the exhaust
by a faulty fuel injector. Smoke can also be caused
manifold port temperatures.
by one or more of the reasons that follow:

. Not enough air for good combustion ,oooorrf

" Oil leakage into combustion
. Air inlet and exhaust leaks
. Not enough compression
Fuel Systern lnspection
chamber Checking Engine Gy!inders
vvith an Electronic Service TooN
SMCS Code: 1290-535
Caterpillar Electronic Technician (ET) includes the
i02391941
following tests that aid in troubleshooting the injector
solenoids. For more information, refer to the enqine
Troubleshooting manual.

SMCS Gode: 1250-040 "Cylinder Gutout Test"

A problem with the components that supply fuel to
the engine can cause low fuel pressure. This can
decrease engine performance.
t. Check the fuel level in the fueltank. Look at the
cap for the fuel tank. Make sure that the vent is
not filled with debris.
2. Check the fuel lines for fuel leakage. Be sure that
none of the fuel lines have a restriction or a faultv
bend.
3. Install new main fuel filters Clean the primary fuel
filter.
4. lnspect the fuel pressure relief valve in the
fuel transfer pump. Make sure that there is no
restriction.
All active diagnostic codes must be corrected before
running the "Cylinder Cutout Test". Use the test to
diagnose a malfunctioning injector while the engine
is running. When a good injector is cut out, the
"Delivered Fuel Volume" of the remaining injectors
should change. The change in "Delivered Fuel
."""*:iH;J'ff #,.:'?,:'ll:ff :,,:1,;;:l;3],'i,i,",O
out, the "Delivered Fuel Volume" will not change for
the remaining injectors. The "Cylinder Cutout Test" is
used to isolate the malfunctioning injector in order to
avoid replacement of good injectors.
"lnjector Solenoid Test"
Use the "lnjector Solenoid Test" to aid in diagnosing
an open circuit or a short circuit while the engine is
not running. The test briefly activates each solenoid.
A good solenoid will create an audible click when the
solenoid is activated. Cat ET will indicate the status
of the solenoid as "OK", "Open", or "Short",
RENR9363-06 35
Testing and Adjusting Section

i01433473

Fuel Pressure
SMCS Code: '1250-081

The 1U -5470 Engine Pressure Group can be used

in order to check the engine's fuel pressures.

lllustration 32 900284798

Fuel transfer and filter differential pressures (typical example)

(8) Fuel inlet line to priming pump
(9) Line from filters to fuel manifolds (filtered fuel)
(10) Plug
(11) Fuel priming pump
(12) Fuel filter differential pressure switch
(13) Fuel line from transfer pump
(14) Fuel priming pump adapter
lllustration 30 900284796
(15) Fuel filter
1U-547O Engine Pressure Group
(1) Pressure indicators The fuel pressure regulating valve keeps
(2) Zero adjustment screw the pressure in fuel manifolds (7) between
(3) Pressure indicator 415 to 450 kPa (60 to 65 psi) Disconnect one of the
(4) Pressure tap
(5) Pressure indicator
fuelsupply lines (6). Installa tee between the line and
the manifold in order to check the pressure in the fuel
This tool group has an indicator that is used to read manifold. Connect the 1U -5470 Engine Pressure
the pressure in the fuel manifolds. The Special Group to the tee and operate the engine.
Instruction, SEHS8907 is with the tool group.
The outlet pressure of the fuel transfer pump can be
checked at the location of plug (10) in fuel priming
pump adapter (14).

Fuel filter differential pressure switch (12) is located

in fuel priming pump adapter ('14).

i01255770

Engine Rotation
SMCS Code: 1000

The SAE standard engine crankshaft rotation is

counterclockwise from the flywheel end of the engine.
lllustration 31 900284797

Fuel manifold and lines

i02389395
(6) Fuel supply line to cylinder head
(7) Fuel manifold Finding the Top Center
Position for the No. 1 Piston
SMCS Code: 1105-531

Table 2

Tools Needed Quantity

95 - 9082 Engine Turning Tool 1
36 RENR9363-06
Test ng and Adjusting Section

4. The inlet and exhaust valves for the No 1 cylinder

are fully closed if the No. '1 piston is on the
compression stroke and the rocker arms can be
moved by hand. lf the rocker arms cannot be
moved and the valves are slightly open, the No. 1
piston is on the exhaust stroke. Find the cylinders
that need to be checked or adjusted for the stroke
position of the crankshaft after the timing bolt has
been installed in the flywheel Refer to TEsting and
Adjusting, "Crankshaft Position for Fuel Iniector
Adjustment and Valve Lash Setting".

Note: When the actual stroke position is identified

and the other stroke position is needed, remove the
g0'1193047 timing bolt from the flywheel. Turn the flywheel by 360
lllustration 33
degrees in the direction of normal engine rotation.
Timing bolt location (typical example)
(1) Cover
(2) Timing bolt i04007489
(3) Plug
Camshatt Tirning
1. Remove cover (1) and plug (3) from the right front
side of the flywheel housing. SMCS Gode:1210

Timing Check
Table 3

Tools Needed Quantity

9S - 9082 Engine Turning Tool 1

lllusttation 34 901'193048

Timing bolt installation (typical example)

(2) Timing bolt
(4) 95-9082 Engine Turning Tool

2" Put timing bolt (2) through the timing hole in

the flywheel housing. Use the 95-9082 Engine
Turning Tool (4) and a ratchet wrench with a lllustration 35 900793695
112 inch drive in order to turn the flywheel in Location of timing pins (typical example)
the direction of normal engine rotatron, Turn the (1) Timing hole
flywheel until the timing bolt engages with the hole (2) Timing pin
in the flywheel.
1. Remove the rear camshaft covers from both sides
Note: lf the flywheel is turned beyond the point of of the engine.
engagement, the flywheel must be turned in the
direction that is opposite of normal engine rotation. 2. Refer to Testing and Adjusting, "Finding the Top
Turn the flywheel by approximately 30 degrees. Center Position for the No. 1 Piston".
Then turn the flywheel in the direction of normal
engine rotation until the timing bolt engages with the Note: When the timing bolt is installed in the flywheel,
threaded hole. This procedure will remove the play it is not necessary to remove the No. 1 valve cover
from the gears when the No. 1 piston is on the top in order to find the compression stroke. Both of the
center. rear camshaft covers must be removed in order to
check the timing.
3. Remove the valve cover for the No. 1 cvlinder
head.
RENR9363-06 37
Testing and Adjusting Section

3. When the timing bolt is installed in the flywheel, Timing Adjustment

look at the rear end of the camshaft. lf the timing
ring is visible, then the No. 1 piston is on the Table 4
compression stroke. lf the timing ring is not visible, Tools Needed Quantity
then feel the back of the camshaft for the groove.
lf the groove is at the back of the camshaft, the 95-9082 Engine Turning Tool 1

flywheel must be turned by 360 degrees. Turning 6V-3010 Puller Group 1

the flywheel for 360 degrees will put the No, 1
piston on the compression stroke. 85-9089 Bolts 2

5P- 1076 Hard Washers z

Note: The timing must be checked before the timing

adjustments are made. See "Timing Check" for this
proceoure.

After the Timing Check procedure is complete, the

timing bolt will be engaged in the flywheel. The No. 1

piston will be at the top center (TG) position.

lllustration 36 900793673

lnstallation of timing pins (typical example)

(2) Timing pin
(3) RH Camshaft

4. Remove timing pins (2) from the storage positions

after the timing bolt is installed in the flywheel and
the No. 1 piston is on the compression stroke.

5. Installtiming pins (2)through timing holes (1) in 900284803

lllustration 37
the engine block. Install timing pins (2) into the
groove in camshaft (3) on each side of the engine. Rocker shafts (typical example)
In order to time the engine correctly, the timing (1) Bolt
pins must fit into the groove of each camshaft. (2) Rocker shaft

6. lf timing pins (2) do not engage in the grooves of

both camshafts, the engine is not in time. One
camshaft or both camshafts must be adjusted.

7. Both camshafts are adjusted in the same manner.

Refer to "Timing Adjustment" for the procedure to
put the camshafts in time with the crankshaft.

