Professional Documents
Culture Documents
Senr9830 23 00 All
Senr9830 23 00 All
February 2012
Systems Operation
Testing and Adjusting
C9 Engines for Caterpillar Built
Machines
THX1-Up (Engine)
THY1-Up (Engine)
SAFETY.CAT.COM
i03991620
In the United States, the maintenance, replacement, or repair of the emission control devices and
systems may be performed by any repair establishment or individual of the owner's choosing.
SENR9830-23 3
Table of Contents
Lubrication System
Engine Oil Pressure - Test .................................... 53
Engine Oil Pump - Inspect .................................... 55
Excessive Bearing Wear - Inspect ........................ 56
Excessive Engine Oil Consumption - Inspect ....... 56
Increased Engine Oil Temperature - Inspect ........ 56
Cooling System
Cooling System - Check (Overheating) ................ 57
Cooling System - Inspect ...................................... 59
Cooling System - Test ........................................... 59
Water Temperature Regulator - Test ..................... 63
Water Pump - Test ................................................ 63
Basic Engine
Piston Ring Groove - Inspect ................................ 65
Connecting Rod Bearings - Inspect ...................... 65
Main Bearings - Inspect ........................................ 65
Cylinder Block - Inspect ........................................ 65
Flywheel - Inspect ................................................. 65
Flywheel Housing - Inspect ................................... 67
Vibration Damper - Check .................................... 69
Electrical System
Battery - Test ......................................................... 71
Charging System - Test ........................................ 71
Charging System - Test ........................................ 74
4 SENR9830-23
Systems Operation Section
General Information
SMCS Code: 1000
NOTICE
The optional automatic ether injection system is the
only starting fluid system that is recommended. Ex-
cessive starting fluid can cause piston and ring dam-
age. Use starting fluid for cold starting purposes only.
i02709081
g01137213
Illustration 1
(1) Coolant temperature sensor (4) Atmospheric pressure sensor (7) Engine oil pressure sensor
(2) Boost pressure sensor (5) Injection actuation pressure sensor (8) Electronic control module (ECM)
(3) Inlet air temperature sensor (6) Speed/timing sensors (9) Engine oil temperature sensor
• Improvement in performance
• Improvement in fuel consumption
• Reduction in emissions levels
i02245969
Fuel System
SMCS Code: 1250
SENR9830-23 7
Systems Operation Section
g01103030
Illustration 2
(1) Oil pump (9) Sensor for the Injection Actuation (17) Fuel pressure regulator
(2) Hydraulic electronic unit injectors Pressure (IAP) (18) Boost pressure sensor
(3) Oil filter (10) Fuel filter (19) Oil pressure sensor
(4) Oil cooler (11) Primary fuel filter and water separator (20) Coolant temperature sensor
(5) High pressure oil (12) Fuel tank (21) Throttle position sensor
(6) Fuel (13) Camshaft gear (22) Inlet air temperature sensor
(7) Connector for the Injection Actuation (14) Speed/Timing sensors (23) Atmospheric pressure sensor
Pressure Control Valve (IAPCV) (15) Electronic Control Module (ECM) (24) Air inlet heater
(8) Unit injector hydraulic pump (16) Battery
Hydraulic Electronic Unit Injector The ECM is located on the left side of the engine.
The ECM is a powerful computer that provides total
electronic control of engine performance. The ECM
uses data from engine performance that is gathered
by several sensors. The ECM uses this data in order
to make adjustments to the fuel delivery, injection
pressure and injection timing. The ECM contains
programmed performance maps (software) in order
to define horsepower, torque curves and rpm.
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Illustration 3
g01103032
Illustration 5
(1) Unit injector hydraulic pump
(2) Fuel transfer pump Illustration 6
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Fuel flows from the primary fuel filter/water separator Injection Actuation System
to the inlet side of fuel transfer pump. An inlet check
valve in the inlet port of the fuel transfer pump opens Actuation Oil Flow
in order to allow the flow of fuel into the pump. After
the fuel flow has stopped, the inlet check valve closes
in order to prevent fuel flow out of the inlet port. Fuel
flows from the inlet port in the pump to the outlet port.
Pressurized fuel flows from the outlet port of the pump
to the two micron secondary fuel filter. A two micron
secondary fuel filter is standard on all Caterpillar
engines. These fuel filters are high efficiency. This
filter removes very small abrasive contaminants from
the fuel. The primary fuel filter/water separator will not
trap these small contaminants. Very small abrasive
particles in the fuel cause abrasive deterioration of
the unit injectors. The secondary fuel filter removes
particles in the size of two microns in size or particles
that are greater than two microns in size. The use
and regular maintenance of this two micron filter will
provide a significant improvement in injector life.
The fuel pressure regulator consists of an orifice and The injection actuation system serves two functions.
a check valve that is spring loaded. The orifice is a The injection actuation system supplies high pressure
flow restriction that pressurizes the supply fuel. The oil in order to power the injectors. Also, the injection
check valve that is spring loaded will open at 35 kPa actuation system regulates the injection pressure
(5 psi) in order to allow the fuel that has flowed that is produced by the unit injectors by changing the
through the orifice to return to the fuel tank. When the actuation pressure of the oil.
engine is off, there is no fuel pressure that is acting
on the check valve. With no fuel pressure on the The injection actuation system consists of four basic
check valve, the check valve will close. The check components:
valve will close in order to prevent the fuel that is in
the cylinder head from draining back to the fuel tank. • Engine oil pump
• Engine oil filter
• Unit injector hydraulic pump
• Injection actuation pressure sensor (IAP Sensor)
Oil that is drawn from the sump is pressurized to
the lubrication system oil pressure by the engine oil
pump. Oil flows from the engine oil pump through
the engine oil cooler, through the engine oil filter, and
then to the main oil gallery. A separate circuit from the
main oil gallery directs a portion of the lubrication oil
in order to supply the unit injector hydraulic pump. A
steel tube on the left side of the engine connects the
main oil gallery with the inlet port of the unit injector
hydraulic pump. The connection point is the top port
of the manifold on the engine side cover.
SENR9830-23 11
Systems Operation Section
Oil flows into the inlet port of the unit injector hydraulic
pump and the oil fills the pump reservoir. The pump
reservoir provides oil to the unit injector hydraulic
pump during start-up. Also, the pump reservoir
provides oil to the unit injector hydraulic pump until
the engine oil pump can increase pressure.
g01103053
Illustration 8
(12) Control valve solenoid (17) Actuator piston (22) Drive gear
(13) Poppet valve (18) Eccentric drive plate (23) Check valve
(14) Armature (19) Idler (24) Piston
(15) Actuator spring (20) Spill port
(16) Sliding sleeve (21) Pump outlet ports
The unit injector hydraulic pump is driven by the gear A reduction of current to the solenoid causes a
train on the front of the engine. The drive gear on the reduction to the following items:
front of the pump turns the common shaft. The angled
drive plate is mounted on the common shaft. The • The strength of the magnetic field
rotation of the angled drive plate causes the pump
piston to move in and out within the sliding sleeves. • The force on the armature and poppet valve
As the pistons move out of the sliding sleeves, oil • The control pressure which causes the actuator
is drawn into the inside of the pistons through the piston to move to a position that results in less flow
passage in the drive plate. Oil is forced out of the
piston when the piston is pushed back into the sliding The ECM monitors actuation pressure. The ECM
sleeve and the ports are exposed. constantly changes current to the pump control
valve in order to control actuation pressure. Three
Changing the relative position of the sliding sleeve to components work together in a closed loop circuit in
the spill port changes the volume of oil in the piston. order to control actuation pressure:
The location of the sliding sleeve is continuously
changing. The location of the sliding sleeve is • ECM
determined by the ECM. Changing the location of the
sliding sleeves changes the flow of the pump. The • Sensor for the Injection Actuation Pressure (IAP)
result is the amount of oil that can be pressurized.
• Pump control valve
The pressure of the injection actuation system is
controlled by matching pump outlet flow and resulting The closed loop circuit works in the following manner:
pressure to the pressure demand for the injection
actuation system. The position of the sliding sleeves • The ECM determines a desired actuation pressure
is changed in order to control the pump outlet flow. by gathering information from sensor inputs and
Moving the sleeves to the left covers the spill port for software maps.
a longer distance. This increases effective pumping
stroke and pump outlet flow. Moving the sleeves to • The ECM monitors actual actuation pressure
the right covers the spill ports for a shorter distance through a constant signal voltage from the IAP
which reduces the effective pumping stroke. This sensor.
also reduces the pump outlet flow.
