@ REGO 438- -06 CAT ERPILLAR May 1992 Systems Operation Testing & Adjusting 3406 Vehicular Engine 70V1-UP 11N1-3779Important Safety Information Most accidents involving praduet operation, maintenance and repair are caused by fallure 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, skils and tools to perform these functions propery. 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. these hazard ‘wamings are not heeded, bodiy injury or death could occur to you or other persons. The hazards are identified by the “Safety Alert Symbol” and followed by a "Signal Word’ such as “WARNING as 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, explaining the hazard, 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 not specifically recommended by Caterpilar is used, you must satisty yourself that its safe for you and others. You should also ensure that the product will not be damaged ‘or made unsafe by the operation, lubrication, maintenance or repair procedures you choose. The information, specifications, and illustrations in this publication are on the basis of information available at the time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time, These changes can affect the service given to the product. Obtain the complete and most current information before starting any job. Caterpillar dealers have the most current information available, For a list of the most current publication form numbers avaliable, see the Service Manual Contents Microfiche, REG1139FIndex Testing And Adjusting Air inlet And Exhaust System 106 i Bridge Adjustment 108 Systems Operation Compression 107 Air inlet And Exhaust System ar Crankcase (Crankshaft Compartment) Atercooler 28 Pressure 107 Turbocharger 28 Cylinder Head 108 Valves And Valve System Components 30 Exhaust Temperature 106 Measurement Of Pressure in inlet Manifold. 106 Basic Block 37 Restriction Of Ar nlet And Exhaust 108 Camshaft 38 Turbocharger 107 Crankshaft 27 Valve Lash Seiting 109 Cylinder Block, Liners And Head 37 Pistons, Rings And Connecting Rods 37 Basic Block 118 Vibration Damper 38 Connecting Rod And Main Bearings 419 Connecting Rods And Pistons 119 Cooling System 34 Cylinder Block. 119 Coolant Conditioner (An Attachment) 36 Flywheel And Flywheel Housing 121 Coolant For Air Compressor 35 Piston Rings 118 Projection OF Cylinder Liner 119 Electrical System 8 Vibration Damper 125 Charging System Components 39 Electrical System Schematics 2 Cooling System 412 Grounding Practices 38 Testing The Cooling System 412 ‘Other Components 2 Visual Inspection Of The Cooling System ..... 112 Starting System Components 4 Electrical System 125 Fuel System a1 Battery 126 Automatic Timing Advance Unit 26 Charging System 126 Fue! Injection Pump Operation 22 Rack Shut-Off Solenoid 131 Fue! Injection Valve 22 Starting System 129 Hydra: Mechanical Governor 22 Test Tools For Electrical System 125 Hydraulic Fuel Ratio Control 24 Fuel System 85 Fuel System (New Serall) 5 ‘Adjustment Of Hydraulic Fuel Ratio Control.” 103 Automatic Timing Advance Unit 7 Cheoking Engine Cylinders Separately 85 Dashpot 14 Checking Engine Timing With 875300 Timing Fuel Ratio Control 18 Indicator Group And 8T5301 Diesel Timing Adapter Fuel System Schematic 5 Group 92 Fuel Transfer Pump 9 Checking The Plunger And Litter Washer On An Governor Servo 13 Injection Pump 88 il Flow For Fuel injection Pump, Governor And Engine Speed Measurement 99 ‘Automatic Timing Advance 10 Finding Top Center Compression Postion Fo: No, ston 89 Lubrication System 30 Fuel injection Service 86 il Flow In The Engine (Earlier) 33 Fue! Injector Testing 85 Oil Flow In The Engine (Later) 32 Fuel Rack Setting 95 Fuel System Adjustments: Off Engine 96 Fuel System Adjustments: On Engine a1 Fuel System Inspection 85 Governor Adjustments 100 Governor Control Adjustments (166 Motor Grader) 103 Measuring Fuel injection Pump Timing Dimension 4 3406 Vehicular Engine IndexFuel System (New Scroll) 52 Cheok And Adjustment Of The Fuel Ratio Control Linkage 7 Checking Engine Cylinders Separately 52 ‘Checking Engine Timing By Timing Pin Method 66 Checking Engine Timing With 815300 Timing Indicator Group And 878301 Diesel Timing Adapter Group: 63 Checking The Plunger And Lifter OF An injection Pump 56 Engine Speed Measurement a1 Finding Top Center Compression Poston For No 1 Piston 62 Fuel injection Lines 53 Fuel Injector Testing 53 Fuel Ratio Control Adjustment 15 Fue} Ratio Control And Governor Check 3 Fuel Setting Procedure 67 Fuel System Inspection 52. Fuel Transfer Pump 52. Removal And instalation Of Fu injaction Pumps 56 Lubrication System 110 Increased Oil Temperature 112 Measuring Engine Ol Pressure 110 Oi Pressure Is High 12 Oil Pressure Is Low 111 Too Much Bearing Wear 112 Too Much Oil Consumption 110 Troubleshooting 4 Troubleshooting index 44 Specifications NOTE: For Specifications with illustrations, make reference to Specification For 3406 Vehicular Engine, Form No. REGO1439. If the Specifications in Form No, REGO1438 are not the same as the Systems Operation and the Testing And Adjusting, look at the printing date (on the back cover of each book. Use the Specifications given in the book with the latest date, ‘AC’ in the left margin is an indication of a change from the former issue. 3406 Vehicular Engine ‘Systems OperationNew Scroll Fuel System Fuel System Schematic 4 5 lo SS Z 6 = =] H\ \e esate 1 8 10 n 12 Fuel System Schematic (1) Fuel tank. (2) Fuel return ine. () Priming pump. (4) Fuel injection nozzle. (5) Fue injection line. (6) Fue! injection pump. (7) Primary fue finer.) Check valves. (8) Fuel transfer pump. (10) Secondary fue iter. (11) Constant bleed orice. (12) Fuel injection pump housing. Fuels pulled rom fuel tank (1) through primary fue fter (7) and check valves (8) by fuel transfer pump (9). From the fuel transfer pump the fuel is pushed through ‘secondary fuel fier (10) and to the fuel manifold in fuel injection pump housing (12). A bypass valve in the fuel transfer pump keeps the fuel pressure inthe system at 170 to 280 kPa (25 to 40 ps). Constant bleed valve (11) also lets @ constant flow of fuel go through fuel fetur line (2) back to fuel tank (1). This helps keep the fuel cool and free of air. There is also a manwal bleed valve that can be used when the fuel priming pump is Used to remove air from the system. Fuel injection pump (6) gets fuel trom the fuel manifold and pushes fuel at very high pressure through fue ine (5) to fuel injection nozzle (4). The fuel injection nozzle has very small holes in the tip that change the flow of fuel to a very fine spray that gives good fue! combustion in the cylinder. 3406 Vehicular Engine ‘Systems OperationFuel Injection Pump ‘The fuel injection pump increases the pressure of the fuel and sends an exact amount of fuel to the fuel injection nozzle. There is one fuel injection pump for ‘each cylinder in the engine. 1 a 2 ‘ 5 ‘ 1 1 Oo ‘ . G 9 0 soaseP1 Fue! Injection Pump (2) Spil port. 2) Check valve. (3) Pump baral (4) Bypass port, {o)Fump per. (8) png (7 Futon. (wr. (9) Ur, (10) Cam, The fue! injection pump is moved by cam (10) of the {uel pump camshaft. When the camshaft tums, the cam raises lifter (9) and pump plunger (5). The pump plunger always makes a full stroke. As the camshaft tums farther, spring (6) returns the pump plunger and liter to the bottom of the stroke. " 12 13 15 QO ON o- BIH se 250099-101 Pump Barrel And Plunger Assembly (1) Spit port. (2) Check vaive. (3) Pump barrel. (4) Bypass por. (6)Pump plunger (11) Oriiced reverse low check valve. (412) Spring, (13) Spring, (14) Scol (15) Sot. When the pump plunger is at the bottom of the stroke, fuel at transfer pump pressure flows through spill port (1) and bypass port (4). Fue! fils pump barrel (3) in the area above pump plunger (5). 3406 Vehicular Engine ‘Systems Operation" 12 1B 2 4 2 3 1 4 SU Qa Bi 15 vo qq i, =~ re} BS ID a ' Q xO Bote [cy soos Pump Barrel And Plunger Assembly (1) Spil port. 2} Check valve. (3) Pump bare. (8) Bypass por. (5) Pump plunger. (11) Oriieed reverse ow check vave. (12) Spring. (18) Spring, (14) Serl (15) Sot After pump plunger (5) begins the up stroke, fuel will, bbe pushed out bypass port (4) until the top of the pump plunger closes the port. As the pump plunger travels farther up, the pressure of the fuel increases. At ‘approximately 690 kPa (100 psi), check valve (2) opens and lets fuel flow into the fuel injection line to the fuel Injection nozzle. fd '850096-1P1 Pump Barrel And Plunger Assembly (1) Spl port. (2) Check valve (3) Pump barrel. 4) Bypass port. {6)Pump plunger (11) Oriced reverse flow check valve. (12) Spzng. (18) Spring, (14) Serol (15) Sot. When the pump plunger travels farther up, scroll (14) ‘uncovers spill port (1). The fuel above the pump plunger goes through slot (15), along the edge of scroll (14) and out spill port (1) back to the fuel manifold This is the end of the injection stroke. The pump plunger can have more travel up, But no more fuel will be sent to the fuel injection nozzle, 3406 Vehicular Engine ‘Systems OperationPump Barre! And Phunger Assembly (1) Spil port. (2) Check valve. 