RENR7572-06

July 2006

Systems Operation
Testing and Adjusting
C7 On-highway Engine
YPG1-Up (Engine)
KAL1-Up (Engine)
LBM1-Up (Engine)
SAP1-Up (Engine)
C7T1-Up (Engine)
WAX1-Up (Engine)
 i01658146

Important Safety Information

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

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. If a tool,
procedure, work method or operating technique that is not specifically recommended by Caterpillar
is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that
the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Caterpillar dealers have the most current information available.

When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.

Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
RENR7572-06 3
Table of Contents

Table of Contents Electric Starting System - Test .............................. 84

Engine Oil Pressure Sensor - Test ........................ 85
Pinion Clearance - Adjust ..................................... 85
Systems Operation Section
Index Section
General Information ................................................ 4
Electronic Control System Components ................. 7 Index ..................................................................... 87
Fuel System ........................................................... 9
Air Inlet and Exhaust System ............................... 23
Lubrication System .............................................. 27
Cooling System .................................................... 30
Basic Engine ......................................................... 32
Rear Power Take-Off (RPTO) ............................... 35
Electrical System ................................................. 35

Testing and Adjusting Section

Fuel System
Fuel System - Inspect ........................................... 39
Air in Fuel - Test .................................................... 39
Engine Speed - Check .......................................... 40
Electronic Unit Injector - Test ................................ 41
Finding Top Center Position for No. 1 Piston ........ 42
Fuel Quality - Test ................................................. 43
Fuel System - Prime ............................................. 44
Fuel System Pressure - Test ................................. 45
Gear Group (Front) - Time .................................... 47

Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect ................. 49
Turbocharger - Inspect .......................................... 53
Inlet Manifold Pressure - Test ............................... 56
Exhaust Temperature - Test .................................. 57
Aftercooler - Test ................................................... 57
Engine Crankcase Pressure (Blowby) - Test ........ 60
Engine Valve Lash - Inspect/Adjust ...................... 60

Lubrication System
Engine Oil Pressure - Test .................................... 63
Excessive Bearing Wear - Inspect ........................ 66
Excessive Engine Oil Consumption - Inspect ....... 66
Increased Engine Oil Temperature - Inspect ........ 66

Cooling System
Cooling System - Check (Overheating) ................ 68
Cooling System - Inspect ...................................... 70
Cooling System - Test ........................................... 70
Water Temperature Regulator - Test ..................... 75
Water Pump - Test ................................................ 75

Basic Engine
Piston Ring Groove - Inspect ................................ 77
Main Bearings - Inspect ........................................ 77
Cylinder Block - Inspect ........................................ 77
Flywheel - Inspect ................................................. 77
Flywheel Housing - Inspect ................................... 79
Vibration Damper - Check .................................... 81

Electrical System
Alternator - Test .................................................... 82
Battery - Test ......................................................... 82
Charging System - Test ........................................ 83
4 RENR7572-06
Systems Operation Section

Systems Operation Section

i01846472

General Information
SMCS Code: 1000

g00940558
Illustration 1
Right side view
(1) Lifting eye (4) Turbocharger (7) Oil filter
(2) Water drain plug (5) Alternator (8) Water pump
(3) Exhaust manifold (6) Bleed orifice for wastegate (if equipped) (9) Crankshaft vibration damper
RENR7572-06 5
Systems Operation Section

g00940561
Illustration 2
Left side view
(10) Fuel filter (13) Inlet elbow (16) Oil filler tube
(11) Unit injector hydraulic pump (14) Air inlet heater relay (17) Air compressor
(12) Engine crankcase breather (15) Wastegate solenoid (if equipped) (18) Engine Control Module ECM

The engine is a in-line six cylinder engine. The firing The hydraulic electronic unit injector system (HEUI)
order of the engine is 1-5-3-6-2-4. The engine’s eliminates many of the mechanical components
rotation is counterclockwise when the engine is that are used in a pump-and-line system. The HEUI
viewed from the flywheel end of the engine. The also provides increased control of the timing and
engine utilizes a turbocharger and an air-to-air increased control of the fuel air mixture. The timing
aftercooler. The engines have a bore of 110 mm advance is achieved by precise control of the unit
(4.3 inch) and a stroke of 127 mm (5.0 inch). The injector timing. Engine rpm is controlled by adjusting
displacement is 7.25 L (442 in 3 ). the injection duration. A special pulse wheel provides
information to the Engine Control Module (ECM) for
detection of cylinder position and engine rpm.
6 RENR7572-06
Systems Operation Section

The engine has built-in diagnostics in order to ensure

that all of the components are operating properly. In
the event of a system component failure, the operator
will be alerted to the condition via the check engine
light that is located on the dashboard. An electronic
service tool can be used to read the numerical code
of the faulty component or condition. Also, the cruise
control switches can be used to flash the code on the
check engine light. Intermittent faults are logged and
stored in memory.

Starting The Engine

The engine’s ECM will automatically provide the
correct amount of fuel in order to start the engine.
Do not hold the throttle down while the engine is
cranking. If the engine fails to start in twenty seconds,
release the starting switch. Allow the starting motor
to cool for two minutes before the starting motor is
used again.

NOTICE
Excessive ether (starting fluid) can cause piston and
ring damage. Use ether for cold weather starting pur-
poses only.

Cold Mode Operation

Starting the engine and operation in cold weather
is dependent on the type of fuel that is used, the oil
viscosity, and other optional starting aids. For more
information, refer to the Operation and Maintenance
Manual, “Cold Weather Operation”.
RENR7572-06 7
Systems Operation Section

i01833239

Electronic Control System

Components
SMCS Code: 1900

g00936714
Illustration 3
Electronic control System components (left side view)
(1) Connector for the injection actuation (5) Atmospheric pressure sensor
pressure control valve (6) Boost pressure sensor
(2) Injection actuation pressure sensor (7) Speed/Timing sensors
(3) Coolant temperature sensor (8) Engine oil level switch (if equipped)
(4) Inlet air temperature sensor (9) Oil pressure sensor (if equipped)
8 RENR7572-06
Systems Operation Section

The electronic control system is integrally designed An output component is one that is operated by a
into the engine’s fuel system and the engine’s air control module. The output component receives
inlet and exhaust system in order to electronically electrical energy from the control group. The output
control the fuel delivery and the injection timing. The component uses that electrical energy in one of
electronic control system provides increased timing two ways. The output component can use that
control and fuel air ratio control in comparison to electrical energy in order to perform work. The output
conventional mechanical engines. Injection timing component can use that electrical energy in order to
is achieved by the precise control of the injector provide information.
firing time. Engine rpm is controlled by adjusting
the injection duration. The ECM energizes the unit As an example, a moving solenoid plunger will
injector solenoids in order to start the injection of perform work. By performing work, the component
fuel. Also, the ECM de-energizes the unit injector has functioned in order to regulate the vehicle.
solenoids in order to stop the injection of fuel.
As an example, a dash panel light or an alarm will
Refer to Systems Operation/Testing and Adjusting, provide information to the operator of the vehicle.
“HEUI Injector Operation” for a complete explanation
of the fuel injection process. These electronic components provide the ability
to electronically control the engine operation.
The engine uses the following three types of Engines with electronic controls offer the following
electronic components: advantages:

• Input component • Improvement in performance

• Control component • Improvement in fuel consumption
• Output component • Reduction in emissions levels
An input component is one that sends an electrical
i01902644
signal to the ECM of the system. The signal that is
sent varies in either of the following ways: Fuel System
• Voltage SMCS Code: 1250
• Frequency
• Pulse width
The variation of the signal is in response to a change
in some specific system of the vehicle. Some specific
examples of an input component are the engine
speed-timing sensors, the coolant temperature
sensor, and the cruise control switches. The ECM
interprets the signal from the input component as
information about the condition, environment, or
operation of the vehicle.

A control component (ECM) receives the input signals

from the input components. Electronic circuits inside
the control component evaluate the signals from
the input components. These electronic circuits also
supply electrical energy to the output components of
the system. The electrical energy that is supplied to
the output components is based on predetermined
combinations of input signal values.
RENR7572-06 9
Systems Operation Section

Introduction

g00990070
Illustration 4
Fuel System Diagram
(1) Unit injector hydraulic pump (10) Fuel supply passage (19) Boost pressure sensor
(2) Oil flow to engine (11) Fuel transfer pump (20) Engine coolant temperature sensor
(3) Oil filter (12) Secondary fuel filter (21) Engine oil pressure sensor
(4) Engine oil pump (13) Primary fuel filter/water separator (22) Inlet air temperature sensor
(5) Injectors (14) Fuel tank (23) Engine oil level switch
(6) Connector for the IAP control valve (15) Fuel pressure regulator (24) Atmospheric air pressure sensor
(7) Oil cooler (16) Back of camshaft gear (25) Wastegate control valve
(8) High pressure oil passage (17) Speed/timing sensors
(9) IAP sensor (18) ECM

The operation of the Hydraulic Electronic Unit • Fuel transfer pump (11)
Injector (HEUI) fuel system is completely different
from any other type of fuel system that is actuated • Injection Actuation Pressure sensor (9)
mechanically. The HEUI fuel system is completely
free of adjustment. Adjustments to the components Note: The components of the HEUI fuel system
that are mechanical can not be made. Changes in are not serviceable. These fuel system components
performance are made by installing different software must not be disassembled. Disassembly will damage
in Engine Control Module (ECM) (18). the components. If the components have been
disassembled, Caterpillar may not allow a warranty
This fuel system consists of six basic components: claim or Caterpillar may reduce the warranty claim.

• Hydraulic Electronic Unit Injector (HEUI) (5)

• Engine Control Module (ECM) (18)
• Unit injector hydraulic pump (1)
10 RENR7572-06
Systems Operation Section

Component Description Engine Control Module (ECM)

Hydraulic Electronic Unit Injector Engine Control Module (ECM) (18) is located on
the left side of the engine. The ECM is a powerful
The HEUI fuel system utilizes a hydraulically actuated computer that provides total electronic control of
electronically controlled unit injector (5). engine performance. The ECM uses data from
engine performance that is gathered by several
All fuel systems for diesel engines use a plunger sensors. Then, the ECM uses this data in order
and barrel in order to pump fuel under high pressure to make adjustments to the fuel delivery, injection
into the combustion chamber. This fuel is pumped pressure and injection timing. The ECM contains
into the combustion chamber in precise amounts in programmed performance maps (software) in order
order to control engine performance. The HEUI uses to define horsepower, torque curves and rpm. This
engine oil under high pressure in order to power the software is commonly called the personality module.
plunger. All other fuel systems use a fuel injection
pump camshaft lobe in order to power the plunger. The engine does not have a replaceable personality
Because the HEUI is much different, a technician module. The personality module is a permanent part
must use different troubleshooting methods. of the ECM. The personality module for the engine
can be reprogrammed by Caterpillar Electronic
The HEUI uses engine lubrication oil that is Technician (Cat ET).
pressurized from 6 MPa (870 psi) to 28 MPa
(4050 psi) in order to pump fuel from the injector. ECM (18) logs faults of engine performance. Also,
The HEUI operates in the same way as a hydraulic the ECM is capable of running several diagnostic
cylinder in order to multiply the force of the high tests automatically when the ECM is used with an
pressure oil. By multiplying the force of the high electronic service tool such as the Cat ET or the
pressure oil, the HEUI can produce injection Electronic Control Analyzer Programmer (ECAP).
pressures that are very high. This multiplication of
pressure is achieved by applying the force of the high Unit Injector Hydraulic Pump
pressure oil to a piston. The piston is larger than the
plunger by approximately six times. The piston that is
powered by engine lubrication oil under high pressure
pushes on the plunger. This engine lubrication oil
under high pressure is called the actuation pressure
of the oil. The actuation pressure of the oil generates
the injection pressure that is delivered by the unit
injector. Injection pressure is greater than actuation
pressure of the oil by approximately six times.

Low actuation pressure of the oil results in low

injection pressure of the fuel. During conditions of low
speed such as idle and start, low injection pressure is
utilized.
g00888330
High actuation pressure of the oil results in high Illustration 5
injection pressure of the fuel. During conditions of (1) Unit injector hydraulic pump
high speed such as high idle and acceleration, high
injection pressure is utilized. Unit injector hydraulic pump (1) (high pressure oil
pump) is located at the left front corner of the engine.
There are many other operating conditions when the The unit injector hydraulic pump is a variable delivery
injection pressure is between the minimum and the piston pump. The unit injector hydraulic pump uses a
maximum. Regardless of the speed of the engine, portion of the engine lubrication oil. The unit injector
the HEUI fuel system provides infinite control of hydraulic pump pressurizes the engine lubrication oil
injection pressure. to the injection actuation pressure that is required in
order to power the HEUI injectors.
RENR7572-06 11
Systems Operation Section

Pump Pressure Regulator Injection Actuation Pressure Sensor

(IAP)
The pump pressure regulator is internal to the unit
injector hydraulic pump. The pump pressure regulator
is a valve of high precision that controls pump outlet
pressure (actuation pressure) by changing pump
outlet flow. The performance maps in the ECM (18)
contain a desired actuation pressure for every engine
operating condition. The ECM sends a control current
to the pump pressure regulator. The control current
should make the actual actuation pressure equal to
the desired actuation pressure.

The pump pressure regulator is an actuator that

converts an electrical signal from the ECM to the
mechanical control of plunger sleeves in order to
change the pump outlet flow and the pump outlet
pressure. Illustration 7
g00739676

(9) IAP sensor

Fuel Transfer Pump
IAP Sensor (9) is installed in the high pressure oil
manifold. The high pressure oil manifold supplies
actuation oil in order to power the unit injectors. The
IAP Sensor monitors injection actuation pressure.
The IAP Sensor sends a continuous voltage signal
back to ECM (18). The ECM interprets the signal.
The ECM is aware of the injection actuation pressure
at all times.

g00888334
Illustration 6
Unit injector hydraulic pump
(1) Unit injector hydraulic pump
(11) Fuel transfer pump

Fuel transfer pump (11) is mounted on the back of

unit injector hydraulic pump (1). The fuel transfer
pump is used in order to draw fuel from fuel tank
(14). Also, the fuel transfer pump is used in order
to pressurize the fuel to 450 kPa (65 psi). The
pressurized fuel is supplied to injectors (5).

The fuel transfer pump is a gear pump. The pump is

mounted on the back of the unit injector hydraulic
pump. The fuel transfer pump is driven by the shaft
of the unit injector hydraulic pump. A relief valve in
the fuel transfer pump limits the outlet pressure to
689 ± 69 kPa (100 ± 10 psi). Fuel is drawn from
the tank to the inlet port of the pump. The rotation
of the gears causes the fuel to flow out of the pump
outlet port through the secondary fuel filter (12) and
to the fuel supply passage (10) that is located in the
cylinder head.
12 RENR7572-06
Systems Operation Section

HEUI Fuel System Operation

g00935590
Illustration 8
(1) Unit injector hydraulic pump (12) Secondary fuel filter
(5) Injectors (13) Primary fuel filter/water separator
(10) Fuel supply passage (14) Fuel tank
(11) Fuel transfer pump (15) Fuel pressure regulator

Low Pressure Fuel System Fuel flows from fuel filter (12) to the inlet side of fuel
transfer pump (11). An inlet check valve in the inlet
The low pressure fuel system serves three functions. port of the fuel transfer pump opens in order to allow
The low pressure fuel system supplies fuel for the flow of fuel into the pump. After the fuel flow has
combustion to injectors (5). Also, the low pressure stopped, the inlet check valve closes in order to
fuel system supplies excess fuel flow in order to cool prevent fuel flow out of the inlet port. Fuel flows from
the unit injectors and the low pressure fuel system the inlet port in the pump to the outlet port, which also
supplies excess fuel flow in order to remove air from has a check valve. The outlet check valve opens in
the system. order to allow pressurized fuel flow out of the pump.
The outlet check valve closes in order to prevent
The low pressure fuel system consists of four basic pressurized fuel leakage back through the pump.
components:
Fuel flows from the outlet port of fuel transfer pump
• Fuel tank (14) (11) to the fuel supply passage in the cylinder head.
The fuel supply passage is a drilled hole which
• Primary fuel filter/water separator(13) begins at the front of the cylinder head. The fuel
supply passage extends to the back of the cylinder
• Two micron secondary fuel filter (12) head. This passage connects with each unit injector
bore in order to supply fuel to unit injectors (5). Fuel
• Fuel transfer pump (11) from the transfer pump flows through the cylinder
head to all of the unit injectors. Excess fuel flows out
• Fuel pressure regulator (15) of the back of the cylinder head. After the excess
flows out of the back of the cylinder head, the fuel
Fuel transfer pump (11) is mounted on the back of flows into fuel pressure regulator (15).
unit injector hydraulic pump (1).
Fuel pressure regulator (15) consists of an orifice
Fuel is drawn from fuel tank (14) and flows through and a spring loaded check valve. The orifice is a flow
a thirteen micron fuel filter/water separator (13). The restriction that pressurizes the supply fuel. The spring
primary fuel filter/water separator removes large loaded check valve opens at 35 kPa (5 psi) in order
debris from the fuel. The debris may have entered to allow the fuel which has flowed through the orifice
the fuel tank during fueling. The debris may have to return to fuel tank (14). When the engine is off and
also entered the fuel tank through the vent for the fuel no fuel pressure is present, the spring loaded check
tank. The primary filter element also separates water valve closes. The spring loaded check valve closes
from the fuel. The water is collected in the bowl at the in order to prevent the fuel in the cylinder head from
bottom of the primary fuel filter/water separator. draining back to the fuel tank.
RENR7572-06 13
Systems Operation Section

Injection Actuation System

g00935594
Illustration 9
(1) Unit injector hydraulic pump (3) Oil filter (5) Injectors
(2) Oil flow (4) Engine oil pump (7) Oil cooler

Actuation Oil Flow Oil flows into the inlet port of unit injector hydraulic
pump (1) and the oil fills the pump reservoir. The
The injection actuation system serves two functions. pump reservoir provides oil to the unit injector
The injection actuation system supplies high pressure hydraulic pump during start-up. Also, the pump
oil in order to power HEUI injectors (5). Also, the reservoir provides oil to the unit injector hydraulic
injection actuation system controls the injection pump until the engine oil pump can increase
pressure that is produced by the unit injectors by pressure.
changing the actuation pressure of the oil.
The pump reservoir also provides makeup oil to the
The injection actuation system consists of four basic high pressure oil passage in the cylinder head. When
components: the engine is off and the engine cools down, the oil
shrinks. A check valve in the pump allows oil to be
• Engine oil pump (4) drawn from the pump reservoir in order to keep the
high pressure oil passage full.
• Engine oil filter (3)
Oil from the pump reservoir is pressurized in the unit
• Unit injector hydraulic pump (1) injector hydraulic pump (1). The oil is then pushed out
of the outlet port of the pump under high pressure.
• Injection Actuation Pressure sensor (9) Oil then flows from the outlet port of the unit injector
hydraulic pump to the high pressure oil passage in
Oil from engine oil pump (4) supplies the needs of the the cylinder head.
engine lubrication system. Also, oil from the engine
oil pump supplies the needs of unit injector hydraulic The high pressure oil passage connects with each
pump (1) for the fuel system. The capacity of the unit injector bore in order to supply high pressure
engine oil pump has been increased in order to meet actuation oil to the unit injectors (5). Actuation oil
the additional flow requirement that is necessary. that is under high pressure flows from unit injector
hydraulic pump (1) through the cylinder head to all of
Oil that is drawn from the sump is pressurized to the the injectors. Oil is contained in the high pressure
lubrication system oil pressure by engine oil pump oil passage until the oil is used by the unit injectors.
(4). Oil flows from the engine oil pump through engine Oil that has been exhausted by the unit injectors
oil cooler (7), through engine oil filter (3), and then to is expelled under the valve covers. This oil returns
the main oil gallery. A separate circuit from the main to the crankcase through the oil drain holes in the
oil gallery directs a portion of the lubrication oil in cylinder head.
order to supply the unit injector hydraulic pump (1). A
steel tube on the left side of the engine connects the
main oil gallery with the inlet port of the unit injector
hydraulic pump.
14 RENR7572-06
Systems Operation Section

