KENR5403-11

June 2015

Systems Operation
Testing and Adjusting
3500 Marine Engines
BM2 1-Up (Engine) PXE 1-Up (Engine) TTZ 1-Up (Engine)
BS2 1-Up (Engine) TTE 1-Up (Engine)
DE2 1-Up (Engine) PAF 1-Up (Engine)
ML2 1-Up (Engine) PXF 1-Up (Engine)
PR2 1-Up (Engine) TTF 1-Up (Engine)
RL2 1-Up (Engine) PXG 1-Up (Engine)
SB2 1-Up (Engine) TTG 1-Up (Engine)
T22 1-Up (Generator Set) PXH 1-Up (Engine)
TT2 1-Up (Engine) TTH 1-Up (Engine)
BG3 1-Up (Engine) PXJ 1-Up (Engine)
MB3 1-Up (Engine) TTJ 1-Up (Engine)
ML3 1-Up (Engine) SLM 1-Up (Engine)
T23 1-Up (Generator Set) TTM 1-Up (Engine)
TT3 1-Up (Engine) MXN 1-Up (Engine)
MB4 1-Up (Engine) MXP 1-Up (Engine)
TT4 1-Up (Engine) TTP 1-Up (Engine)
TT5 1-Up (Engine) JTS 1-Up (Engine)
FT6 1-Up (Engine) MXT 1-Up (Engine)
TT6 1-Up (Engine) E3W 1-Up (Engine)
PXA 1-Up (Engine) FLW 1-Up (Engine)
TTA 1-Up (Engine) MNW 1-Up (Engine)
DPB 1-Up (Engine) PXW 1-Up (Engine)
PXB 1-Up (Engine) TTW 1-Up (Engine)
TTB 1-Up (Engine) E3X 1-Up (Engine)
DPC 1-Up (Engine) PXX 1-Up (Engine)
PXC 1-Up (Engine) TTX 1-Up (Engine)
TTC 1-Up (Engine) E3Y 1-Up (Engine)
DPD 1-Up (Engine) TTY 1-Up (Engine)
PXD 1-Up (Engine) E3Z 1-Up (Engine)
TTD 1-Up (Engine) PXZ 1-Up (Engine)

SAFETY.CAT.COM
 i05296198

Important Safety Information

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

The meaning of this safety alert symbol is as follows:

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

When replacement parts are required for this

product Caterpillar recommends using Cat re-
placement parts.
Failure to follow this warning may lead to pre-
mature failures, product damage, personal in-
jury or death.

In the United States, the maintenance, replacement, or repair of the emission control devices and
systems may be performed by any repair establishment or individual of the owner's choosing.
KENR5403 3
Table of Contents

Table of Contents Basic Engine

Cylinder Block, Liners and Heads ......... ......... 28
Systems Operation Section Pistons, Rings and Connecting Rods (One-
Piece Piston)......................... ........................ 28
Engine Operation Pistons, Rings and Connecting Rods (Two-
Cold Cylinder Cutout .................... .................... 5 Piece Piston)......................... ........................ 29
Crankshaft ........................... ........................... 29
Electronic Control System Camshaft ............................ ............................ 30
Electronic Control System Operation ........ ....... 6
Cat Data Link .......................... .......................... 7
Air Starting System
Air Starting System..................... .................... 31
CAN Data Link ......................... ......................... 8
Electronic Control Module (ECM) ........... .......... 8
Load Feedback Capability (Marine Propulsion
Electrical System
Electrical System Operation .............. ............. 33
Only) ................................ ............................... 9
Grounding Practices .................... ................... 33
System Configuration Parameters......... ......... 10
Electronic Circuits...................... ..................... 33
100 Hour Free Configuration on Engine Start-
Charging System ...................... ...................... 34
up ................................. ................................. 10
Starting System ....................... ....................... 34
Engine Monitoring System Engine Speed Sensor................... .................. 35
Engine Monitoring System................ ...............11
Protection Override Switch ............... .............. 12 Testing and Adjusting Section
Output for the General System Alarm....... ...... 12
Histogramming ........................ ....................... 12 Electronic Control System
Fuel Rate Scaling (Fuel Correction Factor) Calibration ........................... ........................... 36
(Diesel Fuel)......................... ......................... 12 Configuration Parameters................ ............... 36
ECM Total Fuel Consumption Adjustment (Diesel Monitoring System Parameters ........... ........... 36
Fuel)............................... ............................... 13 Engine Governing - Adjust............... ............... 37
ECM Hour Increment Adjustment.......... ......... 13
Exhaust Monitoring..................... .................... 13 Fuel System
General Information (Fuel System) (Diesel) .. . 39
Fuel System Fuel Ratio Control...................... ..................... 39
Fuel System Operation.................. ................. 15 Fuel System Inspection ................. ................. 39
Fuel Injector Mechanism ................ ................ 16 Checking Engine Cylinders .............. .............. 39
Fuel Injector.......................... .......................... 17 Checking Engine Cylinders with an Electronic
Service Tool ......................... ......................... 39
Air Inlet and Exhaust System Fuel Pressure (Diesel System)............ ........... 40
Finding the Top Center Position for the No. 1
Air Inlet and Exhaust System Operation..... .... 18
Piston.............................. .............................. 42
Aftercooler (Jacket Water Aftercooler)...... ..... 19
Camshaft Timing....................... ...................... 43
Valve Mechanism ............................................ 20
Fuel Injector Adjustment................. ................ 46
Turbocharger ......................... ......................... 21
Crankshaft Position for Fuel Injector Adjustment
and Valve Lash Setting ................. ................ 48
Lubrication System
Crankshaft Position for Fuel Injector Adjustment
Lubrication System Operation ............ ............ 23
and Valve Lash Setting ................. ................ 49
Fumes Disposal System................. ................ 25

Cooling System Air Inlet and Exhaust System

Cooling System Operation (Jacket Water Restriction of Air Inlet and Exhaust......... ........ 51
Aftercooled) ......................... ......................... 26 Measuring Inlet Manifold Pressure ......... ........ 51
Separate Circuit Cooling System.......... .......... 27 Measuring Exhaust Temperature.......... .......... 51
Crankcase Pressure.................... ................... 51
Valve Lash and Valve Bridge Adjustment.... ... 52
4 KENR5403
Table of Contents

Lubrication System
General Information (Lubrication System)... ... 56
Engine Oil Pressure - Test ............... ............... 56
Excessive Bearing Wear - Inspect......... ......... 57
Excessive Engine Oil Consumption - Inspect. 58
Increased Engine Oil Temperature - Inspect . . 58
Engine Oil Pressure is Low............... .............. 58
Engine Oil Pressure is High.............. .............. 59
Indicators for Engine Oil Pressure......... ......... 59
Duplex Oil Filter - Adjust ................. ................ 59

Cooling System
General Information (Cooling System) ...... ..... 61
Visual Inspection ...................... ...................... 61
Test Tools for the Cooling System ......... ......... 62
Testing the Cooling System .............. .............. 64
Coolant Temperature Sensor - Test ........ ........ 65
Water Temperature Regulator - Test........ ....... 66

Basic Engine
Connecting Rod Bearings................ ............... 67
Main Bearings......................... ........................ 67
Cylinder Block......................... ........................ 67
Cylinder Head......................... ........................ 67
Cylinder Liner Projection ................ ................ 68
Flywheel - Inspect...................... ..................... 70
Flywheel Housing - Inspect .............. .............. 71
Vibration Damper...................... ...................... 73

Air/Electric Starting System

General Information (Air/Electric Starting
System)............................. ............................ 74

Electrical System
Test Tools for the Electrical System ........ ........ 76
Battery .............................. .............................. 78
Charging System ...................... ...................... 78
Alternator Regulator ................... .................... 79
Electric Starting System .................................. 79
Pinion Clearance Adjustment ............. ............ 80

Index Section

Index................................ ............................... 82
KENR5403 5
Engine Operation

Systems Operation Section If the fuel rack is greater than 13 mm (0.50 inch), the
cold cylinder cutout deactivates for three seconds.
The cold cylinder cutout will deactivate for three
Engine Operation seconds when the engine speed varies by more than
± 50 rpm as the cold cylinder cutout begins. A new
engine speed is established when the cold cylinder
cutout reactivates.
The cold cylinder cutout deactivates for 30 seconds
i02217884 when the engine speed is at low idle for ten seconds
and the engine speed falls by more than 50 rpm
Cold Cylinder Cutout below low idle.
SMCS Code: 1901
The engine uses a strategy for the cold cylinder
cutout to reduce white exhaust smoke after start-up
and during extended idling in cold weather.
During a cold start and/or extended periods at low
idle, the engine's Electronic Control Module (ECM)
turns off one unit injector at a time in order to
determine if each cylinder is firing by monitoring the
change in the fuel rack. If a cylinder is firing, the ECM
turns on the injector. If a cylinder is not firing, the
injector is turned off. This cold cylinder cutout
provides the following benefits: reduction of white
smoke, improved engine starting, reduction in the use
of ether injection and reduction of warm-up time.
Note: During operation of the cold cylinder cutout, the
engine may seem to misfire. This is normal. No
corrective measures are necessary.
The cold cylinder cutout is activated after all of
the following conditions are met:
• The cold cylinder cutout is programmed to
ENABLE.

• The engine speed is equal to high idle or below

high idle.

• The fuel rack is less than 13 mm (0.50 inch).

• The jacket water coolant temperature is below
63 °C (145 °F).
The cold cylinder cutout strategy is activated ten
seconds after the engine starts and the engine
reaches idle speed or three seconds after ether
injection is completed.
The cold cylinder cutout is deactivated if any of
the following conditions are met:
• The cold cylinder cutout is disabled with the
Caterpillar Electronic Technician (Cat ET).
• The jacket water coolant temperature rises above
70 °C (158 °F).

• The cylinder cutout test is activated.

• The ether injection is used.

• The coolant temperature sensor has failed.

6 KENR5403
Electronic Control System

Electronic Control System

i02388972

Electronic Control System Operation

SMCS Code: 1901

Illustration 1 g00669770
KENR5403 7
Electronic Control System

This engine was designed for electronic control. Each Programmable Parameters
cylinder has an electronic unit injector. A solenoid on
each injector controls the amount of fuel that is Certain parameters that affect the engine operation
delivered by the injector. The Electronic Control may be changed with the Caterpillar Electronic
Module (ECM) sends a signal to each injector Technician (ET). The parameters are stored in the
solenoid in order to provide complete control over the ECM, and some parameters are protected from
operation of the fuel injection system. unauthorized changes by passwords.

Electronic Controls Passwords

The electronic system consists of the following Several system configuration parameters and most
components: the ECM, the mechanically actuated logged events are protected by factory passwords.
electronically controlled unit injectors (MEUI), the Factory passwords are available only to Caterpillar
wiring harness, the switches and the sensors. The dealers. Refer to Troubleshooting, “Factory
ECM is the computer. The flash file is the software for Passwords” for additional information.
the computer. The flash file contains the operating
maps. The operating maps define the following i02302331
characteristics of the engine:
• Horsepower Cat Data Link
SMCS Code: 1901
• Torque curves
The engine incorporates a Cat Data Link. The data
The ECM determines the timing and the amount of link is used to communicate with other devices that
fuel that is delivered to the cylinders. These decisions are based on a microprocessor.
are based on the actual conditions and/or the desired
conditions at any given time. The data link can reduce the duplication of sensors
within the system by allowing controls to share
The ECM compares the desired engine speed to the information. The data link is used to communicate
actual engine speed. The actual engine speed is information about the engine to other electronic
determined through a signal from the engine speed/ control systems. The data link is also used to
timing sensor. The desired engine speed is interface with the electronic service tool.
determined through the following items:
The information about the engine that is monitored
• Throttle position sensor and available on the data link includes the following
items (typical example):
• Other input signals from sensors

• Certain diagnostic codes

If the desired engine speed is greater than the actual
engine speed, the ECM injects more fuel in order to
increase the actual engine speed.

Fuel Injection
The ECM controls the amount of fuel that is injected
by varying the signals to the injectors. The injectors
will pump fuel only if the injector solenoid is
energized. The ECM sends a high voltage signal to
the solenoid. This high voltage signal energizes the
solenoid. By controlling the timing and the duration of
the high voltage signal, the ECM can control injection
timing and the ECM can control the amount of fuel
that is injected.
Once the ECM determines the amount of fuel that is
required, the ECM must determine the timing of the
fuel injection. The ECM determines the TOP
CENTER position of each cylinder from the engine
speed/timing sensor's signal. The ECM determines
when fuel injection should occur relative to the top
center position and the ECM provides the signal to
the injector at the desired time. The ECM adjusts
timing for optimum engine performance, for optimum
fuel economy, and for optimum control of white
smoke.
8 KENR5403
Electronic Control System

• Air filter restriction i01941448

• Atmospheric pressure CAN Data Link

• Boost pressure SMCS Code: 1901

• Cold mode status The CAN data link is used to communicate engine
information and diagnostic information from the
• Coolant temperature Electronic Control Module (ECM). The CAN data link
is used for communication between the following
• Crankcase pressure modules: engine's ECM, customer devices and
various display modules.
• Diagnostic messages
i02388134
• Supply voltage for the Electronic Control Module
(ECM)
Electronic Control Module
• Engine identification
(ECM)
• Engine speed (actual rpm) SMCS Code: 1901
• Engine speed (desired rpm)

• Engine systems status

• Engine warning system
• Exhaust temperature

• Filtered oil pressure

• Fuel pressure

• Maximum air filter restriction

• Oil pressure

• Percent throttle position

• Rated fuel limit

• Timing cal enable/status

• Total fuel consumption

• Turbocharger inlet pressure

• Turbocharger outlet pressure
The electronic service tool plugs into the connector
for the data link in order to communicate with the
ECM. The communication adapter is installed in
series between the electronic service tool and the Illustration 2 g01054803
data link connector. The communication adapter
converts data that is in the language from the data ECM
link. This language is converted to a language that is
used by the electronic service tool. The data link
connector is located on the engine harness. The
electronic service tool can also be used to display the
values of all the information for monitoring of engine
operation in real time.
KENR5403 9
Electronic Control System

The variation of the signal is in response to a change

in some specific part of the system. A specific
example of an input component is the engine speed-
timing sensor. The ECM interprets the signal from the
input component as information about the condition,
environment, or operation of the engine.
A control component receives the input signals from
the input components. Electronic circuits inside the
control component evaluate the signals from the input
components. These electronic circuits also supply
electrical energy to the output components of the
system. The electrical energy that is supplied to the
output components is based on predetermined
combinations of input signal values.
An output component is operated by a control
module. The output component receives electrical
energy from the control group. The output component
uses that electrical energy in one of two ways. The
output component can use that electrical energy in
order to perform work. The output component can
use that electrical energy in order to provide
Illustration 3 g01054837
information.
(1) Primary ECM As an example, a moving solenoid plunger will
(2) Secondary ECM perform work. By performing work, the component
has functioned in order to regulate the engine.
The electronic control system is integrally designed
into the engine's fuel system and the engine's air inlet As an example, an alarm will provide information to
and exhaust system in order to electronically control the operator of the engine.
the fuel delivery and the injection timing. The
electronic control system provides increased timing These electronic components provide the ability to
control and fuel air ratio control in comparison to electronically control the engine operation. Engines
conventional mechanical engines. Injection timing is with electronic controls offer the following
achieved by precisely controlling the injector firing advantages:
time. Engine rpm is controlled by adjusting the
injection duration. The Electronic Control Module • Improvement in performance
(ECM) energizes the unit injector solenoids in order to
start the injection of fuel. Also, the ECM de-energizes • Improvement in fuel consumption
the unit injector solenoids in order to stop the injection
of fuel. • Reduction in emissions levels
The ECM has two 70 pin connectors.
i02296424
The flash file is used by the ECM to store all the rated
information for a particular application. The flash file Load Feedback Capability
cannot be replaced physically. The flash file must be
flash programmed with a PC. (Marine Propulsion Only)
SMCS Code: 1901
The engine uses the following three types of
electronic components: This capability provides a method of outputting the
instantaneous percent of load relative to the rack limit
• Input at any given engine speed. This information is
available on the Cat Data Link. This information
• Control allows the user to provide the load feedback to a
system controller. A typical application would be in
• Output the controllable pitch propeller control systems.
An input component sends an electrical signal to the The load feedback function provides an indication of
ECM. The signal varies in one of the following ways: the amount of useful rack or power that is available at
any given operating condition. The load feedback is
• Voltage 100 percent when the actual fuel position equals the
fuel limit. Zero percent occurs at no load and at low
• Frequency idle.
• Pulse width
10 KENR5403
Electronic Control System

4 to 20 mA Output
The 4 to 20 mA output provides a method of
indicating the load feedback to the user. This output
allows the user to provide the load feedback to a
system controller. A typical application would be in
the controllable pitch propeller control systems in the
marine applications.

i01944995

System Configuration
Parameters
SMCS Code: 1901
System configuration parameters are parameters that
affect the power rating of the engine or various engine
features. System configuration parameters are
programmed at the factory. The system configuration
parameters are not usually changed during the life of
the engine.
Refer to Troubleshooting for detailed programming
instructions.

i01938729

100 Hour Free Configuration

on Engine Start-up
SMCS Code: 1901
The 100 hour free configuration on engine start-up
will provide the ability to easily change any
configuration or any monitoring system parameter via
the Caterpillar Electronic Technician (ET) without a
password. This feature is active for the first 100 hours
of engine operation.
The 100 hour free configuration on engine start-up
provides the ability to easily tailor the programmable
set points to the requirements of the installation. The
exceptions include the fuel limit, the personality
module mismatch, the Electronic Control Module
(ECM) hour adjustment, and the total fuel
consumption number.
KENR5403 11
Engine Monitoring System

Engine Monitoring System

i02388135

Engine Monitoring System

SMCS Code: 1900; 1901

ECM
A comprehensive, programmable engine monitoring
system is provided. The Electronic Control Module
(ECM) can monitor parameters. The ECM can initiate
an action if a specific operating parameter extends
beyond the acceptable range. There are three
possible actions by the ECM which are available:
“WARNING” , “DERATE” and “SHUTDOWN” .
However, not all of the actions are available for
certain parameters.
Illustration 4 g01054916
The Caterpillar Electronic Technician (ET) can be
used in order to select the desired action by the ECM. Engine instrument panel (typical example)
Cat ET can be used to program the level for (1) Marine Power Display
monitoring and the delay times for each action. (2) Indicators
(3) Alarm horn
Refer to Troubleshootingfor detailed programming (4) Emergency stop push button
instructions. (5) Engine control switch

Engine Instrument Panel The following control panel switches are located
inside the engine instrument panel:
The engine instrument panel is usually mounted on
the engine. The engine instrument panel may be • Crank override switch
mounted up to 15 m (49 ft) away from the engine.
The engine instrument panel includes the following • Prelube override switch
controls:
• Protection override switch
• Emergency stop push button
• Torque limit switch
• Engine Control Switch (ECS)
• Throttle control switch
• Local speed control (if equipped)
• Low idle switch
• Alarm horn The crank override switch allows the operator to
crank the engine with the engine starters. This
• ECM ready lamp overrides any other control or any engine protection
system.
• ECM active lamp
The prelube override switch allows the operator to
• Emergency stop indicator override the prelube pump sequence at the beginning
of the crank cycle during engine start-up.
• Engine overspeed indicator
The protection override switch provides an input for
• Pyrometer (if equipped) the user in order to override the engine protection
devices.
• Marine Power Display (MPD)
The torque limit switch enables the torque limiting
feature.
The throttle control switch allows engine speed to be
controlled from a potentiometer on the panel, if
equipped.
The low idle switch provides the ability to control
engine rpm. When the switch is enabled, the engine
will operate at the low idle rpm that is programmed.
12 KENR5403
Engine Monitoring System

Refer to Illustrations 5 and 6 . i02060752

Protection Override Switch

SMCS Code: 1901
The protection override switch is used in
circumstances when it is absolutely necessary to
continue to operate the engine. The switch can be
used in order to prevent an engine shutdown during
critical maneuvers. The protection override switch is a
two-position ON/OFF switch. The switch is located
inside the engine instrument panel.
If an engine is operating and an alarm occurs, the
operator may move the switch from the normal to the
override position. In the override position, the engine
will not shut off, regardless of alarms. If an engine has
shut off because of an event code, the engine may be
started again by moving the switch to the override
position. However, the engine protection devices will
be defeated.