4) Bypass port. (5) Pump plunger. (11) Orficed reverse flow check valve. (12) Spring. (13) Spring (14) Sexo. (15) Sit When spill port (1) is opened by plunger (5) the fuel nozzle closes and spring (13) closes check valve (2) as the pressure above plunger (5) drops below 690 kPa (100 psi). At the same time oriiced reverse flow check valve (11) opens, Oificad reverse flow check valve (11) closes when the ‘uel pressure in the fuel injection lines is 6900 kPa (1000 psi. This keeps the fuel in the injection line and ‘above the reverse flow check valve at 6900 kPa (1000 Psi) NOTE: Reverse flow check valve (11) prevents rough idle by stopping any secondary injection of fuel between injection strokes. This valve is only effective ‘below 8250 kPa (1200 ps) and has no effect above that pressure. When the engine is shutdown, the pressure is gradually released through a small groove 6 the bottom face of reverse flow check valve (11) When the pump plunger travels down and uncovers bypass port (4), fuel begins to fill the area above the ump plunger again, and the pump is ready to begin another stroke ‘The amount of fuel the injection pump sends to the injection nozzle on each pump stroke can be changed by the rotation of the pump plunger. Gear (8) is, attached to the pump plunger and is in mesh with fuel raok (7). The governor moves the fuel rack which turns the fuel pump plungers according to the fuel needs of the engine. When the governor turns the pump plunger, scroll (14) on the plunger changes the Gistance between the top of pump plunger and the point where scroll (14) uncovers spill port (1). The longer the distance from the top of the pump plunger to the point where scroll (14) uncavers spill port (1), the more fuel wil be injected. ‘To stop the engine, the pump plunger is rotated so that slot (15) on the pump plunger isin line with spill port (1). The fue! wil now go out the spill port and not to the injection nozzle. Fuel Injection Nozzle The fue! injection nozzle goes through the cylinder head into the combustion chamber. The fuel injection pump sends fuel with high pressure to the fuel injection nozzle where the fuel is made into a fine spray for good combustion, Fuel injection nozzle (1) Carton am. (2) Seal (9) Passage. (4) Fiter screen. (5) net passage. (6) Orifice. (7) Valve (6) Diameter. (@) Spring, Seal (2) goes against the nozzle adapter and prevent leakage of compression from the cylinder, Carbon dam (1) keeps carbon out of the bore in the nozzle adapter. Fuel with high pressure from the fuel injection pump goes into inlet passage (6). Fuel then go through filter soreen (4) and into passage (3) to the area below diameter (8) of valve (7). When the pressure, the fuel that pushes against diameter (8) become greater than the force of spring (9), valve (7) lifts up. This occurs ‘when the fuel pressure goes above the Valve Opening Pressure of the fuel injection nozzle. When valve (7) lifts, the tip of the valve comes off the nozzie seat and the Tuel wil go through the six small oritices (6) into the combustion chamber 3406 Vehicular Engine ‘Systems OperationThe injection of fuel continues until the pressure fuel against diameter (8) becomes less than the force spring (9). With less pressure against diameter (8), spring (8) pushes valve (7) against the nozzle seat and stops the flow of fuel to the combustion chamber. ‘The fuel injection nozzle can not be disassemble and no adjustments can be made. Fuel Transfer Pump The fuel transfer pump is a piston pump that is moved by a cam (eccentric) on the camshaft for the fuel injection pump. The transfer pump is located on the. bottom side of the fuel injection pump housing. 1 2 soot XY 3 s—H A a 5 6 1 8 Fuel Transfer Pump (Start Of Down Stroke) (Arrows Indicate Fuel Flow Direction) (1) Push od. (2) Piston. (8} Outlot chock vale. (4) Puring check valve. (5) Pumpng spring. (6) Pump inet port. (7 Inlet check valve. (8) Pump outlet port, When the fuel injection pump camshaft turns, the cam moves push rod (1) and piston (2) down. As the piston moves down, inlet check valve (7) and outlet check valve (3) close. Pumping check valve (4) opens and allows the fuel below the piston to move into the area above the piston. Pumping spring (5) is compressed as the piston is pushed down by push rod (1). 3408 Vehicular Engine ‘As the fuel injection pump camshaft continues to turn, the can no longer puts force on push rod (1). Pumping spring (5) now moves piston (2) up. This causes pumping check valve (4) to close. Inlet check valve (7) ‘and outlet check valve (3) will open. As the piston moves up, the fuel in the area above the piston is. pushed though the outlet check valve (3) and out pump outlet port (8). Fuel also moves through pump inlet port (6) and inlet check valve (7) to fil the area below piston (2). The pump is now ready to start a new cycle. 1 2 250082.P1 ue Transfer Pump (Start Of Up Stroke) (Arrows Indicate Fuel Flow Direction) (1) Push rod. (2) Piston, (3} Outlet check valve. (4) Pumping check valve (5) Pumping spring. (6) Pump inet por. (7) Inet check valve. (8) Pump outlet por. ‘Systems OperationOil Flow For Fuel Injection Pump, Governor And Automatic Timing Advance Lubrication oil from the side ofthe cylinder block goes into the side of the fue injection pump housing at location (4) The ol then goes to a passage between {uel injection pump housing (2) and governor center housing (8) where it flows to three different locations. ‘Apart of the oil goes back into the main oil passage in {uel injection pump housing (2). Ths oll gives a supply of lubrication for the three fuel injection pump camshaft bearings. At the camshaft bearing next to the governor, cil flows into drilled passages in the ‘camshaft to give lubrication to the flyweight cartier thrust bearing, At the camshaft bearing farthest from the governor, oil flows into drilled passages in the ‘camshaft to give a supply of oil to operate the automatic timing advance. Oil drains from the camshaft bearings into the fuel injection pump housing. A drain hole in the housing keeps the level of oil in the housing ‘even with the center of the camshaft, Oil drains from the housing, through drain port (6), back to the engine block. 3406 Vehicular Engine 10 ‘Systems Operation7s386-161 Fuel injection Pump And Governor (1) Servo. 2) Fue injection pump housing. (3) Cover. (4) Ot supply from cylinder block. (5) Oi drain into eytincer block. (6) Dashpot. (7) Governor rear housing. (€) Governor center housing. il also flows through a different passage back to the {uel injection pump housing. This passage is connected to governor servo (1). The governor servo gives hydraulic assistance to move the fuel rack, ‘The remainder of the oil goes through a passage in the governor center housing (8) and governor rear housing {7) to cover (3) or the fuel ratio control. From the cover Or the fue! ratio control, ol drains back into the governor housing. This ol lubricates the governor Control components and supplies the ol forthe dash pot (6). The internal parts of the governor are also Lubricated by oll leakage from governor servo (1) and. the oil thrown off by parts in rotation. An opening between the lower part of the governor and the fuel injection pump housing lets oil out of the governor The fue! injection pump housing has an oil drain port (5) that is connected to the engine block. 