Actuation Oil Pressure Control

g00990018
Illustration 10
(1) Control valve solenoid (6) Actuator piston (11) Drive gear
(2) Poppet valve (7) Eccentric drive plate (12) Check valve
(3) Armature (8) Idler (13) Piston
(4) Actuator spring (9) Spill port
(5) Sliding sleeve (10) Pump outlet ports

The unit injector hydraulic pump is a variable delivery Changing the relative position of the sliding sleeve to
piston pump. The variable piston pump uses an the spill port changes the volume of oil in the piston.
angled drive plate which rotates. The pistons do not The location of the sliding sleeve is continuously
rotate. The pistons move in relation to the angled changing. The location of the sliding sleeve is
drive plate. The pistons move in the sliding sleeves. determined by the ECM. Changing the location of the
sliding sleeves changes the flow of the pump. The
The unit injector hydraulic pump is driven by the gear result is the amount of oil that can be pressurized.
train on the front of the engine. The drive gear on the
front of the pump turns the common shaft. The angled The pressure of the injection actuation system is
drive plate is mounted on the common shaft. The controlled by matching pump outlet flow and resulting
rotation of the angled drive plate causes the pump pressure to the pressure demand for the injection
piston to move in and out within the sliding sleeves. actuation system. The position of the sliding sleeves
is changed in order to control the pump outlet flow.
As the pistons move out of the sliding sleeves, oil Moving the sleeves to the left covers the spill port for
is drawn into the inside of the pistons through the a longer distance. This increases effective pumping
passage in the drive plate. Oil is forced out of the stroke and pump outlet flow. Moving the sleeves to
piston when the piston is pushed back into the sliding the right covers the spill ports for a shorter distance
sleeve and the ports are exposed. which reduces the effective pumping stroke. This
also reduces the pump outlet flow.
RENR7572-06 15
Systems Operation Section

The sliding sleeves are connected by an idler. One • The ECM constantly changes control current to
sleeve is connected to an actuator piston. Moving the pump control valve. This changes the pump
the actuator piston right or left causes the idler and outlet flow.
sleeves to move the same distance to the right or
to the left. There are two types of actuation pressure:

Control pressure is determined by the amount of • Desired actuation pressure

current from the ECM to the solenoid. A small amount
of pump outlet flow goes through a small passage in • Actual actuation pressure
the actuator piston. This small amount goes out of
an orifice and into the control pressure cavity. The Desired actuation pressure is the injection actuation
pressure in this cavity is limited by a small poppet pressure that is required by the system for optimum
valve. The opening of the poppet valve allows a engine performance. The desired actuation pressure
portion of the oil in the cavity to flow to drain. A is established by the performance maps in the ECM.
force holds the poppet valve closed. This force on The ECM selects the desired actuation pressure. The
the poppet valve is created by a magnetic field that selection is based on the signal inputs from many
acts on an armature. The strength of the magnetic sensors. The ECM is getting signal inputs from some
field determines the required pressure in order to of the following sensors: throttle position sensor,
overcome the force of the actuator spring. boost pressure sensor, speed-timing sensors, and
coolant temperature sensor . The desired actuation
An increase of current to the solenoid causes an pressure is constantly changing. The change is based
increase to the following items: on various signal inputs. The changing engine speed
and engine load also cause the desired actuation
• The strength of the magnetic field pressure to change. The desired actuation pressure
is only constant under steady state conditions (steady
• The force on the armature and poppet valve engine speed and load).

• The control pressure which causes the actuator Actual actuation pressure is the actual system
piston to move to a position that results in more pressure of the actuation oil that is powering the
flow injectors. The ECM and the pump pressure regulator
are constantly changing the amount of pump outlet
A reduction of current to the solenoid causes a flow. This constant changing makes the actual
reduction to the following items: actuation pressure equal to the desired actuation
pressure.
• The strength of the magnetic field
Pump Control Valve Operation
• The force on the armature and poppet valve
The pump control valve has the following three
• The control pressure which causes the actuator stages:
piston to move to a position that results in less flow
• Valve operation (engine off)
The ECM monitors actuation pressure. The ECM
constantly changes current to the pump control • Valve operation (cranking the engine)
valve in order to control actuation pressure. Three
components work together in a closed loop circuit in • Valve operation (running engine)
order to control actuation pressure:
Valve Operation (ENGINE OFF)
• ECM
When the engine is off, there is no pump outlet
• Sensor for the Injection Actuation Pressure (IAP) pressure from the pump and there is no current to the
control valve solenoid from the ECM. The actuator
• Pump control valve spring pushes the actuator piston completely to the
left. The idler which is not shown and the sliding
The closed loop circuit works in the following manner: sleeves are moved to the left also. At this point, the
pump is in the position of maximum output.
• The ECM determines a desired actuation pressure
by gathering information from sensor inputs and
software maps.

• The ECM monitors actual actuation pressure

through a constant signal voltage from the IAP
sensor.
16 RENR7572-06
Systems Operation Section

Valve Operation (ENGINE CRANKING) Valve Operation (RUNNING ENGINE)

During engine start-up, approximately 6 MPa Once the engine starts, the ECM controls the current
(870 psi) of injection actuation pressure is required in to the pump control valve in order to maintain the
order to activate the unit injector. This low injection desired actuation pressure. The IAP Sensor monitors
actuation pressure generates a low fuel injection the actual actuation pressure in the high pressure oil
pressure of about 35 MPa (5000 psi). This low fuel passage in the cylinder head. The ECM compares
injection pressure aids cold starting. the actual actuation pressure to the desired actuation
pressure 67 times per second. The ECM adjusts the
In order to start the engine quickly, the injection current levels to the pump control valve when the
actuation pressure must rise quickly. Because the actual actuation pressure and the desired actuation
unit injector hydraulic pump is being turned at engine pressure do not match. These adjustments make
cranking speed, pump flow is very low. The ECM the actual injection actuation pressure equal to the
sends a strong current to the control valve solenoid desired injection actuation pressure.
in order to keep the poppet valve closed. With the
poppet valve in the closed position, all of the flow Oil Flow (ENGINE RUNNING)
to the drain is blocked. The hydraulic forces that
act on each side of the actuator piston are equal. A small amount of pump outlet flow flows through
The actuator spring holds the actuator to the left. the actuator piston and into the control pressure
The pump produces maximum flow until the 6 MPa cavity. Control pressure increases and the increased
(870 psi) desired pressure is reached. Now, the ECM pressure unseats the poppet valve. The open poppet
reduces the current to the pressure regulator solenoid valve allows flow to the drain. The ECM changes
in order to reduce control pressure. The reduced control pressure by increasing or reducing the current
control pressure allows the actuator piston to move to the control valve solenoid and resultant force on
to the right. This reduces pump outlet flow in order to the poppet.
maintain the 6 MPa (870 psi) desired pressure.
The following items create a closed loop system:
Note: If the engine is already warm, the pressure that
is required to start the engine may be higher than • ECM
6 MPa (870 psi). The values for the desired actuation
pressures are stored in the performance maps of the • IAP
ECM. The values for desired actuation pressures
vary with engine temperature. • Pressure Regulator
Once the unit injectors begin to operate, the ECM This closed loop system provides infinitely variable
controls the current to the control valve. The ECM and control of pump outlet pressure. This pump outlet
the control valve solenoid will maintain the actuation pressure has a range from 6 MPa (870 psi) to 28 MPa
pressure at 6 MPa (870 psi) until the engine starts. (4061 psi).
The ECM monitors the actual actuation pressure
through the IAP Sensor that is located in the high
pressure oil manifold. The ECM establishes desired
HEUI Injector (Components)
actuation pressure by monitoring several electrical
The HEUI injector serves four functions. The HEUI
input signals and the ECM sends a predetermined
injector pressurizes supply fuel from 450 kPa (65 psi)
current to the control valve solenoid. The ECM also to 175 MPa (25382 psi). The HEUI injector functions
compares the desired actuation pressure to the actual
as an atomizer by pumping high pressure fuel
actuation pressure in the high pressure oil passage.
through orifice holes in the unit injector tip. The HEUI
The ECM adjusts the current levels to the control injector delivers the correct amount of atomized fuel
valve solenoid in order to make the actual actuation
into the combustion chamber and the HEUI injector
pressure equal to the desired actuation pressure.
disperses the atomized fuel evenly throughout the
combustion chamber.
RENR7572-06 17
Systems Operation Section

(17) Sleeve
(18) Reverse flow check valve
(19) Nozzle check
(20) Nozzle tip

Refer to Illustration 11. The HEUI injector consists

of three major parts:

• Upper end, or actuator (A)

• Middle, or pumping unit (B)
• Lower end, or nozzle assembly (C)
The upper end (A) consists of the following items:

• Solenoid (1)
• Armature spring (2)
• Armature (3)
• Seated pin (4)
• Spool spring (5)
• Spool valve (6)
• Check ball for intensifier piston (7)
The middle of the injector (B) contains the following
items:

• Intensifier piston (8)

• Return spring (9)
• Plunger (10)
• Barrel (11)
The lower end of the injector (C) consists of the
following items:

• Nozzle case (12)

• Inlet fill check (13)
Illustration 11
g00990075
• Stop (14)
Cross section of HEUI injector
(1) Solenoid • Nozzle spring (15)
(2) Armature spring
(3) Armature • Check piston (16)
(4) Seated pin
(5) Spool spring
(6) Spool valve
• Sleeve (17)
(7) Check ball for intensifier piston
(8) Intensifier piston • Reverse flow check valve (18)
(9) Return spring
(10) Plunger
(11) Barrel
• Nozzle check (19)
(12) Nozzle case
(13) Inlet fill check • Nozzle tip (20)
(14) Stop
(15) Nozzle spring
(16) Check piston
18 RENR7572-06
Systems Operation Section

These components work together in order to produce Pre-Injection

different rates for fuel injection. The rates for fuel
injection are electronically controlled by performance
software in the ECM.

HEUI Fuel Injector (Operation)

The HEUI injector operates with a split injection cycle.
The split injection cycle has five phases of injection:

• Pre-injection
• Pilot injection
• Injection delay
• Main injection
• Fill

g00884256
Illustration 12
Cross section of pre-injection cycle
(2) Armature spring
(3) Armature
(4) Seated pin
(5) Spool spring
(6) Spool valve
(8) Intensifier piston
(10) Plunger
(16) Check piston
(19) Nozzle check
RENR7572-06 19
Systems Operation Section

Refer to Illustration 12. The injector is in the phase Pilot Injection

of pre-injection when the engine is running and the
injector is between firing cycles. Plunger (10) and the
intensifier piston (8) are at the top of the piston bore.
The cavity below the plunger is full of fuel.

In the upper end, the armature (3) and the seated pin
(4) are held down by the armature spring (2). High
pressure actuation oil flows into the injector. The oil
then flows around the seated pin to the top of the
check piston (16). This provides a positive downward
force on the nozzle check (19) at all times when fuel
is not being injected.

The spool valve (6) is held in the top of the bore

for the spool valve by the spool spring (5). In this
position, the spool valve blocks actuation oil from
reaching the intensifier piston. Actuation pressure
is felt on both the top and bottom of the spool, so
hydraulic forces on the spool are balanced. The spool
valve is held in the up position or the closed position
by the force of the spool spring.

g00884259
Illustration 13
Cross section of pilot injection cycle
(1) Solenoid
(3) Armature
(4) Seated pin
(6) Spool valve
(7) Check ball for intensifier piston
(8) Intensifier piston
(10) Plunger
(15) Nozzle spring
(16) Check piston
(19) Nozzle check
(20) Nozzle tip
(21) Drain
20 RENR7572-06
Systems Operation Section

Refer to Illustration 13. Pilot injection occurs when Injection Delay

the ECM sends a control current to the solenoid (1).
The current creates a magnetic field which lifts the
armature (3) and the seated pin (4). The seated pin
has a lower seat and an upper seat. When the seated
pin is lifted by the armature, the upper seat closes
off the flow of actuation pressure to the check. The
lower seat opens. This allows the actuation oil on top
of check piston (16) to flow to drain (21). Actuation oil
that is trapped below spool (6) will also flow to drain
(21). The actuation oil drains through a vent hole in
the side of the injector.

The drop in pressure under the spool causes a

hydraulic difference that acts on the spool. The
spool moves into the open position when hydraulic
pressure acts on the top of the spool. This hydraulic
pressure forces the spool downward. The downward
movement of the spool is stopped when the spool
and the pin force the check ball (7) for the intensifier
piston onto the ball seat in the closed position. This
prevents any actuation pressure from escaping from
the cavity for the intensifier piston (8). This drop in
the actuation pressure also removes the downward
force on the check piston.

Actuation oil now flows past the open spool and to the
top of the intensifier piston. The downward movement
of the piston and plunger (10) pressurizes the fuel in
the plunger cavity to the nozzle tip (20). Pilot injection
begins when the injection pressure increases in order
to overcome the force of the nozzle spring (15) which
lifts the nozzle check (19).

Pilot injection will continue if the following conditions

exist:

• The solenoid is energized.

• The spool remains open.
• There is no actuation pressure on top of the check
piston.

g00884279
Illustration 14
Cross section of injection delay
(1) Solenoid
(2) Armature spring
(3) Armature
(4) Seated pin
(5) Spool spring
(6) Spool valve
(8) Intensifier piston
(10) Plunger
(16) Check piston
(19) Nozzle check
RENR7572-06 21
Systems Operation Section

Refer to Illustration 14. Injection delay begins when Main Injection

the control current to the solenoid (1) stops and the
solenoid is de-energized. The armature (3) is held
in the up position by a magnetic field. When the
magnetic field is de-energized, the armature spring
(2) pushes the armature and the seated pin (4)
downward. The seated pin closes the lower seat and
the seated pin opens the upper seat. This allows the
actuation pressure to flow to the top of the check
piston (16). The hydraulic force on the check piston
quickly overcomes the injection pressure and the
nozzle check (19) closes. Injection stops at this point.

Actuation pressure increases under the spool valve

(6) that creates the balance of hydraulic force on the
top and bottom of the spool. The weak spool spring
(5) now acts on the spool. This closes the spool
very slowly. As the spool remains open, actuation
pressure continues to flow past the spool to intensifier
piston (8) and to plunger (10). The injection pressure
in the nozzle and in the plunger cavity increases very
quickly when the nozzle check is held in the closed
position.

g00884292
Illustration 15
Cross section of main injection cycle
(1) Solenoid
(3) Armature
(4) Seated pin
(6) Spool valve
(7) Check ball for intensifier piston
(16) Check piston
(19) Nozzle check
(22) Drain
22 RENR7572-06
Systems Operation Section

Refer to Illustration 15. Main injection begins when Fill

the solenoid (1) is re-energized. The magnetic field
is instantly created and the force of the magnetic
field lifts the armature (3) and the seated pin (4). The
upper seat closes off the flow of actuation pressure
and the upper seat opens the check piston (16) and
the bottom of the spool (6) to the drain (22). The
hydraulic force that holds the nozzle check (19)
closed quickly dissipates and the injection pressure
opens the nozzle check. This is the start of main
injection. A difference in hydraulic forces on the
spool is also created. This difference forces the spool
downward. The check ball (7) for the intensifier piston
is held in the closed position when the spool is in
this position. Main injection continues if the solenoid
remains energized.

g00884309
Illustration 16
Cross section of fill cycle
RENR7572-06 23
Systems Operation Section

(1) Solenoid i01902820

(2) Armature spring
(3) Armature Air Inlet and Exhaust System
(4) Seated pin
(5) Spool spring
(6) Spool valve
SMCS Code: 1050
(7) Check ball for intensifier piston
(8) Intensifier piston
(9) Return spring
(10) Plunger
(16) Check piston
(18) Reverse flow check valve
(19) Nozzle check

Refer to Illustration 16. The fill cycle begins when the

solenoid (1) is de-energized. The armature (3) and
the seated pin (4) are forced down by the armature
spring (2). The seated pin closes the lower seat
and the seated pin opens the upper seat. Actuation
pressure is restored to the top of the check piston
(16). This closes the nozzle check (19) and injection
ends. Actuation pressure is also felt under the valve g00787037
Illustration 17
spool (6). This restores the hydraulic balance on the
spool. The valve spring (5) slowly closes the spool. Airflow schematic
This stops the flow of actuation oil to the intensifier (1) Air line
piston (8). (2) Aftercooler core
(3) Air inlet elbow
(4) Exhaust outlet from turbocharger
As the spool raises, the check ball (7) for the (5) Turbine side of turbocharger
intensifier piston is no longer held closed. Oil in the (6) Compressor side of turbocharger
cavity for the intensifier piston lifts the check off the (7) Air cleaner
seat and flows to the drain (22) through a vent hole in
the side of the injector. Return spring (9) pushes up The components of the air inlet and exhaust system
plunger (10) and the intensifier piston. This pushes all control the quality of the air that is available for
of the oil out of the cavity for the intensifier piston. The combustion. These components also control the
check valve (18) for the fuel inlet is taken off of the amount of the air that is available for combustion.
valve seat as the plunger lifts up. This allows supply The components of the air inlet and exhaust system
fuel to flow into the plunger cavity. The fill cycle is are listed below:
complete when the plunger and the piston are at the
top of the bore and the plunger cavity is full of fuel. • Air cleaner
• Turbocharger
• Aftercooler
• Cylinder head
• Valves and valve system components
• Piston and cylinder
• Exhaust manifold
Inlet air is pulled through the air cleaner. The inlet air
is then compressed and heated by the compressor
wheel of turbocharger (6) to about 150°C (300°F).
The inlet air is then pushed through air-to-air
aftercooler core (2) and the inlet air is moved to air
inlet elbow (3). The temperature of the inlet air at
air inlet elbow (3) is about 43°C (110°F). Cooling
of the inlet air increases the combustion efficiency.
Increased combustion efficiency helps to lower fuel
consumption. Also, increased combustion efficiency
helps to increase horsepower output.
24 RENR7572-06
Systems Operation Section

Aftercooler core (2) is a separate cooler core. • Exhaust stroke

Aftercooler core (2) is installed in front of the core
(standard) of the engine radiator on the machine. Exhaust gases from exhaust manifold (11) enter the
Air that is ambient temperature is moved across the turbine side of turbocharger (5) in order to turn the
aftercooler core by the engine fan. This cools the turbine wheel. The turbine wheel is connected to a
turbocharged inlet air. shaft which drives the compressor wheel. Exhaust
gases from the turbocharger pass through the
From aftercooler core (2), the air is forced into the exhaust outlet pipe, the muffler and the exhaust
cylinder head in order to fill the inlet ports. Air flow stack.
from the inlet port into the cylinder is controlled by
the inlet valves. Turbocharger

g00805952
Illustration 18
Air inlet and exhaust system
(2) Aftercooler core
(4) Exhaust outlet from turbocharger
(5) Turbine side of turbocharger
(6) Compressor side of turbocharger
(8) Exhaust valve
(9) Inlet valve
g00294193
(10) Air inlet Illustration 19
(11) Exhaust manifold
Turbocharger
(1) Air inlet
There are two inlet valves and one exhaust valve (2) Compressor housing
for each cylinder. Inlet valves open when the piston (3) Compressor wheel
moves down on the inlet stroke. When the inlet valves (4) Bearing
open, cooled compressed air from the inlet port is (5) Oil inlet port
pulled into the cylinder. The inlet valves close and the (6) Bearing
(7) Turbine housing
piston begins to move up on the compression stroke. (8) Turbine wheel
The air in the cylinder is compressed. When the (9) Exhaust outlet
piston is near the top of the compression stroke, fuel (10) Oil outlet port
is injected into the cylinder. The fuel mixes with the (11) Exhaust inlet
air and combustion starts. During the power stroke,
the combustion force pushes the piston downward. The turbocharger is installed on the center section
After the power stroke is complete, the piston moves of the exhaust manifold. All the exhaust gases
upward. This upward movement is the exhaust from the engine go through the turbocharger. The
stroke. During the exhaust stroke, the exhaust valve compressor side of the turbocharger is connected to
opens, and the exhaust gases are pushed through the aftercooler by a pipe.
the exhaust port into the exhaust manifold. After the
piston completes the exhaust stroke, the exhaust The exhaust gases go into turbine housing (7)
valve closes and the cycle starts again. The complete through exhaust inlet (11). The exhaust gases then
cycle consists of four stages: push the blades of turbine wheel (8). The turbine
wheel is connected by a shaft to compressor wheel
• Inlet stroke (3).