NOTICE
lf a camshaft is out of time more than 18 degrees
(approximately 112 the diameter of timing pin out of
groove), the valves can make contactwith the pistons.
This will cause damage that will make engine repair
necessary. lllustration 3B 900284804

Camshaft drive gears (RH side)

(3) Drive gear
(4) Plate
(5) Bolt
38
Test ng and Adjusting Section
1. Remove all of the valve covers on the side for the
camshaft adjustment. Loosen bolts ('1) that hold
rocker shafts (2) to the valve cover bases until all
rocker arms are free from the injectors and the
valves.
Note: The above procedure must be done before
camshaft drive gear (3) is pulled off the camshaft
taoer.
2. Remove the covers from the flvwheel housino.
lllustration 39
Camshaft drive gears (LH side)
(5) Bolt
(7) Timing ring
3. Remove bolts (5) and plate (4) on the RH side,
and timing ring (7) on LH side.
lllustration 4o
Storage position for timing pins (typical example)
(6) Timing pin
4. Install the 6V-3010 Puller Group, two 8S-9089
Bolts, and two 5P- 1076 Hard Washers. Loosen
drive gears (3) from the taper on the camshafts.
Remove the engine turning tool and the gears.
5. Remove timing pins (6) from the storage position
on each side of the enqine.
RENR9363-06
lllustration 41 900793706
Installed camshaft timing pin (typical example)
(6) Timing pin
6. Turn the camshafts until timing pins (6) can be
installed through the engine block and into the
grooves (slots) in the camshafts.
7. Clean the taper of the camshaft and clean the
tapered bore of the camshaft gear. Use a lint free
cloth that is saturated with a solvent in order to
90079381 1
remove any excess oil. Clean the parts again with
a lint free alcohol wipe in order to remove any
residue. lf the alcohol wipe is dirty after cleaning
the parts, clean the parts again with a clean lint
free alcohol wipe. Repeat the cleaning until no
residue is left on the alcoholwioe.
Note: The taper of the camshaft and the tapered
bore of the camshaft gear must be clean, dry, and
free of residue.
8. Ensure that both camshafts have the pins in place.
9, Ensure that the flywheel has the pin in place.
" jffi'?J *",:iff i* fl :3 [""i l3,:iidiils !3::,
in the opposite drrection of engine rotation. Use
o
hand pressure to turn and hold the camshaft drive
gears in the opposite direction of the rotation. The
procedure removes all gear clearance (backlash)
between the camshaft drive gears (3) and the
900793793 idler gears.
11.Install timing ring (7), the accessory drive gear, or
plate (4) according to the assembly.
Note: Ensure that the hole in the timing ring is
properly seated on the locating pin.
12. Tighten the retaining bolts for the camshaft gears.
Torque 360 N.m (265 tb ft)
13. Mark a vertical line on the head of the bolt for the
camshaft gear. Refer to lllustration 42.
RENR9363-06
901226674
lllustration 42
Vertical line
14. Place a driver against the retaining plate of the
camshaft gear. Strike the driver solidly with a
hammer3to4times.
15. Tighten the retaining bolts for the camshaft gears
agarn.
Torque 360 N'm (265 lb ft)
lllustration 43 901 226685
16. Repeat steps 14 and 15 until the mark on the
bolt turns a minimum of 90 degrees. Refer to
lllustration 43.
17.Install the gaskets and covers on the flywheel
housing.
18. Remove timing pins (6) from the camshafts. Install
timing pins (6) in the storage positions. Install the
covers over the camshafts and timing pins (6),
19. Remove the timing bolt from the flywheel housing.
Install the 8T-6765 Pipe Plug in the flywheel
housing timing hole. Remove the engine turning
tool. Install the cover and the gasket.
20. Be certain that the rocker arms are correctly
engaged with the pushrods. Tighten the bolts in
order to hold all of the rocker shafts in position.
39
Testing and Adjusting Section
21. Adjust the valves and to the lash of the electronic
fuel injector. Refer to Testing and Adjusting, "Valve
Lash and Valve Bridge Adjustment" and Testing
and Adjusting, "Fuel Injector Adjustment".
i02495030
Fuel Injector Adjustment
SMCS Gode: 1290-025
Table 5
Tools Needed Quantity
9U - 51 32 Engine Timing Tool Group
6V-3075 Dial lndicator 1
8S-3675 Indicator Contact Point 1
9U-5138 Setting Gauge 4
I
9U- 51 37 Magnetic Fixture 1
122-0451 Timino Fixture Rod
122-0449 Rod Sleeve Extension 1
9U-6272 Nvlon Screw 1
NOTICE
The camshafts must be correctly timed with the crank-
shaft before an adjustment of the unit injector lash
is made. The timing pins must be removed from the
camshafts before the crankshaft is turned or damage
to the cylinder block will be the result.
The Electronic Control module produces high
voltage. To prevent personal injury make sure the
Electronic Gontrol Module is not powered and the
unit injector solenoids are disconnected.
Note: Calibration of the engine speed/timing sensor
is not required unless the timing wheel has been
removed from the camshaft or the Electronic Control
Module (ECM) has been changed.
This adjustment is critical. Ensure that the adjustment
of the fuel injector is made properly.
1. Refer to Testing and Adjusting, "Crankshaft
Position for Fuel Injector Adjustment and Valve
Lash Setting". All of the injectors can be checked
or adjusted with the two crankshaft positions in
the chart. This will make sure that the oushrod
lifters are off of the lobes and on the base circles
of the camshaft.
Before a check or an adjustment can be made,
the tooling must be set to the correct dimension.
40 RENR9363-06
Testing and Adjusting Section

4. Place dial indicator assembly from Step 2 on the

top surface of gauge ( ). Rod (2) must be on the
top step of gauge (4).

Note: Gauge (4) has two steps. Make sure that the
step designation is for the 64.34 mm (2.53 inch)
dimension.

5. Loosen the nylon screw for the dial face of

dial indicator (5). Move the dial face of the dial
indicator (5) in rod sleeve extension (3) until all of
the pointers indicate zero. Tighten the nylon screw
for the dial face of dial indicator (5).

6. Make sure that the top surfaces of injector follower

lllustration 44 900284808
(7) and shoulder (B) are clean and dry.
(1) 9U-5137 Magnetic Fixture
(2) 122-0451 Timing Fixture Rod
(3) 122-0449 Rod Sleeve Extension
(4) 9U-5138 Setting Gauge
(5) 6V-3075 Dial Indicator
(6) 8S - 3675 Indicator Contact Point

2. Place rod (2) in fixture (1). Install extension (3) on

fixture (1). Install contact point (6) on dial indicator
(5). Install dial indicator (5) in extension (3).

3. Make sure that the surfaces of the fixture (1) and

gauge (4) are clean and dry.

lllustration 46 90028483 1

Fuel timing tools in position

(1) 9U - 51 37 Magnetic Fixture
(5) 6V-3075 Dial Indicator
(7) Injector follower
(B) Shoulder

7. Place dial indicator (5) and fixture (1) in position

on the injector that will be checked. Make sure
that the magnetic base of the fixture is on the top
surface of injector follower (7). Rod (2) must be on
the top surface of shoulder (B).

8. The dial indicator pointers must indicate

0.00 t 0.20 mm (0.000 t 0.008 inch).
9. lf the dial indicator pointers indicate 0.00 r 0.20 mm
i
(0.000 0.008 inch), no adjustment is necessary.
90028481 0
Proceed to the next injector to be checked.
lllustration 45
Repeat the procedure from Step 4. lf the dial
Adjustment of the fuel timing tools indicator pointers do not indicate 0.00 r 0.20 mm
(1) 9U-5137 Magnetic Fixture (0.000 t 0.008 inch), proceed to Step 10 and Step
(2) 122-0451 Timing Fixture Rod 11.
(4) 9U-5138 Setting Gauge
(5) 6V-3075 Dial Indicator
10. Loosen the adjustment screw locknut for the
injector that is being adjusted.
 RENR9363_06

lllustration 47
900284832
The installed timing and fuet
setting tool group

12. After all injectors are.checked

remove the timing bott from
and/or adjusted,
th"lfi;;;i
42 RENR9363-06
Testing and Adjusting Section

i027081 99

Crankshaft Position for Fuel

Injector Adjustment and Valve
Lash Setting
SMCS Code:1202
S/N: LLA1-Up
S/N: RlAl-Up
S/N: LLBl-Up
S/N: LLC1-Up
S/N: C8E1-Up
S/N: LLE1-Up
S/N: LLF1-Up
S/N: SBGl-Up
S/N: SBJl-Up
S/N: C8K1-Up
S/N: SBK1-Up
S/N: SBMl-Up
S/N: PESl-Up
S/N: RMSl-Up
S/N: T2X1-Up
Table 6

Counterclockwise Rotation (Standard) from the Flywheel End of the Engine

Cylinders to Check/Adjust
Correct Stroke For
Engine No. 1 Piston At Top Inlet Valves Exhaust Valves Injectors
Center Position(r)
Compression 1-2-6-8 1-2-3-7 2-3-4-7
3508
Exhaust 3-4-5-7 4-5-6-8 1-5-6-8
Compression 1-3-6-7-10-12 1-4-5-6-9-12 2-4-5-8-9-1 1
3512
Exhaust 2-4-5-8-9-11 2-3-7-8-10-11 1-3-6-7-10-12
Compression 't-2-5-7-8-12-13-14 1 -2-3-4-5-6-8-9 3-4-6-9-1 0-1 1 -1 5-1 6
351 6
Exhaust 3-4-6-9-1 0-1 1 -1 5-1 6 7 -10-11 -12-1 3-1 4-1 5-16 1-2-5-7-8-12-13-14
(1) Put the No. 1 Piston at the top center (TC) position and identify the correct stroke. Referto Testing and Adjusting, "Finding the Top Center
Position for the No 1 Piston", Find the top center position for a particular stroke and make the adjustment for the correct cylinders. Remove
the timing bolt . Turn the flywheel by 360 degrees in the direction of normal engine rotation. This will put the No. 1 piston at the top center
(TC) position on the other stroke. Install the timing bolt in the flywheel and complete the adjustments for the cylinders that remain.
 RENR9363_06

Cylinders To Check/Adjust
-Correct Stroke For
No. l.piston At Top
Exhaust Valves

1-3-4-6_7_12
1-4-5-B-9_12
2-5-8-9_10-11
2-5-8-9_1 0_1 1
2-3-6_7_10_11
1-3-4-6_7_12
1-2-5-6_7_8_13_14
1 -2-3_4_5_6_9_1
0 3-4-9-1 0-1 1 _ 1 2_ 1 s_,t
2.-A o 4^
Pul the No ^
Position for
the timjng b
(TC) positio

Crankshaft position i027 13567

Injector Adjustmeni for Fuel

Lash Setting i no Vafve
SMCS Code: 1202
S/N: RlS.1-Up
Table B

Cylinders to Check/Adjust
-Gorrect Stroke For
wo. 1 piston At Top
uenter Position(r)

1-2-3_4_7-8
1 -2-5-8_9_1 0
5-6-9_10_11_12.
5-6-9_10_11_12
3-4-6_7_11_12
1-2-3-4_7_B

Cylinders To Check/Adjust
.Correct Stroke For
wo. 1 piston At Top
Exhaust Valves

1-2-3-7_8_10
1 -2-5-6_9_ 1 0 4-5-6-9-11-12
(t) Put the
No
Position for
the timing b
(TC) positio
44 RENR9363-06
Testing and Adjusting Section

Air lnlet and Exhaust A difference in fuel density will change horsepower
(stall speed) and boost. lf the fuel is rated above 35
System APl, the pressure in the inlet manifold can be less
than the pressure that is given in the TMl. lf the
fuel is rated below 35 APl, the pressure in the inlet
i02006852 manifold can be more than the pressure that is given
Restniction of Air Inlet and in the TMl. Be sure that the air inlet or the exhaust
does not have a restriction when you are nnaking
Exhaust a check of the pressure.