3406 Vehicular Engine 1 Systems Operation‘B50040P1 Governor (1) Governor spring. (2) Sieve. (3) Valve. () Piston. (5) Governor ‘servo, (6) Fuel rack. (7) Lever (6) Flyweight. (9) Over fling ‘pring (10) Riser. (1) Spring seat. (12) Stop bot (18) Load stop Dar. (14) Power setting serew. (15) Stop cola. ‘The governor controls the amount of fuel needed by the engine to maintain a desired rpm. The governor flyweights (8) are driven directly by the {uel pump camshaft. Riser (10) is moved by flyweights (8) and governor spring (1). Lever (7) connects the Fiser with sleeve (2) which is fastened to valve (3) Valve (3) is a part of governor servo (6) and moves piston (4) and fuel rack (6). The fuel rack moves toward the front of the fuel pump housing (to the right in the illustration) when moved in the FUEL OFF direction The force of governor spring (1) always pushes to give more fue! to the engine. The centrifugal (rotating) force Of tlyweights (8) always push to get a reduction of fuel to the engine. When these two forces are in balance (equal), the engine runs at a constant rpm. When the engine is cranked to start and the governor is at the low idle position, over fueling spring (9) moves the riser forward and gives an extra amount of fuel to the engine. When the engine has started and begins to run, the flyweight force becomes greater than the force of the over fueling spring. The riser moves to the rear land reduces the amount of fuel to the low idle requirement of the engine. When the governor control lever is moved to the high ‘dle position, governor spring (1) is putin compression and pushes riser (10) toward the flyweights. When the riser moves forward, lever (7) moves sleeve (2) and valve (3) toward the rear. Valve (3) stops ol flow through governor servo (6) and the ol pressure moves. Piston (4) and the fuel rack to the rear. This increases the amount of fue! to the engine. As engine speed increases, the lyweight force increases and moves the riser toward the governor spring. When the riser moves to the rear, lever (7) moves sleove (2) and valve (3) forward. Valve (8) now directs oll pressure to the rear of piston (4) and moves the piston and fuel rack forward. This decreases the amount of fuel tothe engine. When the fyweight force and the governor spring force become equal, the engine speed is constant and the engine runs at high idle rpm. High idle ‘pm is adjusted by the high idle adjustment screw. The ‘agjustment screw limits the amount of compression of the governor spring, With the engine at high ide, when the load is increased, engine speed wil decrease. Flyweights (8) ‘move in and governor spring (1) pushes riser (10) forward and increases the amount of fuel to the engine. [As the load is increased more, governor spring (1) ppushes riser (10) farther forward. Spring seat (11) puls ‘on stop bolt (12). Stop collar (15) on the opposite end ‘has power setting screw (14) that controls the maximum amount of fuel rack travel. The power setting sorew moves forward and makes contact with load stop bar (13). This i the set point (balance point) of the engine ‘3406 Vehicular Engine 12 ‘Systems OperationGovernor Servo ‘The governor servo gives hydraulic assistance to the mechanical governor force to move the fuel rack. The governor servo has cylinder (3), cylinder sleeve (4), Piston (2) and valve (1), ‘e022001 Governor Servo (Fuel on rection) (1) Valve. 2) Piston. (3) Cynder. (4) Cylinder sleeve. (5) Fuel rack (A) Ot inet. (8 Oi cute. (C) Ot passage. (D) Ol passage. \When the governor moves in the FUEL ON direction, valve (1) moves to the left. The valve opens cil outlet (®) and closes oil passage (D). Pressure oll from oil inlet (A) pushes piston (2) and fuel rack (5) to the left il behind the piston goes through of passage (C), along valve (1) and out of outet (8). When the governor spring and flyweight forces are balanced and the engine speed is constant, valve (1) stops moving, Pressure ol trom il inlet (A) pushes piston (2) until oil passages (C and D) are opened. Ci ‘now flows through ol passage (D) along valve (1) and out through oi outlet (B). With no ol pressure on the piston, the piston and fuel rack (6) stop moving, LS Spee LS ead || Pa 92221 Governor Serv (Balanced Position) (1) Valve. 2} Pston. (3) Cylinder. (4) Cynder sleeve (5) Fuel rack (A) Ot ine, (8) Oi cult. (C) Ov passage. (0) Ot passage, When the governor moves in the FUEL OFF direction, valve (1) moves to the right. The valve closes oil outlet (B) and opens oil passage (D). Pressure oil from oil inlet (Ais now on both sides of piston (2). The area of the piston is greater on the left side than on the right side Of the piston. The force ofthe ol is also greater on the left side ofthe piston and moves the piston and fuel rack (5) to the right. eo pa221P1 Governor Servo (Fuel Of Direction) (1) Valve. 2) Pston.(@) Cylinder. (4) Cynder sleeve. (5) Fuel rack (4 Ot inet. () Oi cult. (C) Oi passage. (0) Ol passage. 3406 Vehicular Engine 13 ‘Systems Operation‘950038-161 Dashpot (1) Noose vate, (2) Oi reservoir. (8) Cylinder. (4 Piston, (6) Dashpot spring. (6) Spring seat. The dashpot helps give the governor better speed control when there are sudden speed and load changes. The dashpot has needle valve (1), of reservoir (2), cylinder (3), piston (4), dashpot spring (6) and spring seat (6). Piston (4) and spring seat (6) are fastened to dashpot spring (6) When spring seat (6) is moved, by a change in load or speed, dashpot spring (5) moves piston (4) in cylinder @). The cylinder and ol reservoir (2) are full of oll. AS piston (4) moves, it causes oil to be moved in or out of the cylinder through needle valve (1) and oll reservoir @. Neadle valve (1) gives restriction to oil flow to and from cylinder (3). This causes a restriction to the movement ‘of piston (4) and spring seat (6). The faster the ‘governor tries to move spring seat (6), the greater the resistance the dashpot gives to the spring seat movernent, 3406 Vehicular Engine 4 ‘Systems OperationFuel Ratio Control f DRAIN OWL FLOWING O1L itu ca2890P1 i Fuel Ratio Control {Engine Starte) (Typical Example) {*hinet aie chamber (2) Diapiragm assembly. 3) Internal valve. (4) Ol drain passage. (5) inet. (6) Stem. (7) Spring. (8) Piston. (9) i passage. (10) Ol chamber. (11) Lever. The fuel ratio control limits the amount of fuel to the cylinders during an increase of engine speed (acceleration) to reduce exhaust smoke. Properly adjusted it also minimizes the amount of soot in the engine, ‘Stem (6) moves lever (11) which will restrict the movement of the fuel rack in the FUEL ON direction only. With the engine stopped, there is no oll pressure and stem (6) is inthe fully extended position as in the (Engine Started) ilustration. The movement of the fuel rack and lever (11) is not restricted by stem (6). This {gives maximum fuel to the engine for easier starts, ‘When oil pressure arrives at the control, engine oil flows through oil inlet (6) into pressure oil chamber (10). Piston (8) and stem (6) move to restrict lever and rack to the smoke limited rack setting, ‘Stem (6) will not move from the limited rack setting until inlet manifold pressure increases enough to move internal valve (3). A line connects the inlet manifold with inlet air chamber (1) of the fuel ratio control 3406 Vehicular Engine 15 ‘Systems Operation\ , : | oration Bl sroPre0 0 UU THI lJ cazesiP1 Fuel Ratio Control (Engine Acceleration) (Typical Example) (1) Inet air chamber. (2) Diaphragm assembly. (8 Internal valve. (4) drain passage. (6) Ol inet. (6) St. (7) Spring. (8) Piston. (8) Ol passage. (10) Oi chamber. (11) Lever. ‘When the governor control is moved to increase fuel to the engine, stem (6) limits the movement of lever (11) in the FUEL ON direction. The oil in oil chamber (10) acts as a restriction to the movement of stem (6) until inlet air pressure increases, {As the inlet air pressure increases, diaphragm assembly (2) and internal valve (3) move to the right, The internal valve opens oil passage (9), and oil in oil chamber (10) goes to oil drain passage (4). With the oil pressure reduced behind piston (8), spring (7) moves the piston and stem (6) to the right. Piston (8) and stem (© will move unti oil passage (9) is closed by internal valve (3) Lever (11) can now move to let the fuel rack 0 to the full fuel position. The fuel ratio control is designed to restrict the fuel until the air pressure in the inlet manifold is high enough for complete combustion, It prevents large amounts of exhaust smoke caused by an aii-fuel mixture with too much fuel 3406 Vehicular Engine 16 ‘Systems OperationAutomatic Timing Advance Unit Bb scene ‘eesee8P1 10 ‘Automatic Timing Advance Unt (Before Tiring Advance Begins) (1) Spring. 