• The ECM constantly changes control current to
The sliding sleeves are connected by an idler. One the pump control valve. This changes the pump
sleeve is connected to an actuator piston. Moving outlet flow.
the actuator piston right or left causes the idler and
sleeves to move the same distance to the right or There are two types of actuation pressure:
to the left.
• Desired actuation pressure
Control pressure is determined by the amount of
current from the ECM to the solenoid. A small amount • Actual actuation pressure
of pump outlet flow goes through a small passage in
the actuator piston. This small amount goes out of Desired actuation pressure is the injection actuation
an orifice and into the control pressure cavity. The pressure that is required by the system for optimum
pressure in this cavity is limited by a small poppet engine performance. The desired actuation pressure
valve. The opening of the poppet valve allows a is established by the performance maps in the ECM.
portion of the oil in the cavity to flow to drain. A The ECM selects the desired actuation pressure. The
force holds the poppet valve closed. This force on selection is based on the signal inputs from many
the poppet valve is created by a magnetic field that sensors. The ECM is getting signal inputs from some
acts on an armature. The strength of the magnetic of the following sensors: throttle position sensor,
field determines the required pressure in order to boost pressure sensor, speed-timing sensors, and
overcome the force of the actuator spring. coolant temperature sensor . The desired actuation
pressure is constantly changing. The change is based
An increase of current to the solenoid causes an on various signal inputs. The changing engine speed
increase to the following items: and engine load also cause the desired actuation
pressure to change. The desired actuation pressure
• The strength of the magnetic field is only constant under steady state conditions (steady
engine speed and load).
• The force on the armature and poppet valve
• The control pressure which causes the actuator
piston to move to a position that results in more
flow
SENR9830-23 13
Systems Operation Section
Actual actuation pressure is the actual system Once the unit injectors begin to operate, the ECM
pressure of the actuation oil that is powering the controls the current to the control valve. The ECM and
injectors. The ECM and the pump pressure regulator the control valve solenoid will maintain the actuation
are constantly changing the amount of pump outlet pressure at 6 MPa (870 psi) until the engine starts.
flow. This constant changing makes the actual The ECM monitors the actual actuation pressure
actuation pressure equal to the desired actuation through the IAP Sensor that is located in the high
pressure. pressure oil manifold. The ECM establishes desired
actuation pressure by monitoring several electrical
Pump Control Valve Operation input signals and the ECM sends a predetermined
current to the control valve solenoid. The ECM also
The pump control valve has the following three compares the desired actuation pressure to the actual
stages: actuation pressure in the high pressure oil passage.
The ECM adjusts the current levels to the control
• Valve operation (engine off) valve solenoid in order to make the actual actuation
pressure equal to the desired actuation pressure.
• Valve operation (cranking the engine)
Valve Operation (RUNNING ENGINE)
• Valve operation (running engine)
Once the engine starts, the ECM controls the current
Valve Operation (ENGINE OFF) to the pump control valve in order to maintain the
desired actuation pressure. The IAP Sensor monitors
When the engine is off, there is no pump outlet the actual actuation pressure in the high pressure oil
pressure from the pump and there is no current to the passage in the cylinder head. The ECM compares
control valve solenoid from the ECM. The actuator the actual actuation pressure to the desired actuation
spring pushes the actuator piston completely to the pressure 67 times per second. The ECM adjusts the
left. The idler which is not shown and the sliding current levels to the pump control valve when the
sleeves are moved to the left also. At this point, the actual actuation pressure and the desired actuation
pump is in the position of maximum output. pressure do not match. These adjustments make
the actual injection actuation pressure equal to the
Valve Operation (ENGINE CRANKING) desired injection actuation pressure.
• Solenoid (1)
• Armature spring (2)
• Armature (3)
• Seated pin (4)
• Spool spring (5)
• Spool valve (6)
• Check ball for intensifier piston (7)
The middle of the injector (B) contains the following
items:
• Pre-injection
• Pilot injection
• Injection delay
• Main injection
• Fill
g01103150
Illustration 10
Cross section of pre-injection cycle
(2) Armature spring
(3) Armature
(4) Seated pin
(5) Spool spring
(6) Spool valve
(8) Intensifier piston
(10) Plunger
(16) Check piston
(19) Nozzle check
16 SENR9830-23
Systems Operation Section
In the upper end, the armature (3) and the seated pin
(4) are held down by the armature spring (2). High
pressure actuation oil flows into the injector. The oil
then flows around the seated pin to the top of the
check piston (16). This provides a positive downward
force on the nozzle check (19) at all times when fuel
is not being injected.
g01103154
Illustration 11
Cross section of pilot injection cycle
(1) Solenoid
(3) Armature
(4) Seated pin
(6) Spool valve
(7) Check ball for intensifier piston
(8) Intensifier piston
(10) Plunger
(15) Nozzle spring
(16) Check piston
(19) Nozzle check
(20) Nozzle tip
(21) Drain
SENR9830-23 17
Systems Operation Section
Actuation oil now flows past the open spool and to the
top of the intensifier piston. The downward movement
of the piston and plunger (10) pressurizes the fuel in
the plunger cavity to the nozzle tip (20). Pilot injection
begins when the injection pressure increases in order
to overcome the force of the nozzle spring (15) which
lifts the nozzle check (19).
g01103158
Illustration 12
Cross section of injection delay
(1) Solenoid
(2) Armature spring
(3) Armature
(4) Seated pin
(5) Spool spring
(6) Spool valve
(8) Intensifier piston
(10) Plunger
(16) Check piston
(19) Nozzle check
18 SENR9830-23
Systems Operation Section
g01103166
Illustration 13
Cross section of main injection cycle
(1) Solenoid
(3) Armature
(4) Seated pin
(6) Spool valve
(7) Check ball for intensifier piston
(16) Check piston
(19) Nozzle check
(22) Drain
SENR9830-23 19
Systems Operation Section
g01103168
Illustration 14
Cross section of fill cycle
(1) Solenoid
(2) Armature spring
(3) Armature
(4) Seated pin
(5) Spool spring
(6) Spool valve
(7) Check ball for intensifier piston
(8) Intensifier piston
(9) Return spring
(10) Plunger
(16) Check piston
(18) Reverse flow check valve
(19) Nozzle check
(22) Drain
20 SENR9830-23
Systems Operation Section
Refer to Illustration 14. The fill cycle begins when the The components of the air inlet and exhaust system
solenoid (1) is de-energized. The armature (3) and control the quality of air and the amount of air that
the seated pin (4) are forced down by the armature is available for combustion. The components of
spring (2). The seated pin closes the lower seat the air inlet and exhaust system are the following
and the seated pin opens the upper seat. Actuation components:
pressure is restored to the top of the check piston
(16). This closes the nozzle check (19) and injection • Air cleaner
ends. Actuation pressure is also felt under the valve
spool (6). This restores the hydraulic balance on the • Turbocharger
spool. The valve spring (5) slowly closes the spool.
This stops the flow of actuation oil to the intensifier • Aftercooler
piston (8).
• Cylinder head
As the spool raises, the check ball (7) for the
intensifier piston is no longer held closed. Oil in the • Valves and valve system components
cavity for the intensifier piston lifts the check off the
seat and flows to the drain (22) through a vent hole in • Piston and cylinder
the side of the injector. Return spring (9) pushes up
plunger (10) and the intensifier piston. This pushes all • Exhaust manifold
of the oil out of the cavity for the intensifier piston. The
check valve (18) for the fuel inlet is taken off of the Inlet air is pulled through the air cleaner into air inlet
valve seat as the plunger lifts up. This allows supply (6) by turbocharger compressor wheel (8). The air is
fuel to flow into the plunger cavity. The fill cycle is compressed and heated to about 150 °C (300 °F)
complete when the plunger and the piston are at the before the air is forced to the aftercooler (3). As the
top of the bore and the plunger cavity is full of fuel. air flows through the aftercooler the temperature of
the compressed air lowers to about 43 °C (110 °F).