• Compression stroke
• Power stroke
RENR7572-06 25
Systems Operation Section

Clean air from the air cleaners is pulled through

compressor housing air inlet (1) by the rotation of
compressor wheel (3). The action of the compressor
wheel blades causes a compression of the inlet air.
This compression gives the engine more power by
allowing the engine to burn more air and more fuel
during combustion.

When the load on the engine increases, more fuel is

injected into the cylinders. The combustion of this
additional fuel produces more exhaust gases. The
additional exhaust gases cause the turbine and the
compressor wheels of the turbocharger to turn faster.
As the compressor wheel turns faster, more air is
forced into the cylinders. The increased flow of air g00943241
gives the engine more power by allowing the engine Illustration 21
to burn the additional fuel with greater efficiency. (16) Inlet manifold
(17) Wastegate solenoid
Bearings (4) and (6) for the turbocharger use engine
oil under pressure for lubrication. The oil comes in Wastegate solenoid (17) allows the engine ECM to
through oil inlet port (5). The oil then goes through more precisely regulate the boost pressure to the
passages in the center section in order to lubricate engine. By closing or partially closing the wastegate
the bearings. Oil from the turbocharger goes out solenoid, the ECM can increase the boost pressure.
through oil outlet port (10) in the bottom of the Typical wastegates will limit boost pressure to a
center section. The oil then goes back to the engine preset limit. Wastegate solenoid (17) blocks air
lubrication system. from reaching the wastegate and this allows boost
pressure to increase. Air is routed from inlet manifold
(16) to wastegate solenoid (17). The wastegate
solenoid (17) senses the air pressure of the inlet air
and the wastegate solenoid adjusts the wastegate
accordingly. Bleed orifice (15) allows air to escape
from the line (boost pressure) when the pressure is
too high.

As the boost pressure through line (14) increases

against the diaphragm in canister (13), the valve
of the wastegate is opened. When the valve of the
wastegate is opened, the rpm of the turbocharger
is limited by bypassing a portion of the exhaust
gases. The exhaust gases are routed through the
wastegate which bypasses the turbine wheel of the
Illustration 20
g00943240 turbocharger.
Turbocharger with wastegate
Note: The turbocharger with a wastegate is preset at
(12) Actuating lever
(13) Canister
the factory and no adjustment can be made.
(14) Line (boost pressure)
(15) Bleed orifice • When the wastegate solenoid is deactivated, the
wastegate is closed. This allows the engine to
When the engine is operating under conditions of low obtain the maximum boost in pressure.
boost, a spring pushes on a diaphragm in canister
(13). This action moves actuating lever (12) in order • When the wastegate solenoid is activated, the
to close the valve of the wastegate. Closing the valve wastegate is open. This allows the engine to
of the wastegate allows the turbocharger to operate control the boost of the pressure.
at maximum performance.
26 RENR7572-06
Systems Operation Section

Valve System Components Air Inlet Heater

The engines are equipped with an electric heater
that is located behind the air inlet elbow. The electric
heater has two functions:

• Aid in starting
• Aid in white smoke cleanup during start-up
Under the proper conditions, the ECM turns on
the electric heater. The following conditions are
evaluated prior to activating the electric heater:

• Jacket water coolant temperature

• Inlet manifold air temperature
• Ignition switch position
• Duration of time
The system is capable of delivering heat for 30
seconds prior to start-up and during cranking of the
engine. After the engine has started, the system is
capable of delivering heat constantly for 7 minutes, or
the system can cycle the heat for 13 minutes. During
the heating cycle, the heat is on for ten seconds and
the heat is off for ten seconds.
g00294195
Illustration 22
Valve system components If the air inlet heater malfunctions, the engine will still
start and the engine will still run. There may be a
(1) Rocker arms
(2) Bridge concern regarding the amount of white smoke that is
(3) Spring present. Also, there may be a concern regarding the
(4) Pushrods need for an alternative starting aid.
(5) Exhaust valve
(6) Inlet valves
(7) Lifter System Components
(8) Camshaft lobe
The system of the air inlet heater consists of the
The valve system components control the flow of following basic components:
inlet air into the cylinders during engine operation.
The valve system components also control the flow • Relay of the air inlet heater
of exhaust gases out of the cylinders during engine
operation. • Heater element
The crankshaft gear drives the camshaft gear through • Coolant temperature sensor
an idler gear. The camshaft must be timed to the
crankshaft in order to get the correct relation between • Inlet air temperature sensor
the piston movement and the valve movement.
• ECM
The camshaft has two camshaft lobes for each
cylinder. The lobes operate the inlet and exhaust • Indicator lamp
valves. As the camshaft turns, lobes on the camshaft
cause lifters (7) to move pushrods (4) up and down. The air inlet heater relay turns the 12 V heater ON
Upward movement of the pushrods against rocker and OFF in response to signals from the ECM (5).
arms (1) results in downward movement (opening) of
valves (5) and (6). The air inlet heater (3) is a component of the air inlet
cover. The heater element has a ground strap (2) that
Each cylinder has two inlet valves and one exhaust must be connected to the engine.
valve. Valve springs (3) close the valves when the
lifters move down.
RENR7572-06 27
Systems Operation Section

There are three conditions that would cause the air Under the proper condition, the heater will
inlet heater to be activated: be reactivated. When the sum of the coolant
temperature and the inlet manifold air temperature
• Powerup and Mode of Preheat has dropped below 25°C (109°F), the heater will be
reactivated. This condition could exist after a warm
Regardless of temperature, the heater and the lamp engine has cooled and the operator attempts to start
of the heater should come on for two seconds when the engine.
the ECM is first powered (lamp check). When the
sum of the coolant temperature plus the inlet manifold When the sum of the coolant temperature and the
air temperature is less than 25°C (109°F), the ECM inlet manifold air temperature does not attain 35°C
will turn on the heater and the lamp for 30 seconds. (127°F), the heater will be activated. The heater can
This is a cycle of preheat. be activated no longer than 20 minutes (maximum).
The ECM will turn off the heater after the 20 minute
The ECM will then turn off the heater and the lamp. time limit.
When the operator attempts to start the engine prior
to the completion of preheat, the ECM proceeds into For additional information on the air inlet heater, refer
the mode of cranking for heater control. to Troubleshooting, “Air Inlet Heater Circuit - Test”.

• Mode of cranking i01903000

During engine cranking, when the sum of the coolant

temperature plus the inlet manifold air temperature
Lubrication System
is less than 25°C (109°F), the ECM will turn on the SMCS Code: 1300
heater. The heater will remain on during engine
cranking. If the engine fails to start, the ECM reverts
to preheat. Reverting to preheat will activate the
heater for another 30 seconds.

• Running of the engine

After the engine has started, the same combination
of inlet manifold air temperature and coolant
temperature will determine the state of the heater.
The cycle has two strategies.

The two strategies are continuous and intermittent.

During the continuous strategy, the heater will remain
on for a maximum of 7 minutes after starting. If the
same conditions exist, the ECM will activate the
intermittent strategy. During the intermittent strategy,
the heater is cycled for a maximum of 13 minutes.
During this cycle, the heater is turned on for 10
seconds and the heater is turned off for 10 seconds.
After the 13 minute time limit, the heater is shut off.

When one of the temperature sensors fails, the

system will operate in the following manner:

• Coolant temperature sensor

When the coolant temperature sensor has an open
circuit or a short circuit, the coolant temperature
sensor has failed. During this condition, the heater will
be activated when the inlet manifold air temperature
is less than 10°C (50°F).

• Inlet air temperature sensor

When the inlet air temperature sensor has an open
circuit or a short circuit, the inlet air temperature
sensor has failed. During this condition, the heater
will be activated when the coolant temperature is less
than 40°C (104°F).
28 RENR7572-06
Systems Operation Section

g00990983
Illustration 23
Lubrication system schematic
(1) Unit injector hydraulic pump (9) Cylinder head gallery (19) Passage to camshaft idler gear bearing
(2) High pressure relief valve (10) Passage to pushrod lifters (20) Passage
(3) Passage to the rocker arms (11) Main bearing (21) Engine oil filter
(4) High pressure oil line (12) Camshaft bearing (22) Oil cooler bypass valve
(5) High pressure oil manifold (13) Passage to engine oil pan (23) Engine oil cooler
(6) Passage from high pressure oil manifold (14) Main oil gallery (24) Engine oil pump
to injector (15) Turbocharger oil supply line (25) Oil pump bypass valve
(7) Oil supply line for unit injector hydraulic (16) Passage to front housing (26) Auxiliary engine oil filter (if equipped)
pump (17) Passage to oil pump idler gear bearing (27) Engine oil pan
(8) Piston cooling jets (18) Oil filter bypass valve
RENR7572-06 29
Systems Operation Section

Engine oil pump (24) is mounted to the bottom of the The high pressure oil system provides actuation oil to
cylinder block inside the engine oil pan (27). The the unit injector. The high pressure circuit operates in
engine oil pump (24) pulls oil from engine oil pan a pressure range typically between 6 MPa (870 psi)
(27). The engine oil pump pushes the oil through the and 28 MPa (4050 psi). This high pressure oil flows
passage to the engine oil cooler (23). Oil then flows through a line into the cylinder head. The cylinder
through engine oil filter (21). The filtered oil then head stores the oil at actuation pressure. The oil is
enters the turbocharger oil supply line (15) and main ready to actuate the unit injector. Oil is discharged
oil gallery (14). from the unit injector under the valve cover so that no
return lines are required.
The main oil gallery (14) distributes oil to main
bearings (11), piston cooling jets (8), and camshaft After the lubrication oil’s work is done, the lubrication
bearing (12). Oil from main oil gallery (14) exits the oil returns to the engine oil pan.
front of the block. The oil then enters a groove that is
cast in front housing (16). The oil pump bypass valve (25) limits the pressure
of the oil that is coming from the engine oil pump
Oil enters the crankshaft through holes in the (24). The engine oil pump (24) can pump more than
bearing surfaces (journals) for the main bearing enough oil into the system. When there is more than
(11). Passages connect the bearing surface (journal) enough oil, the oil pressure increases. When the oil
for the main bearing (11) with the bearing surface pressure increases, the oil pump bypass valve (25)
(journal) for the connecting rod. will open. This allows the oil that is not needed to go
back to the suction side of the engine oil pump (24).
The passage in front housing (16) sends the oil flow
in two directions. At the upper end of the passage, The bypass valves (22) and (18) will open when
oil is directed back into the block and up to cylinder the engine is cold (starting conditions). Opening
head gallery (9) through passage (3) to the rocker the bypass valves achieves immediate lubrication
arm mechanism. A passage (17) sends oil to the oil of all components. Immediate lubrication is critical
pump idler gear bearing. when cold oil with high viscosity causes a restriction
to the oil flow through engine oil cooler (23) and
Oil from the front main bearing enters a passage (19) engine oil filter (21). The engine oil pump (24) sends
to the camshaft idler gear bearing. Oil passages in the cold oil through the bypass valves around the
the crankshaft send oil from all the main bearings engine oil cooler (23) and engine oil filter (21) to the
(11) through the connecting rods to the connecting turbocharger oil supply line (15) and the main oil
rod bearings. gallery (14) in the cylinder block.

The passages send oil from the camshaft bearing When the oil gets warm, the pressure difference
(12) to an oil passage in the side covers. The oil then in the bypass valves decreases and the bypass
enters a hole in the shafts to pushrod lifters (10). The valves close. After the bypass valves close, there is a
oil lubricates the bearings of the lifter. normal flow of oil through the engine oil cooler and
the engine oil filter.
Note: Engines that are equipped with an auxiliary oil
filter (26) will receive oil at a port. The filtered oil will The bypass valves will also open when there is a
be returned to engine oil pan (27). restriction in the engine oil cooler (23) or engine
oil filter (21). This design allows the engine to be
The unit injector hydraulic pump (1) is a gear-driven lubricated even though engine oil cooler (23) or
axial piston pump. The unit injector hydraulic pump engine oil filter (21) are restricted.
raises the engine oil pressure from the typical
operating oil pressure to the actuation pressure The engine oil cooler bypass valve is also activated
that is required by the unit injectors. The injection by pressure. If the oil pressure differential across the
actuation pressure control valve (5) electronically engine oil cooler reaches 125 ± 30 kPa (18 ± 4.5 psi),
controls the output pressure of the unit injector the valve will open. Opening the valve allows the oil
hydraulic pump (1). flow to bypass the engine oil cooler (23).

The oil circuit consists of a low pressure circuit and

a high pressure circuit. The low pressure circuit
typically operates at a pressure of 240 kPa (35 psi) to
480 kPa (70 psi). The low pressure circuit provides
engine oil that has been filtered to the unit injector
hydraulic pump (1). Also, the low pressure circuit
provides engine oil that has been filtered to the
lubricating system of the engine. Oil is drawn from
the engine oil pan (27). Oil is supplied through the
engine oil cooler (23) and engine oil filter (21) to both
the engine and the unit injector hydraulic pump (1).
30 RENR7572-06
Systems Operation Section

The main oil flow now reaches the main engine oil A pressure type cooling system offers two
filter (21). When the oil pressure differential across advantages:
the oil filter bypass valve (18) reaches 125 ± 30 kPa
(18 ± 4.5 psi), the valve opens in order to allow • The cooling system can operate safely at a
the oil flow to go around the oil filter (21). The temperature that is higher than the normal boiling
oil flow continues in order to lubricate the engine point of water.
components. When the oil is cold, an oil pressure
difference in the bypass valve also causes the valve • The cooling system prevents cavitation in the water
to open. This bypass valve then provides immediate pump.
lubrication to all the engine components when cold
oil with high viscosity causes a restriction to the oil Cavitation is the sudden formation of low pressure
flow through the engine oil filter (21). The bypass bubbles in liquids by mechanical forces. The
valve will also open when there is a restriction in the formation of air or steam pockets is more difficult
engine oil filter (21). This design allows the engine within a pressure type cooling system.
to be lubricated even though engine oil filter (21) is
restricted. The shunt line prevents cavitation by the water pump.
The shunt line provides a constant head pressure
Note: Refer to Specifications, “Engine Oil Filter at the water pump inlet.
Base”.
Note: The coolant mixture must be a minimum
Filtered oil flows through the main oil gallery (14) in of 30 percent ethylene glycol base antifreeze for
the cylinder block. Oil is supplied from the main oil efficient water pump performance for air to air after
gallery (14) to the following components: cooled engines. The mixture keeps the cavitation
temperature range of the coolant high enough for
• Piston cooling jets (8) efficient performance.

• Valve mechanism
• Camshaft bearing (12)
• Crankshaft main bearings
• Turbocharger cartridge
An oil cooling chamber is formed by the lip that is
forged at the top of the skirt of the piston and the
cavity that is behind the ring grooves in the crown.
Oil flow for the piston cooling jet enters the cooling
chamber through a drilled passage in the skirt. Oil
flow from the piston cooling jet returns to the engine
g00293080
oil pan (27) through the clearance gap between the Illustration 24
crown and the skirt. Four holes that are drilled from Cooling system schematic
the piston oil ring groove to the interior of the piston (1) Cylinder head
drain excess oil from the oil ring. (2) Water temperature regulator housing
(3) Expansion tank
The breather allows engine blowby to escape from (4) Shunt line (expansion tank to water pump)
(5) Bypass hose
the crankcase. The engine blowby is discharged (6) Radiator
through a hose into the atmosphere. This prevents (7) Cylinder block
pressure from building up that could cause seals or (8) Oil cooler
gaskets to leak. (9) Water pump

Water pump (9) is located on the right side of the

i01903111 cylinder block. The water pump is belt driven from
the crankshaft pulley. Coolant can enter the water
Cooling System pump in three places:
SMCS Code: 1350
• Inlet at the bottom of the water pump
This engine has a pressure type cooling system that
is equipped with a shunt line. • Bypass hose (5) into the top of the water pump
• Shunt line (4) into the top of the water pump
RENR7572-06 31
Systems Operation Section

Coolant from the bottom of the radiator is pulled into Water temperature regulator (11) controls the
the bottom inlet of the pump by impeller rotation. The direction of flow. When the coolant temperature is
coolant exits the back of the pump directly into the oil below the normal operating temperature, the water
cooler cavity of the block. temperature regulator is closed. The coolant is
directed through bypass hose (5) and into the top inlet
All of the coolant passes through the core of the of the water pump. When the coolant temperature
oil cooler and the coolant enters the internal water reaches the normal operating temperature, water
manifold of the cylinder block. The manifold disperses temperature regulator (11) opens. When the water
the coolant to water jackets around the cylinder walls. temperature regulator is open, the bypass is closed.
Most of the coolant goes through outlet (10) to the
radiator for cooling. The remainder flows through
bypass hose (5) and into the water pump.

Note: Some coolant systems may contain two water

temperature regulators.

The shunt line (4) extends from the top of the water
pump to an expansion tank. The shunt line must be
routed properly in order to avoid trapping any air.
By providing a constant head pressure to the water
pump, the shunt line can provide a constant flow of
coolant to the water pump. This prevents cavitation
by the water pump.

Note: Water temperature regulator (11) is an

important part of the cooling system. The water
temperature regulator divides coolant flow between
the radiator and the bypass in order to maintain
the normal operating temperature. If the water
temperature regulator is not installed in the system,
there is no mechanical control, and most of the
coolant will travel the path of least resistance through
the bypass. This will cause the engine to overheat
in hot weather and the engine will not reach normal
operating temperature in cold weather.

Note: Air vent valve (12) will allow the air to escape
g00293081 past the water temperature regulator from the cooling
Illustration 25
Water Lines Group system while the radiator is being filled. During
(1) Cylinder head
normal operation, the air vent valve will be closed
(2) Water temperature regulator housing in order to prevent coolant flow past the water
(5) Bypass hose temperature regulator.
(9) Water pump
(10) Outlet to radiator
(11) Water temperature regulator Coolant For Air Compressor (If
(12) Air vent valve in thermostat
Equipped)
From the cylinder block, the coolant flows into
passages in the cylinder head. The passages send If the engine is equipped with an air compressor the
the flow around the unit injector sleeves and the inlet coolant for the air compressor is supplied from the
and the exhaust passages. The coolant now enters water temperature regulator housing through the
water temperature regulator housing (2) at the front coolant supply line. The coolant is circulated through
right side of the cylinder head. the air compressor and the coolant is returned to the
cooling system through the coolant return line into
the cylinder head.