2) Flyweight. (3) Tmsng gear. () Carer. (5) Fuel injection pump camshatt. (6) Screw. (7) Setscrew. (8) Spring, (9 Bolt. (10) Ring, (14) ing. (12) Spoot (13) Body. The automatic timing advance unit connects the drive tend of the fuel injaction pump camshatt with the timing {gears in the front of the engine. The unit uses the engines oll pressure to change the fuel injection timing according to engine speed. This gives better combustion of the fuel at all levels of engine operation, ‘The automatic timing advance unit is connected to fue! injection pump camshaft (5) with four bolts (9) Bolts (9) pul ings (10) and (11) together to hold timing gear (@). Carrier (4) has straight splines on its outside diameter and helical spines on its inside diameter. The outer splines are in contact with the straight spiines of ring (10) and the inner splines are in contact with the helical splines on fuel injection pump camshaft (5) When the engine is started, timing gear (3) drives fuel injection pump camshaft (5) through ring (10) and carrier (4). ‘As the engine is run at a steady rpm (such as low idle ‘speed), the centrifugal force of flyweights (2) and the force of spring (8) are equal. At this point, spool (12) is held in position to close the oil passage in body (13), Engine lubrication oil flows through the fue! injection pump housing and through a passage in fuel injection pump camshaft (5) into body (13) and is stopped by ‘spool (12). At this point the oil cannot move body (13) and carrier (4). Spring (1) holds carrier (4) toward the {uel injection pump and the fuel injection timing is not advanced. ‘3406 Vehicular Engine 7 ‘Systems OperationENGINE LUBRICATION Oc PRESSURE veneers B ‘Automatic Timing Advance Unit (Timing Advance Bagin) (@) Spring. (2) Flyweight (2) Timing gear. (4) Cari (6) Fue injection pump camhat. (6) Serew. (7) Setsrew. (8) Spring (®) Bat. (10) Ring. (51) Ring: (12) Spool (13) Body. \When the engine speed increases to the point where the force of fyweights (2) is greater than the force of spring (8), the fyweights move spool (12) tothe left. This isthe slart of advance. The rpm at which advance starts is adjusted by screw (6). Screw (6) controls the force of spring (8). The spool opens ports in body (13) \which allows engine lubrication oll to flow out of camshaft (5) through the body and put oil pressure on body (18) and carrier (4). When the pressure ofthe cil becomes greater than the force of spring (1), the body and carrier begin to move to the left. Carrier (4) has straight spines on its outside iameter and helical splines or is inside diameter. The outer cartier spines are in contact with straight splines in ring (10) and the inner splines are in contact with helical spines on fuel injection purp camshaft (6). As carrer (4) s forced to the left by ol pressure, it sides between the splines on ring (10) and the splines on camshatt (5). The helical splines on the camshaft and carrier cause the camshaft to tur in relation to timing gear (3). This action cause the fuel injection timing to be advanced, 3406 Vehicular Engine 18 ‘Systems Operation[El grag sggrcenon OIL PRESSURE. 1B ‘Automatic Timing Advance Unit (Maximum Timing Advance) (1) Spring. (2) Fiyweights. (3) Timsng gear. (8) Carrer. (5) Fual injection pump camshat. (6) Screw. (7) Setscrew. (8) Spring, (8) Bolt. (10) Rin, (11) Ring. (12) Spoot (13) Body. AAs the engine speed increases, carrier (4), body (13), ‘spool (12) and tlyweights (2) continue to move toward the left until spool (12) makes contact with setscrew (7). Body (13) moves to the left until the oil ports close, Maximum fuel injection timing advance is adjusted and limited by setscrew (7), 3406 Vehicular Engine 19 ‘Systems OperationENGINE LUBRICATION tL PRESSURE. O1L RETURN Fo sume fsoaeors 10 ‘Automate Timing Advance Unit (Retard Timing Advance) (0 Spring. (2) Fweghts (2) Timing gear. (4) Cari (6) Fue injection pump camshaft. (6) Sere. (7) Setscrew. (8) Spring. (9) Got (10) Ring (11) Ring: 12) Spook (18) Body. When the engine speed drops, the force of spring (8) may be greater than the force of fyweights (2). I the spring force is greater it will push spoo! (12) to the right Ths will lock the bration oil pressure in body (13) and allow the ol between the body and camshaft to dain out ofthe automatic timing advance unit Spring (1) will move carrie, body, tyweights and spool to the right, This will cause Tuel injection pump camshaft (6) to turnin relation to timing gear (3). The action causes the fue injection timing to be retarded 3406 Vehicular Engine 20 ‘Systems OperationFuel System A21330-1P1 Fue System (J) Injection valve. (2) Ant-sighon block. (2) njction pump housing. (4) Priming pump. (5) Plug. (6) Secondary fier, (7) Fuel ne. (@) Return ine to tank. (9) Fuel tank. (10) Primary filter. (11) Transfer pump. This engine has a pressure type fuel system. There is a single injection pump and injection valve (1) for each Cylinder. The injection pumps are in the pump housing 3) on the left side of the engine. The injection valves are in the precombustion chambers or adapters, under the valve cover. The transfer pump (11) pulls fuel from the fuel tank (9) through the primary filter (10) and sends it through the ‘base of the priming pump (4) and the secondary fiter (6), through the antisiphon block (2) and to the ‘manifold of the injection pump housing. When priming pump (4) is not used, the position of Tuel line (7) and, plug (6) are reversed. The fuel in the manifold of the injection pump housing goes to the injection pumps. The injection pumps are in time with the engine and ‘send fuel to the injection valves under high pressure. ‘Some of the fuel in the manifold is constantly sent back through the anti-siphon block (2) and through the return line (8) to the fuel tank to remove air from the system, Orifices in the anti-siphon block control the amount of fue! that goes back to the fue! tank. ‘The priming pump (4) is used to remove air from the {uol filter, fuel ines and components. ‘The transfer pump has a bypass valve and a check valve. The bypass valve (lower side) gives control to the pressure of the fuel. The extra fuel goes to the inlet of the pump. ‘Some of the fuel in the manifold is constantly sent back through the ant-siphon block (2) and through the return Tine (8) to the fuel tank to remove air from the system, Orfices in the antisiphon block control the amount of fue! that goes back to the fuel tank. 3406 Vehicular Engine 24 ‘Systems OperationFuel Injection Pump Operation (Gross Section Of The Housing For The Fuel Injection Pumps (1) Fuel manifol, (2) niet passage in pump barrel. (3) Check Valve. (4) Pump plunger. 6) Spring, (8) Gear. (7) Fuel rack, (@ Liter, (2) Casha. The rotation of the lobes on the camshaft (9) cause lifters (8) and pump plungers (4) to move up and down. The stroke of each pump plunger is always the same. The force of springs (6) hold liters (8) against the lobes of the camshaft. When the pump plunger is down, fuel trom fuel manifold (1) goes through inlet passage (2) and fill the ‘chamber above pump plunger (4). As the plunger ‘moves up it closes the inlet passage. ‘The pressure ofthe fuel in the chamber above the plunger increases unti itis high enough to cause check valve (3) to open. Fuel under high pressure flows out of the check valve through the fuel ie to the injection valve, unti the inlet passage is opened by the plunger. The pressure in the chamber decreases and check valve (3) closes. ‘The longer inlet passage (2) is closed, the larger the ‘amount of fuel which will be forced through check valve (3). The period for which the inlet passage is closed is controlled by the design of the plunger. When the governor moves fuel rack (7), It moves gear (6) that is fastened to plunger (4). This causes rotation of the plungers and controls the period that inlet passage (2) is closed Fuel Injection Valve Fuel, under high pressure from the injection pumps, is sent through the injection lines to the injection valves. ‘The injection valves change the fuel to the correct fuel characteristic (spray pattern) for good combustion in the cylinders. The fue! injection valves are installed in the precombustion chambers in engines equipped with precombustion chambers. An adapter takes the piace Of the precombustion chamber in engines equipped. with direct injection, The precombustion chambers or ‘adapters are installed in the cylinder heads, Hydra-Mechanical Governor The accelerator pedal, or governor contro, is connected to the contra lever on the engine governor. The governor controls the amount of fuel needed to keep the desired engine pm. ‘The governor has governor weights (12), driven by the ‘engine, governor spring (6), valve (14) and piston (15), The valve and piston are connected to fuel rack (18) The pressure oil for the governor comes from the ‘engine oil pump. Pressure oil goes through passage (17) and around sleeve (16). The accelerator pedal, or ‘governor control, controls only the compression of ‘governor spring (5). Compression of the spring always pushes to give more fuel to the engine. The centrifugal force (rotation) of governor weights (12) is always pBuling to get a reduction of fuel to the engine. When these two forces are in balance, the engine runs at the desired pm (governed rpm), 3406 Vehicular Engine ‘Systems OperationKR tt pas EROS / eal é | a “ON ! | coer wo OB Pris Hyara Mechanical Governor (Typical Example Shown At Ful Load Condition) {1} Cola. 2} Speed limiter plunger. (3) Lever assembi. (4) Seat (6) Governor spring. (6) Trvust Bearing. (7) Oi passage. (@) Dive ‘gear (weight assembi).