evaluacion motor 3306 generator set 85z03764-up(sebp2007 - 39) - sistemas y componentes

30/07/12 10:173306 Generator Set 85Z03764-UP(SEBP2007 - 39) - Sistemas y componentes

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Producto: GEN SET ENGINEModelo: 3306 GEN SET ENGINE 85Z11827Configuración: 3306 Generator Set 85Z03764-UP

Pruebas y AjustesPruebas y Ajustes 3304B & 3306B GENERATOR SET ENGINES3304B & 3306B GENERATOR SET ENGINESNúmero de medio -SENR2797-02Número de medio -SENR2797-02 Fecha de publ icación -01/04/1988Fecha de publ icación -01/04/1988 Fecha de actual ización -11/10/2001Fecha de actual ización -11/10/2001

Testing and Adjusting

TroubleshootingTroubleshooting can be difficult. The Troubleshooting Index gives a list of possible problems. To make arepair to a problem, make reference to the cause and correction on the pages that follow.

This list of problems, causes and corrections will only give an indication of where a possible problemcan be, and what repairs are needed. Normally, more or other repair work is needed beyond therecommendation in the list.

Remember that a problem is not normally caused only by one part, but by the relation of one part withother parts. This list is only a guide and cannot give all possible problems and corrections. Theserviceman must find the problem and it source, then make the necessary repairs.

Troubleshooting Index1. Engine Will Not Turn When Start Switch Is On.2. Engine Will Not Start.3. Misfiring Or Running Rough.4. Stall At Low rpm.5. Sudden Changes In Engine rpm.6. Not Enough Power.7. Too Much Vibration.8. Loud Combustion Noise.9. Loud Noise (Clicking) From Valve Compartment.10. Oil In Cooling System.11. Mechanical Noise (Knock) In Engine.12. Fuel Consumption Too High.13. Loud Noise From Valves Or Valve Operating Components.14. Little Movement Of Rocker Arm And Too Much Valve Clearance.15. Valve Rotocoil Or Spring Lock Is Free.16. Oil At The Exhaust.17. Little Or No Valve Clearance.18. Engine Has Early Wear.



19. Coolant In Lubrication Oil.20. Too Much Black Or Gray Smoke.21. Too Much White Or Blue Smoke.22. Engine Has Low Oil Pressure.23. Engine Uses Too Much Lubrication Oil.24. Engine Coolant Is Too Hot.25. Exhaust Temperature Is Too High.26. Starter Motor Does Not Turn.27. Alternator Gives No Charge.28. Alternator Charge Rate Is Low Or Not Regular.29. Alternator Charge Is Too High.30. Alternator Has Noise.31. Shutoff Solenoid Does Not Stop Engine.

Problem 1: Engine Crankshaft Will Not Turn When Start Switch Is On

Probable Cause:

1. Battery Has Low Output:

Make Reference to Problem 27.

2. Wires Or Switches Have Defect:


3. Starter Motor Solenoid Has A Defect:


4. Starter Motor Has A Defect:


5. Inside Problem Prevents Engine Crankshaft From Turning:

If the crankshaft cannot be turned after the drive equipment is disconnected, remove the fuelnozzles and check for fluid in the cylinders while the crankshaft is turned. If fluid in the cylindersis not the problem, the engine must be disassembled to check for other inside problems. Some ofthese inside problems are bearing seizure, piston seizure, wrong pistons installed in the engine, andvalves making contact with pistons.

Problem 2: Engine Will Not Start

Probable Cause:

1. Slow Cranking Speed:

Make reference to Problem 27.

2. No Fuel In The Housing For The Fuel Injection Pumps:

Fill the housing for the fuel injection pumps with fuel with the priming pump. Remove the air with



the bleed valve.

3. Dirty Fuel Filter:

Install new fuel filter.

4. Dirty or Broken Fuel Lines:

Clean or install new fuel lines as necessary.

5. No Fuel To Cylinders:

Put fuel in fuel tank. "Prime" (remove the air and/or low quality fuel from the fuel system).

6. Bad Quality Fuel:

Remove the fuel from the fuel tank. Install a new fuel filter element. Put a good grade of clean fuelin the fuel tank.

7. Fuel Has "Cloud Point" Higher Than Atmospheric Temperature ("Cloud Point" = TemperatureWhich Makes Wax Form In Fuel):

Drain the fuel tank lines, and fuel injection pump housing. Change the fuel filter. Fill the tank withfuel which has the correct "cloud point" and remove the air from the system with the primingpump.

8. Wrong Fuel Injection Timing:

Make adjustment to timing.

9. Overfueling Spring Not Inltalled:

Install overfueling spring.

Problem 3: Misfiring Or Running Rough

Probable Cause:

1. Air In The Fuel System:

Find air leak in the fuel system and correct. Remove air from fuel system. See Fuel System inTesting and Adjusting.

2. Fuel Pressure is Low:

Make sure there is fuel in the fuel tank. Look for leaks or bad bends in the fuel line between fueltank and fuel transfer pump. Look for air in the fuel system. Check fuel pressure at the fuelinjection pump housing. If fue pressure at high idle is lower than 105 kPa (15 psi), install a newfilter element. If fuel pressure is still low, check the pumping spring and the check valves in thefuel transfer pump.

3. Leak or Break in Fuel Line Between Injection Pump and Injection Valve:

Install a new fuel line.



4. Defect in Fuel Injection Valve(s) or Injection Pump(s):

Run engine at rpm that gives maximum misfiring or rough running. Then loosen a fuel line nut onthe injection valve for each cylinder, one at a time. Find the cylinder where loosening the fuel linenut does not change the way the engine runs. Test the injection pump and injection valve for thatcylinder. Install new parts where needed.

5. Fuel System Not Timed Correctly to Engine:

Make adjustment to timing if necessary.

6. Wrong Valve Clearance:

Make adjustment, See the Subject Valve Clearance in Testing and Adjusting.

7. Bent or Broken Push Road:

Replacement of push rod is necessary.

8. Worn Valve Seat or Face of Valve:

Reconditioning of cylinder head is needed.

Problem 4: Stall At Low rpm

Probable Cause:

1. Idle rpm Too Low:

Make adjustments to governor so idle rpm is the same as given in the Fuel Setting And RelatedInformation Fiche.

2. Defect in Fuel Injection Valve(s) or Fuel Injection Pump(s):

Run engine at rpm that gives maximum misfiring or rough running. Then loosen a fuel line nut onthe injection pump for each cylinder, one at a time. Find the cylindr where loosening the fuel linenut does not change the way the engine runs. Test the injection pump and injection valve for thatcylinder. Install new parts where needed.

Problem 5: Sudden Changes In Engine Speed (rpm)

Probable Cause:

1. Failure of Governor or Fuel Injection Pump:

Look for damaged or broken springs, linkage or other parts. Remove the governor. Check for freetravel of the fuel rack. Be sure fuel injection pumps are installed correctly. Check for correctgovernor spring. Install new parts for those that have damage or defects.

Problem 6: Not Enough Power

Probable Cause:



1. Air In The Fuel System:

Find air leak in the fuel system and correct. Remove air from fuel system. See FUEL SYSTEM inTesting and Adjusting.

2. Fuel Pressure Is Low:

Make sure there is fuel in the fuel tank. Look for leaks, or bad bends, in the fuel line between fueltank and fuel transfer pump. Look for air in the fuel system. Check fuel pressure at the fuelinjection pump housing. If fuel pressure at high idle is lower than 105 kPa (15 psi), install a newfuel filter element. If fuel pressure is still low, check the pumping spring and the check valves inthe fuel transfer pump.



4. Constant Bleed Valve Stays Open or Closed:

Install new parts if needed.

5. Leaks in Air Inlet System:

Check the pressure in the air inlet manifold. Look for restrictions in the air cleaner.

6. Governor Linkage:

Make adjustment to get full travel of linkage. Install new parts for those that have damage ordefects.

7. Wrong Valve Clearance:

Make adjustment, See the Subject Valve Clearance in Testing and Adjusting


Run engine at rpm that gives maximum misfiring or rough running. Then loosen a fuel line nut onthe injection pump for each cylinder, one at a time. Find the cylinder where loosening the fuel linenut does not change the way the engine runs. Test the injection pump and injection valve for thatcylinder. Install new parts where needed.



10. Fuel Setting Too Low:

Make reference to the Fuel Setting And Related Information Fiche.

11. Turbocharger Has Carbon Deposits or Other Causes of Friction:

Make inspection and repair of turbocharger as necessary.



Problem 7: Too Much Vibration

Probable Cause:

1. Loose Bolt in Nut Holding Pulley or Damper:

Tighten bolt or nut.

2. Pulley or Damper Has A Defect:

Install a new pulley or damper.

3. Fan Blade Not in Balance:

Loosen or remove fan belts and operate engine for a short time at the rpm that the vibration waspresent. If vibration is not still present, make a replacement of the fan assembly.

4. Engine Supports Are Loose, Worn, or Have a Defect:

Tighten all mounting bolts. Install new components if necessary.

5. Misfiring or Running Rough:

Make reference to Problem 3:

Problem 8: Loud Combustion Noise (Knock)

Probable Cause:




Run engine at rpm that gives maximum combustion noise. Then loosen a fuel line nut on theinjection pump for each cylinder, one at a time. Find the cylinder where loosening the fuel line nutstops the combustion noise. Test the injection pump and injection valve for that cylinder. Installnew parts where needed.



Problem 9: Loud Noise (Clicking) From Valve Compartment

Probable Cause:

1. Damage to Valve Spring(s) or Locks:

Install new parts where necessary. Locks with defects can cause the valve to slide into thecylinder. This will cause much damage.



2. Not Enough Lubrication:

Check lubrication in valve compartment. There must be a strong flow of oil at engine high rpm,but only a small flow of oil at low rpm. Oil passages must be clean, especially those sending oil tothe cylinder head.

3. Too Much Valve Clearance:

Make adjustment. See the Subject Valve Clearance in Testing and Adjusting.

4. Damage to Valves:

Make a replacement of the valve(s) and make an adjustment as necessary.

Problem 10: Oil In Cooling System

Probable Cause:

1. Defect In Core of Oil Cooler:

Install a new core in the oil cooler.

2. Defect in Head Gasket:

Install a new head gasket.

Problem 11: Mechanical Noise (Knock) In Engine

Probable Cause:

1. Failure of Bearing For Connecting Rod:

Inspect the bearing for the connecting rod and the bearing surface on the crankshaft. Install newparts when necessary.

2. Damage to Timing Gears:

Install new parts where necessary.

3. Damage to Crankshaft:

Make replacement of the crankshaft.

Problem 12: Fuel Consumption Too High

Probable Cause:

1. Fuel System Leaks:

Large changes in fuel consumption may be the result. Inspect the fuel system for leaks and makerepairs as necessary.

2. Fuel and Combustion Noise (Knock):



Small increases in fuel consumption may be the result of fuel nozzles with defects, rough running,or factors causing loss of power. See Problem 3 and Problem 6:


Make an adjustment to fuel injection timing.

Problem 13: Loud Noise From Valves Or Valve Drive Components

Probable Cause:

1. Damage to Valve Spring(s):

Make replacement of parts with damage.

2. Damage to Camshaft:

Make replacement of parts with damage. Clean engine thoroughly.

3. Damage to Valve Lifter:

Clean engine thoroughly. Make a replacement of the camshaft and valve lifters. Look for valvesthat do not move freely. Make an adjustment to valve clearance. See the Subject Valve Clearancein Testing and Adjusting.

4. Damage to Valve(s):

Make a replacement of the valve(s) and make an adjustment as necessary.

Problem 14: Little Movement Of Rocker Arm And Too Much Valve Clearance

Probable Cause:

1. Too Much Valve Clearance:

Make adjustment. See the Subject Valve Clearance in Testing and Adjusting.

2. Not Enough Lubrication:

Check lubricant in valve compartment. There must be a strong flow of oil at engine high rpm, butonly a small flow at low rpm. Oil passages must be clean, especially those sending oil to thecylinder head.

3. Rocker Arm Worn at Face That Makes Contact With Valve:

If there is too much wear, install new rocker arms. Make adjustment of valve clearance, see theSubject Valve Clearance in Testing and Adjusting.

4. End of Valve Stem Worn:

If there is too much wear, install new valves. Make adjustment of valve clearance, see the SubjectValve Clearance in Testing and Adjusting.

5. Worn Push Rods:



If there is too much wear, install new push rods. Make adjustment of valve clearance, see theSubject Valve Clearance in Testing and Adjusting.

6. Valve Lifters Worn:

If there is too much wear, install new valve lifters. Make adjustment of valve clearance, see theSubject Valve Clearance in Testing and Adjusting.

7. Damage to Valve Lifters:

Install new valve lifters. Check camshaft for wear. Check for free movement of valves or bentvalve stem. Clean engine thoroughly. Make adjustment of valve clearance, see the Subject ValveClearance in Testing and Adjusting.

8. Worn Cams on Camshaft:

Check valve clearance. Check for free movement of valves or bent valve stems. Check for valvelifter wear. Install a new camshaft. Make adjustment of valve clearance, see the Subject ValveClearance in Testing and Adjusting.

Problem 15: Valve Rotocoil Or Spring Lock Is Free

Probable Cause:

1. Damage to Locks:

Locks with damage can cause the valve to fall into the cylinder. This will cause much damage.

2. Damage to Valve Spring(s):

Install new valve spring(s).

Problem 16: Oil At The Exhaust

Probable Cause:

1. Too Much Oil in the Valve Compartment:

Look at both ends of the rocker arm shaft. Be sure that there is a plug in each end.

2. Worn Valve Guides:

Reconditioning of the cylinder head is needed.

3. Worn Piston Rings:

Inspect and install new parts as needed.

4. Running Engine Too Long At Low Idle:

Don't let the engine run for long periods of time at low idle.

Problem 17: Little Or No Valve Clearance


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Probable Cause:

1. Worn Valve Seat or Face of Valve:

Reconditioning of cylinder head is needed. Make adjustment of valve clearance. See the SubjectValve Clearance in Testing and Adjusting.

Problem 18: Engine Has Early Wear

Probable Cause:

1. Dirt in Lubrication Oil:

Remove dirty lubrication oil. Install a new oil filter element. Put clean oil in the engine.

2. Air Inlet Leaks:

Inspect all gaskets and connections. Make repairs if leaks are present.