i02388136
Illustration 5 g01055283
Marine propulsion Output for the General System
(6) Crank override switch
(7) Prelube override switch
Alarm
(8) Protection override switch SMCS Code: 1901
(9) Torque limit switch
(10) Local throttle switch This output provides an indication of a problem with
the engine operation via a relay. The relay provides a
common ground, a normally open contact, and a
normally closed contact. The operation simulates the
horn on the electronic monitoring system.
The general alarm relay is contained within the
power distribution panel. The general alarm relay will
actuate on the presence of active events or active
diagnostics.

i05988190

Histogramming
SMCS Code: 1901
Histogram data can be displayed via the Cat ®
Electronic Technician (ET) in order to show the trends
of performance for the engine. This is used to
improve the overall performance of the engine.
Historical performance data is stored in a format that
can be used to construct histograms via the Cat ET.
Data is available for speed, load, and exhaust
Illustration 6 g01055248 temperature.
Marine auxiliary
(11) Crank override switch i05988208
(12) Prelube override switch
(13) Protection override switch
(14) Low idle switch
Fuel Rate Scaling (Fuel
Correction Factor)
(Diesel Fuel)
KENR5403 13
Engine Monitoring System

SMCS Code: 1901 i02717279

When the engine is shipped from the factory, an

estimate of the engine fuel consumption is
Exhaust Monitoring
programmed into the Electronic Control Module SMCS Code: 7466; 7490
(ECM). The fuel consumption estimate is based upon
the engine performance specifications. The actual
fuel consumption can be determined with a precision
fuel flow meter. Customers are likely to find a slight
difference between the programmed fuel
consumption and the actual fuel consumption. The
customer can use the Cat ® Electronic Technician
(ET) to program the ECM for the actual fuel
consumption. No password is required in order to
change this configuration parameter.
In order to program the ECM for the actual fuel
consumption, change the Fuel Correction Factor
(FCF) that is already programmed into the ECM. The
FCF can be programmed in increments of 0.5 percent
between ± 20 percent.

i05988245

ECM Total Fuel Consumption

Adjustment
(Diesel Fuel)
SMCS Code: 1901 Illustration 7 g01223384

The feature provides a method of adjusting the total The Exhaust Temperature Module is a scanner for
fuel consumption by incrementing the total fuel engine exhaust temperature. The module is able to
consumption number that is recorded in the check up to 24 points via standard type K
Electronic Control Module (ECM). The adjustment is thermocouples. An LCD displays the number of the
made with the Cat ® Electronic Technician (ET). channel and the temperature in °C or in °F. The
module has two output switches. The switches can
The adjustment for the total fuel consumption will be configured as either a normally open switch or a
allow a new replacement ECM to be programmed in normally closed switch. The factory default setting for
order to display the correct total fuel consumption both switches is normally open. The switches can be
number for that particular engine. The adjustment wired to alarms or to relays. The module can provide
only allows incremental changes to be made. The readings, monitoring, and alarms for the temperatures
change requires a factory password. of 20 cylinder exhaust ports and four turbocharger
inlets and/or outlets.
i05988240 The module has a microprocessor for processing the
input signals. The microprocessor has non-volatile
ECM Hour Increment memory for storing programmable parameters and
other data. The user interface is a keypad. The
Adjustment following functions are among the uses of the keypad:
SMCS Code: 1901
The adjustment for the hour increment provides a
method of adjusting the hour meter of the Electronic
Control Module (ECM). The adjustment is made with
the Cat ® Electronic Technician (ET). The tool
increments the number of hours that are recorded in
the ECM.
The adjustment for the hour increment will allow a
new replacement ECM to be programmed in order to
display the correct number of operating hours for that
particular engine. The adjustment only allows
incremental changes. A password is required in order
to make the change.
14 KENR5403
Engine Monitoring System

• Change the display of the temperatures to °C or to

°F.

• Select automatic display or manual display for the

scan.

• Display a history of channels which have

exceeded the setpoints.
• Change the filter for the display in order to stabilize
the readings for a signal that is fluctuating.
• Program the temperature setpoints.

• Lock the keypad in order to help prevent changing

of the non-volatile memory.
• Calibrate the module.
The module can monitor temperatures from
0 to 850 °C (32 to 1562 °F). Six temperature
setpoints for the alarms can be programmed with the
keypad. If an alarm occurs, the module has two
output switches that can provide a signal to an
indicator, to a switch, or to a relay.
For complete details on using the module, refer to
Systems Operation/Testing and Adjusting,
KENR5473.
KENR5403 15
Fuel System

Fuel System The electronically controlled mechanically actuated

fuel injector system provides total electronic control of
injection timing. The injection timing is varied in order
to optimize the engine's performance.
The timing ring is part of the rear gear group. The
i02708129
engine speed/timing sensor monitors the timing ring
for detection of crankshaft position and for engine
Fuel System Operation speed. Other information and this data allows the
ECM to correctly send a signal to the injector
SMCS Code: 1250 solenoids. The fuel injector's solenoid is energized in
order to begin fuel injection. The fuel injector's
General Information solenoid is de-energized in order to end fuel injection.
Refer to Systems Operation, “Fuel Injector”.

Secondary Fuel Filter

Different types of fuel filters are available for the
engines.

Element Filter

Illustration 8 g01055227
Fuel system schematic (typical example)

The fuel supply circuit is a conventional design for

engines that use fuel injectors. The fuel supply circuit
uses a fuel transfer pump to deliver fuel from the fuel
tank to the electronic fuel injectors. The transfer pump
is a fixed displacement gear pump.
The fuel flows through a fuel filter before entering the Illustration 9 g01055505
fuel supply manifold. A fuel priming pump is located (1) Cover
on the fuel filter base in order to fill the system. The (2) Plug
system must be primed after the filter changes. The (3) Drain valve
system must be primed after draining the fuel supply (4) Drain
and the return manifolds, when the fuel injectors are
replaced. Duplex Fuel Filter
The fuel flows continuously from the fuel supply The duplex fuel filter system enables you to change
manifold through the fuel injectors. The fuel flows the filter elements while the engine is running.
when either the supply or the fill port in the injector is
not closed by the injector body assembly plunger.
The fuel that is not injected into the cylinder is
returned to the tank through the fuel return manifold.
A pressure regulating valve is at the end of the fuel
return manifold. The pressure regulating valve
controls the entire fuel system pressure. This
provides proper filling of the fuel injectors.
16 KENR5403
Fuel System

i04768510

Fuel Injector Mechanism

SMCS Code: 1102; 1290

Illustration 10 g01359188
(5) Control valve handle
(6) Fill valve

Illustration 11 g01192221
Fuel injector (typical example)
(1) Adjustment screw
(2) Rocker arm assembly
(3) Spring
(4) Pushrod
(5) Cylinder head
(6) Lifter
(7) Camshaft

Force is transmitted from the lobe for the fuel injector

on camshaft (7). The force is sent through lifter (6)
and to pushrod (4). From pushrod (4), force is
transmitted through rocker assembly (2) and to the
top of the fuel injector pump. Adjustment screw (1)
allows setting of the injector lash. Refer to Testing
and Adjusting, “Fuel Injector Adjustment” for the
proper setting.
KENR5403 17
Fuel System

i04768515 The start of fuel injection is determined when the

cartridge valve is opened or closed by the Electronic
Fuel Injector Control Module (ECM) via the injector solenoid. The
quantity of fuel that is injected is determined when the
SMCS Code: 1290 cartridge valve is opened or closed.
During the fuel injection stroke, the fuel passes from
the pumping chamber into the fuel injector nozzle.
The nozzle has a needle valve (6) that is spring
loaded. Fuel flows through the fuel passage around
the needle valve to valve chamber (7). In the valve
chamber, the fuel pressure lifts the needle valve away
from the seat. The fuel can now flow through the
orifices in the tip into the combustion chamber.
The bottom of the fuel injector protrudes for a short
distance below the cylinder head into the combustion
chamber. The fuel injector tip has several small
orifices that are equally spaced around the outside
diameter. The orifices spray fuel into the combustion
chamber.

Illustration 12 g01009248
Fuel injector (typical example)
(1) Plunger
(2) Pumping chamber
(3) High-pressure fuel passage
(4) Cartridge valve
(5) Low-pressure fuel passage
(6) Needle valve
(7) Valve chamber

When the stroke of plunger (1) is at the top, fuel flows

through the low-pressure fuel passages in the body.
The fuel then flows to the center passage in the
plunger and into pumping chamber (2) below the
plunger. When the stroke of the plunger is at the
bottom, fuel flows through high-pressure fuel
passages (3). The fuel flows through open cartridge
valve (4) and into low-pressure fuel passages (5).
When the cartridge valve is closed or energized, the
fuel flow through the cartridge valve is blocked. This
blockage causes a buildup in fuel pressure and
injection to begin. Injection continues until the
cartridge valve is de-energized or open. Fuel is
allowed to flow through the cartridge valve. There will
then be a drop in pressure and the injection will stop.
The plunger continues to force fuel through the open
cartridge valve until the stroke of the plunger reaches
the bottom. The fuel injector spring returns the
plunger to the starting position and the cycle repeats.
18 KENR5403
Air Inlet and Exhaust System

Air Inlet and Exhaust The inlet valves close and the piston starts to move
up on the compression stroke. When the piston is
System near the top of the compression stroke, fuel is
injected into the cylinder. The fuel mixes with the air
and combustion starts. The force of the combustion
pushes the piston downward on the power stroke.
When the piston moves upward again, the piston is
on the exhaust stroke. The exhaust valves open and
i02388162 the exhaust gases are pushed through the exhaust
port into exhaust manifold (1). After the piston makes
Air Inlet and Exhaust System the exhaust stroke, the exhaust valves close and the
cycle starts again.
Operation
Exhaust gases from exhaust manifold (1) go into the
SMCS Code: 1050 turbine side of the turbocharger. The exhaust gases
The components of the air inlet and exhaust system cause turbine wheel (6) to turn. The turbine wheel is
control the quality and the amount of air that is connected to the shaft that drives the turbocharger
available for combustion. There are separate compressor wheel (5). The exhaust gases exit
turbochargers and exhaust manifolds on each side of through exhaust outlet (7).
the engine. A common aftercooler is located between
the cylinder heads in the center of the engine. The
inlet manifold is a series of elbows that connect the
aftercooler chamber to the inlet ports (passages) of
the cylinder heads. There is one camshaft in each
side of the block. The two camshafts control the
movement of the valve system components.

Illustration 13 g01188937
Air Inlet And Exhaust System
(1) Exhaust manifold
(2) Aftercooler
(3) Engine cylinder
(4) Air inlet
(5) Turbocharger compressor wheel
(6) Turbocharger turbine wheel
(7) Exhaust outlet

Clean inlet air from the air cleaners is pulled through

air inlet (4) into the turbocharger compressor by
compressor wheel (5). The rotation of the compressor
wheel compress the air. The rotation of the
turbocharger compressor wheel then forces the air
through a tube to aftercooler (2). The aftercooler
lowers the temperature of the compressed air before
the air enters the inlet chamber in each cylinder head.
Air flow from the inlet chamber into the cylinder heads
is controlled by the inlet valves.
There are two inlet valves and two exhaust valves for
each cylinder. Refer to Systems Operation, “Valve
Mechanism”. The inlet valves open when the piston
moves down on the inlet stroke. The cooled,
compressed air is pulled into the cylinder from the
inlet chamber.
KENR5403 19
Air Inlet and Exhaust System

i03953950

Aftercooler
(Jacket Water Aftercooler)
SMCS Code: 1063

Illustration 14 g02158880
The dashed lines with arrows represent air flow and the solid lines with arrows represent coolant flow.
(1) Air cleaner (4) Aftercooler (7) Radiator
(2) Engine (5) Turbocharger turbine
(3) Turbocharger compressor (6) Water pump
20 KENR5403
Air Inlet and Exhaust System

Fresh air is drawn through air cleaner (1) into

turbocharger compressor (3). The air is compressed
and the air is warmed by the compression. The
compressed air flows through aftercooler (4) where
the compressed air is cooled by the flow of jacket
water. The cooled, compressed air becomes more
dense, enabling engine (2) to burn more fuel in order
to provide more power. The exhaust from the engine
flows through turbocharger turbine (5), which
provides the energy that operates the turbocharger
compressor.
In the jacket water cooling system, the coolant flow is
divided. Water pump (6) forces some of the coolant
through the engine coolant passages. The coolant
circulates through the engine and the engine
exchanges heat with the coolant. The remainder of
the coolant is routed through the aftercooler where
the warmed, compressed air exchanges heat with the
coolant. The coolant from the engine and from the
aftercooler are routed together through radiator (7).
Air from the fan blows through the radiator in order to
cool the coolant. The coolant is drawn back through
the water pump.

i02390307

Valve Mechanism
SMCS Code: 1102
Illustration 15 g01193826

Type 1 Valve system components

(1) Rocker arm
The valve system components control the flow of the (2) Bridge
inlet air and the exhaust gases into the cylinders and (3) Rotocoil
(4) Valve spring
out of the cylinders during engine operation. (5) Pushrod
(6) Lifter
The crankshaft gear drives the camshaft gears
through idlers. Both camshafts must be timed to the As each camshaft turns, the lobes on the camshaft
crankshaft in order to get the correct relation between cause lifters (6) to move up and down. This
the piston and the valve movement. movement causes pushrods (5) to move rocker arms
(1). The movement of the rocker arms cause bridges
The camshafts have three lobes for each cylinder. (2) to move downward on the dowels in the cylinder
Two lobes operate the valves and one operates the head. The bridges open two valves simultaneously.
fuel injector. The valves can be either inlet valves or exhaust
valves. There are two inlet valves and two exhaust
valves for each cylinder.
Valve springs (4) cause the valves to close when the
lifters move downward.
Rotocoils (3) cause the valves to turn while the
engine is running. The rotation of the valves keeps
the carbon deposits on the valves to a minimum
which gives the valves a longer service life.

Type 2
The valve system components control the flow of the
inlet air and the exhaust gases into the cylinders and
out of the cylinders during engine operation.
The crankshaft gear drives the camshaft gears
through idlers. Both camshafts must be timed to the
crankshaft in order to get the correct relation between
the piston and the valve movement.
KENR5403 21
Air Inlet and Exhaust System

The camshafts have three lobes for each cylinder. i02388169

Two lobes operate the valves and one operates the
fuel injector. Turbocharger
SMCS Code: 1052

Rear Mounted

Illustration 17 g01192255
Turbocharger (typical example)
(1) Turbocharger
(2) Oil drain line
(3) Oil supply line

Two turbochargers (1) are used on the rear of the

engine. The turbine side of each turbocharger is
connected to the turbocharger's respective exhaust
Illustration 16 g01042301 manifold. The compressor side of each turbocharger
Valve system components is connected by pipes to the aftercooler housing.
(1) Rocker arm
(2) Bridge
(3) Rotocoil
(4) Valve spring
(5) Pushrod
(6) Lifter

As each camshaft turns, the lobes on the camshaft

cause lifters (6) to move up and down. This
movement causes pushrods (5) to move rocker arms
(1). The movement of the rocker arms cause bridges
(2) to move downward. The bridges open two valves
simultaneously. The valves can be either inlet valves
or exhaust valves. There are two inlet valves and two
exhaust valves for each cylinder.
Valve springs (4) cause the valves to close when the
lifters move downward.
Rotocoils (3) cause the valves to turn while the
engine is running. The rotation of the valves keeps
the carbon deposits on the valves to a minimum
which gives the valves a longer service life.

Illustration 18 g01192286
Turbocharger (typical example)
(4) Compressor wheel
(5) Bearing
(6) Oil inlet port
(7) Bearing
(8) Turbine wheel
(9) Oil outlet port
22 KENR5403
Air Inlet and Exhaust System

The exhaust gases go into the exhaust inlet of the

turbine housing. The exhaust gases push the blades
of turbine wheel (8).
Clean air from the air cleaners is pulled through the
compressor housing air inlet by the rotation of
compressor wheel (4). The compressor wheel blades
compress the inlet air. This compression gives the
engine more power because the compression allows
the engine to burn additional fuel with greater
efficiency.
The maximum speed of the turbocharger is controlled
by the engine's electronic control of fuel delivery.
When the engine is operating, the height above sea
level also controls the maximum speed of the
turbocharger.
Bearing (5) and bearing (7) in the turbocharger use
engine oil under pressure for lubrication. The oil is
sent through the oil inlet line to oil inlet port (6) at the
top. The oil then goes through passages in the center
section for lubrication of the bearings. The oil goes
out of oil outlet port (9) at the bottom. The oil then Illustration 20 g01192286
goes back to the flywheel housing through oil drain
line (2). Turbocharger (typical example)
(4) Compressor wheel
Center Mounted (5) Bearing
(6) Oil inlet port
(7) Turbine wheel
(8) Bearing
(9) Oil outlet port

The exhaust gases go into the exhaust inlet of the

turbine housing. The exhaust gases push the blades
of turbine wheel (8).
Clean air from the air cleaners is pulled through the
compressor housing air inlet by the rotation of
compressor wheel (4). The compressor wheel blades
compress the inlet air. This compression gives the
engine more power because the compression allows
the engine to burn additional fuel with greater
efficiency.
The maximum speed of the turbocharger is controlled
Illustration 19 g01192313 by the engine's electronic control of fuel delivery.
Turbocharger (typical example) When the engine is operating, the height above sea
(1) Turbocharger level also controls the maximum speed of the
(2) Oil drain line turbocharger.
(3) Oil supply line
Bearing (5) and bearing (7) in the turbocharger use
Four turbochargers (1) are used on the top of the engine oil under pressure for lubrication. The oil is
engine. The turbochargers are located on each side sent through the oil inlet line to oil inlet port (6) at the
of the vee. The turbine side of each turbocharger is top. The oil then goes through passages in the center
mounted to the respective exhaust manifold. The section for lubrication of the bearings. The oil goes
compressor side of each turbocharger is connected out of oil outlet port (9) at the bottom. The oil then
by pipes to the top of the aftercooler housing. goes back to the engine block through oil drain line
(2).
KENR5403 23
Lubrication System

Lubrication System

i02389290

Lubrication System Operation

SMCS Code: 1300

Illustration 21 g01192996
Main oil pump and lubrication system schematic (typical example)
(1) Main oil gallery (7) Sequence valve (13) Engine oil relief valve
(2) Camshaft oil gallery (8) Sequence valve (14) Engine oil pump
(3) Piston cooling jet gallery (9) Elbow (15) Elbow
(4) Piston cooling jet gallery (10) Engine oil filter bypass valve (16) Suction bell
(5) Camshaft oil gallery (11) Engine oil cooler (17) Engine oil filter housing
(6) Turbocharger oil supply (12) Engine oil cooler bypass valve
24 KENR5403
Lubrication System

This system uses an engine oil pump (14) with three necessary for pressure buildup when the engine is
pump gears. The pump gears are driven by the front started. This also helps hold pressure at idle speed.
gear train. Oil is pulled from the pan through suction
bell (16) and through elbow (15) by the engine oil
pump. The suction bell has a screen in order to clean
the engine oil.
There is an engine oil relief valve (13) in the engine oil
pump. The engine oil relief valve controls the
pressure of the engine oil from the engine oil pump.
The engine oil pump can put too much engine oil into
the system. When there is too much engine oil, the
engine oil pressure goes up and the relief valve
opens. This allows the engine oil that is not needed to
go back to the inlet oil passage of the engine oil
pump.
The engine oil pump pushes engine oil through
engine oil cooler (11) and through the engine oil filters
Illustration 22 g00281794
to main oil gallery (1) and through camshaft oil gallery
(2). Engine oil cooler (11) lowers the temperature of Piston cooling and lubrication (typical example)
the engine oil before the engine oil is sent to the (18) Piston cooling jet
filters.
There is a piston cooling jet (18) below each piston.
Engine oil cooler bypass valve (12) allows engine oil Each piston cooling jet has two openings. One
to flow directly to the filters if the engine oil cooler opening is in the direction of a passage in the bottom
becomes plugged. The engine oil cooler bypass valve of the piston. This passage takes engine oil to a
also allows engine oil to flow directly to the filters if the manifold behind the ring band of the piston. A slot
engine oil becomes thick. The engine oil cooler (groove) is in the side of both piston pin bores in order
bypass valve will bypass the engine oil to the filters to connect with the manifold behind the ring band.
above 180 ± 20 kPa (26 ± 3 psi) of oil pressure The other opening is in the direction of the center of
differential. the piston. This helps cool the piston and this
lubricates the piston pin.
Cartridge type filters are used. The filters are located
in an engine oil filter housing. Cartridge type filters
use a single bypass valve that is located in the engine
oil filter housing.
Clean engine oil from the filters flows through the
engine oil line and into the block through elbow (9).
Part of the engine oil flows to left camshaft oil gallery
(2). The remainder of the engine oil flows to main oil
gallery (1).
Camshaft oil gallery (2) and camshaft oil gallery (5)
are connected to each camshaft bearing by a drilled
hole. The engine oil flows around each camshaft
journal. The engine oil then travels through the
cylinder head and through the rocker arm housing to
the rocker arm shaft. A drilled hole connects the
bores for the valve lifters to the oil hole for the rocker Illustration 23 g01193001
arm shaft. The valve lifters are lubricated at the top of Center mounted turbochargers (typical example)
each stroke.
(19) Oil supply line
Main oil gallery (1) is connected to the main bearings (20) Oil drain line
by drilled holes. Drilled holes in the crankshaft
connect the main bearing oil supply to the rod On center mounted turbochargers, oil supply lines
bearings. Engine oil from the rear of the main oil (19) send engine oil from the front and the rear
gallery goes to the rear of right camshaft oil gallery adapters to the turbochargers. Oil drain lines (20) are
(5). connected to a camshaft inspection cover.