Coolant Conditioner (If Equipped)

Some conditions of operation can cause pitting. This
pitting is caused by corrosion or by cavitation erosion.
A corrosion inhibitor is a chemical that provides
a reduction in pitting. The addition of a corrosion
inhibitor can keep this type of damage to a minimum.
32 RENR7572-06
Systems Operation Section

The coolant conditioner element is a spin-on element The camshaft is accessible through the covers
that is similar to the fuel filter and to the oil filter on the left side of the cylinder block. These side
elements. The coolant conditioner element attaches covers support the pushrod lifters. The camshaft
to the coolant conditioner base that is mounted on is supported by bearings that are pressed into the
the front of the engine. Coolant flows from the water cylinder block. There are seven camshaft bearings.
pump to the coolant conditioner base and back to the
cylinder block. Coolant constantly flows through the The cylinder head is separated from the cylinder block
coolant conditioner element when the valves are in by a nonasbestos fiber gasket with a steel backing.
the OPEN position. Coolant flows out of the cylinder block through gasket
openings and into the cylinder head. This gasket also
The element has a specific amount of inhibitor for seals the oil supply and drain passages between the
acceptable cooling system protection. As the coolant cylinder block and the cylinder head.
flows through the element, the corrosion inhibitor
goes into the solution. The corrosion inhibitor is a dry The air inlet ports are on the left side of the cylinder
solution, so the inhibitor dissolves. The corrosion head, while the exhaust ports are located on the right
inhibitor then mixes to the correct concentration. side of the cylinder head. There are two inlet valves
Two basic types of elements are used for the and one exhaust valve for each cylinder. Replaceable
cooling system. The two elements are the precharge valve guides are pressed into the cylinder head.
elements and the maintenance elements. Each The hydraulically actuated electronically controlled
type of element has a specific use. The elements unit injector is located between the three valves.
must be used correctly in order to get the necessary Fuel is injected directly into the cylinders at very
concentration for cooling system protection. The high pressure. A pushrod valve system controls the
elements also contain a filter. The coolant conditioner valves.
elements should remain in the system after the
conditioner material has dissolved.
Piston, Rings And Connecting
The precharge element contains more than the Rods
normal amount of inhibitor. The precharge element is
used when a system is first filled with new coolant. One-piece aluminum pistons are used in most
This element must add enough inhibitor in order to applications. Engines with higher cylinder pressures
bring the complete cooling system up to the correct require one-piece steel pistons. Refer to the Parts
concentration. Manual in order to obtain information about the type
of pistons that are used in a specific engine.
The maintenance elements have a normal amount
of inhibitor. The maintenance elements are installed Aluminum and Steel One-Piece Pistons
at the first change interval. A sufficient amount of
inhibitor is provided by the maintenance elements The aluminum and steel pistons have an iron band
in order to maintain the corrosion protection at an for the compression ring. This helps to reduce wear
acceptable level. After the first change interval, on the compression ring groove. The pistons have
only maintenance elements are installed. In order three rings:
to provide the cooling system with protection,
maintenance elements are installed at specific • Compression ring
intervals.
• Intermediate ring
i02099085
• Oil ring
Basic Engine
All of the rings are located above the piston pin
SMCS Code: 1200 bore. The compression ring is a Keystone ring.
Keystone rings have a tapered shape. The action
of the ring in the piston groove that is tapered helps
Cylinder Block And Head prevent seizure of the rings. Seizure of the rings is
caused by deposits of carbon. The intermediate ring
The cylinder block has seven main bearings. The is rectangular with a sharp lower edge. The oil ring
main bearing caps are fastened to the cylinder block is a standard type of ring or a conventional type of
with two bolts for each cap. ring. Oil returns to the crankcase through slots in the
bottom of the groove.
Removal of the oil pan allows access to the
crankshaft, the main bearing caps, the piston cooling
jets, and the oil pump.
RENR7572-06 33
Systems Operation Section

Oil from the piston cooling jets sprays the underside

of the pistons. The spray lubricates the pistons and
the spray cools the pistons. The spray also improves
the piston’s life and the spray also improves the ring’s
life. The aluminum pistons use a single jet. The steel
pistons use two jets. Refer to the Specifications,
“Piston Cooling Jets” for more information.

The connecting rod has a taper on the pin bore

end. This taper gives the connecting rod and the
piston more strength. The additional strength is
concentrated in the areas with the most load. Two
bolts hold the connecting rod cap to the connecting
rod. This design keeps the connecting rod width to a
minimum, so that the connecting rod can be removed g00293227
through the cylinder. You must keep the rod and the Illustration 26
original cap together. Schematic of oil passages In crankshaft
(1) Oil gallery
(2) Main bearings
Crankshaft (3) Connecting rod bearings

The crankshaft changes the combustion forces in the Pressure oil is supplied to all main bearings through
cylinder into usable rotating torque which powers the drilled holes in the webs of the cylinder block. The oil
vehicle. A vibration damper is used at the front of the then flows through drilled holes in the crankshaft in
crankshaft to reduce torsional vibrations (twist on the order to provide oil to the connecting rod bearings.
crankshaft) that can cause damage to the engine. The crankshaft is held in place by seven main
bearings. A thrust bearing next to the rear main
The crankshaft drives a group of gears on the front bearing controls the end play of the crankshaft.
of the engine. The gear group drives the following
devices:
Vibration Damper
• Oil pump
The force from combustion in the cylinders will
• Camshaft cause the crankshaft to twist. This is called torsional
vibration. If the vibration is too great, the crankshaft
• Unit injector hydraulic pump will be damaged. The vibration damper limits the
torsional vibrations to an acceptable amount in order
• Gear-driven air compressor to prevent damage to the crankshaft.

• Power steering pump

In addition, belt pulleys on the front of the crankshaft
drive the following components:

• Radiator fan
• Water pump
• Alternator
• Refrigerant compressor
Hydrodynamic seals are used at both ends of the
crankshaft to control oil leakage. The hydrodynamic
grooves in the seal lip move lubrication oil back into
the crankcase as the crankshaft turns. The front
seal is located in the front housing. The rear seal is
installed in the flywheel housing.
34 RENR7572-06
Systems Operation Section

Rubber Vibration Damper (If Equipped) Viscous Vibration Damper (If Equipped)

g00293231 g00293230
Illustration 27 Illustration 28
Rubber vibration damper Cross section of viscous vibration damper
(1) Crankshaft (1) Crankshaft
(2) Ring (2) Weight
(3) Rubber ring (3) Case
(4) Hub
(5) Alignment marks
The viscous vibration damper is installed on the front
of crankshaft (1). The viscous vibration damper has
The rubber vibration damper is installed on the a weight (2) in a case (3). The space between the
front of crankshaft (1) . The hub (4) and ring (2) are weight and the case is filled with a viscous fluid.
isolated by a rubber ring (3). The rubber vibration The weight moves in the case in order to limit the
damper has alignment marks (5) on the hub and the torsional vibration.
ring. These marks give an indication of the condition
of the rubber vibration damper.
Camshaft
The camshaft is located in the upper left side of the
cylinder block. The camshaft is driven by gears at
the front of the engine. Seven bearings support the
camshaft. A thrust plate is mounted between the
camshaft drive gear and a shoulder of the camshaft
in order to control the end play of the camshaft.

The camshaft is driven by an idler gear which is

driven by the crankshaft gear. The camshaft rotates in
the same direction as the crankshaft. The crankshaft
rotates in the counterclockwise direction when the
engine is viewed from the flywheel end of the engine.
There are timing marks on the crankshaft gear, the
idler gear, and the camshaft gear in order to ensure
the correct camshaft timing to the crankshaft for
proper valve operation.
RENR7572-06 35
Systems Operation Section

As the camshaft turns, each lobe moves a lifter

assembly. There are two lifter assemblies for each
cylinder. Each lifter assembly moves a pushrod.
Each pushrod moves a valve (exhaust) or a set of
valves (inlet). The camshaft must be in time with
the crankshaft. The relation of the camshaft lobes
to the crankshaft position causes the valves in each
cylinder to operate at the correct time.

i02099146

Rear Power Take-Off (RPTO)

SMCS Code: 1165-RE

The Rear Power Take-Off (RPTO) is an integral part

of the flywheel housing. The rear power take-off is
positioned on the rear of the engine at approximately
one o’clock. The rear power take-off provides
continuous power through a series of three direct
drive gears, the crankshaft gear, the idler gear,
g00864026
and the output shaft gear. These gears are driven Illustration 29
off the rear of the crankshaft. The RPTO turns Grounding Stud To Battery Ground (“−”)
1.2 revolutions for each revolution of the engine
crankshaft. The output shaft rotates in the same
direction as the engine crankshaft. All bearings and
all thrust surfaces are internally lubricated. The
RPTO requires no additional maintenance.

i02099630

Electrical System
SMCS Code: 1400; 1550; 1900

Grounding Practices
Proper grounding for the vehicle electrical system
and the engine electrical systems is necessary for
proper vehicle performance and reliability. Improper
grounding will result in unreliable electrical circuit
paths and uncontrolled electrical circuit paths.

Uncontrolled engine electrical circuit paths can result g00864027

in damage to main bearings, crankshaft bearing Illustration 30
journal surfaces, and aluminum components. Alternate Grounding Stud To Battery Ground (“−”)

Uncontrolled electrical circuit paths can cause The engine must have a wire ground to the battery.
electrical noise which may degrade the vehicle and
radio performance. Ground wires or ground straps should be combined
at ground studs that are only for ground use. You
To ensure proper functioning of the vehicle and need to periodically check that the grounds are tight
engine electrical systems, an engine-to-frame ground and grounds are free of corrosion.
strap with a direct path to the battery must be used.
This may be provided by a starting motor ground, by The engine alternator should be battery ground
a frame to starting motor ground, or by a direct frame with a wire size that is capable of managing the full
to engine ground. An engine-to-frame ground strap charging current of the alternator.
must be used in order to connect the grounding stud
of the engine to the frame of the vehicle and to the
negative battery post.
36 RENR7572-06
Systems Operation Section

Both the low amperage circuit and the charging circuit

NOTICE are connected to the same side of the ammeter. The
When jump starting an engine, the instructions in Op- starting circuit is connected to the opposite side of
eration and Maintenance Manual, “Starting with Jump the ammeter.
Start Cables” should be followed in order to properly
start the engine. NOTICE
Never operate the alternator without the battery in the
This engine may be equipped with a 12 volt starting circuit. Making or breaking an alternator connection
system or a 24 volt starting system. Only equal voltage with heavy load on the circuit can cause damage to
for jump starting should be used. The use of a higher the regulator.
voltage will damage the electrical system.

The Engine Control Module (ECM) must be discon- Charging System Components
nected at the J1/P1 and J2/P2 locations before weld-
ing on the vehicle. Alternator

Engine Electrical System

The electrical system has three separate circuits:

• Charging circuit
• Starting circuit
• Low amperage circuit
Some of the electrical system components are used
in more than one circuit. The following components
are used in each of the three circuits:

• Battery
• Circuit breaker
• Ammeter
g00293544
Illustration 31
• Battery cables
Alternator components
The charging circuit is in operation when the engine (1) Brush holder
is running. An alternator generates electricity for the (2) Rear frame
(3) Rotor
charging circuit. A voltage regulator in the circuit
(4) Stator
controls the electrical output in order to keep the (5) Drive end frame
battery at full charge. (6) Fan assembly
(7) Slip rings
(8) Rectifier
NOTICE
The disconnect switch, if equipped, must be in the ON The alternator has three-phase, full-wave, rectified
position in order to let the electrical system function. output. The alternator uses brushes to generate
There will be damage to some of the charging circuit electricity.
components if the engine is running with the discon-
nect switch in the OFF position. The alternator is an electrical component and a
mechanical component that is driven by a belt from
If the vehicle has a disconnect switch, the starting engine rotation. The alternator is used to charge
circuit can operate only after the disconnect switch the storage battery during engine operation. The
is put in the ON position. alternator is cooled by a fan that is a part of the
alternator. The fan pulls air through holes in the
The starting circuit is in operation only when the start back of the alternator. The air exits the front of the
switch is activated. alternator and the air cools the alternator in the
process.
RENR7572-06 37
Systems Operation Section

The alternator converts mechanical energy and

magnetic energy into alternating current (AC)
and voltage. This process is done by rotating an
electromagnetic field (rotor) that is direct current
(DC) inside a three-phase stator. The alternating
current and the voltage that is generated by the
stator are changed to direct current. This change is
accomplished by a system that uses three-phase,
full-wave, rectified outputs. The three-phase,
full-wave, rectified outputs have been converted
by six rectifier diodes that are made of silicon. The
alternator also has a diode trio. A diode trio is an
assembly that is made up of three exciter diodes.
The diode trio rectifies field current that is needed to
start the charging process. Direct current flows to the g00285112
alternator output terminal. Illustration 32
Solenoid
A solid-state regulator is installed in the back of the
alternator. Two brushes conduct the current through The solenoid has windings (one set or two sets)
two slip rings to the field coil on the rotor. around a hollow cylinder. A plunger with a spring
loaded device is inside of the cylinder. The plunger
Also, a capacitor is mounted in the back of the can move forward and backward. When the start
alternator. The capacitor protects the rectifier from switch is closed and electricity is sent through the
high voltages. The capacitor also suppresses radio windings, a magnetic field is created. The magnetic
noise sources. field pulls the plunger forward in the cylinder. This
moves the shift lever in order to engage the pinion
The voltage regulator is a solid-state electronic drive gear with the ring gear. The front end of the
switch that controls the alternator output. The voltage plunger then makes contact across the battery and
regulator limits the alternator voltage to a preset the motor terminals of the solenoid. After the contact
value by controlling the field current. The voltage is made, the starting motor begins to turn the flywheel
regulator feels the voltage in the system. The voltage of the engine.
regulator switches ON and OFF many times per
second in order to control the field current for the When the start switch is opened, current no longer
alternator. The alternator uses the field current in flows through the windings. The spring now pushes
order to generate the required voltage output. the plunger back to the original position. At the same
time, the spring moves the pinion gear away from
Note: Refer to Service Manual, SENR3862 for the flywheel.
detailed service information for the Delco Remy 27
SI Series Alternator. When two sets of solenoid windings are used, the
windings are called the hold-in winding and the
Note: If the alternator is connected to an engine pull-in winding. Both sets of windings have the same
component, the ground strap must connect that number of turns around the cylinder, but the pull-in
engine component to the frame or to the battery winding uses a wire with a larger diameter. The wire
ground. with a larger diameter produces a greater magnetic
field. When the start switch is closed, part of the
current flows from the battery through the hold-in
Starting System Components windings. The rest of the current flows through the
pull-in windings to the motor terminal. The current
Starting Solenoid then flows through the motor to ground. The solenoid
is fully activated when the connection across the
A solenoid is a magnetic switch that does two basic battery and the motor terminal is complete. When
operations: the solenoid is fully activated, the current is shut
off through the pull-in windings. At this point, only
• The solenoid closes the high current starting motor the smaller hold-in windings are in operation. The
circuit with a low current start switch circuit. hold-in windings operate for the duration of time that
is required in order to start the engine. The solenoid
• The solenoid engages the starter motor pinion with will now draw less current from the battery, and the
the ring gear. heat that is generated by the solenoid will be kept at
an acceptable level.
38 RENR7572-06
Systems Operation Section

Starting Motor When the ignition switch is released from the START
position, the starting motor solenoid is deactivated.
The starting motor solenoid is deactivated when
current no longer flows through the windings. The
spring now pushes the plunger back to the original
position of the plunger. At the same time, the spring
moves the pinion gear away from the flywheel ring
gear.

g00293548
Illustration 33
Starting motor (typical example)
(1) Brush assembly
(2) Field windings
(3) Solenoid
(4) Clutch
(5) Pinion
(6) Armature

The starting motor is used to turn the engine flywheel

at a rate that will allow the engine to start running.

Note: Some starting motors have ground straps

that connect the starting motor to the frame, but
many of these starting motors are not grounded to
the engine. These starting motors have electrical
insulation systems. For this reason, the ground strap
that connects the starting motor to the frame may not
be an acceptable engine ground. Starting motors that
were installed as original equipment are grounded to
the engine. These starting motors have a ground wire
from the starting motor to the negative terminal of
the battery. When a starting motor must be changed,
consult an authorized dealer for the proper grounding
practices for that starting motor.

The starting motor has a solenoid. When the ignition

switch is turned to the START position, the starting
motor solenoid will be activated electrically. The
solenoid plunger will now move a mechanical linkage.
The mechanical linkage will push the starter motor
pinion in order to engage with the flywheel ring gear.
The starter motor pinion will engage with the ring
gear before the electric contacts in the solenoid close
the circuit between the battery and the starting motor.
When the circuit between the battery and the starting
motor is complete, the pinion will turn the engine
flywheel. A clutch gives protection for the starting
motor so that the engine cannot turn the starting
motor too fast.
RENR7572-06 39
Testing and Adjusting Section

Testing and Adjusting Inspection of the Fuel System

Section during Engine Operation
Either too much fuel for combustion or not enough
fuel for combustion can be the cause of a problem in
Fuel System the fuel system. Finding the source of the problem
can be difficult, especially when you have smoke that
rises from the exhaust. Therefore, work is often done
i02270984 on the fuel system when the problem is really with
some other part of the engine.
Fuel System - Inspect
When noticeable smoke rises from the exhaust, this
SMCS Code: 1250-040 problem can be caused by a damaged unit injector.
This unusual smoke can also be caused by one or
Initial Inspection of the Fuel System more of the reasons that follow:

A problem with the components that send fuel to • Not enough air for good combustion
the engine can cause low fuel pressure. This can
decrease engine performance. • An overload at high altitude

1. Check the fuel level in the fuel tank. Inspect the • Oil leakage into combustion chamber
cap for the fuel tank. Ensure that the vent in the
fuel cap is not filled with dirt. • Altitude

2. Check all fuel lines for fuel leakage. The fuel lines • Air inlet and exhaust leaks
must be free from restrictions and faulty bends.
Verify that the fuel return line is not collapsed. Note: Refer to Troubleshooting for more information
on the fuel system.
3. Clean the screen inside the inlet fitting of the fuel
transfer pump. Checking The Operation Of
4. Operate the hand priming pump (if equipped).
Individual Cylinders
If excessive resistance is felt, inspect the fuel
Low temperature at an exhaust manifold port is an
pressure regulating valve. Make sure that the
indication of no fuel to the cylinder. This can possibly
pressure regulator is installed correctly, and
be an indication of an injector with a defect. An extra
make sure that the pressure regulator functions
high temperature at an exhaust manifold port can be
correctly.
an indication of too much fuel to the cylinder. High
temperatures may also be caused by an injector with
5. Install a new fuel filter.
a defect.
6. Cut the old filter open with the 175-7546 Oil
Refer to Testing And Adjusting, “Exhaust
Filter Cutter Gp. Inspect the filter for excess
Temperature - Test” for the procedure for checking
contamination. Determine the source of the
the temperatures in the exhaust manifold port.
contamination. Make the necessary repairs.

7. Service the primary fuel filter (if equipped). i02486845

8. Operate the hand priming pump (if equipped). If Air in Fuel - Test
uneven resistance is felt, test for air in the fuel.
Refer to Testing and Adjusting, “Air in Fuel - Test” SMCS Code: 1280-081
for more information.
This procedure checks for air in the fuel. This
9. Remove any air that may be in the fuel system. procedure also assists in finding the source of the air.
Refer to Testing and Adjusting, “Fuel System -
Prime”. 1. Examine the fuel system for leaks. Ensure that
the fuel line fittings are properly tightened. Check
the fuel level in the fuel tank. Air can enter the
fuel system on the suction side between the fuel
transfer pump and the fuel tank.
40 RENR7572-06
Testing and Adjusting Section

2. Install a 2P-8278 Tube As (SIGHT GAUGE) in If excessive air is not seen at the inlet to the fuel
the fuel return line. When possible, install the sight transfer pump, the air is entering the system after
gauge in a straight section of the fuel line that is the fuel transfer pump. Proceed to Step 6.
at least 304.8 mm (12 inches) long. Do not install
the sight gauge near the following devices that If excessive air is seen at the inlet to the fuel
create turbulence: transfer pump, air is entering through the suction
side of the fuel system.
• Elbows
• Relief valves
To avoid personal injury, always wear eye and face
• Check valves protection when using pressurized air.
Observe the fuel flow during engine cranking.
Look for air bubbles in the fuel. If there is no fuel NOTICE
in the sight gauge, prime the fuel system. Refer To avoid damage, do not use more than 55 kPa (8 psi)
to Testing and Adjusting, “Fuel System - Prime” to pressurize the fuel tank.
for more information. If the engine starts, check
for air in the fuel at varying engine speeds. When
possible, operate the engine under the conditions 4. Pressurize the fuel tank to 35 kPa (5 psi). Do
which have been suspect of air in the fuel. not use more than 55 kPa (8 psi) in order to
avoid damage to the fuel tank. Check for leaks in
the fuel lines between the fuel tank and the fuel
transfer pump. Repair any leaks that are found.
Check the fuel pressure in order to ensure that
the fuel transfer pump is operating properly. For
information about checking the fuel pressure, see
Testing and Adjusting, “Fuel System Pressure -
Test”.

