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SENR2333 ,
FOR USE IN SERVICE MANUA:
D8L TRACTOR. SENR2329
SYSTEMS OPERATION
TESTING AND ADJUSTING
Proper repair is important to the safe and reliable operation of a machine. This
Service Manual outlines basic recommended procedures, some of which require
special tools, devices or work methods. Although not necessarily all inclusive, a list
of additional skills, precautions and knowledge required to safely perform repairs is
provided in the SAFETY section of this Manual.
Improper repair procedures can be dangerous and could resul t in injury or death.
Basic safety precautions, skills and knowledge are listed in the SAFETY section
of this Manual and in the descriptions of operations where hazards exist. Warning
labels have also been put on the machine to provide instructions and identi fy
specific hazards which if not heeded could cause bodily injury or death to you or
other persons. These labels identify hazards which may not be apparent to a trained
mechanic. There are many potentIal hazards during repair for an untrained
mechanic and there is no way to label. the machine against all such hazards. These
warnings in the Service Manual and on the machine are identified by this symbol:
A WARNING
Operations that may result only in machine damage are identified by labels on the
machine and in the Service Manual by the word CAUTION.
Caterpillar cannot anticipate every possible circumstance that might involve a
potential hazard. The warnings in this Manual are therefore not all inclusive. If a
procedure, tooL device or work method not speci fically recommended by
Caterpillar is used, you must satisfy yourself that it is sak for you and others. You
should also ensure that the machine will not be damaged or made unsafe by the
procedures you choose.
IMPORTANT
The information, specifications and illustrations in this hook are on the hasis of
information availahle at the time it was written. The specifications, torques,
pressures of operation, measurements, adjustments, illustrations and other items
can change at any ti me. These changes can effect the service given to the product.
Get the complete and most current information before you start any job. Caterpillar
Dealers have the most current infomlation which is available. For a list of the most
current modules and form numhers availahle for each Service Manual, see the
SERVICE MANUAL CONTENTS MICROFICHE REG1139F.
67 200X 2
3408 VEHICULAR ENGINE INDEX
SYSTEMS OPERATION
Basic Block
Camshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
Crankshaft
Cylinder Block. Liners and Heads......................
10
10
11
19
19
19
19
Electrical System
Charging System Components
Starting System Components. . . . . . . . . . . . . . . . . . . . . . . . ..
Other Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
Engine Design. .. . . . . .. ..
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
.. . . . . .. . .
21
21
21
22
Vibration Damper. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 19
Fuel Injection Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Air Inlet and Exhaust System , 60 Engine Timing and Automatic Timing
Basic Block. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 70
Fuel System Inspection 36
Cylinder Block. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 70
Hydraulic Air-Fuel Ratio Control Adjustment.. .. 56
Piston Rings. . . .. . .. . . . . . . . .. . .. . . .. 70
Measuring Engine Speed. .. 55
(On Engine) 50
Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 67
(Off Engine) . . . . . .. . . . . . . . .. 53
Electrical System. . .. . . . .. .. . . . . .. 74
Test Sequence for Fuel Nozzle 38
Lubrication System... . . . .. .. 65
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 36
Measuring Engine Oil Pressure.............. . .. . . . 65
Injection Pump.. . . . . . . . .. .. . 43
Troubleshooting 23-35
SPECIFICATIONS
3
,. - -
ENGINE DESIGN
7--5--3--1
~;)(8~~~
o
INTAKE @@@CD
FUEL
VALVES
EXHAUST
VALVES
INJECTION
PUMPS
A23799X2
Rotation of Crankshaft
(when seen from flywheel end) counterclockwise
FUEL SYSTEM
2 3 4 5
r-
I
I
I
I I
7
__ .J
8 9
11 12
lLI ~=======-'-_~\===\_-======-======--=_:I~_
13
__
14 A531361X1
FUEL SYSTEM SCHEMATIC
1. Fuel tank. 2. Tank shutoff valve. 3. Direct injection adapter. 4. Fuel manifolds. 5. Fuel injection pump housing. 6. Bleed
orifice. 7. Fuel inlet line from secondary filters. 8. Fuel inlet line from primary filter. 9. Check valve. 10. Fuel transfer pump.
11. Secondary fuel filter. 12. Primary fuel filter. 13. Fuel priming pump. 14. Fuel transfer pump relief valve.
There is one fuel injection pump and one fuel and an adapter on the valve cover base. Another
injection valve for each cylinder. The fuel injection section of line on the inside of the valve cover base
pumps are located in the fuel injection pump hous connects between the adapter and the fuel injection
ing. The fuel injection valves are located in direct valve in direct injection adapter (3).
injection adapter (3).
The fuel filters and priming pump are located in
When the engine is running, fuel is pulled from a compartment at the front of the fuel tank. The
the fuel tank through the fuel supply line and pri fuel transfer pump is mounted on a drive adapter
mary fuel filter (12) by fuel transfer pump (10). The on the fuel injection pump housing, and is driven
fuel is then pushed to secondary fuel filters (II), by a shaft connected to the fuel injection pump
and into the fuel filter housing. A bleed orifice (6) camshaft. Fuel transfer pump relief valve (14) is
in the fuel filter housing cover vents air in the sys located in the cover of the pump.
tem through a line back to fuel tank (I). Fuel from Fuel priming pump (13) is used before the engine
the fuel filter housing goes through inlet line (7) to is started to put pressure in the fuel system and to
fuel manifolds (4) in fuel injection pump housing
5
3408 VEHICULAR ENGINE SYSTEMS OPERATION
ENGINE DESIGN
o
INTAKE
FUEL
@@CD
VALVES
EXHAUST
VALVES
INJECTION
PUMPS
A2.3799X2.
Rotation of Crankshaft
(when seen from flywheel end) counterclockwise
Left side and right side of engine are as seen from flywheel end
4
FUEL SYSTEM SYSTEMS OPERATION
FUEL SYSTEM
2 3 4
~J
L
r-
I
I
I
I
I
I I
7
__ .J
8 9
10
11 12
It~======-l-
! _-==t\_===-=======-
13
_-=====--=-:I~_---------,
14 A531361X1
FUEL SYSTEM SCHEMATIC
1. Fuel tank. 2. Tank shutoff valve. 3. Direct injection adapter. 4. Fuel manifolds. 5. Fuel injection pump housing. 6. Bleed
orifice. 7. Fuel inlet line from secondary filters. 8. Fuel inlet line from primary filter. 9. Check valve. 10. Fuel transfer pump.
11. Secondary fuel filter. 12. Primary fuel filter. 13. Fuel priming pump. 14. Fuel transfer pump relief valve.
There is one fuel injection pump and one fuel and an adapter on the valve cover base. Another
injection valve for each cylinder. The fuel injection section of line on the inside of the valve cover base
pumps are located in the fuel injection pump hous connects between the adapter and the fuel injection
ing. The fuel injection valves are located in direct valve in direct injection adapter (3).
injection adapter (3).
The fuel filters and priming pump are located in
When the engine is running, fuel is pulled from a compartment at the front of the fuel tank. The
the fuel tank through the fuel supply line and pri fuel transfer pump is mounted on a drive adapter
mary fuel filter ( 12) by fuel transfer pump (10). The on the fuel injection pump housing, and is driven
fuel is then pushed to secondary fuel filters (II), by a shaft connected to the fuel injection pump
and into the fuel filter housing. A bleed orifice (6) camshaft. Fuel transfer pump relief valve (14) is
in the fuel filter housing cover vents air in the sys located in the cover of the pump.
tem through a line back to fuel tank (I). Fuel from Fuel priming pump (13) is used before the engine
the fuel filter housing goes through inlet line (7) to is started to put pressure in the fuel system and to
fuel manifolds (4) in fuel injection pump housing
vent air from the system. A check valve (9) located
(5). The fuel manifolds supply fuel to each fuel in the fuel transfer pump adapter housing will let
injection pump. fuel go around the fuel transfer pump when the
Individual fuel injection lines carry fuel from the priming pump is in use.
fuel injection pumps to each cylinder. One section There is no bleed orifice or valve installed on the
of linc connects between the fuel injection pump fuel injection pump housing to vent air from this
I
FUEL SYSTEM SYSTEMS OPERATION
part of the fuel system. Air trapped in the fuel in It is driven by the engine camshaft gear inside the
jection lines can be vented by loosening all of the front timing gear housing. The automatic timing
fuel injection line nuts where they connect to the advance unit gives easier starting and smooth low
adapters in the valve cover base. Move the governor speed operation. It will also advance timing as
lever to the 10\\ idle position. Crank the engine engine speed increases to give correct engine opera
with the starter motor until fuel without air comes ting efficiency.
from the fuel line connections. Tighten the fuel FUEL INJECTION PUMP
lIne nuts. This proced ure is necessary beca use the
fuel priming pump will not give enough pressure The rotation of the cams on the camshaft (12)
to push fuel though the reverse flow check valves cause lifters (9) and pump plungers (5) to move
in the fuel injection pumps of a direct injection sys up and down. The stroke of each pump plunger is
tem. always the same. fhe force of springs (6) hold
lifters (9) agaInst the cams of the camshaft.
The pump housing is a "V" shape (similar to the
engine cylinder block). with four pumps on each
side.
When the pump plunger is down. fuel from fuel
manifold (I) goes through inlet passage (2) and
fills the chamber above pump plunger (5). As the
plunger moves up it closes the inlet passage.
The pressure of the fuel in the chamber above
the plunger increases until it is high enough to cause
check valve (3) to open. Fuel under high pressure
flows out of the check valve. through the fuel line
to the injection valve. until the inlet passage opens
into pressure relief passage (4) in the plunger. The
pressure in the chamber decreases and check valve
(3) closes.
LOCATION OF FUEL SYSTEM COMPONENTS
The longer inlet passage (2) is closed. the larger
4. Fuel manifolds. 5. Fuel injection pump housing. 7.
Fuel inlet line from secondary filters. 8. Fuel inlet line the amount of fuel which will be forced through
from primary filter. 10. Fuel transfer pump. check valve (3). The period for which the inlet pas
sage is closed is controlled by pressure relief pas
sage (4). The design of the passage makes it possible
to change the inlet passage closed time by rotation
of the plunger. When the governor moves fuel
racks (8). they move gears (7) that are fastened to
plungers (5). This causes a rotation of the plungers.
3
10
11
LOCATION OF FUEL SYSTEM COMPONENTS 12
1. Fuel tank. 6. Bleed orifice in cover. 11. Secondary
fuel filters. 12. Primary fuel filter. 13. Priming pump. CROSS SECTION OF THE FUEL
spring load on lever (II) removes the play between
the racks and link (10). The fuel racks are con
nected by link (10). They move in opposite direc
tions (when one rack moves in, the other rack moves
out).
FUEL INJECTION VALVES (NOZZLES)
The fuel injection valves fit into direct injection
adapters that are installed in the cylinder head. 4
Fuel, under high pressure from the injection
pump, is sent through the fuel injection line to the
injection valve in the nOlzle. The injection valve 6
will not open until the fuel in the injection lines
reaches a very high pressure. The valve then opens
quickly to release the fuel directly into the engine
cylinder through six orifices in the tip of the nozzle.
HYDRA-MECHANICAL GOVERNOR
The throttle lever, or governor control. is con
nected to the control lever on the engine governor.
The governor then controls the amount of fuel
needed to keep the desired engine rpm at the throttle
lever setti ng. 14
The governor has governor weights (5) driven
13
by the engine through the drive assembly (15). The
16
governor has a governor spring (6), valve (9) and 15-----
HYDRA-MECHANICAL GOVERNOR
1. Collar. 2. Bolt. 3. Lever assembly. 4. Upper spring
sleeve (13). The throttle lever, or governor control.
seat. 5. Weights. 6. Governor spring. 7. Lower spring
controls only the compression of governor spring
seat. 8. Thrust bearing. 9. Valve. 10. Upper oil passage in
(6). Compression of the spring always pushes down piston. 11. Piston. 12. Lower oil passage in piston. 13.
to give more fuel to the engine. The centrifugal Sleeve. 14. Oil passage in cylinder. 15. Drive assembly.