Cooling of the inlet air increases combustion
i04389178
efficiency. Increased combustion efficiency helps
Air Inlet and Exhaust System achieve the following benefits:
Exhaust gases from exhaust manifold (1) enter the Clean air from the air cleaners is pulled through
turbine side of the turbocharger in order to turn compressor housing air inlet (15) by the rotation of
turbocharger turbine wheel (9). The turbine wheel is compressor wheel (17). The action of the compressor
connected to the shaft that drives the compressor wheel blades causes a compression of the inlet air.
wheel. Exhaust gases from the turbocharger pass This compressor allows the engine to burn more
through exhaust outlet (7), a muffler and an exhaust fuel. When the engine burns more fuel the engine
stack. produces more power.
The air inlet heater (2) is controlled by the ECM. The When the load on the engine increases, more fuel is
air inlet heater aids in engine start-up and reducing injected into the cylinders. The combustion of this
white smoke during engine start-up. additional fuel produces more exhaust gases. The
additional exhaust gases cause the turbine and the
compressor wheels of the turbocharger to turn faster.
Turbocharger As the compressor wheel turns faster, more air is
forced into the cylinders. The increased flow of air
gives the engine more power by allowing the engine
to burn the additional fuel with greater efficiency.
g01456233
Illustration 17
Turbocharger with wastegate
(21) Canister
g01456229
Illustration 16 (22) Actuating lever
Cross section of turbocharger (23) Line (boost pressure)
Bearings (12) and (18) for the turbocharger use • Aid in starting
engine oil under pressure for lubrication and cooling.
The oil comes in through oil inlet port (11). The oil • Aid in white smoke cleanup during start-up
then goes through passages in the center section in
order to lubricate the bearings. This oil also cools the Under the proper conditions, the ECM turns on the
bearings. Oil from the turbocharger goes out through electric heater.
oil outlet port (19) in the bottom of the center section.
The oil then goes back to the engine oil pan. The system can deliver heat for 30 seconds prior
to start-up and during cranking of the engine. After
the engine has started, the system can deliver heat
Valve System Components constantly for seven minutes, or the system can cycle
the heat for 13 minutes. During the heating cycle,
the heat is on for ten seconds and the heat is off for
ten seconds.
System Components
The system of the air inlet heater consists of the
following basic components:
g01456241
Illustration 18
(24) Rocker arm • Relay of the air inlet heater
(25) Pushrod
(26) Valve bridge • Heater element
(27) Valve spring
(28) Valve
(29) Lifter • Coolant temperature sensor
The valve system components control the flow of • Inlet manifold temperature sensor
inlet air into the cylinders during engine operation.
The valve system components also control the flow • ECM
of exhaust gases out of the cylinders during engine
operation. • Indicator lamp
The engines are equipped with an electric heater (30) Relay for air inlet heater
that is located behind the air inlet elbow. The electric
heater has two functions:
SENR9830-23 23
Systems Operation Section
The air inlet heater and the lamp are turned ON for 1. During the continuous strategy, the heater remains
2 seconds after the ECM is first powered up. This activated for seven minutes after the engine is
will happen regardless of temperatures and engine started. If the same conditions exist, the ECM will
speed. activate the intermittent strategy.
i02287330
Lubrication System
SMCS Code: 1300
SENR9830-23 25
Systems Operation Section
g01112073
Illustration 21
(1) Unit injector hydraulic pump (9) Oil gallery plug (18) Passage to cylinder block
(2) High pressure relief valve (10) Piston cooling jets (19) Passage to oil pump idler gear bearing
(3) Oil passage to the rocker arms (11) Camshaft bearings (20) Engine oil filter
(4) High pressure oil line (12) Oil filter bypass valve (21) Engine oil cooler
(5) Valve mechanism cover (13) Oil cooler bypass valve (22) Main bearings
(6) High pressure oil passage (14) Main oil gallery (23) Engine oil pump
(7) Oil supply line to the unit injector (15) Passage to front housing (24) Oil pump bypass valve
hydraulic pump (16) Turbocharger oil supply line (25) Passage to engine oil pan
(8) Cylinder head gallery (17) Passage to camshaft idler gear bearing (26) Engine oil pan
g01112096
Illustration 22
(12) Oil filter bypass valve
(13) Oil cooler bypass valve
(20) Oil filter
(21) Oil cooler
26 SENR9830-23
Systems Operation Section
Filtered oil flows through the main oil gallery (14) in This engine has a pressure type cooling system that
the cylinder block. Oil is supplied from the main oil is equipped with a shunt line (9).
gallery (14) to the following components:
A pressure type cooling system offers two
advantages:
• Piston cooling jets (10)
• Valve mechanism • The cooling system can operate safely at a
temperature that is higher than the normal boiling
point of water.
• Camshaft bearing (11)
• Crankshaft main bearings • The cooling system prevents cavitation in the water
pump.
• Turbocharger cartridge Cavitation is the sudden formation of low pressure
An oil cooling chamber is formed by the lip that is bubbles in liquids by mechanical forces. The
forged at the top of the skirt of the piston and the formation of air or steam pockets is more difficult
cavity that is behind the ring grooves in the crown. within a pressure type cooling system.
Oil flow for the piston cooling jet enters the cooling
chamber through a drilled passage in the skirt. Oil The shunt line (9) prevents cavitation by the water
flow from the piston cooling jet returns to the engine pump. The shunt line (9) provides a constant flow of
oil pan (26) through the clearance gap between the coolant to the water pump.
crown and the skirt. Four holes that are drilled from
the piston oil ring groove to the interior of the piston
drain excess oil from the oil ring.
28 SENR9830-23
Systems Operation Section
g01103307
Illustration 26
(7) Water pump
(10) Bypass inlet
g01103269
Illustration 25
(1) Cylinder head
(2) Water temperature regulator housing
(3) Expansion tank
(4) Bypass hose
(5) Cylinder block
(6) Oil cooler
(7) Water pump
(8) Radiator
(9) Shunt line
• Bypass hose (4) which is located on the top of the (1) Cylinder head
water pump (2) Water temperature regulator housing
(4) Bypass hose
(11) Water temperature regulator
• Shunt line which is located on the top of the water
pump From the cylinder block, the coolant flows into
passages in the cylinder head. The passages send
Coolant from the bottom of the radiator is pulled into the flow around the unit injector sleeves and the inlet
the bottom inlet of the pump by impeller rotation. The and the exhaust passages. The coolant now enters
coolant exits the back of the pump directly into the oil water temperature regulator housing (2) at the front
cooler cavity of the block. right side of the cylinder head.
All of the coolant passes through the core of the
oil cooler and the coolant enters the internal water
manifold of the cylinder block. The manifold disperses
the coolant to water jackets around the cylinder walls.
SENR9830-23 29
Systems Operation Section
Water temperature regulator (11) controls the If the engine is equipped with an air compressor,
direction of flow. When the coolant temperature is coolant for the air compressor is supplied from the
below the normal operating temperature, the water water temperature regulator housing, through coolant
temperature regulator is closed. The coolant is supply line (12). The coolant is circulated through
directed through bypass hose (4) and into the top inlet the air compressor and the coolant is returned to the
of the water pump. When the coolant temperature cooling system through coolant return line (13) into
reaches the normal operating temperature, water the cylinder head.
temperature regulator (11) opens. When the water
temperature regulator is open, the bypass is closed.
Most of the coolant goes through bypass inlet (10) to
Coolant Conditioner (If Equipped)
the radiator for cooling. The remainder flows through Some conditions of operation can cause pitting. This
bypass hose (4) and into the water pump.
pitting is caused by corrosion or by cavitation erosion.
A corrosion inhibitor is a chemical that provides
Note: Some coolant systems may contain two water a reduction in pitting. The addition of a corrosion
temperature regulators.
inhibitor can keep this type of damage to a minimum.