Sequence valve (7) and sequence valve (8) allow

engine oil from main oil gallery (1) to flow to piston
cooling jet gallery (3) and to piston cooling jet gallery
(4). The sequence valves begin to open at
approximately 130 kPa (19 psi). The sequence
valves will not allow engine oil into the piston cooling
jet galleries until there is pressure in the main oil
gallery. This decreases the amount of time that is
KENR5403 25
Lubrication System

Illustration 24 g01193018
Rear mounted turbochargers (typical example)
(19) Oil supply line
(20) Oil drain line

On rear mounted turbochargers, oil supply lines (19)

send engine oil from the rear adapter to the
turbochargers. Oil drain lines (20) are connected to
the flywheel housing on each side of the engine.
Engine oil is sent to the front gear group and the rear
gear group through drilled passages. The drilled
passages are in the front housing, the rear housing
and cylinder block faces. These passages are
connected to camshaft oil galleries (2) and (5). Illustration 25 g01299277
(1) Crankcase breather
After the engine oil has finished lubricating, the (2) Restriction indicator
engine oil goes back to the engine oil pan. (3) Line to air cleaner
(4) Fumes disposal filter
(5) Drain line to crankcase
i02595783
Fumes flow from the crankcase through crankcase
Fumes Disposal System breather (1) to fumes disposal filter (4). The oil in the
fumes is separated from the air by a filter assembly.
SMCS Code: 1317 The air is routed to the turbochargers via line (3) so
that the filtered blowby gas is recycled through the
combustion system.
Oil that is separated from the fumes is collected in the
bottom of the filter housing. The oil is returned to the
engine crankcase via drain line (5), which is routed
through a crankcase side cover. Crankcase pressure
is maintained through an internal spring setting in the
filter.
Restriction indicator (2) is on top of the fumes
disposal filter. Check the restriction indicator during
the daily maintenance. The filter assembly must be
replaced when the restriction indicator is activated.
26 KENR5403
Cooling System

Cooling System

i02389385

Cooling System Operation

(Jacket Water Aftercooled)
SMCS Code: 1350

Illustration 26 g01193035
Schematic of cooling system (typical example)
(1) Water manifold (5) Cylinder head (9) Water pump
(2) Aftercooler (6) Cylinder block (10) Bypass tube
(3) Water temperature regulator housing (7) Engine oil cooler
(4) Tube (8) Tube
KENR5403 27
Cooling System

Coolant goes into water pump (9) through an elbow.

The elbow connects to the radiator or to the heat
exchanger. The coolant flow is divided at the outlet of
the water pump. Part of the coolant flow is sent to
aftercooler (2) through tube (8). The remainder of the
coolant goes through engine oil cooler (7).
Coolant that is sent to the aftercooler goes through
the aftercooler core. The coolant is sent by an elbow
into a passage in cylinder block (6). The passage is
near the center of the vee at the rear of the cylinder
block.
The coolant flows through the engine oil cooler into
the water jacket of the cylinder block at the right rear
cylinder. The cooler coolant and the hotter coolant are Illustration 27 g02181053
then mixed. The coolant goes to both sides of the
cylinder block through distribution manifolds. The (1) Aftercooler
(2) Thermostatic valve
distribution manifolds are connected to the water (3) Source of the coolant
jacket of all the cylinders. The main distribution (4) Separate circuit water pump
manifold is located just above the main bearing oil
gallery. Coolant is pulled from the source of the coolant (3)
through an elbow into separate circuit water pump
The coolant flows upward through the water jackets. (4). The coolant is pumped through aftercooler (1).
The coolant flows around the cylinder liners from the
bottom to the top. The hottest temperature is near the Coolant flows from the aftercooler to thermostatic
top of the cylinder liners. The water jacket is smaller valve (2). Before the temperature of the coolant rises,
near the top of the cylinder liners. This shelf causes the coolant is diverted to separate circuit water pump
the coolant to flow faster for better liner cooling. (4).
Coolant from the top of the liners goes into cylinder When the temperature of the coolant increases
head (5). The cylinder head sends the coolant around enough to open the thermostatic valve, the path of
the hottest parts. Coolant then goes to the top of the the coolant flow changes. The coolant flow from the
cylinder head. The coolant goes out through an elbow thermostatic valve to the water pump is restricted.
at each cylinder head and into water manifold (1) at Coolant is circulated back to the source of the coolant
each bank of cylinders. Coolant goes through the (3).
water manifold to temperature regulator housing (3).
The water temperature regulator housing has an
upper flow section and a lower flow section. The
housing uses four temperature regulators. The
sensing bulbs of the four temperature regulators are
in the lower section of the housing. Before the
regulators open, cold coolant is sent through bypass
tube (10) back to the inlet of water pump (9). As the
temperature of the coolant increases and the
regulators start to open, the coolant flow in the
bypass tube is restricted. Some coolant is sent
through the outlets to the radiator or to the heat
exchanger.
The total system capacity will depend on the amount
of coolant in the following components: cylinder
block, radiator or the heat exchanger and the coolant
lines.

i04007378

Separate Circuit Cooling

System
SMCS Code: 1350
28 KENR5403
Basic Engine

Basic Engine

i02388283

Cylinder Block, Liners and

Heads
SMCS Code: 1100; 1200
The cylinders in the left side of the block form a 60
degree angle with the cylinders in the right side. The
main bearing caps are fastened to the cylinder block
with four bolts per cap.
The cylinder liners can be removed for replacement.
The top surface of the cylinder block is the seat for
the cylinder liner flange. Engine coolant flows around
the cylinder liners in order to keep the cylinder liners
cool. Three O-ring seals around the bottom of the
cylinder liner make a seal between the cylinder liner Illustration 28 g01192345
and the cylinder block. A filler band goes under the
Left side of engine (typical example)
cylinder liner flange. This makes a seal between the
top of the cylinder liner and the cylinder block. (1) Camshaft covers
(2) Crankcase covers
The engine has a separate cylinder head for each
cylinder. Two inlet valves and two exhaust valves, Camshaft covers (1) allow access to the camshaft
which are controlled by a pushrod valve system, are and to the valve lifters. Crankcase covers (2) allow
used for each cylinder. Valve guides without access to the crankshaft connecting rods, to the main
shoulders are pressed into the cylinder heads. The bearings, and to the piston cooling jets. When the
opening for the unit injector is located between the covers are removed, all the openings can be used for
four valves. A lobe on the camshaft moves the inspection and for service.
pushrod that operates the unit injector. Fuel is
injected directly into the cylinder. i02124288

There is an aluminum spacer plate between each

cylinder head and the cylinder block. Coolant goes Pistons, Rings and Connecting
out of the cylinder block through the spacer plate and
into the cylinder head through eight openings in each
Rods
cylinder head face. Water seals are used in each (One-Piece Piston)
opening to prevent coolant leakage. Gaskets seal the
engine oil drain line between the cylinder head, the
spacer plate, and the cylinder block.
KENR5403 29
Basic Engine

SMCS Code: 1214; 1218 SMCS Code: 1214; 1218

Illustration 29 g01084288 Illustration 30 g02182227

(1) Top ring (1) Top ring
(2) Intermediate ring (2) Intermediate ring
(3) Oil control ring (3) Oil control ring
(4) Piston pin bore (4) Piston pin bore
(5) Piston pin (5) Piston pin
(6) Piston pin retainer (6) Piston pin retainer

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

Pistons, Rings and Connecting i01938906

Rods Crankshaft
(Two-Piece Piston) SMCS Code: 1202
The crankshaft changes the combustion forces in the
cylinder into usable rotating torque. A vibration
damper is used at the front of the crankshaft in order
to reduce torsional vibrations (twist) that can cause
damage to the engine.
30 KENR5403
Basic Engine

The crankshaft drives a group of gears on the front

and on the rear of the engine. The gear group on the
front of the engine drives the oil pump, the jacket
water pump, the fuel transfer pump, and the
accessory drives.
The rear gear group drives the camshafts and the
accessory drives.
Seals and wear sleeves are used at both ends of the
crankshaft. The 3508B crankshaft is held in place by
five main bearings. The 3512B crankshaft is held in
place by seven main bearings. The 3516B crankshaft
is held in place by nine main bearings. A thrust plate
at either side of the center main bearing controls the
end play of the crankshaft.

i01938909

Camshaft
SMCS Code: 1210
There is one camshaft per side. The 3508B camshaft
is supported by five bearings. The 3512B camshaft is
supported by seven bearings. The 3516B camshaft is
supported by nine bearings. Each camshaft is driven
by the gears at the rear of the engine.
The camshafts must be in time with the crankshaft.
The relation of the camshaft lobes to the crankshaft
position causes the valves and unit injectors in each
cylinder to operate at the correct time.
KENR5403 31
Air Starting System

Air Starting System

i02388307

Air Starting System

SMCS Code: 1450

Illustration 31 g01013593
Air starting system (typical example)
(1) Relay valve (3) Starting motor solenoid (5) Air starting motor
(2) Hose (4) Hose
32 KENR5403
Air Starting System

Piston spring (12) retracts the piston, the drive shaft,

and pinion (9).
The retraction of piston (11) closes the passage for
the control air pressure to relay valve (1). The relay
valve closes in order to shut off the main supply of
pressurized air to the starting motor.

Illustration 32 g01192361
Air starting motor
(6) Air inlet
(7) Vanes
(8) Rotor
(9) Pinion
(10) Reduction gears
(11) Piston
(12) Piston spring

When the main supply of pressurized air is ON,

pressurized air is provided to relay valve (1). The
main supply of pressurized air is blocked by the relay
valve. The relay valve allows some control air
pressure to flow through hose (2) from the bottom of
the relay valve to another valve that is connected to
starting motor solenoid (3).
When the normally closed starting motor solenoid is
activated for start-up, the solenoid opens the
connected valve. The valve allows the control air
pressure to flow behind piston (11) inside air starting
motor (5).
The control air pressure pushes the piston. The
piston compresses piston spring (12) and the piston
moves the drive shaft for pinion (9) outward in order
to engage the pinion with the flywheel ring gear. The
starting motor does not crank the engine yet.
After the pinion is engaged with the flywheel ring
gear, a port in the starting motor is opened in order to
allow the control air pressure to flow through hose (4)
to the top of relay valve (1). The relay valve opens in
order to allow the main supply of pressurized air to
flow through the starting motor's air inlet (6).
The pressurized air causes vanes (7) and rotor (8) to
rotate. The rotor uses reduction gears (10) to rotate
the drive shaft for the pinion and the pinion rotates the
flywheel in order to crank the engine.
When the engine starts to run, the flywheel will begin
to rotate faster than the pinion. The design of the
drive shaft for the pinion allows the pinion to move
away from the flywheel. This prevents damage to the
air starting motor, to the pinion, and to the flywheel
ring gear.
When the engine control senses the crank terminate
speed, starting motor solenoid (3) is de-energized.
The solenoid closes the attached valve and the
control air pressure is removed from piston (11).
KENR5403 33
Electrical System

Electrical System i05988317

Grounding Practices
SMCS Code: 1400
i02060367 Proper grounding for the engine electrical system is
necessary for performance and reliability. Improper
Electrical System Operation grounding will cause the electrical circuits to be
uncontrolled. The paths will be unreliable.
SMCS Code: 1400; 1450
Uncontrolled engine electrical circuit paths can result
Power Supply in damage to main bearings, crankshaft bearing
journal surfaces, and aluminum components.
The engine must be supplied with a reliable source of
direct current electricity. There should be a minimum Uncontrolled electrical circuit paths can cause
of one alternative power source. The Electronic electrical noise. This noise may degrade the engine
Control Module (ECM) needs 10 amp of 24 VDC that performance.
is supplied by a dedicated battery set. The following A direct path to the battery must be used in order to
components will work as an alternative power supply: ensure the proper functioning of the engine electrical
back up battery sets, engine driven alternators and systems.
battery chargers. If a battery charger is used as an
alternative power supply, the battery charger must Ground wires and straps should be combined at
have a regulated power supply. ground studs. The ground studs should be dedicated
for ground use only. At every 250 hours, inspect all of
Power Distribution Panel the engine grounds. All grounds should be tight and
free of corrosion.
The power distribution panel distributes power to the
various systems on the engine. The power The engine has several input components which are
distribution panel has two external connections for electronic. These components require an operating
the battery. The power distribution panel has multiple voltage.
breakers that are mounted externally. The power
distribution panel contains the following controls on Unlike many electronic systems of the past, this
the inside of the panel: control relays, circuit engine is tolerant to common external sources of
breakers, diodes, control switches and timer. electrical noise. However, electromechanical alarms
can cause disruptions in the power supply. The
engine's Electronic Control Module (ECM) is powered
through two power sources. One power source
comes directly from the battery through a circuit
breaker. The other power source comes through the
keyswitch and another circuit breaker. Disconnect the
power with the disconnect switch for the main power.

i02388508

Electronic Circuits
SMCS Code: 1901
The Electronic Control Module (ECM) allows the
ordinary switch input circuits to the ECM to have a
tolerance for resistance and shorts between wires.
These tolerances are the following items:
• The ECM will tolerate resistance in any ordinary
switch up to 2.5 ohms without malfunctioning.
• The ECM will tolerate shorts to the ground. The
Illustration 33 g01055916 ECM will also tolerate shorts between wires in any
Power distribution panel ordinary switch input that is 5000 ohms or more
without malfunctioning.
The ECM draws a maximum of 10 amp at 24 volts
from the electrical system. However, the ECM will
function with less than 12 volts. A minimum of 9 volts
is required by the ECM while the engine is cranking or
running. Power enters the ECM through the +Battery
wire. Power exits through the −Battery wire.
34 KENR5403
Electrical System

The ECM is protected against power surges on the i05988321

24 volt power supply.
Starting System
i02475511
SMCS Code: 1450
Charging System Starting solenoid
SMCS Code: 1400
A solenoid is an electromagnetic switch that does two
basic operations:
NOTICE
Never operate the alternator without the battery in the • Close the high current starting motor circuit with a
circuit. Making or breaking an alternator connection low current start switch circuit.
with heavy load on the circuit can cause damage to
the regulator. • Engage the starting motor pinion with the ring gear.

Alternator

Illustration 35 g00285112
Typical solenoid

Illustration 34 g01192436
The solenoid has windings (one or two sets) around a
hollow cylinder. There is a spring-loaded plunger
Alternator components (typical example) inside the cylinder. The plunger can move forward
(1) Regulator and backward. When the start switch is closed and
(2) Roller bearing the electricity is sent through the windings, a
(3) Stator winding magnetic field is made. The magnetic field pulls the
(4) Ball bearing plunger forward in the cylinder. The shift lever moves
(5) Rectifier bridge in order to engage the pinion drive gear with the ring
(6) Field winding
(7) Rotor assembly
gear. The front end of the plunger makes contact
(8) Fan across the battery and the motor terminals of the
solenoid. The starting motor begins to turn the
The alternator is driven by a belt from an auxiliary flywheel of the engine.
drive at the front right corner of the engine. This
alternator is a three-phase, self-rectifying charging When the start switch is opened, current no longer
unit, and the regulator is part of the alternator. flows through the windings. The spring pushes the
plunger back to the original position. The spring
The voltage regulator is a solid-state, electronic simultaneously moves the pinion gear away from the
switch. The regulator turns on and the regulator turns flywheel.
off many times in one second in order to control the
field current to the alternator. The output voltage from
the alternator will now supply the needs of the battery
and the other components in the electrical system. No
adjustment can be made in order to change the rate
of charge on these alternator regulators.
KENR5403 35
Electrical System

When two sets of windings in the solenoid are used, Starting Motor Protection
the windings are called the hold-in winding and the
pull-in winding. Both of the winding have the same The starting motor is protected from damage in two
number of turns around the cylinder. However, the ways:
pull-in winding uses a wire with a larger diameter in
order to produce a greater magnetic field. When the • The starting motor is protected from engagement
start switch is closed, part of the current flows from with the flywheel while the engine is running. The
the battery through the hold-in windings. The rest of control feature will not allow the starting motor to
the current flows through the pull-in windings to the engage if the engine speed is above 0 rpm.
motor terminal. The current then goes through the
motor to the ground. When the solenoid is fully • The starting motor is protected from continued
activated, current is shut off through the pull-in operation when holding the key in the “start”
windings. Only the smaller hold-in windings are in position after the engine starts. The Electronic
operation for the extended period. This period is aquil Control Module (ECM) automatically disengages
to the amount of time that is needed for the engine to the starting motor solenoid when engine speed
start. The solenoid will now take less current from the reaches 300 rpm.
battery. The heat that is made by the solenoid will be
kept at an acceptable level.
i02388736
Starting Motor
Engine Speed Sensor
The starting motor is used to turn the engine flywheel
in order to get the engine running. SMCS Code: 1907

Illustration 36 g01192489
Illustration 37 g01192553
Typical cross section of the starting motor
(1) Field
Schematic of engine speed sensor
(2) Solenoid (1) Magnetic lines of force
(3) Clutch (2) Wire coils
(4) Pinion (3) Gap
(5) Commutator (4) Pole piece
(6) Brush assembly (5) Flywheel ring gear
(7) Armature
The engine speed sensor is a permanent magnet
The starting motor has a solenoid. When the start generator. This engine speed sensor has a single
switch is activated, electricity will flow through the pole. The engine speed sensor is made of wire coils
windings of the solenoid. The solenoid core will move (2). The wire coils go around a permanent magnet
in order to push the starting motor pinion with a pole piece (4).
mechanical linkage. As the linkage moves, the ring
gear engages the flywheel of the engine. The starting As the teeth of flywheel ring gear (5) cut through
motor pinion engages with the ring gear prior to the magnetic lines of force (1) that are generated by the
electrical contacts closing in the solenoid. As the permanent magnet, an AC voltage is generated in
contacts close, the circuit between the battery and the wire coils (2). The frequency of this voltage is directly
starting motor is engaged. When the circuit between proportional to engine speed.
the battery and the starting motor is complete, the
pinion will turn the engine flywheel. A clutch gives
protection to the starting motor. The engine cannot
turn the starting motor too fast. When the start switch
is released, the starting motor pinion will move away
from the flywheel ring gear.
36 KENR5403
Electronic Control System

Testing And Adjusting i05988313

Section Monitoring System Parameters

SMCS Code: 1901

Electronic Control System A programmable engine monitoring system is

provided. The Electronic Control Module (ECM) can
monitor parameters. The ECM can initiate an action if
a specific parameter for engine operation exceeds an
acceptable range. Three possible actions from the
ECM may be available: “WARNING” , “DERATE”
i01930369
and “SHUTDOWN” . All actions are not available for
some parameters. The Cat ® Electronic Technician
Calibration (ET) is used to select the actions from the ECM. The
Cat ET will program the level for monitoring and the
SMCS Code: 1901 delay times for each action.