SMCS Code: 1050-040 Note: The Caterpillar Electronic Technician (ET) may
be used to check the pressure in the inlet manifold.
There will be a reduction in the performance of the
engine if there is a restriction in the air inlet sysrem
io2392188
or in the exhaust system.

The air flow through the air cleaner may have a

Measuring Exhaust
restriction. The maximum inlet air restriction is Te rm pe ratu re
6.2 kPa (25 inch of H,O).
SMCS Code: 1088-082
Back pressure is the difference in the pressure
between the exhaust at the outlet elbow and the Table 10
atmospheric pressure. The maximum exhaust back Tools Needed otv
pressure is 6.5 kPa (27 inch of H,O).
4C - 6090 Temperature Selector Grouo 1

6V - 91 30 Temperature Adapter
i02392178
237 -5130 Digital Multimeter Gp
[igTeasu!"ing Inlet MEanlfcld 1

Fressure Use the Caterpillar Electronic Technician (ET) to

SMCS Code: 1058-082
The performance of an engine can be checked.
Determine the boost pressure in the inlet manifold
during a torque converter stall test. Compare this
pressure with the specifications that are given in the
Fuel Setting and Related Information in the Technical
Marketing Information (TMl). This test is used when
there is an increase in exhaust temperature to the
turbocharger on the engine, yet there is no real sign
of a problem with the engine.
The performance and correct pressure for the
inlet manifold is given in the Fuel Setting and
Related Information in the TMl. Develooment of this
information is done with these conditions:
monitor individual cylinder exhaust temperatures, the
exhaust temperature to the turbocharger, and the
exhaust temperature after the turbocharger.
The temperatures can be verified with the 4C-6090
Temperature Selector Group, with the 6V-9130
Temperature Adapter, and with the 237-5130 Digital
Multimeter. Refer to Operating Manual, NEHS0537
for the complete operating instructions for the
4C - 6090 Temperature Selector Group.
v
i0s633 1 53
Crankcase Pressure
SMCS Code: 1215', 1317 -082

. The Caterpillar Electronic Technician (ET) can be

96 kPa (28.8 inches of Hg) dry barometric pressure
used to measure crankcase pressure. Crankcase
pressure is given on the display status screen
" 25 "C (77 "F) outside air temperature
in Cat ET. The Electronic Control Module (ECM)
. will perform any of the following functions if the
35 API rated fuel
crankcase pressure is high in the engine: warning,
derate, and shutdown. The response will depend on
Any change from these conditions can change the
pressure in the inlet manifold. The outside air may the programming and the availability of the parameter
of the monitoring system.
have a higher temperature and a lower barometric
pressure than the values that are given above.
This will cause a lower inlet manifold pressure
measurement than the pressure that is given in the
TMl, Outside air that has a lower temperature and a
higher barometric pressure will cause a higher inlet
manifold pressure measurement
 RENR9363_06
45
Testi and Adjusting Section

oamage can be the cause

cranKcase. This condition !9!9: The 1 47 - 2056 Diat tndicator or the 147 _ sssT
Dial Indicator (Metric,.not snownj
n rough. There will be can be useO with
unt from
Ihe 147 - 5482 Vatve Lasrr Caug!
c;;fi. "'
ts c re can
the her to Valve Lash Adjustment
sho Kcase
ause of any oil leakage at
ls.

The Electronic Control

i021 00604
voltage. To preven
Valve Lash - Adjust Electronic Control
not come in contact
SMCS Code: terminals while the
11OS_O2S

Table 12

Valve Lash,setting: Engine

Stopped

0.50 mm (0.020 inch)

1.00 mm (0.040 inch)

lllustration 4B
900286271
(1) 147 - 2060 Wrench

Table 11

147 - 2060 Wrench

147 -2059 Torque Wrencn

148-7211 Bridge Nut Socxer
1 45 - 5 1 91 Gauge Supporl

147 -2056 Dial Indicator

1 47 - 5536 lndicator Contact point

147 -2057 Indicator Contact point

147 -2OSB lndicator Extension
147 - 5Sg7 Dial Indicator (not
shown)
lllustration 49
90028636 5
(1) 145-5191 Gauge Support
tz) 147 -2057 Indicator Contact point
46 RENR9363-06
Testing and Adjusting Section

3. Installthe 145-5191 Gauge Support (1). Use the

147 - 2056 Dial Indicator or rrse the 1 47 - 5537
Dial Indicator. Use the 147-2057 Indicator
Contact Point (2). Install the tool in the rear bolt
hole. The rear bolt hole is located on the valve
cover base.

lllustration 50 900286366

(3) 147 -2060 Wrench

(4) 147 -2059 Torque Wrench

lllustration 51 900286367

(3) 147 - 2060 Wrench

(4) 147 -2059 Torque Wrench

4. Move the rocker assembly upward and move the

rocker arm assembly downward. Move the rocker
assembly several times. The oil film is removed
in order to get a true zero reading on the dial
indicator. Use the 147 -2060 Wrench (3) and
use the 147 -2059 Torque Wrench (4). Install the
socket wrench and install the torque wrench on
the nut of the rocker arm. Apply upward pressure
to the front of the rocker assembly. Set the dial
indicator to zero. The weight of the torque wrench
(4) allows the valve lash to be read. Do not apply
any pressure on the torque wrench.

5. Loosen the locknut. The locknut is located on

the adjustment screw of the pushrod. Turn the
adjustment screw until the valve lash is set to
specifications. Tighten the nut for the adjustment
screw to 70 t 15 N.m (50 t 11 lb ft ). The
147 -2059 Torque Wrench is preset to the torque
that is required. Check the adjustment again.
 RENR9363_06
47
ction

Lubrication Systern Oil pressure to th

should be checke
at oil galtery ptug
io15z4160 temperature, the
General Information rpm should be
(Lubrication System) Minimum oil pr
approximately 140
SMCS Code: 1300

The following problems generally indicate

in the engine's lubricatio-n systerir. a problem

. Excessive consumption of engine oil

. Low engine oil pressure
. High engine oil pressure
. Excessive bearing wear
. lncreased engine oiltemperature

i01727818
Engine Oil pressure _ Test
,SMCS Code: 1304_OB1

enSine oil pressure and the engine

_T_h9 oil filter
restriction can be measured with
th6 Clteipirrar
Electronic Tool (ET).

lllustration 52
900285344
Location for oil pressure check (typical
example)
(1) Oil gattery plug

around an engine that is running.

$g,l::llily r pi rts t h a t a re m o v i n
:l"n'lj,,titl,11t^T,",
can ! : II:
cause personal injury. s,
48 RENR9363-06
Testing and Adjusting Section

Gooling System . Overcooling

lf the cooling system is not properly maintained,

i02225295 solids such as scale and deposits reduce the ability
of the cooling system to transfer heat, The engine
General Information (Goo!ing operating temperature will increase.
System) When the engine is overloaded, the engine will run
SMCS Gode: 1350 in the lug condition. When the engine is running in
the lug condition, the engine is operating at a lower
This engine has a pressure type cooling system. A engine rpm that reduces the coolant flow. Decreased
pressure type cooling system has two advantages. coolant flow during high load willcause overheating.

. The pressure helps prevent cavitation.
. The risk of boiling is reduced.
Cavitation occurs when mechanical forces cause the
formation of air bubbles in the coolant. The bubbles
can form on the cylinder liners. Collapsing bubbles
can remove the oxide film from the cylinder liner. This
allows corrosion and pitting to occur. lf the pressure
of the cooling system is low, the concentration of
bubbles increases. The concentration of bubbles is
reduced in a pressure type cooling system.
Coolant can be lost by leaks. Overheated coolant can
be lost through the cooling system's pressure relief
valve. Lower coolant levels contribute to additional
overheating. Overheating can result in conditions
such as cracking of the cylinder head and piston
serzure.
A cracked cylinder head or cylinder liner will ,or." O
exhaust gas into the cooling system. The additional
pressure causes coolant loss, cavitation of the
water pump, less circulation of coolant, and further
overheating.