3. Fuel Leakage Into Lubrication Oil:

This will cause high fuel consumption and low engine oil pressure. Make repairs if leaks arepresent. Install new parts where needed.

Problem 19: Coolant In Lubrication Oil

Probable Cause:

1. Failure of Oil Cooler Core:

Install a new core for the oil cooler.

2. Failure of Cylinder Head Gasket:

Install a new cylinder head gasket. Tighten the bolts holding the cylinder head, according toSpecifications.

3. Crack or Defect in Cylinder Head:

Install a new cylinder head.

4. Crack or Defect in Cylinder Block:

Install a new cylinder block.

5. Failure of Seals for Cylinder Liners:

Make a replacement of the seals.

Problem 20: Too Much Black Or Gray Smoke

Probable Cause:

1. Not Enough Air For Combustion:



Check air cleaner for restrictions. Check inlet manifold pressure. Inspect turbocharger for correctoperation.

2. Bad Fuel Injection Nozzle(s):

Test all nozzles. Install new nozzles if test shows replacement is needed.



Problem 21: Too Much White Or Blue Smoke

Probable Cause:

1. Too Much Lubrication Oil in Engine Remove extra oil:

Find where extra oil comes from. Put correct amount of oil in engine. Do not put too much oil inengine.

2. Misfiring or Running Rough:

Make Reference to Problem 3:




Reconditioning of cylinder head is needed.

5. Worn Piston Rings:

Install new piston rings.

6. Failure of Turbocharger Oil Seal:

Check inlet manifold for oil and make repair to turbocharger if necessary.

Problem 22: Engine Has Low Oil Pressure

Probable Cause:

1. Defect in Oil Pressure Gauge:

Install new gauge.

2. Dirty Oil Filter or Oil Cooler:

Check the operation of bypass valve for the filter. Install new oil filter elements if needed. Clean orinstallnew oil cooler core. Remove dirty oil from engine. Put clean oil in engine.



3. Diesel Fuel in Lubrication Oil:

Find the place where diesel fuel gets into the lubrication oil. Make repairs as needed. Remove thelubrication oil that has diesel fuel in it. Install a new oil filter element. Put clean oil in the engine.

4. Too Much Clearance Between Rocker Arm Shaft and Rocker Arms:

Check lubrication in valve compartment. Install new parts as necessary.

5. Oil Pump Suction Pipe Has A Defect:

Replacement of pipe is needed.

6. Relief Valve for Oil Pump Does Not Operate Correctly:

Clean valve and housing. Install new parts as necessary.

7. Oil Pump Has a Defect:

Make repair or replacement of oil pump if necessary.

8. Too Much Clearance Between Camshaft and Camshaft Bearings:

Install new camshaft and camshaft bearings if necessary.

9. Too Much Clearance Between Crankshaft and Crankshaft Bearings:

Check the oil filter for correct operation. Install new parts if necessary.

10. Too Much Bearing Clearance for Idler Gear:

Inspect bearings and make replacement as necessary.

11. Orifices For Piston Cooling Not Installed:

Install piston cooling orifices.

Problem 23: Engine Uses Too Much Lubrication Oil

Probable Cause:

1. Too Much Lubrication Oil In Engine:

Remove extra oil. Find where extra oil comes from. Put correct amount of oil in engine. Do not puttoo much oil in engine.

2. Oil Leaks:

Find all oil leaks. Make repairs as needed.

3. Oil Temperature Is Too High:

Check operation of oil cooler. Install new parts if necessary. Clean the core of the oil cooler.



4. Too Much Oil In Valve Compartment:




6. Worn Piston Rings And Cylinder Liners:

Install new parts if necessary.

7. Failure of Seal Rings In Turbocharger:

Check inlet manifold for oil and make repair to turbocharger if necessary.

Problem 24: Engine Coolant Is Too Hot

Probable Cause:

1. Restriction To Air Flow Through Radiator or Restriction To Flow Of Coolant Through TheRadiator:

Remove all restrictions to flow.

2. Not Enough Coolant In System:

Add coolant to cooling system.

3. Pressure Cap Has A Defect:

Check operation of pressure cap. Install a new pressure cap if necessary.

4. Combustion Gases in Coolant:

Find out where gases get into the cooling system. Make repairs as needed.

5. Water Temperature Regulator (Thermostat) or Temperature Gauge Has A Defect:

Check water temperature regulator for correct operation. Check temperature gauge operation.Install new parts as necessary.

6. Water Pump Has A Defect:

Make repairs to the water pump as necessary.

6. Too Much Load On The System:

Make a reduction in the load.





Problem 25: Exhaust Temperature Is Too High

Probable Cause:

1. Air Inlet or Exhaust System Has A Restriction:

Remove restriction.


Make an adjustment to the timing.

Problem 26: Starter Motor Does Not Turn

Probable Cause:

1. Battery Has Low Output:

Check condition of battery. Charge battery or make replacement as necessary.

2. Wires or Switch Has Defect:

Make repairs or replacement as necessary.

3. Starter Motor Solenoid Has A Defect:

Install a new solenoid.

4. Starter Motor Has A Defect:

Make repair or replacement of starter motor.

Problem 27: Alternator Gives No Charge

Probable Cause:

1. Loose Drive Belt For Alternator:

Make an adjustment to put the correct tension on the drive belt.

2. Charging Or Ground Return Circuit Or Battery Connections Have A Defect:

Inspect all cables and connections. Clean and tighten all connections. Make replacement of partswith defects.

3. Brushes Have A Defect:

Install new brushes.

4. Rotor (Field Coil) Has A Defect:

Install a new rotor

Problem 28: Alternator Charge Rate Is Low Or Not Regular



Probable Cause:

1. Loose Drive Belt For Alternator:

Make an adjustment to put the correct tension on the drive belt.

2. Charging Or Ground Return Circuit Or Battery Connections Have A Defect:

Inspect all cables and connections. Clean and tighten all connections. Make replacement of partswith defects.

3. Alternator Regulator Has A Defect:

Install a new alternator regulator.

4. Alternator Brushes Have A Defect:

Install new brushes.

5. Rectifier Diodes Have A Defect:

Make replacement of rectifier diode that has a defect.

6. Rotor (Field Coil) Has A Defect:

Install a new rotor.

Problem 29: Alternator Charge Is Too High

Probable Cause:

1. Alternator Or Alternator Regulator Has Loose Connections:

Tighten all connections to alternator or alternator regulator.

2. Alternator Regulator Has A Defect:

Install a new alternator regulator.

Problem 30: Alternator Has Noise

Probable Cause:

1. Drive Belt For Alternator Is Worn Or Has A Defect:

Install a new drive belt for the alternator.

2. Loose Alternator Drive Pulley:

Check groove in pulley for key that holds pulley in place. If groove is worn, install a new pulley.Tighten pulley nut according to Specifications.

3. Drive Belt And Drive Pulley For Alternator Are Not In Alignment:



Make an adjustment to put drive belt and drive pulley in correct alignment.

4. Worn Alternator Bearings:

Install new bearings in the alternator.

5. Rotor Shaft Is Bent:

Make a replacement of the rotor shaft.

6. Rectifiers In The Alternator Are Shorted:

Make a replacement of the diode assembly.

Problem 31: Shutoff Solenoid Does Not Stop Engine

Probable Cause:

1. Electrical Connections Are Not Correct:

Correct electrical connections and wiring.

2. Adjustment For Plunger Shaft Is Not Correct:

Make an adjustment to the plunger shaft.

3. Wrong Plunger In Solenoid:

Install the correct plunger in the solenoid.

4. Not Enough Plunger Travel:

Make an adjustment to the plunger shaft or make a replacement of the solenoid if necessary.

5. Defect In Solenoid Wiring:

Make a replacement of the solenoid.

Fuel SystemEither too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel system.

Many times work is done on the fuel system when the problem is realy with some other part of theengine. The source of the problem is difficult to find, especially when smoke comes from the exhaust.Smoke that comes from the exhaust can be caused by a bad fuel injection valve, but it can also be causedby one or more of the reasons that follow:

a. Not enough air for good combustion.b. An overload at high altitude.c. Oil leakage into combustion chamber.d. Not enough compression.e. Fuel injection timing retarded.



Fuel System InspectionTo check for low fuel pressure, remove the 1/8" Pipe Plug from the fuel filter base. Connect a pressuregauge from the 6V9450 Engine Pressure Group to the hole where the plug was removed. Run the engineat high idle and check the fuel pressure reading. The fuel pressure must be at least 105 kPa (15 psi).

A problem with the components that send fuel to the engine can cause low fuel pressure. This candecrease engine performance.

1. Check the fuel level in the fuel tank. Look at the cap for the fuel tank to make sure the vent is notfilled with dirt.

2. Check the fuel lines for fuel leakage. Be sure the fuel supply line does not have a restriction or a badbend.

3. Install a new fuel filter. Clean the primary fuel filter.

4. Remove any air that may be in the fuel system. If there is air in the fuel system, use the priming pumpand open the drain valve on the fuel injection pump housing until fuel without air comes from the drainline.

NOTICEWhen fuel injection lines are loosened or tightened on the fuelinjection nozzles, two wrenches must be used. The nozzle must be heldwith a wrench or damage to the nozzle can result.

To remove air from the fuel injection lines, loosen the fuel line nuts on the fuel injection nozzles 1/2 turn.Move the governor lever to the low idle position. Crank engine with the starter motor until fuel withoutair comes from the fuel line connections. Tighten the fuel line nuts.

NOTE: The fuel priming pump will not give enough pressure to push fuel through the reverse flowcheck valves in the fuel injection pumps.

Checking Engine Cylinders SeparatelyAn easy check can be made to find the cylinder that runs rough (misfires) and causes black smoke tocome out of the exhaust pipe.

Run the engine at the speed that is the roughest. Loosen the fuel line nut at a fuel injection pump. Thiswill stop the flow of fuel to that cylinder. Do this for each cylinder until a loosened fuel line is found thatmakes no difference in engine performance. Be sure to tighten each fuel line nut after the test before thenext fuel line nut is loosened. Check each cylinder by this method. When a cylinder is found where theloosened fuel line nut does not make a difference in engine performance, test the injection pump and fuelinjection nozzle for that cylinder.

Temperature of an exhaust manifold port, when an engine runs at low idle speed, can also be anindication of the condition of a fuel injection nozzle. Low temperature at an exhaust manifold port is an



indication of no fuel to the cylinder. This can possible be an indication of a nozzle with a defect. Extrahigh temperature at an exhaust manifold port can be an indication of too much fuel to the cylinder, alsocaused by a nozzle with a defect.

The most common defects found with the fuel injection nozzles are:

1. Carbon on tip of the nozzle or in the nozzle orifice.2. Orifice wear.3. Steel wire brushing of nozzle tip.

Testing Fuel Injection Nozzles

NOTE: For more information on the 5P5140 Nozzle Testing Group see, Special Instruction, Form No.SEHS7292.

NOTICEDo not test nozzles unless you have the correct service tools.

5P4150 Nozzle Testing Group



(1) 8N7005 Nozzle Assembly. (A) 5P7448 Adapter. (B) 5P4146 Gauge, 0 to 6900 kPa (0 to 1000 psi). (C) 6V2170 TubeAssembly. (D) 2P2324 Gauge, 0 to 34 500 kPa (0 to 5000 psi). (E) Gauge protector valve for 2P2324 Gauge. (F) FT1384Extension. (G) Gauge protector valve for 5P4146 Gauge. (H) On-off valve. (J) 8S2270 Fuel Collector. (K) Pump isolator valve.

Extra Valve (L) Gauge protector valve (must be in open position at all times).

NOTICEBe sure to use clean SAE J967 Calibration Fluid when tests are made.Dirty test fluid will damage components of fuel injection nozzles. Thetemperature of the test fluid must be 18 to 24°C (65 to 75°F) for goodtest results.

Order calibration fluid by part number, in the quantities needed, according to the information thatfollows:

6V6068 Calibration Fluid, 18.9 liter (5 U.S. gal.)6V6067 Calibration Fluid, 208.2 liter (55 U.S. gal.)

The fuel injection nozzles is not to be disassembled for cleaning or adjustment. Do the tests that follow todetermine if the nozzle performance is acceptable.

Valve Opening Pressure Test.Flush the Nozzle.Tip Leakage Test.Orifice Restriction Test.BleedscrewLeakage Test.

Nozzle Preparation for Test

Before fuel injection nozzle (1) can be tested, all loose carbon around the tip of the nozzle must beremoved with the 8S2258 Brass Wire Brush (M).

Removing Carbon Dam (1) Fuel injection nozzle. (2) Carbon dam. (3) Seal.



Remove carbon dam (2) with needle nose pliers and remove seal (3) from the nozzle.

NOTICEDo not use a steel brush or a wire wheel to clean the nozzle body orthe nozzle tip. Use of these tools can cause a small reduction of orificesize, and this will cause a large reduction in engine horsepower. Toomuch use of the 8S2258 Brass Wire Brush will also remove the coatingthat is on the nozzle for protection.

Clean the groove for carbon seal dam (2) and the body of the nozzle below the groove with the 8S2258Brass Wire Brush (M). Remove the carbon, but be sure not to use the brush enough to cause damage tothe body of the nozzle.

NOTE: A change in color in the area below the groove is normal and does not effect the body of thenozzle.

8S2245 Cleaning Kit (M) 8S2258 Brass Wire Brush. (N) 6V4979 Carbon Seal Tool. (P) 8S2250 Nozzle Holding Tool.

Fuel Injection Nozzle (4) Bleed screw and seal.

Remove bleed screw and seal (4) from the nozzle.

NOTE: The bleed screw and seal must be removed for all tests except the Bleed Screw Leakage Test.

Valve Opening Pressure Test (VOP)

1. Install 6V2170 Tube Assembly (C) to the tester.



2. Install fuel injection nozzle with 5P7448 Adapter (A) on tube assembly (6). Position the bleed screwhole toward the tester and in line with 6V2170 Tube Assembly (C). This will make the fuel spray patternhorizontal. Be sure the nozzle tip is down and extends into FT1384 Extension (F) and 8S2270 FuelCollector (J).

When fuel injection nozzles are tested, be sure to wear eye protection.Test fluid comes from the orifices in the nozzle tip with high pressure.The test fluid can pierce (go through) the skin and cause serious injuryto the operator. Keep the tip of the nozzle pointed away from theoperator and into the 8S2270 Fuel Collector and FT1384 Extension.

Nozzle Ready For Test (E) Gauge protector valve. (H) On-off valve. (K) Pump isolator valve.

NOTICEPut a shop towel around the upper part of the nozzle to take in anyfuel leakage.

3. Close on-off valve (H). Open pump isolator valve (K).

4. Open gauge protector valve (E). Operate the pump to make a slow increase in pressure until the valvein the fuel injection nozzle just starts to open. Read the maximum gauge pressure as the instant fluidflows from the tip.

NOTE: It is possible for the pressure reading of the gauge to go down fast if the valve makes a noise(chatters) when it opens. It is also possible for the pressure reading of the gauge to be almost constantwhen the valve in the fuel injection nozzle opens.

NOTE: The valve in the fuel injection nozzle can be good and still not make a noise (chatter), or nothave a very fine vapor (spray) from the orifices in the tip of the fuel injection nozzle during Step 4.

If the opening pressure is not within specifications, do not use the fuel injection nozzle again.



Flush the Nozzle

1. Close gauge protector valve (E). Close on-off valve (H). Open pump isolator valve (G).

NOTE: Make sure nozzle extends inside and below the top of FT1384 Extension (F).

2. Operate the pump rapidly for three full strokes.

Tip Leakage Test

1. Remove all fuel from the nozzle tip and body with a clean cloth.

2. Put a clean cloth around the body of the nozzle to take in any leakage from the bleed screw hole andprevent any fuel leakage to drain down to the tip of the nozzle.

Nozzle Ready For Test (E) Gauge protector valve. (H) On-off valve. (K) Pump isolator valve.

3. Open gauge protector valve (E). Close on-off valve (H). Open pump isolator valve (K).

4. Make and hold for 15 seconds a pressure of 1380 to 2000 kPa (200 to 290 psi) less than the openingpressure measured in the VOP Test and make a note of the number of drops that fall.

5. If the nozzle is not within specifications, DO NOT USE THE NOZZLE.

Orifice Restriction Test

1. Close gauge protector valve (E) and on-off valve (H). Open pump isolator valve (K).



2. Point the tip of the fuel injection nozzle into the 8S2270 Fuel Collector and FT1384 Extension. Be surethe bleed screw hole is positioned toward the tester and is in line with 6V2170 Tube Assembly (C). Thiswill make the fuel injection nozzle be 15° from vertical and the spray pattern will be horizontal.

3. Make a rapid increase in pressure and look at the orifice discharge (shape of discharge) when fluidbegins to flow through the fuel injection nozzle. The discharge must be the same through all nine orifices.Any change either vertically or horizontally, is an indication of a bad nozzle.

Good Nozzle (Use Again)

Typical Discharge For Orifice With A Restriction (Replacement Necessary)



Typical Discharge With Horizontal Distortion (Replacement Necessary)

Typical Discharge With Vertical Distortion (Replacement Necessary)

Bleed Screws For Fuel Injection Nozzle

Bleed Screw Leakage Test

1. Install bleed screw (4) and the seal (washer) in the fuel injection nozzle. Tighten a type (A) bleedscrew to 0.9 ± 0.1 N·m (8 ± 1 lb in). Tighten a type (B) or (C) bleed screw to 1.8 ± 0.2 N·m (16 ± 2 lbin). (Use the 6V4980 Torque Screw Driver to tighten the bleed screw to the correct torque.)

NOTICEDo not tighten the bleed screw more than the torque shown. The bleedscrew or seal can be damaged.



2. Put the tip of the fuel injection nozzle down inside the 8S2270 Fuel Collector and FT1384 Extension.

3. Close on-off valve (H). Open gauge protector valve (E) and pump isolator valve (K).

4. Pump the tester until fuel injection nozzle is full of fluid and the pressure on the gauge is 12 800 to 14800 kPa (1870 to 2165 psi).

NOTE: 15 or 20 strokes of the pump can be necessary for the pressure to get to 12 800 to 14 800 kPa(1870 to 2165 psi).

5. If there is leakage, replace the sealing washer. Inspect the washer face of the bleed screw for damage,replace if needed. Test the nozzle again. If there is still leakage, the fuel injection nozzle must bereplaced.

6. If no fuel leakage is found, the fuel injection nozzle is acceptable. Put a new seal (3) on the nozzle.Install a new carbon dam (2) in nozzle groove with 6V4979 Carbon Seal Tool (N).

Installing Carbon Dam (2) Carbon dam. (3) Seal. (N) 6V4979 Carbon Seal Tool.

Fuel Injection LinesFuel from the fuel injection pumps goes to the fuel injection nozzles through the fuel injection lines.

When fuel injection lines are disconnected or removed, always put caps or plugs on the ends to keep dirtout of the lines. When fuel injection lines are installed, be sure all clamps and dampers are installed intheir original location.

The nuts that hold a fuel injection line to an injection nozzle and injection pump must be tightened to thecorrect torque. If the nut is loose, fuel will leak from the connection. If the nut is tightened too tight, theinside diameter of the line will become smaller and cause a restriction to the flow of fuel in the line. Usea torque wrench and a 5P144 Fuel Line Socket to tighten the fuel injection line nuts to 40 ± 7 N·m (30 ±5 lb ft)



Fuel injection lines which are bent, damaged or rubbing can leak andcause a fire. Replace any lines which have damage or leaks that cannotbe corrected when tightened to the correct torque.

Checking The Plunger And Lifter Of An Injection PumpNOTE: There are no different size spacers available to adjust the timing dimension of the fuel injectionpumps. If the pump plunger or the lifter is worn, they must be replaced. Because there is no adjustmentto the timing dimension possible, there is NO OFF ENGINE LIFTER SETTING PROCEDURE.

When there is too much wear on the fuel injection pump plunger, the lifter may also be worn and therewill not be good contact between the two parts. To stop fast wear on the end of a new plunger, installnew lifters in the place of the lifters that have wear.

Wear Between Lifter And Plunger Fig. A. Illustrates the contact surfaces of a new pump plunger and a new lifter. In Fig. B the pump plunger and lifter have wornconsiderably. Fig. C shows how the flat end of a new plunger makes poor contact with a worn lifter, resulting in rapid wear toboth parts.

An injection pump can have a good fuel flow coming from it but not be a good pump because of slowtiming that is caused by wear on the bottom end of the plunger. When making a test on a pump that hasbeen used for a long time, use a micrometer and measure the length of the plunger. If the length of theplunger is shorter than the minimum length (worn) dimension given in the chart, install a new pump.

Look for wear at the top part of the plunger. Check the operation of the plunger according to theinstructions for the Fuel Injection Test Bench.



Removal And Installation Of Fuel Injection Pumps

Removal of Fuel Injection Pumps

NOTICEBefore any parts are removed from the fuel injection pump housing,thoroughly clean all dirt from the housing. Dirt that gets inside thepump housing will cause much damage.

NOTE: The fuel rack must be in the center position before the fuel injection pumps can be removed.

1. Remove timing pin cover (1) from the side of the fuel injection pump housing.

Fuel Injection Pump Housing (1) Timing pin cover.

2. Move the governor lever to the Fuel OFF position and install timing pin (2) in the rack centering holeas shown.

Timing Pin Installed (2) Timing pin.



3. With the timing pin in position, move the governor lever to the high idle position. The fuel rack willmove until the edge of the groove in the rack makes contact with the timing pin. The fuel rack is now inthe center position. Fasten the governor lever in the HIGH IDLE position.

4. Remove the fuel injection line from the fuel injection pump.

5. Put the 8T5287 Wrench into spline of bushing that holds the fuel injection pump in the housing.Remove the bushing.

6. Install the 8S2244 Extractor on the threads of the injection pump. Carefully pull the pump straight upout of the bore.

Be careful when an injection pump is disassembled. Do not damage the surface on the plunger. Theplunger and barrel are made as a set. Do not put the plunger of one pump in the barrel of another pump.If one part is worn, install a complete new pump assembly. Be careful when the plunger is put into thebore of the barrel. When injection pumps and spacers are removed from the fuel injection pump housing,keep the parts together so they can be installed in the same location in the housing.

Installation of Fuel Injection Pumps

NOTICEThe fuel rack MUST BE IN THE CENTER POSITION before thecorrect installation of an injection pump is possible.

1. Put the fuel rack in the center position. Make reference to Removal of Fuel Injection Pumps.

2. Put the 8S2244 Extractor on the threads of the fuel injection pump.

3. Make sure the lifter for the pump to be installed is at the bottom of its travel.

4. Put the groove of barrel (4) in alignment with the middle (fourth) tooth of gear segment (5).

5. Look into the bore for the fuel injection pump and locate both dowels. There is a dowel in the lifterand a dowel in the opposite side of the bore in the fuel injection pump housing. Put the groove in thepump barrel in alignment with the large dowel in the pump housing and put the slot (groove) on theopposite side of the gear teeth on the sector gear in alignment with the small dowel in the lifter. Installthe fuel injection pump straight down into the bore.

Fuel Pump Installation



(3) 8S2244 Extractor. (4) Groove of barrel. (5) Fourth tooth of gear segment.

6. Push down on extractor (3) (hand force only) and install O-ring and bushing that holds the injectionpump in the pump housing. If the pump is in the correct position, the bushing will turn into the threads ofthe fuel injection housing with the fingers until it is even with the top of the housing. When the bushingis installed correctly, tighten the bushing to 165 ± 14 N·m (120 ± 10 lb ft)

NOTICEThe bushing must be tightened to the correct torque. Damage to thehousing will be the result if the bushing is too tight. If the bushing isnot tight enough, the pump will have leakage.

7. Install the fuel injection line to the pump and tighten to 40 ± 7 N·m (30 ± 5 lb ft).

8. Remove timing pin (2) and install timing pin cover (1).

NOTICEIf one or more of the fuel injection pumps have been installed wrong,it is possible for the engine to run out of control when started. Whenany of the fuel injection pumps have been removed and installed, takethe precautions (steps) that follow to stop the engine if it starts tooverspeed (run out of control).

a. Remove the air cleaner pipe from the turbocharger and leave the air inlet for the turbocharger open.

b. Set the governor at low idle.

Stopping The Engine (Typical Example)

Be careful when plate is put against air inlet opening. Due to excessivesuction, the plate can be pulled quickly against air inlet opening. Toavoid crushed fingers, do not put fingers between plate and air inletopening.



c. Start the engine, and if engine starts to overspeed (run out of control) put a steel plate over the air inletto stop the engine.

Locating Top Center Compression Position For No. 1 Piston

No. 1 piston at top center (TC) on the compression stroke is the starting point for all timing procedures.

NOTE: The engine is seen from the flywheel end when direction of crankshaft rotation is given.

1. Remove starter motor.

2. Install the tools as shown.

Engine Turning Tools Installed (1) 5P7306 Housing. (2) 5P7305 Gear. (3) Timing bolt.

3. Remove the valve cover.

4. Rotate the crankshaft clockwise approximately 30 degrees. The reason for this step is to be sure thefree play is removed from the timing gears when the engine is put on top center.

5. Remove the plug from the timing hole in the flywheel housing. Rotate the crankshaft until a 3/8"-16NC bolt, 50.8 mm (2.00 in.) long, can be turned into the flywheel through the timing hole in the flywheelhousing. No. 1 piston is now on top center.

Valve Cover Removed



(4) Rocker arms.

NOTE: If the crankshaft is turned beyond top center do Steps 4 and 5 again.

6. The intake and exhaust valves for No. 1 cylinder will be closed if No. 1 piston is on the compressionstroke. You can move the rocker arms up and down with your hand.

7. If No. 1 piston is not on the compression stroke, remove the timing bolt and rotate the crankshaftcounterclockwise 360°. Install the timing bolt. The No. 1 piston is now at top center on the compressionstroke.

Checking Engine Timing With 8T5300 Timing Indicator GroupAnd 8T5301 Diesel Timing Adapter Group

8T5300 Timing Indicator Group (1) 8T5250 Engine Timing Indicator. (2) 5P7366 Cable Assembly. (3) 6V2197 Magnetic Transducer. (4) 5P7362 Cable. (5)6V2199 and 6V3093 Transducer Adapters. (6) 8K4644 Fuse.

The 8T5300 Timing Indicator Group must be used with the 8T5301 Diesel Timing Adapter Group.

8T5301 Diesel Timing Adapter Group (7) 5P7437 Adapter. (8) 6V2198 Cable. (9) 5P7436 Adapter. (10) 6V7910 Transducer. (11) 5P7435 Adapter. (12) 6V3016Washer.



A high pressure fuel line must be disconnected. To avoid personalinjury or fire from fuel spray, the engine must be stopped before thefuel line is disconnected.

When checking the dynamic timing on an engine without a mechanical advance, Caterpillar recommendsthat the serviceman calculate and graph the dynamic timing on a worksheet like Form No. SEHS8140.These worksheets are available in pads of 50 sheets, order one Form No. SEHS8140. See SpecialInstruction, Form No. SEHS8580, for information required to calculate the timing curve.

After the timing values are calculated and plotted, the dynamic timing should be checked with the8T5300 Engine Timing Indicator Group. To do this, the serviceman must operate the engine from 1000rpm (base rpm) to high idle and from high idle to 1000 rpm (base rpm). Unstable readings are oftenobtained below 1000 rpm. He must record the dynamic timing at each 100 rpm and at the specifiedspeeds during both acceleration and deceleration. Then he should plot the results on the worksheet.

Inspection of the plotted value will show if the timing is within specifications. See Special Instruction,Form No. SEHS8580 for information required to calculate the timing.

1. See the Engine Information Plate for the performance specification number and make reference to theFuel Setting And Related Information Fiche for the correct timing specifications to use.

2. Make reference to Operation Instructions inside the lid of the 8T5300 Timing Indicator (1) or SpecialInstruction, Form No. SEHS8580 for complete instructions and calibration.

The engine must be stopped before the timing indicator group isinstalled. A high pressure fuel line must be disconnected and a probemust be installed against the flywheel.

Transducer In Position (10) Injection transducer. (13) Fuel injection line for No. 1 cylinder.

3. Loosen all fuel line clamps that hold No. 1 fuel injection line and disconnect fuel injection line (13) forNo. 1 cylinder at the fuel injection pump. Slide the nut up and out of the way. Put 5P7436 Adapter (9) inits place and turn adapter (9) onto the fuel pump bonnet until the top of the bonnet threads areapproximately even with the bottom of the "window" in adapter (9).



4. Put the 5P7435 Tee Adapter (11) on the injection transducer (10) and put the end of the 5P7435 TeeAdapter (11) in the "window" of the 5P7436 Adapter (9).

5. Put fuel injection line (13) on top of 5P7435 Tee Adapter (11). Install 5P7437 Adapter (7) and tightento a torque of not more than 40 N·m (30 lb ft).

6. Remove the plug from the flywheel housing. Install transducer adapter (5) into the hole the plug wasremoved from. Tighten only a small amount.

Transducer In Position (3) TDC magnetic transducer. (5) Transducer adapter.

7. Push the TDC magnetic transducer (3) into the transducer adapter (5) until it makes contact with theflywheel. Pull it back out 1.6 mm (.06 in.) and lightly tighten the knurled locknut.

8. Connect the cables from the transducer to Engine Timing Indicator (1). Calibrate and make adjustmens. For calibration procedure, make reference to Special Instruction, Form No. SEHS8580.

9. Start the engine and let it reach operating temperature. Then run the engine at approximately one-halfthrottle for eight to ten minutes before measuring timing.

10. Run the engine at the speeds required, and record the timing indicator readings.

The Timing Chart gives the acceptable dynamic (engine in motion) timing range as read on the TimingIndicator Group. The Timing Chart is for engines with 21 ± 1° and 27 ± 1° static (engine stopped) timing.

If the engine timing is not correct, make reference to Checking Engine Timing By Timing Pin Methodfor static adjustment of the fuel injection pump drive.

Checking Engine Timing By Timing Pin Method



1. Put No. 1 piston at top center on the compression stroke. Make reference to Locating Top CenterCompression Position For No. 1 Piston. Remove the timing bolt and rotate the crankshaft clockwise 30°.

Timing Pin Cover (1) Timing pin cover. (2) Cover for timing gear. (3) Nut.

2. Remove timing pin cover (1) from the side of the fuel injection pump housing.

Timing Pin Installed (4) 6V4186 Timing Pin.

3. Install 6V4186 Timing Pin (4) in the fuel injection pump housing as shown. Slowly rotate thecrankshaft counterclockwise until timing pin (4) goes into the slot in the fuel pump camshaft.

NOTICEToo much pressure on the timing pin can damage the fuel injection



pump camshaft or the timing pin.

4. Put the timing bolt in the timing hole in the flywheel housing. Slowly move the crankshaftcounterclockwise (as seen from the flywheel end of the engine) until the fuel pump camshaft is tightagainst timing pin (4). This removes gear clearance from the drive train. If the bolt can be installed in thetiming hole in the flywheel, the timing of the fuel injection pump is correct.

5. If the timing bolt does not go into the timing hole in the flywheel, the timing of the fuel injection pumpis not correct. Do the steps that follow to adjust the fuel injection pump timing.

6. Remove nuts (3) and cover (2) from the timing gear housing.

Timing Gear For Fuel Injection Pump (5) Bolt.

7. Loosen bolt (5) that holds the timing gear to the fuel pump camshaft. Turn bolt (5) out(counterclockwise) three turns.

8. Install 8S2264 Puller Group and loosen the timing gear from the fuel pump camshaft.

Puller Tools Installed (6) 8S2264 Puller Group. (7) 8B7560 Step Plate. (8) 1B3680 Bolt 3/8"-24 NF, 95.3 mm (3.75 in.) long. (9) 4B5271 Washer.

9. Rotate the flywheel clockwise 60° before top center No. 1 piston.

10. Tighten retaining bolt (5) finger tight. Be sure timing pin (4) is in the groove in the fuel pumpcamshaft.

11. Slowly rotate the crankshaft counterclockwise until the timing bolt can be installed in the flywheel.

12. Install 6V6175 Adapter on the timing gear. Use two 3/8"-24 NF bolts, 25.4 mm (1.0 in.) long tofasten the adapter to the puller holes in the timing gear.



Adapter Installed On Timing Gear (10) 6V6175 Adapter.

13. Hold a torque of 60 to 70 N·m (45 to 50 lb ft) on adapter (10) in a clockwise direction, and tightenbolt (5) that holds the timing gear to 270 ± 30 N·m (200 ± 20 lb ft).

14. Remove the timing bolt from the flywheel and timing pin (4) from the fuel pump camshaft.

15. Rotate the crankshaft counterclockwise two revolutions. If the timing bolt can be installed in theflywheel and the timing pin can be installed in the fuel pump camshaft, the timing is correct.

16. If either the timing pin or the timing bolt cannot be installed, do Steps 7 through 16 again.

Tightening Timing Gear Bolt

Fuel Setting Procedure

The static fuel setting can be done with the fuel injection pump and governor on or off the engine. Formore information on the fuel setting procedure, see Special Instruction, Form No. SEHS8024.

1. Remove cover (1) from the side of the fuel injection pump housing.

2. Install 5P4814 Collet (2) on 6V2014 Bracket Assembly (3).

3. Install the bracket assembly on the fuel pump housing. Lever (5) on the bracket assembly must be in



slot (4) on the fuel rack. Push up on the bracket assembly while the bolts are tightened.

After the bracket assembly is tightened to the pump housing, shaft (6) must have axial (in and out)movement, If there is no axial movement of shaft (6), check to be sure lever (5) is in the slot on the fuelrack and that the bracket assembly is installed correctly. Check to make sure that lever (5) is not bent.Lever (5) must be perpendicular (at right angle) to the mounting face of the bracket assembly.

Fuel Injection Pump And Governor (1) Cover.

4. Put 9S229 Contact Point, 9.7 mm (.38 in.) long on 6V3075 Dial Indicator (7) and install dial indicatorin collet (2).

Bracket Assembly Installed (2) 5P4814 Collet. (3) Bracket assembly.

Cover Removed (4) Slot on fuel rack.



Bracket Assembly (5) Lever. (6) Shaft.

5. Remove cover (8) from the rear of the governor housing.

6. Remove plug (9) from the rear of the governor housing.

Dial Indicator Installed (7) 6V3075 Dial Indicator.

Governor (8) Cover.

Rear Of Governor Housing



(9) Plug.

7. Move the governor control lever to the FUEL OFF position (rotate governor shaft clockwise).

8. Install 6V4186 Timing Pin (10) in the hole in the bracket assembly. Push timing pin in until contact ismade with the fuel rack. Hold the timing pin gently against the fuel rack for Steps 9 and 10. If too muchforce is used to hold the timing pin, the fuel rack can stick and cause an incorrect zero reading.

Timing Pin Installed (10) 6V4186 Timing Pin.

9. Hold the governor control lever in the HIGH IDLE position (rotate governor shaft counterclockwise).

10. Insert 6V7942 Hook (11) into the hole that plug (9) was removed from. Engage the end of hook (11)with collar (12) and pull toward the rear of the governor housing until the collar stops moving. This willmake sure the fuel rack stops against the timing pin. This is the rack zero position.

6V7942 Hook In Use (11) 6V7942 Hook.

Cutaway View Of Governor (11) 6V7942 Hook. (12) Collar.

11. With the hook still pulled toward the rear of the governor, loosen collet (2) and adjust the revolutioncounter on the dial indicator to zero. Tighten the collet just enough to hold the indicator in this position.



Move the dial of the indicator to get alignment of the pointer and zero.

12. Remove timing pin (10).

13. Turn rod (13) out of 6V7941 Compressor Assembly (15) until knob (14) is 25.4 mm (1.0 in.) fromthe compressor body. Install 6V7941 Compressor Assembly (15) in the hole plug (9) was removed from.

NOTE: The 6V7941 Compressor Assembly is used to compress the overfueling spring. The overfuelingspring must be compressed to get an accurate fuel setting measurement.

6V7941 Compressor Assembly (13) Rod. (14) Knob.

Compressor Assembly Installed (15) 6V7941 Compressor Assembly.

The procedure to check the fuel setting is different than the procedure to adjust the fuel setting. FollowSteps 14 through 17 to check the fuel setting. Follow Steps 18 through 21 to adjust the fuel setting.

14. Fasten the clip end of 8T500 Circuit Tester (16) to rack contact screw (17) and put the other end to agood electrical ground.

Checking Static Fuel Setting (16) 8T500 Circuit Tester. (17) Rack contact screw. (18) Adjustment screw cover.



15. Hold the governor control lever in the FUEL ON position (rotate lever fully counterclockwise).

16. Turn rod (13) of compressor assembly (15) in (clockwise) until the light in circuit tester (16) goes offand the dial indicator hands move an additional 2 mm in the negative (-) direction after the light goesout.

NOTICEDO NOT turn the rod any further in if the rod begins to tighten.Damage to the governor can occur if the rod is turned in further.

17. Slowly turn rod (13) out (counterclockwise) until the circuit tester light just comes on. This is thestatic fuel setting. See the Fuel Setting And Related Information Fiche for the correct static fuel setting.

NOTE: When the rod is turned out, there will be a small initial movement of the dial indicator hands,then, they will stop moving while the rod is turned out for approximately another 1 1/2 turns. Now theindicator hands will begin to move again and will follow the turning of the rod until the setting isreached. It is important that the rod be turned slowly so that the rack can follow the governorcomponents.

18. If the fuel setting is not correct, remove adjustment screw cover (18) from the rear of the governorhousing.

Adjustment Screw Cover Removed (19) Fuel setting screw.

19. Determine how much the setting will have to be changed (see example). Use the chart that follows todetermine how far the adjusting screw must be turned.



Since "desired setting" is higher than "actual reading," turn adjusting screw out (counterclockwise)approximately 1/4 turn. Recheck the new setting and readjust if necessary.

Since "desired setting" is lower than "actual reading," turn the adjusting screw in (clockwise)approximately 1 1/8 turns. Recheck the new setting and readjust if necessary.



Negative numbers work differently than positive numbers. If one number (-1.25) has a larger digitalvalue than another one (-1.05), the first number (-1.25) is actually less than the other one. Therefore, inthis example the "desired setting" is lower than the "actual reading." Turn the adjusting screw in(clockwise) approximately 1/4 turn. Recheck the new setting and readjust if necessary.

The "desired setting" is higher than the "actual reading." Turn the adjusting screw out (counterclockwise)approximately 1 1/8 turns. Recheck the new setting and readjust if necessary.

The "desired setting" is lower than the "actual reading." Turn the adjusting screw in approximately 2 7/8turns.

The "desired setting" is higher than the "actual reading." Turn the adjusting screw out approximately 27/8 turns.



Adjusting Fuel Setting (20) 6V2106 Rack Adjustment Tool Group.

20. Use 6V2106 Rack Adjustment Tool Group (20) to loosen the locknut for adjustment screw and toturn the adjustment screw.

21. Adjust the fuel setting screw the number of turns determined in Step 19. Always recheck the settingafter each adjustment and adjust again if needed.

Engine Speed Measurement

6V3121 Multitach Group (1) Carrying case. (2) Power cable. (3) Tachometer generator. (4) Tachometer drive group. (5) Multitach.

The 6V3121 Multitach Group can measure engine speed from a tachometer drive on the engine. It alsohas the ability to measure engine speed from visual engine parts in rotation.

Special Instruction, Form No. SEHS7807 is with the 6V3128 Multitach Group and gives instructions forthe test procedure.

The 6V4950 Injection Line Speed Pickup Group is another diagnostic tool accessory that can be usedwith the 6V2100 Multitach. It can be used on all Caterpillar Diesel Engines equipped with 6 mm (.25 in.)single wall fuel injection lines. With this pickup group, engine speed can be measured quickly,automatically, and with an accuracy of ± 1 rpm.



6V4950 Injection Line Speed Pickup Group (6) 6V6114 Pickup. (7) 6V6113 Amplifier.

Special Instruction, Form No. SEHS8029 is with the group and gives instructions for use of the 6V4950Injection Line Speed Pickup Group.

Governor Adjustments

NOTICEA mechanic with training in governor adjustments is the only one tomake the adjustment to the set point rpm.

Engine rpm must be checked with an accurate tachometer. Make reference to Measuring Engine Speed.

Low Idle Adjustment

NOTE: The correct LOW IDLE rpm is given in the Fuel Setting And Related Information Fiche.

To help prevent an accident caused by parts in rotation, work carefullyaround an engine that has been started.

Start the engine and run until the temperature of normal operation is reached. Check low idle rpm withno load on the engine. If an adjustment is necessary, use the procedure that follows:

Low Idle Adjustment



(1) Cover. (2) Low idle screw.

1. To adjust the LOW IDLE rpm, start the engine and run with the governor in the low idle position.Loosen the locknut for low idle screw (2). Turn the low idle screw to get the correct low idle rpm.Increase engine speed and return to low idle and check low idle speed again. Tighten the locknut.

Checking Set Point (Balance Point)

The engine set point is an adjusted specification and is important to the correct operation of the engine.High idle rpm is NOT an adjusted specification. Set point (formerly balance point) is full load rpm plusan additional 20 rpm. Set point is the rpm at which the fuel setting adjustment screw and stop or firsttorque spring just start to make contact. At this rpm, the fuel setting adjustment screw and stop or firsttorque spring still have movement between them. When additional load is put on the engine, the fuelsetting adjustment screw and stop or first torque spring will become stable against each other. Set point iscontrolled by the fuel setting and the high idle adjustment screw.

There is a new and more accurate method for checking the "set point", formerly called the balance point,of the engine. If the tools for the new method are not available, there is an alternate method for checkingthe "set point".

The 6V4060 Engine Set Point Indicator Group with the 6V2100 Multitach can be used to check the setpoint. Special Instruction, Form No. SEHS7931 Gives instructions for installation and use of this toolgroup.

6V4060 Engine Set Point Indicator Group

Alternate Method

If the set point is correct and the high idle speed is within specifications, the fuel system operation of theengine is correct. The set point for the engine is:



A. At 20 rpm greater than full load speed.B. The rpm where the fuel setting adjustment screw and stop or first torque spring just makecontact.

Use the procedure that follows to check the set point. Make reference to Techniques For Loading Enginesin Special Instruction, Form No. SEHS7050.

Terminal Location (3) Brass terminal screw.

1. Connect a tachometer which has good accuracy to the tachometer drive.

2. Connect the clip end of the 8T500 Circuit Tester to the brass terminal screw (3) on the governorhousing. Connect the other end of the tester to a place on the fuel system which is a good groundconnection.

Work carefully around an engine that is running. Engine parts that arehot, or parts that are moving, can cause personal injury.

3. Start the engine.

4. With the engine at normal conditions for operation, run the engine at high idle.

5. Make a record of the speed of the engine at high idle.

6. Add load on the engine slowly until the circuit tester light just comes on (minimum light output). Thisis the set point.

7. Make a record of the speed (rpm) at the set point.

8. Repeat Step 6 several times to make sure that the reading is correct.

9. Stop the engine. Make a comparison of the records from Steps 5 and 7 with the information from theEngine Information Plate. If the Engine Information Plate is not available, see the Fuel Setting AndRelated Information Fiche.

The tolerance for the set point is ± 10 rpm. The tolerance for the high idle rpm is ± 30 rpm. If thereadings from Steps 5 and 7 are within the tolerance, no adjustment is needed.

NOTE: It is possible in some applications that the high idle rpm will be less than the lower limit. This



can be caused by high parasitic loads such as hydraulic pumps, compressors, etc.

Adjusting Set Point (Balance Point)

1. If the set point and the high idle rpm are within tolerance, no adjustment is to be made.

2. If the set point rpm is not correct, remove cover (1) and loosen locknut. Turn adjustment screw (4) toadjust the set point to the midpoint of the tolerance.

3. When the set point is correct, check the high idle rpm. The high idle rpm must not be more than thehigh limit of the tolerance.

Set Point Adjustment (4) Adjustment screw.

If the high idle rpm is more than the high limit of the tolerance, check the governor spring andflyweights. If the high idle rpm is less than the low limit of the tolerance, check for excess parasitic loadsand then the governor spring and flyweights.

Dashpot Screw Adjustment

The dashpot adjustment screw does not normally need adjustment from the factory setting. If the engineis slow to change rpm with a change in load, it is possible that the dashpot adjustment screw is notadjusted correctly.

1. Turn dashpot adjustment screw (1) in (clockwise) until it stops.

2. Turn dashpot adjustment screw out (counterclockwise) 1/2 ± 1/4 turn.

Dashpot Screw Adjustment (1) Dashpot adjustment screw.



Air Inlet And Exhaust SystemRestriction Of Air Inlet And ExhaustThere will be a reduction of horsepower and efficiency of the engine if there is a restriction in the airinlet or exhaust system.

Air flow through the air cleaner must not have a restriction of more than 762 mm (30 in.) of waterdifference in pressure.

Back pressure from the exhaust (pressure difference measurement between exhaust outlet elbow andatmosphere) must not be more than:

Engines with turbochargers ... 686 mm (27" H2O)

Engines without turbochargers ... 864 mm (34" H2O)

Measurement Of Pressure In Inlet ManifoldBy checking the pressure in the inlet manifold the efficiency of an engine can be checked by making acomparison with the information given in the Fuel Setting And Related Information Fiche. This test isused when there is a decrease of horsepower from the engine, yet there is no real sign of a problem withthe engine.

The correct pressure for the inlet manifold is given in the Fuel Setting And Related Information Fiche.Development of this information is done with these conditions: 746.7 mm (29.4 in.) of mercurybarometric pressure, 29°C (85°F) outside air temperature and 35 API rated fuel. Any change from theseconditions can change the pressure in the inlet manifold. Outside air that has higher temperature andlower barometric pressure than given above will cause a lower horsepower and inlet manifold pressuremeasurement, than given in that Fuel Setting And Related Information Fiche. Outside air that has a lowertemperature and higher barometric pressure will cause a higher horsepower and inlet manifold pressuremeasurement.

A difference in fuel rating will also change horsepower and the pressure in the inlet manifold. If the fuelis rated above 35 API, pressure in the inlet manifold can be less than given in the Fuel Setting AndRelated Information Fiche. If the fuel is rated below 35 API, the pressure in the inlet manifold can bemore than given in the Fuel Setting And Related Information Fiche.

NOTE: Be sure that the air inlet and exhaust do not have a restriction when making a check of pressurein the inlet manifold.



6V9450 Engine Pressure Group

Use the 6V9450 Engine Pressure Group to check the pressure in the inlet manifold.

This tool group has a gauge to read pressure in the inlet manifold. Special Instruction, Form No.SEHS8524 is with the tool group and gives information on the use of the group.

Location For Pressure Test (A) Remove plug and install a tee for testing.

Location For Pressure Test (A) Remove plug and install a tee for testing.

Checking Aftercooler OperationUse the 8T470 Thermistor Thermometer Group to check the operation of the aftercooler.

Special Instruction, Form No. SEHS8446 gives the procedures for using the 8T470 ThermistorThermometer Group.



8T470 Thermistor Thermometer Group

Air To Air Aftercooler System

Visual Inspection

Inspect all air lines, hoses and gasket connections at each oil change. Make sure the constant torque hoseclamps are tight. Check welded joints for cracks and make sure all brackets are tightened in position andare in good condition. Use compressed air to clean cooler core blockage caused by debris or dust. Inspectthe cooler core fins for damage or debris.

Pressure air can cause personal injury.

When using pressure air for cleaning, wear a protective face shield,protective clothing and protective shoes.

NOTE: When air to air aftercooler system parts are repaired and/or replaced, a leak test isrecommended.

Air System Restriction

Pressure measurements should be taken at the turbocharger outlet and inlet manifold. When the totalpressure drop of the charged air system at maximum air flow exceeds 13.5 kPa (4 in. Hg), the air linesand cooler core must be inspected for internal restriction and cleaned, repaired or replaced as necessary.

Turbocharger Failure



Pressure air can cause personal injury.

When using pressure air for cleaning, wear a protective face shield,protective clothing and protective shoes.

The maximum air pressure must be below 205 kPa (30 psi) for cleaningpurposes.

If a turbocharger failure occurs, remove the air to air cooler core and flush internally with a solvent thatremoves oil and other foreign substances. Shake cooler to eliminate any trapped debris. Wash with hot,soapy water; rinse thoroughly with clean water; and blow dry with compressed air in reverse direction ofnormal air flow. Carefully inspect the system to make sure it is clean.

NOTICEDo not use caustic cleaners or damage to the aftercooler core willresult.

Inlet Manifold Pressure

Normal inlet manifold pressure with high exhaust temperature can be caused by cooler core fin blockage.Clean the cooler core fins, see Visual Inspection for the cleaning procedure to use.

Low inlet manifold pressure and high exhaust manifold temperature can be caused by any of theconditions that follow:

1. A plugged air cleaner. Clean or replace the air cleaner as needed.

2. A blockage in the air lines between the air cleaner and turbocharger. All restrictions must be removed.

3. Cooler core leakage. Pressure test the cooler core, see Aftercooler Core Leakage for the correctprocedure to use and repair or replace parts as needed.

4. Leakage from the pressure side of the induction system. Check and repair leaks.

5. Inlet air leak. Check for loose, missing and damaged fittings or plugs. Also check the air inlet tocylinder head gaskets.

Aftercooler Core Leakage



FT1984 Air to Air Aftercooler Test Group (1) Coupler. (2) Chain. (3) Dust plugs. (4) Nipple. (5) Regulator and valve assembly. (6) Tee. (7) Relief valve.

A low power problem in the engine can be the result of aftercooler leakage. Low power, low boostpressure, black smoke, and/or high exhaust temperature can be the result of an aftercooler systemleakage.

NOTICERemove all air leaks from the system to prevent engine damage. Insome operating conditions, the engine can pull a manifold vacuum forshort periods of time. A leak in the aftercooler or air lines can let dirtand other foreign material into the engine and cause rapid wearand/or damage to engine parts.

A large cooler core leak often can be found by making a visual inspection. To check for smaller leaks,use the following procedure:

1. Disconnect the air pipes from the inlet and outlet side of the aftercooler core.

Air To Air Aftercooler (8) Aftercooler. (9) Aftercooler air inlet.

2. Install couplers (1) and dust plugs (3) from the FT1984 Air to Air Aftercooler Test Group as shown oneach side of the aftercooler core. Installation of additional hose clamps on hump hoses is recommendedto prevent the hoses from bulging while the aftercooler core is being pressurized.



Dust plug chains (2) must be installed to the aftercooler core or theradiator brackets to prevent possible injury while testing. Do not standin front of the dust plugs while testing.

Air To Air Aftercooler (10) Air outlet. (11) Cylinder head.

3. Install regulator and valve assembly (5) on the outlet side of the aftercooler. Attach air supply.

NOTICEDo not use more than 240 kPa (35 psi) air pressure or damage to theaftercooler core can be the result.

4. Open air valve and pressurize the aftercooler to 205 kPa (30 psi). Shut off air supply.

5. Inspect all connections for air leakage.

6. System pressure should not drop more than 35 kPa (5 psi) in 15 seconds.

7. If the pressure drop is more than specified, use a solution of soap and water to check all areas ofpossible leakage and look for air bubbles. Replace hoses or repair the aftercooler core as needed.

To help prevent personal injury when the tooling is removed, relieve allpressure in the system slowly by using air regulator and valve assembly(5).

8. After testing, remove FT Tooling and connect air pipes on each side of the aftercooler.

Dynamometer Test

Air to air aftercooled dynamometer tests, in hot ambient temperatures, can add a greater heat load to thejacket water cooling system, therefore the jacket water cooling system temperature must be monitored.



Also, monitor the inlet air temperature as it may need a power correction factor along with fuel API, fueltemperature and barometric pressure.

For engine dynamometer tests, use the FT1438 Dynamometer Testing Aftercooler. FT1438 provides anair to water aftercooler to control the inlet air temperature to 43°C (110°F).

TurbochargerEvery 7200 hours or if any unusual sound or vibration in the turbocharger is noticed, a quick check ofbearing condition can be made without disassembling the turbocharger. This can be done by removingthe piping from the turbocharger and inspecting the compressor impeller, turbine wheel and compressorcover. Rotate the compressor and turbine wheel assembly by hand and observe by feeling excess endplay and radial clearance. The rotating assembly should rotate freely with no rubbing or binding. If thereis any indication of the impeller rubbing the compressor cover or the turbine wheel rubbing the turbinehousing, recondition the turbocharger or replace with a new or rebuilt one.

End clearance is best checked with a dial indicator. Attach a dial indicator with the indicator point on theend of the shaft. Move the shaft from end to end making note of the total indicator reading.

Refer to the Specifications for the correct end play dimensions. If end play is more than the maximumend play, rebuild or replace the turbocharger. End play less than the minimum end play could indicatecarbon buildup on the turbine wheel and should be disassembled for cleaning and inspection.

Checking Turbocharger Rotating Assembly End Play (Typical Example)

A more reliable check of bearing condition can be made only when the turbocharger is disassembled andthe bearings, shaft journal and housing bore diameters can actually be measured.

Crankcase (Crankshaft Compartment) PressurePistons or piston rings that have damage can be the cause of too much pressure in the crankcase. Thiscondition will cause the engine to run rough. There will also be more than the normal amount of fumescoming from the crankcase breather. This crankcase pressure can also cause the element for thecrankcase breather to have a restriction in a very short time. It can also be the cause of oil leakage atgaskets and seals that would not normally have leakage.

Normal crankcase pressure with a clean crankcase breather is 50.8 mm (2 in.) of water or less.

Exhaust Temperature



6V5000 Infrared Thermometer Group

Use the 6V5000 Infrared Thermometer Group to check exhaust temperature. Special Instruction, FormNo. SEHS8149 is with the tool group and gives instructions for the test procedure.

CompressionAn engine that runs rough can have a leak at the valves, or have valves that need adjustment. Use the testthat follows for a fast and easy method to find a cylinder that has low compression, or does not havegood fuel combustion. Find the speed that the engine runs the roughest, and keep the engine at this rpmuntil the test is finished. Loosen a fuel line nut at fuel injection pump to stop the flow of fuel to thatcylinder. Do this for each cylinder until a loosened fuel line is found that makes no difference in engineperformance. Be sure to tighten each fuel line nut after the test before the next fuel line nut is loosened.This test can also be an indication that the fuel injection is wrong, so the cylinder will have to be checkedthoroughly.

Cylinder HeadThe cylinder head has valves, valve seat inserts, and valve guides that can be removed when they areworn or have damage. Replacement of these components can be made with the tools that follow.

Valves

Valve removal and installation is easier with use of the 5P1330 Valve Spring Compressor Assembly and5S1322 Valve Keeper Inserter.

Valve Seat Inserts

Tools needed to remove valve seat inserts are in the 6V4805 Valve Insert Puller Group. SpecialInstruction, Form No. SMHS7935 gives an explanation for this procedure. The insert can be more easilyinstalled by lowering the temperature of the insert before installing it in the head.

Valve Guides

Tools needed to install valve guides are: 7S8858 Driver Bushing and 7S8859 Driver. The counterbore inthe driver bushing installs the guide to the correct height. Use a 1P7450 Honing Arrangement to make afinished bore in the valve guide after installing the guide in the head. Special Instruction, Form No.SMHS7526 gives an explanation of this procedure. Grind the valves after installing new valve guides.



Checking Valve Guide Bore

Use the 5P3536 Valve Guide Gauge Group to check the bore of the valve guides. Special Instruction,Form No. GMG02562 gives complete and detailed instructions for use of the 5P3536 Valve GuideGauge Group.

5P3536 Valve Guide Gauge Group

Valve ClearanceNOTE: Valve clearance is measured between the rocker arm and the valves.

NOTE: When the valve lash (clearance) is checked, adjustment is NOT NECESSARY if themeasurement is in the range given in the chart for Valve Clearance Check: Engine Stopped. If themeasurement is outside this range, adjustment is necessary. See the chart for Valve Clearance Setting:Engine Stopped, and make the setting to the nominal (desired) specifications in this chart.

Valve Clearance



3306B Engine

Cylinder And Valve Identification

1. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to Finding Top CenterCompression Position For No. 1 Piston.

2. Make an adjustment to valve clearance on the intake valves for cylinders 1, 2 and 4. Make anadjustment to the valve clearance on the exhaust valves for cylinders 1, 3, and 5.

3. Turn the flywheel 360° in the direction of engine rotation. This will put No. 6 piston at top center (TC)on the compression stroke.

4. Make an adjustment to the valve clearance on the intake valve for cylinder 3, 5, and 6. Make anadjustment to the valve clearance on the exhaust valves for cylinders 2, 4 and 6.

5. After valve adjustment is correct, tighten the nuts for the valve adjustment screws to 28 ± 4 N·m (22 ±3 lb ft).

3304B Engines



Cylinder And Valve Identification

1. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to Finding Top CenterCompression Position For No. 1 Piston.

2. Make an adjustment to the valve clearance on the intake valves for cylinders 1 and 2. Make anadjustment to the valve clearance on the exhaust valves for cylinders 1 and 3.

3. Turn the flywheel 360° in the direction of engine rotation. This will put No. 4 piston at top center (TC)on the compression stroke.

4. Make an adjustment to the valve clearance on the intake valves for cylinders 3 and 4. Make anadjustment to the valve clearance on the exhaust valves for cylinders 2 and 4.

5. After valve adjustment is correct, tighten the nuts for the valve adjustment screws to 28 ± 4 N·m (22 ±3 lb ft).

Valve Adjustment

Procedure For Measuring Camshaft Lobes



To find lobe lift, use the procedure that follows:

A. Measure camshaft lobe height (B) of one exhaust and one intake lobe.

B. Measure base circle (C) of one exhaust and one intake lobe.

C. Subtract base circle (STEP B) from lobe height (STEP A). The difference is actual lobe lift (A).

D. Specified camshaft lobe lift (A) is 8.382 mm (.3300 in.).

Maximum permissible difference between actual lobe lift (STEP C) and specified lobe lift (STEP D) is0.25 mm (.010 in.).

Camshaft Lobe (A) Lobe lift. (B) Lobe height. (C) Base circle.

Lubrication SystemOne of the problems in the list that follows will generally be an indication of a problem in the lubricationsystem for the engine.

Too Much Oil ConsumptionOil Pressure Is LowOil Pressure Is HighToo Much Bearing WearIncreasedOil TemperatureToo Much Oil Consumption

Oil Leakage on Outside of Engine



Check for leakage at the seals at each end of the crankshaft. Look for leakage at the oil pan gasket and alllubrication system connections. Check to see if oil comes out of the crankcase breather. This can becaused by combustion gas leakage around the pistons. A dirty crankcase breather will cause highpressure in the crankcase, and this will cause gasket and seal leakage.

Oil Leakage Into Combustion Area Of CylindersOil leakage into the combustion area of the cylinders can be the cause of blue smoke. There are fourpossible ways for oil leakage into the combustion area of the cylinders:

1. Oil leakage between worn valve guides and valve stems.

2. Worn or damaged piston rings, or dirty oil return holes.

3. Compression ring and/or intermediate ring not installed correctly.

4. Oil leakage past the seal rings in the impeller end of the turbocharger shaft.

Too much oil consumption can also be the result if oil with the wrong viscosity is used. Oil with a thinviscosity can be caused by fuel leakage into the crankcase, or by increased engine temperature.

Measuring Engine Oil Pressure

An oil pressure gauge that has a defect can give an indication of low oil pressure.

The 6V9450 Engine Pressure Group can be used to check engine oil pressure.

6V9450 Engine Pressure Group

This tool group has a gauge to read oil pressure in the engine. Special Instruction, Form No. SEHS8524is with the tool group and gives instructions for the test procedure.

1. Be sure that the engine is filled to the correct level with either SAE 10 or SAE 30 oil. If any otherviscosity of oil is used, the information in the engine oil pressure chart does not apply.



2. Remove oil pressure switch (1) and connect the 6V9450 Engine Pressure Group to the main oilmanifold at the location from which the oil pressure switch was removed.

Oil Pressure Switch Location (1) Oil pressure switch.

Work carefully around an engine that is running. Engine parts that arehot, or parts that are moving, can cause personal injury.

3. Run the engine to get the engine oil temperature at 99°C (210°F).

NOTE: A 3°C (5°F) increase in temperature gives approximately 7 kPa (1 psi) decrease in engine oilpressure.

NOTE: Make sure engine oil temperature does not go above 115° (239°F).

4. Keep the engine oil temperature constant. With the engine at the rpm from the chart, read the pressuregauge. Make a comparison between the pressure reading on the test gauge and the minimum permissiblepressure from the Engine Oil Pressure Chart. If the pressure reading on the test gauge is below theminimum permissible pressure, find the cause and correct it. Operation of the engine with low oilpressure can be the cause of engine failure or of a reduction in engine life.

NOTE: A record of engine oil pressure, kept at regular intervals, can be used as an indication of possibleengine problems or damage. If there is a sudden increase or decrease of 70 kPa (10 psi) in oil pressure,the engine should be inspected and the problem corrected.



Oil Pressure Is Low

Crankcase Oil Level

Check the level of the oil in the crankcase. Add oil if needed. It is possible for the oil level to be too farbelow the oil pump supply tube. This will cause the oil pump to not have the ability to supply enoughlubrication to the engine components.

Oil Pump Does Not Work Correctly

The inlet screen of the supply tube for the oil pump can have a restriction. This will cause cavitation (lowpressure bubbles suddenly made in liquids by mechanical forces) and a loss of oil pressure. Air leakagein the supply side of the oil pump will also cause cavitation and loss of oil pressure. If the bypass valvefor the oil pump is held in the open (unseated) position, the lubrication system cannot get to a maximumpressure. Oil pump gears that have too much wear will cause a reduction in oil pressure.

Oil Filter Bypass Valve

If the bypass valve for the oil filter is held in the open position (unseated) because the oil filter has arestriction, a reduction in oil pressure can result. To correct this problem, remove and clean the bypassvalve and bypass valve bore. Install a new Caterpillar oil filter to be sure that no more debris makes thebypass valve stay open.

Too Much Clearance at Engine Bearings or Open Lubrication System (Broken orDisconnected Oil Line or Passage)

Components that are worn and have too much bearing clearance can cause oil pressure to be low. Lowoil pressure can also be caused by an oil line or oil passage that is open, broken or disconnected.

Piston Cooling Tubes (Jets)

When engine is operated, cooling jets direct oil toward the bottom of the piston to lower piston and ringtemperatures. If there is a failure of one of the jets, or it is bent in the wrong direction, seizure of thepiston will be caused in a very short time.

Use the 5P8709 Piston Tool Group to check and adjust the alignment of piston cooling jets.

Oil Pressure Is HighOil pressure will be high if the bypass valve for the oil pump cannot move from the closed position.

Too Much Bearing WearWhen some components of the engine show bearing wear in a short time, the cause can be a restrictionin an oil passage. A broken oil passage can also be the cause.

If the gauge for oil pressure shows enough oil pressure, but a component is worn because it cannot getenough lubrication, look at the passage for oil supply to the component. A restriction in a supply passage



will not let enough lubrication get to a component, and this will cause early wear.

Increased Oil TemperatureLook for a restriction in the oil passages of the oil cooler. If the oil cooler has a restriction, the oiltemperature will be higher than normal when the engine is operated. The oil pressure of the engine willnot get low just because the oil cooler has a restriction.

Also check the oil cooler bypass valve to see if it is held in the open position (unseated). This conditionwill let the oil through the valve instead of the oil cooler, and oil temperature will increase.

Cooling SystemThis engine has a pressure type cooling system. A pressure type cooling system gives two advantages.The first advantage is that the cooling system can have safe operation at a temperature that is higher thannormal boiling (steam) point of water. The second advantage is that this type system prevents cavitation(low pressure bubbles suddenly made in liquids by mechanical forces) in the water pump. With this typesystem, it is more difficult for an air or steam pocket to be made in the cooling system.

The cause for increased engine temperature is generally because regular inspections of the cooling systemwere not made. Make a visual inspection of the cooling system before a test is made with test equipment.

Visual Inspection Of The Cooling System1. Check coolant level in the cooling system.

2. Look for leaks in the system.

NOTE: Water pump seals. A small amount of coolant leakage across the surface of the "face-type" sealsis normal, and required, to provide lubrication for this type of seal. A hole is provided in the water pumphousing to allow this coolant/seal lubricant to drain from the pump housing. Intermittent leakage of smallamount of coolant from this hole is not an indication of water pump seal failure. Replace the water pumpseals only if a large amount of leakage, or a constant flow of coolant is observed draining from the waterpump housing.

3. Look for bent radiator fins. Be sure that air flow through the radiator does not have a restriction.

4. Inspect the drive belts for the fan.

5. Check for damage to the fan blades.

6. Look for air or combustion gas in the cooling system.

7. Inspect the filler cap and the surface that seals the cap. This surface must be clean.

Testing The Cooling SystemRemember that temperature and pressure work together. When a diagnosis is made of a cooling systemproblem, temperature and pressure must both be checked. Cooling system pressure will have an effect on



cooling system temperatures. For an example, look at the chart to see the effect of pressure and heightabove sea level on the boiling (steam) point of water.

Boiling Point Of Water

Test Tools for Cooling System

The 8T470 Thermistor Thermometer Group is used in the diagnosis of overheating (engine hotter thannormal) or overcooling (engine cooler than normal) problems. This group can be used to checktemperatures in several different parts of the cooling system. The testing procedure is in SpecialInstruction, Form No. SEHS8446.



8T470 Thermistor Thermometer Group

The 8T2700 Blowby/Air Flow Indicator Group is used to check the air flow through the radiator core.The operating instructions are included with the group.

8T2700 Blowby/Air Flow Indicator Group

The 6V3121 Multitach Group is used to check the fan speed. The testing procedure is in SpecialInstruction, Form No. SEHS7807.

6V3121 Multitach Group

Checking Pressure Cap

One cause for a pressure loss in the cooling system can be a bad seal on the radiator pressure cap.

DO NOT loosen the filler or pressure cap on a hot engine. Steam or hotcoolant can cause severe burns.



After the engine is cool, loosen the pressure cap and let the pressure out of the cooling system. Thenremove the pressure cap.

Typical Schematic Of Pressure Cap (A) Sealing surface of cap and radiator.

Inspect the pressure cap carefully. Look for damage to the seal or to the surface that seals. Any foreignmaterial or deposits on the cap, seal or surface that seals, must be moved.

The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and to pressurecheck the cooling system for leaks.

DO NOT loosen the filler or pressure cap on a hot engine. Steam or hotcoolant can cause severe burns.

1. After the engine is cool, loosen the pressure cap to the first stop and let the pressure out of the coolingsystem. Then remove the pressure cap.

2. Put the pressure cap on the 9S8140 Cooling System Pressurizing Pump Group.



9S8140 Cooling System Pressurizing Pump Group (A) Release Valve. (B) Adapter. (C) Hose.

3. Look at the gauge for the exact pressure that makes the pressure cap open.

4. Make a comparison of the reading on the gauge with the correct pressure at which the pressure capmust open.

NOTE: The correct pressure that makes the pressure cap open is on the pressure cap and is also in theSpecifications.

5. If the pressure cap is bad, install a new pressure cap.

Testing Radiator and Cooling System for Leaks

To test the radiator and cooling system for leaks, use the procedure that follows:

DO NOT loosen the filler cap or pressure cap on a hot engine. Steam orhot coolant can cause severe burns.

1. After the engine is cool, loosen the pressure cap to the first stop and let the pressure out of the coolingsystem. Then remove the pressure cap.

2. Make sure the coolant is over the top of the radiator core.

3. Put the 9S8140 Cooling System Pressurizing Pump Group on the radiator.

4. Get the pressure reading on the gauge to 20 kPa (3 psi) more than the pressure on the pressure cap.

5. Check the radiator for outside leakage.

6. Check all connections and hoses for the cooling system for outside leakage.

7. If you do not see any outside leakage and the pressure reading on the gauge is still the same after 5minutes, the radiator and cooling system does not have leakage. If the reading on the gauge goes downand you do not see any outside leakage, there is leakage on the inside of the cooling system. Makerepairs as necessary.

Water Temperature Regulator

1. Remove the regulator from the engine.

2. Heat water in a pan until the temperature is 90°C (195°F). This is the correct temperature for openingthe regulator. Move the water around in the pan to make it all be the same temperature.

3. Hang the regulator in the pan of water. The regulator must be below the surface of the water and itmust be away from the sides and bottom of the pan.



4. Keep the water at the correct temperature for 10 minutes.

5. After ten minutes, remove the regulator and immediately measure the distance the regulator hasopened. The distance must be a minimum of 9.53 mm (.375 in.).

6. If the distance is less than 9.53 mm (.375 in.), make a replacement of the regulator.

V-Belt Tension Chart

Basic BlockPiston RingsThis engine has piston grooves and rings of the KEYSTONE (taper) design. The 1U6431 KeystonePiston Ring Groove Gauge Group is available to check the top two ring grooves in the piston. For correctuse of the gauge group see the instruction card that is with the gauge group.



Instructions For 1U6431 Keystone Piston Ring Groove Gauge Group

Pistons With Straight Sides in Ring Grooves

A 5P3519 Piston Ring Groove Gauge is available for checking ring grooves with straight sides. Forinstructions on the use of the gauge, see the Guideline For Reusable Parts; Pistons, Form No. SEBF8049.

Piston Ring Groove Gauge

Connecting Rods And PistonsUse the 7S9470 Piston Ring Expander to remove or install piston rings.

Use the 5P3525 Piston Ring Compressor to install pistons into cylinder block.

Tighten the connecting rod nuts in the step sequence that follows:

1. Put 2P2506 Thread Lubricant on threads.

2. Tighten both nuts to 40 ± 4 N·m (30 ± 3 lb ft).

3. Put a mark on each nut and cap.

4. Tighten each nut 90° from the mark.



The connecting rod bearings must fit tightly in the bore in the rod. If bearing joints or backs are worn(fretted), check for bore size as this is an indication of wear because of looseness.

Connecting Rod And Main BearingsBearings are available with 0.25 mm (.010 in.), 0.51 mm (.020 in.) and 0.76 mm (.030 in.) smaller insidediameter than the original size bearings. These bearings are for crankshafts that have been "ground"(made smaller) than the original size.

Cylinder Liner Projection

The correct cylinder liner projection is important to prevent a leak between the liner, cylinder head, andblock. Check cylinder liner projection above the spacer plate as follows:

1. Be sure that the surfaces of the cylinder block, cylinder liner, and the spacer plate are clean.

2. Install the spacer plate gasket and spacer plate (4) on the cylinder block. Use S1589 Bolts (1) with two1S379 Washers on each bolt to hold the spacer plate to the cylinder block. Put two bolts with washers oneach side of the opening for the cylinder liner. Tighten the bolts evenly, in four steps; 14 N·m (10 lb ft),35 N·m (25 lb ft), 70 N·m (50 lb ft), and 95 N·m (70 lb ft).