Calibration for Electronic Injection Note: The parameters must be programmed with the
Cat ET when the customer requires any of the
Timing with the Electronic Service parameters to be different from the factory settings.
Tool
Monitoring system parameters must be programmed
Refer to Troubleshooting, “Engine Speed/Timing with the Cat ET. In order to program the monitoring
Sensor - Calibrate” for the proper procedure in order system parameters, select “monitoring” from the Cat
to calibrate the electronic injection timing. ET menu. Screens in Cat ET provide guidance
through the steps for programming in order to select
the “OFF/WARNING/DERATE/SHUTDOWN”
i01938932 options that are available for the selected parameter.
Screens in Cat ET also provide guidance for
Configuration Parameters changing “WARNING/DERATE/SHUTDOWN”
setpoints. Some parameters will require a password
SMCS Code: 1901 to be programmed. Refer to the Cat ET and the
Configuration parameters are those parameters that Troubleshooting manual for additional information on
affect engine power or various engine features. The programming the monitoring system parameters.
configuration parameters for the crank duration and The engine monitoring system is enabled after the
the maximum number of cycles must be engine is started. When the engine rpm exceeds a
reprogrammed from the factory settings before the point that is 50 rpm below the low idle speed the ECM
engine will start. checks the parameter levels. The ECM checks the
The configuration parameters may be programmed parameter levels in order to determine if the levels
with the Caterpillar Electronic Technician (ET). Refer exceed the setpoints for the monitoring system.
to Troubleshooting for additional information in order Any action of the monitoring system will log an event.
to program the configuration parameters. These actions are “WARNING” , “DERATE” or
“SHUTDOWN” . A warning event will still be logged if
Some parameters may not be available on all the setpoint is exceeded and these actions are turned
applications. If a parameter is unavailable the Cat off.
ET will indicate “unavailable” when the parameter is
selected. The Electronic Control Module (ECM) must Any failure of a sensor will result in the disabling of
be programmed. Make sure that the “Air Shutoff” , the corresponding portion of the monitoring system.
the “Ether Control” and the “Plt Hse EMS Status” There will be an active diagnostic for the failed
parameters are “ENABLED/ON” if the engine is sensor, but an event is not logged. Refer to
equipped with these attachments. Make sure that the Troubleshooting for additional information on
“DISABLED/OFF” is used if the engine is not sensors.
equipped. The “Eng. Prelube Duration” must be
programmed to a value that is not zero seconds if the
engine is equipped with the prelube. The prelube
motor will not run if this value is not programmed. If
the engine is not equipped with the prelube then the
parameter must be programmed to “0” . The correct
configuration for the aftercooling system must be
programmed.
KENR5403 37
Electronic Control System

i01946291 Governor Minimum/Maximum Stability

Factor
Engine Governing - Adjust
SMCS Code: 1901-025 The “Governor Minimum Stability Factor” functions
in order to eliminate steady state speed error. The
“Governor Minimum Stability Factor” is used by the
Programming Governor Gain Electronic Control Module (ECM) when the steady
state speed error is less than 20 rpm.
Parameters
The governor gain parameters are set at the factory. The “Governor Maximum Stability Factor” functions
The factory default settings are recommended for in order to eliminate steady state speed error. The
most applications. The default settings should allow “Governor Maximum Stability Factor” is used by the
the engine to respond quickly to transient load ECM when the steady state speed error is increasing
changes. The default settings should allow the engine and the engine speed error is greater than 20 rpm.
to remain stable during all operating conditions. If the
factory default setting does not provide satisfactory • If the “Governor Minimum Stability Factor” or the
performance, the governor gain parameters can be “Governor Maximum Stability Factor” is set too
adjusted. high, the ECM will provide additional fuel. The
additional fuel will cause the engine speed to
The parameters in Table 1 can be adjusted. overshoot. The additional fuel will also cause the
Table 1 engine speed to oscillate.
Parameter Valid Range • If the “Governor Minimum Stability Factor” or the
Governor Gain Factor 0 - 39999 “Governor Maximum Stability Factor” is set too
low, the engine will not achieve a steady state
Governor Minimum Stability 0 - 39999 operation quickly.
Factor
Governor Maximum Stability 0 - 39999 Tuning Procedure
Factor
1. Turn the Engine Control Switch (ECS) to the
Note: No engineering units are associated with the COOLDOWN/STOP position. Connect the
numbers in table 1 . Caterpillar Electronic Technician (ET). Enable the
engine overspeed protection prior to the
Note: The range of the programmable setting is wide adjustment procedure. Adjusting governor gain
for flexibility. Do not expect to use the whole range. If parameters without engine overspeed protection
the programmable setting is greater than the valid can result in serious engine damage. Ensure that
range, the system will revert to the factory default engine overspeed protection is ON. Engine
value. overspeed is configured on the setup screen of
Do not perform this procedure until you read this “Service Monitoring System” in Cat ET.
information and you understand this information.

Gain Explanations
Governor Gain Factor Personal injury or death can result from engine
overspeed.
The “Governor Gain Factor” is multiplied by the
engine speed error. This value is derived by If the engine overspeeds, it can cause injury or
calculating the difference between the desired speed parts damage. The engine should be equipped
and the actual speed. with a separate shutdown device, to protect
against engine overspeed. Do not use for emer-
• If the “Governor Gain Factor” value is too large, gency shutdown.
the engine speed can overshoot the desired
speed. 2. Start the engine. Observe the control panel to
ensure that the engine has reached the rated
• If the “Governor Gain Factor” value is too small, speed. The control panel will serve as the
the engine will accelerate slowly. reference point for engine speed during this
procedure.

3. Go to the configuration parameters screen in Cat

ET.
38 KENR5403
Electronic Control System

Note: A factory password is required for adjustment

of the governor gain parameters. Once the password
is entered, the values for the governor gain
parameters can be adjusted. If a parameter value that
is not a governor gain parameter is altered, a new
password will be required. If the configuration
parameters screen is stopped during the adjustment
of a governor gain parameter, a new factory
password will be required.
Note: Any value may be returned to the factory
default setting by typing a number that is greater than
the valid range. For example, typing 40,000 will reset
a value to the factory default.

4. Set up a field performance test. For example, the

engine has poor response during specific load
changes.

5. Perform the desired load change from step 4.

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

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

Explanations” and “Governor Minimum/Maximum
Stability Factor”.

Note: Usually, the “Governor Gain Factor” should be

somewhat lower than the “Governor Minimum
Stability Factor” for optimum performance. The
“Governor Maximum Stability Factor” is typically a
smaller value than the “Governor Minimum Stability
Factor” and “Governor Gain Factor” .
7. Repeat steps 5, 6, and 7 until a desired engine
response can be met. Use large adjustments (ten
percent of original gain) initially for a coarse
adjustment to engine response. Use smaller
adjustments (one percent of total gain) as the
engine response is closer to the desired response.
KENR5403 39
Fuel System

Fuel System i02391941

Fuel System Inspection

SMCS Code: 1250-040
i05195414 A problem with the components that supply fuel to the
engine can cause low fuel pressure. This can
General Information (Fuel decrease engine performance.
System) 1. Check the fuel level in the fuel tank. Look at the
(Diesel) cap for the fuel tank. Make sure that the vent is not
filled with debris.
SMCS Code: 1250
2. Check the fuel lines for fuel leakage. Be sure that
Either too much fuel or not enough fuel for
combustion can be the cause of a problem in the fuel none of the fuel lines have a restriction or a faulty
system. Work is often done on the fuel system when bend.
the problem is really with some other part of the
engine. Finding the cause of the problem can be 3. Install new main fuel filters. Clean the primary fuel
difficult, especially when smoke comes from the filter.
exhaust. Smoke that comes from the exhaust can be
caused by a faulty fuel injector. Smoke can also be 4. Inspect the fuel pressure relief valve in the fuel
caused by one or more of the reasons that follow: transfer pump. Make sure that there is no
restriction.
• Not enough air for good combustion
i02672579
• An overload at high altitudes (if applicable)
• Oil leakage into combustion chamber Checking Engine Cylinders
• Air inlet and exhaust leaks SMCS Code: 1290-535

• Not enough compression When the engine is under load, the temperature of an
exhaust manifold port can indicate the condition of a
fuel injector. Low temperature at an exhaust manifold
i02060808 port is an indication of no fuel to the cylinder. This can
possibly indicate an injector with a defect or a
Fuel Ratio Control problem with the control system. An extra high
temperature at an exhaust manifold port can indicate
SMCS Code: 1278 too much fuel to the cylinder. High temperatures may
also be caused by an injector with a defect.
The Electronic Control Module (ECM) provides
automatic control of the engine's fuel to air ratio. This Refer to Testing And Adjusting, “Measuring Exhaust
automatic control will achieve good engine Temperature” for the procedure to check the exhaust
performance, control of black exhaust smoke, and manifold port temperatures.
improved fuel consumption. The ECM regulates the
fuel delivery. The fuel delivery is based upon the air
i05988332
inlet manifold pressure (boost). As boost pressure
increases, more air is available for combustion in the
cylinders. The ECM responds by delivering more fuel. Checking Engine Cylinders
More fuel is delivered in order to maintain the
optimum air/fuel ratio throughout the engine's with an Electronic Service Tool
operating range. SMCS Code: 1290-535
The engine's electronic control system allows you to Cat ® Electronic Technician (ET) includes the
make a slight adjustment of the fuel ratio control. following tests that aid in troubleshooting the injector
Adjustment of the fuel ratio control in the ECM is solenoids. For more information, refer to the engine
accomplished by using the Caterpillar Electronic Troubleshooting manual.
Technician (ET). Changing the “Fuel Ratio Control
Offset” parameter allows custom tailoring of the fuel “ Cylinder Cutout Test””
to air ratio. Setting the “Fuel Ratio Control Offset”
value in the positive direction will provide a richer air/
fuel ratio. This setting will yield a quicker engine
response during accelerations. The setting will also
yield more black smoke. Setting the “Fuel Ratio
Control Offset” value in the negative direction will
provide a leaner air/fuel ratio. The result is a
somewhat slower engine response and less black
smoke.
40 KENR5403
Fuel System

All active diagnostic codes must be corrected before

running the “Cylinder Cutout Test” . Use the test to
diagnose a malfunctioning injector while the engine is
running. When a good injector is cut out, the
“Delivered Fuel Volume” of the remaining injectors
should change. The change in “Delivered Fuel
Volume” is due to the extra load on each of the
remaining cylinders. If a malfunctioning injector is cut
out, the “Delivered Fuel Volume” will not change for
the remaining injectors. The “Cylinder Cutout Test” is
used to isolate the malfunctioning injector in order to
avoid replacement of good injectors.
“ Injector Solenoid Test””
Use the “Injector Solenoid Test” to aid in diagnosing
an open circuit or a short circuit while the engine is Illustration 38 g01192577
not running. The test briefly activates each solenoid.
A good solenoid will create an audible click when the 1U-5470 Engine Pressure Group
solenoid is activated. Cat ET will indicate the status (1) Pressure indicators
of the solenoid as “OK” , “Open” , or “Short” . (2) Zero adjustment screw
(3) Pressure indicator
(4) Pressure tap
i05364147 (5) Pressure indicator

Fuel Pressure This tool group has an indicator that is used to read
the pressure in the fuel manifolds. The Special
(Diesel System) Instruction, SEHS8907 is with the tool group.
SMCS Code: 1250-081 Test Preparation - Fuel Manifold
Specifications Pressure
Table 2
Parameter Value
Fuel Manifold Pressure 415 to 450 kPa (60 to 65 psi) Fuel leaked or spilled onto hot surfaces or electri-
cal components can cause a fire. To help prevent
Fuel Transfer Pump Pressure 415 to 450 kPa (60 to 65 psi) possible injury, turn the start switch off when
changing fuel filters or water separator elements.
Clean up fuel spills immediately.
Introduction
Use this procedure to check the regulated fuel NOTICE
pressure.
Do not allow dirt to enter the fuel system. Thoroughly
Required Tools clean the area around a fuel system component that
will be disconnected. Fit a suitable cover over discon-
Table 3 nected fuel system component.
Required Tools

Qty Part Number

NOTICE
1 1U-5470 Engine Pressure Gp Use a suitable container to catch any fuel that might
spill. Clean up any spilled fuel immediately.
KENR5403 41
Fuel System

Illustration 39 g00284797 Illustration 40 g00284797

Fuel manifold and lines Fuel manifold and lines
(6) Fuel supply line to cylinder head (6) Fuel supply line to cylinder head
(7) Fuel manifold (7) Fuel manifold

1. Turn off the engine 1. Turn off the engine

2. Install a tee fitting into fuel line (6). Connect the 2. Install a tee fitting into fuel line (6). Connect the
1U-5470 Engine Pressure Gp to the tee fitting. 1U-5470 Engine Pressure Gp to the tee fitting.
Refer to Illustration 39 Refer to Illustration 39

Test Preparation - Fuel Transfer Test Procedure - Transfer Pump

Pump Pressure and Fuel Manifold Pressure

Fuel leaked or spilled onto hot surfaces or electri- Fuel leaked or spilled onto hot surfaces or electri-
cal components can cause a fire. To help prevent cal components can cause a fire. To help prevent
possible injury, turn the start switch off when possible injury, turn the start switch off when
changing fuel filters or water separator elements. changing fuel filters or water separator elements.
Clean up fuel spills immediately. Clean up fuel spills immediately.

NOTICE NOTICE
Do not allow dirt to enter the fuel system. Thoroughly Do not allow dirt to enter the fuel system. Thoroughly
clean the area around a fuel system component that clean the area around a fuel system component that
will be disconnected. Fit a suitable cover over discon- will be disconnected. Fit a suitable cover over discon-
nected fuel system component. nected fuel system component.

NOTICE NOTICE
Use a suitable container to catch any fuel that might Use a suitable container to catch any fuel that might
spill. Clean up any spilled fuel immediately. spill. Clean up any spilled fuel immediately.

1. Turn off the engine.

42 KENR5403
Fuel System

Check Preparation
1. Turn off the engine.

Illustration 42 g01193047
Timing bolt location (typical example)
Illustration 41 g01290055 (1) Cover
(2) Timing bolt
Fuel transfer fuel lines and fuel filter fuel lines. (3) Plug
(8) Fuel inlet line to priming pump
(9) Plug 2. Remove cover (1) and plug (3) from the right front
(10) Line from fuel filters to fuel manifolds (filtered fuel)
(11) Fuel priming pump adapter side of the flywheel housing. Refer to Illustration 42
(12) Fuel line from transfer pump .
(13) Fuel filters

2. Slowly loosen plug (9). Refer to Illustration 41 .

3. Connect the 1U-5470 Engine Pressure Gp into

the pressure tap (9).

1. Start the engine

2. Operate the engine at rated speed and load.

3. Note the pressure readings.

If, the pressures are not within the specifications
refer to Troubleshooting, “Fuel Pressure is Low”

i05186285 Illustration 43 g01193048

Timing bolt installation (typical example)
Finding the Top Center (2) Timing bolt
Position for the No. 1 Piston (4) 9S-9082 Engine Turning Tool

SMCS Code: 1105-531 3. Put timing bolt (2) through the timing hole in the
flywheel housing. Use the 9S-9082 Engine
Introduction Turning Tool(4) and a 1/2 inch drive ratchet wrench
to turn the flywheel in the direction of normal
Use this procedure to find the top center position for
engine rotation. Turn the flywheel until the timing
the number 1 piston.
bolt engages with the hole in the flywheel. Refer to
Required Tools Illustration 43 .
Table 4
Required Tools Quantity

9S-9082 Engine Turning Tool 1

KENR5403 43
Fuel System

Note: If the flywheel is turned beyond the point of Table 7

engagement, the flywheel must be turned in the Required Tools for Timing Adjustment
direction that is opposite of normal engine rotation.
Turn the flywheel by approximately 30 degrees. Then Qty Part Number
turn the flywheel in the direction of normal engine
rotation until the timing bolt engages with the 1 9S-9082 Engine Turning Tool
threaded hole. This procedure will remove the play 1 6V-3010 Puller Group
from the gears when the No. 1 piston is on the top
center. 2 8S-9089 Bolts
2 5P-1076 Hard Washers
4. Remove the valve cover for the No. 1 cylinder
head.
5. The inlet and exhaust valves for the No. 1 cylinder Timing Check Preparation
are fully closed if the No. 1 piston is on the
1. Turn off the engine
compression stroke. The rocker arms can be
moved by hand when the No. 1 piston is on the
compression stroke. If the rocker arms cannot be
moved and the valves are slightly open, the No. 1
piston is on the exhaust stroke. Find the cylinders
that can be checked or adjusted for the stroke
position of the crankshaft once the timing bolt has
been installed. Refer to Testing and Adjusting,
“Crankshaft Position for Fuel Injector Adjustment
and Valve Lash Setting”.
Note: When the actual stroke position is identified
and the other stroke position is needed, remove the
timing bolt from the flywheel. Turn the flywheel by 360
degrees in the direction of normal engine rotation.

Illustration 44 g00793695
i05186278
Location of timing pins (typical example)
Camshaft Timing (1) Timing hole
(2) Timing pin
SMCS Code: 1210
2. Remove the rear camshaft covers from both sides
Specifications of the engine.
Table 5
Timing Check Procedure
Parameter Value
Camshaft Gear Bolt Torque 360 N·m (265 lb ft) plus 90
1. Refer to Testing and Adjusting, “Finding the Top
degrees Center Position for the No. 1 Piston”.
Note: When the timing bolt is installed, it is not
necessary to remove the No. 1 valve cover in order to
Introduction find the compression stroke. Both of the rear
Use the procedures below to perform a timing check camshaft covers must be removed in order to check
and timing adjustment. the timing.

Required Tools 2. When the timing bolt is installed in the flywheel,

look at the rear end of the camshaft. If the timing
Table 6
ring is visible, then the No. 1 piston is on the
Required Tools for Timing Check compression stroke. If the timing ring is not visible,
Quantity Part Number then feel the back of the camshaft for the groove. If
the groove is at the back of the camshaft, the
1 9S-9082 Engine Turning Tool flywheel must be turned by 360 degrees. Turning
the flywheel for 360 degrees will put the No. 1
piston on the compression stroke.
44 KENR5403
Fuel System

Illustration 45 g00793673 Illustration 46 g00284803

Installation of timing pins (typical example) Rocker shafts (typical example)

(2) Timing pin (1) Bolt
(3) RH Camshaft (2) Rocker shaft

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

after the timing bolt is installed in the flywheel. The
engine must be on the No. 1 piston is on the
compression stroke.

4. Install timing pins (2) through timing holes (1) in the

engine block. Install timing pins (2) into the groove
in camshaft (3) on each side of the engine. In order
to time the engine correctly, the timing pins must fit
into the groove of each camshaft.

5. If timing pins (2) do not engage in the grooves of

both camshafts, the engine is not in time. One
camshaft or both camshafts must be adjusted.
Illustration 47 g00284804
6. Both camshafts are adjusted in the same manner. Camshaft drive gears (RH side)
Refer to “Adjustment Procedure” for the procedure (3) Drive gear
to put the camshafts in time with the crankshaft. (4) Plate
(5) Bolt
NOTICE
If a camshaft is out of time more than 18 degrees (ap- 1. Remove all of the valve covers on the side for the
proximately 1/2 the diameter of timing pin out of camshaft adjustment. Loosen bolts (1) that hold
groove), the valves can make contact with the pis- rocker shafts (2) to the valve cover bases until all
tons. This will cause damage that will make engine re- rocker arms are free from the injectors and the
pair necessary.
valves.
Note: The above procedure must be done before
Adjustment Procedure camshaft drive gear (3) is pulled off the camshaft
taper.
Note: The timing must be checked before the timing
adjustments are made. See “Timing Check 2. Remove the covers from the flywheel housing.
Procedure” for the procedure.
After the Timing Check procedure is complete, the
timing bolt will be engaged in the flywheel. The No. 1
piston will be at the top center (TC) position.
KENR5403 45
Fuel System

Illustration 48 g00793811 Illustration 50 g00793706

Camshaft drive gears (LH side) Installed camshaft timing pin (typical example)
(5) Bolt (6) Timing pin
(7) Timing ring
6. Turn the camshafts until timing pins (6) can be
3. Remove bolts (5) and plate (4) on the RH side, and installed through the engine block and into the
timing ring (7) on LH side. grooves (slots) in the camshafts.

7. Clean the taper of the camshaft and clean the

tapered bore of the camshaft gear. Use a lint free
cloth that is saturated with a solvent in order to
remove any excess oil. Clean the parts again with
a lint free alcohol wipe in order to remove any
residue. If the alcohol wipe is dirty after cleaning
the parts, clean the parts again with a clean lint
free alcohol wipe. Repeat the cleaning until no
residue is left on the alcohol wipe.

Note: The taper of the camshaft and the tapered bore

of the camshaft gear must be clean, dry, and free of
residue.
8. Ensure that both camshafts have the pins in place.
Illustration 49 g00793793
Storage position for timing pins (typical example) 9. Ensure that the flywheel has the pin in place.
(6) Timing pin
10. Install the camshaft gears onto the camshafts and
4. Install the 6V-3010 Puller Group, two 8S-9089 remove any backlash by rotating the gears in the
Bolts, and two 5P-1076 Hard Washers. Loosen opposite direction of engine rotation. Use hand
drive gears (3) from the taper on the camshafts. pressure to turn and hold the camshaft drive gears
Remove the engine turning tool and the gears. in the opposite direction of the rotation. The
procedure removes all gear clearance (backlash)
5. Remove timing pins (6) from the storage position between the camshaft drive gears (3) and the idler
on each side of the engine. gears.