The shunt line (9) extends from the top of the water The coolant conditioner element is a spin-on element
pump to an expansion tank. The shunt line must be
that is similar to the fuel filter and to the oil filter
routed properly in order to avoid trapping any air.
elements. The coolant conditioner element attaches
By providing a constant flow of coolant to the water to the coolant conditioner base that is mounted on
pump, the shunt line keeps the water pump from
the front of the engine. Coolant flows from the water
cavitation.
pump to the coolant conditioner base and back to the
cylinder block. Coolant constantly flows through the
Note: Water temperature regulator (11) is an
coolant conditioner element when the valves are in
important part of the cooling system. The water
the OPEN position.
temperature regulator divides coolant flow between
the radiator and the bypass in order to maintain
The element has a specific amount of inhibitor for
the normal operating temperature. If the water
acceptable cooling system protection. As the coolant
temperature regulator is not installed in the system, flows through the element, the corrosion inhibitor
there is no mechanical control, and most of the
goes into the solution. The corrosion inhibitor is a dry
coolant will travel the path of least resistance through
solution, so the inhibitor dissolves. The corrosion
the bypass. This will cause the engine to overheat inhibitor then mixes to the correct concentration.
in hot weather and the engine will not reach normal
Two basic types of elements are used for the cooling
operating temperature in cold weather.
system. The two types of elements are the precharge
element and the maintenance element. Each type
Note: The air vent valve will allow the air to escape
of element has a specific use. The elements must
past the water temperature regulator from the cooling
be used correctly in order to get the necessary
system while the radiator is being filled. During concentration for cooling system protection. The
normal operation, the air vent valve will be closed
elements also contain a filter. The elements should
in order to prevent coolant flow past the water
remain in the system in order for the coolant to flow
temperature regulator. through the elements after the conditioner material
is dissolved.
Coolant For Air Compressor (If
The precharge element contains more than the
Equipped) 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.
g01126269
Illustration 29
• Crankshaft
• Main bearing caps
• Piston cooling jets
• Oil pump Illustration 31
g01126270
(1) Piston
(2) Piston cooling jet
(3) Connecting rod
g00748989
Illustration 30
SENR9830-23 31
Systems Operation Section
Crankshaft
g01126295
Illustration 33
(1) Crankshaft
(2) Gear
g01137850
Illustration 34
(3) Oil gallery
(4) Main bearings
(5) Rod bearings
g01137852
Illustration 36
(1) Crankshaft
(6) Weight
(7) Case
SENR9830-23 33
Systems Operation Section
g01129718
Illustration 38
Grounding stud to battery ground (“-”)
34 SENR9830-23
Systems Operation Section
• Starting
• Low amperage accessories
Some of the electrical system components are used
in more than one circuit. The following components
are common in more than one circuit:
• Battery or batteries
• Circuit breakers
• Ammeter
• Battery cables
The charging circuit is in operation when the engine
is running. An alternator generates electricity for the
charging circuit. A voltage regulator in the circuit
controls the electrical output in order to keep the
battery at full charge.
NOTICE
The disconnect switch, if equipped, must be in the ON
position in order to let the electrical system function.
There will be damage to some of the charging circuit
components if the engine is running with the discon-
Illustration 39
g01129719 nect switch in the OFF position.
Alternate grounding stud to battery ground
If the engine has a disconnect switch, the starting
The engine must have a wire ground to the battery. circuit can operate only after the disconnect switch
is put in the ON position.
Ground wires or ground straps should be combined
at ground studs that are only for ground use. All of The starting circuit is in operation only when the start
the grounds should be tight and free of corrosion. switch is activated.
The engine alternator should be battery ground Both the low amperage circuit and the charging circuit
with a wire size that is capable of managing the full are connected to the same side of the ammeter. The
charging current of the alternator. starting circuit is connected to the opposite side of
the ammeter.
NOTICE
When boost starting an engine, the instructions in Sys- NOTICE
tems Operation, “Engine Starting” should be followed Never operate the alternator without the battery in the
in order to properly start the engine. circuit. Making or breaking an alternator connection
with heavy load on the circuit can cause damage to
This engine may be equipped with a 12 volt starting the regulator.
system or a 24 volt starting system. Only equal voltage
for boost starting should be used. The use of a higher
voltage will damage the electrical system.
• Charging
SENR9830-23 35
Testing and Adjusting Section
Note: If the flywheel is turned beyond the point of • Blending fuel with additives
engagement, the flywheel must be turned in the
direction that is reverse of normal engine rotation. • Utilizing fuel with a low cloud point such as
Turn the flywheel by approximately 30 degrees. Then kerosene
turn the flywheel in the direction of normal rotation
until the timing pin engages with the threaded hole. Refer to Operation and Maintenance Manual,
This procedure eliminates the backlash from the SEBU6251, “Caterpillar Commercial Diesel
gears when the No. 1 piston is at the top center Engine Fluids Recommendations”, “Fuel
position. Recommendations” for more information.
3. Remove the front valve mechanism cover from 3. Check fuel API with a 9U-7840 Fluid and Fuel
the engine. Calibration Gp for low power complaints. The
acceptable range of the fuel API is 30 to 45 when
4. The inlet and exhaust valves for the No. 1 the API is measured at 15 °C (60 °F), but there is
cylinder are fully closed if No. 1 piston is on the a significant difference in energy within this range.
compression stroke and the rocker arms can be Refer to Tool Operating Manual, NEHS0607 for
moved by hand. If the rocker arms cannot be API correction factors when a low power problem
moved and the valves are slightly open, the No. 1 is present and API is high.
piston is on the exhaust stroke.
Note: A correction factor that is greater than “1”
Note: When the actual stroke position is identified, may be the cause of low power and/or poor fuel
and the other stroke position is needed, remove the consumption.
timing bolt from the flywheel. Then turn the flywheel
by 360 degrees in the direction of normal engine 4. If fuel quality is still suspected as a possible
rotation and reinstall the timing bolt. cause to problems regarding engine performance,
disconnect the fuel inlet line, and temporarily
operate the engine from a separate source of
i03142863
fuel that is known to be good. This will determine
Fuel Quality - Test if the problem is caused by fuel quality. If fuel
quality is determined to be the problem, drain the
SMCS Code: 1280-081 fuel system and replace the fuel filters. Engine
performance can be affected by the following
This test checks for problems regarding fuel quality. characteristics:
Refer to Diesel Fuels and Your Engine, SEBD0717
for additional details. • Cetane number of the fuel
Use the following procedure to test for problems • Air in the fuel
regarding fuel quality:
• Other fuel characteristics
1. Determine if water and/or contaminants are
present in the fuel. Check the water separator (if i02241691
equipped). If a water separator is not present,
proceed to Step 2. Drain the water separator, if Fuel System - Prime
necessary. A full fuel tank minimizes the potential
for overnight condensation. SMCS Code: 1258-548
• Fuel heaters
38 SENR9830-23
Testing and Adjusting Section
NOTICE
Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again.
i02241979
2. Unlock and operate hand priming pump (2) in • Fuel lines with deteriorating interior surfaces
order to pump fuel into the fuel system. This will
also purge air from the fuel system. Stop operating • Pinched fuel line fittings or undersized fuel line
the hand priming pump when fuel appears at the fittings
port.
• Debris in the fuel tank, fuel lines, or fuel system
3. Install plug (1). Clean up any spilled fuel components that create restrictions
immediately.
High Fuel Pressure
4. Operate the hand priming pump until a strong
pressure is felt on the pump and you hear a click Excessive fuel pressure can cause fuel filter gaskets
from the fuel filter base. This pressurizes the to rupture. The following conditions can cause high
system with approximately 345 kPa (50 psi). This fuel pressure:
greatly reduces the cranking time that is needed
to start the engine.
SENR9830-23 39
Testing and Adjusting Section
• Plugged orifices in the fuel pressure regulating Note: Fuel pressure readings near the fuel supply
valve manifold have pressure spikes. The pressure spikes
are caused by excess fuel that is returning to the
• Stuck fuel pressure regulating valve in the fuel fuel system from the injectors. Excessive needle
transfer pump movement at the gauge may be present. Connect
the gauge with a section of suitable hose. The air in
• Pinched fuel return line the hose absorbs the spikes. This gives an average
reading and a steady needle. Keep the gauge above
the measuring point.
Checking Fuel Pressure
g00293196
Illustration 43
1U-5470 Engine Pressure Group
Fuel leaked or spilled onto hot surfaces or elec- Install the 1U-5470 Engine Pressure Group into port
trical components can cause a fire. Clean up fuel (1).
spills immediately.
During both normal operating conditions and load
NOTICE conditions, the fuel pressure should register the
Keep all parts clean from contaminants. following range:
Contaminants may cause rapid wear and shortened • 455 to 579 kPa (66 to 84 psi)
component life.
At low idle, the fuel pressure at the fuel filter's inlet
should be at the following amount:
NOTICE
Care must be taken to ensure that fluids are contained • 400 to 434 kPa (58 to 63 psi)
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to The fuel pressure to the fuel gallery should be the
collect the fluid with suitable containers before open- same amount, if you subtract the change in pressure
ing any compartment or disassembling any compo- (delta P) across the filter.
nent containing fluids.