(9} Cynder. (1) Bolts. (11) Spring seat. (12) Governor weights. (13) Spring (14) Valve (15) Piston. (16) Sieve. (17) Ol passage. (18) Fue rack. Governor valve (14) is shown in the position when the {force of the governor weights and the force of the ‘governor spring are in balance When there is an increase in engine load, there will be fa decrease in engine rpm and the rotation of governor weights (12) will get slower. (The governor weights will move toward each other.) Governor spring (5) moves valve (14) forward (toward the right in picture shown). When valve (14) moves forward, and ol passage around valve (14) opens to pressure ol, Ol now flows through passage (7) and fills the chamber behind, piston (15) (the rear end of the valve stops oil flow through the rear of the cylinder, around the valve). This pressure oil pushes the piston and rack forward to give more fuel to the engine. Engine 1pm goes up until the rotation of the governor weights is fast enough to be in balance with the force of the governor spring, When there is a reduction in engine load, there will be {an increase in engine rpm and the rotation of governor weights (12) wil get faster. Tis wil move valve (14) backwards (toward the let in picture shown). This movement stops oll flow from the forward passage through piston (15) and allows the ol behing the piston to go out through a passage at the rear of the piston, around valve (14). Now, the pressure ol between sleeve (16) and piston (15) pushes the piston and fuel rack backwards. There is now @ reduction in the mount Of fuel to the engine, Engine rpm goes down until the Centrifugal force (otation) of the governor weights isin balance with the force of the governor spring. When these two forces are in balance, the engine will run at the desired rpm (governed rpm). 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, pull back on the governor control. This will let the spring loaded plunger move over the shoulder Cn the low idle adjusting screw and move the fuel rack to the fuel closed position. With no fuel to the engine cylinders, the engine will stop. After the engine has stopped. spring (13) moves valve (14) and piston (15) to the full load position. This moves the rack to full travel position and gives full fuel low through the fue! injection pump when starting the engine. il from the engine gives lubrication to the governor ‘weight bearing. The other parts of the governor get lubrication from “splash-ubrication’ (al thrown by other parts). Oil from the governor runs back into the housing for the fue! injection pumps. In eatier engines, when the governor control is moved to fuel-on poston to start the engine, plunger (2) ofthe speed limiter puts a restriction on the movement of lever assembly (3). After ol pressure of the engine gets to.a safe level, punger (2) of the speed limiter moves back (out of the way) and the governor control can be moved to increase engine rpm. Later engines do nat have a speed limiter. A small force from spring (13) moves fuel rack (18) to ‘ive a tle more fuel for engine start. With the engine Turning, the rotation of governor weights (12) wil put spring (18) in compression and cause fuel rack (18) to move back. (Spring (13) is extended only when he ‘engine is stopped or at start.) When the engine is running, spring (13) is in compression. 3406 Vehicular Engine 23 ‘Systems OperationHydraulic Fuel Ratio Control The hydraulic fuel ratio control automatically controls the amount of travel of the fuel rack, in the FUEL-ON direction, until the air pressure in the inlet manifold is high enough to give complete combustion. ‘The hydraulically operated fuel ratio control has two valves (7 and 13). A hose assembly connects inlet air chamier (6 to the inlet manifold. Air pressure from the inlet manifold works against diaphragm (5) which moves valve (13) to contol oil pressure against valve (7). Engine ol pressure works against valve (7) to Control movernent of the fuel rack ‘When the engine is stopped, there is no pressure on either of the valves. Springs (11 and 12) move both valves to the ends of their travel. In this position, there is no restriction to fuel rack movement. Also in this, position, oil outlet passage (2) is open to let oil away from valve (7) Vee w aon Ia Arst0P2 Fuel Ratio Control (Engine Stopped) (1) Fuel rack linkage. (2) Ol outet. (6) Ol inet. (8) Pressure oil chamber. (5) Diaphragm assembly (6 Inet air chamber. (7) Valve. (@) Small oi passages. (2) Large of passages. (10) Ol rains, (1) Spring, (12) Spring. (13) Valve When the engine is started, engine ol flows through cil inlet (3) into pressure oll chamber (4), through large ol passages (9) to inside of valve (7), and out small cil passages (8) to oil outlet passage (2). Oil outet passage (2) prevents oll pressure against valve (7) until air pressure from the inlet manifold is high enough to move valve (13) to close large oil passages (9). The Control will not activate until there is some boost (inlet air pressure) available from the inlet manifold. This boost is made by the turbocharger when a load is applied during engine acceleration. 13. A75109-1P1 Fuel Ratio Control (Engine Started) (@)Pressure oi chamber. (5) Diaphragm assembly. 6 Int ae ‘chamber. (7 Valve. (8) Large oll passages. (11) Spang. (13) ‘As the inlet air pressure increases, it causes diaphragm assembly (6) to move lett against spring (12). Valve (7), connected to diaphragm assembly (6), also moves left to close large oil passages (9). With these passages closed, chamber (4) is now charged with pressure oll, and valve (7) is pushed to the right against spring (11). The control is now activated, and will continue to operate until the engine is stopped. In the activated position, excess oil will go out pressure oil chamber (4) through large oil passages (9) past the land of valve (13) and then out through oil drains (10), 3406 Vehicular Engine 24 ‘Systems OperationFuel Ratio Control (Control Activated) (1) Fuel rack inkage. (4) Pressure ol chamber. (6) Diaphragm ‘assembly. (6) It air chamber. (7) Valve. () Small ol passages. {@) Large ol passages. (10) OF drains (13) Valve. ‘When the governor control is moved to increase fuel to the engine with the control activated, valve (7) limits the movernent of fuel rack linkage (1) in the FUEL-ON direction. Charged oll pressure chamber (4) acts as a restriction to the movernent of valve (7) until inlet air pressure increases. As inlet air pressure increases, valve (7) moves to the left [away trom springs (11 and 12)] and lets pressure «il from chamber (4) drain through large oil passages (Q) past the land of valve (13), through inside of valve (7), and cout through oil drains (10) This reduction of ol pressure behind the piston of valve (7) lets spring (12) ‘move valve (7) to the left so that fue! rack linkage (1) ‘can move gradually to increase fuel to the engine. The Control is designed not to let the fuel increase until the air pressure in the inlet manifold is high enough for ‘complete combustion. This prevents large amounts of black exhaust smoke caused by an air-fuel mixture with too much fuel Mewemn 1 : 6 Elocromnn / ALLL Z, Wh arst07-th1 Fuel Ratio Control Engine Acceleration) (1) Foal rack inkage.() Pressure oll chamber. (5) Diaphragm assembly. (6) Inlet ar chamber. 7) Valve, (9) Large ol passages. (10) Oi drains. (11) Spring, (12) Spring. (18) Vaive. ‘These movements of the control take a very small amount of time. No change in engine acceleration (rate at which speed increases) can be felt. 3408 Vehicular Engine 25 ‘Systems Operationcc Automatic Timing Advance Unit 8259p ‘Automatic Timing Advance Unit (Ear Engines) (1) Flange. (2) Weight. (8) Springs. (4) Side. (6) Drive gear. (@) Drive shat The automatic timing advance unit is installed on the front of the drive shaft (6) forthe fuel injaction pump land is gear driven through time timing gears. The drive {gear (5) for the fuel injection pump is connected to the drive shaft for the fue! injection pump through a system of weights (2), springs (3), slides (4) and a flange (1) Two slides that are fastened to the flange fit into notches made on an angle in the weights. As ‘centrifugal force (rotation) moves the weights outward against spring pressure, the movernent of the notches in the weights causes the slides to make the flange turn through a small angle in relation to the gear. Since the flange is connected to the drive shaft for the fuel injection pump, the fuel injection timing is also changed. ‘The automatic timing advance unit on earlier engines is, held in place on the drive shaft (6) by one bolt. The automatic timing advance unit on later engines is held in place on the drive shatt (6) by four bolts. 20196-101 ‘Automatic Timing Advance Unit (Later Engines) (1) Flange. (2 Weight (8) Springs, (4) Side. (6) Drive geer. (6) Drive shat Ditferent units are used for the ‘DI engine and the "PC" engine. The "DI unit advanced the timing 2% degrees ‘between approximately low idle and 1100 rpm. The PC" unit advances the tiring 4 degrees between approximately low idle and 1100 rpm. No adjustment can be make to these automatic timing advance units. 3406 Vehicular Engine ‘Systems OperationAir Inlet And Exhaust System ‘Alc niet And Exhaust System (1) Exhaust maniol.