5. If the source of the air is not found, disconnect

the supply line from the fuel tank and connect an
external fuel supply to the inlet of the fuel transfer
pump. If this corrects the problem, repair the fuel
tank or the stand pipe in the fuel tank.

6. If the injector sleeve is worn or damaged,

combustion gases may be leaking into the fuel
system. Also, if the O-rings on the injector sleeves
are worn, missing, or damaged, combustion gases
may leak into the fuel system.

g01096678
Illustration 34 i02276736
2P-8278 Tube As (SIGHT GAUGE)
(1) A steady stream of small bubbles with a diameter of
Engine Speed - Check
approximately 1.60 mm (0.063 inch) is an acceptable amount
of air in the fuel. SMCS Code: 1000
(2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch)
are also acceptable if there is two seconds to three seconds Table 1
intervals between bubbles.
(3) Excessive air bubbles in the fuel are not acceptable. Tools Needed
Part Part Name Quantity
3. If excessive air is seen in the sight gauge in the Number
fuel return line, install a second sight gauge at the
inlet to the fuel transfer pump. If a second sight 1U-6602 Photo-Tachometer(1) 1
gauge is not available, move the sight gauge from or or
9U-7400 Multitach Tool Gp
the fuel return line and install the sight gauge
at the inlet to the fuel transfer pump. Observe (1) This unit is a hand-held service tool.
the fuel flow during engine cranking. Look for air
bubbles in the fuel. If the engine starts, check for Note: Caterpillar Electronic Technician (ET) can also
air in the fuel at varying engine speeds. be used.
RENR7572-06 41
Testing and Adjusting Section

You can observe the engine rpm, which is displayed i02180482

on the status screen of Cat ET.
Electronic Unit Injector - Test
SMCS Code: 1290-081

This procedure assists in identifying the cause for

an injector misfiring. Perform this procedure only
after performing the Cylinder Cutout Test. Refer to
Troubleshooting, “Injector Solenoid Circuit - Test” for
more information.

1. Check for air in the fuel, if this procedure has not

already been performed. Refer to Testing and
Adjusting, “Air in Fuel - Test”.

g00286276
Illustration 35
9U-7400 Multitach Tool Gp
Electrical shock hazard. The electronic unit injec-
tor system uses 90-120 volts.
The 9U-7400 Multitach Tool Gp can measure engine
rpm from a magnetic pickup. This magnetic pickup is
located in the flywheel housing. The multitach also 2. Remove the valve cover and look for broken parts.
uses the ability to measure engine rpm from visual Repair any broken parts or replace any broken
engine parts that are rotating. parts that are found. Inspect all wiring for the
solenoids. Look for loose connections. Also look
Note: Refer to Special Instruction, NEHS0605 that for frayed wires or broken wires. Ensure that the
is with the 9U-7400 Multitach Tool Gp. This manual connector for the unit injector solenoid is properly
gives instructions for the test procedure. connected. Perform a pull test on each of the
wires. Inspect the posts of the solenoid for arcing.
Refer to Disassembly and Assembly Manual, “Unit
Injector - Install”.

3. Look for signs of fuel leakage. Investigate the

source of the leaking fuel. Remedy the cause of
the fuel leak.

4. Check the valve lash setting for the cylinder of

the suspect unit injector. Refer to Testing and
Adjusting, “Engine Valve Lash - Inspect/Adjust”.

5. Ensure that the bolts that hold the unit injector

are tightened to the proper torque. In order to
check the torque, loosen the bolts that hold the
g00296064
Illustration 36 unit injector. Tighten the bolts to a torque of
1U-6602 Photo-Tachometer 12 ± 1 N·m (9.0 ± 1.0 lb ft). Refer to Disassembly
and Assembly Manual , “Unit Injector - Install” for
The 1U-6602 Photo-Tachometer is a phototach the tightening procedure.
for general use. This tachometer can only register
the basic input frequency on any rotating part that
is visible. The basic input frequency is 1 pulse per
revolution per piece of reflective tape.

Note: Refer to Special Instruction, SEHS8854 that is

with this group. This manual provides instructions for
using this tool.

Note: The measurement of engine rpm can be set

with the Cat ET. Refer to the Troubleshooting manual.
42 RENR7572-06
Testing and Adjusting Section

6. Remove the suspect unit injector and check the

unit injector for signs of exposure to coolant.
Exposure to coolant will cause rust to form on
the injector. If the unit injector shows signs of
exposure to coolant, remove the injector sleeve
and inspect the injector sleeve. Replace the
injector sleeve if the injector sleeve is damaged.
Check the unit injector for an excessive brown
discoloration that extends beyond the injector
tip. If excessive discoloration is found, check
the quality of the fuel. Refer to Testing and
Adjusting, “Fuel Quality - Test”. Replace the seals
on the injector and reinstall the injector. Refer to
Disassembly and Assembly Manual, “Unit Injector
- Install”. Also refer to Disassembly and Assembly g01072227
Manual, “Unit Injector Sleeve - Install”. Inspect Illustration 37
the injector for deposits of soot that are above Flywheel housing (A)
the surface of the seat of the injector. Deposits of (1) Bolts
soot indicate combustion gas leakage. The source (2) Cover
of the leak should be found, and the source of (3) Timing hole
the leak should be remedied. The injector will not
need to be replaced if combustion gas leakage
was the problem.

7. If the problem is not resolved, replace the suspect

injector with a new injector. In order to verify that
the new injector is working properly, perform
the Cylinder Cutout Test. Use the Caterpillar
Electronic Technician (ET).

i02100106

Finding Top Center Position

for No. 1 Piston
SMCS Code: 1105-531

Table 2
Required Tools
Part g01070212
Tool Part Name Qty Illustration 38
Number
Flywheel housing (B)
A 139-7063 Timing Pin Adapter 1
(3) Timing hole
B 178-8615 Engine Turning Tool 1
1. Only perform this step if you have flywheel
C 214-7340 Reverse Ratchet 1
housing (A). Remove two bolts (1) and remove
D 136-4632 Timing Pin 1 cover (2) from flywheel housing (A) in order to
open the turning hole.
E 208-0888 Engine Turning Tool 1
RENR7572-06 43
Testing and Adjusting Section

2. Remove the plug from timing hole (3) and install i02486888
Tool (D) in the timing hole on flywheel housing
(A) and flywheel housing (B). The timing hole Fuel Quality - Test
(3) is located above the turning hole on flywheel
housing (A). Use Tool (B) and Tool (C) to turn the SMCS Code: 1280-081
engine flywheel for flywheel housing (A). Tool (E)
can be used for turning the flywheel on flywheel This test checks for problems regarding fuel quality.
housing (B). Turn the flywheel in the direction of Refer to Diesel Fuels and Your Engine, SEBD0717
engine rotation. The direction of engine rotation is for additional details.
counterclockwise, as the engine is viewed from
the flywheel end. Turn the flywheel until the timing Use the following procedure to test for problems
pin engages with the threaded hole in the flywheel. regarding fuel quality:

Note: If the flywheel is turned beyond the point of 1. Determine if water and/or contaminants are
engagement, the flywheel must be turned in the present in the fuel. Check the water separator (if
direction that is reverse of normal engine rotation. equipped). If a water separator is not present,
Turn the flywheel by approximately 30 degrees. Then proceed to Step 2. Drain the water separator, if
turn the flywheel in the direction of normal rotation necessary. A full fuel tank minimizes the potential
until the timing pin engages with the threaded hole. for overnight condensation.
This procedure eliminates the backlash from the
gears when the No. 1 piston is at the top center Note: A water separator can appear to be full of fuel
position. when the water separator is actually full of water.

3. Remove the front valve mechanism cover from 2. Determine if contaminants are present in the
the engine. fuel. Remove a sample of fuel from the bottom
of the fuel tank. Visually inspect the fuel sample
4. The inlet and exhaust valves for the No. 1 for contaminants. The color of the fuel is not
cylinder are fully closed if No. 1 piston is on the necessarily an indication of fuel quality. However,
compression stroke and the rocker arms can be fuel that is black, brown, and/or similar to sludge
moved by hand. If the rocker arms cannot be can be an indication of the growth of bacteria or
moved and the valves are slightly open, the No. 1 oil contamination. In cold temperatures, cloudy
piston is on the exhaust stroke. fuel indicates that the fuel may not be suitable for
operating conditions. The following methods can
Note: When the actual stroke position is identified, be used to prevent wax from clogging the fuel
and the other stroke position is needed, remove the filter:
timing bolt from the flywheel. Then turn the flywheel
by 360 degrees in the direction of normal engine • Fuel heaters
rotation and reinstall the timing bolt.
• Blending fuel with additives
Calibrate the Electronic Injection • Utilizing fuel with a low cloud point such as
Timing With the Electronic Service kerosene
Tool Refer to Operation and Maintenance Manual,
SEBU6251, “Caterpillar Commercial Diesel
Refer to Electronic Troubleshooting, “PC-32: Engine Engine Fluids Recommendations”, “Fuel
Speed/Timing Calibration” for the proper procedure Recommendations” for more information.
to calibrate the electronic injection timing.
3. Check fuel API with a 9U-7840 Fluid and Fuel
This timing calibration should be performed when the Calibration Gp for low power complaints. The
following conditions exist: acceptable range of the fuel API is 30 to 45 when
the API is measured at 15 °C (60 °F), but there is
• Replaced ECM a significant difference in energy within this range.
Refer to Tool Operating Manual, NEHS0607 for
• Front gear changes API correction factors when a low power problem
is present and API is high.
• Replaced major engine components
Note: A correction factor that is greater than 1 may be
The timing calibration should also be performed when the cause of low power and/or poor fuel consumption.
you are unable to communicate with the old ECM
and the ECM has been replaced.
44 RENR7572-06
Testing and Adjusting Section

4. If fuel quality is still suspected as a possible Note: The fuel system does not need to be primed
cause to problems regarding engine performance, after changing only the fuel filter. The engine will
disconnect the fuel inlet line, and temporarily remain running after starting with a dry filter.
operate the engine from a separate source of
fuel that is known to be good. This will determine NOTICE
if the problem is caused by fuel quality. If fuel Do not allow dirt to enter the fuel system. Thoroughly
quality is determined to be the problem, drain the clean the area around a fuel system component that
fuel system and replace the fuel filters. Engine will be disconnected. Fit a suitable cover over discon-
performance can be affected by the following nected fuel system component.
characteristics:

• Cetane number of the fuel 1. After fuel is added to the fuel tank, remove plug
(1).
• Air in the fuel
NOTICE
• Other fuel characteristics Use a suitable container to catch any fuel that might
spill. Clean up any spilled fuel immediately.
i02241691

Fuel System - Prime 2. Unlock and operate hand priming pump (2) in
order to pump fuel into the fuel system. This will
SMCS Code: 1258-548 also purge air from the fuel system. Stop operating
the hand priming pump when fuel appears at the
port.

3. Install plug (1). Clean up any spilled fuel

Fuel leaked or spilled onto hot surfaces or elec- immediately.
trical components can cause a fire. To help pre-
vent possible injury, turn the start switch off when 4. Operate the hand priming pump until a strong
changing fuel filters or water separator elements. pressure is felt on the pump and you hear a click
Clean up fuel spills immediately. from the fuel filter base. This pressurizes the
system with approximately 345 kPa (50 psi). This
greatly reduces the cranking time that is needed
to start the engine.

5. Push in and hand tighten the priming pump

plunger.

NOTICE
Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again.

6. Crank the engine as soon as possible after

pressurizing the system. The engine should start
within 15 seconds.

If the engine does not start after 30 seconds, stop

cranking the engine. Repeat Steps 4 through 6.

g01129836
Illustration 39
(1) Plug
(2) Priming pump

If the fuel system runs out of fuel or if air is introduced

into the fuel system the following procedure may be
followed.
RENR7572-06 45
Testing and Adjusting Section

i02100313

Fuel System Pressure - Test

SMCS Code: 1250-081; 1256-081
Table 3
Required Tools
Tool Part Qty
Part Name
Number
Engine Pressure
1U-5470 Test Group
A or or 1
198-4240 Digital Pressure
Indicator g00284796
Illustration 40
B 3Y-2888 Connector 1 1U-5470 Engine Pressure Test Group
(1) Pressure indicators
C 3J-1907 O-Ring Seal 1 (2) Zero adjustment screw
(3) Pressure indicator
(4) Pressure tap
Use Tooling (A) in order to check the engine’s fuel (5) Pressure indicator
pressures.
Tooling (A) contains several pressure gauges that
Note: It may be necessary to use Tooling (B) and (C) are used for measuring engine pressures.
in order to adapt to the correct fitting size.
Reference: Refer to Special Instruction, SEHS8907
for information that relates to the operation and
maintenance of the tool group.
Fuel leaked or spilled onto hot surfaces or elec-
trical components can cause a fire. Clean up fuel Low Fuel Pressure
spills immediately.
Low fuel pressure can cause low engine power. Low
fuel pressure can also cause cavitation of the fuel
NOTICE which can damage the fuel injectors. The following
Keep all parts clean from contaminants. conditions can cause low fuel pressure:
Contaminants may cause rapid wear and shortened
component life.
• Plugged fuel filters
• Debris in the check valves for the fuel priming
NOTICE pump (if equipped)
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test- • Sticking or worn fuel pressure regulating valve in
ing, adjusting and repair of the product. Be prepared to the fuel transfer pump
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo- • Severe wear on return fuel pressure regulating
nent containing fluids. valve at the rear of the cylinder head

Refer to Special Publication, NENG2500, “Caterpillar • Worn gears in the fuel transfer pump
Tools and Shop Products Guide” for tools and supplies
suitable to collect and contain fluids on Caterpillar • Pinched fuel lines or undersized fuel lines
products.
• Old fuel lines that have a reduced interior diameter
Dispose of all fluids according to local regulations and that was caused by swelling
mandates.
• Fuel lines with deteriorating interior surfaces
• Pinched fuel line fittings or undersized fuel line
fittings

• Debris in the fuel tank, fuel lines, or fuel system

components that create restrictions
46 RENR7572-06
Testing and Adjusting Section

High Fuel Pressure Type II Fuel System

Excessive fuel pressure can cause fuel filter gaskets
to rupture. The following conditions can cause high
fuel pressure:

• Plugged orifices in the fuel pressure regulating

valve

• Stuck fuel pressure relief valve in the fuel transfer

pump

• Restricted fuel return line

Type I Fuel System

g01010186
Illustration 43
Fuel lines group
(6) Fuel hose (fuel transfer pump to fuel filter)
(7) Tube assembly (fuel filter to fuel supply passage)
(8) Pressure regulator

g00872953
Illustration 41
Fuel lines group
(6) Tube assembly (fuel transfer pump to fuel filter)
(7) Tube assembly (fuel filter to fuel supply passage)
(8) Pressure regulator
g01010184
Illustration 44
Pressure tap locations
(9) Fuel filter base
(10) Line for the unfiltered fuel pressure
(11) Tap for the filtered fuel pressure

During normal operating conditions and load

conditions, the fuel system should maintain the
following pressure:

• 400 to 525 kPa (58 to 76 psi)

At low idle, the fuel system should maintain the
following pressure:
g00872950
Illustration 42
Pressure tap locations
• 400 to 435 kPa (58 to 63 psi)
(9) Fuel filter base The pressure differential is the difference between
(10) Tap for the unfiltered fuel pressure
(11) Tap for the filtered fuel pressure
filtered fuel pressure and unfiltered fuel pressure.

With a new filter, the pressure differential across the

fuel filter will be the following amount:

• 35 kPa (5 psi)
RENR7572-06 47
Testing and Adjusting Section

As abrasive particles collect in the fuel filter, the Tests for the HEUI Fuel System
pressure differential across the filter will increase.
When a filter becomes plugged, fuel supply Injection Actuation Pressure Control
pressure may drop as low as 69 kPa (10 psi)
before a significant power loss is detected by the System
operator. Low fuel pressure will cause cavitation and
internal damage to the unit injectors. The pressure Reference: Refer to Troubleshooting, “Injection
differential across the fuel filter should not Actuation Pressure Control Valve Circuit - Test” in
exceed 69 kPa (10 psi). order to test for the correct operation of the injection
actuation pressure control system.
Pressure regulator (8) is mounted directly in the rear
of the cylinder head. The regulator is located at the Reference: Refer to Troubleshooting, “Injection
fuel return port toward the rear end of the fuel supply Actuation Pressure Sensor - Test” in order to test
passage. The orifice maintains fuel pressure at low for the correct operation of the injection actuation
engine rpm. The regulator contains a check valve pressure sensor.
that prevents fuel from draining out of the cylinder
head and back to the tank during engine shutdown. Unit Injector Hydraulic Pump
In order to check the unfiltered fuel pressure (fuel Reference: Refer to Troubleshooting, “Injection
transfer pump pressure), follow this procedure: Actuation Pressure - Test” in order to test the unit
injector hydraulic pump for problems that relate to
1. Install the pressure test group onto the engine. mechanical operation and hydraulic operation.

a. For type I fuel systems that contain a fuel

i02237153
pressure tap (10) that is installed in the inlet
port of the fuel filter base, remove the plug from Gear Group (Front) - Time
the pressure tap. Install Tooling (B) and Tooling
(C) on the fuel pressure tap (10). SMCS Code: 1206-531
Install Tooling (A) in order to measure the fuel
pressure.

b. For type II fuel systems without a pressure tap,

install a t-fitting in the fuel line for the unfiltered
fuel pressure (10). If necessary, install Tooling
(B) and Tooling (C) on the t-fitting.

Install Tooling (A) in order to measure the fuel

pressure.

2. Start the engine and record the unfiltered fuel

pressure.

To check the filtered fuel pressure, follow these steps:

1. Remove the plug from fuel pressure tap (11).

2. Install Tooling (B), and Tooling (C) to fuel pressure

tap (11).

Note: Install Tooling (A) in order to measure the fuel

pressure.

3. Start the engine and record the unfiltered fuel

pressure.
g01134615
Illustration 45
Front gear group
(1) Camshaft gear and timing reference gear
(2) Idler gear
(3) Timing marks
(4) Crankshaft gear
48 RENR7572-06
Testing and Adjusting Section

Correct fuel injection timing and correct valve

mechanism operation is determined by the timing
reference gear and the alignment of the front gear
group. The timing reference gear is located on the
camshaft gear. The timing reference gear is used to
measure crankshaft rotation. During installation of
the front gear, timing marks (3) on idler gear (2) must
be in alignment with the timing marks on crankshaft
gear (4) and the timing marks on camshaft gear (1).

Check the teeth on the timing reference gear. The

teeth should not be defaced. The teeth should have
sharp clean edges and the teeth should be free of
contaminants.

Note: The electronic injection timing must be

calibrated after reassembly of the front gear train.
Refer to Troubleshooting, “Engine Speed/Timing
Sensor - Calibrate”.
RENR7572-06 49
Testing and Adjusting Section

Air Inlet and Exhaust 3. Check for dirt tracks on the clean side of the
engine air cleaner element, the air inlet hose,
System and the clamps. If dirt tracks are observed,
contaminants are flowing past the engine air
cleaner element, the seal for the air cleaner,
i02399810 and/or the air inlet hose.
Air Inlet and Exhaust System 4. Inspect the engine air cleaner element. Replace
- Inspect a dirty engine air cleaner element with a clean
engine air cleaner element.
SMCS Code: 1050-040

Air Inlet Restriction

Hot engine components can cause injury from
There will be a reduction in the performance of the burns. Before performing maintenance on the
engine if there is an excess restriction in the air inlet engine, allow the engine and the components to
system or the exhaust system. cool.