The boiling point is affected by three factors: Overcooling is the result of coolant that bypasses the
pressure, altitude, and concentration of glycol in the water temperature regulators and flows directly to the
coolant. The boiling point of a liquid is increased by radiator or to the heat exchanger. Low load operation
pressure, The boiling point of a liquid is decreased by in low ambient temperatures can cause overcooling.
a higher altitude. lllustration 53 shows the effects of Overcooling is caused by water temperature
pressure and altitude on the boiling point of water. regulators that remain open. Overcooling reduces the
efficiency of operation. Overcooling enables more
rapid contamination of the engine oil. This results in
COOI.ING SYSTEM PRESSURE the formation of sludge in the crankcase and carbon
ALT II U DE
deposits on the valves.
MfrMS FEfl olaz5ao5570 65 05 kPa
o2t68ro t2 t4 PSI
43@ t!.om Cycles of rapid heating and cooling can result in
t700 | 2,000 cracked cylinder heads, gasket failure, accelerated
3000 t0.m0 wear, and excessive fuel consumption.
2!q0 8,0@

t800 6,M
t200
lf a problem with the cooling system is suspected,
4.000

600 2.000
perform a visual inspection before you perform any
sEA LEVEL O tests on the svstem.
82 80 93 S9 t(X ilo ils l2l
180 90 2m zto 22D Z!0 z4o 250
BOILING POINT OT WATTR

lllustration 53 900286266
Visual Inspection
The boiling point of the coolant also depends on the SMCS Code: 1350-535
type of coolant and the concentration of glycol. A
greater concentration of glycol has a higher boiling Perform a visual inspection of the cooling system
temperature. However, glycol transfers heat less before a test is made with test equipment.
effectively than water. Because of the boiling point
and the efficiency of heat transfer, the concentration
of glycol is important.

Three basic problems can be associated with the

cooling system:

. Overheating

. Coolant loss
 RENR9363-06
49
Testing and Adjusting Section

The condition of the water that is circulatecl

through the heat exchanger can decrease
can resutt from escaping ftuid un_ tne
ffl:-:l::i:ry
der pressuie.
effectiveness of the
with water that conta
debris will adverselv
lf a pressure indication- is shown system: silt, sedimen
on the indicator,
vatve in order to i"ii"u""'pr""rrr" intermittent use of th
#r{lh,"^l*_ase
before removing any hose f;;'nid;';;;;r,t; the heat exchanger s

f . Check the coolant level in the cooling 6. Check the pressure cap.
- - "i system. Add
coolant, if necessary.
lf the pressure cap does not maintain
pressure on the cooling system,
the correct
lf the coolant level is too low, air will get the engine couid
into the overheat. A decrease in cboling'system
cooling system. Air in the .ooting'sysrem pressure"
reduces reduces the temperature of t Jwliui,s
coolant flow. Air.creates bubbles"thli noiring
contribute to point.
cavitation. Bubbles in the coolant
aiio reouce ttre
cooling capability.
7. Inspect the cooling system hoses
and clamps.
2.
9l"ql the
should
quatity of the cootant. The cootant
have the following prop"rtiel, can normally be seen.
eaKs can soften durino
. Color that is similar to new coolant f the hose can becomE
g operation. These areas
. Odor that is similar to new coolant the coolant flow. Hoses can
of time. The inside of a hose
. Free from contamination the loose particles of the hose
ant flow.
. Properties that.are recommended by
the 8. Check the water temperature regulators.
engine's Operation and Maintenance
wanuat
lf the coolant does not have these A water temperature regulator that does
properties, drain not open
the system and ftush.the system. or q w.q{er temperature regulator that
system according to.the engine,s
fiuiiirt,";;irg part of the way can cause-overneating-.
onry opens
Operation and
Maintenance Manuat.
A water temperature regulator that does
not close
3. Check for air in the cooling system. enables overcooling.
Air can enter
the cooting system.in diffeienl;;y;
ihe ioilowing S.
conditions cause air in the cooling iyii"r, lhggk the engine water pump and check the
auxiliary pump.
. Filling the cooling system incorrecily
Check for a fluid leak from the pump,s
weep hole
. Combustion gas leakage into the cooling during engine operation and check
foia teak when
system is.stopped. tf either cooiJnior oir is
ll-u,gls'fu
teaKtng trom the weep hole, replace
Combustion gas ca.n get into the the pump.
system through
the following conditions: internaf
#ckl,
cytinder head, and damaged cyfinOeifrlad
oamageO A water pump with a damaged impeller
gasket. pump enough coolant for correct does not
coolant flow.
4. Inspect the radiator (if equipped) and ratrng temperature.
the airto_air
aftercooter (if equippedi' Mdf," 3ri" that the check for damage to
air ftow is not restiicted: L;kio; inside of the pump,s
tnl'iotro*ing
conditions. Make corrections, if n"."rr"rv, e impeller.
. Bent fins 10. Check the aftercoorer.

. Debris between the folded cores A restriction of water flow through the
aftercoorer
can cause overheating. Checklor debris
or
. Damaged fan blades oeposits which restricf the free flow
oi warer
through the aftercooler.
5. Check the heat exchanger (if equipped)
for
internat btockage. Make"sure th;fi;5;ti"rs for the
water are not clogged
50 RENR9363-06
Test and Adjusting Section

i02605557

Test Tools for the Cooling

System -@:
SMCS Code:0781; 1350 [:
Table 13
EI
Tools Needed Quantity
4C - 6500 Digital Thermometer 1
'.'
285 - 0901 Blowby Tool Gp 1

285 - 091 0 Multi-Tool Gp 1

9U - 7400 Multitach Tool Go 1

lllustration 55 900286276

9S - B'140 Pressurizing Pump ,|

9U - 7400 Multitach

The 9U -74OO Multitach is used to check the fan

Making contact with a running engine can cause

speed. Refer to the testing procedure in Operator
Manual, NEHS0605. o
burns from hot parts and can cause injury frorn
rotating parts.

When working on an engine that is running, avoid

contact with hot parts and rotating parts.

lllustration 56 900286369

95-81 40 Pressurizing Pump

Ji"i3,1;'",fi3
pressu
used to
iJ"'"T,,O
for leaks.-
lllustration 54 90O286267

4C - 6500 Digital Thermometer

The 4C-6500 Digital Thermometer is used in the
diagnosis of overheating conditions or overcooling
problems. This group can be used to check
temperatures in several different parts of the cooling
system. Refer to the testing procedure in the
Operating Manual, NEH50554.
Stearn or hot coolant can cause severe burns.
Do not loosen the filler cap or the pressure cap on
a hot engine.
Allow the engine to cool before removing the filler
cap or the pressure cap.
 RENR9363_06
51
Testing and Adjusting Section

i03498242
Radiator and Goof ing System
- Test
SMCS Gode: 1350_034; 1353_034

Table 14

lllustration 5B
900286374
9S-81 40 pressurizing pump
(3) Release valve
(4) Adapter
(5) Hose

5. Remove hose (5) from adapter (4).

lllustration 57 go1o2420B
(1) Radiator top tank
(2) Expansion tank

or hot coolant can cause severe

burns.
Do not loosen the filler cap or
the pressure cap on
a hot engine.
lllustration 59
1l!o*orth.e engine to cool before removing
cap the pressure cap, ---'-""t the filter 900286375

6' Locate the pressure test port

that is in the radiator
top tank. Remove the tejt p;ri;t;;. ' '
Y::, jllt:!:wing
procedure to check condition
engtne's of the
cooling sysrem: 7. Install the end of hose (5) onto
the pressure test
port.
1. Allow the enqine to cool. Loosen
the radiator cap
slowly and ailow tnepressure to slowly
the.cooling system. n"rouu1h"".Jp vent from
radiator iro, ,n"

9. lf the relief valve does not open

within
3. Check the coolant level in the radiator. the pressure
The cootant that is stamped on the capi tfreie'is'a'pioolem
tevet must be above the top tf with the retief vatve in ttre'raliator'JJpih"pt".u
in" i"jirior core.
the radiator cap.
4. Install the radiator cap onto the filler
neck.
10.lf the relief valve is pressurizlng
the cooting
system accordino to ihe specift.-"ti;;
cap is OK. ;; radiator
 RENR9363-06

11. Before removing pressure from the cooling

system, perform a walk-around inspection of
the cooling system Check all hoses, hose
connections, and piping for external leakage.

l2.Allow the cooling system to remain pressurized

for five minutes in order to check for internal
leakage. lf the pressure that is indicated by the
gauge on the pressurizing pump decreases within
"tr
b
the five minute period, there may be internal
leakage into the engine block Investigate the
problem. Perform the necessary repairs.

lllustration 60 90076908 I
Personal injury can result from escaping fluid un- Test location
der pressure.
(1) Plug
lf a pressure indication is shown on the indicator,
lf you suspect that the coolant temperature ."n.or.
push the release valve in order to relieve pressure
inaccurate, perform the following procedure: I
before removing any hose fnom the radiator.
Note: Ensure that the coolant level is at the correct
f 3. Remove the pressurizing pump from the cooling level before performing this test.
system. Replace the test port plug.
1. Remove plug (1).

i02005947 2. Install the 4C-6500 Digital Thermometer or the

Coolant Temperature Sensor - 2F -711 2 Thermometer. Also install the 68 - 5072
Terminal Bushing.
Test
3. Connect the Caterpillar Electronic Technician (ET)
SMCS Gode: 7453-081 to the service tool connector. Start Cat ET.