16. Cylinder. 17. Pin. 18. Lever.
force of governor weights (5) always pulls to get a
reduction of fuel to the engine. When these two
forces are in balance, the engine runs at the desired
When there is a reduction in engine load there will
be an increase in engine rpm and the rotatio~ of gover
rpm (governed rpm).
The governor valve (9) is shown in the position when nor weights (5) will get faster. This will move valve (9)
the force of the governor weights and the force of the up. This stops oil tlow from the lower passage (12), and
governor spring are in balance. oil pressure above piston (I 1) goes out through the top,
When the engine load increases, the engine rpm around valve (9). Now, the pressure between the sleeve
decreases and the rotation of governor weights (5) will (13) and piston (11) pushes the piston and pin (17) up.
get slower. (The governor weights will move toward This causes a reduction in the amount of fuel to the
engine. Engine rpm goes down until the centrifugal
, each other). Governor spring (6) moves valve (9)
force (rotation) of the governor weights is in balance
down. This lets the oil flow from the lower passage (12)
around the valve (9) and through the upper passage (10) with the force of the governor spring. When these two
to fill the chamber behind piston (11 ). This pressure oil forces are in balance, the engine will run at the desired
pushes the piston (11 ) and pin (17) down to give more rpm (governed rpm).
fuel to the engine. (The upper end of the valve stops the
oil flow through the top of the piston, around the
valve). Engine rpm goes up until the rotation of the
governor weights is fast enough to be in balance with
the force of the governor spring.
When engine rpm is at LOW I DLE, a spring
loaded plunger in lever assembly (3) comes in con
tact with a shoulder on the adjustment screw for
low idle. To stop the engine, push throttle lever to
7
FUEL SYSTEM SYSTEMS OPERATION
vertical position. This will let the spring-loaded When the engine is started, oil flows through oil inlet
plunger move over the shoulder on the low idle (7) into pressure oil chamber (5). From chamber (5) the
adjustment screw and move the fuel rack to the oil flows through large oil passages (6), inside valve
fuel closed position. With no fuel to the engine (II), and out small oil passages (8) to oil outlet (9).
cylinders. the engine will stop.
A hose assembly connects inlet air chamber (1) to the
inlet air system. As the inlet air pressure increases, it
The governor oil pump supplies oil to the valve causes diaphragm assembly (3) to move down. Valve
(9) to increase governor power and response. Oil (2), that is part of the diaphragm assembly, closes large
from the governor oil pump gives lubrication to and small oil passages (6 and 8). When these passages
the governor weight support (with gear), thrust are closed, oil pressure increases in chamber (5). This
bearing (8), and drive gear bearing. The other parts increase in oil pressure moves valve (11) up. The
of the governor get lubrication from "splash control is now ready for operation.
lubrication" (oil thrown by other parts). Oil from
the governor runs down into the housing for the When the governor control is moved to increase fuel
fuel injection pumps. to the engine, valve (II) limits the movement of fuel
rack linkage (10) in the "Fuel On" direction. The oil in
HYDRAULIC AIR-FUEL RATIO CONTROL chamber (5) acts as a restriction to the movement of
valve (11) until inlet air pressure increases.
5---...-f:~---rt
5 8
11
A75108Xl
8
FUEL SYSTEM SYSTEMS OPERATION
As the inlet air pressure increases, valve (2) moves AUTOMATIC TIMING ADVANCE UNIT
down and lets oil from chamber (5) drain through large
oil passages (6) and out through oil drains (4). This lets The automatic timing advance unit is installed
valve (11) move down so fuel rack linkage (10) can on the front of the camshaft (6) for the fuel injec
move gradually to increase fuel to the engine. The tion pump and is gear driven through the tin~ing
control is designed not to let the fuel increase until the gears. The drive gear (5) for the fuel injection pump
air pressure in the inlet manifold is high enough for is connected to camshaft (6) through a system ot
complete combustion. It prevents large amounts of weights (2), springs (3). slides (4) and flange (ll.
exhaust smoke caused by an air-fuel mixture with too Each one of the two slides (4) is held on gear (5)
much fuel. by a pin. The two weights (2) can move in guide~
inside flange (l) and over slides (4). but the notch
The control movements take a very short time. No for the slide in each weight is at an angle with the
change in engine acceleration (rate at which speed guides for the weight in the flange. As centrifugal
increases) can be felt. force (rotation) moves the weights away from the
center, against springs (3), the guides in the flange
and the slides on the gear make the flange turn a
~
small amount in relation to the gear. Since the flange
INLET AIR PRESSURE 2
o OIL WITHOUT PRESSURE
is connected to the camshaft for the fuel injection
illillill PRESSURE OIL pump. the fuel injection timing is also changed. I': 0
adjustment can be made in the timing advance unit.
5----L~_t--
10-------1~~::::J
A75107Xl
A23835 tXt
gear. 6. Camshaft.
9
..
AIR INLET & EXHAUST SYSTEM SYSTEMS OPERATION
The air inlet and exhaust system components are: air the exhaust gases go out of the engine cylinders and
cleaner. turbocharger, inlet manifold (passages inside into exhaust manifold (I). From exhaust manifold,
the cylinder block), cylinder head, valves and valve the exhaust gases go through the blades of turbine
system components, and exhaust manifold. wheel (6). This causes the turbine wheel and com
pressor wheel to turn. The exhaust gases then go
out exhaust outlet (7) of the turbocharger.
7
AIR INLET AND EXHAUST SYSTEM
1. Exhaust manifold. 2. Pipe to inlet manifold. 3. Engine
cylinders. 4. Air inlet. 5. Turbocharger compressor
wheel. 6. Turbocharger turbine wheel. 7. Exhaust out
let.
TURBOCHARGER
The turbocharger is installed at the top, rear of
AIR INLET AND EXHAUST SYSTEM the engine on a cross pipe for the two exhaust mani
1. To exhaust manifold. 2. Pipe to inlet manifold. 4. Air folds. All the exhaust gases from the engine go
inlet. 7. Exhaust outlet. 8. Turbocharger. 9. Cross pipe. through the turbocharger.
10
AIR INLET & EXHAUST SYSTEM SYSTEMS OPERATION
13
14 15 16 17 18 19 B15932Xl
TURBOCHARGER
11
AIR INLET & EXHAUST SYSTEM SYSTEMS OPERATION
12
LUBRICATION SYSTEM SYSTEMS OPERATION
LUBRICATION SYSTEM
OIL FLOW THROUGH THE OIL COOLER, (21), through an outside oil supply line ( IJ) that
OIL FILTERS AND THE ENGINE connects to the oil pan, and through a line inside
the oil pan to the other side of the cylinder block.
The oil now flows through oil passage in filter base
(29), through oil filters and back to oil manifold
(8) on left side of engine.
I
main bearings (12) and camshaft bearings (6). Oil
goes through drilled holes in the crankshaft to
give lubrication to the connecting rod bearings.
A small amount of 011 is sent through tubes (7) to
make the pistons cooler. Oil goes through grooves
in the bores for the front a nd rear camshaft bearings
and then into passages (5) that connect the valve
lifter bores. These passages give oil under pressure
for the lubrication of the valve lifters.
LUBRICATION SYSTEM COMPONENTS
(Right Side of Engine) Oil is sent through passages (I), on front and
13. Oil supply line to filters. 21. Engine oil cooler. 25. Oil rear, to rocker arm shafts (4) on both cylinder
pan. 28. Transmission oil cooler.
heads. Holes in the rocker arm shafts let the oil
give lubrication to the valve system components
in the cylinder head.
The fuel injection pump and governor gets oil
from passage (3) in the cylinder block. There is a
small gear pump between the injection pump hous
ing and the governor. This pump sends oil under
pressure for the hydraulic operation of the hydra
mechanical governoL The automatic timing ad
vance unit gets oil from the injection pump hous
ing, through the camshaft for the fuel injection
pumps.
13
I
LUBRICATION SYSTEM SYSTEMS OPERATION
14
LUBRICATION SYSTEM SYSTEMS OPERATION
2 3 4
10
11
13
15
16
20
22
B26156Xl
15
When the engme IS cold (starting condition), When the oil gets warm, the pressure difference
bypass valves (17 and 19) open because cold oil in the bypass valves decreases and the bypass valves
with high viscosity causes a restriction to the oil close. I\' ow there is a normal flow through oil
flow through oil cooler (21) and oil filters (14). cooler (21) and oil filters ( 14).
\Vith the bypass valves open, oil flows directly
The bypass valves will also open when there is
from the oil pump to right oil manifold (II) through
a restriction in the oil cooler or oil filter. This action
bypass lines (16 and 18). This will give immediate
does not let an oil cooler or oil filter with a restric
lubrication to all components until engine becomes
tion prevent the lubrication of the engine.
warm.
11
13
15
16
20
22
16
COOLING SYSTEM SYSTEMS OPERATION
COOLING SYSTEM
I"
4 6
10
13 15 B26155Xl
A small amount of coolant also moves con The "PRECHARGE" element has more than the
stantly through line (I) that connects from the normal amount of inhibitor, and is used when a system
water pump outlet to the center section of turbo is first filled with new coolant. This element has to add
charger (2). The coolant flows through passages enough inhibitor to bring the complete cooling system
around the turbocharger bearings and then out up to the correct concentration.
the front of the center section. The coolant then
flows through line (3) back to the top center of the
cylinder block. The .. MAINTEN ANCE" elements have a normal
amount of inhibitor and are installed at the first change
COOLANT CONDITIONER interval and provide enough inhibitor to keep the corro
sion protection at an acceptable level. After the first
Some conditIons of operation have been found to change period, only "MAINTENANCE" elements
cause pitting (small holes in the metal ~urface) from are installed at specified intervals to give protection to
corrosion or cavitation erosion (wear caused by air the cooling system.
bubbles in the coolant) on the outer surface of the
cylinder lIners and the inner surface of the cylinder CAUTION
block next to the lIners. The addition of a corrosion
inhibitor (a chemical that gives a reduction of pitting) Do not use Dowtherm 209 Full-Fill in a cooling
can keep this type of damage to a minimum. system that has a coolant conditioner. These
two systems are not compatible (corrosion in
The "spin-on" coolant condItioner element (2), hibitor is reduced) when used together.
similar to the fuel filter and oil filter elements,
fastens to a base (I) that is part of the regulator
housing on the left front of the engine. Coolant
flows from the water pump through the cylinder
head to the base, through the element and back
through bypass line to water pump inlet. There is
a constant flow of coolant through the element
when valve (3) is in the ON position.
18
BASIC BLOCK SYSTEMS OPERATION
BASIC BLOCK
CYLINDER BLOCK, LINERS AND HEADS
Th~ cylinders in the left side of the block make an
ctngk of 65 with the cylinders in the right side of the
bll)ck. The main bearing caps are fastened to the block
\\ lth two bolts per cap .
CRANKSHAFT
The crankshaft changes the combustion force" in the
cylinder into usable rotating torque which power" the
machine. Vibration, caused by combustion impact-.
along the crankshaft. is kept small by a vibration damp
er on the front of the crankshaft.
The cylinder liners can be removed for replacement.
The top surface of the block is the seat for the cylinder
There is a gear at the front of the crankshaft to
Imer flange. Engine coolant flows around the liners to
drive the timing gears and the oil pump. Lip seals
k~ep them cool. Three O-ring seals around the bottom
and wear sleeves are used at both ends of the crank
of the liner make a seal between the liner and the block.
shaft for easy replacement and a reduction of
-\ hiler band at the top of each liner forms a seal
maintenance cost. Pressure oil is supplied to all
b~tween the liner and the cylinder block.
bearing surfaces through drilled holes in the crank
shaft. The crankshaft is supported by five main
The engine has a single, cast head on each side.
bearings. A thrust plate at either side of the center
Four vertical valves (two intake and two exhaust),
main bearing controls the end play of the crank
controlled by a push rod valve system, are used
shaft.
p~r each cylinder. The opening for the fuel noz
lies is located between the four valves. Series ports CAMSHAFT
(passages) are used for both intake and exhaust
The engine has a single camshaft that is driven
\ alves.
at the front end. It is supported by five bearings.