Table 4
Required Tools
Part Making contact with a running engine can cause
Part Name Quantity
Number burns from hot parts and can cause injury from
1U-5470 Engine Pressure Group 1 rotating parts.
or or
198-4240 Pressure Indicator Tool Gp When working on an engine that is running, avoid
contact with hot parts and rotating parts.

5. Use the differential pressure gauge of the

1U-5470 Engine Pressure Group or the
198-4240 Pressure Indicator Tool Gp.

g00293196
Illustration 46
1U-5470 Engine Pressure Group

Refer to Special Instruction, SEHS8907, “Using

the 1U-5470 Engine Pressure Group” for the
instructions that are needed to use the 1U-5470
Engine Pressure Group. Refer to Operation Manual,
NEHS0818, “Using the 198-4240 Pressure Indicator
Tool Gp” for the instructions that are needed to use
the 198-4240 Pressure Indicator Tool Gp.

1. Check the Air Filter Change Indicator Gp on the g01176673

Illustration 47
air inlet for a reading of the restriction.
Air inlet system (typical example)
2. Inspect the engine air cleaner inlet and ducting (1) Turbocharger
in order to ensure that the passageway is not (2) Air Inlet Piping
(3) Test location
blocked or collapsed. (4) Air cleaner
50 RENR7572-06
Testing and Adjusting Section

a. Connect the vacuum port of the differential

pressure gauge to test location (3). Test
location (3) can be located anywhere along air
Hot engine components can cause injury from
inlet piping (2) after engine air cleaner (4) but
burns. Before performing maintenance on the
before turbocharger (1).
engine, allow the engine and the components to
cool.
The air flow through a new engine air cleaner element
must not have a system restriction of more than the
following amount:
Maximum restriction ..... 3.7 kPa (15 inch of H2O)
Making contact with a running engine can cause
The air flow through a used engine air cleaner may burns from hot parts and can cause injury from
have an additional restriction. The air flow through a rotating parts.
plugged engine air cleaner will be restricted to some
magnitude. In either case, the restriction must not be When working on an engine that is running, avoid
more than the following amount: contact with hot parts and rotating parts.

Maximum restriction ..... 6.2 kPa (25 inch of H2O)

If the exhaust is not equipped with a back pressure
tap, the following procedure may be use in order to
Exhaust Restriction install a pressure tap. Refer to Truck Engine News,
SEBD6729, “Measuring Exhaust Back Pressure”
for measuring the back pressure at a proper test
location.
The muffler, catalytic converter/muffler, and diesel
particulate filter will become extremely hot during Use the differential pressure gauge of the 1U-5470
engine operation. A hot muffler, catalytic convert- Engine Pressure Group or the 198-4240 Pressure
er/muffler and diesel particulate filter can cause Indicator Tool Gp in order to measure back pressure
serious burns. Allow adequate cooling time before from the exhaust. Use the following procedure in
working on or near the muffler, catalytic convert- order to measure back pressure from the exhaust:
er/muffler and diesel particulate filter.
High Idle (Plugging) Test
Excessive idling can cause the muffler, the catalytic
converter/muffler, or the diesel particulate filter
to plug. A plugged muffler, a plugged catalytic
converter/muffler, or a plugged diesel particulate filter
will lead to an increase in exhaust back pressure.
Operating the engine in extremely cold conditions
may cause the muffler, the catalytic converter/muffler
, or the diesel particulate filter to plug. One indication
of a plugged muffler, catalytic converter, or diesel
particulate filter is poor engine response.

Exhaust Back Pressure for Mufflers

and Catalytic Converters
Back pressure is the difference in the pressure
between the exhaust and the atmospheric air.

Table 5
Tools Needed
Part Illustration 48
g01176674
Part Name Quantity
Number
Exhaust system (typical example)
1U-5470 Engine Pressure Group 1 (1) Turbocharger
or or (6) Test location
198-4240 Pressure Indicator Tool Gp (7) Muffler
(8) Exhaust piping
RENR7572-06 51
Testing and Adjusting Section

Note: Do not try to burn out a plugged muffler. The 4. The back pressure for the catalytic
muffler can become severely overheated. This will converter/muffler is at 15.0 kPa (60 inch of H2O).
cause other system components to fail.
5. Replace any components that have been proven
1. Inspect the system components for any noticeable damaged.
damage that would cause a restriction.

2. Connect the pressure port of the differential

Exhaust Back Pressure for Diesel
pressure gauge to test location. Refer to Truck Particulate Filters (If Equipped)
Engine News, SEBD6729, “Measuring Exhaust
Back Pressure” for measuring the back pressure High Idle (Plugging) Test
at a proper test location.

3. Leave the vacuum port of the differential pressure

gauge open to the atmosphere.

4. Start the engine. Run the engine in the no-load

condition at high idle until the engine reaches
normal operating temperature.

5. Record the value.

6. Multiply the value from Step 5 by 1.8.

7. Compare the result from Step 6 to the value that

follows.
g01176677
Illustration 49
Back pressure from the exhaust must not be more Diesel particulate filter (typical example)
than the following amount:
(9) Inlet section
(10) Catalyst section
Maximum back pressure for engines with a (11) Filter section
standard muffler ............. 10 kPa (40 inch of H2O) (12) Outlet section
(13) Test location
Maximum back pressure for engines with a (14) Tee fitting
catalytic converter/muffler ........................ 15 kPa (15) Copper tubing
(60 inch of H2O) (16) Thermocouple

If the maximum back pressure is within the allowable Note: Limit the idle time of the engine to 20 minutes.
limits, refer to Troubleshooting, “Low/Power/Poor or If large quantities of soot are accumulated in the
No Response to Throttle”. diesel particulate filter, running the engine can
permanently damage the filter and other components.
If the back pressure exceeds 15 kPa (60 inch of H2O), Avoid continuous idle time of the engine by using the
replace the muffler. idle shutdown timer. Refer to Troubleshooting, “Idle
Shutdown Timer - Test” for using the idle shutdown
timer.
Full Load Test
Note: Do not test the exhaust back pressure if the
Note: Do not try to burn out a plugged muffler. The
red warning light has been activated. Clean the
muffler can become severely overheated. This will
Diesel particulate filter immediately.
cause other system components to fail.
Note: Refer to Special Instruction, REHS1807,
1. Check the arrangement number of the engine and
“Installation Guide for Diesel Particulate Filters” for
verify that all components are correct.
properly cleaning the diesel particulate filter.
Note: Run the vehicle on a dyno up to 30 minutes in
1. Inspect the system components for any noticeable
order to reach operating temperature. Monitor all of
damage that would cause a restriction.
the engine components for any signs of overheating.
2. Connect the pressure port of the differential
2. Measure the back pressure at a full load and full
pressure gauge to test location. Refer to Truck
speed.
Engine News, SEBD6729, “Measuring Exhaust
Back Pressure” for measuring the back pressure
3. Record the results.
at a proper test location.
52 RENR7572-06
Testing and Adjusting Section

3. Leave the vacuum port of the differential pressure

gauge open to the atmosphere.

4. Start the engine. Run the engine in the no-load

condition at high idle until the engine reaches
normal operating temperature.

5. Record the value.

6. Multiply the value from Step 5 by 1.8.

7. Compare the test result to the value that follows.

Clean the diesel particulate filter if the back pressure

exceeds the following value.
Maximum back pressure for engines with a Diesel
Particulate Filter ........... 25 kPa (100 inch of H2O)

Full Load Test

Limit the idle time of the engine to 20 minutes. If
large quantities of soot are accumulated in the diesel
particulate filter, running the engine can permanently
damage the filter and other components. Avoid
continuous idle time of the engine by using the idle
shutdown timer. Refer to Troubleshooting, “Idle
Shutdown Timer - Test” for using the idle shutdown
timer.

Note: Do not test the exhaust back pressure if the

red warning light has been activated. Clean the diesel
particulate filter immediately.

Note: Refer to Special Instruction, REHS1807,

“Installation Guide for Diesel Particulate Filters” for
properly cleaning the diesel particulate filter.

1. Check the arrangement number of the engine and

verify that all components are correct.

Note: Run the vehicle on a dyno up to 30 minutes in

order to reach operating temperature. Monitor all of
the engine components for any signs of overheating.

2. Measure the back pressure at a full load and full

speed.

3. Record the results.

4. The back pressure for the diesel particulate filter

is at 25 kPa (100 inch of H2O).

5. Replace any components that cannot be cleaned.

Replace any components that are proven faulty.
RENR7572-06 53
Testing and Adjusting Section

Data Sheet for Testing Catalytic

Converters or Diesel Particulate Filter
Hot engine components can cause injury from
S/N_____________________________________________________________ burns. Before performing maintenance on the
engine, allow the engine and the components to
Miles __________________________________________________________ cool.
Date __________________________________________________________

Type of pressure gauge___________________________________

Personal injury can result from rotating and mov-
Mark the pressure test location with an “X” on the ing parts.
Illustration.
Stay clear of all rotating and moving parts.

Never attempt adjustments while the machine is

moving or the engine is running unless otherwise
specified.

The machine must be parked on a level surface

and the engine stopped.

NOTICE
Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened

component life.

NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids.

Refer to Special Publication, NENG2500, “Caterpillar

Tools and Shop Products Guide” for tools and supplies
suitable to collect and contain fluids on Caterpillar
Illustration 50
g01183535 products.

Engine speed _________________________________________ rpm Dispose of all fluids according to local regulations and
mandates.
Engine load _______________________________________ percent
Before you begin inspection of the turbocharger,
Back pressure __________________________ inches of water be sure that the inlet air restriction is within the
specifications for your engine. Be sure that the
i02100383
exhaust system restriction is within the specifications
for your engine. Refer to Systems Operation/Testing
Turbocharger - Inspect and Adjusting, “Air Inlet and Exhaust System -
Inspect”.
SMCS Code: 1052-040
The condition of the turbocharger will have definite
effects on engine performance. Use the following
inspections and procedures to determine the
condition of the turbocharger.
Disconnect batteries before performance of any
service work.
• Inspection of the Compressor and the Compressor
Housing
54 RENR7572-06
Testing and Adjusting Section

• Inspection of the Turbine Wheel and the Turbine Inspection of the Turbine Wheel
Housing
and the Turbine Housing
• Inspection of the Wastegate Remove the air piping from the turbine outlet casing.

Inspection of the Compressor and 1. Inspect the turbine for damage by a foreign object.
the Compressor Housing If there is damage, determine the source of the
foreign object. Replace the turbocharger. If there
Remove air piping from the compressor inlet. is no damage, go to Step 2.

1. Inspect the compressor wheel for damage from a 2. Inspect the turbine wheel for buildup of carbon and
foreign object. If there is damage, determine the other foreign material. Inspect the turbine housing
source of the foreign object. As required, clean for buildup of carbon and foreign material. Clean
the inlet system and repair the intake system. the turbine wheel and clean the turbine housing
Replace the turbocharger. If there is no damage, if you find buildup of carbon or foreign material. If
go to Step 3. there is no buildup of carbon or foreign material,
go to Step 3.
2. Clean the compressor wheel and clean the
compressor housing if you find buildup of foreign 3. Turn the rotating assembly by hand. While you
material. If there is no buildup of foreign material, turn the assembly, push the assembly sideways.
go to Step 3. The assembly should turn freely. The turbine
wheel should not rub the turbine wheel housing.
3. Turn the rotating assembly by hand. While you Replace the turbocharger if the turbine wheel rubs
turn the assembly, push the assembly sideways . the turbine wheel housing. If there is no rubbing or
The assembly should turn freely. The compressor scraping, go to Step 4.
wheel should not rub the compressor housing.
Replace the turbocharger if the compressor wheel 4. Inspect the turbine and the turbine wheel housing
rubs the compressor wheel housing. If there is no for oil leakage. Inspect the turbine and the turbine
rubbing or scraping, go to Step 4. wheel housing for oil coking. Some oil coking
may be cleaned. Heavy oil coking may require
4. Inspect the compressor and the compressor replacement of the turbocharger. If the oil is
wheel housing for oil leakage. An oil leak from coming from the turbocharger center housing go
the compressor may deposit oil in the aftercooler. to Step 4.a. Otherwise go to “Inspection of the
Drain and clean the aftercooler if you find oil in Wastegate”.
the aftercooler.
a. Remove the oil drain line for the turbocharger.
a. Check the oil level in the crankcase. If the oil Inspect the drain opening. Inspect the area
level is too high, adjust the oil level. between the bearings of the rotating assembly
shaft. Look for oil sludge. Inspect the oil drain
b. Inspect the air cleaner element for restriction. If hole for oil sludge. Inspect the oil drain line
restriction is found, correct the problem. for oil sludge. If necessary, clean the rotating
assembly shaft. If necessary, clean the drain
c. Inspect the engine crankcase breather. Clean opening. If necessary, clean the drain line.
the engine crankcase breather or replace
the engine crankcase breather if the engine b. If crankcase pressure is high, or if the oil drain
crankcase breather is plugged. is restricted, pressure in the center housing
may be greater than the pressure of the turbine
d. Remove the oil drain line for the turbocharger. housing. Oil flow may be forced in the wrong
Inspect the drain opening. Inspect the oil drain direction and the oil may not drain. Check the
line. Inspect the area between the bearings of crankcase pressure and correct any problems.
the rotating assembly shaft. Look for oil sludge.
Inspect the oil drain hole for oil sludge. Inspect c. If the oil drain line is damaged, replace the oil
the oil drain line for oil sludge in the drain drain line.
line. If necessary, clean the rotating assembly
shaft. If necessary, clean the oil drain hole. If d. Check the routing of the oil drain line. Eliminate
necessary, clean the oil drain line. any sharp restrictive bends. Make sure that
the oil drain line is not too close to the engine
e. If Steps 4.a through 4.d did not reveal the exhaust manifold.
source of the oil leakage, the turbocharger has
internal damage. Replace the turbocharger.
RENR7572-06 55
Testing and Adjusting Section

e. If Steps 4.a through 4.d did not reveal the When the external supply of air that is connected to
source of the oil leakage, the turbocharger has line (3) reaches the corresponding pressure for the
internal damage. Replace the turbocharger. wastegate valve, the actuating lever should move by
0.50 ± 0.25 mm (0.020 ± 0.010 inch). If the actuating
Inspection of the Wastegate lever does NOT move by this amount, replace the
turbine’s housing assembly of the turbocharger. This
housing assembly includes the wastegate valve. If
The turbocharger senses boost pressure which
actuates the wastegate valve. The wastegate valve necessary, replace the complete turbocharger.
controls the amount of exhaust gas that is allowed
Note: The housing assembly for the wastegate
to bypass the turbine side of the turbocharger.
Regulating the amount of exhaust gas that enters the turbine is preset at the factory and no adjustments
can be made.
turbocharger regulates the rpm of the turbocharger.
The wastegate valve can be checked by applying the
pressure that is given in Table 6. Refer to Table 6
for the amount of lift of the wastegate valve that will
occur at the given pressure.

Table 6
Amount of Pressure That is Required to
Check the Wastegate Valve
Engine
Pressure Lift
Horsepower
0.5 mm
≤ 230 130 kPa (18.9 psi)
(0.02 inch)
0.5 mm
g00942619 ≥ 250 142 kPa (20.6 psi)
Illustration 51 (0.02 inch)
(1) Actuating rod
(2) Canister
(3) Line NOTICE
If the high idle rpm or the engine rating is higher than
When the engine operates in conditions of low given in the Technical Marketing Information (TMI)
boost (lug), a spring presses against a diaphragm in for the height above sea level at which the engine is
canister (2). This moves actuating rod (1) in order to operated, there can be damage to engine or to tur-
close the wastegate valve. Then, the turbocharger bocharger parts. Damage will result when increased
can operate at maximum performance. heat and/or friction due to the higher engine output
goes beyond the engine cooling and lubrication sys-
As the boost pressure increases against the tem’s abilities.
diaphragm in canister (2), the wastegate valve opens.
The rpm of the turbocharger becomes limited. This The boost pressure controls the maximum rpm of the
limitation occurs because a portion of the exhaust turbocharger, because the boost pressure controls
gases bypass the turbine wheel of the turbocharger. the position of the wastegate. The following factors
also affect the maximum rpm of the turbocharger:
The following levels of boost pressure indicate a
problem with the wastegate valve: • Engine rating
• Too high at full load conditions • Horsepower demand on the engine
• Too low at all lug conditions • High idle rpm
The Technical Marketing Information (TMI) provides • Height above sea level for engine operation
the correct pressure for the inlet manifold.
• Inlet air restriction
To check the operation of the wastegate valve, verify
the correct pressure for the wastegate valve. Refer • Exhaust system restriction
to Table 6 for the correct pressure.

Remove the air line, and slowly apply the

corresponding amount of pressure to the canister.
DO NOT EXCEED 200 kPa (29 psi).
56 RENR7572-06
Testing and Adjusting Section

i02438865

Inlet Manifold Pressure - Test

SMCS Code: 1058-081

The efficiency of an engine can be checked by

making a comparison of the pressure in the inlet
manifold with the information given in the Technical
Marketing Information (TMI). This test is used when
there is a decrease of horsepower from the engine,
yet there is no real sign of a problem with the engine.

The correct pressure for the inlet manifold is listed

in the TMI. Development of this information is
g00293196
performed under the following conditions: Illustration 52
1U-5470 Engine Pressure Group
• 96 kPa (28.8 in Hg) dry barometric pressure
Refer to Special Instruction, SEHS8907, “Using
• 25 °C (77 °F) outside air temperature the 1U-5470 Engine Pressure Group” for the
instructions that are needed to use the 1U-5470
• 35 API rated fuel Engine Pressure Group. Refer to Operation Manual,
NEHS0818, “Using the 198-4240 Pressure Indicator
Any change from these conditions can change the Tool GP” for the instructions that are needed to use
pressure in the inlet manifold. The outside air may the 198-4240 Digital Pressure Indicator.
have a higher temperature and a lower barometric
pressure than the values that are given above.
This will cause a lower inlet manifold pressure
measurement than the pressure in the TMI. Outside
air that has both a lower temperature and a higher
barometric pressure will cause a higher inlet manifold
pressure measurement.

A difference in fuel density will change horsepower

(stall speed) and boost. If the fuel is rated above 35
API, the pressure in the inlet manifold can be less
than the pressure that appears in the TMI. If the
fuel is rated below 35 API, the pressure in the inlet
manifold can be more than the pressure that appears
in the TMI.
g01134338
Illustration 53
Note: Be sure that the air inlet or the exhaust does Pressure test location
not have a restriction when you are checking the (1) Plug
pressure.
Use the following procedure in order to measure the
Note: The Caterpillar Electronic Technician (ET) may inlet manifold pressure:
be used to check the pressure in the inlet manifold.

Table 7
1. Remove plug (1) from the air inlet cover.
Tools Needed 2. Connect the 1U-5470 Engine Pressure Group to
Part Number Part Description Qty the air inlet cover at the pressure test location.

1U-5470 Engine Pressure Group Note: A tee fitting or some other plumbing component
or or 1 will be necessary to allow the boost pressure sensor
198-4240 Digital Pressure Indicator to be connected with a test location.