4. Start and run the engine until the temperature

reaches the desired range according to the test
Personal injury can result from escaping fluid un- thermometer.
der pressure.
5. Monitor the coolant temperature on Cat El
lf a pressure indication is shown on the indicator, Monitor the coolant temperature on the test
push the release valve in order to relieve pressure thermometer.
before removing any hose from the radiator.
6. Compare the coolant temperature on Cat ET to
the coolant temperature on the test thermometer.
15
If the two measurements are approximately equal,
Tools Needed Quantity the sensor is okay. lf the two measurements are
not approximately equal, there may be a problem
4C - 6500 Digital Thermometer 1
with the sensor. Install a new sensor and verifu
or that the problem is resolved.
2F -7112 Thermometer 1

68-5072 Terminal Bushing 1

 RENR9363-06

:i
i0166640.1

W3te1 Tem perature Reg ulator

- Test
SMCS Code: 13SO-081; 1355_081_ON

:::.:ili1lry can result rror ftuid un_

der pressure. ""*pil!
lf a pressure indication is shown -
on the indicator,
r"g ra e r io i"i i u-"'p,"" u r"
f :,*:hj^ :*_1: : yl i n o .rr",n
before removing any n""" it;'ft;#;
" "

1. Remove the water temperature regulator

engine.
from the

il the temperature of
fully open temperature
re regulator. Refer to
perature Regulator,,
ure of the water
Stir the water in the oan.
emperature throughout the
pan.
3. Hang the water temperature regulator
in the pan
of water. The water temperature
regulator must
be betow the surface ot'thewiier.
ii'J *rt",
lu,Iq"f"tyfg regutatormust be away fiom the
stdes and the bottom of the pan.

4. Keep the water at the correct temperature

minutes. for ten

ve the water temperature

easure the opening
regulator. Refer to
ure Regulator,,
ce of the
ator at the fully open

lf the distance is less than the amount

listed in the
manual, replace the water temperature
i"g-;r"tor.
54 RENR9363-06
Test ng and Adjusting Section

Basic Engine
i01220459

eonnecting Rod Eearings

SMCS Code: 1219-040

The connecting rod bearings fit tightly in the bore in

the rod. lf the bearing joints are fretted, check the
bore size. This can be an indication of wear because
of a loose fit.

Connecting rod bearings are available with 0.63 mm

(0.025 inch) and 1.27 mm (0.050 inch) smaller lllustration 61 900285686

inside diameter than the original size bearing. These 1P-3537 Dial Bore Gauge Group
bearings are for crankshafts that have been reground.

,o'trurtf
Gylinder Head
fuIain Bearlngs
SMCS Code: 1100-040
SMCS Code: 1203-040
The cylinder heads have valve seat inserts, valve
Main bearings are available with a larger outside guides, and bridge dowels that can be removed
diameter than the original size bearings. These when the parts are worn or damaged. Refer to
bearings are available for the cylinder blocks with Disassembly And Assembly for the replacement of
the main bearing bore that is made larger than the these components.
bores' original size. The size that is available has a
0.63 mm (0.025 inch) outside diameter that is larger
than the original size bearings. Valves
Main bearings are available with 0.63 mm (0.025 inch) The removal and the installation of the valves
and 1.27 mm (0.050 inch) smaller inside diameter is easier with use of the 1 P -3527 Valve Spring
than the original size bearing. These bearings are for Compressor.
crankshafts that have been reoround.
Valve Seat !nserts

Cylinder Block
i01491 I3'l
,:; i # ?"'#J"1 ?? Jil:ffi : i 5 #":lT Jx?
g:::
inserts. Lower the temperature of the insert before
o
SMGS Gode: 1201-040 the insert is installed in the head.

lf the main bearing caps are installed without Valve Guides

bearings, the bore in the block for the main bearings
can be checked. Tighten the nuts that hold the caps
to the torque that is shown in the Specifications.
Alignment error in the bores must not be more than
0.08 mm (0.003 inch). Refer to Special Instruction,
SMHS7606 for the use of the 1 P - 4000 Line Boring
Tool Group for the alignment of the main bearing
bores. The 1P-3537 Dial Bore Gauge Group can
be used to check the size of the bores. The Special
Instruction, GMG009Bl is with the group.
The tools for the removal and for the installation
of the valve guides are the 5P - 1729 Valve Guide
Bushing and the 7M-3975 Valve Guide Driver. The
counterbore in the driver bushing installs the guide to
the correct height.
Checking Valve Guide Bores
Use the 5P-3536 Valve Guide Gauge Group in
order to check the bore of the valve guides. Refer to
Special Instruction, GMG02562 for the instructions
for the use of this tool.
 RENR9363-06
6tr
Tes and Adjusting Section

Gylinder Liner Out of the Cytinder

Block
X z

llluslration 63 90?24749s

1. Use the 6V-7059 Micrometer to measure

the
lllustration 62 thickness of the following items:
9002853 1 g
5P-3596 Valve Guide Gauge Group
. (X) Spacer plate
Bridge Dowels . (Y) Spacer plate Gasket
Use a 5P -0944 Dowel puller Group
and a 5p _0942
. (Z) Cylinder Liner Flange
Dowet Extractor. Remove ilre oriJgS;;;j.
Instail a
new bridge dowelwith a 6V_a009'Oo*"f The cylinder liner projection depends
bnuur. This on
9oy9t driver inst: ils the bridge O"*"f i"lf.,"" correct which spacer plate is used. Refer to taOte .lZ
height. or to Table 18.
Table 17
i04093691 Liner Projection = Z - X _ y
Gylinder Liner projection 110-6994 Spacer plate

SMCS Code: 12 6-082

12.31 r 0.03 mm (0.4846 t 0.00.12 inch)
0.21t 0.03 mm (0 008 t 0.001 inch)
Table 16
12.65 ! 0.02 mm (0.498 r 0.001 inch)

1U - 9895 Crossblock 0.06 to 0.20 mm (0.002 to 0.008 inch)rr)

3H - 0465 Push-puller plate

.Bj:6_l?3 Bott (3/4-16 thread, 13e.7 mm Table 1B

(c.c.5u Inch) long
Liner Projection = Z- X _ y
38 - 1 925 Washer (COppER) 362-9627 Spacer plate
16 thread' 44'45 mm 12.3310.03 mm (0.4854 t 0.0012 inch)
il;33t"t"Birt(.,4
BT-0455 Liner projection Tool Group
0.21 t 0.03 mm (0.008 t 0.001 inch)
12.65 ! 0.02 mm (0.498 t 0.001 inch)
6V-7059 Micrometer
0.08 to 0.15 mm (0.003 to 0.006 inch)

Note: To determine the-cylinder liner projection,

subtract the thickness.,of the spacer plate'anO
gasket
from the thickness of the cytinb", rinSiliu,ri"
5h RENR9363-06
T

2. Refer to Table 17 or to Table 18 for the correct c. Check the distance from the bottom edge of
value of your cylinder liner projection based on 1U-9895 Crossblock (6) to the top edge of
your spacer plate. spacer plate (5). The vertical distance from
both ends of the 1U-9895 Crossblock must
Cylinder Liner ln the Gylinder Block be equal.

1. Make sure that the following surfaces are clean

and dry: top surface of the cylinder block, cylinder
liner bores, cylinder liner flanges, and spacer
olates.
R Use 8T-0455 Liner Projection Tool Group (6) to
measure the cylinder liner projection.
6. Mount 1P-2403 Dial Indicator (2) in 1P-2402
Gauge Body (3). Use the back of the 1P-5507
Gauge Block to zero dial indicator (2).

t- Refer to Table 17 or to Table 18 for the correct

value of the cylinder liner projection based on the
part number of the spacer plate.

8" Read the measurement on the outer flange of the

cylinder I positions. Do^
not read nner flanqe.
The max between thev-
high measurements and the low measurements
at four positions around each cylinder liner is
0.05 mm (0.002 inch). The maximum allowable
difference between the four measurements must
not exceed 0.05 mm (0.002 inch) on the same
cylinder liner.

Note: lf the cylinder liner projection is not within

specifications, turn the cylinder liner to a different
position within the bore. Measure the projection
again. lf the cylinder liner projection is not within
lllustration 64 9o11927 49
specifications, move the cylinder liner to a different
Measuring the cylinder liner projection bore. Inspect the top face of the cylinder block.
(1) 3H-046s Push-Puller Plate
(2) 1P -2403 Dial Indicator Note: When the cylinder liner projection is correct,
(3) 1P-2402 Gauge Body put a temporary mark on the cylinder liner and the
(4) 1 A - 0075 Bolt and 38 - 1 925 Washer (COPPER)
(5) Spacer plate
spacer plate. Be sure to identify the particular cylinder
(6) 1U - 9895 Crossblock liner with the corresponding cylinder. When the seals

2. Install a new gasket and spacer plate (5) on the fr13. 1X",,1'X",i:i[1 T8J,?':H
red' n sta | th e cv i n der
r i | I

j
cylinder block.
i02391 235
3. Install the cylinder liner in the cylinder block
without seals or bands. Flywheel - lnspect
4. Hold spacer plate (5) and the cylinder liner in SMCS Code: 1156-040
position according to the following procedure:
Table 19
a. Install four 38- 1925 Washers (COPPER) and Tools Needed
four 1A-0075 Bolts(4) around spacer plate (5).
Tighten the bolts evenly to a torque of gb N.m Part
Part Name Quantity
(70 rb ft). Number
8T - 5096 Dial Indicator Gp 1
b. Install the following components: 1U-9895
Crossblock (6), two 3H-0465 Push-Puller
Plates (1), and two 8F-6123 Bolts. Ensure
that 1U-9895 Crossblock (6) is in position at
the center of the cylinder liner. Ensure that the
surface of the cylinder liner is clean. Tighten
the bolts evenly to a torque of 70 N.m (50 lb ft).
 RENR9363_06
57
ction

Face Runout (Axiaf Eccentricity)

the Flywheef
of B:L (Radial Eccentricity)
Fkr_nout
of the Ffywheel

lllustration 65
900286049
Checking face runoul of the flywheel lllustration 66 93057
901 1

Checking bore runout of the flvwheel

1. Refer to i
Arways
direction
p ;:fifl1;:*il:'
(1) 7H-1945 Hotdinq Rod
(2) 7H-1645 Hotdin; Roct
(3) 7H - 1 942 Diat Indicator
(4) 7H-1940 Universal Atracnment
remove o sno .r""ritniead'
This witl

1. Instattthe 7H -1g42 Diat Indicator (3),

2. Set the dial indicator to read 0.0 Make an
mm (0.00 inch). adjustment of the 7H _ .1940 Uniuuria|
(4) so that the diat indic ator
nitachment
3. Turn the flywheel at intervals of g0 ,;k.;;;;;cr on the
read the dial indicator. -- deqrees
--.," and flywheel.