NOTE: To keep from moving bolts and washers as each liner is checked install two bolts with washerson each side of each cylinder liner, along the complete length of the spacer plate.

3. Install the cylinder liner without seals in the cylinder block. Put adapter plate (7) on the cylinder lineras shown. Install crossbar (2) with 1D4595 Bolts (3), 2S736 Washers and 3H465 Plates (5) as shown.Tighten the bolts evenly, in four steps; 7 N·m (5 lb ft), 20 N·m (15 lb ft), 35 N·m (25 lb ft) and 70 N·m(50 lb ft). The measurement from the bottom of crossbar (2) to the spacer plate, must be the same on



both sides of the cylinder liner.

4. Install the 1P5512 Contact Point on dial indicator (6). Put the dial indicator in the 1P2402 Gauge Body.To adjust the dial indicator to zero, put dial indicator and gauge body on the 1P5507 Gauge. Move thedial indicator until the hand moves 1/4 turn. Tighten bolt on body to hold the dial indicator in thisposition. Turn the dial face until the zero is in alignment with the hand.

Measuring Cylinder Liner Projection (1) S1589 Bolt with two 1S379 Washers. (2) Crossbar. (3) 1D4595 Bolt. (4) Spacer plate. (5) 3H465 Plates. (6) 1P2403 DialIndicator. (7) 1P2394 Adapter Plate.

5. Measure the cylinder liner projection as close as possible to the four corners of the adapter plate on theliner. The liner projection must be 0.033 to 0.175 mm (.0012 to .0069 in.). The difference between thefour measurements must not be more than 0.05 mm (.002 in.). The difference in the average cylinderliner projection of liners next to each other must not be more than 0.05 mm (.002 in.). The maximumdifference in the average projection for all cylinder liners must not be more than 0.10 mm (.004 in.) forthe 3306B Engine and 0.08 mm (.003 in.) for the 3304B Engine.

NOTE: If the liner projection changes from point to point around the liner, turn the liner to a newposition in the bore. If the liner projection is still not to specifications, move the liner to a different bore.

6. When the cylinder liner projection is correct, put a temporary mark on the liner and the spacer plate soat final installation the liner can be installed in the correct position.

Cylinder liner projection can be adjusted by the removal of material from (machining) the contact face ofthe cylinder block with the use of 8S3140 Cylinder Block Counterboring Tool Arrangement. Theinstructions for the use of the tool group are in Special Instruction, Form No. FM055228.



Cylinder BlockThe bore in the block for main bearings can be checked with the main bearing caps installed withoutbearings. Tighten the nuts holding the caps to the torque shown in the SPECIFICATIONS. Alignmenterror in the bores must not be more than 0.08 mm (.003 in.). Special Instruction, Form No. SMHS7606gives instructions for checking alignment of the main bearing bores. 1P3537 Dial Bore Gauge Group canbe used to check the size of the bores. Special Instruction, Form No. GMG00981 is with the group.

1P3537 Dial Bore Gauge Group

Flywheel And Flywheel Housing

Installing Ring Gear

Heat the ring gear to install it. Do not heat to more than 315°C (600°F). Install the ring gear so thechamfer on the gear teeth are next to the starter pinion when the flywheel is installed.

Face Run Out (axial eccentricity) of the Flywheel Housing

If any method other than given here is used, always remember bearing clearance must be removed to getcorrect measurements.



8T5096 Dial Indicator Group Installed



Checking Face Runout Of The Flywheel Housing (A) Bottom. (B) Right side. (C) Top. (D) Left side.

1. Fasten a dial indicator to the crankshaft flange so the anvil of the indicator will touch the face of theflywheel housing.

2. Put a force on the crankshaft toward the rear before the indicator is read at each point.

3. With dial indicator set at 0.0 mm (.000 in.) at location (A), turn the crankshaft and read the indicator atlocations (B), (C) and (D).

4. The difference between lower and higher measurements taken at all four points must not be more than0.38 mm (.015 in.), which is the maximum permissible face run out (axial eccentricity) of the flywheelhousing.

Bore Runout (radial eccentricity) of the Flywheel Housing



8T5096 Dial Indicator Group Installed

1. Fasten the dial indicator as shown so the anvil of the indicator will touch the bore of the flywheelhousing.

2. With the dial indicator in position at (C), adjust the dial indicator to "0" (zero). Push the crankshaft upagainst the top of the bearing. Write the measurement for bearing clearance on line 1 in column (C) in theChart For Dial Indicator Measurements.

NOTE: Write the dial indicator measurements with their positive (+) and negative (-) notation (signs).This notation is necessary for making the calculations in the chart correctly.

3. Divide the measurement from Step 2 by 2. Write this number on line 1 in columns (B) & (D).

4. Turn the crankshaft to put the dial indicator at (A). Adjust the dial indicator to "0" (zero).

5. Turn the crankshaft counterclockwise to put the dial indicator at (B). Write the measurements in thechart.



Checking Bore Runout Of The Flywheel Housing

6. Turn the crankshaft counterclockwise to put the dial indicator at (C). Write the measurement in thechart.

7. Turn the crankshaft counterclockwise to put the dial indicator at (D). Write the measurement in thechart.



8. Add lines I and II by columns.

9. Subtract the smaller number from the larger number in line III in columns (B) & (D). The result is thehorizontal eccentricity (out of round). Line III, column (C) is the vertical eccentricity.

10. On the graph for total eccentricity find the point of intersection of the lines for vertical eccentricityand horizontal eccentricity.

11. If the point of intersection is in the range marked "Acceptable" the bore is in alignment. If the pointof intersection is in the ranged marked "Not Acceptable" the flywheel housing must be changed.



Graph For Total Eccentricity

Face Runout (axial eccentricity) of the Flywheel

1. Install the dial indicator as shown. Always put a force on the crankshaft in the same direction beforethe indicator is read so the crankshaft end clearance (movement) is always removed.



Checking Face Runout Of The Flywheel

2. Set the dial indicator to read 0.0 mm (.000 in.).

3. Turn the flywheel and read the indicator every 90°.

4. The difference between the lower and higher measurements taken at all four points must not be morethan 0.15 mm (.006 in.), which is the maximum permissible face runout (axial eccentricity) of theflywheel.

Bore Runout (radial eccentricity) of the Flywheel

1. Install the dial indicator (3) and make an adjustment of the universal attachment (4) so it makescontact as shown.



Checking Bore Runout Of The Flywheel (1) 7H1945 Holding Rod. (2) 7H1645 Holding Rod. (3) 7H1942 Indicator. (4) 7H1940 Universal Attachment.

2. Set the dial indicator to read 0.0 mm (.000 in.).

3. Turn the flywheel and read the indicator every 90°.

4. The difference between the lower and higher measurements taken at all four points must not be morethan 0.15 mm (.006 in.), which is the maximum permissible bore runout (radial eccentricity) of theflywheel.

5. Runout (eccentricity) of the bore for the pilot bearing for the flywheel clutch, must not exceed 0.13mm (.005 in.).



Checking Flywheel Clutch Pilot Bearing Bore

Electrical SystemTest Tools For Electrical System

Most of the tests of the electrical system can be done on the engine. The wiring insulation must be ingood condition, the wire and cable connections must be clean and tight, and the battery must be fullycharged. If the on-engine test shows a defect in a component, remove the component for more testing.

The service manual Testing And Adjusting Electrical Components, Form No. REG00636, has completespecifications and procedures for the components of the starting circuit and the charging circuit.



6V4930 Battery Load Tester

The 6V4930 Battery Load Tester is a portable unit in a metal case for use under field conditions and hightemperatures. It can be used to load test all 6, 8 and 12V batteries. This tester has two heavy-duty loadcables that can easily be fastened to the battery terminals, and a load adjustment knob on the front panelpermits a current range up to a maximum of 700 amperes. The tester also has a thermometer to showwhen the safe operating temperature limit of the unit has been reached.

NOTE: Make reference to Special Instruction, Form No. SEHS8268 for more complete information foruse of the 6V4930 Battery Loader Test.

8T900 AC/DC Clamp-On Ammeter

The 8T900 AC/DC Clamp-On Ammeter is a completely portable, self-contained instrument that allowselectrical current measurements to be made without breaking the circuit or disturbing the insulation onconductors. A digital display is located on the ammeter for reading current directly in a range from 1 to1200 amperes. If an optional 6V6014 Cable is connected between this ammeter and one of the digitalmultimeters, current readings of less than 1 ampere can then be read directly from the display of themultimeter.

A lever is used to open the jaws over the conductor [up to a diameter of 19 mm (.75 in.)], and the springloaded jaws are then closed around the conductor for current measurement. A trigger switch that can belocked in the ON or OFF position is used to turn on the ammeter. When the turn-on trigger is released,the last current reading is held on the display for 5 seconds. This allows accurate measurements to betaken in limited access areas where the digital display is not visible to the operator. A zero control isprovided for DC operation, and power for the ammeter is supplied by batteries located inside the handle.

NOTE: Make reference to Special Instruction, Form No. SEHS8420 for more information for use of the8T900 Clamp-on Ammeter.



6V7070 Heavy-Duty Digital Multimeter

The 6V7070 Heavy-Duty Digital Multimeter is a completely portable, hand held instrument with adigital display. This multimeter is built with extra protection against damage in field applications, and isequipped with seven functions and 29 ranges. The 6V7070 Multimeter has an instant ohms indicator thatpermits continuity checking for fast circuit inspection. It also can be used for troubleshooting small valuecapacitors.

The 6V7800 Regular-duty Digital Multimeter (a low cost option to the Heavy-Duty Multimeter) is alsoavailable; however, the 6V7800 Multimeter does not have the 10A range or the instant ohms feature ofthe 6V7070 Multimeter.

NOTE: Make reference to Special Instruction, Form No. SEHS7734 for more complete information foruse of the 6V7070 and 6V7800 Multimeters.

Battery

Never disconnect any charging unit circuit or battery circuit cable frombattery when the charging unit is operated. A spark can cause anexplosion from the flammable vapor mixture of hydrogen and oxygenthat is released from the electrolyte through the battery outlets. Injuryto personnel can be the result.

The battery circuit is an electrical load on the charging unit. The load is variable because of the conditionof the charge in the battery. Damage to the charging unit will result if the connections (either positive ornegative) between the battery and charging unit are broken while the charging unit is in operation. This isbecause the battery load is lost and there is an increase in charging voltage. High voltage will damage,not only the charging unit, but also the regulator and other electrical components.

Use the 6V4930 Battery Load Tester, the 8T900 Clamp-On Ammeter and the 6V7070 Multimeter to loadtest a battery that does not hold a charge when in use. See Special Instruction, Form No. SEHS8268 forthe correct procedure and specifications to use.

Charging System



The condition of charge in the battery at each regular inspection will show if the charging systemoperates correctly. An adjustment is necessary when the battery is constantly in a low condition of chargeor a large amount of water is needed (more than one ounce of water per cell per week or per every 100service hours).

When it is possible, make a test of the charging unit and voltage regulator on the engine, and use wiringand components that are a permanent part of the system. Off-engine (bench) testing will give a test of thecharging unit and voltage regulator operation. This testing will give an indication of needed repair. Afterrepairs are made, again make a test to give proof that the units are repaired to their original condition ofoperation.

Before the start of on-engine testing, the charging system and battery must be checked as shown in theSteps that follow:

1. Battery must be at least 75% (1.225 Sp. Gr.) fully charged and held tightly in place. The battery holdermust not put too much stress on the battery.

2. Cables between the battery, starter and engine ground must be the correct size. Wires and cables mustbe free of corrosion and have cable support clamps to prevent stress on battery connections (terminals).

3. Leads, junctions, switches and panel instruments that have direct relation to the charging circuit mustgive correct circuit control.

4. Inspect the drive components for the charging unit to be sure they are free of grease and oil and havethe ability to operate the charging unit.

Alternator Regulator Adjustment (Delco-Remy)

When an alternator is charging the battery too much or not enough, an adjustment can be made to thecharging rate of the alternator. Make reference to the Specifications section to find all testingspecifications for the alternators and regulators.

To adjust the voltage setting, use the procedures that follow:

Delco-Remy 12V 60A (7G7889 Alternator),

Delco-Remy 24V 35A (3T6352 Alternator),

Delco-Remy 24V 35A (5N5692 Alternator)

No adjustment can be made to change the rate of charge on the alternator regulators. If rate of charge isnot correct, a replacement of the regulator is necessary.



6N9294 Alternator

Delco-Remy 12V 75A (5S6698 Alternator)

To adjust the voltage setting on these alternators, use the procedure that follows:

5S6698 Alternator (1) Adjustment screw under plug (earlier regulator). (2) End plate.

1. Remove end plate (2) and cover (3) from the alternator.

Location Of Cover (3) Cover.

2. Remove the rubber sealant from the adjustment screw (4).

3. Use a voltmeter to measure alternator voltage output.



Alternator Regulator (4) Voltage adjustment screw. (5) Field wire. (6) Transistor pins.

4. Turn adjustment screw (4) counterclockwise to lower the voltage setting. Turn adjustment screw (4)clockwise to raise the voltage setting.

5. Put 3S6252 Rubber Sealant on adjustment screw (4) and install cover (3) and end plate (2).

NOTICEMake certain that field wire (5) is not located over transistor pins (6).The pins can make a hole in the insulation of the wire.

Delco-Remy 24V 60A (4N3986 Alternator),

Delco-Remy 32V 60A (4N3987 Alternator)

To make an adjustment to the voltage output, pull out voltage adjustment cap (1). Turn the cap 90° andinstall it again into the alternator. The voltage adjustment cap has four positions: HI, LO, and twopositions between the high and the low setting.

The 4N3987 Alternator can be adjusted for either 30 or 32 volts. A replacement alternator shipped fromthe factory will be adjusted for 32V systems. Where the alternator is to be used in a 30V system, pull outvoltage adjustment cap (1) and change to position 3.



Cap Type Regulator Adjustment (1) Voltage adjustment cap.

No adjustment can be made to change the rate of charge on these alternator regulators. If the rate ofcharge (ampere output) is within 10 amperes of rated output (marked on the alternator frame) theregulator is good. An over or under charged battery condition can be corrected sometimes by anadjustment to the voltage as described above. If rate of charge is not correct, a replacement of theregulator is necessary.

Bosch 24V 37A (7N9720 Alternator)

The solid state regulator used with the Bosch Alternator is totally enclosed and non-adjustable. If the rateof charge is not correct a replacement of the regulator is necessary.