3. Record the value.

4. Compare the value that was recorded in Step 3 to

the pressure that is given in the TMI.
RENR7572-06 57
Testing and Adjusting Section

i02100926

Exhaust Temperature - Test

Pressurized air can cause personal injury. When
SMCS Code: 1088-081 pressurized air is used for cleaning, wear a pro-
tective face shield, protective clothing, and pro-
Table 8 tective shoes.
Tools Needed
Part
Ensure that the constant torque hose clamps are
Part Name Quantity tightened to the correct torque. Check the welded
Number
joints for cracks. Ensure that the brackets are
164-3310 Infrared Thermometer 1 tightened in the correct positions. Ensure that the
brackets are in good condition. Use compressed air
When the engine runs at low idle, the temperature of to clean any debris or any dust from the aftercooler
an exhaust manifold port can indicate the condition core assembly. Inspect the cooler core fins for the
of a unit injector: following conditions:

A low temperature indicates that no fuel is flowing to • Damage

the cylinder. An inoperative unit injector pump could
cause this low temperature. • Debris

A very high temperature can indicate that too much • Corrosion

fuel is flowing to the cylinder. A malfunctioning unit
injector could cause this very high temperature. Use a stainless steel brush to remove any corrosion.
Ensure that you use soap and water.
Use the 164-3310 Infrared Thermometer to check
this exhaust temperature. You can find operating Note: When parts of the air-to-air aftercooler system
instructions and maintenance instructions inside the are repaired, a leak test is recommended. When
Operator’s Manual, NEHS0630. parts of the air-to-air aftercooler system are replaced,
a leak test is recommended.

i02277538 The use of winter fronts or shutters is discouraged

with air-to-air aftercooled systems.
Aftercooler - Test
SMCS Code: 1063-081 Inlet Manifold Pressure

Table 9 Normal inlet manifold pressure with high exhaust

temperature can be caused by blockage of the fins of
Required Tools the aftercooler core. Clean the fins of the aftercooler
Part core. Refer to “Visual Inspection” for the cleaning
Part Name Quantity
Number procedure.
1U-5470 Engine Pressure Group
or
Low inlet manifold pressure and high exhaust
or 1
198-4240 Digital Pressure Indicator manifold temperature can be caused by any of the
following conditions:
FT-1984 Aftercooler Testing Group 1
FT-1438 Aftercooler Gp 1 Plugged air cleaner – Clean the air cleaner or
(DYNAMOMETER TEST) replace the air cleaner, as required. Refer to the
Operation and Maintenance Manual, “Engine Air
Cleaner Element - Clean/Replace”.
Visual Inspection
Blockage in the air lines – Blockage in the air lines
Inspect the following parts at each oil change: between the air cleaner and the turbocharger must
be removed.
• Air lines
Aftercooler core leakage – Aftercooler core
• Hoses leakage should be pressure tested. Refer to
“Aftercooler Core Leakage” topic for the testing
• Gasket joints procedure.

Leakage of the induction system – Any leakage

from the pressure side of the induction system should
be repaired.
58 RENR7572-06
Testing and Adjusting Section

Inlet manifold leak – An inlet manifold leak can be

caused by the following conditions: loose fittings and NOTICE
plugs, missing fittings and plugs, damaged fittings Remove all air leaks from the system to prevent en-
and plugs, and leaking inlet manifold gasket. gine damage. In some operating conditions, the en-
gine can pull a manifold vacuum for short periods of
Aftercooler Core Leakage time. A leak in the aftercooler or air lines can let dirt
and other foreign material into the engine and cause
rapid wear and/or damage to engine parts.

A large leak of the aftercooler core can often be

found by making a visual inspection. To check for
smaller leaks, use the following procedure:

1. Disconnect the air pipes from the inlet and outlet

side of the aftercooler core.

Dust plug chains must be installed to the after-

cooler core or to the radiator brackets to prevent
possible injury while you are testing. Do not stand
in front of the dust plugs while you are testing.

2. Install couplers (5) on each side of the aftercooler

core. Also, install dust plugs (7) and (8). These
items are included with the FT-1984 Aftercooler
Testing Group.

Note: Installation of additional hose clamps on the

hump hoses is recommended in order to prevent
the hoses from bulging while the aftercooler core is
being pressurized.
g01134323
Illustration 54
NOTICE
FT-1984 Aftercooler Testing Group
Do not use more than 240 kPa (35 psi) of air pressure
(1) Regulator and valve assembly or damage to the aftercooler core can be the result.
(2) Nipple
(3) Relief valve
(4) Tee 3. Install the regulator and valve assembly (1) on the
(5) Coupler
(6) Aftercooler outlet side of the aftercooler core assembly. Also,
(7) Dust plug attach the air supply.
(8) Dust plug
(9) Chain 4. Open the air valve and pressurize the aftercooler
to 205 kPa (30 psi). Shut off the air supply.
A low power problem in the engine can be the result
of aftercooler leakage. Aftercooler system leakage 5. Inspect all connection points for air leakage.
can result in the following problems:
6. The aftercooler system’s pressure should not drop
• Low power more than 35 kPa (5 psi) in 15 seconds.

• Low boost pressure 7. If the pressure drop is more than the specified
amount, use a solution of soap and water to check
• Black smoke all areas for leakage. Look for air bubbles that will
identify possible leaks. Replace the aftercooler
• High exhaust temperature core, or repair the aftercooler core, as needed.
RENR7572-06 59
Testing and Adjusting Section

• Clean

To help prevent personal injury when the tooling is • Repair

removed, relieve all pressure in the system slowly
by using an air regulator and a valve assembly. • Replacement

8. After the testing, remove the FT-1984 Aftercooler

Turbocharger Failure
Testing Group. Reconnect the air pipes on both
sides of the aftercooler core assembly.

Air System Restriction Personal injury can result from air pressure.

Personal injury can result without following prop-

er procedure. When using pressure air, wear a pro-
tective face shield and protective clothing.

Maximum air pressure at the nozzle must be less

than 205 kPa (30 psi) for cleaning purposes.

If a turbocharger failure occurs, remove the air-to-air

aftercooler core. Internally flush the air-to-air
aftercooler core with a solvent that removes oil
and other foreign substances. Shake the air-to-air
aftercooler core in order to eliminate any trapped
debris. Wash the aftercooler with hot, soapy water.
Thoroughly rinse the aftercooler with clean water and
blow dry the aftercooler with compressed air. Blow
dry the assembly in the reverse direction of normal
air flow. To make sure that the whole system is clean,
carefully inspect the system.

NOTICE
g00581364
Illustration 55 Do not use caustic cleaners to clean the air-to-air af-
tercooler core.
Pressure measurements should be taken at the inlet
manifold (1) and at the turbocharger outlet (2). Caustic cleaners will attack the internal metals of the
core and cause leakage.
Use the differential pressure gauge of the 1U-5470
Engine Pressure Group or use the 198-4240 Digital
Pressure Indicator. Use the following procedure in Dynamometer Test
order to measure the restriction of the aftercooler:
In hot ambient temperatures, chassis dynamometer
1. Connect the vacuum port of the differential tests for models with an air-to-air aftercooler can
pressure gauge to port (1). add a greater heat load to the jacket water cooling
system. Therefore, the jacket water cooling system’s
2. Connect the pressure port of the differential temperature must be monitored. The following
pressure gauge to port (2). measurements may also need a power correction
factor:
3. Record the value.
• Inlet air temperature
The air lines and the cooler core must be inspected
for internal restriction when both of the following • Fuel API rating
conditions are met:
• Fuel temperature
• Air flow is at a maximum level.
• Barometric pressure
• Total air pressure drop of the charged system
exceeds 16.9 kPa (5 in Hg). With dynamometer tests for engines, use the
FT-1438 Aftercooler Gp (DYNAMOMETER TEST).
If a restriction is discovered, proceed with the This tool provides a water cooled aftercooler in order
following tasks, as required: to control the inlet air temperature to 43 °C (110 °F).
60 RENR7572-06
Testing and Adjusting Section

i01281928 i02277566

Engine Crankcase Pressure Engine Valve Lash -

(Blowby) - Test Inspect/Adjust
SMCS Code: 1215; 1317 SMCS Code: 1102-025

Table 10
Tools Needed
Part To prevent possible injury, do not use the starter
Part Name Quantity to turn the flywheel.
Number
8T-2700 Blowby/Air Flow Indicator 1 Hot engine components can cause burns. Allow
additional time for the engine to cool before mea-
Damaged pistons or damaged rings can cause too suring valve clearance.
much pressure in the crankcase. This condition
will cause the engine to run rough. There will be
more than the normal amount of fumes (blowby)
rising from the crankcase breather. The breather can
then become restricted in a very short time. This This engine uses high voltage to control the fuel
condition can cause oil leakage at gaskets and seals injectors.
that would not normally have leakage. Blowby can
also be caused by worn valve guides or by a failed Disconnect electronic fuel injector enable circuit
turbocharger seal. connector to prevent personal injury.

Note: The electronic service tool can be used to Do not come in contact with the fuel injector ter-
measure crankcase pressure. minals while the engine is running.

Note: Valve lash is measured between the rocker

arm and the bridge for the inlet valves. Valve lash
is measured between the rocker arm and the valve
stem for the exhaust valve. All of the clearance
measurements and the adjustments must be made
with the engine stopped. The valves must be fully
closed.

Valve Lash Check

An adjustment is not necessary if the measurement
of the valve lash is in the acceptable range. Adjust
the valve lash while the engine is stopped. The range
Illustration 56
g00286269 is specified in Table 11.
8T-2700 Blowby/Air Flow Indicator

The 8T-2700 Blowby/Air Flow Indicator is used

to check the amount of blowby. Refer to Special
Instruction, SEHS8712, “Using the 8T-2700
Blowby/Air Flow Indicator” for the test procedure for
checking the blowby.
RENR7572-06 61
Testing and Adjusting Section

Table 11 Valve Lash and Valve Bridge

Inlet Valves Exhaust Valves Adjustment
Valve Lash
0.38 ± 0.08 mm 0.64 ± 0.08 mm
Check
(0.015 ± 0.003 (0.025 ± 0.003
(Stopped
inch) inch)
Engine)
TC
Compression 1-2-4 1-3-5
Stroke

TC Exhaust
3-5-6 2-4-6
Stroke(1)

Firing Order 1-5-3-6-2-4(2)

(1) 360° from TC compression stroke
(2) The No. 1 cylinder is at the front of the engine.

If the measurement is not within this range adjustment

is necessary. See Testing And Adjusting, “Valve Lash
And Valve Bridge Adjustment”.

g01109236
Illustration 58
(1) Exhaust rocker arm
(2) Inlet valve bridge
(3) Rocker arm adjustment screw locknut for the exhaust rocker
arm
(4) Rocker arm adjustment screw for the exhaust rocker arm

Table 12
Valve Lash
Valves Dimension of Gauge
Inlet 0.38 ± 0.08 mm (0.015 ± 0.003 inch)
g01105757
Illustration 57 Exhaust 0.64 ± 0.08 mm (0.025 ± 0.003 inch)
Cylinder and Valve Location
(A) Exhaust valve
(B) Inlet valves
Adjust the valve lash while the engine is stopped.

1. Put the No. 1 piston at the top center position

on the compression stroke. Refer to Testing and
Adjusting, “Finding Top Center Position for No.
1 Piston”.

Table 13

TC
Compression Inlet Valves Exhaust Valves
Stroke
0.38 ± 0.08 mm 0.64 ± 0.08 mm
Valve lash (0.015 ± 0.003 (0.025 ± 0.003
inch) inch)
Cylinders 1-2-4 1-3-5

2. Adjust the valve lash according to Table 13.

a. Lightly tap the rocker arm at the top of the

adjustment screw with a soft mallet. This will
ensure that the lifter roller seats against the
camshaft’s base circle.
62 RENR7572-06
Testing and Adjusting Section

b. Loosen the adjustment locknut.

c. Place the appropriate feeler gauge between

rocker arm and the valve bridge. Then, turn
the adjustment screw in a clockwise direction.
Slide the feeler gauge between the rocker arm
and the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on
the feeler gauge. Remove the feeler gauge.

d. Tighten the adjustment locknut to a torque

of 30 ± 7 N·m (22 ± 5 lb ft). Do not allow
the adjustment screw to turn while you are
tightening the adjustment locknut. Recheck
the valve lash after tightening the adjustment
locknut.

3. Remove the timing bolt and turn the flywheel by

360 degrees in the direction of engine rotation.
This will put the No. 6 piston at the top center
position on the compression stroke. Install the
timing bolt in the flywheel.

Table 14
TC Exhaust
Inlet Valves Exhaust Valves
Stroke(3)
0.38 ± 0.08 mm 0.64 ± 0.08 mm
Valve lash (0.015 ± 0.003 (0.025 ± 0.003
inch) inch)
Cylinders 3-5-6 2-4-6
(3) Position for No. 1 cylinder

4. Adjust the valve lash according to Table 14.

a. Lightly tap the rocker arm at the top of the

adjustment screw with a soft mallet. This will
ensure that the lifter roller seats against the
camshaft’s base circle.

b. Loosen the adjustment locknut.

c. Place the appropriate feeler gauge between

rocker arm and the valve bridge. Then, turn
the adjustment screw in a clockwise direction.
Slide the feeler gauge between the rocker arm
and the valve bridge. Continue turning the
adjustment screw until a slight drag is felt on
the feeler gauge. Remove the feeler gauge.

d. Tighten the adjustment locknut to a torque

of 30 ± 7 N·m (22 ± 5 lb ft). Do not allow
the adjustment screw to turn while you are
tightening the adjustment locknut. Recheck
the valve lash after tightening the adjustment
locknut.

5. Remove the timing bolt from the flywheel after all

adjustments to the valve lash have been made.
Reinstall the timing cover.
RENR7572-06 63
Testing and Adjusting Section

Lubrication System
i01849289

Engine Oil Pressure - Test

SMCS Code: 1304-081

Measuring Engine Oil Pressure

Work carefully around an engine that is running. g00296486

Engine parts that are hot, or parts that are moving, Illustration 59
can cause personal injury. 1U-5470 Engine Pressure Group

The 1U-5470 Engine Pressure Group measures the

NOTICE oil pressure in the system. This engine tool group can
Keep all parts clean from contaminants. read the oil pressure inside the oil manifold.

Contaminants may cause rapid wear and shortened Note: Refer to Special Instruction, SEHS8907, “Using
component life. the 1U-5470 Engine Pressure Group” for more
information on the 1U-5470 Engine Pressure Group.
NOTICE Note: The electronic service tool can measure engine
Care must be taken to ensure that fluids are contained oil pressure. Refer to Troubleshooting for information
during performance of inspection, maintenance, test- on the use of the electronic technician.
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids.

Refer to Special Publication, NENG2500, “Caterpillar

Tools and Shop Products Guide” for tools and supplies
suitable to collect and contain fluids on Caterpillar
products.

Dispose of all fluids according to local regulations and

mandates.

Table 15
Required Tools g00941945
Illustration 60
Part Number Part Name Quantity Oil gallery plug
1U-5470 Engine Pressure Group (1) Plug
or or 1
198-4240 Digital Pressure Indicator 1. Install the 1U-5470 Engine Pressure Group into
oil gallery plug (1).
8J-7844 Adapter Fitting 1
3K-0360 O-Ring Seal 1 Note: Engine oil pressure to the camshaft and main
bearings should be checked on each side of the
4M-5317 Terminal Bushing
cylinder block at oil gallery plug (1).
or or 1
5P-2720 Probe Adapter
2. Start the engine. Run the engine with SAE
10W30 or SAE 15W40 oil. The information in the
engine oil pressure graph is invalid for other oil
viscosities. Refer to Operation and Maintenance
Manual, “Engine Oil” for the recommendations of
engine oil.
64 RENR7572-06
Testing and Adjusting Section

Note: Allow the engine to reach operating 7. An engine oil pressure indicator that has a defect
temperature before you perform the pressure test. or an engine oil pressure sensor that has a defect
can give a false indication of a low oil pressure or
Note: The engine oil temperature should not exceed a high oil pressure. If there is a notable difference
115°C (239°F). between the engine oil pressure readings make
necessary repairs.
3. Record the value of the engine oil pressure when
the engine has reached operating temperature. 8. If low engine oil pressure is determined, refer to
“Reasons for Low Engine Oil Pressure”.
4. Locate the point that intersects the lines for the
engine rpm and for the oil pressure on the engine 9. If high engine oil pressure is determined, refer to
oil pressure graph. “Reason for High Engine Oil Pressure”.

Reasons for Low Engine Oil

Pressure
NOTICE
Keep all parts clean from contaminants.

Contaminants may cause rapid wear and shortened

component life.

NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids.

Refer to Special Publication, NENG2500, “Caterpillar

g00866125 Tools and Shop Products Guide” for tools and supplies
Illustration 61
suitable to collect and contain fluids on Caterpillar
Engine Oil Pressure Graph products.
5. The results must fall within the “ACCEPTABLE” Dispose of all fluids according to local regulations and
range on the chart. A problem exists when the mandates.
results fall within the “NOT ACCEPTABLE” range
on the chart. The problem needs to be corrected.
Engine failure or a reduction in engine life can be • Engine oil level is low. Refer to Step 1.
the result if engine operation is continued with oil
manifold pressure outside this range. • Engine oil is contaminated. Refer to Step 2.

Note: A record of engine oil pressure can be used as • The engine oil bypass valves are open. Refer to
an indication of possible engine problems or damage. Step 3.
A possible problem could exist if the oil pressure
suddenly increases or decreases 70 kPa (10 psi) and • The engine lubrication system is open. Refer to
the oil pressure is in the “ACCEPTABLE” range. The Step 4.
engine should be inspected and the problem should
be corrected. • The oil suction tube has a leak or a restricted inlet
screen. Refer to Step 5.
6. Compare the recorded engine oil pressure with
the oil pressure indicators on the instrument panel • The engine oil pump is faulty. Refer to Step 6.
and the engine oil pressure that is displayed on
the electronic service tool. • Engine Bearings have excessive clearance. Refer
to Step 7.
RENR7572-06 65
Testing and Adjusting Section

1. Check the engine oil level in the crankcase. The 5. The inlet screen of the oil suction tube for the
oil level can possibly be too far below the oil pump engine oil pump can have a restriction. This
supply tube. This will cause the oil pump not to restriction will cause cavitation and a loss of
have the ability to supply enough lubrication to the engine oil pressure. Check the inlet screen on
engine components. If the engine oil level is low the oil pickup tube and remove any material that
add engine oil in order to obtain the correct engine may be restricting engine oil flow. Low engine oil
oil level. Refer to Operation and Maintenance pressure may also be the result of the oil pickup
Manual, “Engine Oil” for the recommendations of tube that is drawing in air. Check the joints of the
engine oil. oil pickup tube for cracks or a damaged O-ring
seal. Remove the engine oil pan in order to gain
2. Engine oil that is contaminated with fuel or access to the oil pickup tube and the oil screen.
coolant will cause low engine oil pressure. Refer to Disassembly and Assembly, “Engine Oil
High engine oil level in the crankcase can be Pan - Remove and Install” for more information.
an indication of contamination. Determine the
reason for contamination of the engine oil and 6. Check the following problems that may occur to
make the necessary repairs. Replace the engine the engine oil pump.
oil with the approved grade of engine oil. Also
replace the engine oil filter. Refer to Operation a. Air leakage in the supply side of the oil pump
and Maintenance Manual, “Engine Oil” for the will also cause cavitation and loss of oil
recommendations of engine oil. pressure. Check the supply side of the oil pump
and make necessary repairs. For information
NOTICE on the repair of the engine oil pump, refer to
Caterpillar oil filters are built to Caterpillar speci- Disassembly and Assembly, “Engine Oil Pump
fications. Use of an oil filter not recommended by - Remove”.
Caterpillar could result in severe engine damage to
the engine bearings, crankshaft, etc., as a result of b. Oil pump gears that have too much wear will
the larger waste particles from unfiltered oil entering cause a reduction in oil pressure. Repair the
the engine lubricating system. Only use oil filters engine oil pump. For information on the repair
recommended by Caterpillar. of the engine oil pump, refer to Disassembly
and Assembly, “Engine Oil Pump - Remove”.

3. If the engine oil bypass valves are held in the 7. Excessive clearance at engine bearings will
open position, a reduction in the oil pressure can cause low engine oil pressure. Check the
be the result. This may be due to debris in the engine components that have excessive bearing
engine oil. If the engine oil bypass valves are clearance and make the necessary repairs.
stuck in the open position, remove each engine
oil bypass valve and clean each bypass valve in Reason for High Engine Oil
order to correct this problem. You must also clean
each bypass valve bore. Install new engine oil Pressure
filters. For information on the repair of the engine
oil bypass valves, refer to Disassembly and NOTICE
Assembly, “Engine Oil Filter Base - Disassemble”. Keep all parts clean from contaminants.