2. Set the dial indicator to read 0.0 mm (0.00

4. Take the measurements at all four points. inch).
the.difference Find
between the lower measurements 3. Turn the flywheel at intervals of g0
and thelrigher measurements. degrees and
This value is the read the dial indicaror
runout. The maximum permissible
(.axial eccentricity) ot thb
taceiunout
ftywne"i rnr.t rr"t exceed 4. Take the measurements at all four
points. Find
0,15 mm (0.006'inch).
the difference between the lower,!irri.r"nt,
and theiigher measurements.
This value is the
runout. The maximum permissible
bore runout
!l?d]"|,e^ccentricity; ot the nywneet rr!t' not
exceed 0.15 mm (0.006 inch).
58 RENR9363-06
Testin and Adjusting Section

A
l. Fasten a dial indicator to the flywheel so the anvil
of the dial indicator will contact the face of the
flywheel housing.
t
z. Put a force on the crankshaft toward the rear
before the dial indicator is read at each ooint.

c (T0P)

lllustration 67 900286058

Flywheel clutch pilot bearing bore

5. Take the measurements at all four ooints, Find the

difference between the lower measurements and
the higher measurements. This value is the runout.
A (B0TT0M)

The maximum permissible pilot bore runout of the lllustration 69 goo285932

flywheel must not exceed 0.13 mm (0.005 inch). Checking face runout of the flywheel housing

i02391240
3" Turn the flywheel while the dial indicator is set at
0.0 mm (0.00 inch) at location (A). Read the dial
FEywheel t'Nouslng - lnspect indicator at locations (B), (C) and (D).

SMCS Code: 1157-040 4. The difference between the lower measurements

and the higher measurements that are performed
I able 20 at all four points must not be more than 0.38 mm
Tools Needed Quantity (0.015 inch), which is the maximum permissible
face runout (axial eccentricity) of the flywheel
BT- 5096 Dial Indicator Gp 1 housing.

Face Runout (Axial Eccentricity) of Bore Runout (R.adial Eccentricity)

the Flywheel Housing of the Flywheel !-lousing

900285931 lllustration 70 900285934

lllustration 6B
Checking face runout of the flywheel housing Checking bore runout of the flywheel housing

lf you use any other method except the method that 1. Fasten a dial indicator to the flywheel so the anvil
is given here, always remember that the bearing of the dial indicator will contact the bore of the
clearance must be removed in order to receive the flywheel housing.
correct measurements.
 RENR9363_06

59
Testing and Adjusting Section

8. Add the lines together in each

cHnnr ron ornL r@ column.
Position of 9. Subtract the smaller number from
diol indicotor the larger
number in column
B.ard
number on line lll. the result
"otumn
o.'itul" trri.
is the horizontal
C.rr.!l,o.jo, eccentricity (out of
beoring ctrcince lo.ynd) t_ine tit rn cotu-mn C is
the vertical eccentrtcrtv.
Diol Indicolor R

Iolol of Line 1 & 2

rIolol Verticol eccentricity (oul jo.1o

ol round) ( 0t?)
"in'l'i""ll,'l:,,:H,'l:',i:;.i:lJl r.,n"i ru" The dirrerence is
11;'
| 0.25
( olo)
4
lllustralion 71
9002s5936 | 020
( ooB)

2. White the diat indicato

(C) adjust the diat indi 1 I o.tS
' (.006)
J
Push the crankshaft u
the bearing. Refer to t :0,10
(,004 )
measurement for bearr
corumn (C). 1 0 05
( oo2)

Note: Write the measurements

for the dial indicator
with the correct notations. ff,i.
ror making the calculations
noiaiiJn"iJ'n"""r.rry 0
r 0.05 _0.10 I
1
0.15
in [ne-J"t'"Jrr".,,u, (.oo z
) (.001 ) ( 006) 'r$63r ',161; iilt)
3. Divide the measurement from 2
Step 2 by two. Write
this number on tine t in
"orumns iui",ic tol lllustration 73
90028604 6
O. the flywheet in order to put the Graph for total eccentricity
Lr:l
ar position (A) Adjust the diai diat indicator
(0.00 inch).
i;d;;;t"r-i" 0 0 mnn tjJ J"l"! verricat eccentriciry
(2) Total horizontal eccentricity
1c.1 Hcceptable value
(4) Unacceptable value
(T0P)
tO.9l the graph for t_o_t1f eccentricity,
find tne pornt
of intersection of the lines for
uurii.ri Jccentricity
and horizontal eccentricity.

A (B0TT0M)
i01220768
lllustration 72
9002 85932
Vibration Damper
Checking bore runout of the
flywheel housing
SMCS Gode: 1205_535
5. the flywheel counterclockwise
Jrll,the
put in order to
th9 damper or faiture of the damper
diat indicator at position (el. P:Tq:
measurements in the cl-rart. Wiite the Increase l?
vibrations. This witl
will resutt in Oailge to the
crankshaft.
6, the flywheel counterctockwise
Irj'l
put the diat indicator at in order to
position'ibt"Wii," fll"
measurement in the chart

7. Tu3, the.flywheel counterclockwise

put the diat indicator at position 'wii*
in oroer to
measurement in the chart. ibl ,nu
60
Testing and Adjusting Section
A r/H Eeetnie Stantr
E m g $ystem'n
i01 268600
Genera! lnformation
(AEr/Electr!c Stanting Systenm)
SMCS Code: 1450, 1451, 1462
This starting system uses an electric solenoid to
position an air valve in order to activate the air
starting motor. lf the starting motor does not function,
do the procedure that follows:
J. Check the indicator reading for the air pressure.
2. lf the reading
3. lf the reading
is not acceptable then use a remote
source to charge the system.
is acceptable then open the main
tank drain valve for a moment Verify the pressure
that is shown on the pressure indicator. Listen for
the sound of the high pressure from the discharge.
fi:lecitnical SEde Of 'frhe Systen'n
'tr. Turn the control switch to "MANUAL START"
position. l-isten for the sound of the engagement of
the air starter motor pinion with the flywheel gear.
lf the sound of the engagement can be heard,
the problem is with the Air Side Of The System
Proceed to the Air Side Of The System.
&r
lf no sound of the engagement can be heard,
the problem could be with the Electrical Side Of
The System.
lllustration 74 900286936
Control Valve
Typical Example
(1) Control valve, (2) Connector
RENR9363-06
Check the electrical system by disconnecting the
leads from the control valve ('1) at connector (2).
Set the multimeter in the "DCV" range. Measure
voltage across the disconnected leads that
connect to the starting switch.
a. A voltage reading shows tlrat tlre problem is in
the control valve (2) or the air starting motor.
Go to Step 2 of Air Side Of 1'he System.
b. A "ZERO" reading shows that the problem is in
the control switch or the problem is in the wires
for the control switch.
Fasten the multimeter lead to the staft switch at
the terminal for the wire from the battery. Fasten
the other lead to a good ground.
'fl"fi=,
circuit
iji,:i:?fsillio
b. The problem is in the control switch if either a
voltage reading is found at the control switch or
if a voltage reading is found in the wires from
the control switch to the control valve.
Afrr Slde Of The Systen'r
lllustration 75 soo2a6e37
Air Starting System
Typical Example
(1) Control valve. (2) Connector. (3) Connection. (4) Air hose. (5)
Relay valve
tr. Activate the control switch. lf the engagement of
the air starter motor pinion with the flywheel ring
gear can be heard then remove the small air hose
(4) from the top of the relay valve (5).
a. Full air pressure comes from the end of the air
hose (4)when the control switch is activated.
The relay valve (5) is faulty or the air starting
motor is damaged.
b. lf no air pressure comes from the end of the air
hose (4), then the problem is in the pinion nose
housing for the air starting motor
a. lf no air comes from the end of
the removed air
hose, the control valve (1) i.
i"rlty.'"'
b. ff the air comes from the end
of the removed
hose, then the problem lr-in th" piiio"n
housing for the air starting m;i;i" ""' no."