11. Install timing ring (7), the accessory drive gear, or

plate (4) according to the assembly.
Note: Ensure that the hole in the timing ring is
properly seated on the locating pin.

12. Tighten the retaining bolts for the camshaft gears.

Torque............................................ 360 N·m (265 lb ft)

13. Mark a vertical line on the head of the bolt for the
camshaft gear. Refer to Illustration 51 .
46 KENR5403
Fuel System

20. Be certain that the rocker arms are correctly

engaged with the pushrods. Tighten the bolts in
order to hold all of the rocker shafts in position.

21. Adjust the valves and to the lash of the electronic

fuel injector. Refer to Testing and Adjusting, “Valve
Lash and Valve Bridge Adjustment” and Testing
and Adjusting, “Fuel Injector Adjustment”.

i05942973

Fuel Injector Adjustment

SMCS Code: 1290-025
Table 8
Illustration 51 g01226674 Tools Needed Quantity
Vertical line
9U-5132 Engine Timing Tool Group 1

14. Place a driver against the retaining plate of the 1U-8869 Dial Indicator 1
camshaft gear. Strike the driver solidly with a 8S-3675 Indicator Contact Point 1
hammer 3 to 4 times.
9U-5138 Setting Gauge 1
15. Tighten the retaining bolts for the camshaft gears
443-4177 Magnetic Fixture Gp 1
again.
443-4174 Magnetic Fixture 1
Torque............................................ 360 N·m (265 lb ft)
443-4175 Rod As 1
9U-6272 Nylon Screw 1

NOTICE
The camshafts must be correctly timed with the crank-
shaft before an adjustment of the unit injector lash is
made. The timing pins must be removed from the
camshafts before the crankshaft is turned or damage
to the cylinder block will be the result.

The Electronic Control Module produces high

voltage. To prevent personal injury make sure the
Illustration 52 g01226685
Electronic Control Module is not powered and the
unit injector solenoids are disconnected.
16. Repeat steps 14 and 15 until the mark on the bolt
turns a minimum of 90 degrees. Refer to
Illustration 52 . Note: Calibration of the engine speed/timing sensor
is not required unless the timing wheel has been
17. Install the gaskets and covers on the flywheel removed from the camshaft or the Electronic Control
housing. Module (ECM) has been changed.
18. Remove timing pins (6) from the camshafts. This adjustment is critical. Ensure that the adjustment
Install timing pins (6) in the storage positions. of the fuel injector is made properly.
Install the covers over the camshafts and timing
pins (6). 1. Refer to Testing and Adjusting, “Crankshaft
Position for Fuel Injector Adjustment and Valve
19. Remove the timing bolt from the flywheel housing. Lash Setting”. All of the injectors can be checked
Install the 8T-6765 Pipe Plug in the flywheel or adjusted with the two crankshaft positions in the
housing timing hole. Remove the engine turning chart. This action will make sure that the pushrod
tool. Install the cover and the gasket. lifters are off the lobes and on the base circles of
the camshaft.
KENR5403 47
Fuel System

Before a check or an adjustment can be made, the

tooling must be set to the correct dimension.

Illustration 54 g03732231
Adjustment of the fuel timing tools
(1) 443-4174 Magnetic Fixture
Illustration 53 g03732202
(2) 443-4175 Rod As
(1) 443-4174 Magnetic Fixture (3) 9U-5138 Setting Gauge
(2) 443-4175 Rod As (4) 1U-8869 Digital Dial Indicator
(3) 9U-5138 Setting Gauge
(4) 1U-8869 Digital Dial Indicator
(5) 8S-3675 Indicator Contact Point
4. Place digital indicator assembly from Step 2 on the
top surface of gauge (3). Rod (2) must be on the
2. Place rod (2) in fixture (1) in hole opposite open top step of gauge (3).
end. Install contact point (5) on digital indicator (4). Note: Gauge (3) has two steps. Make sure that the
Install digital indicator (4) in hole opposite open step designation is for the 64.34 mm (2.53 inch)
end of fixture (1). Screw in nylon screw (keep dimension.
loose)
5. Loosen the nylon screw for the digital indicator (4).
3. Make sure that the surfaces of the fixture (1) and Move the digital indicator (4) in fixture until digital
gauge (3) are clean and dry. indicator rests on lip inside fixture. Tighten the
nylon screw for the digital indicator (4). Once set
onto fixture, zero gauge.

6. Make sure that the top surfaces of injector follower

(6) and shoulder (7) are clean and dry.
48 KENR5403
Fuel System

Illustration 56 g00284832
The installed timing and fuel setting tool group

11. Turn the adjustment screw until the digital dial

indicator indicates 0.00 ± 0.20 mm
(0.000 ± 0.008 inch). Tighten the adjustment screw
locknut to the torque that is listed in the engines
Specifications manual. Then check the adjustment
in order to be certain that the adjustment has not
changed. If necessary, repeat this procedure until
the adjustment is correct. When the adjustment is
correct, proceed to the next injector to be checked.
Illustration 55 g03732308 Repeat the procedure from Step 3.
Fuel timing tools in position
12. After all injectors are checked and/or adjusted,
(1) 443-4174 Magnetic Fixture
(4) 1U-8869 Digital Dial Indicator remove the timing bolt from the flywheel.
(6) Injector follower
(7) Shoulder
i06034142

7. Place digital indicator (4) and fixture (1) in position

on the injector that will be checked. Make sure that
Crankshaft Position for Fuel
the magnetic base of the fixture is on the top Injector Adjustment and Valve
surface of injector follower (6). Rod (2) must be on Lash Setting
the top surface of shoulder (7).
SMCS Code: 1202
8. The digital indicator must indicate 0.00 ± 0.20 mm
(0.000 ± 0.008 inch). Note: Use this procedure for SLM1–UP, TTC1–UP,
TTE1–UP, TTF1–UP, TTG1–UP, E3W1–UP, E3X1–
9. If the digital indicator indicates 0.00 ± 0.20 mm UP, E3Y1–UP, F2X1–UP, LLK1–UP, NJT1–UP,
(0.000 ± 0.008 inch), no adjustment is necessary. S2N1–UP, R1T1–UP, S2H1–UP, SCC1–UP, R1S1–
Proceed to the next injector to be checked. Repeat UP, T3P1–UP, T3R1–UP, T3S1–UP, T3W1–UP,
T3Y1–UP, TKP1–UP, LLT1–UP and WF51–UP.
the procedure from Step 4. If the digital indicator
does not indicate 0.00 ± 0.20 mm
(0.000 ± 0.008 inch), proceed to Step 10 and Step
11.
10. Loosen the adjustment screw locknut for the
injector that is being adjusted.
Table 9
Counterclockwise Rotation (Standard) from the Flywheel End of the Engine

Cylinders to Check/Adjust

(continued)
KENR5403 49
Fuel System

(Table 9, contd)
Correct Stroke For No. 1
Engine Piston At Top Center Posi- Inlet Valves Exhaust Valves Injectors
tion(1)

Compression 1-2-3-4-7-8 1-2-5-8-9-10 5-6-9-10-11-12

3512
Exhaust 5-6-9-10-11-12 3-4-6-7-11-12 1-2-3-4-7-8
(1) Put the No. 1 Piston at the top center (TC) position and identify the correct stroke. Refer to Testing and Adjusting, “Finding the Top Center Posi-
tion for the No 1 Piston”. Find the top center position for a particular stroke and make the adjustment for the correct cylinders. Remove the tim-
ing bolt . Turn the flywheel by 360 degrees in the direction of normal engine rotation. Turning the flywheel will put the No. 1 piston at the top
center (TC) position on the other stroke. Install the timing bolt in the flywheel and complete the adjustments for the cylinders that remain.

Table 10
Clockwise Rotation (Reverse) from the Flywheel End of the Engine

Cylinders To Check/Adjust

Correct Stroke For No. 1

Engine Piston At Top Center Posi- Inlet Valves Exhaust Valves Injectors
tion(1)

Compression 1-2-3-7-8-10 1-2-5-6-9-10 4-5-6-9-11-12

3512
Exhaust 4-5-6-9-11-12 3-4-7-8-11-12 1-2-3-7-8-10
(1) Put the No. 1 Piston at the top center (TC) position and identify the correct stroke. Refer to Testing and Adjusting, “Finding the Top Center Posi-
tion for the No 1 Piston”. Find the top center position for a particular stroke and make the adjustment for the correct cylinders. Remove the tim-
ing bolt . Turn the flywheel by 360 degrees in the direction of normal engine rotation. Turning the flywheel will put the No. 1 piston at the top
center (TC) position on the other stroke. Install the timing bolt in the flywheel and complete the adjustments for the cylinders that remain.

i06211145

Crankshaft Position for Fuel

Injector Adjustment and Valve
Lash Setting
SMCS Code: 1202

Note: Do not use the following valve lash setting

sequence for serial numbers SLM1–UP, TTC1–UP,
TTE1–UP, TTF1–UP, TTG1–UP, E3W1–UP, E3X1–
UP, E3Y1–UP, F2X1–UP, LLK1–UP, NJT1–UP,
S2N1–UP, R1T1–UP, S2H1–UP, SCC1–UP, R1S1–
UP, T3P1–UP, T3R1–UP, T3S1–UP, T3W1–UP,
T3Y1–UP, TKP1–UP, LLT1–UP and WF51–UP.

Note: The sequence for the injectors in 3508 Engines

was last changed in December 2005. The sequence
for the injectors in 3516 Engines was last changed in
December 2012. Articles announcing the changes
were published in Engine News and Service
Magazine.
Table 11
Counterclockwise Rotation (Standard) from the Flywheel End of the Engine

Cylinders to Check/Adjust

Correct Stroke For No. 1

Engine Piston At Top Center Posi- Inlet Valves Exhaust Valves Injectors
tion(1)

Compression 1-2-6-8 1-2-3-7 2-3-4-7

3508
Exhaust 3-4-5-7 4-5-6-8 1-5-6-8

(continued)
50 KENR5403
Fuel System

(Table 11, contd)

Compression 1-3-6-7-10-12 1-4-5-6-9-12 2-4-5-8-9-11
3512
Exhaust 2-4-5-8-9-11 2-3-7-8-10-11 1-3-6-7-10-12
Compression 1-2-5-7-8-12-13-14 1-2-3-4-5-6-8-9 3-4-5-6-9-10-15-16
3516
Exhaust 3-4-6-9-10-11-15-16 7-10-11-12-13-14-15-16 1-2-7-8-11-12-13-14
(1) Put the No. 1 Piston at the top center (TC) position and identify the correct stroke. Refer to Testing and Adjusting, “Finding the Top Center Posi-
tion for the No 1 Piston”. Find the top center position for a particular stroke and make the adjustment for the correct cylinders. Remove the tim-
ing bolt . Turn the flywheel by 360 degrees in the direction of normal engine rotation. Turning the flywheel will put the No. 1 piston at the top
center (TC) position on the other stroke. Install the timing bolt in the flywheel and complete the adjustments for the cylinders that remain.

Table 12
Clockwise Rotation (Reverse) from the Flywheel End of the Engine

Cylinders To Check/Adjust

Correct Stroke For No. 1

Engine Piston At Top Center Posi- Inlet Valves Exhaust Valves Injectors
tion(1)

Compression 1-3-4-8 1-2-7-8 2-6-7-8

3508
Exhaust 2-5-6-7 3-4-5-6 1-3-4-5
Compression 1-3-4-6-7-12 1-4-5-8-9-12 2-5-8-9-10-11
3512
Exhaust 2-5-8-9-10-11 2-3-6-7-10-11 1-3-4-6-7-12
Compression 1-2-5-6-7-8-13-14 1-2-3-4-5-6-9-10 3-4-5-9-10-12-15-16
3516
Exhaust 3-4-9-10-11-12-15-16 7-8-11-12-13-14-15-16 1-2-6-7-8-11-13-14
(1) Put the No. 1 Piston at the top center (TC) position and identify the correct stroke. Refer to Testing and Adjusting, “Finding the Top Center Posi-
tion for the No 1 Piston”. Find the top center position for a particular stroke and make the adjustment for the correct cylinders. Remove the tim-
ing bolt . Turn the flywheel by 360 degrees in the direction of normal engine rotation. Turning the flywheel will put the No. 1 piston at the top
center (TC) position on the other stroke. Install the timing bolt in the flywheel and complete the adjustments for the cylinders that remain.
KENR5403 51
Air Inlet and Exhaust System

Air Inlet and Exhaust A difference in fuel density will change horsepower
and boost. If the fuel is rated above 35 API, the
System pressure in the inlet manifold can be less than the
pressure that is given in the TMI. If the fuel is rated
below 35 API, the pressure in the inlet manifold can
be more than the pressure that is given in the TMI.
Be sure that the air inlet or the exhaust does not have
i02006852 a restriction when you are making a check of the
pressure.
Restriction of Air Inlet and Note: The electronic service tool may be used to
Exhaust check the pressure in the inlet manifold.
SMCS Code: 1050-040
i05988338
There will be a reduction in the performance of the
engine if there is a restriction in the air inlet system or
in the exhaust system.
Measuring Exhaust
Temperature
The air flow through the air cleaner may have a
restriction. The maximum inlet air restriction is SMCS Code: 1088-082
6.2 kPa (25 inch of H2O).
Table 13
Back pressure is the difference in the pressure Tools Needed Qty
between the exhaust at the outlet elbow and the
atmospheric pressure. The maximum exhaust back 6V-9130 Temperature Adapter 1
pressure is 6.5 kPa (27 inch of H2O).
237-5130 Digital Multimeter Gp 1

i01939065
Use the Cat ® Electronic Technician (ET) to monitor
individual cylinder exhaust temperatures, the exhaust
Measuring Inlet Manifold temperature to the turbocharger, and the exhaust
Pressure temperature after the turbocharger.
SMCS Code: 1058-082 The temperatures can be verified with the 6V-9130
Temperature Adapter and the 237-5130 Digital
The performance of an engine can be checked. Multimeter.
Determine the boost pressure in the inlet manifold
during a load test. Compare this pressure with the
i03633153
specifications that are given in the Fuel Setting and
Related Information in the Technical Marketing
Information (TMI). This test is used when there is an Crankcase Pressure
increase in exhaust temperature to the turbocharger SMCS Code: 1215; 1317-082
on the engine, yet there is no real sign of a problem
with the engine. The Caterpillar Electronic Technician (ET) can be
used to measure crankcase pressure. Crankcase
The performance and correct pressure for the inlet pressure is given on the display status screen in Cat
manifold is given in the Fuel Setting and Related ET. The Electronic Control Module (ECM) will perform
Information in the TMI. Development of this any of the following functions if the crankcase
information is done with these conditions: pressure is high in the engine: warning, derate and
shutdown. The response will depend on the
• The dry barometric pressure measures 96 kPa programming and the availability of the parameter of
(28.8 inches Hg). the monitoring system.
• 25 °C (77 °F) outside air temperature Pistons or rings that have damage can be the cause
of too much pressure in the crankcase. This condition
• 35 API rated fuel will cause the engine to run rough. There will be more
Any change from these conditions can change the than the normal amount of fumes coming from the
pressure in the inlet manifold. The outside air may crankcase breather. This crankcase pressure can
have a higher temperature and a lower barometric also cause the element for the crankcase breather to
have a restriction in a very short time. This crankcase
pressure than the values that are given above. This pressure can also be the cause of any oil leakage at
will cause a lower inlet manifold pressure the gaskets and at the seals.
measurement than the pressure that is given in the
TMI. Outside air that has a lower temperature and a
higher barometric pressure will cause a higher inlet
manifold pressure measurement.
52 KENR5403
Air Inlet and Exhaust System

i02013998

Valve Lash and Valve Bridge

Adjustment
SMCS Code: 1102-036

Illustration 58 g01034327
Illustration 57 g00286271
Adjustable valve bridge
(1) 147-2060 Wrench
(2) 147-2059 Torque Wrench
(3) 148-7211 Bridge Nut Socket
(4) 145-5191 Gauge Support
(5) 147-2056 Dial Indicator
(6) 147-5536 Indicator Contact Point
(7) 147-2057 Indicator Contact Point
(8) 147-2058 Indicator Extension

Table 14
Tools Needed Quantity

147-2060 Wrench 1
147-2059 Torque Wrench 1

148-7211 Bridge Nut Socket 1

145-5191 Gauge Support 1

147-2056 Dial Indicator 1

147-5536 Indicator Contact Point 1
147-2057 Indicator Contact Point 1
147-2058 Indicator Extension 1
147-5537 Dial Indicator (not shown) 1
Illustration 59 g01034328
Nonadjustable valve bridge
Note: The 145-5191 Gauge Support(4), the
147-2057 Indicator Contact Point(7), the
147-2058 Indicator Extension(8), and the Valve Bridge Adjustment
147-5536 Indicator Contact Point(6) are included in
the 147-5482 Valve Lash Gauge Group.
Note: The 147-2056 Dial Indicator or the The Electronic Control Module produces high
147-5537 Dial Indicator (Metric, not shown) can be voltage. To prevent personal injury make sure the
used with the 147-5482 Valve Lash Gauge Group. Electronic Control Module is not powered and do
There are two different design of valve bridges that not come in contact with the fuel injector solenoid
are used. If the engine is equipped with an adjustable terminals while the engine is running.
valve bridge (Illustration 58 ), proceed to the “Valve
Bridge Adjustment”. If the engine is equipped with a
nonadjustable valve bridge (Illustration 59 ), proceed
to the “Valve Lash Adjustment”.
KENR5403 53
Air Inlet and Exhaust System

Note: When the 147-5482 Valve Lash Gauge

Group is used, it is not necessary for you to remove
the rocker arm shaft assemblies. The valves must be
fully closed when the adjustment is made. Refer to
Testing and Adjusting, “Finding the Top Center
Position for the No. 1 Piston”.

Installation
1. Assemble the 147-2058 Indicator Extension and
the 147-5536 Indicator Contact Point on the
147-2056 Dial Indicator or on the 147-5537
Dial Indicator.

Illustration 62 g00286281
(3) 147-5536 Indicator Contact Point
(4) Top edge of the valve bridge

2. Install the 145-5191 Gauge Support in the rear

bolt hole (2). The rear bolt hole is located in the
valve cover base. Adjust contact point (3) on the
top edge of valve bridge (4).

Illustration 60 g00286279
145-5191 Gauge Support
(1) Knurled knob

Illustration 63 g00286283
(5) Adjustment screw

3. Loosen the locknut for the adjustment screw.

Loosen the adjustment screw (5) by several turns.

4. Apply a force of 5 N (1 lb) to 45 N (10 lb). Push

down on the top contact surface of the valve
bridge. Zero the indicator.
Illustration 61 g00286280
(2) Valve cover base rear bolt hole 5. Turn adjustment screw (5) in the clockwise
direction until the dial indicator reads 0.038 mm
(0.0015 inch). This measurement is equal to
turning the adjustment screw 20 to 30 degrees
clockwise after the screw contacts the end of the
valve.
54 KENR5403
Air Inlet and Exhaust System

Note: Tap each rocker arm on the top of the

adjustment screw before you make any adjustments.
Use a soft hammer. Make sure that the lifter roller is
seated against the base circle of the camshaft.

Illustration 64 g00286364
(6) 148-7211 Bridge Nut Socket

6. Hold the adjustment screw with the 148-7211

Bridge Nut Socket(6) in order to tighten the locknut
Illustration 65 g00286365
to 30 ± 4 N·m (22 ± 3 lb ft). You may use a
(1) 145-5191 Gauge Support
sliderule torque computer in order to determine the (2) 147-2057 Indicator Contact Point
torque wrench dial reading for the different
extensions. Refer to Special Instruction, 3. Install the 145-5191 Gauge Support(1). Use the
SEHS7150, “Snap On Torque Computer”. 147-2056 Dial Indicatoror use the 147-5537
Dial Indicator. Use the 147-2057 Indicator
Valve Lash Adjustment Contact Point(2). Install the tool in the rear bolt
hole. The rear bolt hole is located on the valve
cover base.

The Electronic Control Module produces high

voltage. To prevent personal injury make sure the
Electronic Control Module is not powered and do
not come in contact with the fuel injector solenoid
terminals while the engine is running.

Note: Adjust the valve bridges before you make the

valve lash adjustments.
Table 15
Valve Lash Setting: Engine Stopped

Valves Gauge Dimension

Inlet 0.50 mm (0.020 inch)

Exhaust 1.00 mm (0.040 inch) Illustration 66 g00286366

(3) 147-2060 Wrench
(4) 147-2059 Torque Wrench
1. Ensure that the number 1 piston is at the top center
position. Refer to Testing and Adjusting, “Finding
the Top Center Position for the No. 1 Piston”.

2. The number 1 piston should be at the top center

position of the correct stroke. Make adjustments to
the valves according to the chart: Refer to Testing
and Adjusting, “Crankshaft Positions for Fuel
Injector Adjustment and Valve Lash Setting”.
KENR5403 55
Air Inlet and Exhaust System

Illustration 67 g00286367
(3) 147-2060 Wrench
(4) 147-2059 Torque Wrench

4. Move the rocker assembly upward and move the

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

5. Loosen the locknut. The locknut is located on the

adjustment screw of the pushrod. Turn the
adjustment screw until the valve lash is set to
specifications. Tighten the nut for the adjustment
screw to 70 ± 15 N·m (50 ± 11 lb ft). The
147-2059 Torque Wrench is preset to the torque
that is required. Check the adjustment again.
56 KENR5403
Lubrication System

Lubrication System Table 16

Tools Needed

Part Number Part Name Quantity

1U-5470 Engine Pressure Group 1

i01574160

General Information
(Lubrication System)
SMCS Code: 1300
The following problems generally indicate a problem
in the engine's lubrication system.

• Excessive consumption of engine oil

• Low engine oil pressure
• High engine oil pressure

• Excessive bearing wear

• Increased engine oil temperature Illustration 68 g00296486
1U-5470 Engine Pressure Group
i01939128
The 1U-5470 Engine Pressure Group measures the
engine oil pressure in the system. This engine tool
Engine Oil Pressure - Test group can read the engine oil pressure inside the oil
SMCS Code: 1304-081 manifold.
Note: Refer to Special Instruction, SEHS8907, “Using
the 1U-5470 Engine Pressure Group”.

Work carefully around an engine that is running. Note: The engine oil pressure can also be measured
Engine parts that are hot, or parts that are mov- by using an electronic service tool. Refer to
ing, can cause personal injury. Troubleshooting for information on the use of the
Caterpillar Electronic Technician (ET).

NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened
component life.

NOTICE
Care must be taken to ensure that fluids are con-
tained during performance of inspection, mainte-
nance, testing, adjusting and repair of the product. Be
prepared to collect the fluid with suitable containers
before opening any compartment or disassembling
any component containing fluids.
Refer to Special Publication, NENG2500, “Caterpillar Illustration 69 g00751796
Tools and Shop Products Guide” for tools and sup-
plies suitable to collect and contain fluids on Caterpil- Location of the oil gallery plug
lar products. Typical example
(1) Plug
Dispose of all fluids according to local regulations and
mandates.
1. Install the 1U-5470 Engine Pressure Group into
oil gallery plug (1).
KENR5403 57
Lubrication System

Note: Engine oil pressure to the camshaft and main Note: A record of engine oil pressure can be used as
bearings should be checked on each side of the an indication of possible engine problems or damage.
cylinder block at oil gallery plug (1). A possible problem could exist if the engine oil
pressure suddenly increases or decreases 70 kPa
2. Start the engine. Run the engine with SAE 10W30 (10 psi) and the engine oil pressure is in the
or SAE 15W40 oil. The information in the engine oil “ACCEPTABLE” range. The engine should be
pressure graph is invalid for other oil viscosities. inspected and the problem should be corrected.
Refer to Operation and Maintenance Manual,
“Engine Oil” for the recommendations of engine oil. 6. Compare the recorded engine oil pressure with the
engine oil pressure indicators on the instrument
panel and the engine oil pressure that is displayed
Note: Allow the engine to reach operating on the Cat ET.
temperature before you perform the pressure test.
7. An engine oil pressure indicator that has a defect
Note: The engine oil temperature should not exceed or an engine oil pressure sensor that has a defect
115 °C (239 °F). can give a false indication of a low engine oil
3. Record the value of the engine oil pressure when pressure or a high engine oil pressure. If there is a
the engine has reached operating temperature. notable difference between the engine oil pressure
readings make necessary repairs.
4. Locate the point that intersects the lines for the
engine rpm and for the engine oil pressure on the 8. If the engine oil pressure is low, refer to Testing and
engine oil pressure graph. Adjusting, “Engine Oil Pressure is Low” for the
possible causes of low engine oil pressure.

9. If the engine oil pressure is high, refer to Testing

and Adjusting, “Engine Oil Pressure is High” for the
possible causes of high engine oil pressure.

i01563191

Excessive Bearing Wear -

Inspect
SMCS Code: 1203-040; 1211-040; 1219-040
When some components of the engine show bearing
wear in a short time, the cause can be a restriction in
a passage for engine oil.
An indicator for the engine oil pressure may show that
there is enough engine oil pressure, but a component
is worn due to a lack of lubrication. In such a case,
look at the passage for the engine oil supply to the
component. A restriction in an engine oil supply
passage will not allow enough lubrication to reach a
component. This will result in early wear.

Illustration 70 g00293198
Engine oil pressure graph

5. The results must fall within the “ACCEPTABLE”

range on the chart. A problem exists when the
results fall within the “NOT ACCEPTABLE” range
on the chart. The problem needs to be corrected.
Engine failure or a reduction in engine life can be
the result if engine operation is continued with oil
manifold pressure outside this range.
58 KENR5403
Lubrication System

i03993149 Determine if the engine oil cooler bypass valve is held

in the open position. This condition will allow the
Excessive Engine Oil engine oil to flow through the valve rather than
through the engine oil cooler. The engine oil
Consumption - Inspect temperature will increase.
SMCS Code: 1348-040 Make sure that the cooling system is operating
properly. A high coolant temperature in the engine oil
Engine Oil Leaks on the Outside of cooler will cause high engine oil temperature.
the Engine
i01220083
Check for leakage at the seals at each end of the
crankshaft. Look for leakage at the gasket for the Engine Oil Pressure is Low
engine oil pan and all lubrication system connections.
Look for any engine oil that may be leaking from the SMCS Code: 1304-081
crankcase breather. This can be caused by
combustion gas leakage around the pistons. A dirty Crankcase Oil Level
crankcase breather will cause high pressure in the
crankcase. A dirty crankcase breather will cause the Check the level of the oil in the crankcase. Add oil if
gaskets and the seals to leak. oil is needed. It is possible for the oil level to be too far
below the oil pump supply tube. This will cause the oil
Engine Oil Leaks into the pump not to have the ability to supply enough
lubrication to the engine components.
Combustion Area of the Cylinders
This engine also uses a scavenge oil pump to move
Engine oil that is leaking into the combustion area of trapped oil from the rear of the engine back to the
the cylinders can be the cause of blue smoke. There main sump at the front. Be sure that this oil pump
are several possible ways for engine oil to leak into operates correctly in order to maintain a sufficient oil
the combustion area of the cylinders: level for the main oil pump supply tube.
• Leaks between worn valve guides and valve stems The Oil Pump Does Not Work
• Worn components or damaged components Correctly
(pistons, piston rings, or dirty return holes for the
engine oil) The inlet screen of the supply tube for the oil pump
can have a restriction. This restriction will cause
• Incorrect installation of the compression ring and/ cavitation and a loss of oil pressure. Air leakage in the
supply side of the oil pump will also cause cavitation
or the intermediate ring and loss of oil pressure. If the bypass valve for the oil
• Leaks past the seal rings in the turbocharger shaft pump is held in the open position, the lubrication
system can not reach the maximum pressure. Oil
• Overfilling of the crankcase pump gears that have too much wear will cause a
reduction in oil pressure.
• Wrong oil level gauge or guide tube
Oil Filter Bypass Valve
• Sustained operation at light loads
If the bypass valve for one or more of the oil filters is
Excessive consumption of engine oil can also result if held in the open position due to a restriction, an
engine oil with the wrong viscosity is used. Engine oil increase in the oil pressure can be the result.
with a thin viscosity can be caused by increased Remove each bypass valve and clean each bypass
engine temperature. valve in order to correct this problem. You must also
clean each bypass valve bore. Install new Caterpillar
oil filters. New filters will prevent more debris from
i01727302 causing this problem.

Increased Engine Oil Too Much Clearance At Engine

Temperature - Inspect Bearings Or Open Lubrication
SMCS Code: 1348-040 System
If the engine oil temperature is higher than normal, Components that are worn and components that
the engine oil cooler may have a restriction. Look for have too much bearing clearance can cause low oil
a restriction in the passages for engine oil in the pressure. Low oil pressure can also be caused by an
engine oil cooler. The engine oil pressure will not oil line or an oil passage that is open, broken, or
necessarily decrease due to a restriction in the disconnected.
engine oil cooler.
KENR5403 59
Lubrication System

Piston Cooling Jets i01938599

When the engine is operating, piston cooling jets

direct oil toward the bottom of the piston in order to
Duplex Oil Filter - Adjust
cool the piston. This also provides lubrication for the SMCS Code: 1318-025
piston pin. If a jet is broken, plugged, or installed
incorrectly, a seizure of the piston will occur quickly.

i01563187

Engine Oil Pressure is High

SMCS Code: 1314
The following conditions can cause high engine oil
pressure:

• The engine oil level is too high. Drain the excess

engine oil.

• The engine oil temperature is too low. Low engine

oil temperature increases the viscosity of the
engine oil.

• The engine oil filter bypass valve is stuck in the

closed position. Thoroughly clean the valve.
Replace the engine oil filters.

• A line or a passage for the engine oil is restricted.

Clean the component.

i05988342

Indicators for Engine Oil

Pressure Illustration 71 g01008687

SMCS Code: 7485 Front view

(1) Selector lever
An oil pressure indicator that has a defect or a sender (2) Plunger
that has a defect can give an indication of a low oil (3) Bracket
pressure or of a high oil pressure. (4) Rod
(5) Lever
The 1U-5470 Engine Pressure Group can be used
to compare the indicators on the instrument panel Use the following procedure to adjust the changeover
with the oil pressure that is displayed on the Cat ® valve:
Electronic Technician (ET).
1. Rotate selector lever (1) to the “MAIN RUN”
position until the changeover valve touches the
stop pin that is inside of the cover assembly.

2. Screw plunger (2) into the selector lever until the

plunger's ball seats into the top hole of bracket (3).

3. Adjust rod (4) and the rod ends in order to provide

the linkage between the selector lever and lever
(5).
60 KENR5403
Lubrication System

Illustration 72 g01008688
Right view
(6) Jam nut
(7) Nut
(8) Shaft

4. Loosen jam nut (6) and nut (7).

5. Tighten nut (7) to approximately 3 N·m (27 lb in).

Scribe a mark in order to locate a corner of the nut.
Unscrew the nut for 30 degrees in order to provide
axial movement of shaft (8).

Axial movement of shaft ..................... 0.22 ± 0.08 mm

(0.009 ± 0.003 inch)

6. Use a wrench to hold nut (7) in place and tighten

jam nut (6).

Torque.....................................45 ± 7 N·m (33 ± 5 lb ft)

7. Move the selector lever in order to move the

changeover valve through the full range of travel.
The properly adjusted changeover valve will move
freely without binding.
Readjust the changeover valve, if necessary.
KENR5403 61
Cooling System

Cooling System If the cooling system is not properly maintained,

solids such as scale and deposits reduce the ability of
the cooling system to transfer heat. The engine
operating temperature will increase.
When the engine is overloaded, the engine will run in
i02225295 the lug condition. When the engine is running in the
lug condition, the engine is operating at a lower
General Information (Cooling engine rpm that reduces the coolant flow. Decreased
coolant flow during high load will cause overheating.
System)
SMCS Code: 1350 Coolant can be lost by leaks. Overheated coolant can
be lost through the cooling system's pressure relief
This engine has a pressure type cooling system. A valve. Lower coolant levels contribute to additional
pressure type cooling system has two advantages. overheating. Overheating can result in conditions
such as cracking of the cylinder head and piston
• The pressure helps prevent cavitation. seizure.
A cracked cylinder head or cylinder liner will force
• The risk of boiling is reduced.
exhaust gas into the cooling system. The additional
Cavitation occurs when mechanical forces cause the pressure causes coolant loss, cavitation of the water
formation of air bubbles in the coolant. The bubbles pump, less circulation of coolant, and further
can form on the cylinder liners. Collapsing bubbles overheating.
can remove the oxide film from the cylinder liner. This
allows corrosion and pitting to occur. If the pressure of Overcooling is the result of coolant that bypasses the
the cooling system is low, the concentration of water temperature regulators and flows directly to the
bubbles increases. The concentration of bubbles is radiator or to the heat exchanger. Low load operation
reduced in a pressure type cooling system. in low ambient temperatures can cause overcooling.
Overcooling is caused by water temperature
The boiling point is affected by three factors: regulators that remain open. Overcooling reduces the
pressure, altitude and concentration of glycol in the efficiency of operation. Overcooling enables more
coolant. The boiling point of a liquid is increased by rapid contamination of the engine oil. This results in
pressure. The boiling point of a liquid is decreased by the formation of sludge in the crankcase and carbon
a higher altitude. Illustration 73 shows the effects of deposits on the valves.
pressure and altitude on the boiling point of water.
Cycles of rapid heating and cooling can result in
cracked cylinder heads, gasket failure, accelerated
wear, and excessive fuel consumption.
If a problem with the cooling system is suspected,
perform a visual inspection before you perform any
tests on the system.

i02826209

Visual Inspection
SMCS Code: 1350-535
Perform a visual inspection of the cooling system
before a test is made with test equipment.
Illustration 73 g00286266

The boiling point of the coolant also depends on the

type of coolant and the concentration of glycol. A
greater concentration of glycol has a higher boiling Personal injury can result from escaping fluid
temperature. However, glycol transfers heat less under pressure.
effectively than water. Because of the boiling point
and the efficiency of heat transfer, the concentration If a pressure indication is shown on the indicator,
of glycol is important. push the release valve in order to relieve pressure
before removing any hose from the radiator.
Three basic problems can be associated with the
cooling system:
1. Check the coolant level in the cooling system. Add
• Overheating coolant, if necessary.

• Coolant loss
• Overcooling
62 KENR5403
Cooling System

If the coolant level is too low, air will get into the If the pressure cap does not maintain the correct
cooling system. Air in the cooling system reduces pressure on the cooling system, the engine could
coolant flow. Air creates bubbles that contribute to overheat. A decrease in cooling system pressure
cavitation. Bubbles in the coolant also reduce the reduces the temperature of the water's boiling
cooling capability. point.
2. Check the quality of the coolant. The coolant 7. Inspect the cooling system hoses and clamps.
should have the following properties:
Damaged hoses with leaks can normally be seen.
• Color that is similar to new coolant Hoses that have no visual leaks can soften during
operation. The soft areas of the hose can become
• Odor that is similar to new coolant kinked or crushed during operation. These areas of
the hose restrict the coolant flow. Hoses can crack
• Free from contamination after a period of time. The inside of a hose can
deteriorate and the loose particles of the hose can
• Properties that are recommended by the restrict the coolant flow.
engine's Operation and Maintenance Manual 8. Check the water temperature regulators.
If the coolant does not have these properties, drain A water temperature regulator that does not open
the system and flush the system. Refill the cooling or a water temperature regulator that only opens
system according to the engine's Operation and part of the way can cause overheating.
Maintenance Manual.
A water temperature regulator that does not close
3. Check for air in the cooling system. Air can enter enables overcooling.
the cooling system in different ways. The following
conditions cause air in the cooling system: 9. Check the engine water pump and check the
auxiliary pump.
• Filling the cooling system incorrectly
Check for a fluid leak from the pump's weep hole
• Combustion gas leakage into the cooling during engine operation and check for a leak when
system the engine is stopped. If either coolant or oil is
leaking from the weep hole, replace the pump.
Combustion gas can get into the system through
the following conditions: internal cracks, damaged A water pump with a damaged impeller does not
cylinder head and damaged cylinder head gasket. pump enough coolant for correct coolant flow. This
affects the engine's operating temperature.
4. Inspect the radiator (if equipped) and the air-to-air Remove the water pump and check for damage to
aftercooler (if equipped). Make sure that the air the impeller. Also inspect the inside of the pump's
housing for scratches from the impeller.
flow is not restricted. Look for the following
conditions. Make corrections, if necessary: 10. Check the aftercooler.
• Bent fins A restriction of water flow through the aftercooler
can cause overheating. Check for debris or
• Debris between the folded cores deposits which restrict the free flow of water
through the aftercooler.
• Damaged fan blades
i04317197
5. Check the heat exchanger (if equipped) for internal
blockage. Make sure that the filters for the water
are not clogged.
Test Tools for the Cooling
System
The condition of the water that is circulated
through the heat exchanger can decrease the SMCS Code: 0781; 1350
effectiveness of the heat exchanger. Operating
with water that contains the following types of Table 17
debris will adversely affect the heat exchanger Tools Needed
system: silt, sediment, salt and algae. In addition,
Part Number Part Name Quantity
intermittent use of the engine will adversely affect
the heat exchanger system. 348-5430 Multi-Tool Gp 1

6. Check the pressure cap. 9S-8140 Pressurizing Pump 1

245-5829 Coolant/Battery Tester Gp 1

KENR5403 63
Cooling System

The 348-5430 Multi-Tool Gp can measure engine

rpm from a magnetic pickup. The magnetic pickup is
located in the flywheel housing. Refer to Tool
Making contact with a running engine can cause Operating Manual, NEHS1087 for the testing
burns from hot parts and can cause injury from procedure.
rotating parts.
The 348-5430 Multi-Tool Gp is also a photo-
When working on an engine that is running, avoid tachometer that is held by hand for general use. The
contact with hot parts and rotating parts. multi-tool can measure the engine speed by placing a
piece of reflective tape on the crankshaft pulley.

Steam or hot coolant can cause severe burns.

Do not loosen the filler cap or the pressure cap on
a hot engine.
Allow the engine to cool before removing the filler
cap or the pressure cap.

Illustration 75 g00286369
9S-8140 Pressurizing Pump

The 9S-8140 Pressurizing Pump is used to test the

filler caps. This pressurizing pump is also used to
pressure test the cooling system for leaks.

Illustration 74 g02167834
348-5430 Multi-Tool Gp

The 348-5430 Multi-Tool Gp is used in the

diagnosis of overheating conditions and in the Illustration 76 g00439083
diagnosis of overcooling conditions. This group can 245-5829 Coolant/Battery Tester Gp
be used to check temperatures in several different
parts of the cooling system. Refer to Tool Operating Check the coolant frequently in cold weather for the
Manual, NEHS1087, “ 348-5430 Multi-Tool Gp” for proper glycol concentration. Use the 245-5829
the testing procedure. Coolant/Battery Tester Gp in order to ensure
adequate freeze protection. The tester gives
The 348-5430 Multi-Tool Gp is used to check the air immediate, accurate readings. The tester can be
flow through the radiator core. Refer to Tool Operating used for antifreeze and coolants that contain ethylene
Manual, NEHS1087 for the test procedure for or propylene glycol.
checking the air flow through the radiator core.
The 348-5430 Multi-Tool Gp is used to check the
fan speed. Refer to Tool Operating Manual,
NEHS1087 for the testing procedure.
64 KENR5403
Cooling System

i05902893 Testing for Air and/or Exhaust Gas

Testing the Cooling System in the Coolant
Air and/or exhaust gas in the coolant causes foaming
SMCS Code: 1350-081 and aeration. Bubbles in the cooling system reduce
the heat transfer and the pump flow. Pockets of air or
Testing for Freeze Protection gas can prevent coolant from contacting parts of the
engine. The pockets allow hot spots to develop.
Table 18
Tools Needed Qty If the cooling system is not filled to the proper level,
air can be trapped in the system. Filling the cooling
245-5829 Coolant/Battery Tester Gp 1 system too quickly can also trap air in the system.
Leaks from components such as aftercoolers and
hoses can allow air to enter the system. The inlet of
the water pump is a potential location for the entry of
air.
To help prevent air from entering the cooling system,
fill the system slowly. The radiator cap must be
removed when filling the system from the bottom.
Make sure that all of the hoses and pipe connections
are secure.
If the cylinder head is loose or cracked, exhaust gas
can enter the cooling system. Exhaust gas can also
enter the cooling system through internal cracks and/
or defects in the cylinder head gasket.
Air and/or exhaust gas in the cooling system can
cause overheating. Use the following test to check for
the presence of air and/or exhaust gas in the coolant.
Illustration 77 g00439083
245-5829 Coolant/Battery Tester Gp 1. Make sure that the cooling system is filled to the
proper level.
Check the coolant frequently in cold weather for the
proper protection against freezing. Use the
245-5829 Coolant/Battery Tester Gp in order to
ensure adequate freeze protection. The tester gives
immediate, accurate readings. The tester can be
used for antifreeze/coolants that contain ethylene or
propylene glycol. The tester is also used to check the
condition of batteries (specific gravity). Instructions
are provided with the tester.