7N9720 Bosch Alternator (1) Regulator. (2) Cover.

Motorola Alternator Regulator (Separate From Alternator)

When the alternator is either charging the battery too much or not enough, an adjustment can be made tothe alternator charging rate. To make an adjustment to the voltage output, remove the cap (1) from thealternator regulator and change the regulator adjustment with a screwdriver.



Alternator Regulator (Motorola) (1) Cap for adjustment screw.

To increase the voltage, turn the adjustment screw clockwise. The adjustment screw under the cap (1)has five positions (number 1 is the last position clockwise).

Motorola Alternator Regulator (6T9445),

Bosch Alternator Regulator (9G7567),

Nippondenso Alternator Regulator (7T2798)



Motorola Regulator (6T9445)

Bosch Regulator (9G7567)

Nippondenso Regulator (7T2793)

No adjustment can be made to change the rate of charge on these alternator regulators. If rate of charge isnot correct, a replacement of the regulator is necessary.

Delco-Remy Alternator; Pulley Nut Tightening

Tighten nut that holds the pulley to a torque of 100 ± 7 N·m (75 ± 5 lb ft) with the tools shown.



Tools To Tighten Alternator Pulley Nut (1) 5P7425 Torque Wrench. (2) 8S1588 Adapter (1/2 in. female to 3/8 in. male). (3) FT1697 Socket. (4) 8H8517 CombinationWrench (1 1/8 in.). (5) FT1696 Wrench.

Starting SystemUse the multimeter in the DCV range to find starting system components which do not function.

Move the start control switch to activate the starter solenoid. Starter solenoid operation can be heard asthe pinion of the starter motor is engaged with the ring gear on the engine flywheel.

If the solenoid for the starter motor will not operate, it is possible that the current from the battery did notget to the solenoid. Fasten one lead of the multimeter to the connection (terminal) for the battery cable onthe solenoid. Put the other lead to a good ground. A zero reading is an indication that there is a brokencircuit from the battery. More testing is necessary when there is a voltage reading on the multimeter.

The solenoid operation also closes the electric circuit to the motor. Connect one lead of the multimeter tothe solenoid connection (terminal) that is fastened to the motor. Put the other lead to a good ground.Activate the starter solenoid and look at the multimeter. A reading of battery voltage shows the problemis in the motor. The motor must be removed for further testing. A zero reading on the multimeter showsthat the solenoid contacts do not close. This is an indication of the need for repair to the solenoid or anadjustment to be made to the starter pinion clearance.

Make a test with one multimeter lead fastened to the connection (terminal) for the small wire at thesolenoid and the other lead to the ground. Look at the multimeter and activate the starter solenoid. Avoltage reading shows that the problem is in the solenoid. A zero reading is an indication that theproblem is in the start switch or the wires for the start switch.

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 reading indicates a broken circuit from the battery. Makea check of the circuit breaker and wiring. If there is a voltage reading, the problem is in the start switchor in the wires for the start switch.

A starter motor that operates too slow can have an overload because of too much friction in the enginebeing started. Slow operation of the starter motor can also be caused by a short circuit, loose connectionsand/or dirt in the motor.

Pinion Clearance Adjustment (Delco-Remy)

When the solenoid is installed, make an adjustment of the pinion clearance. The adjustment can be madewith the starter motor removed.



Connection For Checking Pinion Clearance (1) Connector from MOTOR terminal on solenoid to motor. (2) SW terminal. (3) Ground terminal.

1. Install the solenoid without connector (1) from the MOTOR connections (terminal) on solenoid to themotor.

2. Connect a battery, of the same voltage as the solenoid, to the terminal (2), marked SW.

3. Connect the other side of the battery to ground terminal (3).

4. Connect for a moment, a wire from the solenoid connection (terminal) marked MOTOR to the groundconnection (terminal). The pinion will shift to crank position and will stay there until the battery isdisconnected.

Pinion Clearance Adjustment (4) Shaft nut. (5)) Pinion. (6) Pinion clearance.



5. Push the pinion toward the commutator end to remove free movement.

6. Pinion clearance (6) must be 8.3 to 9.9 mm (.33 to .39 in.).

7. To adjust pinion clearance, remove plug and turn nut (4).

Pinion Clearance Adjustment (Prestolite)

There are two adjustments on this type motor. They are end play for the armature and pinion clearance.

End Play For The Armature

The correct end play for the armature is 0.13 to 0.76 mm (.005 to .030 in.). The adjustment is made byadding or removing thrust washers on the commutator end of the armature shaft.

Pinion Clearance Adjustment

Connections For Adjustment Of The Pinion Clearance (1) Stud.

1. To adjust the pinion distance, connect the 24V solenoid to a 12 volt battery (12V solenoid to a 6 voltbattery) as shown. For a short moment, connect a wire from the "motor" stud of the solenoid to the studat (1) in the commutator end. This moves the solenoid and drive into the cranking position.

Disconnect the wire.

NOTE: The drive is in the cranking position until the battery is disconnected.



Pinion Clearance Adjustment (2) Adjustment nut. (3) Distance.

2. Push the drive toward the commutator end of the motor to eliminate any slack movement in thelinkage and measure the distance between the outside edge of the drive sleeve and the thrust washer. Thedistance (3) must be 0.51 to 1.27 mm (.020 to .050 in.).

3. Remove the plug. Turn the adjustment nut (2) in or out as necessary to get this distance.

4. Install the plug.

Air Starting SystemPressure Regulating Valve



Pressure Regulating Valve (Typical Illustration) (1) Adjustment screw. (2) Regulator inlet. (3) Regulator outlet.

To check and adjust the pressure regulating valve, use the procedure that follows:

1. Drain the line to the pressure regulating valve or drain the air storage tank.

2. Disconnect the regulator from the starter control valve.

3. Connect an 8M2885 Pressure Gauge to regulator outlet (3).

4. Put air pressure in the line or tank.

5. Check the pressure.

6. Adjust the pressure regulating valve as shown in Chart For Air Pressure Setting.

7. Remove the air pressure from the line or tank.

8. Remove the 8M2885 Pressure Gauge and connect the air pressure regulator to the line to the air startermotor.



Each engine application will have to be inspected to get the most acceptable starting results. Some of thefactors that affect regulating valve pressure setting are: attachment loads pulled by engine during starting,ambient temperature conditions, oil viscosity, capacity of air reservoir, and condition of engine (new orworn).

The advantage of setting the valve at the higher pressures is increased torque for starter motor and fasterrotation of engine. The advantage of setting the valve at the lower pressures is longer time of enginerotation for a given reservoir capacity of supply air.

LubricationAlways use an air line lubricator with these air starter motors.

For temperatures above 0°C (32°F), use a good quality SAE 10 motor oil.

For temperatures below 0°C (32°F), use diesel fuel.

To maintain the efficiency of the starter motor, flush it at regular intervals. Pour approximately 0.5 liter(1 pt.) of diesel fuel into the air inlet of the starter motor and operate the motor. This will remove thedirt, water and oil mixture (gummy coating) from the vanes of the motor.

Air Starting Motor (Ingersoll-Rand, Size 150 BMP)The cylinder (12) must be assembled over the rotor (15) and on the front end plate (16) so the dowelhole (12B) and the inlet passages (12A) for the air are as shown in the rear view illustration of thecylinder and rotor. If the installation is not correct, the starter drive (42) will turn in the wrong direction.



Rear View Of The Cylinder And Rotor For Clockwise Rotation (12) Cylinder. (12A) Air inlet passages. (12B) Dowel hole. (15) Rotor.

Tighten the bolts (6) of the rear cover in small increases of torque for all bolts until all bolts are tight 25to 35 N·m (20 to 25 lb ft).

Put a thin layer of lubricant on the lip of the seal (29) and on the outside of the collar (35), forinstallation of drive shaft (34). After installation of the shaft through the cover (28) check the lip of thegrease seal (29). It must be turned correctly toward the drive gear (25). If the shaft turned the seal lip inthe wrong direction, remove the shaft and install again. Use a tool with a thin point to turn the seal lip inthe correct direction.

Air Starter (Ingersoll-Rand) (6) Bolt. (12) Cylinder. (15) Rotor. (16) Front end plate. (22) Gear case. (25) Drive gear. (28) Gear case cover. (29) Grease seal.



(32) Bolt. (34) Drive shaft. (35) Drive shaft collar. (42) Starter drive (pinion). (45) Drive housing. (49) Air inlet. (50) Deflector(air outlet). (51) Mounting flange on the drive housing.

Tighten the bolts (32) of the drive housing in small increases of torque for all bolts until all bolts are tight11.3 N·m (100 lb in).

Check the motor for correct operation. Connect an air hose to the motor inlet (49) and make the motorturn slowly. Look at the drive pinion (42) from the front of the drive housing (45). The pinion must turnclockwise.

Connect an air hose to the small hole with threads in the drive housing (45), nearer the gear case (22).When a little air pressure goes to the drive housing, the drive pinion (42) must move forward to theengaged position. Also, the air must get out through the other hole with threads nearer the mountingflange (51).

Components Of The Air Starter (Ingersoll-Rand, Size 150 BMP, Model C Or E) (1) Motor housing cover. (2) Plug. (3) Plug. (3A) Plug. (6) Bolt (cap screw). (7) Lockwasher. (8) Gasket. (9) Rotor rear bearing.(10) Bearing retainer. (11) Rear end plate. (12) Cylinder. (13) Dowel. (14) Rotor vane. (15) Rotor. (16) Front end plate. (17) Rotorfront bearing. (18) Motor housing. (19) Gear case gasket. (20) Rotor pinion. (21) Rotor pinion retainer. (22) Gear case. (23)Bearing ejecting washer. (24) Rear bearing for the drive shaft. (25) Drive gear. (25A) Thrust washer. (26) Key for the drive gear.(27) Front bearing for the drive shaft. (28) Gear case cover. (29) Grease seal for the drive shaft. (30) Cover seal. (31) Piston seal.



(32) Bolt. (33) Lockwasher. (34) Drive shaft. (35) Drive shaft collar. (36) Piston. (36A) Piston ring. (37) Shift ring. (38) Shift ringretainer. (39) Shift ring spacer. (40) Piston return spring. (41) Return spring seat. (42) Starter drive (pinion). (43) Lockwasher.(44) Bushing for the bolts. (45) Drive housing. (46) Drive housing bushing. (47) Oiler felt for the bushing. (48) Oiler plug.

Ingersoll-Rand, Size SS350

Air Starter (Ingersoll-Rand (5) Cover Bolts. (7) End Plate. (16) Retaining nut. (22) Retaining bolt. (28) Seal. (44) Drive shaft bolt. (47) Drive pinion bolt. (54)Drive housing bolts.

During assembly put two pieces of 0.10 mm (.004 in.) shim stock between rotor body and end plate (7).Tighten retaining nut (16) until there is a slight drag on the shim stock. Tighten the clamping screw in theretaining nut (16). The clearance between the rotor assembly and the end plate is 0.05 to 0.13 mm (.002to .005 in.).

Install four cover bolts (5) and tighten to a torque of 27 N·m (20 lb ft).

Tighten retainer bolt (22) to a torque of 68 N·m (50 lb ft).

Install gear case seal (28) lip side first, into the small bore of the gear case. Put a thin layer of lubricanton the lip type seal and all O-ring seals.

Install drive shaft bolt (44) and tighten to a torque of 75 N·m (55 lb ft).

Install four drive housing bolts (54). Tighten to a torque of 27 N·m (20 lb ft).

Tighten the drive pinion bolt (47) to a torque of 75 N·m (55 lb ft).

After assembly, turn the drive pinion by hand in the direction of starter rotation. The clutch should ratchetsmoothly with a slight "clicking" action. Attach a hose to the "IN" port and apply 345 kPa (50 psi) airpressure. The drive pinion should move outward and air will escape from the "OUT" port. Plug the"OUT" port and apply 1034 kPa (150 psi) air pressure.


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The distance measured from the face of the drive pinion to the face of the mounting flange should be70.5 mm (2.77 in.). Remove pressure from the "IN" port. The measured distance should be 46.3 mm(1.82 in.).

Connect a 9 mm (3/8 in.) inlet hose at 620 kPa (90 psi). The starter should run smoothly. Plug theexhaust port and apply 207 kPa (30 psi) air pressure. Immerse starter in a non-flammable solvent for 30seconds. If the starter is properly sealed, no air bubbles will appear.

Components Of The Air Starter (Ingersoll-Rand, Size SS350) (1) Motor housing cover. (2) Plug. (3) Nameplate. (4) Screw. (5) Bolt (cap screw). (6) Plug. (7) Rear end plate. (8) O-ring seal.(9) Cylinder housing kit. (10) Dowel. (11) Front end plate. (12) O-ring seal. (13) Rotor. (14) Rear rotor bearing. (15) O-ring seal.(16) Retaining nut. (17) Retaining nut cover. (18) Front rotor bearing. (19) Wave washers. (20) Rotor vanes. (21) Rotor pinion.(22) Bolts. (23) Gear case. (24) O-ring seal. (25) Drive gear. (26) Drive gear bearing. (27) Retaining ring. (28) Gear case seal.(29) Retaining ring. (31) Piston kit. (32) O-ring seal. (33) Piston bearing. (34) Retaining ring. (35) Clutch jaw kit. (36) Retainingring. (37) Clutch springs. (38) Clutch spring cup. (39) Piston return springs. (40) Return spring seat. (41) Drive shaft. (42) Driveshaft spacer. (43) Drive shaft washer. (44) Bolt. (45) Drive shaft collar. (46) Drive pinion. (47) Bolt. (48) Drive housing kit. (49)Drive housing seal. (50) Drive housing bearing. (51) O-ring seal. (52) Drive housing washer. (53) Drive housing gasket. (54)Bolts.

Hydraulic Starting System


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To avoid personal injury, DO NOT disconnect oil lines or remove plugsfrom the system until the oil pressure has been released. The systemcan have 20 700 kPa (3000 psi) pressure. After all the system pressureis released, the accumulator still can have 11 200 kPa (1625 psi)pressure. DO NOT work on the accumulator, unless you have thecorrect service tools and information.

Service or service information is available from the manufacturer for servicing the accumulator.

Copyright 1993 - 2012 Caterpillar Inc.Todos los derechos reservados.Red privada para licenciados del SIS.

Mon Jul 30 2012 10:16:48 GMT-0500 (PET)

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