-'-----t
62 RENR9363-06
Testing and Adjusting Section

Electrical Systern The 4C -4911 Battery Load Tester is a portable unit

in a metal case. The 4C-4911 Battery Load Tester
can be used under field conditions and under high
i03439502 temperatures. The tester can be used to load test
all 6, 8, and 12 Volt batteries, This tester has two
Test Tools for the Electrical heavy-duty load cables that can easily be fastened
Systern to the battery terminals. A load adjustment knob is
located on the top of the tester. The load adjustment
SMCS Code: 0785 knob permits the current that is being drawn from
the battery to be adjusted to a maximum of 1000
fable 21 amperes The tester is cooled by an internal fan that
is automatically activated when a load is applied.
Tools Needed Quantity
4C-4911 Battery Load Tester 1 The tester has two built-in Liquid Crystal Displays
(LCD) During testing, one LCD displays the battery
271 -8590 Starting/Charging Analyzer Gp 1
voltage at the battery. This measurement is taken
225-8266 Ammeter Tool Gp 1 through tracer wires that are buried inside the load
cables. The other LCD accurately displays the
1 46 - 4080
or Digital Multimeter Gp drawn rrom the battery wnicn
iJffilft?:i,50:"'nn ;
1

257 -9140

Note: Refer to Operating Manual, SEHS9249

Most of the tests for the electrical system can be for more complete information for the use of the
done on the engine. First, check that the insulation 4C-4911 Battery Load Tester.
for the wiring is in good condition. Ensure that the
wire connections and cable connections are clean
and tight. Check that the battery is fully charged. lf 271 - 8590 Starting/Charging
the on-engine test shows that a component is not Analyzer Gp
functioning properly, remove the component from the
engine for more testing.

Refer to Testing And Adjusting Electrical

Components, REG00636 for complete specifications eAf ^',xrgH"
and test procedures for the components of the
starting circuit and the charging circuit.

4C-491 1 Battery Load Tester

lllUStfaIlOn rr / 901 789234

271 -8590 Starting/Charging Analyzer Gp

lllustration 76 900283565

4C-491 1 Battery Load Tester

 RENR9363-06

146-4080 Digital Multimeter Gp

lrlnl I l1trilrlll. lltlt!/tril

Note: Refer to Operating Manual, NEHS0973
loj m9F complete information for the use of the
-*B%*n
271 -BS9O Starting/Charging Anatyi;,
c;.
225-8206 Ammeter Tool Gp

MIE
C)
(-)
ru
0a.fr0 lllustration 79 901 01 5638
146-4080 Digital Multimeter Gp

lllustration 7B 9o1012117
225-8266 Ammeter Tool Gp

. Amperage

. Capacitance
. Frequency
. Pulse Width Modulation (pWM)
. Resistance
. Temperature
. Voltage

Note: Refer to multimeter,

comptete information that
multimeter. The operator,s
the unit.
 RENR9363-06

i01 305428 To check for correct output of the alternator, see the
Specifications module.
Battery
Before the start of on-engine testing, the charging
SMCS Code: 1401-081 system and the battery must be checked according
to the following steps.

1. The battery must be at least 75 percent (1.225 Sp

Never disconnect any charging unit circuit or bat-
tery circuit cable from the battery when the charg-
ing unit is operated. A spark can cause an explo-
sion from the flammable vapor mixture of hydro-
gen and oxygen that is released from the elec-
trolyte through the battery outlets. lnjury to per-
sonnel can be the result.
The battery circuit is an electrical load on the charging
unit. The load is variable because of the condition of
the charge in the battery.
NOTICE
The charging unit will be damaged if the connections
between the battery and the charging unit are broken
while in operation. Damage occurs because the load
from the battery is lost and because there is an in-
crease in charging voltage. High voltage will damage
the charging unit, the regulator, and other electrical
components.
Gr) of the full charge. The battery must be held
tightly in place. The battery holder must not put
too much stress on the battery.
2. Cables between the battery, the starter, and the
engine ground must be the correct size. Wires
and cables must be free of corrosion. Wires and
cables must have cable support clamps in order to
prevent stress on battery connections (terminals).
3. Leads, junctions, switches, and panel instruments
that have direct relation to the charging crrcuit
must give correct circuit control. O
4. Inspect the drive components for the charging unit
in order to be sure that the components are free of
grease and oil. Be sure that the drive components
have the ability to operate the charging unit.
i02388966

Alternator Regulator
Use the 4C-491'l Battery Load Tester in order to
test a battery that does not maintaln a charge when SMCS Code: '1405-081
the battery is active. Refer to Operating Manual,
SEHS9249 for detailed instruction on the use of The charging rate of the alternator should be
the 4C -4911 Battery Load Tester. See Special checked when an alternator is charging the battery
Instruction, SEHS7633 for the correct orocedure too much. The charging rate of the alternator should
and for the specifications to use when you test the be checked when an alternator is not charging the
batteries. battery enough. Make reference to the Specifications
module in order to find all testing specifications for
the alternators and regulators,
io1223618 O
No adjustment can be made in order to change the
Charging System rate of charge on the alternator regulators. lf the
rate of charge is not correct, a replacement of the
SMCS Code: 1406-081
regulator is necessary.
The condition of charge in the battery at each regular
inspection will show if the charging system operates
correctly. An adjustment is necessary when the
battery is constantly in a low condition of charge or
a large amount of water is needed. A large amount
of water would be more than one ounce of water per
cell per week or per every 100 service hours.

When it is possible, make a test of the charging

unit and voltage regulator on the engine, and use
wiring and components that are a permanent part of
the system. Off-engine testing or bench testing will
give a test of the charging unit and voltage regulator
operation. This testing will give an indication of
needed repair, After repairs are made, perform a test
in order to prove that the units have been repaired to
the original condition of operation,
 RENR9363_06

3i
T.ig_htening The Alternator pulley
The solenoid operation also closes
Nut to the motor. Connect one lead tJ
the electric circuit
'terminal)
tfl"'r'rftireter to
that is fastened
to a good
id and look at the
voltage shows
e motor must
th e m u rti m etu,., h o*u' lht:iii"n .t iilo,'331i: B,: I
Repair the soter id if the coniacts
l,?t :t":p do "
ctose. The clearance for th startermoioiplnion not
may atso need adjusting. gear

Perform a test. Fasten one multimeter

lead to
the connectino
solenoid and ia
Look at the mul
solenoid. A voltage readi
rs In the solenoid. A zero
problem is in the start swit
start switch.

Fasten one multimeter lead to the

start switch at the
lllustration B0
9o11927 s4
connection (terminal).for the wire fr"m'tf-,"
Fasten the other tead to u good gi;nj.'i.uro battery.
Tools for tightening the alternalor
pulley nut
(1) BT- 92S3 Torque Wrencn reading indicates a broken circuiitromihe
battery.
(2) 8S - 15SB Adapter (112 Check the circuit breaker and wiring.
(3) 2p -8267 Socket Assembry
in,ch female to 3/B inch male) lf there is a
voltage reading, the probler is
(4) BH-8517 Combination Wrench in thi start'switctr or
(1_.1/B inch) in the wires for the start sw h
(5) BT-s314 Socker

Starting motors that operate too slowly

Tighten the nut that holds the pulley can have
with an overload because of too much
shown. Refer to the Specificrdo;;;il;;tethe toots engine that is being started. St;;
fricfion in tne
torque. ror the o[eiJiio'n or tne
::Tjli,: ilg,o
rs ca n" a rso nu
"i
rcu J [! tn*J ro rr o*i n g

. A short circuit
Efectric starting system'01487748 . Loose connections
_ SMCS Code: 1450_Og1
. Dirt in the motors
v Use the multimeter in the DCV
range to find the
starting system components which
do not function
i02388967
I switch in order to activate
the Pinion Clearance Adjustment
e starting solenoid,s operation
rnrons of the starting motors are SMCS Code: 1454_O2S
gear on the engine flywheel.
When the solenoid is installed, make
lf a solenoid for a starting an adjustment
of the pinion ctearance. rne ao;uslme;i
ts possible that the curren
with the starting motor renoved. ; be made
reach the solenoid. Fasren
to the connection (termrna
the solenoid. put the other
zero reading indicates that
from the battery. More testing rs
necessary when
there is a vottage reading
"rilr! ffiti;;Jr.
oo RENR9363-06
Testing and Adjusting Section

7. In order to adjust the pinion clearance, remove the

plug and turn shaft nut (4).

i02835 1 45

Overs peed Venlfl eatEon't"est

SnfiGS Code: 7451-081

Note: An engine overspeed condition is logged

whenever this test is performed. The event requires
a factory password in order to be cleared.

Before performing an overspeed verification, use

lllustration B1 9011 92756 Caterpillar Electronic Technician (ET) to determine
Connection for checking pinion clearance
setting of the shutdown for the engine overspeed.
Select the "Service" tab. Select "Monitoring Systenr",
(1) Ground terminal
(2) SW terminal and look at the "Engine Overspeed" and the "Engine
(3) Connector u
1. Install the solenoid without connector (3) from the
:lj#;y;:"$i 3 ; J,il".i.j". XI ifi [il U 33.- I,"1n' O
MOTOR connections (terminal) on the solenoid to
the motor

4," Connect a battery, that has the same voltage as

the solenoid, to "SW" tenninal (2),

3" Connect the other side of the battery to connector

(3)

4" For a moment, connect a wire from the solenoid

connection (terminal), which is marked "MOTOR',
to the ground connection (terminal). The pinion
will shift to the crank position and the pinion will
stay there until the battery is disconnected.

lllustration 82 9011e2757

Pinion clearance adjustment

(4) Shafl nut
(5) Pinion
(6) Pinion Clearance

5. Push the pinion toward the end with the

commutator in order to remove free movement.

6. Pinion clearance (6) must be 9.1 mm (0.36 inch).

 RENR9363_06

3I

f *i ! rr t aq*.\,
t ! ,:t !).\ ,,
\

Warn Opcro(orllJ l0 Sec

En0inc Shtrtdornlil
None
4 Sec
Noni
Watn Operrtorlll I Scc
Entlne Der.telZJ On
216 Deg F
Eil0inc Sluldrytr13] On
225 Dcg F
Orl
225 Dcgl
30 Srt
Worn opcrrto{l I 5 Scc
On
Wirn OFcratodtl 176De0F / 2 5 Scc
EngiDe Strutdown13) 0n

WErn Opcntorlll
Eflgine Deratel2l
On

On
-1,G'\(
-.--311*
--l
,,H20
0 5cc
0 Sec

28
5 Scc
28 " H20
filBiIE Dcrolel2l 5 Sec
Llb LEIlEu_sr_Tl.trpsatue On '13.4
PSI
Wdrn 0pcrs(orlll 0 Scc

o Engile DetstE12)

lllustration B3
(1) Select "Monitoring System,,
0n
On
'lll2 Dco F
I 3BZ Deg F
5 Sec
5 Scc

901413664
(2) Check the RpM settings.

nt of the programmed
en you perform the
gine rpm in
own upon
ed value.
68 RENR9363-06
Testing and Adjusting Section

Performing the Procedure with the

Junction Box

lllustration 84 901 41 3665

(3) Overspeed switch

To set the overspeed verify feature, toggle the

momentary switch for approximately one second.
This will cause the overspeed shutdown to occur at
75 percent of the programmed overspeed setting.

Note: The function of the toggle switch can be

configured in Cat ET to function as an overspeed
verify switch or as a torque limit switch. The factory
default is the overspeed verify switch.

Start the engine and monitor the engine rpm during

acceleration in order to determine whether the engine
shuts down at 75 percent of the programmed setting.
 RENR9363_06
69
Testing and Adjusting Section

Performing the procedure with

Cat
ET

ri(, utr,"",- r",r_" -'i:ilr"ifi

!ir/r i D,:fntrt,:r

;7i 1l;ono"u.?.n.ind-s ,t
: " rl'i lctitf. D,:lirJti,:.rtr r,,,
L

.,J-r;l
i4

Fre Lube
liliectiun Horrnrl
rl Alnrm Oulpilt Norlsl
Fccdback Normal
Nnrmal
Normol
Normal
Normtrl

lllustration B5
(4) Double click on "Engine g0'l 41 3666
overspeed rest" (s) serecr ,,override parameters

f1o,1. l[".',Diagnostics,, drop_down menu,

l]31 -?l"qnostic
Tests,, rh e n s" iecil:dve rrio e
Then setect the ,,Engin; OvlrspeeO
f€rameters".

il,agtv, rnr.LtEi-
lttiet ltrlcdito
,GlncrrlAlrrni Uvrrll hh rnr 6l
lLqr'l t zdbaA

l{<!DEI

ll./ap6l
l' 'r ,,i, , ,r ,

tif r, rrlri tIni, _ nJ,,;,,t1,,t, ,r

L:rf,, 1 f1l ttl

lllustration B6
(6) Select ',ON''. 901413662

Select "ON" and click ,,OK,,.

Keep the
fo_rovenide parameters active- fV", screen Start the engine and
screen for override parameters f"""" fll" f
acceleration in order to
1o_11tor
the engine rpm ouring
the parameter will determine *Euihuiinu engine
artomaticaly defauti back to th" shuts down at 75 percent of pr"g;r;"0
the engine wilt not shut down
.;i;;j;;de and the settino.
programmed settinq.
aizs"p"il"ni or tn"
70 RENR9363-06
lndex Section

fiffidex

Nurnerics E

100 Hour Free Configuration on Engine Start-up.. 10 ECM Hour IncrementAdjustment ... .. .. . . ... ... 11
ECM Total Fuel Consumption Adjustment.. ...........11
Electric Starting System ....,................ 65
f{ Electrical System 27,62
Electrical System Operation .................... 27
Aftercooler (Air-to-Air Aftercooler) .,. .. 15 Electronic Control Module (ECM) ........ 9
Air lnlet and Exhaust System ....... 13,44 Electronic Control System ..... ........ 6, 31
Air Inlet and Exhaust System Operation... 13 Electronic Control System Components.......... ....... 6
Air Starting System....... .,.................... 26 Electronic Control System Operation ...................... 7
Air/Electric Starting System ................... 60 Electronic Controls..... .........7
Alternator Regulator ........ 64 Fuellnjection............... ............... 8
Tightening The Alternator Pulley Nut......... .... . 65 Passwords .. .. ... . B
Programmable Parameters.,...........,............. ...... 8

B 'E:l;F:J,:',9t3;jollll :
Programming Governor Gain Parameters.........
:: ::: 3L
32-
En9ine.............
Basic .... 23,54 Tuning Procedure ............ 32
Battery .... . ..... 64 Engine Monitoring System 10
Engine Oil Pressure - Test.. .......... .... 47
Engine Operation... ... .... ...... 5
r. Engine Rotation ............. 35
Engine Speed Sensor........ .. ...... 30
Calibration .......31 Ether Control System ... .......... 5
Calibration for Electronic Injection Timing with the
Electronic Service Tool..... ............ 31
Camshaft ........26 F

CamshaftTiming ........ .. 36
Timing Adjustment ....... 37 Finding the Top Center Position for the No. 1
Timing Check ....... . ..... 36 Piston......... .. ............... 35
CAN Data 1ink............. ............. 9 Flywheel - Inspect ........... 56
Cat Data Link........... . ..... B Bore Runout (Radial Eccentricity) of the
Charging System .......28,64 Flywheel..... 57
Alternator ..,............28 Face Runout (Axial Eccentricity) of the
Checking Engine Cylinders .. . .. ......... 34 Flywheel ..................... 57
Checking Engine Cylinders with an Electronic Service t'#?:"1i],""X??fl
Too1............ ..... 34 ;Ji,lt"$".iii"iiv j"iir,"riv*.""L
Circuit Breaker....... .......... 30 Housing .............5B
Cold Cylinder Cutout ....... ... 5 Face Runout (Axial Eccentricity) of the Flywheel
Configuration Parameters.......... ........ 31 Housing .........,.58
Connecting Rod Bearings.......,.... ..,... 54 Fuel 1njector.................. ....... .......... 12
Coolant Temperature Sensor - Test.......... ............. 52 Fuel Injector Adjustment................. ..,................... 39
Cooling System ......... 22,48 Fuel njector Mechanism
f .................... 12
Crankcase Pressure ........ 44 Fuel Pressure...,........... ...................... 35
Crankshaft ...,... 25 Fuel Rate Scaling (Fuel Correction Factor).... ...... 10
Crankshaft Position for Fuel Injector Adjustment and Fuel System .........,.......11,34
Valve Lash Setting ,.. 4243 Fuel System Inspection ...,........ ......... 34
Cylinder 81ock........... ... ............... 54 Fuel System Operation... ...............,..... 11
Cylinder Block, Liners and Heads ...... 23 Fumes Disposal System....... ...... . ......,... 21
Cylinder Head........... ....... 54
Bridge Dowels....... ....... 55
Checking Valve Guide Bores ............................. 54 G
Valve Guides................. .................. 54
Valve Seat Insefts ........ 54 General Information (Air/Electric Starting
Valves .......54 System)...... ,................... 60
Cylinder Liner Projection ............ ....... 55 Air Side Of The System ... . ............. 60
Cylinder Liner In the Cylinder 81ock........... ....... 56 Electrical Side Of The System ....... 60
Cylinder Liner Out of the Cylinder Block 55 General Information (Cooling System) . ..... 48
General Information (Fuel System) .... . 34
 RENR9363_06
71
Index Section

General Information (Lubrication

System)............. 4l
Grounding practices. .. System Configuration parameters
27 systems Operation Section...
5
H

Histogramming ........ .......,....

10 Table of Contents.,....
Test Toots for tfre Cooiin
I Test Tools for the Electri
146 - 4080 Digitat Mutti
tmportant Safety Information 225 -8266 Ammeter To

Jacket Water Cooling Circuit.

'-".i. . ... .,. ... ... . ... ?;
22 Rear Mounted........ """" """" 17
........ 16
L
V
Lubrication System...
Lubrication sviiem op"i"iion..:................... t.u, Valve Lash - Adjust
1l Valve Lash Adlustment 45
Valve Mechanism.. 45
Vibration Damoer to
M
Visual Inspection 59
48
Main Beari
Measuring 54
Measurino 44 W
Monitoring System parameters.. 44
..... 31 Water Temperature Regulator _ Test..,... . ....,...... 53
o
O ation Test...
oo
procedure with
Cat ET.... .. .. ... 69
pllcedure with
the Junction
68

OP
Pinron Clearance Adjustment..
Rings and Connecting Rods (One-piece
",lllgill
Piston)........
Pl:!91". Rinss and ......... 24
C;;;;;iirs Rods (Two-piece
Piston).
....................... 25

Radiator and Cooling System _

Test..,....... '
64
Restriction of Air Inlit and Exhaust
.... , 44

!eparate Circuit Cooling System. z5

Starting System ........
Starting Motor z6
Starting Motor protection zv
Starting solenoid. ZJ
2B
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