As the camshaft turns, each cam (lobe) (through
A steel spacer plate is used between the cylinder
the action of valve systems components) moves
head and block. A thin gasket is used between the plate
either two exhaust valves or two intake valves for
and the block to seal water and oil. A thick gasket of
each cylinder. The camshaft gear must be timed
metal and asbestos is used between the plate and the
to the crankshaft gear. The relation of the cam
head to seal combustion gases, water and oi I.
(lobes) to the camshaft gear cause the valves in
The size of the pushrod openings through the head each cylinder to open and close at the correct time.
permits the removal of the valve lifters with the head
installed. VIBRATION DAMPER
:4w Oil spray tubes, located on the cylinder block main CROSS SECTION OF A VIBRATION DAMPER
\\ eb". direct oil to cool and gi\'c lubrication to the 1. Flywheel ring. 2. Rubber ring. 3. Inner hub.
~l"t\)n components and cylinder wall-..
19
20
ELECTRICAL SYSTEM SYSTEMS OPERATION
ELECTRICAL SYSTEM
~I I
The electrical system can have three separate cir
(uits: the charging circuit, the starting circuit and the
The rotor assembly has many magnetic poles like
fingers with air space between each opposite pole. The
10\\ amperage circuit. Some of the electrical system poles have residual magnetism (like permanent mag
(omponents are used in more than one circuit. The nets) that produce a small amount of magnet-like lines
battery (batteries), circuit breaker, ammeter, cables of force (magnetic field) between the poles. As the
and wires from the battery are all common in each of the rotor assembly begins to turn between the field winding
ci rcuits. and the stator windings, a small amount of alternating
current (AC) is produced in the stator windings from
The charging circuit is in operation when the engine
the small magnetic Iines of force made by the residual
IS running. An alternator makes electricity for the
magnetism of the poles. This AC current is changed to
charging ~ircuit. A voltage regulator in the circuit con
direct current (DC) when it passes through the diodes
trols the electrical output to keep the battery at full
of the rectifier bridge. Most of this current goes to
charge. charge the battery and to supply the low amperage
The starting circuit is in operation only when the start circuit, and the remainder is sent on to the field wind
switch is activated. ings. The DC current flow through the field windings
(wires around an iron core) now increases the strength
of the magnetic lines of force. These stronger lines of
The electrical systems include a Diagnostic Con
force now increase the amount of AC current produced
nector which is used when testing the charging
in the stator windings. The increased speed of the rotor
and starting circuits.
assembly also increases the current and voltage output
of the al ternator.
CHARGING SYSTEM COMPONENTS
The voltage regulator is a solid state (transistor,
Alternators
stationary parts) electronic switch. It feels the voltage
in the system and switches on and off many times a
The alternator is driven by V-type belts. This second to control the field current (DC current to the
alternator is a three phase, self-rectifying charging field windings) for the alternator to make the needed
unit, and the regulator is part of the alternator. voltage output.
This alternator design has no need for slip rings
or brushes, and the only part that has movement
CAUTION
is the rotor assembly. All conductors that carry Never operate the alternator without the bat
current are stationary. The conductors are: the field tery in the circuit. Making or breaking an alter
winding, stator windings, rectifying diodes, and the nator connection with heavy load on the circuit
regulator circuit components. can cause damage to the regulator.
4 STARTING SYSTEM COMPONENTS
Solenoid
1 3
T89118-1Xl
A77377Xl
bearing. 5. Rectifier bridge. 6. Field winding. 7. Rotor as tacts. 5. Spring. 6. Core. 7. Component terminal.
sembly. 8. Fan.
21
A solenoid is a magnetic switch that uses low current the starter motor too fast. When the start switch
to close a high current circuit. The solenoid has an is released. the starter pinion will move away from
electromagnet with a core (6) which moves. the flywheel ring gear.
There are contacts (4) on the end of core (6). The Magnetic Switch
contacts are held in the open position by spri ng (5) that
pushes core (6) from the magnetic center of coil (1). A magnetic switch (relay) is used sometimes for
Low current will energize coil (I ) and make a magnetic the starter solenoid circuit. Its operation elec
field. The magnetic field pulls core (6) to the center of trically is the same as the solenoid. Its function is
coil (I) and the contacts close. to red uce the current load on the start switch and
control current to the starter solenoid.
The starter motor is used to tum the engine flywheel Circuit Breaker
fast enough to get the engine running. The cIrcuit breaker is a switch that opens the battery
circuit if the current in the electrical system goes higher
than the rating of the circuit breaker.
STARTER MOTOR
1. Field. 2. Solenoid. 3. Clutch. 4. Pinion. 5. Commuta
tor. 6. Brush assembly. 7. Armature.
22
TROUBLESHOOTING TESTING AND ADJUSTING
TROUBLESHOOTING
This list of problems, causes, and corrections will only give an indication of where
a possible problem can be, and what repairs are needed. Normally, more or other
repair work is needed beyond the recomendations in the list.
Remember that a problem is not normally caused only by one part. but by the
relation of one part with other parts. This list is only a guide and can not give all
possible problems and corrections. The serviceman must find the problem and its
source, then make the necessary repairs.
TROUBLESHOOTING INDEX
I. Engine Will Not Turn When Start Switch Is On. 16. Oil at the Exhaust.
2. Engine Will Not Start. 17. Little or No Valve Clearance.
3.
4.
5.
6.
7.
8.
Engine Misfires or Runs Rough .
Stall at Low rpm.
Sudden Changes In Engine rpm.
Not Enough Power.
Too Much Vibration.
Loud Combustion Noise.
18.
19.
20.
21.
22.
23.
Engine Has Early Wear.
Coolant In Lubrication Oil.
Too Much Black or Gray Smoke.
Too Much White or Blue Smoke.
Engine Has Low Oil Pressure.
Engine Uses Too Much Lubrication Oil.
9. Valve Train Noise (Clicking). 24. Engine Coolant Is Too Hot.
10. Oil In Cooling System. 25. Exhaust Temperature Is Too High.
II. Mechanical Noise (Knock) In Engine. 26. Starter Motor Does Not Tum.
12. Fuel Consumption Too High. 27. Alternator Gives No Charge.
13. Loud Valve Train Noise. 28. Alternator Charge Rate Is Low or Not Regular.
14. Too Much Valve Lash. 29. Alternator Charge Rate is Too High.
15. Valve Rotocoil or Spring Lock is Free . 30. Alternator Has Noise.
23
Cause Correction
Inside Problem Prevents Engine If the crankshaft can not be turned after the dl;ve equipment is discon
Crankshaft From Turning nected, remove the fuel nozzles and check for tluid in the cylinders
while the crankshaft is turned. If tluid in the cylinders is not the
problem, the engine must be disassembled to check for other inside
problems. Some of these inside problems are bearing seizure, piston
seizure, wrong pistons installed in the engine, and valves making
contact with pistons.
Cause Correction
Starter Motor Turns Too Slow Make Reference to Items 26 and 27.
Dirty or Broken Fuel Lines Clean or install new fuel lines as necessary.
Fuel Transfer Pump At starting rpm, the minimum fuel pressure from fuel transfer pump
change the fuel filter element. Look for air in the fuel system. If
No Fuel To Cylinders Put fuel in fuel tank. "Prime" (remove the air and/or low quality fuel)
Bad Quality Fuel Remove the fuel from the fuel tank. Install a new fuel filter element. Put
24
TR OU BL ESHOOTI NG TESTING AND ADJUSTING
Cause Correction
Fuel Pressure is Low Make sure there is fuel in the fuel tank. Look for leaks or bad bends
in the fuel line between fuel tank and fuel transfer pump. Look for
air in the fuel system, sticking, binding or defective fuel bypass
valve. Check fuel pressure. The outlet pressure of the fuel transfer
pump is 230 35 kPa (33 5 psi) at full load speed.
If fuel pressure is lower than 140 kPa (20 psi). install a new filter
element. If fuel pressure is still low . install a new fuel transfer pump.
Air in Fuel System Find the air leak in the fuel system and correct it. If air is in the fuel
system, it will probably get in on the suction side of fuel transfer pump.
Injection Valve
Wrong Valve Clearance Make adjustment according to the Subject, VALVE CLEARANCE
SETTING.
Defect in Fuel Injection Valve(s) Run at rpm that causes engine to misfire the most or run the rough
or Injection Pump(s) est. Then loosen a fuel injection line nut at the valve cover base
for each cylinder, one at a time. Find the cylinder where a loosened
fuel line nut does not change the way the engine runs. Test the in
jection pump and injection valve for that cylinder. Install new
parts where needed.
Wrong Fuel Injection Timing Make adjustment to timing.
Fuel Has "Cloud Point" Higher Drain the fuel tank, lines, and fuel injection pump housing. Change the
Than Atmospheric Temperature fuel filter. Fill the tank with fuel which has the correct "cloud point"
C'Cloud Point" = Temperature and remove the air from the system with the priming pump.
Which Makes Wax Form In Fuel.)
Cause Correction
Fuel Pressure is Low Make sure there is fuel in the fuel tank. Look for leaks or bad bends
in the fuel line between fuel tank and fuel transfer pump. Look for
air in the fuel system, sticking, binding or defective fuel bypass
valve. Check fuel pressure. The outlet pressure of the fuel transfer
pump is 230 35 kPa (33 5 psi) at full load speed.
If fuel pressure is lower than 140 k Pa (20 psi), install a new filter
element. If fuel pressure is still low , install a new fuel transfer pump.
25
Cause Correction
Engine Accessories
Check engine accessories for damage and correct adjustment. If neces
Cause Correction
Failure of Governor or Fuel Look for damaged or broken springs, linkage or other parts. Remove the
Injection Pump governor. Check for free travel of the fuel racks. Be sure fuel injection
pumps are installed correctly. Check for correct governor spring. Install
new parts for those that have damage or defects.
Cause Correction
Bad Quality Fuel Remove the fuel from the fuel tank. Install a new fuel filter element. Put
a good grade of clean fuel in the fuel tank.
Make sure there is fuel in the fuel tank. Look for leaks or bad bends
Fuel Pressure is Low
in the fuel line between fuel tank and fuel transfer pump. Look for
air in the fuel system, sticking, binding or defective fuel bypass
valve. Check fuel pressure. The outlet pressure of the fuel transfer
pump is 230 35 kPa (33 5 psi) at full load speed.
If fuel pressure is lower than 140 kPa (20 psi), install a new fuel
filter element. If fuel pressure is still low, install a new fuel transfer
pump.
Leaks in Air Inlet System Check the pressure in the air inlet manifold. Look for restrictions in the
air cleaner.
Governor Linkage Make adjustment to get full travel of linkage. Install new parts for those
that have damage or defects.
Wrong Valve Clearance Make adjustment according to the Subject, VALVE CLEARANCE
SETTING.
(Cont. next page)
26
TROUBLESHOOTI NG TESTING AND ADJUSTING
Cause Correction
Defect in Fuel Injection Valve(s) Run at rpm that causes engine to misfire the most or run the roughest.
or Fuel Injection Pump(s) Then loosen a fuel line nut on the injection pump for each cylinder, one
at a time. Find the cylinder where a loosened fuel line nut does not
change the way the engine runs. Test the injection pump and injection
valve for that cylinder. Install new parts where needed.
Rack Setting Too Low Make reference to the FUEL SETTING INFORMATION.
A ir-Fuel Ratio Control Control either needs an adjustment or it is damaged and a new control is
needed.
Cause Correction
Loose Bolt or Nut For Pulley Tighten bolt or nut.
or Damper
Engine Supporh Are Loose, Worn, Tighten all bolts that hold engine supports. Install new components if
or H ave A Defect necessary.
Fan Blade Not in Balance Loosen or remove fan belts and operate engine for a short time at the rpm .
that the vibration was present. If vibration is not still present, make a
replacement of the fan assembly.
Cause Correction
Bad Quality Fuel Remove the fuel from the fuel tank. Install a new fuel filter element. Put
a good grade of clean fuel in the fuel tank .
Defect in Fuel Injection Valve(s) Install new fuel injection valve(s).
27
I
TROUBLESHOOTI NG TESTI NG AND ADJUSTI NG
Cause Correction
Damage to Valve Spring(s), Locks, Install new parts where necessary. Broken locks can cause the valve to
or Broken or Worn Valve Lifter get into the cylinder. This will cause much damage.