With a new filter, the pressure drop across the fuel
Refer to Special Publication, NENG2500, “Caterpillar filter typically registers the following amount:
Tools and Shop Products Guide” for tools and supplies
suitable to collect and contain fluids on Caterpillar • 35 kPa (5 psi)
products.
As deposits collect on a fuel filter, the pressure
Dispose of all fluids according to local regulations and differential will increase. Engine misfire may occur
mandates. if the fuel pressure in the fuel gallery decreases to
approximately 69 kPa (10 psi).
Use the following procedure to measure the fuel
pressure after the secondary filter:
40 SENR9830-23
Testing and Adjusting Section
There will be a reduction in the performance of the When working on an engine that is running, avoid
engine if there is a restriction in the air inlet system or contact with hot parts and rotating parts.
the exhaust system.
Table 2
4. Use the differential pressure gauge of the
1U-5470 Engine Pressure Group.
Required Tools
Part
Part Name Quantity
Number
1U-5470 Engine Pressure Group 1
or or
198-4240 Digital Pressure Indicator
g00293196 g01124067
Illustration 46 Illustration 47
Exhaust Restriction
Back pressure is the difference in the pressure
between the exhaust at the outlet elbow and the
atmospheric air.
Table 3
Required Tools
Part
Part Name Quantity
Number
1U-5470 Engine Pressure Group 1
or or
198-4240 Digital Pressure Indicator
g01799460
Illustration 49
Typical example
(3) Muffler
(4) Test location
Maximum back pressure ...................... 10.0 kPa The condition of the turbocharger will have definite
(40 in of H2O) effects on engine performance. Use the following
inspections and procedures to determine the
condition of the turbocharger.
i03117166
d. Remove the oil drain line from the turbocharger. 3. Turn the rotating assembly by hand. While you
Inspect the drain opening. Inspect the oil drain turn the assembly, push the assembly sideways.
line. Inspect the area between the bearings of The assembly should turn freely. Turbine wheel (2)
the rotating assembly shaft. Look for oil sludge. should not rub turbine wheel housing (1). Replace
Inspect the oil drain hole for oil sludge. Inspect turbocharger (3) if turbine wheel (2) rubs turbine
the oil drain line for oil sludge in the drain housing (1). If there is no rubbing or scraping, go
line. If necessary, clean the rotating assembly to Step 4.
shaft. If necessary, clean the oil drain hole. If
necessary, clean the oil drain line. 4. Inspect the turbine and turbine housing (1) for oil
leakage. Inspect the turbine and turbine housing
e. If Steps 4.a through 4.d did not reveal the (1) for oil coking. Some oil coking may be cleaned.
source of the oil leakage, the turbocharger has Heavy oil coking may require replacement of
internal damage. Replace the turbocharger. the turbocharger. If the oil is coming from the
turbocharger center housing go to Step 4.a.
Otherwise go to “Inspection of the Wastegate”.
Inspection of the Turbine Wheel
and the Turbine Housing a. Remove the oil drain line for the turbocharger.
Inspect the drain opening. Inspect the area
Remove the air piping from the turbine housing. between the bearings of the rotating assembly
shaft. Look for oil sludge. Inspect the oil drain
hole for oil sludge. Inspect the oil drain line
for oil sludge. If necessary, clean the rotating
assembly shaft. If necessary, clean the drain
opening. If necessary, clean the drain line.
Illustration 50
g01130084 e. If Steps 4.a through 4.d did not reveal the
source of the oil leakage, turbocharger (3) has
(1) Turbine housing
(2) Turbine wheel
internal damage. Replace turbocharger (3).
(3) Turbocharger
• Engine rating
• Horsepower demand on the engine
• High idle rpm
g01130086
Illustration 51 • Height above sea level for engine operation
(3) Turbocharger
(4) Wastegate • Inlet air restriction
(5) Line for wastegate
• Exhaust system restriction
The rpm of turbocharger (3) is controlled by
wastegate (4). The wastegate controls the amount
of exhaust gas that is allowed to bypass the turbine i02242282
side of the turbocharger.
Inlet Manifold Pressure - Test
When the engine operates in conditions of low
boost (lug), a spring presses against a diaphragm SMCS Code: 1058-081
in the canister. The actuating rod will move and the
wastegate will close. When the wastegate is closed, The efficiency of an engine can be checked by
all of the exhaust is forced to flow through the turbine. making a comparison of the pressure in the inlet
manifold with the information given in the Technical
As the boost pressure increases, the wastegate will Marketing Information (TMI). This test is used when
open. As the wastegate opens, air is diverted away there is a decrease of horsepower from the engine,
from the turbine. The speed of the turbine is limited yet there is no real sign of a problem with the engine.
because a portion of the exhaust gases bypass the
turbine wheel of the turbocharger. The correct pressure for the inlet manifold is listed in
TMI. Development of this information is performed
The following levels of boost pressure indicate a under the following conditions:
problem with the wastegate:
• 99 kPa (29.7 in Hg) dry barometric pressure
• Too high at full load conditions
• 29 °C (85 °F) outside air temperature
• Too low at all lug conditions
• 35 API rated fuel at 16 °C (60 °F)
Note: The housing assembly for the wastegate is
preset at the factory and no adjustments can be On a turbocharged, aftercooled engine, a change
made. in the fuel rating will change the horsepower. A
change in the fuel rating will change the inlet manifold
pressure. If the fuel is rated above 35 API, the inlet
manifold pressure can be less than the pressure
given in the TMI. If the fuel is rated below 35 API,
the inlet manifold pressure can be more than the
pressure listed in TMI.
46 SENR9830-23
Testing and Adjusting Section
Note: Ensure that the air inlet and the exhaust 1. Remove boost pressure sensor (1) from the
are not restricted when you are checking the inlet cylinder head.
manifold pressure.
2. Connect the 1U-5470 Engine Pressure Group to
the cylinder head at the pressure test location.
i04525210
Table 5
Required Tools
g01130168 Part
Illustration 52 Part Name Qty
Number
(1) Boost pressure sensor
349-4200 Thermometer 1
Table 4
Required Tools When the engine runs at low idle, the temperature of
Part
an exhaust manifold port can indicate the condition
Part Name Quantity of a fuel injection nozzle.
Number
1U-5470 Engine Pressure Group 1 A low temperature indicates that no fuel is flowing to
or or the cylinder. An inoperative fuel injection nozzle or
198-4240 Digital Pressure Indicator a problem with the fuel injection pump could cause
this low temperature.
g00293196
Illustration 53
1U-5470 Engine Pressure Group
Aftercooler Core Leakage A large leak of the aftercooler core can often be
found by making a visual inspection. To check for
smaller leaks, use the following procedure:
NOTICE
Do not use more than 240 kPa (35 psi) of air pressure
or damage to the aftercooler core can be the result.
g01144839
Illustration 54
FT-1984 Aftercooler Testing Group
3. Install the regulator and valve assembly (1) on the
outlet side of the aftercooler core assembly. Also,
(1) Regulator and valve assembly
(2) Nipple attach the air supply.
(3) Relief valve
(4) Tee 4. Open the air valve and pressurize the aftercooler
(5) Coupler to 205 kPa (30 psi). Shut off the air supply.
(6) Aftercooler
(7) Dust plug
(8) Dust plug 5. Inspect all connection points for air leakage.
(9) Chain
6. The aftercooler system's pressure should not drop
A low power problem in the engine can be the result more than 35 kPa (5 psi) in 15 seconds.
of aftercooler leakage. Aftercooler system leakage
can result in the following problems: 7. If the pressure drop is more than the specified
amount, use a solution of soap and water to check
• Low power all areas for leakage. Look for air bubbles that will
identify possible leaks. Replace the aftercooler
• Low boost pressure core, or repair the aftercooler core, as needed.
• Black smoke
• High exhaust temperature To help prevent personal injury when the tooling is
removed, relieve all pressure in the system slowly
NOTICE by using an air regulator and a valve assembly.
Remove all air leaks from the system to prevent en-
gine damage. In some operating conditions, the en-
gine can pull a manifold vacuum for short periods of 8. After the testing, remove the FT-1984 Aftercooler
time. A leak in the aftercooler or air lines can let dirt Testing Group. Reconnect the air pipes on both
and other foreign material into the engine and cause sides of the aftercooler core assembly.
rapid wear and/or damage to engine parts.
SENR9830-23 49
Testing and Adjusting Section
Use the differential pressure gauge of the 1U-5470 Caustic cleaners will attack the internal metals of the
Engine Pressure Group. Use the following procedure core and cause leakage.
in order to measure the restriction of the aftercooler:
• Repair
i04643912
Table 7
Personal injury can result from air pressure. Tools Needed
Maximum air pressure at the nozzle must be less 285-0900 Blowby Tool Group 1
than 205 kPa (30 psi) for cleaning purposes. NETG5049 Software License 1
If a turbocharger failure occurs, remove the air-to-air Damaged pistons or rings can cause too much
aftercooler core. Internally flush the air-to-air pressure in the crankcase. This condition will cause
aftercooler core with a solvent that removes oil the engine to run rough. There will be more than
and other foreign substances. Shake the air-to-air a normal amount of blowby fumes rising from the
aftercooler core in order to eliminate any trapped crankcase breather. The breather can then become
debris. Wash the aftercooler with hot, soapy water. restricted in a short time, causing oil leakage at
Thoroughly rinse the aftercooler with clean water and gaskets and seals that would not normally have
blow dry the aftercooler with compressed air. Blow leakage. Blowby can also be caused by worn valve
dry the assembly in the reverse direction of normal guides or by a failed turbocharger seal.
air flow. To make sure that the whole system is clean,
carefully inspect the system.
50 SENR9830-23
Testing and Adjusting Section
i02182207
g01101255
Illustration 56
g01104149
Illustration 57
Cylinder and valve location
Adjustment of the valves
(A) Exhaust valves
(B) Inlet valves (1) Inlet rocker arm
(2) Adjustment locknut
(3) Exhaust valve rocker arm
Use the following procedure to adjust the valve lash: (4) Adjustment locknut
1. Put the No. 1 piston at the top center position 2. Adjust the valve lash according to Table 9.
on the compression stroke. Refer to Testing and
Adjusting, “Finding Top Center Position for No. 1 a. Lightly tap the rocker arm at the top of the
Piston”. adjustment screw with a soft mallet. This will
Table 9
ensure that the lifter roller seats against the
camshaft's base circle.
TC
Compression Inlet Valves Exhaust Valves b. Loosen the adjustment locknut.
Stroke
0.38 ± 0.08 mm 0.64 ± 0.08 mm c. Place the appropriate feeler gauge between
Valve Lash (0.015 ± 0.003 (0.025 ± 0.003 rocker arm and the valve bridge. Then, turn
inch) inch) the adjustment screw in a clockwise direction.
Cylinders 1-2-4 1-3-5
Slide the feeler gauge between the rocker arm
and the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on
the feeler gauge. Remove the feeler gauge.
Table 10
TC Exhaust
Inlet Valves Exhaust Valves
Stroke(3)
0.38 ± 0.08 mm 0.64 ± 0.08 mm
Valve Lash (0.015 ± 0.003 (0.025 ± 0.003
inch) inch)
Cylinders 3-5-6 2-4-6
(3) Position for No. 1 cylinder
Lubrication System
i02829684
NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids.
1U-5470 Engine Pressure Group 1 2. Install the 1U-5470 Engine Pressure Group into
or or the port in the engine side cover.
198-4240 Digital Pressure Indicator
3. Start the engine. Run the engine. Use SAE 15W40
oil. Refer to Operation and Maintenance Manual,
“Refill Capacities and Recommendations” for the
recommendations of engine oil.
54 SENR9830-23
Testing and Adjusting Section
4. Record the value of the engine oil pressure when • The engine lubrication system is open. Refer to
the engine is at operating temperature 100 °C Step 4.
(212 °F).
• The oil pickup tube has a leak or a restricted inlet
The minimum engine oil pressure at 1800 screen. Refer to Step 5.
rpm should be approximately 275 to 414 kPa
(40 to 59 psi). Minimum engine oil pressure at low • The engine oil pump is faulty. Refer to Step 6.
idle rpm (700 to 800 rpm) should be approximately
125 kPa (18 psi). • Engine Bearings have excessive clearance. Refer
to Step 7.
5. Compare the recorded engine oil pressure with
the oil pressure indicators on the instrument panel 1. Check the engine oil level in the crankcase. The
and the engine oil pressure that is displayed on oil level can possibly be too far below the oil pump
Cat ET. supply tube. This will cause the oil pump not to
have the ability to supply enough lubrication to the
6. An engine oil pressure indicator that has a defect engine components. If the engine oil level is low
or an engine oil pressure sensor that has a defect add engine oil in order to obtain the correct engine
can give a false indication of a low oil pressure or oil level. Refer to Operation and Maintenance
a high oil pressure. If there is a notable difference Manual, “Refill Capacities and Recommendations”
between the engine oil pressure readings make for the recommendations of engine oil.
necessary repairs.
2. Engine oil that is contaminated with fuel or coolant
7. If the engine oil pressure is too low, refer to will cause low engine oil pressure. High engine
“Reasons for Low Engine Oil Pressure”. oil level in the crankcase can be an indication
of contamination. Determine the reason for
8. If the engine oil pressure is too high, refer to contamination of the engine oil and make the
“Reason for High Engine Oil Pressure”. necessary repairs. Replace the engine oil with the
approved grade of engine oil. Refer to Operation
Reasons for Low Engine Oil and Maintenance Manual, “Refill Capacities and
Recommendations” for the recommendations of
Pressure engine oil.
NOTICE NOTICE
Keep all parts clean from contaminants. Caterpillar oil filters are built to Caterpillar speci-
fications. Use of an oil filter not recommended by
Contaminants may cause rapid wear and shortened Caterpillar could result in severe engine damage to
component life. the engine bearings, crankshaft, etc., as a result of
the larger waste particles from unfiltered oil entering
the engine lubricating system. Only use oil filters
NOTICE recommended by Caterpillar.
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to 3. If the engine oil bypass valves are held in the open
collect the fluid with suitable containers before open- position, a reduction in the oil pressure can be the
ing any compartment or disassembling any compo- result. This may be due to debris in the engine
nent containing fluids. oil. If the engine oil bypass valves are stuck in
the open position, remove each engine oil bypass
Refer to Special Publication, NENG2500, “Caterpillar valve and clean each bypass valve in order to
Dealer Service Tool Catalog” for tools and supplies correct this problem. You must also clean each
suitable to collect and contain fluids on Caterpillar bypass valve bore. Install new engine oil filters.
products. New engine oil filters will prevent more debris
from causing this problem. For information on the
Dispose of all fluids according to local regulations and repair of the engine oil filter bypass valves, refer
mandates. to Disassembly and Assembly, “Engine Oil Filter
Base and Oil Cooler - Remove”.
• Engine oil level is low. Refer to Step 1. 4. An oil line or an oil passage that is open, broken,
or disconnected will cause low engine oil pressure.
• Engine oil is contaminated. Refer to Step 2. An open lubrication system could be caused by
a piston cooling jet that is missing or damaged.
• The engine oil filter bypass valves are open. Refer Determine the reason for an open lubrication
to Step 3.
system of the engine and make the necessary
repairs.
SENR9830-23 55
Testing and Adjusting Section
An engine oil pressure indicator may show that there Increased Engine Oil
is enough oil pressure, but a component is worn
due to a lack of lubrication. In such a case, look at Temperature - Inspect
the passage for the oil supply to the component.
A restriction in an oil supply passage will not allow SMCS Code: 1348-040
enough lubrication to reach a component. This will
result in early wear. When the engine is at operating temperature
and you are using SAE 10W30 oil, the maximum
oil temperature is 115 °C (239 °F). This is the
i03993149 temperature of the oil after passing through the oil
cooler.
Excessive Engine Oil
Consumption - Inspect Look for a restriction in the oil passages of the oil
cooler. The oil temperature may be higher than
SMCS Code: 1348-040 normal when the engine is operating. In such a case,
the oil cooler may have a restriction. A restriction in
the oil cooler will not cause low oil pressure in the
Engine Oil Leaks on the Outside of engine.
the Engine
Determine if the oil cooler bypass valve is held in the
Check for leakage at the seals at each end of the open position. This condition will allow the oil to pass
crankshaft. Look for leakage at the gasket for the through the valve instead of the oil cooler. The oil
engine oil pan and all lubrication system connections. temperature will increase.