4. An oil line or an oil passage that is open, broken, Contaminants may cause rapid wear and shortened
or disconnected will cause low engine oil pressure. component life.
An open lubrication system could be caused by a
piston cooling jet that is missing or damaged.
NOTICE
Note: The piston cooling jets direct engine oil toward Care must be taken to ensure that fluids are contained
the bottom of the piston in order to cool the piston. during performance of inspection, maintenance, test-
This also provides lubrication for the piston pin. ing, adjusting and repair of the product. Be prepared to
Breakage, a restriction, or incorrect installation of the collect the fluid with suitable containers before open-
piston cooling jets will cause seizure of the piston. ing any compartment or disassembling any compo-
nent containing fluids.

Refer to Special Publication, NENG2500, “Caterpillar

Tools and Shop Products Guide” for tools and supplies
suitable to collect and contain fluids on Caterpillar
products.

Dispose of all fluids according to local regulations and

mandates.
66 RENR7572-06
Testing and Adjusting Section

Engine oil pressure will be high if the engine oil i01282970

bypass valves become stuck in the closed position
and the engine oil flow is restricted. Foreign matter Excessive Engine Oil
in the engine oil system could be the cause for the Consumption - Inspect
restriction of the oil flow and the movement of the
engine oil bypass valves. If the engine oil bypass SMCS Code: 1348-040
valves are stuck in the closed position, remove
each bypass valve and clean each bypass valve in
order to correct this problem. You must also clean Oil Leakage On Outside Of Engine
each bypass valve bore. Install new engine oil
filters. New engine oil filters will prevent more debris Check for leakage at the seals at each end of the
from causing this problem. For information on the crankshaft. Look for leakage at the oil pan gasket and
repair of the engine oil filter bypass valve, refer to all lubrication system connections. Look for any oil
Disassembly and Assembly, “Engine Oil Filter Base - that may be leaking from the crankcase breather. This
Disassemble”. can be caused by combustion gas leakage around
the pistons. A dirty crankcase breather will cause
high pressure in the crankcase. A dirty crankcase
NOTICE
breather will cause the gaskets and the seals to leak.
Caterpillar oil filters are built to Caterpillar speci-
fications. Use of an oil filter not recommended by
Caterpillar could result in severe engine damage to Oil Leakage Into Combustion Area
the engine bearings, crankshaft, etc., as a result of Of Cylinders
the larger waste particles from unfiltered oil entering
the engine lubricating system. Only use oil filters Oil leakage into the combustion area of the cylinders
recommended by Caterpillar. can be the cause of blue smoke. There are four
possible ways for oil leakage into the combustion
area of the cylinders:
i01126690

Excessive Bearing Wear - • Oil leakage between worn valve guides and valve
stems
Inspect
• Worn components or damaged components
SMCS Code: 1203-040; 1211-040; 1219-040 (pistons, piston rings, or dirty oil return holes)

When some components of the engine show bearing • Incorrect installation of the compression ring and/or
wear in a short time, the cause can be a restriction in the intermediate ring
an oil passage.
• Oil leakage past the seal rings in the impeller end
An engine oil pressure indicator may show that there of the turbocharger shaft
is enough oil pressure, but a component is worn
due to a lack of lubrication. In such a case, look at Excessive oil consumption can also be the result if
the passage for the oil supply to the component. oil with the wrong viscosity is used. Oil with a thin
A restriction in an oil supply passage will not allow viscosity can be caused by fuel leakage into the
enough lubrication to reach a component. This will crankcase or by increased engine temperature.
result in early wear.
i01283115

Increased Engine Oil

Temperature - Inspect
SMCS Code: 1348-040

When the engine is at operating temperature

and you are using SAE 10W30 oil, the maximum
oil temperature is 115 °C (239 °F). This is the
temperature of the oil after passing through the oil
cooler.
RENR7572-06 67
Testing and Adjusting Section

Look for a restriction in the oil passages of the oil

cooler. The oil temperature may be higher than
normal when the engine is operating. In such a case,
the oil cooler may have a restriction. A restriction in
the oil cooler will not cause low oil pressure in the
engine.

Determine if the oil cooler bypass valve is held in the

open position. This condition will allow the oil to pass
through the valve instead of the oil cooler. The oil
temperature will increase.
68 RENR7572-06
Testing and Adjusting Section

Cooling System 4. Check for air in the cooling system. Air can enter
the cooling system in different ways. The following
items are some of the most common causes for
i01389751 air in the cooling system:

Cooling System - Check • Filling the cooling system incorrectly

(Overheating)
• Combustion gas leakage into the cooling system
SMCS Code: 1350-535
• Loose hose clamp
Above normal coolant temperatures can be caused
by many conditions. Use the following procedure Combustion gas can get into the system through
to determine the cause of above normal coolant the following conditions: inside cracks, damaged
temperatures: cylinder head, and damaged cylinder head gasket.
A loose hose clamp can allow air into the cooling
system during the cooldown period. Air in the
cooling system causes a reduction in the cooling
capacity of the coolant.
Personal injury can result from escaping fluid un-
der pressure. 5. Check the fan drive system. A fan drive system
that is not turning at the correct speed can cause
If a pressure indication is shown on the indicator, improper air speed across the radiator core. The
push the release valve in order to relieve pressure lack of proper air flow across the radiator core
before removing any hose from the radiator. can cause the coolant not to cool to the proper
temperature differential.
1. Check the coolant level in the cooling system.
6. Check the water temperature gauge. A water
Refer to Operation and Maintenance Manual,
temperature gauge which does not work correctly
“Cooling System Coolant Level - Check”. If the
will not show the correct temperature. Refer to
coolant level is too low, air will get into the cooling
Testing and Adjusting, “Cooling System - Test”.
system. Air in the cooling system will cause a
reduction in coolant flow and bubbles in the
7. Check the sending unit. In some conditions, the
coolant. Air bubbles cause a reduction in the
temperature sensor in the engine sends signals
cooling of engine parts.
to a sending unit. The sending unit converts these
signals to an electrical impulse which is used by a
2. Check the quality of the coolant. The coolant
mounted gauge. If the sending unit malfunctions,
should have the following properties:
the gauge can show an incorrect reading. Also if
the electric wire breaks or if the electric wire shorts
• Color that is similar to new coolant out, the gauge can show an incorrect reading.
• Odor that is similar to new coolant 8. Check the radiator.
• Free from dirt and debris a. Check the radiator for a restriction to coolant
flow. Check the radiator for debris, for dirt, or
If the coolant does not have these properties,
for deposits on the inside of the radiator core.
drain the system and flush the system. Refill
Debris, dirt, or deposits will restrict the flow of
the cooling system with the correct mixture of
coolant through the radiator.
water, antifreeze, and coolant conditioner. Refer
to Operation and Maintenance Manual, “General
b. Check for debris or for damage between
Coolant Information”.
the fins of the radiator core. Debris between
the fins of the radiator core restricts air flow
3. Check the coolant mixture of antifreeze and
through the radiator core. Refer to Testing and
water. The mixture should be approximately 50
Adjusting, “Cooling System - Inspect”.
percent water and 50 percent antifreeze with
3 to 6 percent coolant conditioner. Refer to
c. Check for missing radiator baffles or for
Operation and Maintenance Manual, “General
damaged radiator baffles. Radiator baffles
Coolant Information”. If the coolant mixture is
prevent recirculation of air around the sides
incorrect, drain the cooling system and flush the
of the radiator. A missing radiator baffle or a
cooling system. Refill the cooling system with the
damaged radiator baffle raises the temperature
correct mixture of water, antifreeze, and coolant
of the air that goes through the radiator.
conditioner.
RENR7572-06 69
Testing and Adjusting Section

d. Ensure that the radiator size is according to 13. Check for a restriction in the air inlet system.
the OEM specifications. An undersized radiator A restriction of the air that is coming into the
does not have enough area for the effective engine can cause high cylinder temperatures.
release of heat. This may cause the engine to High cylinder temperatures can cause higher than
run at a temperature that is higher than normal. normal temperatures in the cooling system. Refer
The normal temperature is dependent on the to Testing and Adjusting, “Air Inlet and Exhaust
ambient temperature. System - Inspect”.

9. Check the filler cap. A pressure drop in the a. If the measured restriction is higher than the
radiator can cause the boiling point to be lower. maximum permissible restriction, remove the
This can cause the cooling system to boil. Refer foreign material from the engine air cleaner
to Testing and Adjusting, “Cooling System - Test”. element or install a new engine air cleaner
element. Refer to Operation and Maintenance
10. Check the fan and/or the fan shroud. Manual, “Engine Air Cleaner Element -
Clean/Replace”.
a. Ensure that the fan is installed correctly.
Improper installation of the fan can cause b. Check the air inlet system for a restriction
engine overheating. again.

b. The fan must be large enough to send air c. If the measured restriction is still higher than
through most of the area of the radiator the maximum permissible restriction, check the
core. Ensure that the size of the fan and the air inlet piping for a restriction.
position of the fan are according to the OEM
specifications. 14. Check for a restriction in the exhaust system.
A restriction of the air that is coming out of the
c. The fan shroud and the radiator baffling must engine can cause high cylinder temperatures.
be the proper size. The fan shroud and the
radiator baffling must be positioned correctly. a. Make a visual inspection of the exhaust
The size of the fan shroud and the position system. Check for damage to exhaust piping.
of the fan shroud should meet the OEM Also, check for a damaged muffler. If no
specifications. The size of the radiator baffling damage is found, check the exhaust system for
and the position of the radiator baffling should a restriction. Refer to Testing and Adjusting,
meet the OEM specifications. “Air Inlet and Exhaust System - Inspect”.

11. Check for loose drive belts. b. If the measured restriction is higher than the
maximum permissible restriction, there is a
a. A loose fan drive belt will cause a reduction restriction in the exhaust system. Repair the
in the air flow across the radiator. Check the exhaust system, as required.
fan drive belt for proper belt tension. Adjust
the tension of the fan drive belt, if necessary. c. Ensure that the exhaust gas is not being drawn
Refer to Operation and Maintenance Manual, into the cooling air inlet.
“Belt - Inspect”.
15. Check the shunt line. The shunt line must be
b. A loose water pump drive belt will cause a submerged in the expansion tank. A restriction
reduction in coolant flow through the radiator. of the shunt line from the radiator top tank to the
Check the water pump drive belt for proper belt engine water pump inlet will cause a reduction
tension. Adjust the tension of the water pump in water pump efficiency. A reduction in water
drive belt, if necessary. Refer to Operation and pump efficiency will result in low coolant flow and
Maintenance Manual, “Belt - Inspect”. overheating.

12. Check the cooling system hoses and clamps. 16. Check the water temperature regulator. A water
Damaged hoses with leaks can normally be seen. temperature regulator that does not open, or a
Hoses that have no visual leaks can soften during water temperature regulator that only opens part
operation. The soft areas of the hose can become of the way can cause overheating. Refer to Testing
kinked or crushed during operation. These areas and Adjusting, “Water Temperature Regulator -
of the hose can cause a restriction in the coolant Test”.
flow. Hoses can become soft. Also, hoses can
get cracks after a period of time. The inside of a 17. Check the water pump. A water pump with a
hose can deteriorate, and the loose particles of damaged impeller does not pump enough coolant
the hose can cause a restriction of the coolant for correct engine cooling. Remove the water
flow. Refer to Operation and Maintenance Manual, pump and check for damage to the impeller. Refer
“Hoses and Clamps - Inspect/Replace”. to Testing and Adjusting, “Water Pump - Test”.
70 RENR7572-06
Testing and Adjusting Section

18. Check the air flow through the engine 1. Check the coolant level in the cooling system.
compartment. The air flow through the radiator Refer to Operation and Maintenance Manual,
comes out of the engine compartment. Ensure “Cooling System Coolant Level - Check”.
that the filters, the air conditioner, and similar
items are not installed in a way that prevents the 2. Check the quality of the coolant. The coolant
free flow of air through the engine compartment. should have the following properties:

19. Check the aftercooler. A restriction of air flow • Color that is similar to new coolant
through the air to air aftercooler (if equipped) can
cause overheating. Check for debris or deposits • Odor that is similar to new coolant
which would prevent the free flow of air through
the aftercooler. Refer to Testing and Adjusting, • Free from dirt and debris
“Aftercooler - Test”.
If the coolant does not have these properties,
20. Consider high outside temperatures. When drain the system and flush the system. Refill
outside temperatures are too high for the rating the cooling system with the correct mixture
of the cooling system, there is not enough of a of water, antifreeze, and coolant conditioner.
temperature difference between the outside air Refer to the Operation and Maintenance Manual
and coolant temperatures. for your engine in order to obtain coolant
recommendations.
21. Consider high altitude operation. The cooling
capacity of the cooling system goes down as 3. Look for leaks in the system.
the engine is operated at higher altitudes. A
pressurized cooling system that is large enough to Note: A small amount of coolant leakage across
keep the coolant from boiling must be used. the surface of the water pump seals is normal. This
leakage is required in order to provide lubrication for
22. The engine may be running in the lug condition. this type of seal. A hole is provided in the water pump
When the load that is applied to the engine is housing in order to allow this coolant/seal lubricant
too large, the engine will run in the lug condition. to drain from the pump housing. Intermittent leakage
When the engine is running in the lug condition, of small amounts of coolant from this hole is not an
engine rpm does not increase with an increase of indication of water pump seal failure.
fuel. This lower engine rpm causes a reduction in
air flow through the radiator. This lower engine 4. Ensure that the air flow through the radiator does
rpm also causes a reduction in coolant flow not have a restriction. Look for bent core fins
through the system. This combination of less air between the folded cores of the radiator. Also, look
and less coolant flow during high input of fuel will for debris between the folded cores of the radiator.
cause above normal heating.
5. Inspect the drive belts for the fan.
i02501084
6. Check for damage to the fan blades.
Cooling System - Inspect 7. Look for air or combustion gas in the cooling
SMCS Code: 1350-040 system.

Cooling systems that are not regularly inspected are 8. Inspect the filler cap, and check the surface that
the cause for increased engine temperatures. Make seals the filler cap. This surface must be clean.
a visual inspection of the cooling system before any
tests are performed. i02281020

Cooling System - Test

SMCS Code: 1350-040; 1350-081
Personal injury can result from escaping fluid un-
der pressure. This engine has a pressure type cooling system. A
pressure type cooling system has two advantages.
If a pressure indication is shown on the indicator, The cooling system can be operated in a safe manner
push the release valve in order to relieve pressure at a temperature higher than the normal boiling point
before removing any hose from the radiator. (steam) of water.
RENR7572-06 71
Testing and Adjusting Section

This type of system prevents cavitation in the water Test Tools For Cooling System
pump. Cavitation is the forming of low pressure
bubbles in liquids that are caused by mechanical Table 16
forces. The formation of an air pocket or a steam Tools Needed
pocket in this type of cooling system is difficult.
Part
Part Name Quantity
Number
4C-6500 Digital Thermometer 1
8T-2700 Blowby/Air Flow Indicator 1
9S-8140 Pressurizing Pump 1
9U-7400 Multitach Tool Group
or or 1
1U-6602 Photo-Tachometer
245-5829 Coolant/Battery Tester Gp 1

g00921815
Illustration 62 Making contact with a running engine can cause
Boiling point of water burns from hot parts and can cause injury from
rotating parts.
Remember that temperature and pressure work
together. When a diagnosis is made of a cooling When working on an engine that is running, avoid
system problem, temperature and pressure must be contact with hot parts and rotating parts.
checked. Cooling system pressure will have an effect
on the cooling system temperature. For an example,
refer to Illustration 62. This will show the effect of
pressure on the boiling point (steam) of water. This
will also show the effect of height above sea level.

Personal injury can result from hot coolant, steam

and alkali.

At operating temperature, engine coolant is hot

and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns. g00876179
Illustration 63

Remove filler cap slowly to relieve pressure only 4C-6500 Digital Thermometer
when engine is stopped and radiator cap is cool
enough to touch with your bare hand. The 4C-6500 Digital Thermometer is used in the
diagnosis of overheating conditions and in the
Cooling System Conditioner contains alkali. Avoid diagnosis of overcooling conditions. This group can
contact with skin and eyes. be used to check temperatures in several different
parts of the cooling system. Refer to the tool’s
Operating Manual for the testing procedure.
The coolant level must be to the correct level in order
to check the coolant system. The engine must be
cold and the engine must not be running.

After the engine is cool, loosen the pressure cap

in order to relieve the pressure out of the cooling
system. Then remove the pressure cap.

The level of the coolant should not be more than

13 mm (0.5 inch) from the bottom of the filler pipe. If
the cooling system is equipped with a sight glass,
the coolant should be to the proper level in the sight
glass.
72 RENR7572-06
Testing and Adjusting Section

g00286269 g00296064
Illustration 64 Illustration 66
8T-2700 Blowby/Air Flow Indicator 1U-6602 Photo-Tachometer

The 8T-2700 Blowby/Air Flow Indicator is used to The 1U-6602 Photo-Tachometer is a

check the air flow through the radiator core. Refer to photo-tachometer that is held by hand for
Special Instruction, SEHS8712, “Using the 8T-2700 general use. The 1U-6602 Photo-Tachometer is a
Blowby/Air Flow Indicator” for the test procedure for phototach, so this tachometer only registers basic
checking blowby. input frequency on any visible, rotating part. The basic
input frequency equals one revolution per a piece
of reflective tape. The 1U-6602 Photo-Tachometer
does not replace the 9U-7400 Multitach Tool Group.

g00286276
Illustration 65
9U-7400 Multitach Tool Group

g00286369
The 9U-7400 Multitach Tool Group is used to Illustration 67
check the fan speed. Refer to Operating Manual, 9S-8140 Pressurizing Pump
NEHS0605, “9U-7400 Multitach Tool Group ” for the
testing procedure. The 9S-8140 Pressurizing Pump is used to test the
filler caps. This pressurizing pump is also used to
The 9U-7400 Multitach Tool Group can measure pressure test the cooling system for leaks.
engine rpm from a magnetic pickup. This magnetic
pickup is located in the flywheel housing. The
magnetic pickup also uses the ability to measure
engine rpm from visual engine parts that are rotating.
RENR7572-06 73
Testing and Adjusting Section

g00439083 g01096114
Illustration 68 Illustration 69
245-5829 Coolant/Battery Tester Gp Typical schematic of filler cap
(1) Sealing surface of both filler cap and radiator
Check the coolant frequently in cold weather for
the proper glycol concentration. Use the 245-5829
Coolant/Battery Tester Gp in order to ensure
adequate freeze protection. The tester gives
immediate, accurate readings. The tester can be Personal injury can result from hot coolant, steam
used for antifreeze/coolants that contain ethylene or and alkali.
propylene glycol.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
Making the Correct Antifreeze to heaters or the engine contain hot coolant or
Mixtures steam. Any contact can cause severe burns.

Refer to the Operation and Maintenance Manual Remove filler cap slowly to relieve pressure only
for the correct coolant recommendations for your when engine is stopped and radiator cap is cool
individual application. enough to touch with your bare hand.

Cooling System Conditioner contains alkali. Avoid

Checking the Filler Cap contact with skin and eyes.
Table 17
Tools Needed To check for the amount of pressure that opens the
filler cap, use the following procedure:
Part
Part Name Quantity
Number 1. After the engine cools, carefully loosen the filler
9S-8140 Pressurizing Pump 1 cap. Slowly release the pressure from the cooling
system. Then, remove the filler cap.
One cause for a pressure loss in the cooling system Carefully inspect the filler cap. Look for any
can be a damaged seal on the radiator filler cap. damage to the seals and to the sealing surface.
Inspect the following components for any foreign
substances:

• Filler cap
• