SENR5517-04

November 2003

Systems Operation
Testing and Adjusting
3408C, 3412C and 3412D High
Performance Marine Engines
REA1-Up (Engine)
8RG1-Up (Engine)
3JK1-Up (Engine)
7BL1-Up (Engine)
 i01658146

Important Safety Information

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

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or
pictorially presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard. The
warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure,
work method or operating technique that is not specifically recommended by Caterpillar is used,
you must satisfy yourself that it is safe for you and for others. You should also ensure that the
product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before
you start any job. Caterpillar dealers have the most current information available.

When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
 3
Table of Contents

Table of Contents Battery - Test .......................................................

Belt Tension Chart ..............................................
104
104
Charging System - Test ...................................... 106
Electric Starting System - Test ............................ 107
Systems Operation Section Pinion Clearance - Adjust ................................... 107
Engine Design ....................................................... 4
General Information ................................................ 5 Index Section
Glossary of Electronic Control Terms ..................... 9
Electronic Control System Components ............... 12 Index ................................................................... 109
Fuel System ......................................................... 18
Air Inlet and Exhaust System ............................... 28
Lubrication System .............................................. 31
Cooling System .................................................... 35
Basic Engine ......................................................... 37
Electrical System ................................................. 38

Testing and Adjusting Section

Troubleshooting
Troubleshooting .................................................... 45

Fuel System
Automatic Timing Advance Unit - Test .................. 56
Fuel System - Inspect ........................................... 58
Engine Speed - Check .......................................... 59
Finding Top Center Position for No. 1 Piston ........ 59
Fuel Injection Nozzle - Test ................................... 60
Fuel Ratio Control - Adjust .................................... 60
Fuel Setting - Adjust ............................................. 61
Fuel System Pressure - Test ................................. 69
Governor - Adjust .................................................. 69

Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect ................. 76
Turbocharger - Inspect .......................................... 78
Inlet Manifold Pressure - Test ............................... 78
Exhaust Temperature - Test .................................. 79
Engine Crankcase Pressure (Blowby) - Test ........ 79
Compression - Test ............................................... 80
Engine Valve Lash - Inspect/Adjust ...................... 80

Lubrication System
Engine Oil Pressure - Test .................................... 85
Excessive Bearing Wear - Inspect ........................ 88
Excessive Engine Oil Consumption - Inspect ....... 88
Increased Engine Oil Temperature - Inspect ........ 89

Cooling System
Cooling System - Inspect ...................................... 90
Cooling System - Test ........................................... 90

Basic Engine
Piston Ring Groove - Inspect ................................ 95
Connecting Rod Bearings - Inspect ...................... 95
Main Bearings - Inspect ........................................ 95
Cylinder Block - Inspect ........................................ 96
Cylinder Head - Inspect ........................................ 96
Cylinder Liner Projection - Inspect ........................ 96
Flywheel - Inspect ............................................... 100
Flywheel Housing - Inspect ................................. 101

Electrical System
4
Systems Operation Section

Systems Operation Section Number one cylinder is the front cylinder on the left
side of the cylinder block.

i01982152 Number two cylinder is the front cylinder on the

right side of the cylinder block.
Engine Design
Note: The front of the engine is opposite of the
SMCS Code: 1000 flywheel end of the engine. The left side of the
engine and the right side of the engine are viewed
3408B and 3408C Engines from the flywheel end of the engine.

3412, 3412C, and 3412D Engines

g01015545
Illustration 1

(A) Inlet valves Illustration 2 g01015548

(B) Exhaust valves (A) Inlet valves

(C) Fuel injection pump (B) Exhaust valves

Bore ....................................... 137.2 mm (5.40 inch) (C) Fuel injection pump

Stroke ..................................... 152.4 mm (6.00 inch) 3412 and 3412C

Displacement .................................... 18 L (1099 in3) Bore ................................. 137.2 mm (5.40 inch)

Stroke .............................. 152.4 mm (6.00 inch)
Cylinder arrangement ....................... 65 degrees V8 Displacement ............................. 27 L (1648 in3)

In order to check the engine valve lash setting, 3412D

the engine must be cold and the engine must be
stopped. Bore ................................. 145.0 mm (5.71 inch)
Stroke .............................. 162.0 mm (6.38 inch)
Engine valve lash settings Displacement ............................. 32 L (1953 in3)
Inlet valves ...................... 0.38 mm (0.015 inch)
Cylinder arrangement ..................... 65 degrees V12
Exhaust valves ................ 0.76 mm (0.030 inch)
In order to check the engine valve lash setting,
Type of combustion .......................... Direct Injection
the engine must be cold and the engine must be
stopped.
Firing Order ............................... 1, 8, 4, 3, 6, 5, 7, 2
Engine valve lash settings
The crankshaft rotation is viewed from the
flywheel end of the engine. Direction of Inlet valves ...................... 0.38 mm (0.015 inch)
rotation .......................................... counterclockwise Exhaust valves ................ 0.76 mm (0.030 inch)

The direction of rotation of the fuel pump camshaft is Type of combustion .......................... Direct Injection
viewed from the pump drive end of the fuel injection
pump. Direction of rotation ........... counterclockwise Firing Order ........ 1, 4, 9, 8, 5, 2, 11, 10, 3, 6, 7, 12
 5
Systems Operation Section

The crankshaft rotation is viewed from the

flywheel end of the engine. Direction of
rotation .......................................... counterclockwise

The rotation of the fuel pump camshaft is viewed

from the pump drive end of the fuel injection pump.
Direction of rotation ...................... counterclockwise

Number one cylinder is the front cylinder on the left

side of the cylinder block.

Number two cylinder is the front cylinder on the

right side of the cylinder block.

Note: The front of the engine is opposite of the

flywheel end of the engine. The left side of the
engine and the right side of the engine are viewed
from the flywheel end of the engine.

i01982174

General Information
SMCS Code: 1000

Model Views (3412)

g01027297
Illustration 3
Right side view (typical example)
(1) Turbine wheel housing (6) Deaerator (11) Water pump inlet
(2) Compressor wheel housing (7) Expansion tank (12) Fuel filter
(3) Aftercooler (8) Fuel priming pump (13) Water cooled manifold
(4) Air cleaner assembly (9) Raw water heat exchanger (14) Oil pan
(5) Vent lines (10) Riser to water cooled manifold (15) Oil filter
6
Systems Operation Section

Illustration 4
Left side view (typical example)
(16) Oil filler
(17) Raw water heat exchanger
g01027270
(18) Side access cover (if equipped)
(19) Jacket water heater
 7
Systems Operation Section

g01027237 g01027263
Illustration 5 Illustration 6
Front view (typical example) Rear view (typical example)
(20) Fuel filter (26) Personality module
(21) Raw water inlet (27) Electronic governor control box
(22) Oil filter (28) Flywheel assembly
(23) Turbo cooling line
(24) Jacket water pump
(25) Raw water pump Engine Information
The Caterpillar 3408 and 3412 High Performance
Marine Engines have the following qualities.

• twin turbochargers
• jacket water aftercooled
• direct fuel injection
These engines are designed for either right or
left hand service. The 3408 is an electronically
governed engine. The 3412 is available with a
mechanical governor, an electronic governor, or
with a hydramechanical governor.

The electronic engine control system is a

microprocessor based device that is used in order
to provide fuel.

• electronic governing
• automatic fuel ratio control
• torque rise shaping
• cold mode operation
8
Systems Operation Section
There are two data links for communication. The
first data link monitors the characteristics of the
engine. The other data link provides diagnostic
information. The electronic engine control provides
a feature that allows engine synchronization. With
this feature, multiple engines can be controlled from
a single lever.
The engines have water cooled exhaust manifolds,
risers and turbochargers. These components will
minimize the heat that is radiated into the engine
room. Changes to the cooling system of these
engines minimize the weight and the size of the
engine. These changes also improve the engine’s
performance. The cooling system’s heat exchanger,
expansion tank, and deaerator help to prevent
cavitation of the water pump. This helps to maintain
the performance of the jacket water pump.
The 3408 and 3412 High Performance Marine
Engines use a low emission system which is
integrated into the engine air cleaner. This system
eliminates the venting of oil vapors into the engine
room. The closed crankcase ventilation system
is completely enclosed. This system requires a
minimum amount of maintenance.
The engines have individual injection pumps and
fuel lines. There is one injection pump for each
cylinder. The injection pumps meter the high
pressure fuel. The fuel is then sent to the fuel
injection nozzles.
New fuel injection lines are made from high strength
steel. The collar at the end of the fuel line reinforces
the fuel line connections. The collar also increases
system reliability.
The fuel system of the 3408 and 3412 High
Performance Marine Engines have been designed
with an increased capacity. The following changes
to the engine are listed below:
• an increase in the plunger’s effective area
• increased length in the stroke that is produced by
the camshaft
• increased rate of injection by the camshaft
These changes influence the following items.
• a significant increase in injection pressure
• an increase in volume
• a reduction in injection duration
This will yield the following benefits:
• higher power output
• cleaner combustion
• lower smoke levels
• improved fuel economy
The cooling system has a gear-driven centrifugal
pump and a raw water heat exchanger. The system
uses two thermostats that regulate the coolant
temperature.
The engine lubrication system also uses a
gear-driven pump. The system utilizes an oil cooler
and a filtration system. Bypass valves provide
unrestricted flow of lubrication oil to the engine parts
when oil viscosity is high, or if either the oil cooler
or the oil filter elements should become plugged.
Engine efficiency and engine performance depend
on adherence to the following operation and
maintenance recommendations.
• use of recommended fuels
• use of recommended coolant
• use of recommended lubrication oils
Refer to the Operation and Maintenance Manual
for more information.
3408 and 3412 High Performance Marine Engines
are available with cylinder blocks that are equipped
with side access covers. This will improve access
to the internal components of the engine.
Starting The Engine
There is a slightly longer cranking period for an
engine that is equipped with Electronic Controls
than a mechanically governed engine. In order
to move the rack, oil pressure is required for the
electronic actuator. The check engine light should
be ON while the engine is cranking. The check
engine light should go OUT after the engine oil
pressure is achieved. At temperatures below 0C
(32F), starting fluid may need to be sprayed into
the air cleaner inlet. If the engine fails to start in
30 seconds, the starter switch should be released.
The starter motor should be allowed to cool for
two minutes before being used again. Refer to
Operation And Maintenance for the recommended
procedure.

Cold Mode Operation
The Electronic Control system performs a cold start
strategy for the correct warm-up time after a cold
engine start. A cold engine start is approximately
less than 5C (40F). This cold start strategy is
called cold mode. After being activated, this cold
mode will increase the idle rpm to 900 to 1000 rpm
until the engine is warmed. The Electronic Control
system will periodically check the engine response.
Once the engine is warm, the Electronic Control
system will reduce the idle speed to 600 rpm.
After the cold mode is completed, the engine
should be operated at low rpm and at low power
until the normal operating temperature is achieved.
When the engine is running at a low rpm and there
is low power demand, the machine will achieve the
normal operating temperature more quickly than
idling the machine during a no-load condition.
Manual Engine Shutoff
A lever for the manual override of the shutoff
solenoid is located on the side of the fuel pump. The
engine can be shut down by rotating the manual
shutoff lever in the counterclockwise direction. The
shutoff lever is disabled by rotating the manual
shutoff lever in the clockwise direction.
If the solenoid has been disabled, the engine can
be shut OFF by using the manual shutoff lever. The
manual shutoff lever is located on the side of the
fuel pump.
Personal injury or death can result from engine
overspeed.
If the engine overspeeds, it can cause injury or
parts damage. Do Not operate the engine without
the rack actuator solenoid (BTM) in place and with
the fuel shutoff solenoid disabled.
Air Shutoff Lever
Later models of these engines are also equipped
with a manual air shutoff that is incorporated in the
aftercooler cover. The lever on the inboard side of
the aftercooler cover rotates a shaft with two plates
that shut off the inlet air to the combustion chamber.
9
Systems Operation Section
Personal injury or death can result from engine
overspeed.
If the engine overspeeds, it can cause injury or
parts damage. Do Not operate the engine without
the rack actuator solenoid (BTM) in place and with
the fuel shutoff solenoid disabled.
A computerized monitoring system (CMS) with
vacuum fluorescent display is available as an
option on High Performance Marine engines. There
are seven different parameters for the engine and
the transmission that may be displayed on the
electronic gauges. The CMS panel also includes a
tachometer, twelve individual warning lamps, and
indicators that are used to confirm synchronization.
i00767316
Glossary of Electronic Control
Terms
SMCS Code: 1900
Actual Rack – The ECM interprets the signal from
the Rack Position Sensor. This is read as Rack Pos
on the ECAP.
After Market Device – The customer or the machine
(OEM) installs these devices or accessories.
This installation is completed after the engine is
delivered.
Alternating Current (AC) – The direction of current
flow changes. The current flow alternates constantly.
American Wire Gauge (AWG) – This is the
measurement of the diameter of electrical wire. This
is also the measurement of the ability of electrical
wire to carry current. A smaller AWG number
reflects a larger wire.
Before Top Center (BTC) – BTC is the 180 degrees
of crankshaft rotation before the piston reaches Top
Center in the normal direction of rotation.
Boost Pressure Sensor – This sensor measures
inlet manifold air pressure. The sensor sends the
signal to the ECM.
Brushless Torque Motor (BTM) – This solenoid
moves the fuel rack servo spool valve. This is also
called rack solenoid.
Bypass Circuit – This circuit substitutes an existing
circuit. The circuit is usually a temporary circuit. The
circuit is used for testing.
10
Systems Operation Section
Calibration – Calibration is an electronic adjustment
of a sensor signal.
CAT Data Link – The data link is an electrical
connection that is used to communicate with other
microprocessor based devices. The microprocessor
based devices are compatible with the proposed
American Trucking Association and the SAE
Standard. These devices include trip recorders,
electronic dashboards, and maintenance systems.
The data link is also the communication medium that
is used for programming with the electronic service
tool. The data link is also used for troubleshooting
with the electronic service tool.
Code – See Diagnostic Code.
Desired Rack Position (DES Rack Pos on ECAP) –
The ECM calculates this rack setting. This is needed
to attain or maintain the desired RPM.
Desired RPM – The desired RPM is input to the
electronic governor within the ECM. The electronic
governor uses inputs from the Throttle Position
Sensor, the Speed Timing Sensor and the Customer
Parameters in order to determine the desired RPM.
Desired Timing Advance (DES Timing ADV on
ECAP) – The fuel injection timing advance is
calculated by the ECM. The calculation is used to
meet emission and performance specifications.
Diagnostic Code – A diagnostic code is an
indication of a problem or event in the electronic
system.
Direct Current (DC) – Direct current is the type of
current that flows consistently in only one direction.
Duty Cycle – See Pulse Width Modulation.
Electrically Erasable Programmable Read Only
Memory (EEPROM) – The EEPROM is a large
scale integrated circuit chip for storing digital
data. This chip can be electronically erased and
reprogrammed. This is used to store electronic
engine control parameters that can be changed
using the ECAP.
Electronic Control Analyzer And Programmer
(ECAP) – The ECAP is a Caterpillar electronic
service tool. The ECAP is used for programming and
for diagnosing various types of electronic controls.
Electronic Control Module (ECM) – The ECM is the
engine’s control computer. The ECM provides power
to the electronics for the system. The ECM monitors
the information that is input by the system. The ECM
acts as a governor in order to control engine rpm.
Electronic Control System – This is the complete
electronic system. This system monitors and
controls the engine operation under all conditions.
Engine Speed Sensor – This magnetic sensor
measures the engine speed. The engine speed
is measured from the rotation of the fuel injection
pump camshaft (slotted retainer).
Estimated Dynamic Timing – This is the estimated
calculation of actual injection timing by the ECM.
Est Dyn Timing = Static Timing Spec + Actual
Timing Advance + Port Effect (.2 deg/100 rpm).
Fuel Ratio Control (FRC) – The FRC is a limit that
is based on the control of the fuel to air ratio. The
FRC is used for emission control. When the ECM
senses a higher turbocharger outlet pressure, the
ECM increases the limit for the FRC in order to allow
more fuel into the cylinders.
Fuel Off and Fuel On – This refers to the minimum
fuel and the maximum fuel positions of the fuel rack.
Harness – The harness is the bundle of wiring
that connects all the components of the electrical
engine system.
Hertz (Hz) – Hertz is the measure of frequency in
cycles per second.
Inlet Air Pressure Sensor – This sensor measures
the inlet air pressure. The sensor sends a signal to
the Electronic Control Module (ECM).
Jacket Water Aftercooler (JWAC) – This is a method
of cooling inlet air after the turbocharger. This
method uses jacket water for cooling. The inlet air
is passed through an aftercooler (heat exchanger)
before going to the inlet manifold.
Oil Pressure Sensor – This sensor measures engine
oil pressure. The sensor sends a signal to the ECM.
Open Circuit – An open circuit is a broken electrical
wire connection. The signal or the supply voltage
cannot reach the intended destination.
Original Equipment Manufacturer (OEM) – The
equipment manufactured by an OEM that has a
Caterpillar engine for power.
Parameter – A parameter is a programmable value
which affects the characteristics or the behavior of
the engine and/or machine.