Not Enough Lubrication Check lubrication in valve compartment. There must be a strong flow of
oil at engine high rpm, but only a small flow of oil at low rpm. Oil
passages must be clean, especially those that send oil to the cylinder
head.
Too Much Valve Clearance Make adjustment according to the Subject, VALVE CLEARANCE
SETTING.
Cause Correction
Defect In Core of Engine Oil Install a new engine oil cooler or transmission oil cooler. Drain and
Cooler or Transmission Oil Cooler flush cooling system and refill with new coolant.
Cause Correction
Failure of Bearing For Inspect the bearing for the connecting rod and the bearing surface
Connecting Rod (journal) on the crankshaft. Install new parts where necessary.
Cause Correction
Fuel System Leaks Large changes in fuel consumption may be the result. Inside leaks
probably will cause low engine oil pressure and an increase in oil level in
the engine. Tighten loose connections or make a replacement of the
component that leaks.
Fuel and Combustion Noise Make Reference to Item 3 and Item 6.
(Knock)
28
TROUBLESHOOTI NG TESTING AND ADJUSTING
Cause Correction
Damage to Camshaft Make replacement of parts with damage. Clean engine thoroughly. If
replacement of camshaft is made, new valve lifters are also necessary.
Damage to Valve Lifter Clean engine thoroughly. Make a replacement of the damaged valve
lifters. Inspect camshaft cams (lobes) for damage. Look for valves that
do not move freely. Make an adjustment to valve clearance according to
the Subject, VALVE CLEARANCE SETTING.
Damage to Bridge for Valves Make a replacement of the bridge and/or bridge dowel, and adjust as
or Bridge Dowel necessary.
Cause Correction
Not Enough Lubrication Check lubrication in valve compartment. There must be a strong flow of
oil at engine high rpm, but only a small flow at low rpm. Oil passages
must be clean, especially those that send oil to the cylinder head.
Rocker Arm Worn at Face That If there is too much wear, install new parts or rocker arms. Make
Makes Contact With Bridge adjustment of valve clearance according to the Subject, VALVE
CLEARANCE SETTING.
B ridge or Bridge Dowel for Make replacement of the bridge and/or bridge dowel, and adjust as
Valves Worn necessary.
End of Valve Stem Worn If there is too much wear, install new valves. Make adjustment to valve
clearance according to the Subject, VALVE CLEARANCE
SETTING.
Worn Push Rods If there is too much wear, install new push rods. Make adjustment of
valve clearance according to the Subject, VALVE CLEARANCE
SETTING.
Broken or Worn Valve Lifters Install new valve lifters. Check camshaft for wear. Check for free
movement of valves or bent valve stem. Clean engine thoroughly. Make
adjustment of valve clearance according to the Subject, VALVE
CLEARANCE SETTING.
Worn Cams (Lobes) on Camshaft Install a new camshaft. Install new valve lifters if damaged. Check
for free movement of valves or bent valve stems. Make adjust
ment of valve clearance according to the Subject, VALVE CLEAR
ANCE SETTING.
.. Broken Locks
Cause Correction
Broken locks can cause the valve to get into the cylinder. This will cause
much damage.
Broken Val ve S pring(s) Install new valve springes).
29
I
TROUBLESHOOTING TESTING AND ADJUSTING
Cause Correction
Too Much Oil in the Valve Look at both ends of the rocker ann shaft. Be sure a plug is in each end of
Compartment the shaft.
Cause Correction
Worn Valve Seat or Face of Valve Reconditioning of cylinder head is needed. Make adjustment of valve
clearance according to the Subject. VALVE CLEARANCE
SETTING.
Cause Correction
Dirt in Lubrication Oil Remove dirty lubrication oil. Install new oil filter elements. Put clean
oil in the engine.
Air Inlet Leaks Inspect all gaskets and connections. Make repairs if leaks are found.
Fuel Leakage Into Lubrication Oil This will cause high fuel consumption and low engine oil pressure.
Make repairs if leaks are found. Install new parts where needed.
Cause Correction
Failure of Engine Oil Cooler Core Install a new engine oil cooler. Drain crankcase and refill with clean
engine oil. Install new oil filter elements.
Failure of Cylinder Head Gasket Check cylinder liner projection. Install a new spacer plate gasket and
or Water Seals new water seals in the spacer plate. Install a new cylinder head gasket.
Tighten the bolts that hold the cylinder head according to the
Specifications.
30
TROUB LESHOOTING TESTING AND ADJUSTING
Cause Correction
Cause Correction
Not Enough Air For Combustion Check air cleaner for restrictions.
Cause
Correction
Remove extra oil. Find where extra oil comes from. Put correct amount
of oil in engine.
Worn Piston Rings Install new piston rings. Check condition of cylinder liners.
Failure of Turbocharger Oil Seal Check inlet manifold for oil. Replace seals and repair turbocharger if
necessary.
31
I
TROUB LESHOOTING TESTING AND ADJUSTING
Cause Correction
Dirty Oil Filter or Oil Cooler Check the operation of bypass valve for the filter. Install new oil filter
elements if needed. Clean or install new oil cooler core. Remove dirty
oil from engine. Put clean oil in engine.
Diesel Fuel In Lubrication Oil Find the place where diesel fuel gets into the lubrication oil. Make
repairs as needed. Remove the lubrication oil that has diesel fuel in it.
Install new oil filter elements. Put clean oil in the engine.
Too Much Clearance Between Check lubrication in valve compartment. Install new parts as necessary.
Rocker Arm Shaft and
Rocker Arms
Relief Valve for Oil Pump Clean valve and housing. Install new parts as necessary.
Does Not Operate Correctly
Oil Pump Is Worn or Has A Defect Repair or make replacement of necessary parts.
Too Much Clearance Between Inspect crankshaft and bearings. Install new parts as necessary.
Too Much Clearance Between Install new camshaft bearings. Install new camshaft if necessary.
Too Much Bearing Clearance Inspect bearings and make replacement as necessary.
Cause Correction
Too Much Lubrication Oil Remove extra oil. Find where extra oil comes from. Put correct amount
in Engine of oil in engine.
Oil Temperature is Too High Check operation of engine oil cooler. Clean the core of the engine oil
cooler. Install new parts if necessary.
Too Much Oil in the Valve Look at both ends of the rocker arm shaft. Be sure a plug is in each end of
Compartment the shaft.
32
TROUBLESHOOTING TESTING AND ADJUSTING
Cause Correction
Worn Piston Rings and Cylinders Inspect and install new parts as necessary. Reconditioning of the cylin
der block can be necessary.
Failure of Seal Rings Check inlet manifold for oil and make repair to turbocharger if
in Turbocharger necessary .
Cause Correction
Pressure Relief Valve Has
A Defect
Find out where gases get into the cooling system. Make repairs as
necessary.
Water Temperature Regulators Check water temperature regulators for correct operation. Check tem
(Thermostats) or Temperature perature gauge operation. Install new parts as necessary.
Gauge Has A Defect
Water Pump Has A Defect Make repairs or replacement of the water pump as necessary.
Torque Converter or Transmission Make corrections for torque converter or transmission running too hot.
33
I
TROUB LESHOOTING TESTING AI\ID ADJUSTING
Cause Correction
Cause Correction
Battery Has Low Output Check condition of battery. Charge battery or make replacement as
necessary.
Has A Defect
Cause Correction
Loose Drive Belt For Alternator Make an adjustment to put the correct tension on the drive belt.
Charging or Ground Retum Circuit Inspect all cables and connections. Clean and tighten all connections.
or Battery Connections Make replacement of parts with defect.
H ave A Defect
Cause Correction
Loose Drive Belt For Alternator Make an adjustment to put the correct tension on the drive belt.
Charging or Ground Return Circuit Inspect all cables and connections. Clean and tighten all connections.
or Battery Connections Make replacement of parts with defects.
Have A Defect
34
TROUBLESHOOTING TESTING AND ADJUSTING
Cause Correction
Alternator Regulator See ELECTRICAL SYSTEM in Testing and Adjusting. Some alter
Not Adjusted Correctly nator regulators can be adjusted and some can not be adjusted.
Rectifier Diodes Have A Defect Make replacement of rectifier diode that has a defect.
Cause Correction
Alternator or Alternator Regulator Tighten all connections to alternator or alternator regu lator.
Has Loose Connections
Cause Correction
Drive Belt For Alternator is Worn Install a new drive belt for the alternator.
or H as A Defect
Loose Alternator Drive Pulley Check groove in pulley for key that holds pulley in place. If groove is
worn, install a new pulley. Tighten pulley nut according to
Spec ifications.
Drive Belt and Drive Pulley For Make an adjustment to put drive belt and drive pulley in correct
Alternator Are Not in Alignment alignment.
..
35
I
FUEL SYSTEM TESTING ADJUSTING
FUEL SYSTEM
Either too much fuel or not enough fuel for combus Run the engine at the speed that is the roughest.
tion can be the cause of a problem in the fuel system. Loosen the fuel line nut at a fuel injection pump. This
will stop the flow of fuel to that cylinder. Do this for
Many times work is done on the fuel system when each cylinder until a loosened fuel line is found that
the problem is really with some other part of the engine. makes no difference in engine performance. Be sure to
The source of the problem is difficult to find, especially tighten each fuel line nut after the test before the next
when smoke comes from the exhaust. Smoke that fuel line nut is loosened. Check each cylinder by this
comes from the exhaust can be caused by a bad fuel method. When a cylinder is found where the loosened
injection valve, but it can also be caused by one or more fuel line nut does not make a difference in engine
of the reasons that follow: performance, test the injection pump and injection
a. Not enough air for good combustion. valve for that cylinder.
Temperature of an exhaust manifold port, when the
b. An overload at high altitude. engine runs at low idle speed, can also be an indication
of the condition of a fuel injection valve. Low tempera
c. Oil leakage into combustion chamber.
ture at an exhaust manifold port is an indication of no
d. Not enough compression. fuel to the cylinder. This can possibly be an indication
of an injection valve with a defect. Extra high tempera
ture at an exhaust manifold port can be an indication of
FUEL SYSTEM INSPECTION
too much fuel to the cylinder, also caused by an injec
A problem wi th the components that send fuel to the tion valve with a defect.
engine can cause low fuel pressure. This can decrease The most common defects found with the fuel injec
engine performance. tion valves are:
I. Carbon on tip of the nozzle or in the nozzle orifice.
I. Check the fuel level in the fuel tank. Look at the
cap for the fuel tank to make sure the vent is not 2. Orifice wear.
filled with dirt.
3. Dirty nozzle screen.
2. Check the fuel lines for fuel leakage. Be sure the
fuel supply line does not have a restriction or a bad TESTING CAPSULE-TYPE FUEL INJECTION
bend. NOZZLES
3. Install a new fuel filter. Clean the primary Tools Needed:
fuel filter. 5P4150 Nozzle Testing Group
5P4720 Fitting
4. To remove air from the fuel system, use the
5P8744 Adapter or
procedure that follows: 5P4717 Adapter
8S2270 Fuel Collector
a. Use the priming pump to remove air from
FT1384 Extension
the low pressure side of the fuel system. 8S2245 Cleaning Kit
b. Loosen one-half turn the fuel injection
line nuts at each adapter in the valve cover CAUTION
base. Move throttle lever to LOW IDLE Be sure to use clean SAE J967 Calibration Oil
position. Use the starter motor to turn the when tests are made. Dirty test oil will damage
engine until fuel without air flows from components of fuel injection nozzles. The
the loose connections. Tighten the nuts. temperature of the test oil must be 18 to 24 C
NOTE: Because of the check assemblies in the injec (65 to 75 F) for good test results.
tion pump outlets for the DI engine, the priming pump
will not give enough pressure to remove air from the Order calibration oil by part number, in the quanti
fuel injection lines. ties needed, according to the information that follows:
5. Inspect the fuel bypass valve to see that there is no Kent-Moore Tool Division
restriction to good operation. 29784 Little Mack
Roseville, M I 48066
CHECKING ENGINE CYLINDERS Attn: Diesel and Allied Products Order Desk
SEPARATELY Order:
J-26400-5 [18.9 liter (5 U.S. gal.)]
An easy check can be made to find the cylinder that J-26400-15 [56.7 liter (15 U.S. gal.)]
runs rough (misfires) and causes black smoke to come J -26400-30 [113.5 liter (30 U. S. gal.)]
out of the exhaust pipe. J-26400-55 [208.2 liter (55 U.S. gal.)]
36
FUEL SYSTEM TESTING AND ADJUSTING
Viscosity Oil Company The test procedures that follow will give an indica
3200 South Western Ave. tion of nozzle condition. A nozzle that has a defect is
Chicago, II. 60608 not always the only cause for a specific engine
Order: problem.
Viscor Calibration Fluid
Nozzle Tester Preparation
1487C-SAE J-967C
Find an old capsule-type fuel nozzle and weld the
Available in 113.5 liter (30 U.S. gal.) or 208.2
orifice closed. Keep this fuel nozzle with the tester
liter (55 U.S. gal.) drums.
group for use in the future.
EXTRA VALVE
L. Gauge protector valve (must be in open position at all
times).
&. WARNING
ILLUSTRATION II
1. Test nozzle (welded orifice). 2. Bottom part of 5P4717
When fuel injection nozzles are tested, be sure Adapter (J). J. 5P4717 Adapter.
cause serious injury to 'the operator. Keep the 2. Put test nozzle (1) (with welded orifice) in the
tip of 'the nozzle pointed away from the opera
bottom part (2) of adapter (1) that holds the capsule
tor and into the 852270 Collector and FT1384 nozzle. Install and tighten bottom part (2) to top
Extension. part of adapter (1).
37
FUEL SYSTEM TESTING AND ADJUSTING
3. Close on-off valve (F). Open pump isolator valve I. Nozzle Installation
(G). Open gauge protector valve (E).
1. Put one of the nozzles to be tested in the bottom
4. Operate the tester pump until a pressure of part (2) of adapter (1). Install and tighten bottom
24000 kPa (3500 psi) is read on 2P2324 Gauge part (2) to top part of adapter (1).
(C). Now, close pump isolator valve (G).
2. Close on-off valve (F). Open gauge protector
5. Check all connections for leaks. Tighten connec valve (E) one-half tum. Open pump isolator valve
tions to stop any leaks that are found. (G) one-half tum.
AWARNING .
CAUTION
NOTE: With some 5P8744 Adapters, pressure may
Do not use a drill or reamer on the orifice of a start to increase before there is an indication of clear test
nozzle. Do not use a steel brush or a wire wheel oil. To correct this condition, do Step c.
to clean the tip of the nozzle. The orifice and the
valve can be damaged easily. c. Tighten bottom part (2) of adpater (1).
38
FUEL SYSTEM TESTING ADJUSTING
A18157X2
TESTER NOMENCLATURE
C. 2P2324 Gauge, 0 to 34500 kPa (0 to 5000 psi). E. Gauge
protector valve. F. On-off valve. G. Pump isolator valve.
-
2. Operate pump to increase pressure slowly to
15200 kPa (2200 psi), and close pump isolator
valve (G). Now turn gauge protector valve (E)
to adjust pressure again to 15200 kPa (2200
psi). A18157X2
4. If the pressure loss is not within the range 2. Operate the pump to increase the pressure slowly
shown as GOOD [0 to 13800 kPa (0 to 2000 until test oil comes from the nozzle tip.
psi)]. stop the test sequence. Do not use the
fuel nozzle again. 3. The pressure reading on the gauge at this time
5. If nozzle is in the specification range, see must be in the pressure range that follows:
-
Y AL YE OPENING PRESSURE (YOP)
TEST.
VOP
SPECIFICATIONS
I
16550 to 21 390 kPa
(2400 to 3100 psi)
39
FUEL SYSTEM TESTING ADJUSTING
2. Operate the pump rapidly for three full strokes. 2. Point the tip of the fuel injection nozzle into the
8S2270 Collector and FT 1384 Extension.
A87942Xl
A18157X2
\\.7
" Y "-.,
\W.
.
//'~
protector valve. F. On-off valve. G. Pump isolator valve.
/
V. Tip Leakage Test GOOD NOZZLE
(USE AGAIN)
40
FUEL SYSTEM TESTING ADJUSTING
Tools Needed:
5P144 Socket
5P5195 Fuel Line Wrench
5P6229 Extractor
\
5 lb. ft.).
CAUTION
The nut that holds the nozzle in position must
have the correct torque. There will be damage
to the nozzle if the nut is too tight. If 'the nut is
not tight enough, the nozzle can leak.
\
\ Install the inner fuel injection line to the adapter
and to the nozzle. Tighten nuts of both ends to 40
7 Nem (30 5 lb. ft.). Use the 5Pl44 Socket to
TYPICAL DISCHARGE PATTERN WITH
HORIZONTAL DISTORTION tighten the fuel line nut at the nozzle. Use 5 P5195
(REPLACEMENT NECESSARY)
Fuel Line Wrench to tighten fuel line nut at the
adapter.
A87942-3X 1
\
/ Removal of Injection Pump
Tools Needed:
5P9697 Timing Pin
8S4613 Wrench
8S2244 Extractor
I. Remove plug from fuel injection pump housing
(2).
\
TYPICAL DISCHARGE PATTERN WITH
,
VERTICAL DISTORTION
3. Turn governor control shaft (I) toward H IG H
(REPLACEMENT NECESSARy)
IOLE and push down on timing pin (A) until
it engages in the slot (groove) in the rack. The
rack is now centered (at zero position). The
CAUTION
fuel injection pumps can now be removed.
4
Do not use a steel brush or wire wheel to clean
the nozzle body or 'the nozzle tip. Use of these
4. Disconnect the fuel lines from the injection
pumps.
tools can cause a small reduction of orifice
size, and this will cause a large reduction in 5. Use the 8S4613 Wrench to loosen the bushing that
engine horsepower. holds the fuel injection pump in the housing .
41
FUEL SYSTEM TESTING AND ADJUSTING
6. In~tall852244 Extractor (7) on the threads of the To install a fuel injectIon pump back into the housing
injection pump. Pull the pump straight out of the bore, use the procedure that follows:
bore.
I. Put 852244 Extractor (5) on threads of in
jection pump.
2. Put groove of barrel (3) in alignment with slot
of gear segment (4) (slot is on opposite side
of gear segment teeth).
42
FUEL SYSTEM TESTING AND ADJUSTING
TOTAL RACK
TRAVEL II TOTAL b. If a pump has been installed wrong and the
FROM CENTER REDUCTION
TRAVEL engine does not run in a normal way. put a steel
TEETH POSITION OF TRAVEL
OFF
plate over the air inlet opening as shown to stop
mm in. mm in. mm in. the engine.
0 20 .8 10 .4 0 0
1 15 .6 7 .3 5 .2
With the governor piston and valve removed. the
total amount of fuel rack travel (from shut-off
position to full load position) is approximately
20.32 mm (.800 in.). If the pump is installed wrong
(center tooth of gear segment is not in correct notch
of fuel rack) fuel rack travel will be less than 20.32
mm (.800 in.). The injection pump will have to be STOPPING THE ENGINE
removed and then installed correctly.
43
lI \L
<i
FUEL SYSTEM TESTING AND ADJUSTING
T33512 A B c
WEAR BETWEEN LIFTER WASHER AND PLUNGER
Fig. A. shows the contact surfaces of a new pump plunger
and a new lifter washer. In Fig. B the pump plunger and
lifter washer have worn a large amount. Fig. C shows how
the flat end of a new plunger makes bad contact with a
worn lifter washer, causing rapid wear to both parts.
44
FUEL SYSTEM TESTING AND ADJUSTING
7--5--3--1
~~~(8#) v~~~_
o ~~ '12)
INTAKE
FUEL
@@<D
VALVES
EXHAUST
VALVES
INJECTION
PUMPS
6V3100 DIESEL ENGINE TIMING INDICATOR
1. Engine timing indicator. 2. Magnetic transducer. 3.
Pipe adapter. 4. Injection transducer. 5. 5P7437 Adap
ter. 6. 5P7435 Tee Adapter. 7. 5P7436 Adapter.
A23799X2
I. Make reference to Operation Instructions
inside the lid of 6V3100 Diesel Engine Timing
Indicator (I) for complete instructions and
CYLINDER AND VALVE LOCATION
calibration.
TRANSDUCER IN POSITION
The DYN AM IC check of an engine means that
45
FUEL SYSTEM TESTING AND ADJUSTING
3. Put 5P7435 Tee Adapter (6) on Injection trans NOTE: The DYNAMIC TIMING CHART gives
ducer (4) and put the end of 5P7435 Tee Adap the acceptable dynamic (engine in motion) timing
ter (6) in the "window" of 5P7436 Adapter (7). range as read on the Timing Indicator Group.
Special Instruction Form No. SEHS7742 is with
4. Move the end of fuel Ii ne (8) down on top of
the group and explains how dynamic tolerances
5P7435 Tee Adapter (6). Hold fuel line (8) in
are different than static tolerances.
place with 5P7437 Adapter (5) and tighten to
a torque of no more than 40 Nem (30 lb. ft.).
DYNAMIC TIMING CHART
5. Remove plug (9) from timing hole in flywheel Permissible Dynamic Timing Range at
RPM
housing. Install pipe adapter (3) into the tim (28 0 Static Timing)
ing hole and tighten just a small amount more 800 27.6 to 30.0
than finger tight.
1760 28.9 to 32.3
TRANSDUCER IN POSITION
2. Magnetic transducer.
46
FUEL SYSTEM TESTING AND ADJUSTING
') Remove the plug at the front end of the fuel c. TIghten the bolts (2) with fingers until there is a
Injection pump housing.
ADVANCE UNIT
5 lb. ft.). Then remove the timing bolt from
1. Cover. the flywheel.
If timing was NOT correct, remove timing pin and
use the procedure that follows to change the timing. 5. Tum the crankshaft two complete revolutions and
check the timing again to see that timing pin will
a. Remove access cover (1) to the four bolts of the go into notch in camshaft with bolt in tlywheel.
automatic timing advance unit.
6. If timing is not correct, do the procedure of Steps b
b. BE SURE the timing pin IS removed before thru h again.
you loosen the bolts. Loosen the four bolts (2)
which hold automatic timing advance unit (3) NOTE: If timing is correct, BE SURE TO REMOVE
on the fuel pump camshaft. TIMING PIN AND TIMING BOLT.
3P1565 Collet.
47
FUEL SYSTEM TESTING AND ADJUSTING
I. Put No I pl~ton
at top center (TC) on the com NOTE: If No. I pi~ton is at top centcr of compression
pres~lon ~trokc.
Make reference to FINDING stroke, and 5P9697 Timing Pin (A) does not fit In the
TOP CENTER COMPRESSION POSITION notch in the fuel pump cam~haft, make reference to
FOR NO. I PISTON. CAMSHAFT TIMING FOR THE FUEL INJEC
TIoN PUMP.
1 Remo\'C the plug at the front end of the fuel
II1jection pump housing. 4. Remove the timing bolt from the flywheel and the
timing pin from the fuel injection pump housing.
3. Install 5P9697 Timing Pin (A) [end with taper]
through the hole in the injection pump hous 5. Remove the fuel nozzle from the direct in
ing. The timing pin must fit into the notch in jectIOn ada pter for No. I cylinder.
the fuel pump camshaft. 6. Put a small amount of clean oil on 3S3264
Rod (5) and put the rod into adapter (3).
7. Put 5 P7268 Adapter (3) in direct injection
adapter (4) and tighten the adapter finger tight.
CAUTION
Do not use a wrench to tighten the adapter.
There will be damage to the nozzle seat if the
adapter is too 'tight.
~ B42394X1
\---------0
A61404X1
~w::
INSTALLING ADAPTER
(Typical Example)
3. 5P7268 Adapter. 5. 3S3264 Rod, 180.9 mm (7.12 in.)
long.
CAUTION
Do not tighten collet too much or damage to the
dial indicator can result.
10. Loosen the screw that locks the dial face. Move
the dial face until the larger pointer is on "0"
(zero) and tighten the lock screw.
48
FUEL SYSTEM TESTING AND ADJUSTING
base (19). Connect 5J4634 Hose Assembly (15)
to filter base ( 19). with an adapter. Disconnect
fuel return line (17) from the cover of the fuel
filter base. Install a plug in the cover.
,
(.2 in.) of pin (14) is extended .
~
b. Remove tube (13). Put the adapter group
in position on No. I injection pump. Tighten
nut (I I) to 40 Nem (30 lb. ft.) maximum.
c. Turn fitting (8) down until pin (14) makes
contact with the reverse flow check valve.
d. Turn the fitting an additional I! 4 turn.
e. Push washer (10) against adapter (12).
Tighten nut (9) finger tight. Install tube
(13) on the adapter group.
tank assembly (16). Move the governor lever
to full "fuel-on" position. Put 105 k Pa (15 psi)
of air pressure in the tank by using the hand
6V2023 ADAPTER GROUP pump or shop air.
8. Fitting. 9. Nut. 10. Washer. 11. Nut. 12. Adapter. 13.
Tube. 14. Pin.
49
FUEL SYSTEM TESTING AND ADJUSTING
CAUTION
If shop air is used, be sure to make an adjust I. Put No. 1 piston at top center (TC) on the com
ment to the regulator so there is only 105 kPa pression stroke. Make reference to FINDING
(15 psi) air pressure in the tank. TOP CENTER COMPRESSION POSITION
FOR NO. I PISTON.
17. Hold a pan under the free end of tube (13) for
the fuel that comes out. 2. Remove the plug at the front end of the fuel
I g. Turn the crankshaft slowly in direction of injection pump housing.
normal rotation (counterclockwise when seen J. Install 5P9697 Timing Pin (A) [end with taper]
from the flywheel end of the engine). Do this through the hole in the injection pump hous
until the flow of fuel coming from the end of ing. The timing pin must fit into the notch in
tube (13) is 6 to 12 drops per minute [point the fuel pump camshaft.
of closing inlet port (6)].
19. Stop rotation of the crankshaft w hen the flow of
fuel is 6 to 12 drops per minute. Take a reading of
the measurement on the dial indicator.
21. If the injection pump tImmg is wrong. several 4. Before any fuel injection pump can be removed,
cylinders can be checked. If they show different the fuel racks must be put in the center position.
readings. remove the injection pump housing to Make reference to REMOVAL OF INJEC
check all lifter settings and plunger lengths. and to TION PUMP.
adjust as needed. See SETTING THE INJEC S. Remove No. 1 fuel injection pump with 8S4613
TION PUMP TIMING DIMENSION: OFF Wrench and 8S2244 Extractor. Put 5P4158
ENGINE. and CHECKING THE PLUNGER Gauge (4) into the bore in the fuel pump housing.
AND LIFTER WASHER OF AN INJECTION
PUMP. 6. Put 3PI565 Collet (2) and 5P4156 Base (3) on
8S3158 Indicator (I). Put 5P4163 Contact Point
NOTE: On all cylinders other than No.1. top center (5) on the indicator.
(TC) of each piston will have to be found by use of the
dial indicator. Only No. I cylinder can be found by 7. To adjust (calibrate) the dial indicator for the lifter
installation of bolt in flywheel. measurements. use the procedure that follows:
50
FUEL SYSTEM TESTING AND ADJUSTING
'-OTE: When measurement of the pump timing 10. If the timing dimension is correct, install the No. I
dimension is made, find the difference between the fuel injection pump into the bore in the pump
adjustment reading and the present reading on the housing. Make reference to INSTALLATION
dial face. A dimension of 101. 6 mm (4.00 in.) must OF INJECTION PUMP.
be added to the difference in indicator readings for
the correct measurement. Fuel Rack Setting
Tools Needed:
95240 Rack Position Tool Group.
3P1565 Collet.
(l) is:
GOVERNOR AND INJECTION PUMP HOUSING
TIMING DIMENSION (ON ENGINE) 104.37 j- 0.05 mm
(4109 -r .002 in) 1. Governor control shaft. 2. Control linkage.
4---------t
5~
~IM
~
51
FUEL SYSTEM TESTING AND ADJUSTING
4. Turn governor control shaft (I) toward H IG H II. Read the measurement on the dial indicator.
IDLE and push down on timing pin (4) until See the FUEL SETTING INFORMATION
it engages in the slot (groove) in the rack. The to find the correct measurement for rack set
rack is now centered (at zero position). ting.
5. Remove the plug at the rear of the housing. 12. To adj ust the rack setting, remove air-fuel
ratio control (6) from top of governor. Use
6. Put 3PI565 Collet and 9S215 Dial Indicator
tool (9) to loosen locknut (II) and turn adjust
(7) with the 9S8883 Contact Point in the hole
ment screw ( 10) as needed.
at the rear of the housing.
NOTE: To decrease the rack setting, turn the ad
7. Adjust the indicator to "0" (zero). Tighten
justment screw clockwise.
the nut of the collet to hold the indicator at
the zero position. 13. Tighten lac knut (I I). Check the rack setting
according to Steps II and 12.
8. Remo\e timing pin (4).
9. Connect the clip end of 8S4627 Circuit Tester 14. When the rack setting is correct. use tool (9)
(8) to brass terminal (5) on governor housing. to hold screw (10) and tighten locknut (II) to
Put the other end of the tester to a good ground. 12 4 N-m (9 3 lb. ft.).
10. Turn governor control shaft (I) in the fuel-on 15. Install the air-fuel ratio control on the gover
direction until the light in the tester shows a nor. Connect the governor control linkage.
maximum output. Turn the shaft in the fuel Make reference to ADJUSTMENT OF HY
off direction until the test light goes out. Turn DRAULIC AIR-FUEL RATIO CONTROL.
the shaft slowly in the fuel-on direction until
the test light has a minimum light output. In
this position, rack stop collar (12) just starts
to make contact with the torque spring.
52
I
FUEL SYSTEM TESTING AND ADJUSTING
FUEL SYSTEM ADJUSTMENTS: 4. Install 5P9697 Timing Pin (4) (end with taper)
rn CATER"'LLA".
Plate (1) is in alignment with the pointer:
Starting point degree mark
7. Tighten bolt (6) to a maximum of 25 Nem (20
lb. ft.).
14
2. Fasten 5P1768 Pointer Assembly (2) to the pump
and tighten the screw .
housing with 2A762 Bolt (7).
d. Make a record of the position of the small
3. Install 5P360 1 Adapter (3 ) on the drive end of the
pointer. The dial indicator is now adjusted
injection pump camshaft.
(cal ibrated).
53
FUEL SYSTEM TESTING AND ADJUSTING
9 SPACER CHART
GOVERNOR ADJUSTMENTS
MEASURING TIMING DIMENSION
Tools Needed:
8. 8S3158 Indicator. 9. 3P1565 Collet. 10. 5P4156 Base. 6V3121 Multitach Group.
11. 5P4158 Gauge - 50.8 mm (2.00 in.). 12. Spacer. 13.
Timing dimension. 14. 5P4163 Contact Point -120.7 mm
(4.75 in.) long. CAUTION
A mechanic with training in governor adjust
l\OTE: When measurement of the pump timing ments is the only one to make the adjustment
dimension is made, find the difference between the to the low idle and high idle rpm. The correct
adjustment reading and the present reading on the low idle and high idle rpm, and the measure
dial face. A dimension of 101.6 mm (4.00 in.) must ment for adjustment of the fuel rack are in the
be added to the difference in indicator readings for FUEL SETTING INFORMATION.
the correct measurement.
Engine rpm must be checked with an accurate
II. The off engine timing dimension for adjustment of tachometer. The 6 V21 00 M ultitach from the
the lifter, is shown in LIFTER SETTING 6 V3121 M ultitach Group is the most accurate
CHART. and the easiest to use. See article MEASURING
ENGINE SPEED for more information on this
LIFTER SETTING CHART (OFF ENGINE)
tachometer and others that are available.
Timing Plate Starting Point 01 ............ 14
(Initial setting with timing pin in slot)
&. WARNING
Turn Timing Plate Lifter Number
Counterclockwise (Shown above Timing Dimension
to (degrees) each pump hole) for all Lifters
To help prevent an accident caused by parts
in rotation, work carefully around an engine
0 1 that has been started.
45 8
90 4
135 3
180 6 108.64 0.03 mm Start the engine and check the low idle and high
225 5 (4.277 .001 in)
idle rpm. See the FUEL SETTING INFORMA
270 7
315 2 TIO\: for the correct low idle and high idle rpm.
12. The spacer (12) of each injection pump must be If an adjustment is necessary, remove the sealed
changed to change the timing dimension of that cover over the adjustment screws and use the pro
injection pump. Make reference to the spacer cedure that follows:
chart for spacer thickness.
1. Move the governor linkage to HIGH IDLE posi
13. Make another check of all timing dimensions after
tion and turn screw (I) to adjust HIGH IDLE
all adjustments have been made.
rpm. When the specific rpm setting is made, move
14. Make reference to INSTALLATION OF IN the governor control to reduce engine speed, then
JECTION PUMP to install pumps in housing and move the linkage to HIGH IDLE and check the
to check for full travel of fuel racks. setting again. Repeat this procedure until rpm
setting is correct.
15. After the fuel injection pump housing is again
installed on the engine, make reference to CAM
SHAFT TIMING FOR THE FUEL INJEC
TION PUMP.
54
FUEL SYSTEM TESTING AND ADJUSTING
nor linkage to LOW IDLE position and tum
screw (2). Increase the engine speed and then
return linkage back to LOW [OLE positIon to
check the setting again .
..
of the holes will not let the idle adjustment screws tum
after the idle adjustment is done and the cover is
installed.
4. Now install a new wire and seal to the cover bolt.
Measuring Engine Speed
Tools Needed:
5P2150 Engine Horsepower Meter or
6V3121 Multitach Group or
1P5500 Portable Phototach Group.
A09404X2
6V3121 Multitach Group.
5P2150 ENGINE HORSEPOWER METER The balance point check of the engine is a method to
make a diagnosis of engine peri'ormance.
The 5P2150 Engine Horsepower Meter can measure
engine speed from the tachometer dn\'e on the engine . If the balance point and the high idle speed are
Special Instruction Form No. S~1HS7050 has instruc correct. the fuel system operation of the engine is
tions for its use. correct. The balance point for the engine is:
55
FUEL SYSTEM TESTING AND ADJUSTING
A. At 20 rpm greater than full load speed. 5. Make a record of the speed of the engine at high
idle.
S. The rpm where the rack stop collar just makes
contact with the torque spring or stop bar. 6. Add load on the engine slowly until the circuit
tester light just comes on (minimum light output).
e. The
rpm where the engine gets the maximum This is the balance point.
amount of fuel per stroke.
7. Make a record of the speed (rpm) at the balance
D. The rpm where the engine has maximum point.
horsepower output.
8. Repeat Step 6 several times to make sure that the
E. The rpm where an increase in load on the reading is correct.
engine puts the engine in a lug condition (a
condition in which a small increase in load 9. Stop engine. Make a comparison of the records
causes the engine speed to decrease). from Steps 5 and 7 with the information from
the FUEL SETTING INFORMATION.
Use the procedure that follows to check the balance
point. Make reference to TECHNIQUES FOR 10. If the balance point is correct. the governor setting
LOADING ENGINES in Special Instruction Fom1 is adjusted correctly. If the balance point is not
No. SEHS7050. correct, adjust the high idle rpm until you get the
correct balance point.
CAUTION
Do not adjust rpm above the range for HIGH
IDLE given in FUEL SETTING INFORMATION.
Damage to engine can result if seUing is too
high.
ADJUSTMENT OF AIR-FUEL
RATIO CONTROL
I. The fuel rack setting must be correct before the
CIRCUIT TESTER INSTALLED adjustment for the hydraulic air-fuel ratio control
1. Brass terminal screw. 2. 8S4627 Circuit Tester. can be checked. Make reference to FUEL RACK
SETTING.
I. Connect a tachometer which has good accuracy to
the tachometer drive. NOTE: The 9S215 Dial Indicator for fuel rack setting
is used for the adjustment of air-fuel ratio control.
2. Connect the clip end of 8S4627 Circuit Tester (2)
to the brass terminal screw (1 ) on the governor 2. Remove cover (3) from the hydraulic air-fuel ratio
housing. Connect the other end of the tester to a control.
place on the fuel system which is a good ground
J. Start the engine.
connection.
56
several times to remove the air from the oil in the
control. This wIll make the result of the test more
accurate.
6. Rapidly move the govcrnor control lever in
thc FU E L 01\ direction. Read the measure
ment on the dial indicator at the pOInt where
the control starts to luna rack tnl\cl. See the
FUEL SETTIl'\G I;\FORMATIO,\ to find
the correct mea~urement.
7. To make an adjustment to the aIr-fuel ratio con
troL turn valvc (I) In a clockv,'l . . e dIrection to
increase the amount of fuel pos"Jhle (more rack
travel) at the limIted rack po.. . ltlon. Turn the valve
counterclockwise to decrea~e the amount of fuel
pOSSIble (less rack travell.
8. After an adjustment IS made . do Step 6 again.
When the adjustment IS correct.. put co\'er n) on
the control. Tu m the cover as necessary to pu t It In
alignment with the neare~t bolt hole ..... In~tall the
bolts.
9. Stop the engine. After the oil pressure has gone
out of the aIr-fuel ratio control, check the fuel rack
setting again to make sure full rack travel is
available .
57
FUEL SYSTEM TESTING AND ADJUSTING
SHUTOFF
(VERTICAL POSITION)
12
13---""::d
HORIZONTAL
I.
i
SHUTOFF
(VERTICAL POSITION
l_
SECTION BB
2
x
c ---
-- .J
C
VIEW A-A
VIEW CC
5
i ;'
~----+----:----+-----y ---------~
~--~ 10 11
B15933-1 Xl
I. Remove rods (2) and (6). Adj ust rod (2) to 4. Install rod (2) between levers (4) and (16). With
dimension (X) at 720 2 mm (28.3 .1 in.). throttle lever (17) in shutoff (vertical position)
Tighten locknut (3) to 12 4 Nem (9 3 lb. ft.). adjust rod (2) to obtain dimension (W) for
Adjust rod (6) to approximate dimension (Y) lever (4). Tighten locknut (3) to 12 4 Nem
of 956 mm (37.6 in.). Tighten locknut (5) to (9 3 lb. ft.).
12 4 Nem (9 3 lb. ft.).
5. With governor control shaft (10) at shutoff
2. Loosen setscrew locknuts and turn out set position. install control group (II) so that the
setscrews (12). (13) and (14). Turn setscrew mounting hole in plate (7) is at 30 5 to the
(16) all the way in. left of vertical as shown.
3. Move throttle lever (17) to the shutoff (vertical 6. Install rod (6). Any necessary adjustments to
position). Turn setscrew (12) in to adjust lever install the rod should be made at rod end (9)
(16) to dimension (V) of 27.5 1.0 mm (1.08 attached to plate (7). Tighten locknut (8) to
58
I
FUEL SYSTEM TESTING AND ADJUSTING
7. Move throttle lever (17) toward HIGH IDLE 10. Adjust. if necessary, decelerator pedal (I) on
until forward movement of rod (6) stops . the splined shaft to obtain dimension (Z) of
241 17 mm (9.5 .7 in.).
8. Turn setscrew (18) out until it makes contact
with the stop on throttle lever (17). Now II. Start engine and move throttle lever (17) to
turn setscrew ( 18) in one turn and tighten lock HIGH IDLE. Turn setscrew (13) in far enough
nut to a torque of 25 7 Nem (20 3 lb. ft.). so that, when decelerator pedal (I) is depressed,
contact is made with setscrew (13) at an engine
NOTE: This adjustment allows full travel of gov
speed of 1000 50 rpm. When this adjustment
ernor shaft, but gives a positive stop after full
is correct, tighten locknut to a torque of 25 7
linkage travel.
Nem (20 5 lb. ft.).
9. With throttle lever (17) in HIGH IDLE posi
12. Release decelerator pedal (I) and check HIGH
tion, turn setscrew (14) in until there is 2 I
IDLE settingaccordingtothe FUEL SETTING
mm (.08 .04 in.) clearance between roller in
INFORMATION.
lever (15) and lever (16). Tighten locknut on
setscrew (14) to a torque of 25 7 Nem (20
5 lb. ft.).
NOTE: This adjustment makes sure that HIGH
IDLE can be reached using throttle lever (17) with
out interference with the decelerator linkage .
59
AIR INLET AND EXHAUST SYSTEM TESTING AND ADJUSTING
MEASUREMENT OF PRESSURE
IN INLET MANIFOLD
J
B42398Xl
SETTI:\G INFORMATION. This test is used Use the 6V3150 Engine Pressure Group to check
\\ hen there is a decrease of horsepower from the the pressure in the inlet manifold.
engine. yet there is no real sign of a problem with
the engine.
fhe correct pressure for the inlet manifold is
gl\en In the FUEL SETTING Il\FORMArION.
De\elopment of this information is done with these
condi tions:
a. 747 mm (29.4 in.) of mercury barometric
pressure.
b. 29 C (85 F) outside air temperature.
c. 35 API rated fuel
Any change from these conditions can change the
pressure in the inlet manifold. Outside air that has
higher temperature and lower barometric pressure
than given above will cause a lower horsepower and 6V3150 ENGINE PRESSURE GROUP
a lower inlet manifold pressure measurement than 1. Differential pressure gauges. 2. Zero adjustment screw.
3. Pressure gauge 0 to 1100 kPa (0 to 160 psi). 4. Pres
gi\'en in the FUEL SETTING INFORMATIO:\. sure tap. 5. Pressure gauge 0 to 415 kPa (0 to 60 psi).
Outside air that has a lower temperature and a
higher barometric pressure will cause higher horse This tool group has a gauge to read pressure in
power and a higher inlet manifold pressure meas the inlet manifold. Special Instruction Form No.
urement. SEHS7851 is with the tool group and gives in
A difference in fuel rating will also change horse structions for the test procedure.
power and the pressure in the inlet manifold. If the
TURBOCHARGER
fuel is rated above 35 API. pressure in the inlet
manifold can be less than gi\'en in the FU E L SET Every 7200 hours or if any unusual sound or
TI1\G L'\; FOR M A1'101\. If the fuel is rated below vibration in the turbocharger is noticed. a quick
35 API. the pressure in the inlet manifold can be check of bearing condition can be made without
more than given in the FUEL SETTI:\G 1:\ disassembling the turbocharger. This can be done
FORMATION. BE SURE THAT THE AIR by removing the piping from the turbocharger and
60
,i. '
AIR IN LET AND EXHAUST SYSTEM TESTING AND ADJUSTING
inspecting the compressor impeller, turbine wheel turbocharger. Attach a dial indicator with an ex
and compressor cover. Rotate the compressor and tension indicator point long enough to contact the
turbine wheel assembly by hand and observe by shaft through the oil return hole. Make sure the
feeling excess end play and radial clearance. The contact point is centered on the shaft (highest in
rotating assembly should rotate freely with no rub dicator reading). Raise both ends of the shaft all
bing or binding. If there is any indication of the the way then push down in the opposite direction.
impeller rubbing the compressor cover or the tur Total movement of the indicator should be between
bine wheel rubbing the turbine housing, recondi 0.10 mm (.004 in.) and 0.23 mm (.009 in.). If radial
tion the turbocharger or replace with a new or clearance exceeds 0.23 mm (.009 in.) or minimum
rebuilt one. clearance is under 0.10 mm (.004 in.), the turbo
charger should be disassembled and the bearings
End clearance is best checked with a dial indica
checked.
tor. Attach a dial in'dicator with the indicator point
on the end of the shaft. Move the shaft from end NOTE: Care must be taken not to cock the shaft
to end making note of the total indicator reading. or a false reading will be obtained.
End play for TL81 Turbochargers should be 0.08
MEASUREMENT OF EXHAUST
to 0.25 mm (.003 to .0 lOin.). If end play is more
than the maximum end play rebuild or replace the
TEMPERATURE
turbocharger. End play less than the minimum end
play could indicate carbon build up on the turbine
wheel and should be disassembled for cleaning
and inspection.
CLEARANCE
(TYPICAL EXAMPLE)
61
AIR INLET AND EXHAUST SYSTEM TESTING AND ADJUSTING
CYLINDER HEAD
The cyl Inder head has valve scat Inserts, valve
~L1ldes.and bndge dowels that can be removed when
the) dre \\om or ha\l~ damage. Replacement of these
L'omponents can he made WIth the tooh that follow.
5P3536 VALVE GUIDE GAUGE GROUP
Valves
Bridge Dowel
\ ~lh e remo\'al and IIbtallatlon II., casler WIth LIse of
thl' :'is I .r~o Vahe SprIng Compressor ASl.,emhly and Use a SP9.+.+ Dowel Puller Group WIth a 5P942
:'is I ~22 Vah e Keeper Inserter, Extractor to remo\'e the hrIdge dowels. Install a new
hrIdge dowel WIth a SP2.+06 Dowel DrIver. ThiS dowel
Valve Seat Inserts dnver I!l'>talls the hndgc dowel to the correct height.
62
AIR INLET AND EXHAUST SYSTEM TESTING AND ADJUSTING
NOTE: Valves must be fully closed. NOTE: When the valve lash (clearance) IS checked,
adjustment IS NOT NECESSARY If the measurement
1. Put engine oil on the bndge dowel in the cylinder IS in the range given III the chart for VAL VE CLEAR
head and in the bore in the bndge. ANCE CHECK: ENGINE STOPPED. If the mea
2. Install the bridge wIth the adjustment screw to surement IS outsIde thIS range, adjustment IS necessary.
ward the exhaust manIfold. See the chart for VALVE CLEARANCE SETTING:
ENGINE STOPPED, and make the setting to the
J. Loosen the locknut for the adjustment screw and nomlIlal (desired) speCIficatIons 111 this chart.
loosen the adjustment screw several turns.
VALVE CLEARANCE SETTING: ENGINE STOPPED
4. Put a force on the bridge with a finger to keep the
Exhaust 0.76 mm (.030 in.)
bridge III contact wIth the valve stem opposite the Intake 0.38 mm (.015 in.)
adjustment screw.
To make an adjustment to the valve clearance, turn
5. Turn the adjustment screw clockwise until it just the adjustment screw III the rocker arm. It IS not neces
makes contact with the valve stem. Then turn the sary t(~ change the bridge adjustment for normal valve
adjustment screw 30 more in a clockwIse direc clearance adjustments. Valve clearance adjustments
tion to make the bridge straight on the dowel, and can be made by using the procedure that follows:
to make compensation for the clearance in the
threads of the adjustment screw.
VALVE ADJUSTMENT
(TYPICAL ILLUSTRATION)
63
AIR INLET AND EXHAUST SYSTEM TESTING AND ADJUSTING
VALVES
INJECTION
PUMPS
@(l)@@
6. After each adjustment. tighten the nut for valve
adjustment screw 28 4 N-m (22 3 lb. ft.).
and check the adjustment again.
A23799X2
64
I
111
LUBRICATION SYSTEM
One of the prohlems In the II~t that follows will A30658Xl
Oillcakage into the combustion area of the cylinders 2. Connect an 8 M2744 Gauge from the 5P6225
can be the cause of blue smoke. There arc four possible Hydraulic Test Box to the oil pressure test
ways for 011 leakage Into the combustion area of the location (I). I nstall a probe from the 959 102
cylinders: Thermistor Thermometer Group into the oil
manifold to check oil temperature.
I. OJ! leakage between worn valve guides and valve
stems.
65
LUBRICATION SYSTEM TESTING AND ADJUSTING
The inlct screen of the supply tuhe for the oil pump If the gauge for oil pressure shows enough oil pres
can have a restriction. This will cause cl\'itation (low sure. but a component is worn because it can not get
pressure bubbles suddenly made In liqUid" hy mechani enough lubrication. look at the passage for oil supply to
cal forces) and a loss of oil pressure, Air leakage in the the component. A restriction in a supply passage will
supply side of the oil pump will also cause ca\itation not let enough lubrication get to a component. and this
and lo"s of oil pressure. If the bypass \'a!\'e for the oil will cause early wear.
pump is held in the open (unseated) position. the lubri
cation system can not get to maximum pres"ure. Oil
pump gears that have too much wear will cau"e a INCREASED OIL TEMPERATURE
reduction in oil pressure.
Look for a rcstriction in the oil and coolant passages
Oil Filter Bypass Valves of thc oil coolcr. If the oil cooler has a restriction, the
oil temperature will be higher than normal when the
If the bypass valve for the oil filter is held in the open englnc is operated. The oil pressure of the engine will
position (unseated) because the oil filter has a restric not get low just because the oil cooler has a restriction.
tion. a reduction in oil pressure can result. To correct
this problem, remove and clean the bypass valve and Also check the oil cooler bypass valve to see if it is
bypass valve bore. Install a new Caterpillar oil filter to held In the open position (unseated). This condition
be sure that no more debris makes the bypass valve stay will let the oil through the valve instead of the oil
open. cooler. and oil temperature will increase.
66
COOLING SYSTEM TESTING AND ADJUSTING
COOLING SYSTEM
Thi~ engine has a pressure type cooling system. A Test Tools for Cooling System
pressure type cooling system gives two advantages.
Tools Needed:
The first advantage is that the cooling system can have 9S9102 Thermistor Thermometer Group.
safe operation at a temperature that is higher than the 9S7373 Air Meter Group.
normal boiling (stcam) point of water. Thc second 1P5500 Portable Phototach Group.
advantage is that this type system prevents cavitation 9S8140 Cooling System Pressurizing Pump Group.
(low pressure bubbles suddenly made In liquids by
The 959102 Thermistor Thermometer Group IS used
mechanical forces) In the water pump. With this type
In the dIagnOSIs of overheating (engine hotter than
system. It is more difficult for an air or steam pocket to
normal) or overcool Ing (engine cooler than normal)
be made in the cool ing system.
problems. ThIS group can he used to check tempera
The cause for Increased engine temperature IS gener tures In several different parts of the cooling system.
ally because regular Inspections of the cooling system The testing procedure IS in 5peclal Instruction Form
were not made. Make a visual Inspection of the cooling No. 5MH571-l-0.
system before a test IS made with test equipment.
7. Inspect the filler cap and the surface that seals 959102 THERMISTOR THERMOMETER GROUP
the cap. This surface must be clean.
AlT nUDE
0 25 40 55 70 85 95 k Pa
METERS FEET
0
4 6 8 10 12 14 PSI
4300 14.000
3700 12,000
3000 10,000
2400 8,000
1800 6,000
1200 4,000
600 2,000
SEA LEVEL 0
82
88 93 99 104 121 "C
180
190 200 210 220 250' F 957373 AIR METER GROUP
BOILING POINT OF WATER
67
----------------------~-----
The 1P5500 Portahle Phototach Group is used to The 9S8140 Cooling System Pressurizing Pump
check the tan spccd. The testIng procedure IS In Special Group is used to test pressure relief valves and to
InstructlOn FOnll No. SMHS70IS. pressure check the cooling system for leaks.
. A WARNING
A77381X1
If the engine has been opera~ed and the coolant
is hot, loosen the filler cap slowly and let the
9S8140 PUMP GROUP INSTALLED
pressure out of the cooling system, then re (Typical Example)
move the filler cap.
6. Operate the pump until the pointer on the
pressure gauge no longer increases. The highest
Inspect the filler cap carefully. Look for damage to
pressure indication on the gauge is the point
the seal or to the surface that seals. Any foreign materi
that the relief valve opens. The correct pres
al or deposits on the cap, seal or surface that seals, must
sure that makes the relief valve open is 105 to
be removed.
125 kPa (IS to 18 psi).
68
I
-- -~=-e-.:::-=:==
7. If the reI ief valve does not open within pressure 11. Remove hose (C) from radiator test pressure
specification, replacement of the relief valve is location.
necessary.
12. Install pi ug in pressure test location.
8. If the relief valve is within specifications, check
the radiator for outside leakage. Water Temperature RegUlators
9. Check all connections and hoses of the cooling I. Remove the regulator from the engine .
system for oLltside leakage.
2. Heat water in a pan until the temperature is
.. 10. I I' you do not see any outside leakage and the
pressure reading on the.gauge is still the same after
5 minutes, the radiator and cooling system does
92 C (197 F). M ave the water around in the
pan to make it all the same temperature.
not have leakage. If the reading on the gauge goes 3. Hang the regulator in the pan of water. The reg
down and you do not see any outside leakage, ulator must be below the sUltace of the water and it
there is leakage on the inside of the cooling sys must be away from the sides and bottom of the
tem. Make repairs as necessary. pan.
.+. Keep the water at the correct temperature for 10
. & WARNING minutes.
5. After ten minutes, remove the regulator and
If a pressure indication is shown on the gauge, immediately measure the distance the regulator
be sure to push release valve (A) to release all has opened. The distance must be a minimum
pressure in the system before removal of hose of 9.53 mm (.375 in.).
(e) from radiator.
6. If the distance is less than 9.53 mm (.375 in.).
make a replacement of the regulator.
69
I
BASIC BLOCK TESTING AND ADJUSTING
BASIC BLOCK
the rod. If bearing joint'> or backs are worn (fretted), 1P2396 Puller Plate.
check bore size. This can be an indication of wear Two 3/4 in. 16 NF Bolts, 7 in. (177.8 mm) long.
Arrangement.
CONNECTING ROD AND MAIN BEARINGS
Check liner projection ahove top plate as follows:
Connecting rod bearings are available with 0.64
mm (.025 in.) and 1.27 mm (.050 in.) smaller inside I. Make certain that top plate (4) and the cylinder
diameter than the original size bearings. These liner flange are clean. Install a new top plate
bearings are for crankshafts that have been gasket, but do not install liner seals when this
"ground" (made smaller than the original size). check is made.
70
BASIC BLOCK TESTING AND ADJUSTING
71
,....
BASIC BLOCK TESTING AND ADJUSTING
FLYWHEEL AND FLYWHEEL HOUSING 4. The difference between lower and higher meas
urements taken at all four points must not be
Tools Needed:
8S2328 Dial Indicator Group.
more than 0.30 mm (.012 in.), which is the
maximum permissible face runout (axial eccen
Face Run Out (axial eccentricity) of tricity) of the flywheel housing.
the Flywheel Housing
[r any method other than given here IS used, always Bore Runout (radial eccentricity) of
rCl1ll'mher beanng clearance must be removed to get the Flywheel Housing
correct measurements.
I. Fa"ten the dIal Indicator as shown so the anvil of
the InG Icator will touch the bore of the flywheel
hou"Ing.
o B
FLYWHEEL HOUSING
72
BASIC BLOCK TESTING AND ADJUSTING
NOTE: Write the dial indicator measurements 10. On the graph for total eccentricity find the point of
with their positive (+) and negative (-) nota intersection of the I ines for \'ertlcal eccentricity
tion (signs). This notation is necessary for and horizontal eccentricity.
making the calculations in the chart correctly.
I I. I I' the point of intersection IS in the range marked
, 01\ Ide the measurement from Step 2 by 2. Write "Acceptable", the bore is in al ignment. II' the
this number on Iine I in columns (B) & (0). point of intersection is in the range marked" Not
Acceptable", the llywheel housll1g must be
-+. Tum the crankshaft to put the dial indicator at (A).
changed.
Adjust the dial indicator to "0" (zero).
iI
in
0.30
(:-.012)
0.25
Al0235-1Xl
7491ZXI
\~\\\\~\~~~ \~~ .
I (.0101
(.008)
J 0.15
(.0061
i, 0.10
(.004)
0.05
(.002)
73
ELECTRICAL SYSTEM TESTING AND ADJUSTING
ELECTRICAL SYSTEM
Operation
Test Step A-Hookup - Make a comparison
between the lamps and the lamp normal opera
tion chart next to them. If all lamp indications
are the same as shown on the chart. put the Key
Start Switch in the OFF position. This should
cause the MAIN RELAY AND BREAKER
DIAGNOSTIC CONNECTOR lamp to come ON. Failure to do so is an indica
tion of a defect in the R ELA Y and / or BREA K
ER. Correct the defect(s). test again and go on
TESTING THE ELECTRICAL SYSTEM to next step. Put the Key Start Switch back in
Tools Needed: the ON position. If lamp indications are different
6V2150 Starting/Charging Analyzer Group than shown on the chart. refer to Speciallnstruc
NOTE: Make reference to Special Instruction Form tion Form "lo. SE HS7768. Correct defects. test
again and then go to next step.
No. SEHS7768. and to the instructions inside the
cover of the Analyzer Group when using the 6V2150 Test Step B-Crank - Crank the engine with
Starting/ Charging Analyzer Group. the fuel in the "shut off' position. Do not start
the engine. Do not use start aid. If all lamp in
dications are the same as shown on the chart,
go to Test Step C. If lamp indications are dif
ferent than shown, refer to Special Instruction
Form 1\0. SEHS7768. Correct defects. test again
and go to next step.
Test Step C-Start Aid - Do not start the
engine. Push and hold the Start Aid Switch.
If all lamp indications are the same as shown
on the chart. go to Test Step D. If lamp indica
tions are different than shown. refer to Special
Instruction Form No. SEHS7768. Correct de
fects. test again and go to next step.
6V2150 STARTING/CHARGING ANALYZER GROUP
Test Step D-Hi Idle - Install ether canister.
1. 6V3072 Case. 2. 6V3112 Base. 3. 6V4174 Packing Set. Start the engine and run at high idle for a mini
4. 4V3178 Cable Assembly.
mum of two minutes. If all lamp indications are
The following instructions should be used to the same as shown on the chart. turn on all pos
hookup and operate the ANALYZER on this sible electrical accessories: if lamp indications
machine. are still the same as shown in the chart, the start
ing and charging system is within specifications.
NOTE: Before you hookup the Analyzer. be sure If the lamp indications are different than shown,
the batteries are not discharged. see the topic. refer to Special Instruction Form No. SEH S
BATTERY. 7768. Correct defects and test again.
74
ELECTRICAL SYSTEM TESTING AND ADJUSTING
ELECTRICAL SYSTEM COMPONENTS dition will show 4.5V; an 8V battery will show 6V;
a 12V battery will show 9V. Each cell of a battery
Battery
in good condition must show 1.6 V on either a 6,
Tools Needed: 8 or 12V battery.
9S1990 or 1P7400 Battery Charger-Tester
Special Instruction Form No. SE HS6891 is with
Before any testing is done on the electrical sys the 9S 1990 Charger Tester and gives the battery
tem, the batteries should be checked for good con testing proced ure.
nections and at least 75% charge in the batteries.
Alternator
The battery circuit is an electrical load on the
charging unit. The load is variable because of the No adjustment can be made to change the rate
condition of the charge in the battery. Damage to of charge on this alternator regulator. If rate of
the charging unit will result if the connections (either charge is not correct, a replacement of regulator
IS necessary.
positive or negative) between the battery and charg
ing unit are broken while the charging unit is in
operation. This is because the battery load is lost
and there is an increase in charging voltage. High
voltage will damage, not only the charging unit,
but also the regulator and other electrical com
ponents.
& WARNING
Never disconnect any charging unit circuit or
battery circuit cable from battery when the
charging unit is operated. A spark can cause
an explosion from the flammable vapor mix
'lure of hydrogen and oxygen that is released
6N9294 ALTERNATOR
load on any battery is 500 amperes). Let the test ALTERNATOR PULLEY INSTALLATION
load remove the charge (discharge) of the battery
1. 8S1588 Adapter (112" female to 3/8" male). 2.8S1590
for 15 seconds and, with the test load still applied, Socket (5/16" with 3/8" drive). 3. 1P2977 Tool Group.
test the battery voltage. A 6V battery in good con- 8H8555 Socket (15/16" with 1/2" drive) not shown.
75
,
2
5
CONNECTION FOR CHECKING PINION CLEARANCE 5. Push the pinion toward commutator end to
1. Connector from MOTOR terminal on solenoid to motor.
remove free movement.
2. SW terminal. 3. Ground terminal.
6. Pinion clearance (6) must be 9.10101 (.36 in.).
7. To adjust pinion clearance, remoye plug and
turn nut (4).