Making the Correct Antifreeze

Mixtures
Adding pure antifreeze as a makeup solution for the
cooling system top-off is an unacceptable practice.
Adding pure antifreeze increases the concentration of
antifreeze in the cooling system. Pure antifreeze
increases the concentration of the dissolved solids
and the undissolved chemical inhibitors in the cooling
system. Add the antifreeze and water mixture in the
same concentration as your cooling system. Refer to
the engine Operation and Maintenance Manual.

Testing the Supplemental Coolant

Additive and the Glycol Illustration 78 g00769076

Refer to the engine Operation and Maintenance 2. Remove the plug from the radiator (if equipped).
Manual for further information about testing the Install a hose into the hole for the plug.
cooling system.
3. Fill a clear container with water and place the other
end of the hose into the container.
KENR5403 65
Cooling System

4. Start the engine. Operate the engine until normal 4. Increase the pressure reading on the gauge to
operating temperature is reached. 20 kPa (3 psi) more than the pressure on the filler
cap.
5. Observe the end of the hose in the clear container.
5. Inspect the radiator, all connection points, and the
A bubble may rise occasionally from the hose. An
occasional bubble is normal. hoses for leaks.

Air and/or exhaust gas in the coolant is indicated If no leaks are found and the gauge reading remains
by a stream of bubbles. steady for a minimum of 5 minutes, the cooling
system is not leaking.
Testing the Radiator Fan (If If leaking is observed and/or the gauge reading
Equipped) decreases, make repairs, as needed.
Table 19
i05186670
Tools Needed Quantity

348-5430 Multi-Tool Gp 1 Coolant Temperature Sensor -

308-7264 Multitach Tool Gp 1 Test
SMCS Code: 7453-081
The 348-5430 Multi-Tool Gp and the 308-7264
Multitach Tool Gp are used together to check the fan If you suspect that the coolant temperature sensor is
speed. For instructions, refer to the Operating inaccurate, perform the following procedure:
Manual, NEHS1087 and Operating Manual,
NEHS0605. Required Tools
Table 21
Testing the Cooling System for Tools Needed Quantity
Leaks
2F-7112 Thermometer 1
Table 20
6B-5072 Reducing Bushing 1
Tools Needed Qty

9S-8140 Pressurizing Pump 1

Test Preparation
Use the following procedure in order to check the
cooling system for leaks:

Personal injury can result from escaping fluid

under pressure.

Personal injury can result from hot coolant, steam If a pressure indication is shown on the indicator,
and alkali. push the release valve in order to relieve pressure
before removing any hose from the radiator.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines to
heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
Cooling System Conditioner contains alkali.
Avoid contact with skin and eyes.

1. After the engine cools, carefully loosen the filler

cap in order to release the pressure from the
cooling system. Remove the filler cap.

2. Ensure that the cooling system is filled to the

correct level. Illustration 79 g00769081
Test location
3. Install the 9S-8140 Pressurizing Pump onto the (1) Plug
radiator filler tube.
66 KENR5403
Cooling System

1. Turn off the engine. 2. Heat water in a pan until the temperature of the
water is equal to the fully open temperature of the
2. Allow the engine to cool. water temperature regulator. Refer to
Specifications, “Water Temperature Regulator” for
3. Remove plug (1).
the fully open temperature of the water
4. Install the 6B-5072 Reducing Bushing and the temperature regulator. Stir the water in the pan.
2F-7112 Thermometer. This will distribute the temperature throughout the
pan.
5. Connect Cat ®Electronic Technician (ET) to the
service tool connector. 3. Hang the water temperature regulator in the pan of
water. The water temperature regulator must be
Test Procedure below the surface of the water. The water
temperature regulator must be away from the sides
Note: Ensure that the coolant level is at the correct and the bottom of the pan.
level before performing this test.
4. Keep the water at the correct temperature for ten
1. Start Cat ET.
minutes.
2. Start and run the engine until the temperature
5. After ten minutes, remove the water temperature
reaches the desired range according to the test
regulator. Immediately measure the opening of the
thermometer.
water temperature regulator. Refer to
3. Monitor the coolant temperature on Cat ET. Specifications, “Water Temperature Regulator” for
Monitor the coolant temperature on the test the minimum opening distance of the water
thermometer. temperature regulator at the fully open
temperature.
4. Compare the coolant temperature on Cat ET to
the coolant temperature on the test thermometer. If If the distance is less than the amount listed in the
the two measurements are about equal, the sensor manual, replace the water temperature regulator.
is okay. If the two measurements are not about
equal, there may be a problem with the sensor.
Install a new sensor and verify that the problem is
resolved.

i05183360

Water Temperature Regulator -

Test
SMCS Code: 1355-081; 1355-081-ON

Introduction
This procedure is intended to give information on
testing the water temperature regulator.

Test Procedure

Personal injury can result from escaping fluid

under pressure.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
before removing any hose from the radiator.

1. Remove the water temperature regulator from the

engine.
KENR5403 67
Basic Engine

Basic Engine

i01220459

Connecting Rod Bearings

SMCS Code: 1219-040
The connecting rod bearings fit tightly in the bore in
the rod. If the bearing joints are fretted, check the
bore size. This can be an indication of wear because
of a loose fit.
Connecting rod bearings are available with 0.63 mm Illustration 80 g00285686
(0.025 inch) and 1.27 mm (0.050 inch) smaller inside 1P-3537 Dial Bore Gauge Group
diameter than the original size bearing. These
bearings are for crankshafts that have been reground.
i04317277

i01220466
Cylinder Head
Main Bearings SMCS Code: 1100-040
SMCS Code: 1203-040 The cylinder heads have valve seat inserts, valve
guides, and bridge dowels that can be removed when
Main bearings are available with a larger outside the parts are worn or damaged. Refer to Disassembly
diameter than the original size bearings. These and Assembly for the replacement of these
bearings are available for the cylinder blocks with the components.
main bearing bore that is made larger than the bores'
original size. The size that is available has a 0.63 mm Valves
(0.025 inch) outside diameter that is larger than the
original size bearings. The removal and the installation of the valves is
easier with use of the 1P-3527 Valve Spring
Main bearings are available with 0.63 mm Compressor.
(0.025 inch) and 1.27 mm (0.050 inch) smaller inside
diameter than the original size bearing. These Valve Seat Inserts
bearings are for crankshafts that have been reground.
Use the 166-7441 Valve Seat Extractor Tool for the
removal and the installation of the valve seat inserts.
i01491831 Lower the temperature of the insert before the insert
is installed in the head.
Cylinder Block
SMCS Code: 1201-040 Valve Guides
The tools for the removal and for the installation of the
If the main bearing caps are installed without valve guides are the 5P-1729 Valve Guide Bushing
bearings, the bore in the block for the main bearings and the 7M-3975 Valve Guide Driver. The
can be checked. Tighten the nuts that hold the caps counterbore in the driver bushing installs the guide to
to the torque that is shown in the Specifications. the correct height.
Alignment error in the bores must not be more than
0.08 mm (0.003 inch). Refer to Special Instruction, Checking Valve Guide Bores
SMHS7606 for the use of the 1P-4000 Line Boring
Tool Group for the alignment of the main bearing Use the 5P-3536 Valve Guide Gauge Group in
bores. The 1P-3537 Dial Bore Gauge Group can be order to check the bore of the valve guides. Refer to
used to check the size of the bores. The Special the instructions that are included with the tool.
Instruction, GMG00981 is with the group.
68 KENR5403
Basic Engine

Table 23
Dimensions for Acceptable Cylinder Liner Projection with the
110-6991 Cylinder Head Gasket

Part Dimension Value

211-7826 Cylinder Block 12.65 ± 0.02 mm Z
Liner flange (0.498 ± 0.0001 inch)

12.31 ± 0.03 mm X
110-6994 Spacer Plate
(0.4846 ± 0.0012 inch)

12.33 ± 0.03 mm X
362-9677 Spacer Plate
(0.4854 ± 0.0012 inch)

0.21 ± 0.03 mm Y
144-5692 Plate Gasket (0.008 ± 0.001 inch)

0.06 mm (0.002 inch) to 0.20 mm

Allowable projection
(0.008 inch)

Introduction
Use this procedure to check the cylinder liner
Illustration 81 g00285313 projection out of the cylinder block and installed in the
5P-3536 Valve Guide Gauge Group cylinder block.
Reference: Refer to Reuse And Salvage Guidelines,
Bridge Dowels “Procedure to Salvage Top Decks of Cylinder Blocks
of 3500 Engines” for additional information about
Use a 5P-0944 Dowel Puller Group and a 5P-0942 reuse and/or salvage of the cylinder block.
Dowel Extractor. Remove the bridge dowels. Install a
new bridge dowel with a 6V-4009 Dowel Driver. This
dowel driver installs the bridge dowel to the correct Required Tools
height. Table 24
Tools Needed Quantity
i05186386
1U-9895 Crossblock 1
Cylinder Liner Projection 3H-0465 Push-Puller Plate 2

SMCS Code: 1216-082 8F-6123 Bolt (3/4-16 thread, 139.7 mm

(5.5.50 inch) long 2

Specifications 3B-1925 Washer (COPPER) 4

Table 22 1A-0075 Bolt (3/4-16 thread, 44.45 mm
(1.750 inch) long 4
Dimensions for Acceptable Cylinder Liner Projection with the
362-8264 Cylinder Head Gasket 8T-0455 Liner Projection Tool Group 1
Part Dimension Value 6V-7059 Micrometer 1
211-7826 Cylinder Block 12.65 ± 0.02 mm Z
Liner flange (0.498 ± 0.0001 inch)

12.33 ± 0.03 mm
Preparation
X
362-9677 Spacer Plate
(0.4854 ± 0.0012 inch) For checking the cylinder liner projection with the liner
12.31 ± 0.03 mm X out of the cylinder block, ensure that the following
110-6994 Spacer Plate surfaces are clean prior to measuring:
(0.4846 ± 0.0012 inch)

0.21 ± 0.03 mm Y • Cylinder liner flanges

144-5692 Plate Gasket (0.008 ± 0.001 inch)
• Spacer plate
0.08 mm (0.003 inch) to 0.15 mm
Allowable projection
(0.006 inch) • Spacer plate gasket
For checking the installed cylinder liner projection,
ensure that the following surfaces are clean prior to
measuring:
KENR5403 69
Basic Engine

• Top surface of the cylinder block

• Cylinder liner bores

• Cylinder liner flanges

• Spacer plates
• Spacer plate gasket

Cylinder Liner out of the Cylinder

Block - Check

Illustration 83 g01192749
Measuring the cylinder liner projection
(1) 3H-0465 Push-Puller Plate
(2) 1P-2403 Dial Indicator
(3) 1P-2402 Gauge Body
(4) 1A-0075 Bolt and 3B-1925 Washer (COPPER)
Illustration 82 g02247495 (5) Spacer plate
(6) 1U-9895 Crossblock

1. Use the 6V-7059 Micrometer to measure the

1. Install a new gasket and spacer plate (5) on the
thickness of the following items:
cylinder block.
• (X) Spacer Plate
2. Install the cylinder liner in the cylinder block without
• (Y) Spacer Plate Gasket seals or bands.

• (Z) Cylinder Liner Flange 3. Hold spacer plate (5) and the cylinder liner in
position according to the following procedure:
The cylinder liner projection depends on which
spacer plate is used. Refer to Table 22 or to a. Install four 3B-1925Washers (COPPER) and
Table 23 . four 1A-0075Bolts(4) around spacer plate (5).
Tighten the bolts evenly to a torque of 95 N·m
Note: To determine the cylinder liner projection, (70 lb ft).
subtract the thickness of the spacer plate and gasket
from the thickness of the cylinder liner flange. b. Install the following components: 1U-9895
2. Refer to Table 22 or to Table 23 for the correct Crossblock(6), two 3H-0465Push-Puller
value of your cylinder liner projection based on Plates(1) and two 8F-6123Bolts. Ensure that
your spacer plate. 1U-9895Crossblock(6) is in position at the
center of the cylinder liner. Ensure that the
Cylinder Liner Installed in the surface of the cylinder liner is clean. Tighten
the bolts evenly to a torque of 70 N·m (50 lb ft)
Cylinder Block - Check .
c. Check the distance from the bottom edge of
1U-9895Crossblock(6) to the top edge of
spacer plate (5). The vertical distance from
both ends of the 1U-9895Crossblock must be
equal.

4. Use 8T-0455 Liner Projection Tool Group(6) to

measure the cylinder liner projection.
70 KENR5403
Basic Engine

5. Mount 1P-2403 Dial Indicator(2) in 1P-2402

Gauge Body(3). Use the back of the 1P-5507
Gauge Block to zero dial indicator (2).

6. Refer to Table 22 or to Table 23 for the correct

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

7. Read the measurement on the outer flange of the

cylinder liner at four equally distant positions. Do
not read the measurement on the inner flange. The
maximum allowable difference between the high
measurements and the low measurements at four
positions around each cylinder liner is 0.05 mm
(0.002 inch). The maximum allowable difference
between the four measurements must not exceed
0.05 mm (0.002 inch) on the same cylinder liner.
Note: If the cylinder liner projection is not within
specifications, turn the cylinder liner to a different
position within the bore. Measure the projection
again. If the cylinder liner projection is not within Illustration 84 g00286049
specifications, move the cylinder liner to a different Checking face runout of the flywheel
bore. Inspect the top face of the cylinder block.
1. Refer to illustration 84 and install the dial indicator.
Note: When the cylinder liner projection is correct,
Always put a force on the crankshaft in the same
put a temporary mark on the cylinder liner and the
spacer plate. Be sure to identify the particular cylinder direction before the dial indicator is read. This will
liner with the corresponding cylinder. When the seals remove any crankshaft end clearance.
and the filler band are installed, install the cylinder
liner in the marked position. 2. Set the dial indicator to read 0.0 mm (0.00 inch).

3. Turn the flywheel at intervals of 90 degrees and

i02391235 read the dial indicator.

Flywheel - Inspect 4. Take the measurements at all four points. Find the
difference between the lower measurements and
SMCS Code: 1156-040
the higher measurements. This value is the runout.
Table 25 The maximum permissible face runout (axial
Tools Needed eccentricity) of the flywheel must not exceed
0.15 mm (0.006 inch).
Part Number Part Name Quantity

8T-5096 Dial Indicator Gp 1

Face Runout (Axial Eccentricity) of

the Flywheel
KENR5403 71
Basic Engine

Bore Runout (Radial Eccentricity)

of the Flywheel

Illustration 86 g00286058
Flywheel clutch pilot bearing bore

5. Take the measurements at all four points. Find the

difference between the lower measurements and
the higher measurements. This value is the runout.
The maximum permissible pilot bore runout of the
flywheel must not exceed 0.13 mm (0.005 inch).
Illustration 85 g01193057
i02391240
Checking bore runout of the flywheel
(1)
(2)
7H-1945 Holding Rod
7H-1645 Holding Rod
Flywheel Housing - Inspect
(3) 7H-1942 Dial Indicator SMCS Code: 1157-040
(4) 7H-1940 Universal Attachment
Table 26
1. Install the 7H-1942 Dial Indicator(3). Make an Tools Needed Quantity
adjustment of the 7H-1940 Universal Attachment
8T-5096 Dial Indicator Gp 1
(4) so that the dial indicator makes contact on the
flywheel.

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

Face Runout (Axial Eccentricity) of
the Flywheel Housing
3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator.
4. Take the measurements at all four points. Find the
difference between the lower measurements and
the higher measurements. This value is the runout.
The maximum permissible bore runout (radial
eccentricity) of the flywheel must not exceed
0.15 mm (0.006 inch).

Illustration 87 g00285931
Checking face runout of the flywheel housing

If you use any other method except the method that is

given here, always remember that the bearing
clearance must be removed in order to receive the
correct measurements.
72 KENR5403
Basic Engine

1. Fasten a dial indicator to the flywheel so the anvil

of the dial indicator will contact the face of the
flywheel housing.

2. Put a force on the crankshaft toward the rear

before the dial indicator is read at each point.

Illustration 90 g00285936

2. While the dial indicator is in the position at location

(C) adjust the dial indicator to 0.0 mm (0.00 inch).
Push the crankshaft upward against the top of the
bearing. Refer to the illustration 90 . Write the
measurement for bearing clearance on line 1 in
Illustration 88 g00285932
column (C).
Checking face runout of the flywheel housing
Note: Write the measurements for the dial indicator
3. Turn the flywheel while the dial indicator is set at with the correct notations. This notation is necessary
0.0 mm (0.00 inch) at location (A). Read the dial for making the calculations in the chart correctly.
indicator at locations (B), (C) and (D).
3. Divide the measurement from Step 2 by two. Write
4. The difference between the lower measurements this number on line 1 in columns (B) and (D).
and the higher measurements that are performed
at all four points must not be more than 0.38 mm 4. Turn the flywheel in order to put the dial indicator at
(0.015 inch), which is the maximum permissible position (A). Adjust the dial indicator to 0.0 mm
face runout (axial eccentricity) of the flywheel (0.00 inch).
housing.

Bore Runout (Radial Eccentricity)

of the Flywheel Housing

Illustration 91 g00285932
Checking bore runout of the flywheel housing

5. Turn the flywheel counterclockwise in order to put

the dial indicator at position (B). Write the
Illustration 89 g00285934
measurements in the chart.
Checking bore runout of the flywheel housing
6. Turn the flywheel counterclockwise in order to put
1. Fasten a dial indicator to the flywheel so the anvil the dial indicator at position (C). Write the
of the dial indicator will contact the bore of the measurement in the chart.
flywheel housing.
KENR5403 73
Basic Engine

7. Turn the flywheel counterclockwise in order to put Replace the damper if the damper is bent or
the dial indicator at position (D). Write the damaged. Replace the damper if the bolt holes are
measurement in the chart. oversize. Replacement of the damper is also needed
at the time of a crankshaft failure due to torsional
8. Add the lines together in each column. forces.

9. Subtract the smaller number from the larger

number in column B and column D. Place this
number on line III. The result is the horizontal
eccentricity (out of round). Line III in column C is
the vertical eccentricity.

Illustration 92 g00286046
Graph for total eccentricity
(1) Total vertical eccentricity
(2) Total horizontal eccentricity
(3) Acceptable value
(4) Unacceptable value

10. On the graph for total eccentricity, find the point of

intersection of the lines for vertical eccentricity and
horizontal eccentricity.

11. The bore is in alignment, if the point of

intersection is in the range that is marked
“Acceptable”. If the point of intersection is in the
range that is marked “Not acceptable”, the flywheel
housing must be changed.

i01220768

Vibration Damper
SMCS Code: 1205-535
Damage to the damper or failure of the damper will
increase vibrations. This will result in damage to the
crankshaft.
74 KENR5403
Air/Electric Starting System

Air/Electric Starting System 2. Check the electrical system by disconnecting the

leads from the control valve (1) at connector (2).
Set the multimeter in the “DCV” range. Measure
voltage across the disconnected leads that
connect to the starting switch.
i01433812
a. A voltage reading shows that the problem is in
General Information (Air/ the control valve (2) or the air starting motor.
Electric Starting System) Go to Step 2 of Air Side Of The Air System.

SMCS Code: 1450; 1451; 1462 b. A “ZERO” reading shows that the problem is
in the control switch or the problem is in the
This starting system uses an electric solenoid to
position an air valve in order to activate the air wires for the control switch.
starting motor. If the starting motor does not function, 3. Fasten the multimeter lead to the start switch at the
do the procedure that follows:
terminal for the wire from the battery. Fasten the
1. Check the indicator reading for the air pressure. other lead to a good ground.

2. If the reading is not acceptable then use a remote a. A “ZERO” reading indicates a broken circuit
source to charge the system. from the battery. With this condition, check the
circuit breaker and wiring.
3. If the reading is acceptable then open the main
tank drain valve for a moment. Verify the pressure b. The problem is in the control switch if either a
that is shown on the pressure indicator. Listen for voltage reading is found at the control switch
the sound of the high pressure from the discharge. or if a voltage reading is found in the wires
from the control switch to the control valve.
Electrical Side Of The Air System
Air Side Of The Air System
1. Move the start control switch in order to activate
the starting solenoids. Listen for the sound of the
engagement of the air starter motor pinion with the
flywheel gear.

a. If the sound of the engagement can be heard,

the problem is with the Air Side Of The Air
System. Proceed to the Air Side Of The Air
System.

b. If no sound of the engagement can be heard,

the problem could be with the Electrical Side
Of The Air System.

Illustration 94 g00286937
Air starting system (typical example)
(1) Control valve
(2) Connector
(3) Connection
(4) Air hose
(5) Relay valve

1. Activate the control switch. If the engagement of

the air starter motor pinion with the flywheel ring
gear can be heard then remove the small air hose
(4) from the top of the relay valve (5).

a. Full air pressure comes from the end of the air

Illustration 93 g00286936 hose (4) when the control switch is activated.
Control valve (typical example) The relay valve (5) is worn or the air starting
(1) Control valve motor is damaged.
(2) Connector
KENR5403 75
Air/Electric Starting System

b. If no air pressure comes from the end of the air

hose (4), then the problem is in the pinion nose
housing for the air starting motor.

2. The sound of the air starter motor pinion is not

heard when the control switch is activated. Voltage
was measured at the control valve. Remove the
other small air hose from the connection (3).

a. If no air comes from the end of the removed air

hose, the control valve (1) is worn.

b. If the air comes from the end of the removed

hose, then the problem is in the pinion nose
housing for the air starting motor.
76 KENR5403
Electrical System

Electrical System The 177-2330 Battery Analyzer will quickly test any
6 V or 12 V battery with a 50 to 4000 Cold Cranking
Amp (CCA), 65 to 5000 Cranking Amp (CA), or 6 to
500 Amp Hour (A-Hr) capacity.
The test can be completed in just 20 seconds and
i06050311
determines whether the battery is good.
Test Tools for the Electrical The 177-2330 Battery Analyzer features the
following:
System
SMCS Code: 0785 • Quickly and accurately test the condition of 6 V
and 12 V batteries (even discharged to as low as 1
Table 27 V). Checks for full state charge, condition of
Required Tools Qty battery, and battery voltage.

177-2330 Battery Analyzer 1 • Batteries can be tested in the machine or vehicle.

The battery does not have to be fully charged at
271-8590 Starting/Charging Analyzer Gp 1 the time of testing.
225-8266 Ammeter Tool Gp 1
• Saves time and money by allowing dealers to test
146-4080 the condition of a battery while the customer is
or Digital Multimeter Gp 1 present (works great for warranty claims).
257-9140
• Eliminates the need to charge and discharge a
Most of the tests for the electrical system can be done battery to test its condition.
on the engine. First, check that the insulation for the
wiring is in good condition. Ensure that the wire • Compensates for cold temperatures when testing
connections and cable connections are clean and batteries in extreme conditions.
tight. Check that the battery is fully charged. If the on-
engine test shows that a component is not functioning • Power-down feature prolongs battery life in the
properly, remove the component from the engine for analyzer.
more testing.
Note: Refer to Operating Manual, NEHS0764 for
Refer to Testing and Adjusting Electrical more complete information for the use of the
Components, REG00636 for complete specifications 177-2330 Battery Analyzer.
and test procedures for the components of the
starting circuit and the charging circuit.

177-2330Battery Analyzer

Illustration 95 g03717970
177-2330 Battery Analyzer
KENR5403 77
Electrical System

271-8590Starting/Charging 225-8266Ammeter Tool Gp

Analyzer Gp

Illustration 97 g01012117
225-8266 Ammeter Tool Gp

The 225-8266 Ammeter Tool Gp is a portable, self-

contained instrument that allows electrical current
measurements to be made without breaking the
circuit or without disturbing the insulation of a
conductor. A digital display is located on the ammeter
for displaying current measurements in a range from
1 to 1200 amperes. A 6V-6014 Cable can be
connected between the ammeter and a digital
multimeter in order to measure a current of less than
1 ampere.
A lever is used to open a jaw on the meter that
clamps on any conductor up to 23 mm (0.90 inch) in
Illustration 96 g01789234 diameter. The jaw of the meter closes around the
conductor for the current measurement. A dial is used
271-8590 Starting/Charging Analyzer Gp to set the appropriate range for the amperage
reading. A “HOLD” button on the meter allows the
The 271-8590 Starting/Charging Analyzer Gp is a latest reading to be sustained on the display. If a
portable, hand-held tool that is used to test the measurement is taken in a limited access area, the
condition of all 6, 8, and 12 V batteries, as well as 6, meter will retain the measurement data that is on the
8, 12, and 24 V battery packs. The tester can also be display until the user clears the data. Batteries are
used to test the starting and the charging system. The used to power the ammeter.
analyzer has a multifunction input for use with
multimeter probes that are an optional purchase. The Note: Refer to the ammeter's User's Guide for
analyzer also has a print function that is used with a complete information that is related to the use of the
printer that is an optional purchase. ammeter. This guide is packaged with the unit.
Note: Refer to Operating Manual, NEHS0973 for
more complete information for the use of the
271-8590 Starting/Charging Analyzer Gp.
78 KENR5403
Electrical System

146-4080Digital Multimeter Gp i01305428

Battery
SMCS Code: 1401-081

Never disconnect any charging unit circuit or bat-

tery circuit cable from the battery when the charg-
ing unit is operated. A spark can cause an
explosion from the flammable vapor mixture of
hydrogen and oxygen that is released from the
electrolyte through the battery outlets. Injury to
personnel can be the result.

The battery circuit is an electrical load on the

charging unit. The load is variable because of the
condition of the charge in the battery.

NOTICE
The charging unit will be damaged if the connections
Illustration 98 g01015638
between the battery and the charging unit are broken
while in operation. Damage occurs because the load
146-4080 Digital Multimeter Gp from the battery is lost and because there is an in-
crease in charging voltage. High voltage will damage
The 146-4080 Digital Multimeter Gp is a portable
the charging unit, the regulator, and other electrical
instrument that has a digital display. This multimeter
is case hardened with a rubber protector cover that components.
provides extra protection against damage in field
applications. The 146-4080 Digital Multimeter Gp Use the 4C-4911 Battery Load Tester in order to test
can be used to perform the following measurements: a battery that does not maintain a charge when the
battery is active. Refer to Operating Manual,
• Amperage SEHS9249 for detailed instruction on the use of the
4C-4911 Battery Load Tester. See Special
• Capacitance Instruction, SEHS7633 for the correct procedure and
for the specifications to use when you test the
• Frequency batteries.
• Pulse Width Modulation (PWM)
i01487719
• Resistance
• Temperature
Charging System
SMCS Code: 1406-081
• Voltage
The condition of charge in the battery at each regular
The multimeter has an instant ohms indicator that inspection will indicate whether the charging system
permits the checking of continuity for fast circuit operates correctly. An adjustment is necessary when
inspection. Temperature measurements can be taken the battery is constantly in a low condition of charge
by using the adapter for type K thermocouples. An or a large amount of water is needed. A large amount
RS-232interface adaptor can be used to interface of water would be more than one ounce of water per
with other electronic tools and displays. cell per week or per every 100 service hours.
Note: Refer to multimeter's Operator's Manual for When it is possible, test the charging unit and the
complete information that is related to the use of the voltage regulator on the engine. Use wiring and
multimeter. This manual is packaged with the unit. components that are a permanent part of the system.
This testing will give an indication of needed repair.
After repairs are made, perform a test in order to
prove that the units have been repaired to the original
condition of operation.
To check for correct output of the alternator, see the
Specifications module.
KENR5403 79
Electrical System

For complete service information, refer to Service Tightening the Alternator Pulley
Manual Module, SENR7503, “Delco-Remy Bulletin
1G-255”. This module is part of Service Manual, Nut
REG00636.
Before the start of on-engine testing, the charging
system and the battery must be checked according to
the following steps.

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

Gr) of the full charge. The battery must be held
tightly in place. The battery holder must not put too
much stress on the battery.

2. Cables between the battery, the starter, and the

engine ground must be the correct size. Wires and
cables must be free of corrosion. Wires and cables
must have cable support clamps in order to
prevent stress on battery connections (terminals).

3. Leads, junctions, switches, and panel instruments

that have direct relation to the charging circuit
provide correct circuit control.

4. Inspect the drive components for the charging unit

in order to be sure that the components are free of Illustration 99 g01192754

grease and oil. Be sure that the drive components Tools for tightening the alternator pulley nut
have the ability to operate the charging unit. (1) 8T-9293 Torque Wrench
(2) 261-0444 Adapter (1/2 inch female to 3/8 inch male)
(3) 2P-8267 Socket Assembly
i04331781 (4) 8H-8517 Combination Wrench (1-1/8 inch)
(5) 8T-5314 Socket
Alternator Regulator Tighten the nut that holds the pulley with the tools
SMCS Code: 1405-081 shown. Refer to the Specifications module for the
torque.
The charging rate of the alternator should be checked
when an alternator is charging the battery too much. i04641151
The charging rate of the alternator should be checked
when an alternator is not charging the battery
enough. Make reference to the Specifications module Electric Starting System
in order to find all testing specifications for the SMCS Code: 1450-081
alternators and regulators.
Use the multimeter in the DCV range to find the
No adjustment can be made in order to change the starting system components which do not function.
rate of charge on the alternator regulators. If the rate
of charge is not correct, a replacement of the Move the start control switch in order to activate the
regulator is necessary. starting solenoids. The starting solenoid operation
can be heard as the pinions of the starting motors are
engaged with the ring gear on the engine flywheel.
If a solenoid for a starting motor will not operate, the
current from the battery may not have reached the
solenoid. Fasten one lead of the multimeter to the
connection (terminal) for the battery cable on the
solenoid. Put the other lead to a good ground. A zero
reading indicates that there is a broken circuit from
the battery. More testing is necessary when there is a
voltage reading on the multimeter.
80 KENR5403
Electrical System

The solenoid operation also closes the electric circuit

to the motor. Connect one lead of the multimeter to
the solenoid connection (terminal) that is fastened to
the motor. Fasten the other lead to a good ground.
Activate the starting solenoid and look at the
multimeter. A reading of the battery voltage shows
that the problem is in the motor. The motor must be
removed for further testing. A zero reading on the
multimeter shows that the solenoid contacts do not
close. Repair the solenoid if the contacts do not
close. The clearance for the starter motor pinion gear
may also need adjusting.
Perform a test. Fasten one multimeter lead to the
connecting (terminal) for the small wire to the
solenoid and fasten the other lead to the ground.
Look at the multimeter and activate the starting
Illustration 100 g01192756
solenoid. A voltage reading shows that the problem is
in the solenoid. A zero reading indicates that the Connection for checking pinion clearance
problem is in the start switch or in the wires for the (1) Ground terminal
start switch. (2) SW terminal
(3) Connector
Fasten one multimeter lead to the start switch at the
connection (terminal) for the wire from the battery.
Fasten the other lead to a good ground. A zero 1. Install the solenoid without connector (3) from the
reading indicates a broken circuit from the battery. MOTOR connections (terminal) on the solenoid to
Check the circuit breaker and wiring. If there is a the motor.
voltage reading, the problem is in the start switch or in
the wires for the start switch. 2. Connect a battery, that has the same voltage as
the solenoid, to “SW” terminal (2).
Starting motors that operate too slowly can have an
overload because of too much friction in the engine 3. Connect the other side of the battery to connector
that is being started. Slow operation of the starting
motors can also be caused by the following (3).
conditions:
4. For a moment, connect a wire from the solenoid
• A short circuit connection (terminal), which is marked “MOTOR” ,
to the ground connection (terminal). The pinion will
• Loose connections shift to the crank position and the pinion will stay
there until the battery is disconnected.
• Dirt in the motors

i02388967

Pinion Clearance Adjustment

SMCS Code: 1454-025
When the solenoid is installed, make an adjustment
of the pinion clearance. The adjustment can be made
with the starting motor removed.

Illustration 101 g01192757

Pinion clearance adjustment
(4) Shaft nut
(5) Pinion
(6) Pinion Clearance

5. Push the pinion toward the end with the

commutator in order to remove free movement.
6. Pinion clearance (6) must be 9.1 mm (0.36 inch).
KENR5403 81
Electrical System

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

plug and turn shaft nut (4).
82 KENR5403
Index Section

Index
Numerics Cooling System Operation (Jacket Water
Aftercooled) ................................................... 26
100 Hour Free Configuration on Engine
Crankcase Pressure........................................ 51
Start-up .......................................................... 10
Crankshaft ....................................................... 29
Crankshaft Position for Fuel Injector
A Adjustment and Valve Lash Setting ......... 48–49
Cylinder Block.................................................. 67
Aftercooler (Jacket Water Aftercooler)............. 19
Cylinder Block, Liners and Heads ................... 28
Air Inlet and Exhaust System......................18, 51
Cylinder Head.................................................. 67
Air Inlet and Exhaust System Operation.......... 18
Bridge Dowels.............................................. 68
Air Starting System.......................................... 31
Checking Valve Guide Bores ....................... 67
Air/Electric Starting System ............................. 74
Valve Guides................................................ 67
Alternator Regulator ........................................ 79
Valve Seat Inserts ........................................ 67
Tightening the Alternator Pulley Nut ............ 79
Valves .......................................................... 67
Cylinder Liner Projection ................................. 68
B Cylinder Liner Installed in the Cylinder Block -
Check ......................................................... 69
Basic Engine...............................................28, 67 Cylinder Liner out of the Cylinder Block -
Battery ............................................................. 78 Check ......................................................... 69
Introduction .................................................. 68
C Preparation .................................................. 68
Required Tools ............................................. 68
Calibration ....................................................... 36 Specifications............................................... 68
Calibration for Electronic Injection Timing with
the Electronic Service Tool......................... 36
Camshaft ......................................................... 30 D
Camshaft Timing.............................................. 43 Duplex Oil Filter - Adjust .................................. 59
Adjustment Procedure ................................. 44
Introduction .................................................. 43
Required Tools ............................................. 43 E
Specifications............................................... 43
ECM Hour Increment Adjustment.................... 13
Timing Check Preparation ........................... 43
ECM Total Fuel Consumption Adjustment
Timing Check Procedure ............................. 43
(Diesel Fuel)................................................... 13
CAN Data Link ................................................... 8
Electric Starting System .................................. 79
Cat Data Link ..................................................... 7
Electrical System ........................................33, 76
Charging System ........................................34, 78
Electrical System Operation ............................ 33
Alternator ..................................................... 34
Power Distribution Panel.............................. 33
Checking Engine Cylinders ............................. 39
Power Supply............................................... 33
Checking Engine Cylinders with an
Electronic Circuits............................................ 33
Electronic Service Tool .................................. 39
Electronic Control Module (ECM) ...................... 8
Cold Cylinder Cutout ......................................... 5
Electronic Control System ............................6, 36
Configuration Parameters................................ 36
Electronic Control System Operation ................ 6
Connecting Rod Bearings................................ 67
Electronic Controls......................................... 7
Coolant Temperature Sensor - Test ................. 65
Fuel Injection.................................................. 7
Required Tools ............................................. 65
Passwords ..................................................... 7
Test Preparation........................................... 65
Programmable Parameters............................ 7
Test Procedure............................................. 66
Engine Governing - Adjust............................... 37
Cooling System ..........................................26, 61
Gain Explanations........................................ 37
KENR5403 83
Index Section

Programming Governor Gain Parameters ... 37 Test Procedure - Transfer Pump and Fuel
Tuning Procedure ........................................ 37 Manifold Pressure ...................................... 41
Engine Monitoring System................................11 Fuel Rate Scaling (Fuel Correction Factor)
ECM ..............................................................11 (Diesel Fuel)................................................... 12
Engine Instrument Panel...............................11 Fuel Ratio Control............................................ 39
Engine Oil Pressure - Test ............................... 56 Fuel System................................................15, 39
Engine Oil Pressure is High............................. 59 Fuel System Inspection ................................... 39
Engine Oil Pressure is Low.............................. 58 Fuel System Operation.................................... 15
Crankcase Oil Level..................................... 58 General Information ..................................... 15
Oil Filter Bypass Valve ................................. 58 Secondary Fuel Filter................................... 15
Piston Cooling Jets ...................................... 59 Fumes Disposal System.................................. 25
The Oil Pump Does Not Work Correctly ...... 58
Too Much Clearance At Engine Bearings Or
Open Lubrication System........................... 58 G
Engine Operation............................................... 5 General Information (Air/Electric Starting
Engine Speed Sensor...................................... 35 System).......................................................... 74
Excessive Bearing Wear - Inspect................... 57 Air Side Of The Air System .......................... 74
Excessive Engine Oil Consumption - Inspect.. 58 Electrical Side Of The Air System................ 74
Engine Oil Leaks into the Combustion Area of General Information (Cooling System) ............ 61
the Cylinders .............................................. 58 General Information (Fuel System) (Diesel) .... 39
Engine Oil Leaks on the Outside of the Engine General Information (Lubrication System)....... 56
................................................................... 58 Grounding Practices ........................................ 33
Exhaust Monitoring.......................................... 13

H
F
Histogramming ................................................ 12
Finding the Top Center Position for the No.
1 Piston.......................................................... 42
Check Preparation ....................................... 42 I
Introduction .................................................. 42 Important Safety Information ............................. 2
Required Tools ............................................. 42 Increased Engine Oil Temperature - Inspect ... 58
Flywheel - Inspect............................................ 70 Indicators for Engine Oil Pressure................... 59
Bore Runout (Radial Eccentricity) of the
Flywheel..................................................... 71
Face Runout (Axial Eccentricity) of the L
Flywheel..................................................... 70 Load Feedback Capability (Marine
Flywheel Housing - Inspect ............................. 71 Propulsion Only) .............................................. 9
Bore Runout (Radial Eccentricity) of the 4 to 20 mA Output ........................................ 10
Flywheel Housing....................................... 72 Lubrication System .....................................23, 56
Face Runout (Axial Eccentricity) of the Lubrication System Operation ......................... 23
Flywheel Housing....................................... 71
Fuel Injector..................................................... 17
Fuel Injector Adjustment.................................. 46 M
Fuel Injector Mechanism ................................. 16 Main Bearings.................................................. 67
Fuel Pressure (Diesel System)........................ 40 Measuring Exhaust Temperature..................... 51
Introduction .................................................. 40 Measuring Inlet Manifold Pressure .................. 51
Required Tools ............................................. 40 Monitoring System Parameters ....................... 36
Specifications............................................... 40
Test Preparation - Fuel Manifold Pressure... 40
Test Preparation - Fuel Transfer Pump O
Pressure..................................................... 41
Output for the General System Alarm.............. 12
84 KENR5403
Index Section

P Valve Lash Adjustment ................................ 54

Valve Mechanism ............................................ 20
Pinion Clearance Adjustment .......................... 80
Type 1 .......................................................... 20
Pistons, Rings and Connecting Rods (One-
Type 2 .......................................................... 20
Piece Piston).................................................. 28
Vibration Damper............................................. 73
Pistons, Rings and Connecting Rods (Two-
Visual Inspection ............................................. 61
Piece Piston).................................................. 29
Protection Override Switch .............................. 12
W
R Water Temperature Regulator - Test................ 66
Introduction .................................................. 66
Restriction of Air Inlet and Exhaust.................. 51
Test Procedure............................................. 66

S
Separate Circuit Cooling System..................... 27
Starting System ............................................... 34
Starting Motor............................................... 35
Starting Motor Protection ............................. 35
Starting solenoid .......................................... 34
System Configuration Parameters................... 10
Systems Operation Section............................... 5

T
Table of Contents............................................... 3
Test Tools for the Cooling System ................... 62
Test Tools for the Electrical System ................. 76
146-4080 Digital Multimeter Gp ................. 78
177-2330 Battery Analyzer ........................ 76
225-8266 Ammeter Tool Gp....................... 77
271-8590 Starting/Charging Analyzer Gp.. 77
Testing and Adjusting Section ......................... 36
Testing the Cooling System ............................. 64
Making the Correct Antifreeze Mixtures....... 64
Testing for Air and/or Exhaust Gas in the
Coolant....................................................... 64
Testing for Freeze Protection....................... 64
Testing the Cooling System for Leaks.......... 65
Testing the Radiator Fan (If Equipped) ........ 65
Testing the Supplemental Coolant Additive
and the Glycol ............................................ 64
Turbocharger ................................................... 21
Center Mounted ........................................... 22
Rear Mounted .............................................. 21

V
Valve Lash and Valve Bridge Adjustment........ 52
Installation.................................................... 53
Valve Bridge Adjustment.............................. 52
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