Password – A password is a group of numeric
characters or alphanumeric characters. A password
is designed to restrict access to parameters.
The Electronic Control system requires correct
passwords in order to change Customer Specified
Parameters (Customer Passwords). Factory
passwords are also required in order to change
certain engine specifications. Passwords are also
required to clear certain diagnostic codes.
Personality Module Or Ratings Personality Module –
A personality module refers to the software that
is downloaded onto the small, blue module. The
module is inserted into the ECM. The module
contains all the instructions (software) for the ECM
and performance maps for a specific horsepower
family.
Programmable Read Only Memory (PROM) – A
large scale integrated circuit chip. This chip stores
digital data. The chip can only be programmed
at the factory. This chip is used in the personality
module. The chip stores the control logic and stores
the rating information.
Pulse Width Modulation (PWM) – A PWM is a digital
type of electronic signal that corresponds to a
measured variable. The length of the pulse (signal)
is controlled by the measured variable. The variable
is quantified by a certain ratio. This ratio is the
percent of “TIME-ON” that is divided by the percent
of “TIME-OFF”.
g00350656
Illustration 7
Example of pluse width modulation
Rated Rack Position – This is a limit on the rack
position. This provides the specified horsepower
and torque curves. This value comes from maps
that have been programmed into the personality
module at the factory.
Rack Position Sensor – A linear position sensor
which follows the movement of the rack assembly.
This sensor sends an electrical signal to the ECM.
11
Systems Operation Section
Rack Solenoid (BTM) – A rotary proportional
solenoid used to move the fuel rack servo spool
valve. This is also called a Brushless Torque Motor
(BTM).
Reference Voltage – The regulated voltage supplied
by the ECM to a sensor. The reference voltage is
used by the sensor to generate a signal voltage.
Sensor – A sensor is used to detect a change in
the pressure, in the temperature, or in mechanical
movement. When any of these changes are
detected, a sensor converts the change into an
electrical signal.
Service Program Module (SPM) – This module
is a software program. This module is part of a
computer chip that is programmed at the factory.
The module is designed to adapt an ECAP to a
specific application.
Short Circuit – A short circuit is an electrical circuit
that is mistakenly connected to an undesirable
point. For example, an electrical contact is made
with the frame whenever an exposed wire rubs
against a truck’s frame.
Signal – A signal is a voltage or a wave that is
used to transmit information that is typically from a
sensor to the ECM.
Speed Burp – A speed burp is a sudden brief
change in engine speed.
Static Timing Specification – The fixed number
of degrees determined by the design of the fuel
pump camshaft. This will determine the injection
timing with no advance. The value displayed is
the specification for static timing and is NOT an
electrically measure value.
Subsystem – A subsystem is part of the EUI system
that relates to a particular function.
Supply Voltage – Supply voltage is a constant
voltage that is supplied to a component in order
to provide electrical power for operation. Supply
voltage may be generated by the ECM. Supply
voltage may also be the battery voltage that is
supplied by the wiring harness.
“T” Harness – This harness is a test harness that
is designed to permit normal circuit operation and
the measurement of the voltage simultaneously.
Typically, the harness is inserted between the two
ends of a connector.
Throttle Position – The throttle position is the ECM
interpretation of the signal from the Throttle Position
Sensor.
12
Systems Operation Section

Throttle Position Sensor – This is an electronic
sensor connected to the throttle control. The sensor
sends a Pulse Width Modulated Signal to the ECM.
Total Tattletale – The total tattletale is the total
number of changes to all system parameters.
Transducer – A device which converts a mechanical
signal to an electrical signal.
Transducer Module – This is a sealed unit mounted
below the rack actuator housing. The module
contains the engine Oil Pressure Sensor, the
Boost Pressure Sensor and the protective signal
conditioning circuitry.
i01982638
Electronic Control System
Components
SMCS Code: 1900
The electronic control system is designed into
the engine’s fuel system. The system is designed
to electronically control the delivery of fuel and
injection timing.
The engine uses the following three types of
electronic components:
• input component
• control component
• output component
An input component is one that sends an electrical
signal to the Electronic Control Module (ECM) of the
system. The signal that is sent varies in either of
the following ways:
• voltage
• frequency
The ECM interprets the signal from the input
component as information about the condition,
environment, or operation of the engine.

A control component (ECM) receives the input

signals from the input components. Electronic
circuits inside the control component evaluate the
signals from the input components. These electronic
circuits also supply electrical energy to the output
components of the system. The electrical energy
that is supplied to the output components is based
on predetermined combinations of input signal
values.

g01027452 An output component is one that is operated by

Illustration 8 a control module. The output component receives
Right side view electrical energy from the control group. The output
(1) Rack solenoid (Brushless Torque Motor) component uses that electrical energy in one of two
ways. The output component can use that electrical
energy in order to perform work. As an example,
a moving solenoid plunger will perform work. The
output component can use that electrical energy in
order to provide information. As an example, a dash
panel light or an alarm will provide information to
the operator of the engine.

These electronic components provide the ability

to electronically control the engine operation.
Engines with electronic controls offer the following
advantages:

• improvement in performance
g01027458
Illustration 9 • improvement in fuel consumption
Rear view
(2) Personality module • reduction in emissions levels
(3) Electronic Control Module (ECM)
 13
Systems Operation Section

Various sensors feed engine data to the ECM. • engine identification

These sensors modify the following functions:
• engine speed
• boost pressure
• oil pressure
• engine oil pressure
• rack position
• engine speed
• status and diagnostic information
• fuel rack position
• throttle position
• throttle position
The electronic service tools can be used to program
• on/off ignition the customer specified parameters. The tool is
plugged into the data link connector. This allows
The ECM processes the data. Then, the ECM sends the tool to communicate with the ECM. Also, the
electronic signals to the fuel injection solenoids. electronic service tools can be used to display
The fuel injection solenoids move the fuel rack. This the real time values of all the information that is
will optimize the efficiency and the performance of available on the data link. This will help diagnose
the engine. engine problems.

The electronic engine control system also has the The electronic service tool is one method of
following built-in functions: programming the customer specified parameters
that are selected by the customer.
• engine overspeed
• on board diagnostics

Data Link
A data link is used for the following items:

• Communicate the engine information.

• Communicate with Caterpillar electronic service
tools.

• Calibrate the electronic engine control system.

• Troubleshoot the electronic engine control system.
• Program the electronic engine control system.
The electronic engine control system includes a
data link. The data link communicates with other
microprocessor based devices. These devices are
compatible with SAE Recommended Practices
J1708 and J1587. The data link can reduce the
duplication of sensors by allowing the controls to
share information.

The data link is used to communicate engine

information to other electronic control systems. Also,
the data link can interface with Caterpillar electronic
service tools.

The data link monitors engine information. The

engine information that is available on the data link
includes the following information:

• boost pressure
14
Systems Operation Section

System Diagnostic Codes Electronic Control Module (ECM)

Table 1 And Personality Module
Diagnostic Flash Codes
Flash
Description of Code
Code
21 Sensor Supply Voltage Fault
22 Rack Position Sensor Fault
24 Oil Pressure Sensor Fault
25 Boost Pressure Sensor Fault
26 Atmospheric Pressure Sensor Fault
27 Coolant Temperature Sensor Fault
28 Throttle Sensor Adjustment
32 Throttle Position Sensor Fault
33 Engine RPM Signal Fault
34 Loss Of Engine Speed Signal
35 Engine Overspeed Warning
42 Check Boost Sensor Calibration g00354015
Illustration 10
43 Rack Subsystem Fault ECM and personality module
(1) Electronic Control Module (ECM)
45 Shutoff Solenoid Fault (2) Fuel outlet
46 (3) Fuel inlet
Low Engine Oil Pressure Fault
(4) Personality module
48 Excessive Engine Power
The electronic engine control system uses an
51 Intermittent Battery Power to ECM
Electronic Control Module (ECM). The ECM is a
52 ECM or Personality Module Fault microprocessor based device. The ECM is mounted
on the top of the aftercooler housing. The ECM (1)
53 ECM Fault and the personality module (4) are cooled by fuel.
55 No Detected Faults The fuel circulates through a manifold between two
circuit boards in the control module. The fuel enters
56 Check Customer or System Parameters the control module from the fuel transfer pump. The
61 High Coolant Temperature Warning fuel enters the control module through the fuel inlet
(3). Then, the fuel exits the control module through
62 Low Coolant Level Warning the fuel outlet (2).
64 Transmission Oil Pressure Fault
The inputs and the outputs to the control module
67 Transmission Oil Temperature are designed to withstand the short circuits to the
81 High Transmission Oil Temperature Warning battery voltage without damage to the control. The
electronic engine control system has the following
86 High Transmission Oil Pressure Warning features that are designed into the system.

Refer to Electronic Troubleshooting Guide for a • Resistance to radio frequency

complete explanation of the Diagnostic Codes.
• Resistance to electromagnetic interference
The system has passed tests for interference that is
caused by two-way radios and by switching noise.

The ECM power supply provides electrical power

to all engine mounted sensors and actuators. The
following precautions have been designed into the
ECM.
 15
Systems Operation Section

• reverse voltage polarity protection Throttle Control Sensor

• protection from voltage spikes or fluctuations
In addition to acting as a power supply, the ECM
also monitors all sensor inputs. The ECM provides
the correct outputs. Also, the ECM ensures the
desired engine operation.
The ECM memory stores a selected factory engine
rating. The memory also contains a personality
module identification code. This code is used
to avoid unauthorized tampering or switching
of personality modules and other pertinent
manufacturing information.
The wiring harness provides communications to the
following areas:
• various sensors
• data link connector
A throttle control sensor is used to interface with the
throttle. The throttle control sensor’s output signal
is a Pulse Width Modulation (PWM) of constant
frequency. Refer to Pulse Width Modulation in the
Systems Operation, “Glossary of Electronic Control
Terms”. The PWM signal overcomes the serious
errors that can result from analog signals. These
errors occur from the following problems.
• current leakage between connector pins
• contamination in the wiring harness
• contamination in the connectors
The engine returns to low idle if the PWM signal is
invalid due to an open wire or a shorted wire.
Fuel Rack Controls

• engine connectors
The Personality Module is attached to the ECM.
The personality module provides all the instructions
that are necessary for the ECM to function. The
personality module contains the performance maps
and the certification information for the engine.
This certification information includes information
on the fuel ratio and the rack control maps for a
particular ratings group that utilizes common engine
components.

The ECM is programmed to perform the following

functions:

• diagnostic tests on all inputs

• diagnostic tests on all outputs
• identification of faulty circuits g00354016
Illustration 11
Once a fault is detected, the fault can be displayed Cross section view of the rack housing
on a diagnostic lamp. The diagnostic code can (1) Shutoff solenoid
be read by using an electronic service tool. A (2) Rack solenoid (BTM)
multimeter can be used to check most problems. (3) Fuel rack servo
Also, a multimeter can be used to troubleshoot
most problems. The ECM will log the diagnostic
codes that are generated during engine operation.
These logged codes can be read by the electronic
service tool.
16
Systems Operation Section
Illustration 12
Cross section view of rack position sensor
(4) Fuel rack
(5) Rack position sensor
(6) Shutoff override shaft and lever assembly (manual shutoff)
Illustration 13
Cross section view of engine speed sensor
(7) Flywheel starter gear
(8) Engine speed sensor
Engine oil pressure is used to move the fuel rack.
An electronically actuated rack solenoid (BTM) (2)
controls a double acting hydraulic servo. The servo
directs engine oil pressure to either side of a piston
that is connected to the fuel rack. The oil pressure
moves the piston. The piston moves the fuel rack.
The servo is a rotor type oil pump. The servo
increases the pressure of the engine oil that is
supplied to the governor. The increased oil pressure
allows a better regulation of engine speed during
the rapid application or the removal of heavy loads
on the engine.
The rack solenoid (BTM) (2) is installed in the side
of the rack actuator housing on the fuel injection
pump. The rack solenoid (BTM) (2) is controlled by
the ECM. The lever of the rack solenoid (BTM) is
engaged in a collar on the rack servo valve. The
rack solenoid (BTM) is spring loaded toward the
position of fuel off. The solenoid must receive a
positive voltage in order to move to the position of
fuel on.
Rack position sensor (5) is located inside the
rack actuator housing. The rack position sensor
is attached to the fuel rack by a magnet. The
rack position sensor is a linear potentiometer that
g00354018 provides accurate feedback information for the
ECM.
In addition to the rack position data, the ECM
receives data from other sensors that are located in
the rack actuator housing. The engine speed sensor
(8) is triggered by radial slots on the flywheel. Oil
pressure, inlet air pressure, and the boost pressure
sensors are mounted on the engine. These sensors
are connected to the ECM. The ECM will limit
engine speed and power output of the engine if
low oil pressure occurs. When there is a change in
boost and/or inlet air pressure, the control module
adjusts the quantity of fuel or the timing of fuel that
is delivered to the engine.
The ECM operates shutoff solenoid (1). If the rack
solenoid (BTM) (2) is unable to move the fuel rack to
the position of fuel off, the shutoff solenoid will apply
an additional force on the fuel rack in order to move
the rack to the position of fuel off. A manual shutoff
(6) (shutoff override shaft and lever assembly) is
provided. The manual shutoff control shaft is spring
loaded to a neutral position.
If the shutoff solenoid fails to energize, the solenoid
g00354019
override may be used to move the shutoff lever
away from the fuel rack servo (3). This will allow
the rack solenoid (BTM) to move the fuel rack even
though the shutoff solenoid is not energized.
The manual shutoff may be used to shut down
the engine when the shutoff solenoid energized
and power is maintained to the ECM. The manual
shutoff will be needed for some troubleshooting
procedures.
 17
Systems Operation Section

The mechanical type of fuel ratio control, the torque Governor Servo
control group, and various adjustment screws have
been eliminated. The electronic control module
performs all of these functions. The control module
adjusts the engine power and the torque rise. This
compensates for plugged air cleaners in order to
limit the amount of smoke.

The amount of fuel that is needed by the engine to

maintain a desired rpm is determined by the ECM.
During a constant engine speed, the engine speed
will decrease when an additional load is applied.
The signal from the engine speed sensor (8) to the
ECM changes. The control module identifies the
change in the engine speed signal. The ECM then
collects data from the other engine sensors. After g00354021
the data is processed, the ECM will send a positive Illustration 14
voltage to the rack solenoid. Rack movement toward full fuel
(1) Piston
The rack solenoid (BTM) moves the valve in fuel (2) Cylinder
rack servo (3). This will cause the fuel rack to move (3) Sleeve
(4) Valve
in the fuel on direction. The increase in fuel to the (5) Fuel rack
engine will increase engine speed. This action (A) Oil inlet
will continue until the engine is again running at (B) Oil outlet
the desired speed or until the rack position has (C) Oil passage
increased up to a rack position limit. (D) Oil passage

With the engine at a desired speed, the engine
speed will increase when the load is decreased.
The ECM receives the changed signal from the
engine speed sensor (8). The ECM reduces the
electrical signal that goes to the rack solenoid
(BTM). The rack solenoid (BTM) moves the valve
in the fuel rack servo (3). This will move the fuel
rack in the fuel off direction. The decrease in fuel to
the engine will decrease engine speed. This action
will continue until the engine is again running at the
desired speed.
When the rack solenoid (BTM) is energized, the
rack solenoid (BTM) moves valve (4) to the left. The
valve opens oil outlet (B) and the valve closes oil
passage (D). Pressure oil from oil inlet (A) pushes
piston (1) and fuel rack (5) to the left. Oil that is
behind the piston travels through oil passage (C),
along valve (4), and exits through oil outlet (B).

During engine start-up, the electronic engine control

system controls the start-up cycle. The throttle
control is not needed. The ECM will automatically
provide the engine with the correct amount of fuel
that is required to start the engine. Since some oil
pressure is required for the fuel rack servo to move
the fuel rack, electronically controlled engines may
require a slightly longer cranking time to start.

g00354022
Illustration 15
No rack movement (constant engine speed)
(1) Piston
(2) Cylinder
(3) Sleeve
(4) Valve
(5) Fuel rack
(A) Oil inlet
(B) Oil outlet
(C) Oil passage
(D) Oil passage
18
Systems Operation Section

When the desired engine speed is reached, the

rack solenoid (BTM) holds valve (4) in a fixed
position. Piston (1) moves to the left until both oil
outlet (B) and oil passage (D) are blocked by valve
(4). Oil is trapped in the chamber behind piston (1).
This creates a hydraulic lock. The piston and the
fuel rack movement is stopped.

g00354023
Illustration 16
Rack movement toward fuel off
(1) Piston
(2) Cylinder
(3) Sleeve
(4) Valve
(5) Fuel rack
(A) Oil inlet
(B) Oil outlet
(C) Oil passage
(D) Oil passage

When the rack solenoid (BTM) is de-energized,

spring force in the solenoid moves valve (4) to the
right. The valve closes oil outlet (B) and opens oil
passage (D). Pressure oil from oil inlet (A) is now
on both sides of piston (1). The area of the piston
is larger on the left side. The area of the piston is
smaller on the right side. The force of the oil is also
greater on the left side of the piston. The piston and
the fuel rack (5) moves to the right.

i01983211

Fuel System
SMCS Code: 1250
 19
Systems Operation Section

Illustration 17
Fuel flow schematic
(1) Fuel inlet line for the injection pump (6) Injection valve (12)
housing (7) Junction block (13)
(2) Damper (8) Fuel priming pump (14)
(3) Adapter with orifice (9) Bypass valve (15)
(4) Injection pump housing (10) Fuel tank (16)
(5) Fuel return line (11) Fuel supply line
g00332354
Primary fuel filter
Fuel pressure gauge
Main fuel filters
Pressure relief valve
Fuel transfer pump

These engines have a pressure type fuel system.

There is one injection pump and one fuel injector
nozzle for each cylinder. The injection pumps are in
the pump housing (4) on the top front of the engine.
The fuel injection nozzles are located in the fuel
injection adapters. The fuel injection adapters are
under the valve covers.
20
Systems Operation Section

The fuel transfer pump (16) pulls the fuel from the
fuel tank (10) through the primary fuel filter (12).
The fuel flows from the primary fuel filter to the
fuel priming pump (8) and through the main fuel
filters (14). The fuel then flows to the manifold of the
injection pump housing. The fuel in the manifold of
the injection pump housing flows to the injection
pumps. The injection pumps are in time with the
engine. The injection pumps push fuel at a very
high pressure to the injection valves (6).

g00332494
Illustration 19
The location of the fuel system components (typical example)
(1) The fuel inlet line for the injection pump housing
(5) The fuel return line
(7) Junction block
(8) Fuel priming pump
(11) Fuel supply line
(14) Main fuel filters
(17) The fuel outlet line from the transfer pump and the inlet line
to the main filters

g00332357 The fuel transfer pump has a bypass valve and

Illustration 18
Location of the fuel system components (typical example) a check valve. The bypass valve controls the
maximum pressure of the fuel. The extra fuel goes
(1) The fuel inlet line for the injection pump housing
(2) Damper to the inlet of the pump. The check valve allows the
(3) Adapter with orifice fuel from the tank to go around the transfer pump
(5) Fuel return line gears when the priming pump is used.
(11) Fuel supply line
(16) Fuel transfer pump
(17) The fuel outlet line from the transfer pump and the inlet line
to the main filters
(18) The nut for a fuel injection line at the injection pump
(19) The fuel manifold across the injection pump housing
(20) Adapter through the valve cover base

A damper (2) is located on the inlet elbow of

the fuel manifold (19). The damper (2) reduces
the shock loads that are caused by the injection
pumps. Some of the fuel in the fuel manifold is
constantly sent through a restriction orifice (3). This
removes air from the system. This restriction keeps
the fuel pressure high. The restriction also controls
the amount of fuel that goes back to the fuel tank
through the return line (5).

The fuel priming pump (8) is used to fill the system

with fuel. The fuel priming pump also removes air
from the low pressure side of the fuel system. The
low pressure side of the fuel system consist of the
fuel filter, the fuel lines and components.
 21
Systems Operation Section

Fuel Injection Pump The amount of fuel that is forced through check
valve (3) is determined by the length of time that
the inlet passage (2) is closed. The pressure relief
passage (4) is used in order to control the state of
the inlet passage. The design of the pressure relief
passage allows the rotation of the plunger to control
fuel metering for each pump. When the governor
moves the fuel racks (8), the fuel racks move the
gears (7) that are fastened to the plungers (5). This
causes a rotation of the plungers.

The governor is connected to the left rack. The play

between the racks and link (10) is controlled by
a spring that loads lever (11). The fuel racks are
connected by the link (10). The fuel racks move in
opposite directions. When one rack moves in, the
other rack moves out.

Fuel Injection Nozzles

The fuel injection nozzle is installed into an adapter
through the cylinder head into the combustion
g00332516 chamber. The fuel injection pump sends fuel with
Illustration 20
The cross section of the fuel injection pump housing high pressure to the fuel injection nozzle. Then, the
fuel is made into a fine spray for good combustion.
(1) Fuel manifold
(2) Inlet passage
(3) Check valve
(4) Pressure relief passage
(5) Pump plunger
(6) Spring
(7) Gear
(8) Fuel rack (left)
(9) Lifter
(10) Link
(11) Lever
(12) Camshaft

The rotation of the cams on the camshaft (12) cause

the lifters (9) and the pump plungers (5) to move
up and down. The stroke of each pump plunger is
always the same stroke. The force of the springs (6)
hold the lifters (9) against the cams of the camshaft. Illustration 21 g00354279

Fuel injection nozzle (typical example)

The pump housing is in a shape of a V. The shape
is similar to the engine cylinder block. There is the (1) Carbon dam
(2) Seal
same number of pumps on each side. (3) Passage
(4) Filter screen
When the pump plunger moves down, the fuel from (5) Inlet passage
the fuel manifold (1) flows through the inlet passage (6) Orifice
(2). The fuel then fills the chamber that is above the (7) Valve
(8) Diameter
pump plunger (5). When the plunger moves up, the (9) Spring
plunger closes the inlet passage.
Seal (2) is positioned against the nozzle adapter.
The pressure of the fuel in the chamber above This prevents leakage of compression from the
the plunger increases until the pressure is high cylinder. Carbon dam (1) keeps carbon out of the
enough to cause the check valve (3) to open. The bore in the nozzle adapter.
high pressure fuel flows through the check valve,
through the fuel line and to the injection valve. Fuel with high pressure from the fuel injection pump
The high pressure fuel flows into the inlet passage flows into the inlet passage (5). Fuel then flows
which opens into the pressure relief passage (4) through filter screen (4) and into passage (3). The
that is in the plunger. The pressure in the chamber fuel continues to the area below diameter (8) of
decreases and check valve (3) closes. valve (7). When the fuel pressure against diameter
(8) becomes greater than the force of spring (9),
valve (7) lifts up.
22
Systems Operation Section

Valve (7) lifts up when the fuel pressure rises above

the valve opening pressure of the fuel injection
nozzle. When valve (7) lifts up, the tip of the
valve comes off the nozzle seat, and the fuel will
flow through the orifices (6) into the combustion
chamber.

The injection of fuel continues until the pressure

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

Note: The fuel injection nozzle cannot be

disassembled, and no adjustments can be
performed.

Hydramechanical Governor With

Dashpot
g00332517
Illustration 22
The governor controls the amount of fuel that is
Hydramechanical governor with dashpot
needed by the engine to maintain a desired rpm.
The governor maintains a constant rpm for variable (1) Collar
(2) Collar bolt
engine loads. (3) Dashpot chamber
(4) Dashpot piston
When the engine is operating, the balance between (5) Lever assembly
the centrifugal force of the governor flyweights and (6) Dashpot spring
(7) Governor spring
the force of the governor control on the governor (8) Governor flyweights
spring controls the movement of a valve and (9) Valve
the movement of the fuel rack. The valve directs (10) Cylinder
pressure oil to either side of a piston that controls (11) Drive assembly
rack position. The position of the valve controls the (12) Pin
(13) Lever
rack. The amount of fuel to the engine is controlled
by the rack and load conditions.
The governor has governor flyweights (8) that are
driven by the engine through the drive assembly
(11). The governor has a governor spring (7), a
valve (9) and a piston. The valve and the piston
are connected to one fuel rack through pin (12)
and lever (13).

The governor control is connected to the governor

control lever. The governor control controls the
compression of the governor spring (7). The
compression of the spring gives more fuel to the
engine. The centrifugal force of the governor
flyweights (8) always pulls up in order to get a
reduction of fuel to the engine. When these two
forces are in balance, the engine runs at a constant
rpm.

g00456122
Illustration 23
(A) Pressure oil
(7) Governor spring
(8) Governor flyweights
(9) Valve
(10) Cylinder
(12) Pin
(14) The oil drain passage for the piston
(15) The upper oil passage in the piston
(16) Piston
(17) The lower oil passage in the piston
(18) The oil passage in the cylinder
(19) Sleeve
Governor in increased load position
The governor oil pump is on top of the fuel injection
pump housing. The governor oil pump sends
engine oil under pressure to the governor cylinder
(10) through passage (18) around sleeve (19).
When the load on the engine increases, the engine
rpm decreases. This will cause a slower rotation of
the governor flyweights (8). The governor flyweights
will move toward each other. The governor spring (7)
moves valve (9). This will open the oil passages in
piston (16). This will also close the oil drain passage
(14). This will allow the oil to flow from passage
(17), around valve (9), and through passage (15).
This will fill the chamber above piston (16). The
pressure oil pushes down on piston (16) and pin
(12). This gives more fuel to the engine. Engine
rpm increases until the rotation of the governor
flyweights is fast enough to be in balance with the
force of the governor spring.
23
Systems Operation Section
g00456195
Illustration 24
(A) Pressure oil
(B) Drain oil
(7) Governor spring
(8) Governor flyweights
(9) Valve
(10) Cylinder
(12) Pin
(14) The oil drain passage for the piston
(15) The upper oil passage in the piston
(16) Piston
(17) The lower oil passage in the piston
(18) The oil passage in the cylinder
(19) Sleeve
Governor in decreased load position
When there is a reduction in load on the engine,
there will be an increase in engine rpm and the
rotation of the governor flyweights (8) will increase.
This will move valve (9) to a higher position. This
stops the oil flow from passage (17) and the oil
pressure above piston (16) goes out around valve
(9) through the top of the piston (16). The pressure
between sleeve (19) and piston (16) pushes the
piston and pin (12) to a higher position. This causes
a reduction in the amount of fuel to the engine. The
engine rpm decreases until the centrifugal force of
the governor flyweights is in balance with the force
of the governor spring. When these two forces are
in balance, the engine will run at a constant rpm.
When the engine rpm is at low idle, a spring loaded
plunger in the lever assembly (5) is in contact with
a shoulder on the adjustment screw for low idle.
To stop the engine, move the switch to the “OFF”
position. This will cause the shutoff solenoid to
move the spring loaded plunger over the shoulder
on the low idle adjustment screw. This will move the
fuel racks to the fuel shutoff position. With no fuel to
the engine cylinders, the engine will stop. To stop
the engine manually, turn the shutoff lever on the
governor housing to the shutoff position.
24
Systems Operation Section

The oil from the governor pump lubricates the
following components:
• The governor weight support and gear
• The thrust bearing under the governor spring
• The drive gear bearing
The other parts of the governor receive lubrication
from splash lubrication. Splash lubrication is oil
that is thrown by other parts. The oil flows from the
governor to the housing for the fuel injection pumps.
Electric set engines need a governor that has better
control over the engine speed range. A standard
hydramechanical governor can not provide this
function. The following parts are added to the basic
hydramechanical governor.
The oil for the action of the dashpot comes from the
engine lubrication system. The adjustment screw
(21) controls the oil flow from the lubrication system
into the reservoir. The reservoir has an oil overflow
that sends the oil back to the mechanical area of
the governor. Too much oil flow to the reservoir
will fill the governor with oil. This will decrease the
engine performance. Too little oil flow does not give
enough oil to the reservoir. The decrease in oil will
cause the governor to hunt. As air gets into the
dashpot chamber (3), this will allow piston (4) and
the lower governor spring seat to move faster.
The dashpot adjustment screw (20) causes a
restriction to the oil flow into the dashpot chamber
(3) and out of the dashpot chamber (3). Too much
oil flow will allow the lower governor spring seat to
move faster. This will allow the governor to hunt. Too
little oil flow causes a slower action by the governor.

• A dashpot piston (4) Mechanical Governor

• A dashpot spring (6) The governor controls the amount of fuel that is
needed by the engine to maintain a desired rpm.
• A collar bolt (2) The governor maintains a constant rpm for variable
engine loads.
• An oil reservoir in the shutoff housing
• Two adjustment screws (20) and (21)
These parts control the flow of oil into the dashpot
chamber (3) and out of the dashpot chamber (3).
The dashpot chamber (3) is above the dashpot
piston (4). The oil flows through internal oil
passages. The correct oil flow into the dashpot
chamber (3) and out of the dashpot chamber (3)
causes a more precise movement of the governor
spring seat. This allows the governor to accurately
control the engine speed.

g00332522
Illustration 25
Side view of governor
(20) The adjustment screw for the dashpot
(21) Adjustment screw for supply oil to the reservoir
 25
Systems Operation Section

The governor has governor flyweights (5) driven by

the engine through the drive assembly (15). The
governor has governor spring (6), valve (9) and
piston (11). The valve and the piston are connected
to one fuel rack through pin (17) and lever (18).
The pressure oil for the governor arrives from the
governor’s oil pump that is on top of the injection
pump housing. The oil that is used is from the
engine lubrication system. Pressure oil flows through
passage (14) and around sleeve (13). The throttle
lever (governor control) controls the compression
of governor spring (6). Compression of the spring
always pushes down in order to provide more fuel
to the engine. The centrifugal force of governor
flyweights (5) always pulls in order to reduce the
amount of fuel to the engine. When these two forces
are in balance, the engine runs at the desired rpm
(governed rpm).

The governor valve (9) is shown in the position

when the force of the governor spring is in balance.

When the engine load increases, the engine rpm

decreases and the rotation of governor flyweights
(5) will slow. The governor flyweights will move
inward. Governor spring (6) moves valve (9)
downward. This allows the oil flow from the lower
passage (12) around the valve (9) and through
the upper passage (10) to fill the chamber behind
piston (11). This pressure oil pushes the piston (11)
and the pin (17) downward in order to deliver more
fuel to the engine. The upper portion of the valve
inhibits the oil flow around the valve. Engine rpm
goes up until the rotation of the governor flyweights
Illustration 26 g01027696 is fast enough to be in balance with the force of
the governor spring.
Mechanical governor
(1) Collar When there is a reduction in engine load, there will
(2) Bolt
(3) Lever assembly
be an increase in engine rpm and a corresponding
(4) Upper spring seat increase in the rotation of governor flyweights (5).
(5) Weights This will move valve (9) upward. This stops oil flow
(6) Governor spring from the lower passage (12). Further, the oil that is
(7) Lower spring seat above piston (11) flows around valve (9). Now, the
(8) Thrust bearing
(9) Valve pressure between the sleeve (13) and piston (11)
(10) Upper oil passage in piston pushes the piston and pin (17) upward. This causes
(11) Piston a reduction in the amount of fuel to the engine.
(12) Lower oil passage in piston Engine rpm will decrease until the centrifugal force
(13) Sleeve
(14) Oil passage in cylinder
(rotation) of the governor flyweights is in balance
(15) Drive assembly with the force of the governor spring. When these
(16) Cylinder two forces are in balance, the engine will run at the
(17) Pin desired rpm (governed rpm).
(18) Lever
When engine rpm is at low idle, a spring-loaded
plunger in lever assembly (3) comes in contact with
a shoulder on the adjustment screw for low idle.
To stop the engine, push the throttle lever to the
vertical position. This will allow the spring-loaded
plunger to move over the shoulder on the low idle
adjustment screw. The fuel rack then moves in order
to shut off the flow of fuel. With no fuel to the engine
cylinders, the engine will stop.
26
Systems Operation Section

The governor oil pump supplies oil to the valve
(9) in order to increase the governor’s power and
response. Oil from the governor’s oil pump provides
lubrication to the following components:
• weight support and gear
• thrust bearing
• drive gear bearing
The other parts of the governor are provided
lubrication from splash lubrication. Oil from the
governor drains into the fuel injection pump housing.
The oil then drains into the cylinder block.
Fuel Ratio Control
With the engine stopped, valve (11) is in the fully
extended position. The movement of fuel rack
linkage (10) is not limited by valve (11). When the
engine is started, oil flows through oil inlet (7) into
pressure oil chamber (5). From chamber (5), the oil
flows through large oil passages (6) to the inside
of valve (11). The oil then flows out of the small
oil passages (8) to oil outlet (9). A hose assembly
connects inlet air chamber (1) to the inlet air system.
As the inlet air pressure increases, the diaphragm
assembly (3) begins to move downward. Valve (2)
is a part of the diaphragm assembly. , The valve is
used to close the large oil passages (6) and the
small oil passages (8). When these passages are
closed, oil pressure increases in chamber (5). This
increase in oil pressure moves valve (11) upward.
The control is now ready for operation. When the
governor control is moved in order to increase fuel
to the engine, Valve (11) limits the movement of fuel
rack linkage (10) in the fuel on direction. The oil in
chamber (5) acts as a restriction to the movement
of valve (11) until inlet air pressure increases.

g01028003
Illustration 27
Fuel ratio control (engine stopped)
(1) Inlet air chamber
(2) Valve
(3) Diaphragm assembly g01028023
(4) Oil drains Illustration 28
(5) Pressure oil chamber Fuel ratio control (stable rpm and load)
(6) Large oil passages
(7) Oil inlet (1) Inlet air chamber
(8) Small oil passages (2) Valve
(9) Oil outlet (5) Pressure oil chamber
(10) Fuel rack linkage (6) Large oil passages
(11) Valve (8) Small oil passages
(11) Valve
 27
Systems Operation Section

As the inlet air pressure increases, valve (2) moves Automatic Timing Advance Unit
downward. This allows oil from chamber (5) to drain
through large oil passages (6) and out through oil
drains (4). Valve (11) is allowed to move downward
so that fuel rack linkage (10) can gradually increase
the fuel to the engine. The control is designed to
prevent an increase in the fuel delivery until the air
pressure in the inlet manifold is high enough for
complete combustion. This prevents a buildup of
large amounts of exhaust smoke that can be caused
by an air/fuel mixture with too much fuel. The fuel
ratio control acts very quickly and adjustments to
the air/fuel ratio take a very short time. No change
in engine acceleration can be felt.

g00354280
Illustration 30
Automatic timing advance unit
(1) Flange
(2) Weight
(3) Springs
(4) Slide
(5) Drive gear
(6) Camshaft

The automatic timing advance unit is installed on

the front of the camshaft (6) for the fuel injection
pump. The timing gears drive the automatic timing
advance unit. The drive gear (5) for the fuel injection
pump is connected to the camshaft (6) by the
following components:

• Two weights (2)

• Springs (3)
g01028050
Illustration 29 • Two slides (4)
Fuel ratio control (increase in inlet air pressure)
(1) Inlet air chamber • Flange (1)
(2) Valve
(4) Oil drains Each one of the slides (4) is held on the drive gear
(5) Pressure oil chamber (5) by a pin. The weights (2) in the timing advance
(10) Fuel rack linkage are driven by two slides (4). These slides (4) fit into
(11) Valve
notches that are made on an angle in the weights
(2). When the centrifugal force (rotation) moves the
weights (2) outward against the springs (3), the
guides in the flange and the slides on the gear will
force the flange to rotate in relation to the gear.
Since the flange is connected to the camshaft for
the fuel injection pump, the fuel injection timing is
also changed.

This unit will advance the fuel injection pump

camshaft for approximately 2% when the engine
speed is increased from low idle to 1100 rpm. The
timing advance unit is not an adjustable component.
28
Systems Operation Section

i01989779 Clean inlet air from the air cleaner is pulled through
air inlet (6) of the turbocharger by the turning of
Air Inlet and Exhaust System compressor wheel (4). The compressor wheel
causes a compression of the air. The air then flows
SMCS Code: 1050 to the aftercooler (if equipped), and then to inlet
manifold (2) of the engine. When the inlet valves
The air inlet and the exhaust system includes the open, the air flows into engine cylinders (3). The
following components: air is mixed with the fuel for combustion. When the
exhaust valves open, the exhaust gases go out of
• air cleaner the engine cylinders and into exhaust manifold (1).
From the exhaust manifold, the exhaust gases flow
• turbocharger through the blades of turbine wheel (5). This causes
the turbine wheel and compressor wheel to turn.
• aftercooler (if equipped) The exhaust gases then flow out of exhaust outlet
(7) of the turbocharger.
• inlet manifold (passages inside the cylinder block)
• cylinder head
• valves
• valve system components
• exhaust manifold

g00332861
Illustration 32
Air inlet and exhaust system
(1) Exhaust manifold
(2) Inlet manifold and aftercooler
(4) Air inlet
(7) Exhaust outlet
(8) Turbocharger
(9) Cylinder head

g00327243
Illustration 31
Air inlet and exhaust system
 29
Systems Operation Section

The inlet air from the compressor side of the

turbocharger flows into the aftercooler. The air
passes through the core assembly which lowers
the temperature as much as 38C to 93C
(100F to 200F). The cooler air flows out of the
bottom of the aftercooler and into the air chamber.
The cooler air then flows through the inlet ports
(passages) in the cylinder heads. Cooler air is
denser air. Dense air will help the engine burn the
fuel more efficiently. This gives the engine more
power.

Turbocharger

g00332864
Illustration 33
Airflow schematic (typical example)
(1) Exhaust manifold
(2) Inlet manifold and aftercooler
(4) Air inlet
(7) Exhaust outlet
(8) Turbochargers
g00542300
Illustration 35
Aftercooler Twin turbochargers
(1) Exhaust manifolds
Some engines have an aftercooler (2). The (2) Oil drain line (one on each side)
aftercooler is installed above the inlet manifold. (3) Oil supply line (one on each side)
(4) Air inlet
(7) Exhaust outlet
(20) Air outlet

Two turbochargers are mounted on the rear of

the engine. All of the exhaust gases from the left
exhaust manifold goes through the left turbocharger,
and the right turbocharger uses the exhaust from
the right exhaust manifold.

g00542273
Illustration 34
Air inlet system (typical example)
(1) Turbocharger
(2) Aftercooler
(3) Elbow on the front bonnet of the oil cooler

The aftercooler has a core assembly that is charged

by coolant. Coolant from elbow (3) on the front
bonnet of the oil cooler flows through the aftercooler
core assembly. The coolant then flows out of the
aftercooler through a different pipe into the rear of
the cylinder block.
30
Systems Operation Section

NOTICE
If the high idle rpm or the engine rating is higher than
given in the Technical Marketing Information (TMI) for
the height above sea level at which the engine is oper-
ated, there can be damage to engine or to turbocharg-
er parts. Damage will result when increased heat and/
or friction due to the higher engine output goes beyond
the engine cooling and lubrication system’s abilities.

The bearings (16) and (18) in the turbocharger use

engine oil under pressure for lubrication. The oil
comes in through the oil inlet port (11). The oil flows
through the passages in the center section for the
g00332960
Illustration 36 lubrication of the bearings. The oil flows out of the
Turbocharger (typical example) oil outlet port (17) to the engine lubrication system.
(4) Air inlet
(5) Compressor wheel
(6) Turbine wheel
Valve System Components
(7) Exhaust outlet
(8) Compressor housing The valve system components control the flow of
(9) Thrust bearing inlet air into the cylinders during engine operation.
(10) Sleeve The valve system components control the flow of
(11) Lubrication inlet port
(12) Turbine housing exhaust gases out of the cylinders during engine
(13) Sleeve operation.
(14) Sleeve
(15) Oil deflector The crankshaft gear drives the camshaft gear.
(16) Bearing
(17) Oil outlet port
The camshaft gear is in time with the crankshaft
(18) Bearing gear. The timing provides the correct relationship
(19) Exhaust inlet between the piston and the valve movement.
(20) Air outlet
The camshaft has two lobes for each cylinder. One
The exhaust gases go into the turbine housing lobe controls the exhaust valves. The other lobe
(12) and the exhaust gases push the blades of the controls the inlet valves.
turbine wheel (6). This causes the turbine wheel
and the compressor wheel to turn at a rate up to
70,000 rpm.

Clean air from the air cleaners is pulled through

the compressor housing air inlet (4) by the rotation
of the compressor wheel (5). The action of the
compressor wheel blades causes a compression
of the inlet air. This compression gives the engine
more power. The engine gets more power because
the engine is able to burn more air and more fuel
during combustion.

The maximum rpm of the turbocharger is controlled

by the following items:

• the fuel setting

• the high idle rpm setting
• the height above sea level
 31
Systems Operation Section

The camshaft lobes turn and the lifters (8) and

(9) move up and down. This movement causes
the pushrods (3) to move. The pushrods move
the rocker arms (2) and (10) up and down. The
rocker arms move the inlet valve bridge (1) and
the exhaust valve bridge (11) up and down. The
bridges are attached to the cylinder head by
dowels. These bridges allow one rocker arm to
either open or either close two valves at the same
time. There are two inlet valves and two exhaust
valves for each cylinder.

Rotocoils (4) cause the valves to turn while the

engine is running. Valve rotation provides a longer
service life. Valve rotation also minimizes carbon
deposits on the valves.

The valve springs (5) cause the valves to close

when the lifters move down.

i01329750

Lubrication System
SMCS Code: 1300

g00327369
Illustration 37
Valve system components (typical example)
(1) Inlet valve bridge
(2) Inlet rocker arm
(3) Valve pushrod
(4) Rotocoil
(5) Valve spring
(6) Valve guide
(7) Inlet valves
(8) Lifter
(9) Camshaft

g00332964
Illustration 38
Valve system components (typical example)
(1) Inlet valve bridge
(2) Inlet rocker arm
(7) Inlet valves
(10) Exhaust rocker arm
(11) Exhaust valve bridge
(12) Exhaust valves
32
Systems Operation Section

g00356232
Illustration 39
Engine oil flow schematic
(1) Oil passage to the rocker arm shaft (7) Camshaft bearings (16) Cooler bypass valve
(2) Oil passage to the idler gear in the (8) Piston cooling jets (17) Turbocharger
flywheel housing (9) Oil passage to timing gear housing (18) Engine oil cooler
(3) Oil passage to the gear bearings in the (10) Oil passage to idler gear shaft (19) Oil return line from the turbocharger
flywheel housing (11) Oil manifold (20) Oil filters
(4) Oil passage to the fuel injection pump (12) Crankshaft main bearings (21) Oil pan
housing and the governor (13) Oil supply line to the turbocharger (22) Oil pump
(5) Rocker arm shaft (14) Oil supply line to the manifold in the
(6) Lubrication passages in the valve lifter cylinder block
bore (15) Filter bypass valve
 33
Systems Operation Section

Oil Flow Through The Oil Cooler,

Oil Filters And The Engine

g00356233
Illustration 40
Oil lines and filters
(15) Filter bypass valve (20) Oil filters
(16) Cooler bypass valve (23) Bypass valve body

When the engine is in operation and the temperature The oil moves from the oil filters (20) to the oil
of the oil is normal, the oil pump (22) sends oil to manifold (11). From oil manifold (11) in the right
the following areas: side of the cylinder block, oil is sent to the left oil
manifold. The oil flows through drilled passages in
• bypass valve body (23) the cylinder block. The oil from the oil manifold (11)
is sent under pressure through drilled passages to
• engine oil cooler (18) the crankshaft main bearings (12). The oil flows
through drilled holes in the crankshaft. This oil
• oil filters (20) lubricates the connecting rod bearings. A small
amount of oil is sent through the piston cooling
jets (8). The piston cooling jets cool the pistons.
Oil flows through grooves in the bores for the front
and rear camshaft bearings. The oil flows into the
lubrication passages in the valve lifter bore (6).

Oil is flows through the oil passage in the rocker

arm shaft (1) to the rocker arm shaft (5) on both
cylinder heads. The oil flows through holes in the
rocker arm shafts (5). This oil lubricates the valve
system components within the cylinder head.
34
Systems Operation Section

The fuel injection pump and the governor receive

oil from a passage in the cylinder block. There is
a small gear pump between the injection pump
housing and the governor. This pump sends oil
under pressure to the fuel injection pump and to
the governor.

The idler gear bores receive oil from an oil passage

to the idler gear shaft (10). Oil then goes through
the shaft for the bearings of the idler gears. The
idler gears are installed on the front and rear of the
cylinder block.

The idler gear bearings get oil under pressure

through an oil passage to the idler gear in the
flywheel housing (2). The driven gear bearings get
oil under pressure through an oil passage to gear
bearings in the flywheel housing (4).

Pressure oil is sent to the turbocharger bearings

through an oil supply line to turbocharger (13). The
oil goes out of the turbocharger (17) and flows back
to the oil pan (21). The oil returns to the oil pan
through the oil return line from the turbocharger (19).

There is a bypass valve in the oil pump. This bypass

valve controls the maximum pressure of the oil from
the oil pump. The oil pump can supply more than
enough oil. The system will not use all the oil that is
supplied by the oil pump. The excessive oil in the
system will increase oil pressure. This will cause
the bypass valve to open. This allows the oil that is
not needed to go back to the inlet oil passage of
the oil pump.

After the oil has lubricated all components, the oil

returns to the engine oil pan.

When the engine is cold (starting condition), the

filter bypass valve (15) and the cooler bypass
valve (16) open. Cold oil has a high viscosity. This
causes a restriction to the oil flow through the
engine oil cooler (18) and the oil filters (20). When
the bypass valves open, the oil flows directly from
the oil pump to the oil manifold (11). This will give
immediate lubrication to all components until the
engine becomes warm.

When the oil gets warm, the pressure difference in

the filter bypass valve (15) and the cooler bypass
valve (16) decreases and the bypass valves close.
There is a normal flow through oil cooler (18) and
oil filters (20).

The bypass valves will also open when there is a

restriction in the oil cooler or the oil filter. This will
allow lubrication of the engine when restrictions are
present.
 35
Systems Operation Section

i01988115

Cooling System
SMCS Code: 1350

Coolant Circuit

g01029677
Illustration 41
Cooling system schematic (typical example)
(1) Turbocharger drain lines (7) Raw water heat exchanger (12) Jacket water pump
(2) Water cooled turbocharger housing (8) Riser to water cooled manifold (13) Manifold
(3) Aftercooler (9) Water pump inlet (14) Jacket water heater
(4) Vent lines (10) Water cooled manifold (15) Bonnet
(5) Deaerator (11) Tube from expansion tank to water (16) Oil cooler
(6) Expansion tank pump

The 3408 and 3412 High Performance Marine
Engines use a separate raw water pump, an
integral surge tank, and a heat exchanger in order
to provide a more compact engine installation. The
jacket water cooling system is a pressure type
cooling system. The system is designed with the
following components that are water cooled:
• exhaust manifolds
• risers
• turbochargers
This pressure type cooling system can operate
safely at a temperature that is higher than the
normal boiling point (steam) of water. A pressure
type cooling system also helps to prevent cavitation
which can damage engine components. Cavitation
is the sudden formation of low pressure bubbles
that are caused by mechanical forces in liquids.
An integral deaerator is built into the jacket water
cooling system in order to remove air bubbles from
the coolant. The formation of air or steam pockets is
more difficult within a pressure type cooling system.
The extensive use of water cooled manifolds helps
to minimize excess heat that would be radiated into
the engine room.
36
Systems Operation Section
g01029686
Illustration 42
(6) Expansion tank
(7) Raw water heat exchanger
(12) Jacket water pump
(17) Raw water inlet
(18) Raw water pump
(19) Turbocharger supply from block
The jacket water pump (12) forces coolant into
manifold (13). The coolant flow is then divided.
Part of the coolant from the water pump is sent to
the aftercooler (3) in order to cool the inlet air for
the engine. From the aftercooler core, the coolant
then enters the cylinder block at the top rear of the
engine. This flow is directed from the rear of the
cylinder block into the rear of the cylinder heads
toward the front of the engine. The coolant exits the
cylinder heads at the front of the engine into the
risers (8) through the water cooled manifolds (10)
in the front of the cylinder heads. This coolant then
combines with the coolant flow from the cylinder
block and the cylinder heads.
Another part of the coolant flows through the
engine oil cooler (16). After leaving the oil cooler,
the flow is divided again at the bonnet of the oil
cooler (15). A portion of the flow is redirected in
order to cool the cylinder block, the cylinder liners,
and the cylinder heads. After passing through the
temperature regulators, the coolant is pumped
through the bypass lines, or through the deaerators
into the heat exchanger. The coolant then returns to
the inlet of the water pump. The remaining flow is
directed through lines (19) into the bottom of the
turbocharger housing (2). The coolant then flows
out of the top of the housing, into the turbocharger
drain lines (1), into the risers (8), and through the
exhaust manifolds (10). The flow moves from the
exhaust manifold to the front of the cylinder head for
return through the temperature regulators. Vent lines
(4) connect the turbochargers, the deaerator and
the expansion tank. A separate tube (11) connects
the expansion tank directly with the water pump.
The raw water pump (auxiliary water pump) (18)
supplies a continuous flow of raw water to the
heat exchanger for cooling. Raw water is drawn in
through the raw water inlet (17). This water is used
in order to cool the jacket water. The water is then
pumped through the outlet tube and into the marine
gear cooler and the water cooled exhaust manifold.
Note: The water temperature regulator is an
important part of the cooling system. The regulator
divides coolant flow between the heat exchanger
and the bypass lines in order to maintain the correct
temperature. If the water temperature regulator is
not installed in the system, there is no mechanical
control, and most of the coolant will take the path of
least resistance through the bypass. This will cause
the engine to overheat in hot weather and the engine
will not reach the normal operating temperature
in cold weather. If this is allowed to happen, the
engine may not reach operating temperatures.
When the engine is cold, the water temperature
regulators are closed, and the coolant is stopped
from flowing to the heat exchanger. The coolant
flows from the temperature regulator housing back
to the water pump through the bypass lines.
Coolant Conditioner
Some conditions of operation can cause pitting
on the outer surface of the cylinder liners and on
the cylinder block surface next to the liners. This
pitting is caused by corrosion or by cavitation
erosion. A corrosion inhibitor is a chemical that
provides a reduction in pitting. The addition of a
corrosion inhibitor can keep this type of damage
to a minimum.

The coolant conditioner element is a spin-on
element that is similar to a fuel filter and to oil filter
elements. The coolant conditioner element attaches
to the coolant conditioner base that is mounted
on the engine or mounted on a remote location.
Coolant flows through lines from the water pump to
the base and back to the block. There is a constant
flow of coolant through the element.
The element has a specific amount of inhibitor
for acceptable cooling system protection. As the
coolant flows through the element, the corrosion
inhibitor goes into the solution. The corrosion
inhibitor is a dry solution, so the inhibitor dissolves.
The corrosion inhibitor then mixes to the correct
concentration. Two basic types of elements are
used for the cooling system. The two elements
are the precharge elements and the maintenance
elements. Each type of element has a specific use.
The elements must be used correctly in order to
get the necessary concentration for cooling system
protection. The elements also contain a filter. The
elements should remain in the system after the
conditioner material is dissolved.
The precharge elements contain more than the
normal amount of inhibitor. The precharge element
is used when a system is first filled with new
coolant. This element must add enough inhibitor in
order to bring the complete cooling system up to
the correct concentration.
The maintenance elements have a normal amount
of inhibitor. The maintenance elements are installed
at the first change interval. A sufficient amount of
inhibitor is provided by the maintenance elements
in order to maintain the corrosion protection at an
acceptable level. After the first change interval,
only maintenance elements are installed. In order
to provide the cooling system with protection,
maintenance elements are installed at specific
intervals.
i01981951
Basic Engine
SMCS Code: 1200
Cylinder Block Assembly
The cylinders in the left side of the block form a 65
degree angle with the cylinders in the right side.
The main bearing caps are fastened to the block
with two bolts for each bearing cap.
37
Systems Operation Section
The cylinder liners can be removed for replacement.
The top surface of the block is the seat for the
cylinder liner flange. Engine coolant flows around
the liners in order to keep the liners cool. Three
O-ring seals around the bottom of the liner make a
seal between the liner and the cylinder block. A filler
band goes under the liner flange. This makes a seal
between the top of the liner and the cylinder block.
A steel spacer plate is used between the cylinder
head and the block. A thin gasket is used between
the plate and the block. This thin gasket seals water
and oil. A thick gasket of metal and asbestos is
used between the plate and the head. This thick
gasket seals the combustion gases, water and oil.
Cylinder Head Assembly
The cylinder heads are a one-piece cast iron head.
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 direct injection adapter is located between the
four valves. Series ports are used for both inlet and
exhaust valves.
The valve lifters can be removed without the removal
of the head. The removal can be made because of
the size of the pushrod openings through the head.
Pistons, Rings And Connecting
Rods
The type of pistons that are in the 3408 or 3412
engine depends on the engine’s application. These
engines will have pistons that are made from
aluminum or pistons that are made from steel. The
crown of the piston carries all three 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 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.
The oil ring is a standard ring. Oil returns to the
crankcase through holes in the oil ring groove.
The top ring is a Keystone ring, which is tapered.
The intermediate ring will be a Keystone ring for
the aluminum piston, or a standard ring that is not
tapered for the steel piston.
The piston is designed for a direct injection engine.
The piston has a cardioid design on the top surface.
This piston design helps to improve combustion
efficiency. The piston pin is held in place by two
snap rings. These snap rings fit in grooves in the
pin bore of the piston.
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.
38
Systems Operation Section
Crankshaft
The crankshaft changes the combustion forces
in the cylinder into usable rotating torque which
powers the equipment. 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 (front gear
train) on the front of the engine. The front gear
train provides power for the following components:
timing gears and oil pump. Seals and wear sleeves
are used at both ends of the crankshaft. The seals
and wear sleeves are used for easy replacement
and reduction of maintenance cost. Pressure oil
is supplied to all bearing surfaces 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 crankshaft of the 3408 engine is held in place
by five main bearings. The crankshaft of the 3412
engine is held in place by seven main bearings. A
thrust plate at either side of the center main bearing
controls the end play of the crankshaft.
Camshaft
The engine has a single camshaft that is driven at
the front end. The camshaft is supported by five
bearings for the 3408. The camshaft is supported
by seven bearings for the 3412. As the camshaft
turns, the camshaft lobes move a lifter assembly.
The camshaft lobe moves either two inlet valves or
two exhaust valves for each cylinder. The camshaft
must be in time with the crankshaft. The relation
of the camshaft lobes to the crankshaft position
causes the valves and injectors in each cylinder to
operate at the correct time.
Vibration Damper
The twisting of the camshaft is called torsional
vibration. The torsional vibration is caused by the
regular power impacts along the length of the
crankshaft. The vibration damper is installed on the
front end of the crankshaft. This vibration damper
is used to reduce the torsional vibrations. This
eliminates any damage that could occur to the
crankshaft.
There are two types of vibration dampers that are
used on the 3408 and 3412 engine. The type of
damper that is used will depend on the engine’s
application.
The rubber damper is made of an outer hub
connected to an inner hub by a rubber ring. The
rubber makes a flexible coupling between the outer
hub and the inner hub.
The viscous damper consists of a casing that is
welded to the inner hub. The casing contains a
steel weight that is suspended in a viscous silicone
lubricant. The silicone lubricant acts as a flexible
coupling between the weight and the inner hub.
i01982059
Electrical System
SMCS Code: 1400; 1550; 1900
Electronic Control Module Power
Circuit (Electronically Controlled
Engines)
The electronically controlled engine uses a
wide variety of electronic input devices. These
components require an operating voltage. Also,
these components could require a reference
voltage.
The electronic control modules on these engines
are not sensitive to the common external sources
of noise. However, electro-mechanical buzzers
can cause disruptions in the power supply. If
electro-mechanical buzzers are used near the
engine, the engine electronics should be powered
directly from the battery system through a dedicated
relay. The engine electronics should not be powered
through a common power bus with other devices
that are activated by the keyswitch.
The ordinary switch input circuits inside the
Electronic Control Module (ECM) have a tolerance
for resistance and a tolerance to shorts between
wires. The tolerances are listed below.
• The Electronic Engine Control System will tolerate
resistance in any ordinary switch up to 2.5 Ohms
without malfunctioning.
• In any ordinary switch input, the Electronic Engine
Control System will tolerate shorts between wires
to 5000 Ohms without a malfunction.
NOTICE
The +24 Volt wire in the data link harness of the ECM is
provided to power the Electronic Engine Control Sys-
tem service tools only. No other devices should be
powered by this wire. The ECM was not designed to
carry high current loads and is not short circuit pro-
tected.

The ECM draws a maximum of 6.5 Amperes at 24
volts from the electrical system under steady state
conditions. While you are starting the engine, the
ECM will draw a maximum of 9 Amperes. However,
the Electronic Engine Control System will function
with less than 24 volts. A minimum of 8 volts is
required when the engine is cranked. A minimum of
24 volts is needed when the engine is running.
Power enters the ECM through the + battery wire.
Power exits the ECM through the negative battery
wire.
The Electronic Engine Control System is protected
against power surges on the 24 Volt power supply.
These power surges are due to alternator load
dumps and due to jump starting with voltages up
to 32 volts.
Engine Speed Input Circuit
Engine speed is sensed by an electronic engine
speed sensor. This is similar to an electromagnetic
pickup. The signal is generated by placing the
sensor near a rotating component. However, the
sensor requires an operating voltage. The sensor
requires an operating voltage of 8.0 ± 0.4 Volts.
This voltage is provided by the ECM.
The output of the engine speed sensor is a voltage
pulse. The frequency is dependent on the speed of
the engine. The frequency of the pulse is interpreted
by the ECM as engine speed. When you crank the
engine, the frequency of the signal is 10 to 50 Hz
(Hertz). The frequency of the signal is approximately
120 Hz at low idle.
Fuel Rack Input Circuit
The engine fuel rack signal is obtained from an
electronic linear position sensor. The sensor follows
the movement of the rack assembly. This sensor
requires an operating voltage of 8.0 ± 0.4 Volts. The
sensor requires a reference voltage of 5.0 ± 0.25
Volts. These voltages are provided by the ECM.
The output of the rack position sensor is a voltage
between 0.3 and 5.25 Volts. This voltage is
dependent upon the position of the rack position
sensor. The output voltage is interpreted by the
ECM as the rack position.
39
Systems Operation Section
Engine Coolant Temperature
Circuit
The engine coolant temperature is obtained from
an electronic sensor. The sensor is mounted on
the engine. This sensor sends the data to the ECM
through the engine wiring harness. The sensor
requires an operating voltage of 8.0 ± 0.4 Volts. The
sensor operates at a temperature range between
40 to 120C (104 to 248F).
At this range of input, the output of the coolant
temperature sensor is good between 0.5 Volts and
4.5 Volts. This voltage is dependent upon the engine
coolant temperature. The signal is interpreted by
the ECM as the coolant temperature.
Input Circuit for the Inlet Air
Pressure
The inlet air pressure sensor is located on the
engine. Inlet air pressure is taken before the
turbocharger and after the air cleaner. The inlet
air pressure is routed to the sensor. The sensor
requires a reference voltage of 5.0 ± 0.25 Volts.
The output of the inlet air pressure sensor is a DC
voltage between 1.0 Volts and 5.0 Volts. This voltage
is dependent upon the pressure that is felt by the
inlet air pressure sensor. The signal is interpreted
by the ECM as absolute inlet air pressure.
Boost Pressure Input Circuit
The boost pressure sensor is mounted in the air
inlet manifold. The same operating voltages and
the same reference voltages that are provided to
the inlet air pressure sensor are also provided to
this sensor.
The output of the boost pressure sensor is a DC
voltage between 0.35 Volts and 4.6 Volts. This
voltage is dependent upon the pressure that is
felt by the boost pressure sensor. The signal is
interpreted by the ECM as boost pressure (gauge).
Engine Oil Pressure Input Circuit
The engine oil pressure sensor is located in the
engine oil lines. Engine oil pressure from the fuel
injection pump is routed to this sensor. This sensor
requires an operating voltage of 5 Volts.
The output of the oil pressure sensor is a DC voltage
between 0.35 Volts and 4.6 Volts. This voltage is
dependent upon engine oil pressure. The signal is
interpreted by the ECM as oil pressure.
40
Systems Operation Section
The engine oil pressure sensor is designed to
measure oil pressure between 0 and 690 kPa
(0 and 100 psi). Engine oil pressures that are
greater than 690 kPa (100 psi) are read as 690 kPa
(100 psi). This limited oil pressure reading range
provides more accurate low oil pressure readings
than a sensor that is capable of reading the
maximum engine oil pressure. Low oil pressure
readings are the most important oil pressure
readings.
Input Circuit for the Throttle Control
The throttle position is obtained from an electronic
sensor. An operating voltage of 24 Volts is provided
to the sensor by the electrical system.
The output of the throttle position sensor is a
constant frequency pulsed voltage of 0 to 5.25
Volts. The throttle position sensor regulates the
pulse width of the signal that is generated. The
frequency of the signal remains constant. The signal
is interpreted by the ECM as the throttle position.
The throttle position sensor’s output pulse width is
from 10 to 90%. The ECM interprets this signal. The
ECM then generates a signal that represents the
throttle position from 0 to 100%.
Shutoff Solenoid Output Circuit
The shutoff solenoid is an output component of the
Electronic Engine Control System. This solenoid
must be energized in order for the engine to run.
The output of the ECM to the shutoff solenoid is
a pulsed voltage. This pulsed voltage can reach
up to 6 Volts for about one half of a second after
the power switch is turned ON for the purpose of
pulling in the solenoid. This pulsed voltage can then
drop off to approximately 1 Volt. This is adequate
voltage to hold in the solenoid.
The Electronic Engine Control System is designed to
continue operation of the engine with as many faults
as possible. There are five conditions which will
de-energize the shutoff solenoid. These conditions
will shut down the engine. The five conditions are
listed below:
• The loss of electrical power to the Electronic
Control Module
• A worn shutoff solenoid
• An engine speed signal that is greater than 2500
RPM
• The loss of both engine speed signals
• A worn relay or switch in the engine overspeed
switch box
Fuel Rack Output Circuit
Movement of the engine fuel rack is accomplished
by the electronic engine control system with a rack
solenoid. This rack solenoid is called a Brushless
Torque Motor (BTM).
The movement of the rack solenoid (BTM) is
proportional to the electrical current that flows
through the solenoid. The ECM provides a pulsed
voltage of 0.0 to 3.6 Volts to the rack solenoid
(BTM).
The rack solenoid (BTM) moves the engine fuel
rack through the movement of the governor servo
spool valve and hydraulic pressure.
The electronic engine control system has a built-in
operational test for the rack solenoid (BTM). This
test is accomplished by using the following steps:
1. Remove the rack solenoid (BTM) from the
housing.
2. Position the solenoid so that the arm of the
solenoid is free to move.
3. Turn the power switch “ON”.
The following results are the expected results.
• After five seconds, the solenoid arm will sweep
to the full ON position.
• The solenoid arm will remain at the full ON
position for a few seconds.
• The solenoid arm will then sweep back to the
OFF position.
Sweep time will be about five seconds in both
directions.
Output Circuit for the Check Engine
Light
The data link harness provides information about
the electronic engine control system to the check
engine light. The light is ON when the power switch
is ON and the engine is not running. This verifies
that the lamp is working. The light should go out
when the engine has been started and the correct
engine oil pressure is reached. When the light does
not go out shortly after starting the engine, this is an
indication of either low oil pressure or an electronic
system fault has been detected.
 41
Systems Operation Section

Electronic Speed Switch • Electronic Speed Switch (ESS)

• Relay “SR1”
• Terminal Block

Engine Electrical System

The engine electrical system has two circuits.

• the charging circuit

g00359852
Illustration 43
The Overspeed Protection System is designed
with controls that are built into a single unit. These
controls monitor several functions at the same time.
The following functions are monitored:
• Engine Overspeed
• Crank Termination
Engine Overspeed
Personal injury or death can result from engine
overspeed.
If the engine overspeeds, it can cause injury or
parts damage. Do Not operate the engine without
the rack actuator solenoid (BTM) in place and with
the fuel shutoff solenoid disabled.
This is an adjustable engine speed setting. This is
normally set at 127% of rated speed. This setting
prevents the engine from running at a speed that
could cause damage.
An overspeed condition will cause the relay “SR1”
to open. This will de-energize the shutoff solenoid.
The de-energizing of the shutoff solenoid will cut
the fuel to the engine. This will cause the engine
to shut down.
• the low amperage circuit
Some of the electrical system components are
used in more than one circuit. The components are
common in both circuits.
• battery
• disconnect switch
• circuit breaker
• ammeter
• cables
• wires from the battery
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. This electrical output
will keep the battery at full charge.
NOTICE
The disconnect switch, if so equipped, must be in the
ON position to let the electrical system function. There
will be damage to some of the charging circuit compo-
nents if the engine runs with the disconnect with in the
OFF position.
The low amperage circuit is connected through the
ammeter and the charging circuit is connected
through the ammeter.
Charging System Components

Crank Termination NOTICE

This is an adjustable engine speed setting that
signals the starting motor that the engine is firing
and cranking must be terminated. Once the speed
setting is reached, a switch opens and the hour
meter of the engine will start.
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
the regulator.

The Overspeed Protection System consists of the

following components:
42
Systems Operation Section

Alternator The rotor assembly has many magnetic poles. The

magnetic poles are similar to fingers. An air space
exists between each of the opposite poles. The
poles have residual magnetism that produces a
small amount of magnet-like lines of force (magnetic
field). This magnetic field is produced between the
poles. As the rotor assembly begins to turn between
the field winding and the stator windings, a small
amount of alternating current (AC) is produced
in the stator windings. The alternating current is
produced from the small magnetic lines of force
that are created by the residual magnetism of the
poles. The AC is changed into direct current (DC)
when the current passes through the diodes of
the rectifier bridge. Most of this current provides
g00292313
the battery charge and the supply for the low
Illustration 44 amperage circuit. The remainder of the current is
Typical example sent to the field windings. The DC current flow
(1) Regulator through the field windings (wires around an iron
(2) Roller bearing core) increases the strength of the magnetic lines
(3) Stator winding of force. These stronger magnetic lines of force
(4) Ball bearing
(5) Rectifier bridge
increase the amount of AC that is produced in the
(6) Field winding stator windings. The increased speed of the rotor
(7) Rotor assembly assembly also increases the current output of the
(8) Fan alternator and the voltage output of the alternator.

The alternator is driven by the crankshaft pulley Regulator Assembly

through a belt that is a Poly-vee type. This alternator
is a three-phase self-rectifying charging unit. The
regulator is part of the alternator.

This alternator design has no need for slip rings

or for brushes. The only part of this alternator that
moves is the rotor assembly. All of the conductors
that carry current are stationary. The following
components are the conductors: the field winding,
the stator windings, six rectifying diodes, and the
regulator circuit.

g00360155
Illustration 45
Typical example

The voltage regulator is a solid-state electronic

switch. The voltage regulator senses the voltage
of the system. The regulator then uses switches
to control the current to the field windings. This
controls the voltage output in order to meet the
electrical demand of the system.

Starting System Components

Solenoid
A solenoid is an electromagnetic switch that
performs two basic functions:
 43
Systems Operation Section

• The solenoid closes the high current starter motor Starter Motor
circuit with a low current start switch circuit.
The starter motor rotates the engine flywheel at a
• The solenoid engages the starter motor pinion rate that is fast enough to start the engine.
with the ring gear.
The starter motor has a solenoid (2). When the
start switch is activated, the solenoid (2) will move
the starter pinion (4) in order to engage the starter
pinion (4) and the ring gear on the engine flywheel.
The starter pinion (4) and the ring gear will engage
before the circuit between the battery and the
starter motor is closed by the electric contacts
in the solenoid (2). When the circuit between the
battery and the starter motor is complete, the starter
pinion (4) will rotate the engine flywheel. A clutch
provides protection for the starter motor so that the
engine cannot turn the starter motor too fast. When
the switch is released, the starter pinion (4) will
move away from the ring gear.
g00292316
Illustration 46
Typical solenoid schematic

The solenoid has windings (one set or two sets)

around a hollow tube. A plunger with a spring load
device is inside of the tube. The plunger can move
forward and backward. When the start switch is
closed and electricity is sent through the windings,
a magnetic field is created. The magnetic field pulls
the plunger forward in the tube. This moves the shift
lever in order for the pinion drive gear to engage
with the ring gear. The front end of the plunger then
makes contact across the battery and across the
motor terminals of the solenoid. The starter motor g00292330
then begins to turn the flywheel of the engine. Illustration 47
Starter motor cross section
When the start switch is opened, current no longer (1) Field
flows through the windings. The spring now returns (2) Solenoid
the plunger to the original position. At the same (3) Clutch
(4) Starter pinion
time, the spring moves the pinion gear away from (5) Commutator
the flywheel. (6) Brush assembly
(7) Armature
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 windings wind around Other Components
the cylinder for an equal amount of times. The pull-in
winding uses a wire with a larger diameter in order Circuit Breaker
to produce a stronger magnetic field. When the start
switch is closed, part of the current flows from the The circuit breaker is a switch that opens the
battery through the hold-in winding. The remainder battery circuit if the current in the electrical system
of the current flows through the pull-in windings, to is higher than the rating of the circuit breaker. The
the motor terminal, and then to the ground. When metal disc (2) is activated by heat. If the current in
the solenoid is fully activated, the current is shut the electrical system gets too high, the metal disc
off through the pull-in windings. Only the smaller will get hot. This heat causes a distortion of the
hold-in windings are in operation for the extended metal disc. A circuit breaker that is open can be
period of time that is necessary for the engine to be reset when the metal disc becomes cooler. Push
started. The solenoid will now take a smaller amount the reset button (1) in order to close the contact
of current from the battery. Heat that is created by points and reset the circuit breaker.
the solenoid will be kept at an acceptable level.
44
Systems Operation Section

g00281837
Illustration 48
Circuit breaker schematic
(1) Reset button
(2) Disc in open position
(3) Contacts
(4) Disc
(5) Battery circuit terminals

Testing and Adjusting
Section
Troubleshooting
i01434052
Troubleshooting
SMCS Code: 1000
Introduction
Troubleshooting can be difficult. The following
pages contain a list of possible problems. In order
to make a repair to a problem, refer to the cause
and the correction of the problem.
The list on the following pages will provide the
following information:
• known problems
• probable causes of known problems
• repairs in order to correct known problems
Normally, additional repair work is needed beyond
the recommendation in the list.
Remember that a problem is not normally caused
by only one part. The problem’s cause can be
related to problems with other parts. This list does
not include all possible problems and corrections.
The service technician must find the problem and
the problem’s source. After the problem’s source is
determined, the service technician can make the
necessary repairs.
Troubleshooting Problem List
1. The Engine Crankshaft Will Not Turn When The
Start Switch Is On.
2. The Engine Will Not Start.
3. The Engine Is Misfiring Or The Engine Is Running
Rough.
4. The Engine Stalls At Low RPM.
5. The Engine Has Sudden Changes In Engine
RPM.
6. The Dashpot Governor Corrects The Speed Of
The Engine Slowly. The Engine Changes Speeds
Constantly.
7. The Engine Does Not Have Enough Power.
45
Testing and Adjusting Section
8. The Engine Has Too Much Vibration.
9. The Engine Has A Loud Combustion Noise
(Knock).
10. The Engine Has a Valve Train Noise (Clicking).
11. Oil Is In The Cooling System.
12. Mechanical Noise (Knock) Is In The Engine.
13. Fuel Consumption Is Too High.
14. A Loud Noise Is In The Valve Train.
15. Too Much Valve Lash Is Present.
16. The Valve Rotocoil Or The Spring Lock Is Free.
17. Oil Is At The Exhaust.
18. Little Valve Lash Or No Valve Lash Is Present.
19. The Engine Has Early Wear.
20. Coolant Is In The Lubrication Oil.
21. Too Much Black Smoke Or Gray Smoke Is
Present.
22. Too Much White Smoke Or Blue Smoke Is
Present.
23. The Engine Has Low Oil Pressure.
24. The Engine Uses Too Much Lubrication Oil.
25. The Engine Coolant Is Too Hot.
26. The Exhaust Temperature Is Too High.
27. The Starting Motor Does Not Turn.
28. The Alternator Provides No Charge.
29. The Alternator Charge Rate Is Low. The
Alternator Charge Rate Is Not Regular.
30. The Alternator Charge Rate Is Too High.
31. The Alternator Has Noise.
32. The Rack Solenoid Does Not Stop The Engine.
Troubleshooting Problems
Problem 1
The Engine Crankshaft Will Not Turn When The
Start Switch Is On.
46
Testing and Adjusting Section
Probable Cause
1. Low Output Of The Battery
Refer to “Problem 27”.
2. Faulty Wires Or Faulty Switches
Refer to “Problem 27”.
3. Faulty Starter Motor Solenoid
Refer to “Problem 27”.
4. Problem With The Starting Motor
Refer to “Problem 27”.
5. An Internal Problem Prevents The Turning Of The
Engine Crankshaft.
If the crankshaft cannot be turned after
disconnecting the driven equipment, inspect
the cylinders for fluid while the crankshaft is
being turned. If fluid in the cylinders is not the
problem, the engine must be disassembled. After
disassembling the engine, inspect the engine
for other internal problems. Possible internal
problems include the following conditions:
• bearing seizure
• piston seizure
• valve and piston contact
Problem 2
The Engine Will Not Start.
Probable Cause
1. A Slow Turning Starter Motor
Refer to “Problem 27” and refer to “Problem 28”.
2. Dirty Fuel Filter
Install a new fuel filter.
3. Dirty Fuel Line Or Broken Fuel Line
Clean the fuel lines or install new fuel lines, as
required.
4. Fuel Transfer Pump
At the starting rpm, the minimum fuel pressure
from the fuel transfer pump must be 35 kPa
(5 psi). Change the fuel filter element if the fuel
pressure is less than 35 kPa (5 psi). Look for
air in the fuel system. Install a new fuel transfer
pump if the fuel pressure is still low.
5. No Fuel To Cylinders
Put fuel in the tank. Remove the air and/or
remove the low quality fuel from the fuel system
(prime).
6. Low Quality Fuel
Remove the fuel from the fuel tank. Install a new
fuel filter element. Fill the fuel tank with a good
grade of clean fuel.
7. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And
Adjusting, “Fuel System”.
8. Defect In the Shutoff Solenoid
The solenoid must get electricity to stop the
engine. Operate the control for the shutoff
solenoid. Listen to make sure that the solenoid
makes a noise (clicking sound). If this sound can
be heard and the engine will not start, remove
the shutoff solenoid. Try and start the engine. If
the engine starts, the shutoff solenoid is bad.
Replace the shutoff solenoid.
Problem 3
The Engine Is Misfiring Or The Engine Is Running
Rough.
Probable Cause
1. Low Fuel Pressure
The fuel pressure at the outlet of the fuel filter
housing must be a minimum of 230 ± 35 kPa
(33 ± 5 psi) at full load speed. If fuel pressure is
lower than 140 kPa (20 psi), check the following
items:
• plugged fuel filters
• fuel transfer pump
Make sure that there is fuel in the fuel tank. Look
for leaks or bends in the fuel line between the
fuel tank and the fuel transfer pump. Look for air
in the fuel system. Also look for a faulty return
fuel pressure regulating valve.
2. Air In Fuel System

Find the air leak in the fuel system and correct
the air leak. If there is air in the fuel system,
the air generally enters the fuel system on the
suction side of the fuel transfer pump.
3. Leakage Or Breakage In Fuel Line Between Fuel
Manifold And Cylinder Head
Install a new fuel line.
4. Wrong Valve Clearance
Make an adjustment to the valve clearance.
Refer to Testing And Adjusting, “Air Inlet And
Exhaust System”.
5. Defect In Fuel Injector
Run the engine at a rpm that causes the engine
to misfire or run the engine at a rpm that causes
the engine to run rough. Loosen a fuel injection
line nut at the valve cover base for each cylinder.
Loosen a fuel injection line nut one at a time.
Locate the cylinder that does not change the
operation of the engine. Test the injection pump.
Test the fuel injection nozzle for that cylinder.
Install new parts, as required.
6. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And
Adjusting, “Fuel System”.
7. Bent Pushrod Or Broken Pushrod
Make a replacement of pushrod, if necessary.
8. Fuel Has Cloud Point Higher Than Atmospheric
Temperature. Cloud Point Is The Temperature
When Wax Is Formed In The Fuel.
Drain the fuel tank, fuel lines and fuel manifolds.
Change the fuel filter. Fill the tank with fuel that
has the correct cloud point. Remove the air from
the system with the priming pump.
Problem 4
The Engine Stalls At Low RPM.
Probable Cause
1. Low Fuel Pressure
The fuel pressure at the outlet of the fuel filter
housing must be a minimum of 230 ± 35 kPa
(33 ± 5 psi) at full load speed. If fuel pressure is
lower than 140 kPa (20 psi), check the following
items:
• plugged fuel filters
• fuel transfer pump
47
Testing and Adjusting Section
Make sure that there is fuel in the fuel tank. Look
for leaks or bends in the fuel line between the
fuel tank and the fuel transfer pump. Look for air
in the fuel system. Also look for a faulty return
fuel pressure regulating valve.
2. Low Engine Idle RPM
Make adjustment to the governor. Ensure that the
idle rpm setting matches the rpm that is listed in
the “Fuel Setting Information”.
3. Defect In Fuel Injection Nozzle
Install a new fuel injection nozzle.
4. Engine Accessories
Check the engine accessories for damage.
Check the engine accessories for correct
adjustments. If necessary, disconnect the
accessories and test the engine.
5. Defect In Fuel Injection Pump
Install new part.
Problem 5
The Engine Has Sudden Changes In Engine
Speed (RPM).
Probable Cause
1. Failure Of The Governor Or Failure Of The Fuel
Injection Pump
Look for defects in the following parts:
• damaged springs or broken springs
• damaged linkage
• damaged parts
Remove the governor. Check for free travel of
the fuel racks. Make sure that the fuel injection
pumps are installed correctly. Check for the
correct governor spring. If necessary, install new
parts.
Problem 6
The Dashpot Governor Corrects The Speed Of
The Engine Slowly. The Engine Changes Speeds
Constantly.
Probable Cause
1. Wrong Adjustment Of Dashpot Governor
48
Testing and Adjusting Section
Make the correct adjustment. Refer to Testing
And Adjusting, “Fuel System”.
Problem 7
The Engine Does Not Have Enough Power.
Probable Cause
1. Low Quality Fuel Or Water In Fuel
Remove the fuel from the fuel tank. Install new
fuel filters. Put a good grade of clean fuel in the
fuel tank.
2. Low Fuel Pressure
The fuel pressure at the outlet of the fuel filter
housing must be a minimum of 230 ± 35 kPa
(33 ± 5 psi) at full load speed. If fuel pressure is
lower than 140 kPa (20 psi), install new fuel filter
elements. If the fuel pressure is still low, check
the fuel transfer pump.
Make sure that there is fuel in the fuel tank. Look
for leaks or bends in the fuel line between the
fuel tank and the fuel transfer pump. Look for air
in the fuel system. Also look for a faulty return
fuel pressure regulating valve.
3. Leaks In Air Inlet System
Check the pressure in the air inlet manifold. Look
for restrictions in the air cleaner.
4. Governor And Fuel Control Linkage
Ensure that the governor is moving the fuel
control linkage against the fuel setting stop.
Make adjustment in order to get the full travel of
the linkage. Install new parts for those parts that
have damage or defects.
5. Wrong Valve Clearance
Make an adjustment to the valve clearance.
Refer to Testing And Adjusting, “Air Inlet And
Exhaust System”.
6. Defect In Fuel Injector
Run the engine at a rpm that causes the engine
to misfire or run the engine at a rpm that causes
the engine to run rough. Loosen a fuel injection
line nut at the valve cover base for each cylinder.
Loosen a fuel injection line nut one at a time.
Locate the cylinder that does not change the
operation of the engine. Test the injection pump.
Test the fuel injection nozzle for that cylinder.
Install new parts, as required.
7. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And
Adjusting, “Fuel System”.
8. Incorrect Fuel Setting
Make adjustment to timing. Refer to Testing And
Adjusting, “Fuel System”.
9. Defect In Aftercooler
Check temperature of inlet and outlet coolant
supply. Remove any external restrictions or
internal restrictions.
10. Carbon Deposits On Turbocharger Or Other
Causes Of Friction
Inspect the turbocharger. Repair the
turbocharger, if necessary.
Problem 8
The Engine Has Too Much Vibration.
Probable Cause
1. Loose Vibration Damper Or Loose Pulley
Inspect the vibration damper for damage.
Inspect the pulley for damage. Tighten the bolts,
if necessary. Tighten the nuts, if necessary.
2. Faulty Vibration Damper Or Faulty Pulley
Install a new vibration damper. Install a new
pulley.
3. Engine Supports Are Loose or Faulty.
Tighten all mounting bolts. Install new
components, if necessary.
4. The Engine Is Misfiring Or The Engine Is Running
Rough.
Refer to “Problem 3”.
5. Fan Blade Is Not In Balance.
Loosen the fan drive belts or remove the fan
drive belts. Operate the engine for a short time
at the rpm that caused the vibration. If vibration
is not still present, replace the fan assembly.
Problem 9
The Engine Has A Loud Combustion Noise
(Knock).
 49
Testing and Adjusting Section

Probable Cause Problem 11

1. Low Quality Fuel Oil Is In The Cooling System.

Remove the fuel from the fuel tank. Install a new Probable Cause
fuel filter element. Put a good grade of clean fuel
in the tank. 1. Defect In Core Of Engine Oil Cooler

2. Defect In Fuel Injector Inspect each engine oil cooler. Repair any faulty
oil cooler or replace any faulty oil cooler, as
Install a new fuel injector. required.

3. Defect In Injection Pump 2. Defect In Spacer Plate Gasket

Install a new fuel injection pump. Install a new spacer plate gasket.

4. Wrong Fuel Injection Timing 3. Failure Of Cylinder Head Gasket

Make adjustment to timing. Refer to Testing And Check the cylinder liner projection. Install a new
Adjusting, “Fuel System”. head gasket.

Problem 10 Problem 12
The Engine Has A Valve Train Noise (Clicking). Mechanical Noise (Knock) Is In The Engine.

Probable Cause Probable Cause

1. Damage To Valve Train Components 1. Failure Of Bearing For Connecting Rod

Inspect all of the following valve train Inspect the bearings for the connecting rods and
components: the bearing surfaces (journals) on the crankshaft.
Install new parts, as required.
• valves
2. Damaged Timing Gears
• springs
Install new parts, as required.
• camshaft
3. Damaged Crankshaft
• lifters
Replace the crankshaft.
• rocker arms
4. Defect In Accessory Equipment
• pushrods
Repair the faulty components or install new
Check for worn parts or damaged parts. Replace components.
worn parts or damaged parts, as required.
Problem 13
2. Not Enough Lubrication
Fuel Consumption Is Too High.
Check the lubrication in the valve compartment.
There must be a strong flow of oil at engine Probable Cause
high rpm. There must be a small flow of oil at
low rpm. Oil passages must be clean. The oil 1. Fuel System Leaks
passages that send the oil to the cylinder head
are particularly important. Tighten the parts at points of leakage. Replace
the parts.
3. Too Much Valve Clearance
2. Fuel And Combustion Noise (Knock)
Make an adjustment to the valve clearance.
Refer to Testing And Adjusting, “Air Inlet And Refer to “Problem 3” and “Problem 12”.
Exhaust System”.
3. Wrong Fuel Injection Timing
50
Testing and Adjusting Section
Make adjustment to timing. Refer to Testing And
Adjusting, “Fuel System”.
Problem 14
A Loud Noise Is In The Valve Train.
Probable Cause
1. Damage To Valve Springs
Make a replacement of the damaged parts.
2. Damage To Camshaft
Make a replacement of the damaged parts.
Clean the engine thoroughly. If a replacement
of the camshaft is made, new valve lifters are
also required.
3. Damage To Valve Lifter
Make a replacement of the damaged parts. Clean
the engine thoroughly. Inspect the camshaft
cams (lobes) for damage. Inspect the valves that
do not move freely. Make an adjustment to the
valve clearance. Refer to Testing And Adjusting,
“Air Inlet And Exhaust System”.
4. Damage To Bridges For Valves Or Damage To
Bridge Dowel
Make a replacement of the damaged parts.
Make an adjustment to the bridges, as required.
Problem 15
Too Much Valve Lash Is Present.
Probable Cause
1. Not Enough Lubrication
Check the lubrication in the valve compartment.
There must be a strong flow of oil at engine
high rpm. There must be a small flow of oil at
low rpm. Oil passages must be clean. The oil
passages that send the oil to the cylinder head
are particularly important.
2. Worn Rocker Arm
If the face of the rocker arm that makes contact
with the valve bridge has too much wear, install
new parts or rocker arms. Make adjustment to
valve lash. Refer to Testing And Adjusting, “Air
Inlet And Exhaust System”.
3. Worn Valve Bridges
Make an adjustment or replacement, as required.
4. Worn Valve Stem
If the end of the valve stem has too much wear,
install new valves. Make adjustment to valve
lash. Refer to Testing And Adjusting, “Air Inlet
And Exhaust System”.
5. Worn Pushrods
If the pushrods have too much wear, install new
pushrods. Make adjustment to valve lash. Refer
to Testing And Adjusting, “Air Inlet And Exhaust
System”.
6. Broken Valve Lifters Or Worn Valve Lifters
Install new valve lifters. Check the camshaft for
wear. Check for free movement of valves or bent
valve stem. Clean the engine thoroughly. Make
adjustment to valve lash. Refer to Testing And
Adjusting, “Air Inlet And Exhaust System”.
7. Worn Camshaft
Check valve lash. Check for wear on camshaft
lobes. Check for free movement of valves or
bent valve stems. Install a new camshaft. Install
new valve lifters. Make adjustment to valve lash.
Refer to Testing And Adjusting, “Air Inlet And
Exhaust System”.
Problem 16
The Valve Rotocoil Or Spring Lock Is Free.
Probable Cause
1. Broken Locks
Broken locks can cause the valve to get into the
cylinder. This will cause damage to the engine.
2. Broken Valve Springs
Install new valve springs.
3. Broken Valve
Replace the valve and replace other damaged
parts.
Problem 17
Oil Is At The Exhaust.
Probable Cause
1. Too Much Oil In The Valve Compartment

Be sure that the plugs are installed in the ends
of the rocker arm shaft.
2. Worn Valve Guides
Reconditioning of the cylinder head is required.
3. Worn Piston Rings
Inspect piston rings and install new parts, as
required.
Problem 18
Little Valve Clearance Or No Valve Clearance Is
Present.
Probable Cause
1. Worn Valve Seat Or Worn Valve Face
Reconditioning of the cylinder head is required.
Make adjustment to valve lash. Refer to Testing
And Adjusting, “Air Inlet And Exhaust System”.
Problem 19
The Engine Has Early Wear.
Probable Cause
1. Dirt In Lubrication Oil
Remove dirty lubrication oil. Install new filter
elements. Put clean oil in the engine.
2. Air Inlet Leaks
Inspect all gaskets and connections. Make
repairs if leaks are found.
3. Fuel Leakage Into Lubrication Oil
This will cause high fuel consumption and low
engine oil pressure. This condition may also
increase the oil level in the crankcase. Make
repairs if leaks are found. Install new parts, as
required.
Problem 20
Coolant Is In The Lubrication Oil.
Probable Cause
1. Failure Of The Engine Oil Cooler
Install a new engine oil cooler. Drain the
crankcase and refill the crankcase with clean
lubricant. Install new oil filter elements.
51
Testing and Adjusting Section
2. Failure Of Cylinder Head Gaskets Or Failure Of
Water Seals
Check the cylinder liner projection. Install a new
spacer plate gasket. Install new water seals in
the spacer plate. Install a new cylinder head
gasket. Tighten the bolts that hold the cylinder
head. Refer to Specifications for torque values.
3. Crack Or Defect In Cylinder Head
Install a new cylinder head.
4. Crack Or Defect In Cylinder Block
Install a new cylinder block.
5. Failure Of Cylinder Liner Seals
Replace cylinder liner seals.
Problem 21
Too Much Black Smoke Or Gray Smoke Is
Present.
Probable Cause
1. Not Enough Air For Combustion
Check the air cleaner for restrictions. Check the
inlet manifold pressure. Inspect the turbocharger
for correct operation.
2. Faulty Fuel Injection Valves
Install new fuel injection valves.
3. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And
Adjusting, “Fuel System”.
Problem 22
Too Much White Smoke Or Blue Smoke Is
Present.
Probable Cause
1. Too Much Lubrication Oil In Engine
Remove extra oil. Find the source of the extra oil.
Put the correct amount of oil in engine.
2. The Engine Is Misfiring Or The Engine Is Running
Rough.
Refer to “Problem 3”.
3. Wrong Fuel Injection Timing
52
Testing and Adjusting Section
Make adjustment to timing. Refer to Testing And
Adjusting, “Fuel System”.
4. Worn Valve Guides
Reconditioning of cylinder head is required.
5. Worn Piston Rings Or Improperly Installed Piston
Rings
Inspect piston rings and install new parts, as
required.
6. Failure Of Turbocharger Oil Seal
Check the air inlet manifold for oil and repair the
turbocharger, as required.
7. Coolant In Combustion System
Check for a cracked cylinder head.
Problem 23
The Engine Has Low Oil Pressure.
Probable Cause
1. Dirty Oil Filter Or Dirty Oil Cooler
Check the operation of the bypass valve for
the filter. Clean the oil cooler or install a new oil
cooler core. Remove dirty oil from the engine.
Put clean oil in the engine.
2. Diesel Fuel In Lubrication Oil
Find the source of the leakage of the diesel
fuel into the lubrication oil. Make repairs, as
required. Remove the lubrication oil that has
been contaminated with diesel fuel. Install new
oil filters. Put clean oil in the engine.
3. Too Much Clearance Between Rocker Arm Shaft
And Rocker Arms
Check lubrication in valve compartments. Install
new parts, as required.
4. Faulty Oil Pump Suction Pipe
Replacement of oil pump suction pipe is
required.
5. Stuck Open Oil Pressure Relief Valve
Clean the valve and the housing. Install new
parts, as required.
6. Faulty Oil Pump
Repair the oil pump or replace the oil pump.
7. Too Much Clearance Between Crankshaft And
Crankshaft Bearings
Inspect the crankshaft bearings and make
replacement, as required.
8. Too Much Clearance Between Camshaft And
Camshaft Bearings
Inspect the camshaft and the camshaft bearings.
Replace the camshaft and the camshaft
bearings, as required.
9. Faulty Oil Pressure Gauge
Install new gauge.
10. Too Much Bearing Clearance For Idler Gear
Inspect the bearings. Replace parts, as required.
Problem 24
The Engine Uses Too Much Lubrication Oil.
Probable Cause
1. Too Much Lubrication Oil In Engine
Remove the extra oil. Find the source of the extra
oil. Put the correct amount of oil in the engine.
2. Oil Leaks
Find all oil leaks. Make repairs, as required.
Check for dirty crankcase breathers.
3. High Oil Temperature
Check operation of oil cooler and oil temperature
regulator. Install new parts, as required. Clean
the oil cooler cores.
4. Too Much Oil In The Valve Compartment
Be sure that the plugs are installed in the rocker
shafts.
5. Worn Valve Guides
Reconditioning of the cylinder head is required.
6. Worn Piston Rings And Worn Cylinder Liners
Inspect piston rings and install new parts, as
required. Reconditioning of the cylinder block
can be required.
7. Failure Of Turbocharger Oil Seal

Check the air inlet manifold for oil and repair the
turbocharger, as required.
Problem 25
The Engine Coolant Is Too Hot.
Probable Cause
1. Restriction Of Coolant Flow Through Radiator
Core Tubes Or Through Heat Exchanger Lines
Clean the radiator or the heat exchanger and
flush the radiator or the heat exchanger.
2. Restriction Of Air Flow Through The Radiator
Remove all restrictions to air flow.
3. Low Fan Speed
Check for loose fan drive belts. Adjust the fan
drive belt to the correct tension. Replace belts,
as required.
4. Low Coolant Level
Add coolant to the cooling system. Check for
leaks.
5. Faulty Pressure Cap
Check operation of the pressure cap. Install a
new pressure cap, as required.
6. Combustion Gases In Coolant
Find the source of the leakage of combustion
gases into the cooling system. Make repairs, as
required.
7. Faulty Water Temperature Regulators
Check water temperature regulators for correct
operation. Check the water temperature gauge
for correct operation. Install new parts, as
required.
8. Faulty Water Pump
Make repairs, as required. Install a new water
pump, as required.
9. Too Much Load On The System
Reduce the load on the system.
10. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And
Adjusting, “Fuel System”.
53
Testing and Adjusting Section
Problem 26
The Exhaust Temperature Is Too High.
Probable Cause
1. Leakage At Air Inlet System
Check pressure in the air inlet manifold. Look for
restrictions at the air cleaner. Correct any leaks.
2. Leakage At Exhaust System
Find the cause of the exhaust leak. Make repairs,
as required.
3. Restriction At The Air Inlet System Or The
Exhaust System
Remove the restriction.
4. Wrong Fuel Injection Timing
Make adjustment to timing. Refer to Testing And
Adjusting, “Fuel System”.
Problem 27
The Starting Motor Does Not Turn.
Probable Cause
1. Low Output Of The Battery
Check the condition of the battery. Charge the
battery or replace the battery, as required.
2. Faulty Wires Or Faulty Switch
Replace the wires or replace the switch, as
needed.
3. Faulty Starter Motor Solenoid
Install a new solenoid.
4. Faulty Starter Motor
Repair the starter motor or replace the starter
motor, as needed.
Problem 28
The Alternator Gives No Charge.
Probable Cause
1. Loose Drive Belt
Adjust the drive belt to the correct tension.
54
Testing and Adjusting Section
2. Faulty Charging Circuit, Faulty Ground Return
Circuit Or Faulty Battery Connections
Inspect all cables and inspect all connections.
Clean connections. Tighten connections.
Replace parts, as needed.
3. Faulty Rotor (Field Coil)
Install a new rotor.
4. Faulty Brushes (If Equipped)
Install new brushes.
Problem 29
The Alternator Charge Rate is Low Or The
Alternator Charge Rate Is Not Regular.
Probable Cause
1. Loose Drive Belt
Adjust the drive belt to the correct tension.
2. Faulty Charging Circuit, Faulty Ground Return
Circuit Or Faulty Battery Connections
Inspect all cables and inspect all connections.
Clean connections. Tighten connections.
Replace parts, as needed.
3. Faulty Alternator Regulator
Install a new alternator regulator.
4. Incorrect Alternator Regulator Adjustment
Some alternator regulators can be adjusted and
some alternator regulators can not be adjusted.
Refer to Testing And Adjusting, “Electrical
System”.
5. Faulty Rectifier Diodes
Replace the faulty rectifier diode.
6. Faulty Rotor (Field Coil)
Install a new rotor.
Note: Install a new rotor for brush type alternators
only.
Problem 30
The Alternator Charge Rate Is Too High.
Probable Cause
1. Loose Connections On The Alternator Or Loose
Connections On The Alternator Regulator
Tighten all connections.
2. Faulty Alternator Regulator
Install a new alternator regulator.
3. Incorrect Alternator Regulator Adjustment
Some alternator regulators can be adjusted and
some alternator regulators can not be adjusted.
Refer to Testing And Adjusting, “Electrical
System”.
Problem 31
The Alternator Has Noise.
Probable Cause
1. Faulty Drive Belt
Install a new drive belt for the alternator.
2. Loose Alternator Drive Pulley
Check the groove in the pulley that holds the
pulley in place. If the groove is worn, install
a new pulley. Tighten the pulley nut. Refer to
Specifications for the correct torque value.
3. The Alternator Drive Belt Is Not In Alignment With
The Drive Pulley.
Align the drive belt with the drive pulley.
4. Worn Alternator Bearings
Install new bearings in the alternator.
5. Bent Rotor Shaft
Install a new rotor shaft.
6. Shorted Out Rectifiers
Install a new diode assembly.
Problem 32
The Rack Solenoid Does Not Stop The Engine.
Probable Cause
1. Incorrect Electrical Connections
 55
Testing and Adjusting Section

Correct the electrical connections and correct

the wiring.

2. Not Enough Plunger Travel

Make an adjustment to the plunger shaft.

Replace the solenoid, as needed.

3. Wrong Shaft In The Plunger

Install the correct shaft in the plunger.

4. Faulty Solenoid Wiring

Install a new solenoid.

56
Testing and Adjusting Section

Fuel System
i01988550

Automatic Timing Advance

Unit - Test
SMCS Code: 1272-081
Table 2
Required Tools
Part
Part Description Qty
Number g00339406
Illustration 50
8T-5300 Engine Timing Indicator Group 1 8T-5301 Diesel Engine Timing Adapter Group
Diesel Engine Timing Adapter (7) 5P-7437 Adapter
8T-5301 1 (8) 6V-2198 Cable
Group
(9) 5P-7436 Adapter
(10) 6V-7910 Transducer
(11) 5P-7435 Adapter
(12) 6V-3016 Washer

When you check for the dynamic timing on an

engine without a mechanical advance, you should
record the calculations for the dynamic timing onto
paper. A graph can then be created of the dynamic
advance.

Note: Worksheets are available in pads of fifty.

Order one Special Instruction, SEHS8140. See
Special Instruction, SEHS8580 for information on
calculating the timing curve.
g00339402
Illustration 49 After the timing values are calculated and the timing
8T-5300 Engine Timing Indicator Group values are plotted, the dynamic timing should be
(1) 8T-5250 Engine Timing Indicator
checked with the 8T-5300 Engine Timing Indicator
(2) 5P-7366 Power Cable Group.
(3) 6V-2197 Magnetic Transducer
(4) 5P-7362 Cable 1. Operate the engine from 1000 rpm (base rpm)
(5) 6V-2199 Transducer Adapter and 6V-3093 Transducer to high idle.
Adapter
(6) 8D-4644 Corner
2. Continue running the engine now from high idle
The 8T-5300 Timing Indicator Group must be used to 1000 rpm (base rpm).
with the 8T-5301 Diesel Engine Timing Adapter
Group. Unstable readings often appear below 1000 rpm.

3. Record the dynamic timing at each 100 rpm and

at the specified speeds during acceleration and
during deceleration.

4. Finally, plot the results onto the worksheet.

Review the plotted values.

Use Special Instruction, SEHS8580 to see the

correct specifications for calculating the timing
curve.

You can find these specifications in three places:

 57
Testing and Adjusting Section

• The Operating Instructions inside the lid of the

8T-5300 Engine Timing Indicator Group

• The Special Instruction, SEHS8580

• The Engine Information Plate for the performance
specification number

The performance specification number can be used

to refer to the TMI. Here, you will find the correct
timing specifications to use.

Personal injury or death can result from not fol- g00361933

lowing the proper procedures.
To avoid the possibility of injury or death, follow
the established procedure.
Illustration 52
Timing hole location
(14) Plug
6. Remove the plug (14) from the flywheel housing.
Install transducer adapter (5) into the hole that
is remaining from the plug’s removal. Tighten
transducer adapter (5) only by a small amount.

7. Push magnetic transducer (3) into transducer

adapter (5) until this adapter contacts the
flywheel. Pull the magnetic transducer (3) out of
the transducer adapter by 1.5 mm (0.06 inch).
Then, lightly tighten the knurled locknut.

g00339033
Illustration 51
Transducer in position (typical example)
(10) 6V-7910 Transducer
(13) Fuel injection line for No. 1 cylinder

1. The engine must be stopped before installing

the timing indicator.

2. A high pressure fuel line must be disconnected

and a probe must be installed into the flywheel
housing.
3. Disconnect the fuel injection line (13) for the No.
1 cylinder. Slide the nut upward. Slide the nut
out of the way. Attach the 5P-7436 Adapter (9).
Tighten 5P-7436 Adapter (9) onto the pump
bonnet. Turn adapter (9) onto the pump bonnet.
Continue until the top of the bonnet’s threads line
up with the bottom of the opening in adapter (9).
4. Attach 5P-7435 Adapter (11) onto injection
transducer (10). Then, connect 5P-7435 Adapter
(11) in the opening of 5P-7436 Adapter (9).
5. Place fuel injection line (13) on top of 5P-7435
Adapter (11). Install 5P-7437 Adapter (7).
Tighten the adapter to a torque of no more than
40 N·m (30 lb ft).
g00361934
Illustration 53
Transducer in position
(3) 6V-2197 Magnetic Transducer
8. Connect the cables from the magnetic transducer
(3) to 8T-5250 Engine Timing Indicator (1).
Calibrate the indicator, and make any necessary
adjustments.
Note: See Special Instruction, SEHS8580 for more
information on the calibration procedure.
9. Start the engine, and allow the engine to reach
operating temperature. Then, run the engine at
approximately one half throttle for eight to ten
minutes. After this amount of time, measure the
engine’s timing.
58
Testing and Adjusting Section

10. Run the engine at increments of 100 rpm Table 7

between 1000 rpm (base rpm) and high idle. Permissible Dynamic Timing at Specified
Record the readings for engine timing, and then Engine Rpm
plot these readings onto a graph. 22.5 Static Timing(5)

Note: Use smaller increments to pinpoint the times 920 RPM 1312 RPM 1950 RPM 2200 RPM
when the timing advance starts. You can also use 
22.5 to 
27.6 to 28.5 to
22.5
smaller increments to pinpoint the times when the 23.7 28.8 29.7
timing advance stops. (5) Engine arrangement 238-8191
11. Compare your results to the following values.
12. If the automatic timing advance is not correct,
a. Settings for 3JK and 8RG repair the automatic timing advance unit, or
replace the automatic timing advance unit. There
Table 3 is no adjustment to the unit.
Permissible Dynamic Timing at Specified
Engine Rpm i01989111
18 Static Timing(1)
550 RPM 720 RPM 1062 RPM 1150 RPM
Fuel System - Inspect
18.3 to 26.4 to SMCS Code: 1250-040
18 24.1 to 26
19.5 27.4
(1) Engine arrangements 149-8154 , 149-8155 , 149-8156 ,
Either too much fuel for combustion or not enough
and 149-8157 fuel for combustion can be the cause of a problem
in the fuel system. If smoke is rising from the
Table 4 exhaust, diagnosing the problem may be difficult.
Therefore, work is often done on the fuel system
Permissible Dynamic Timing at Specified
Engine Rpm
when the problem is really with some other part of
19.5 Static Timing(2) the engine.

550 RPM 720 RPM 1062 RPM 1150 RPM When noticeable smoke rises from the exhaust, this

19.8 to 
25.6 to 
27.9 to problem can be caused by a worn unit injector. This
19.5 unusual smoke can also be caused by one or more
21.0 27.5 28.9
of the reasons that follow:
(2) All other engine arrangements
• Not enough air for good combustion
b. Settings for 7BL
Table 5 • An overload at high altitude
Permissible Dynamic Timing at Specified • Oil leakage into combustion chamber
Engine Rpm
25 Static Timing(3) • Not enough compression
1100 1400 1600
400 RPM 700 RPM
RPM RPM RPM Fuel System Inspection
 25.1 to 27.8 to 31.7 to 34.0 to
25.0
26.1 28.8 32.7 35.0 A problem with the components that send fuel to
(3)
the engine can cause low fuel pressure. This can
All engine arrangements
decrease engine performance.
c. Settings for REA
1. Check the fuel level in the fuel tank. Inspect the
Table 6 cap for the fuel tank. Make sure that the vent is
not filled with dirt.
Permissible Dynamic Timing at Specified
Engine Rpm 2. Check the fuel lines for fuel leakage. Make sure
22.5 Static Timing(4)
that none of the fuel lines have a restriction or
1200 1450 1770 1940 2200 have sharp bends.
RPM RPM RPM RPM RPM
3. Install a new fuel filter. Clean the primary fuel
22.5 to 24.4 to 25.6 to 26.8 to
22.5 filter.
23.4 25.6 26.8 27.8
(4) Engine arrangement 238-8190
 59
Testing and Adjusting Section

4. Remove any air that may be in the fuel system. i01988438

If there is air in the fuel system, open the drain Finding Top Center Position
valve that is on the fuel injection pump housing. for No. 1 Piston
Use the fuel priming pump to move fuel through
the low pressure fuel system. Allow fuel to drain SMCS Code: 1105-531
until fuel that is free of air flows from the drain
line. Table 9
Required Tools
i01988453
Part
Part Description Qty
Engine Speed - Check Number
9S-9082 Engine Turning Tool 1
SMCS Code: 1000
Table 8 Note: The starting position for all timing procedures
is with the No. 1 piston at the top center position on
Required Tools the compression stroke.
Part Number Part Name Quantity
9U-7400 Multitach 1

g00361852
Illustration 55
Locating the top center position (typical example)

g00320509 (1) The storage location for the timing bolt

Illustration 54 (2) Plug
9U-7400 Multitach (3) Bolt
(4) Cover
(1) Carrying case
(2) Power cable
(3) Tachometer generator 1. Remove the timing bolt (1), the bolt (3), and the
(4) Tachometer drive group cover (4).
(5) Multitach
2. Remove the plug (2).
The 9U-7400 Multitach can measure engine
speed from a tachometer drive on the engine. This
multitach can also measure engine speed from the
tracking of tape on a rotating engine part.

Note: Refer to Tool Operating Manual, NEHS0605

for information that relates to the using of the tool
group.

g00361853
Illustration 56
9S-9082 Engine Turning Tool
(1) The installed timing bolt
(5) 9S-9082 Engine Turning Tool
60
Testing and Adjusting Section
3. Install 9S-9082 Engine Turning Tool (5) in the
housing.
4. Once plug (2) has been removed, insert the
timing bolt (1) through the hole. Hold the timing
bolt (1) against the flywheel.
5. Turn the flywheel in the direction of normal
engine rotation until the timing bolt engages with
the threaded hole. The No. 1 piston is at the top
center position on the engine.
Note: If the flywheel is turned beyond the point of
engagement, the flywheel must be turned in the
direction that is opposite of normal engine rotation.
Turn the flywheel by approximately 30 degrees.
Then turn the flywheel in the direction of normal
engine rotation until the timing bolt engages with
the threaded hole. When the No. 1 piston is at the
top center position, this procedure will remove the
play from the gears.
g01015545
Illustration 57
Cylinder and valve location (3408 engines)
(A) Inlet valves
(B) Exhaust valves
(C) Fuel injection pumps
g01015548
Illustration 58
Cylinder and valve location (3412 engines)
(A) Inlet valves
(B) Exhaust valves
(C) Fuel injection pumps
6. Remove the left front valve cover. Look at the
valves of No. 1 cylinder. The valves will be
closed if the No. 1 piston is on the compression
stroke. You can move rocker arms up and down
with your hand. If the No. 1 piston is not on the
compression stroke, perform the following steps.
7. Remove the timing bolt from the flywheel.
8. Rotate the crankshaft counterclockwise by 360
degrees. Install the timing bolt.
Note: If the flywheel is turned beyond the point of
engagement, the flywheel must be turned in the
direction that is opposite of normal engine rotation.
Turn the flywheel by approximately 30 degrees.
Then turn the flywheel in the direction of normal
engine rotation until the timing bolt engages with
the threaded hole. When the No. 1 piston is at the
top center position, this procedure will remove the
play from the gears.
i01988989
Fuel Injection Nozzle - Test
SMCS Code: 1254-081
Refer to Special Instruction, SEHS9083, “Test
Sequence For Caterpillar 7000 Series Fuel Nozzles”
for instructions that are related to testing the fuel
injection nozzles.
Refer to Tool Operating Manual, SEHS7292, “Using
the 5P-4150 Nozzle Testing Group” for instructions
that are related to using the nozzle testing group.
i01988540
Fuel Ratio Control - Adjust
SMCS Code: 1278-025
The fuel rack setting must be correct before the
adjustment for the fuel ratio control can be checked.
Refer to Testing and Adjusting, “Fuel Setting -
Adjust” for information that relates to the adjustment
of the fuel system.
The 6V-3075 Dial Indicator for fuel rack setting is
used for the adjustment of fuel ratio control.