(2} niet manifold. (2) Engine eynder. (4) Turbocharger compressor wheel. (5) Turbocharger turbine wheel, (6) Ai inlet. (7) Exnaust outlet. The components of the air inlet and exhaust system control the quality and amount of air available for Combustion, The air inlet and exhaust system components are: air cleaner, inlet manifold, cylinder head, valves and valve system components, exhaust manifold, and turbocharger. Clean inlet air from the air cleaner is pulled through air inlet (6) by compressor whee! (4). The rotation of the ‘compressor wheel causes compression of the air and forces it through inlet manifold (2) to the intake valves in the engine cylinder head. The intake valves control the airflow into each engine cylinder. ‘Arnot And Exnaust System (1) Exhaust manifold. (2 Inet manifold. 8) Turbocharger. ‘3406 Vehicular Engine 27 ‘Systems Operation‘There are two intake and two exhaust valves for each cylinder. Make reference to Valve System Components, ‘The intake valves open when the piston moves down cn the inlet stroke. Caoled compressed air from the inlet manifold is pulled into the cylinder. The intake valves close and the piston starts to move up on the compression stroke. When the piston is near the top of the compression stroke fuel is injected into the cylinder. The fuel mixes with the air and combustion starts. The force of combustion pushes the piston down on the power stroke. When the piston moves up again itis on the exhaust stroke. The exhaust valves open and the exhaust gases are pushed through the exhaust port into exhaust manifold (1). Alter the piston makes the ‘exhaust stroke the exhaust valves close and the cycle (inlet, compression, power, exhaust) starts again. Exhaust gases from the exhaust manifold go into the turbine side of the turbocharger (8) and cause turbine ‘wheel (5) to turn. The turbine wheel is connected to the shaft that drives compressor whee! (4). The exhaust gases then go out the exhaust outlet (7) and through exhaust system, Aftercooler ‘Some engines have an aftercooler (1) installed in place Of the inlet manifold. The aftercooler has a coolant charged core assembly. Coolant from the water jump flows through coolant inlet (3) into the aftercooler. Coolant flows through the core assembly and out of the aftercooler through coolant outlet (4) into the rear of the cylinder block, ‘Air net System (1) tterooter.(2 Ar inet poe. (@) Coolant int. 4) Coolant cute Inlet air from the compressor side of the turbocharger is {forced into the aftercooler through air inlet pipe (2). The air passes over the core assembly which lowers the air temperature to approximately 93°C (19°F). The cooler air goes out the bottom of the aftercooler into the cylinder head. The advantage of the cooler air is greater combustion efficiency. c Turbocharger ‘Turbocharger (1) ret manifold. (2) Exhaust manitols. (8) Turbocharger. The turbocharger (3) is installed on the center section of the exhaust manifold (2). All the exhaust gases from the engine go through the turbocharger. 3406 Vehicular Engine ‘Systems Operatione2504P2 a Turbocharger (4) Arie. (5) Compressor housing, (6) Compressor wheel (7) Bearing, (8 Ot inlet port. (9) Bearing, (10) Turbine housing, (11) Turbine whee! (12) Exnaust outet (13) Oi outlet port. (14) Exhaust net ‘The exhaust gases go into turbine housing (10) through exhaust inlet (14) and push the blades of turbine whee! (11). The turbine wheel is connected by a shaft to compressor wheel (6). Clean air from the air cleaners is pulled through the Compressor housing air inlet (4) by the rotation of ‘compressor whee! (6). The action of the compressor wheel blades causes a compression of the inlet air. This compression gives the engine more power because it makes it possible for the engine to burn ‘more air and fue! during combustion. When the load on the engine increases, more fuel is injected into the cylinders. This makes more exhaust gases, and will cause the turbine and compressor ‘wheels of the turbocharger to turn faster. As the compressor wheel turns faster, more air is forced into the engine. The increased flow of air gives the engine more power because it makes it possible for the engine to burn the additional fuel with greater efficiency. Maximum rpm of the turbocharger is controlled by the {uel setting, the high idle speed setting and the height above sea level at which the engine is operated. NOTICE If the high idle rpm or the fuel setting is higher than given in the Fuel Setting And Related Information Fiche (for the height above sea level at which the engine is operated), there can be damage to engine or turbocharger parts. Damage will result when in- ‘creased heat andor friction, due to the higher engine ‘output, goes beyond the engine cooling and lubrica- tion systems abilities, ‘The fue! setting adjustment is done at the factory for a ‘specific engine application. The governor housing and turbocharger are sealed to prevent changes in the agjustment of the fuel and the high idle speed setting, Bearings (7 and 9) forthe turbocharger use engine oil Under pressure for lubrication. The oil comes in through the ol inlet port (8) and goes through passages in the center section for lubrication of the bearings. Oi from the turbocharger goes out through the oil outlet port (13) in the bottom of the center section and goes back to the engine lubrication system, The fuel rack adjustment is done at the factory for a specific engine application, The governor housing and turbocharger are sealed to prevent changes in the adjustment of the rack and the high idle speed setting. 3406 Vehicular Engine ‘Systems Operationc Valves And Valve System Components ‘The valves and valve system components contol the flow of inlet air and exhaust gases into and out of the cylinder during engine operation. e2sesP2 Valve System Components (typical example) {{)intake beige. (2) intake rocker arm. (3) Push rod. (4) Rotocol {6) Valve springs inner and outer. (6) Valve guide. (7) Intake valves. (8) Lifter (8) Camshaft Valve System Components (1) Intake bridge. (2) Intake rocker arm. (7 Intake vales. (10) Exhaust rocker arm. (11) Exhaust bridge. (12) Exhaust valves ‘The intake and exhaust valves are opened and closed by movement of these components: crankshaft, ‘camshaft, lifters, push rods, rocker arms, bridges, and valve springs. Rotation of the crankshaft causes rotation of the camshaft. The camshaft gear is timed to, and driven by, a gear on the front of the crankshaft ‘As camshatt (9) turns, the lobes of the camshatt also turn and cause lifters (8) to go up and down. This ‘movement makes push rods (3) move rocker arms (2 and 10). Movement of the rocker arms will make intake and exhaust bridges (1 and 11) move up and down on dowels mounted in the cylinder head. These bridges let one rocker arm open, or close, two valves (intake or exhaust) at the same time. There are two intake and two exhaust valves in each cylinder. Dependedant on the application either one or two valve springs (5) for each valve hold the valves in the closed positon when the liters move down, Rotocoll assemblies (4) cause the valves to have rotation while the engine is running, This rotation of the valves keeps the deposit of carbon on the valves to a ‘minimum and gives the valves longer service Ife. Lubrication System Lubrication System Components (1) Ol return ne trom turbocharger (2) supp line to turbocharger. (3) Oll manifold in eyinder block.) Ol cooker. (6)04 iter. (6) pan. ‘The lubrication system has the following components cil pan, oll pump, oil cooler, ol filter, oil ines to and from the turbocharger and oll passages in the cylinder block. 3406 Vehicular Engine ‘Systems OperationOil Flow Through The Oil Filter And Oil Cooler Flow OF Oil Engine Warm) (1) Ol manifold in eylnder block. 2) Oi supply ine to ‘turbocharger. (3) Ol return ne from turbocharger. (8 Ol fir. (6) Bypass valve for the ol iter. 6) Oll pan, (7) Ol pump. (@) Bypass valve forthe ol cooker. (2) Suction Be, (10) Ol cooker. With the engine warm (normal operation), oll comes {rom oil pan (6) through suction bell (2) to oil pump (7). The oil pump sends warm oil to the oil cooler (10) and then to ol filter (4). From the oil filter, ollis sent to oil ‘manifold (1) in the cylinder block and to oll supply line (2) for the turbocharger. Oil from the turbocharger goes back through oil return line (3) to the oil pan. Flow Of Oi Engine Col) (1) Ol manifold in eyinder tock. (2) supply line to turbocharger. (3) Ol return line from turbocharger. (4) Ol fiter. (6) Bypase valve for te ol fiter. (6) Ol pan. (7)! pump. (6) Bypass valve forthe ol coor. (2) Suction bel (10) Oi cooker. With the engine cold (starting conditions), oll comes from ol pan (6) through suction bell (9) to oil pump (7) When the ol is col, an oil pressure diference in the bypass valves (installed in the ol iter housing) causes ach valve to open. These bypass valves give immediate lubrication to all components when cold oil with high viscosity causes a restriction to the oil flow through the oil cooler (10) and ol fiter (4). The oil ‘pump then sends the cold ol through bypass valve (8) {or the ol cooler and through bypass valve (5) for the Gil filter to oil manifold (1) inthe cylinder block and to ‘supply line (2) forthe turbocharger. Oil from the turbocharger goes back through ol return line 3) to the oil pan, ‘When the oil gets warm, the pressure difference in the bypass valves decreases and the bypass valves close. Now there is a normal ol flow through the oil cooler and oi filter. The bypass valves wil also open when there is @ restriction in the oil cooler or oil fer. This action does rot let an oil cooler or ol filter with a restriction prevent lubrication of the engine. 3406 Vehicular Engine ‘Systems OperationOil Flow In The Engine (Later) w REAR W 8 creeenet Engine Oi Flow Schematic (1) Bracket for rocker arm. (2) Rocker arm shaft. (3) Ol passage to tes. (4) Valve itr bore. (5) Ol supply rocker shaft bracket. (6) Rocker farm shat, (7) supply rocker shalt bracket. (8) Ol passage fo accessory dive. (2) Ol passage to rocker shaft Bracke, (10) Ol passage to ier goar shat. (11) Ol passage to rocker shaft bracket. (12) Oi passage to the ful injection pump and governor. (13) Camshatt bearing, (14) Ot jet tudes. (15) Man bearing, (16) Ol manifold. (17) Ol passage from the ol pump tothe ol cooler and filter. (18) Oi passage from the ‘ll coal and iter. From the oil manifold (16) in the cylinder block, ol is sent through drilled passages in the cylinder block that ‘connect the main bearings (15) and the camshaft bearings (13). Oil goes through drilled holes in the crankshaft to give lubrication to the connecting rod bearings. A small amount of ol is sent through ol jet tubes (14) to make the pistons cooler. Oil goes through {grooves in the bores for the front and rear camshaft bearings and then into oil passages (3) that connects the valve lifter bores (4). These passages give oil under pressure for the lubrication of the vaive lifters. lis sent from lifter bores (4) through passage (11) to an oil passage in bracket (5) (next to cylinder No. 4 ) to supply pressure lubrication to rear rocker arm shatt (2) Gil is also sent from front main bearing bore through passage (9) to an olf passage in front bracket (7) for front rocker arm shaft (6). Holes in the rocker arm shafts lets the oll give lubrication to the valve system ‘components in the cylinder head. ‘The air compressor gets oil from passage (8) in the cylinder block, through passages in the timing gear housing and the accessory drive gear. The idler gear gets oll from passage (10) in the cylinder block through a passage in the shaft for the idler gear installed on the front of the cylinder block The fuel injection pump and governor gets oil from passage (12) in the cylinder block. The automatic timing advance unit gets oil from the fuel injection pump through the drive shaft for the fuel injection pump. ‘There is a pressure control valve in the oil pump. This valve controls the pressure of the oil coming from the cil pump. The ol pump can put more oil into the system than is needed. When there is more oll han needed, the oil pressure goes up and the valve wil ‘open. This allows the oil that is not needed to go back to the inlet oil passage of the ol pump. Alter the lubricating oil has done its work, it goes back to the engine oll pan, 3406 Vehicular Engine ‘Systems OperationOil Flow In The Engine (Earlier) 98264P2 Engine Oi Flow Schematic (1) Bracket for rocker arm. (2) Rocker arm shalt. (9) Ol passage toIiters, (4) Valve iter bore. (6) Ol supply rocker t bracket. (6) Rocker arm shat. (7) Ol supply rocker shaft bracket. (8) 01 passage to accessory drive. (8) Oil passage to rocker shaft bracket. (10) Ol passage to ior gear shat. (11) Ot passage to rocker shaft bracket. (12) Ol passage to the fuel injcton pump and governor. (18) Camshaft bearing. (14) Ot jet tubes, (15) Main bearing, (16) Ol manok. (17) Oi passage from the ol pump tothe ol cooler and filter. (18) Ol passage from the ‘ll cooler and ite. From the oil manifold (16) inthe cylinder block, il is sent through drilled passages in the cylinder block that Connect the main bearings (15) and the camshaft bearings (13). Oil goes through driled holes in the crankshaft to give lubrication to the connecting rod bearings. A small amount of ol is sent through orifices (14) near the main bearings to make the pistons cooler. Gil goes through grooves in the bores for the front and rear camshaft bearings and then into oll passages (3) that connects the valve lifter bores (4). These passages ive oll under pressure for the lubrication of the valve liters. Oil is sent through passages (12 and 10) to the ‘mounting hole for the rear bracket (1) for the rocker arm shaft. Oilis also sent through passages (8 and 7) to the mounting hole for the front bracket (6) for the rocker arm shaft. Then oil goes up the mounting holes {or the front and rear brackets for the rocker arm shaft and into the rocker arm shafts (2 and 5). Holes in the rocker arm shafts lets the oil give lubrication to the valve system components in the cylinder head, The air compressor gets oil from passage (7) in the cylinder block, through passages in the timing gear, housing and the accessory drive gear. ‘The idler gear gets oil from passage (9) in the cylinder block through @ passage in the shaft for the idler gear installed on the front of the cylinder block The fue! injection pump and governor gets oil from passage (1) in the cylinder block. The automatic timing ‘advance unit gets oil from the fuel injection pump through the drive shaft for the fuel injection pump. There is a bypass valve in the oll pump. This bypass valve controls the pressure of the oil coming from the cil pump. The oll pump can put more ail nto the system than is needed. When there is more oil than needed, the oll pressure goes up and the bypass valve will open, This allows the oll that is not needed to go back to the inlet oil passage of the oil pump. Aiter the lubricating oil has done its work, it goes back to the engine oil pan. ‘3406 Vehicular Engine ‘Systems Operationc Cooling System Radiator Cooted System (Engine Warm) (1) aftercooler (2) Water temperature reguiator. (8) Outlot hose. (4) Radiator cap. 5) Cylinder ead. (6) Tube to aftercooler. (7 Elbow from altercooler. (6) Water elbow. (3) Water pump. (10) Radiator. (11) Gyinder block. (12) Ol cooler. (18) ret hose This engine has a pressure type cooling system. A pressure type cooling system gives two advantages, ‘The first advantage is that the cooling system can have safe operation at a temperature that is higher than the ‘normal boiling (steam) point of water. The second advantage is that this type system prevents cavitation (the sudden making of low pressure bubbles in liquids by mechanical forces) in the water pump. With this type system, itis more difficult for an air or steam pocket to be made in the cooling system. In normal operation (engine warm) the water pump (9) sends coolant through the oll cooler (12) and into the cylinder block (11). Coolant moves through the cylinder block into the cylinder head (5) and then goes to the housing for the temperature regulator (2), The temperature regulator is open and the coolant goes. through the outlet hose (3) to the radiator (10). The coolant is made cooler as it moves through the radiator. When the coolant gets to the bottom of the radiator, it goes through the inlet hose (13) and into the water pump. 3406 Vehicular Engine ‘Systems Operation\When the engine is ool, the water temperature regulator (2)'s closed, and the coolant Is stopped from {going to the radiator. The coolant goes trom the housing for the temperature regulator back to the water pump (9) through water ebow (@) NOTE: The water temperature regulator (2) is an important part of the cooling system. if the water temperature regulator is not installed in the system, the Coolant will not go through the radiator and overheating (engine runs too hot) will be the result. (On an engine with an aftercooler, a small amount of coolant comes out of the bonnet for the oil cooler and .g0es through tube (6) to the aftercooler (1). This Coolant goes through the aftercooler and out elbow (7) and back into the cylinder block. Coolant For Air Compressor The coolant for the air compressor (2) comes from the ‘oylinder block through hose (3) and into the air ‘compressor. The coolant goes from the air compressor through hose (1) back into the front of the cylinder head, iw 84575P1 ae ‘Coolant Flow In Ar Compressor (1) Outiet hose. (2) Ar compressor. (8) Inet hose. 3406 Vehicular Engine ‘Systems Operationc Coolant Conditioner (An Attachment) evou0P1 Cooling System With Coolant Conditioner (1) Gyinder ner. (2) Coolant bypass line. (3) Coolant outlet (to radiator. 