Look for any engine oil that may be leaking from
the crankcase breather. This can be caused by
combustion gas leakage around the pistons. A dirty
crankcase breather will cause high pressure in the
crankcase. A dirty crankcase breather will cause the
gaskets and the seals to leak.
Cooling System 4. Check the fan clutch. A fan clutch that is not
turning at the correct speed can cause improper
air speed across the radiator core. The lack of
i02204648 proper air flow across the radiator core can cause
the coolant not to cool to the proper temperature
Cooling System - Check differential.
(Overheating) 5. Check the water temperature gauge. A water
SMCS Code: 1350-535 temperature gauge which does not work correctly
will not show the correct temperature. Refer to
Above normal coolant temperatures can be caused Testing and Adjusting, “Cooling System - Inspect”.
by many conditions. Use the following procedure
to determine the cause of above normal coolant 6. Check the sending unit. In some conditions, the
temperatures: temperature sensor in the engine sends signals to
a sending unit. The sending unit converts these
signals to an electrical impulse which is used by a
mounted gauge. If the sending unit malfunctions,
the gauge can show an incorrect reading. Also if
Personal injury can result from escaping fluid un- the electric wire breaks or if the electric wire shorts
der pressure. out, the gauge can show an incorrect reading.
a. A loose fan drive belt will cause a reduction in b. If the measured restriction is higher than the
the air flow across the radiator. Check the fan maximum permissible restriction, there is a
drive belt for proper belt tension. Adjust the restriction in the exhaust system. Repair the
tension of the fan drive belt, if necessary. Refer exhaust system, as required.
to Operation and Maintenance Manual, “Belt
- Inspect”. 14. Check the shunt line. The shunt line must be
submerged in the expansion tank. A restriction of
b. A loose water pump drive belt will cause a the shunt line from the radiator top tank to the
reduction in coolant flow through the radiator. engine water pump inlet will cause a reduction
Check the water pump drive belt for proper in water pump efficiency. A reduction in water
belt tension. Adjust the water pump drive belt's pump efficiency will result in low coolant flow and
tension, if necessary. Refer to Operation and overheating.
Maintenance Manual, “Belt - Inspect”.
15. Check the water temperature regulator. A water
11. Check the cooling system hoses and clamps. temperature regulator that does not open, or a
Damaged hoses with leaks can normally be seen. water temperature regulator that only opens part
Hoses that have no visual leaks can soften during of the way can cause overheating. Refer to Testing
operation. The soft areas of the hose can become and Adjusting, “Water Temperature Regulator -
kinked or crushed during operation. These areas Test”.
of the hose can cause a restriction in the coolant
flow. Hoses become soft and/or get cracks 16. Check the water pump. A water pump with a
after a period of time. The inside of a hose can damaged impeller does not pump enough coolant
deteriorate, and the loose particles of the hose for correct engine cooling. Remove the water
can cause a restriction of the coolant flow. Refer pump and check for damage to the impeller. Refer
to Operation and Maintenance Manual, “Hoses to Testing and Adjusting, “Water Pump - Test”.
and Clamps - Inspect/Replace”.
17. Check the air flow through the engine
12. Check for a restriction in the air inlet system. compartment. The air flow through the radiator
A restriction of the air that is coming into the comes out of the engine compartment. Ensure
engine can cause high cylinder temperatures. that the filters, air conditioner, and similar items
High cylinder temperatures require higher than are not installed in a way that prevents the free
normal temperatures in the cooling system. Refer flow of air through the engine compartment.
to Testing and Adjusting, “Air Inlet and Exhaust
System - Inspect”. 18. Check the aftercooler. A restriction of air flow
through the air to air aftercooler (if equipped) can
a. If the measured restriction is higher than the cause overheating. Check for debris or deposits
maximum permissible restriction, remove the which would prevent the free flow of air through
foreign material from the engine air cleaner the aftercooler. Refer to Testing and Adjusting,
element or install a new engine air cleaner “Aftercooler - Test”.
element. Refer to Operation and Maintenance
Manual, “Engine Air Cleaner Element - 19. Consider high outside temperatures. When
Clean/Replace”. outside temperatures are too high for the rating
of the cooling system, there is not enough of a
b. Repeat the check for a restriction in the air inlet temperature difference between the outside air
system. and coolant temperatures.
c. If the measured restriction is still higher than 20. Consider high altitude operation. The cooling
the maximum permissible restriction, check the capacity of the cooling system goes down as
air inlet piping for a restriction. the engine is operated at higher altitudes. A
pressurized cooling system that is large enough to
13. Check for a restriction in the exhaust system. keep the coolant from boiling must be used.
A restriction of the air that is coming out of the
engine can cause high cylinder temperatures. 21. The engine may be running in the lug condition.
When the load that is applied to the engine is
a. Make a visual inspection of the exhaust system. too large, the engine will run in the lug condition.
Check for damage to exhaust piping or for a When the engine is running in the lug condition,
damaged muffler. If no damage is found, check engine rpm does not increase with an increase of
the exhaust system for a restriction. Refer to fuel. This lower engine rpm causes a reduction
Testing and Adjusting, “Air Inlet and Exhaust in air flow through the radiator. This lower engine
System - Inspect”. rpm also causes a reduction in coolant flow
through the system. This combination of less air
and less coolant flow during high input of fuel will
cause above normal heating.
SENR9830-23 59
Testing and Adjusting Section
3. Look for leaks in the system. Remember that temperature and pressure work
together. When a diagnosis is made of a cooling
Note: A small amount of coolant leakage across system problem, temperature and pressure must be
the surface of the water pump seals is normal. This checked. Cooling system pressure will have an effect
leakage is required in order to provide lubrication for on the cooling system temperature. For an example,
this type of seal. A hole is provided in the water pump refer to Illustration 60. This will show the effect of
housing in order to allow this coolant/seal lubricant pressure on the boiling point (steam) of water. This
to drain from the pump housing. Intermittent leakage will also show the effect of height above sea level.
of small amounts of coolant from this hole is not an
indication of water pump seal failure.
The coolant level must be to the correct level in order The 4C-6500 Digital Thermometer is used in the
to check the coolant system. The engine must be diagnosis of overheating conditions and in the
cold and the engine must not be running. diagnosis of overcooling conditions. This group can
be used to check temperatures in several different
After the engine is cool, loosen the pressure cap parts of the cooling system. Refer to Operating
in order to relieve the pressure out of the cooling Manual, NEHS0554, “4C-6500 Digital Thermometer
system. Then remove the pressure cap. Group” for the testing procedure.
g00286276
Illustration 63
9U-7400 Multitach
g01096114
Illustration 65
The 9U-7400 Multitach Tool Group is used to Typical schematic of filler cap
check the fan speed. Refer to Operating Manual, (1) Sealing surface of both filler cap and radiator
NEHS0605, “9U-7400 Multitach Tool Group ” for the
testing procedure.
3. Look at the gauge for the exact pressure that • The reading remains steady after five minutes.
opens the filler cap.
The inside of the cooling system has leakage only if
4. Compare the gauge's reading with the opening the following conditions exist:
pressure that is listed on the filler cap.
• The reading on the gauge goes down.
5. If the filler cap is damaged, replace the filler cap.
• You do NOT observe any outside leakage.
Testing The Radiator And Cooling Make any repairs, as required.
System For Leaks
Table 14 Test For The Water Temperature
Tools Needed Sensor
Part Table 15
Part Name Quantity
Number
Tools Needed
9S-8140 Pressurizing Pump 1
Part
Part Name Quantity
Number
Use the following procedure in order to check the
4C-6500 Digital Thermometer 1
cooling system for leaks: or or
2F-7112 Thermometer
Cooling System Conditioner contains alkali. Avoid Making contact with a running engine can cause
contact with skin and eyes. burns from hot parts and can cause injury from
rotating parts.
1. After the engine is cool, loosen the filler cap slowly When working on an engine that is running, avoid
and allow pressure out of the cooling system. contact with hot parts and rotating parts.
Then remove the filler cap from the radiator.
2. Ensure that the coolant level is above the top of Check the accuracy of the water temperature
the radiator core. indicator or water temperature sensor if you find
either of the following conditions:
3. Install the 9S-8140 Pressurizing Pump onto the
radiator. • The engine runs at a temperature that is too hot,
but a normal temperature is indicated. A loss of
4. Take the pressure reading on the gauge to 20 kPa coolant is found.
(3 psi) more than the pressure on the filler cap.
• The engine runs at a normal temperature, but a
5. Check the radiator for leakage on the outside. hot temperature is indicated. No loss of coolant is
found.
6. Check all connection points for leakage, and
check the hoses for leakage. The coolant temperature can be read by using
Caterpillar Electronic Technician (ET).
The cooling system does not have leakage only if the
following conditions exist:.
i01666401
Table 16
Tools Needed
Part
Part Name Quantity
Number
6V-7775 Air Pressure Gauge 1
64 SENR9830-23
Testing and Adjusting Section
g01112112
Illustration 68
Typical single water temperature regulator housing
(1) Port
g01112115
Illustration 69
Typical dual water temperature regulator housing
(1) Port
i03624456 g00285686
Illustration 70
Connecting Rod Bearings - 1P-3537 Dial Bore Gauge Group
g02166614 g02166737
Illustration 71 Illustration 72
Checking face runout of the flywheel Checking bore runout of flywheel
(1) 7H-1645 Holding Rod (4) 7H-1940 Universal Attachment
(2) 7H-1945 Holding Rod
(3) 7H-1942 Dial Indicator
1. Install 7H-1942 Dial Indicator (3). Make an
adjustment of 7H-1940 Universal Attachment
1. Refer to Illustration 71 and install the dial indicator. (4) so the dial indicator makes contact on the
Always put a force on the crankshaft in the same flywheel.
direction before the dial indicator is read. The
applied force will remove any crankshaft end 2. Set the dial indicator to read 0.0 mm (0.00 inch).
clearance.
3. Turn the flywheel at intervals of 90 degrees and
2. Set the dial indicator to read 0.0 mm (0.00 inch). read the dial indicator.
3. Turn the flywheel at intervals of 90 degrees 4. Take the measurements at all four points. The
and read the dial indicator. Refer to Testing and difference between the lower measurements and
Adjusting, “Finding Top Center Position for No. 1 the higher measurements that are performed at
Piston”. all four points must not be more than 0.15 mm
(0.006 inch), which is the maximum permissible
4. Take the measurements at all four points. The bore runout (radial eccentricity) of the flywheel.
difference between the lower measurements and
the higher measurements that are performed at
all four points must not be more than 0.13 mm
(0.005 inch), which is the maximum permissible
face runout (axial eccentricity) of the flywheel.
SENR9830-23 67
Testing and Adjusting Section
g02170073
Illustration 73
Flywheel clutch pilot bearing bore
g02510176
Illustration 74
5. To find the runout (eccentricity) of the pilot bearing
bore, use the preceding procedure. 8T-5096 Dial Indicator Gp
6. The runout (eccentricity) of the bore for the pilot If you use any other method except the method that
bearing in the flywheel must not exceed 0.13 mm is given here, always remember that the bearing
(0.005 inch). clearance must be removed in order to receive the
correct measurements.
g00285932
Illustration 75
Checking face runout of the flywheel housing
g00763974
Illustration 78
g02170195
4. Turn the flywheel in order to put the dial indicator
Illustration 76 at position (A). Adjust the dial indicator to 0.0 mm
8T-5096 Dial Indicator Gp (0.00 inch).
1. Fasten a dial indicator to the flywheel so the anvil 5. Turn the flywheel counterclockwise in order to
of the dial indicator will contact the bore of the put the dial indicator at position (B). Write the
flywheel housing. measurements in the chart.
i02716835
g00286046
Illustration 79
Graph for total eccentricity
g01124289
(1) Total vertical eccentricity Illustration 80
(2) Total horizontal eccentricity
Vibration damper and pulley
(3) Acceptable value
(4) Unacceptable value (1) Adapter
(2) Rubber
(3) Damper assembly
10. Find the intersection of the eccentricity lines (4) Bolt
(vertical and horizontal) in Illustration 79. (5) Crankshaft pulley
11. If the point of the intersection is in the “Acceptable” The vibration damper is installed on the front of
range, the bore is in alignment. If the point of crankshaft. The space in the damper assembly (3) is
intersection is in the “Not acceptable” range, the filled with rubber (2). The vibration damper limits the
flywheel housing must be changed. torsional vibration.
g01363868
Illustration 81
Viscous vibration damper
(6) Pulley
(7) Weight
(8) Case
NOTICE
Inspect the viscous vibration damper for signs of leak-
ing and for signs of damage to the case. Either of
these conditions can cause the weight to contact the
case. This contact can affect damper operation.
SENR9830-23 71
Testing and Adjusting Section
Battery - Test
SMCS Code: 1401-081
i04035716
Testing of the charging system components on the The ammeter contains a digital display that is used to
engine is preferred, including the wiring and other monitor current directly within a range between 1 A
components that are a permanent part of the system. and 1200 A. In order to view current readings of less
Off-engine testing or bench testing of the operation than 1 A use the multimeter display. In order to read
of the charging system components is acceptable the multimeter display connect a 6V-6014 Cable
as a last resort. This testing will give an indication between the digital multimeter and the ammeter. The
of needed repair. After repairs are made, test the ammeter then sends the current measurement to the
charging system in order to verify that the charging multimeter display.
system meets specifications.
A lever opens the ammeter jaws over a conductor.
Test Tools For The Charging The conductor diameter cannot be larger than 19 mm
(0.75 inch).
System
The spring loaded jaws close around the conductor
Table 20 for measuring the current. A trigger switch controls
Tools Needed the ammeter. The trigger switch can be locked into
the ON position or into the OFF position.
Part
Part Name Quantity
Number
After the trigger is turned to the OFF position, the
225-8266 Ammeter Tool Gp 1 reading appears in the digital display for 5 seconds.
This meter accurately measures currents in areas
237-5130 Digital Multimeter Gp
or
with a limited access. For example, these areas
or 1
146-4080 Digital Multimeter Gp include areas that are beyond the sight of the
operator. For DC operation, the ammeter contains a
zero control. Batteries inside the handle supply the
225-8266 Ammeter Tool Gp power.
g02231196
Illustration 84
225-8266 Ammeter Tool Gp
Charging System
To check for correct output of the alternator, see the
Specifications module. Refer to Special Instruction,
REHS0354, “Charging System Troubleshooting”.
If the part number for the alternator to be tested
is not listed in the Special Instruction, refer to the
appropriate Specifications manual for the information
needed to test the alternator.
g00283566
Illustration 88
237-5130 Digital Multimeter Gp or 146-4080 Digital Multimeter
Gp
g01012117
Illustration 87
225-8266 Ammeter Tool Gp
SENR9830-23 75
Testing and Adjusting Section
i01833081
g01097807
Illustration 89
Electric Starting System - Test Connection for checking pinion clearance
i02773155
Index
A Engine Oil Pressure - Test..................................... 53
Measuring Engine Oil Pressure ......................... 53
Aftercooler - Test ................................................... 47 Reason for High Engine Oil Pressure ................ 55
Aftercooler Core Leakage .................................. 48 Reasons for Low Engine Oil Pressure ............... 54
Air System Restriction........................................ 49 Engine Oil Pump - Inspect..................................... 55
Dynamometer Test............................................. 49 Engine Valve Lash - Inspect/Adjust ....................... 50
Turbocharger Failure ......................................... 49 Valve Lash Adjustment ...................................... 51
Visual Inspection................................................ 47 Valve Lash Check .............................................. 50
Air in Fuel - Test..................................................... 35 Excessive Bearing Wear - Inspect......................... 56
Air Inlet and Exhaust System .......................... 20, 41 Excessive Engine Oil Consumption - Inspect........ 56
Air Inlet Heater ................................................... 22 Engine Oil Leaks into the Combustion Area of the
Ether Starting Aid (If Equipped) ......................... 24 Cylinders .......................................................... 56
Turbocharger ..................................................... 21 Engine Oil Leaks on the Outside of the Engine.. 56
Valve System Components................................ 22 Exhaust Temperature - Test................................... 46
Air Inlet and Exhaust System - Inspect.................. 41
Air Inlet Restriction............................................. 41
Exhaust Restriction ............................................ 42 F
Table of Contents..................................................... 3
Testing and Adjusting Section ............................... 35
Turbocharger - Inspect .......................................... 43
Inspection of the Compressor and the Compressor
Housing ............................................................ 43
Inspection of the Turbine Wheel and the Turbine
Housing ............................................................ 44
Inspection of the Wastegate .............................. 45