4) Radlatr. (5) Temperatu Conditioner element. (6) Engine ol cooler. () Coolant inlet (rom radiator) ‘Some conditions of operation have been found to ‘cause pitting (small holes in the metal surface) from Corrosion or cavitation erosion (wear caused by air ‘bubbles in the coolant) on the outer surtace of the cylinder liners and the inner surface of the eylinder block next to the liners. The addition of a corrosion inhibitor (a chemical that gives a reduction of pitting) can keep this type of damage to a minimum, The “spin-on’ coolant condition elements, similar to the fuel filler and oil filter elements, fasten to’a base that is mounted on the engine or is remote mounted. Coolant flows through lines from the water pump to the base land back to the block. There is a constant flow of coolant through the element. regulator. (6) Water pump. (7) Coolant The element has a specific amount of inhibitor for acceptable cooling system protection, As coolant flows through the element, the corrosion inhibitor, which is dry material, dissolves (goes into solution) and mixes to the correct concentration, Two basic types of elements are used for the cooling system, and they are called the "Precharge" and the ‘Maintenance’ elements, Each type of element has a specific use and must be used correctly to get the necessary concentration for cooling system protection. The elements also contain a filter land should be left in the system so coolant flows through it after the conditioner material is dissolved. ‘3406 Vehicular Engine 36The "Precharge" element has more than the normal amount of inhibitor, and is used when a system is first filled with new coolant (unless Dowtherm 209 Antifreeze is used). This element has to add enough inhibitor to bring the complete cooling system up to the correct concentration ‘The "Maintenance" elements have @ normal amount of Inhibitor and are installed atthe first change interval ‘and provide enough inhibitor to Keep the corrosion protection at an acceptable level. After the first change ppetiod, only "Maintenance" elements are installed at spectied intervals to give protection to the cooing system NOTICE Donot use Dowtherm 209 Ful-Fillin a cooling system that has a coolant conditioner. These two systems are ‘not compatible (corrosion inhibitor is reduced) when used together. Basic Block Cylinder Block, Liners And Head ‘The oylinder block has six oylinders arranged inline, ‘There are seven main bearings that support the ‘crankshaft, The thrust bearings are installed on the ‘middle main bearing journal and control the end play of the crankshatt The oylinder 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 to keep them cool. Three O-ring seals around the bottom Of the liner make a seal between the liner and the block. A filler band at the top of each cylinder forms a sseal between the liner and the cylinder block. ‘A steel spacer plate is used between the cylinder head and biock. A thin gasket is used belween the plate and the block to seal water and oll. A thick cylinder head ‘gasket is used between the plate and the head to seal ‘combustion gases, water and oll The engine has a single, cast cylinder head. Four vertical valves (two intake and two exhaust), controlled by a pushrod valve system,are used per each cylinder. Pistons, Rings And Connecting Rods The cast aluminum piston has three rings; two Compression rings and one oil ring. All rings are located above the piston pin bore. The two compression rings are of the KEYSTONE type and seat in an iron band that is cast into the piston. KEYSTONE rings have a tapered shape and the movement of the rings in the piston groove (also of tapered shaped) results in a constantly changing clearance (scrubbing action) between the ring and the groove. This action results in a reduction of carbon deposit and possible sticking of rings. The oil ring is a standard (conventional) type and is spring loaded. Holes in the oil ring groove provide for the return of oll to the crankcase. The direct injection piston has a fll skrt and uses a special shape (cardioid design) ofthe top surface to help combustion efficiency. ‘The prechamber piston uses a partial skirt and has a steel heat piug mounted in the pocket (crater) on top of the piston. This plug protects the top of the piston from ‘erosion and burning, ‘The full floating piston pin is retained by two snap rings which fit in grooves in the pin bore il spray tubes, located on the cylinder block main ‘webs, direct alto cool and lubricate the piston components and cylinder walls. Crankshaft The crankshaft changes the combustion forces in the cylinder into usable rotating torque which powers the machine. Vibration, caused by combustion impacts along the crankshaft, is kept small by a vibration damper on the front of the crankshaft ‘There is a gear at the front of the crankshaft to drive the timing gears and the oil pump. Pressure oil is supplied to all bearing surfaces through drilled holes in the erankshatt, (On earlier engines, lip seals and wear sleeves are used at both ends of the crankshaft for easy replacement, and a reduction of maintenance cost. Later engines use seals and wear sleeves at both ends of the crankshaft that are a special design. The seal for the front is different than the seal for the rear. Special Instruction Form No. SMHS8008 gives the procedure that must be used to install these seals. 3406 Vehicular Engine 37 ‘Systems OperationCamshaft ‘The engine has a single camshaft that is driven atthe front end. Seven bearings support the camshaft. AS the camshaft turns, each lobe (through the action of valve system components) moves either two exhaust or {wo intake valves for each cylinder. The camshatt gear must be timed to the crankshatt gear. The relation of the lobes to the camshaft gear cause the valves in each oyiinder to open and close at the correc te. Vibration Damper The twisting of the crankshaft, due to the regular power impacts along its length, is called twisting (torsional) vibration. The vibration damper is installed on the front fend of the crankshaft. Itis used for reduction of torsional viorations and stops the vibration from building up to amounts that cause damage. 2 -oss98e1 Cross Section OF A Vibration Damper (1) Flywheel ring. 2) Rudber ring. (2) Inner hub, ‘The damper is made of a tlywhee! ring (1) connected to an inner hub () by a rubber ring (2). The rubber makes a flexible coupling between the flywheel ring and the inner hub. c Electrical System The electrical system can have three separate circuits: the charging circuit, the starting circuit and the low amperage circuit. Some of the electrical system ‘components are used in more than one circuit. The battery (batteries), circuit breaker, ammeter, cables and ‘wires from the battery are all common in each of the circuits. The charging circuit is in operation when the engine is running, An alternator makes electricity for the charging circuit. A voltage regulator in the circult controls the electrical output to keep the battery at full charge. The starting circutis in operation only when the start witch is activated, The starting circuit of a "PC" engine can have a glow plug for each cylinder. Glow plugs are small heating Units in the precombustion chambers. Glow plugs ‘make ignition of the fuel easier when the engine is. started in cold temperature. The low amperage circuit and the charging circuit re both connected through the ammeter. The starting Circuit is not connected through the ammeter. Grounding Practices Proper grounding for vehicle and engine electrical systems is necessary for proper vehicle performance and reliability. Improper grounding will result in Uncontrolled and unreliable electrical circuit paths which can result in damage to main bearings and crankshaft journal surfaces. Uncontrolled electrical circuit paths can also cause electrical noise which may degrade vehicle and radio performance. To insure proper functioning of the vehicle and engine electrical systems, and engine-to-frame ground strap with a direct path to the battery must be use. This may bbe provided by way of a starting motor, a frame to starting motor ground, or a direct frame to engine ground, Ground wires/straps should be combined at ground studs dedicated for ground use only. The engine alternator must be battery (-) grounded with a wire size adequate to handle ful alternator charging current. NOTICE This engine may be equipped with a 12 or 24 volt starting system, Use only equal voltage for boost starting. The use of a welder or higher voltage will ‘damage the electrical system. 3406 Vehicular Engine 38 ‘Systems Operation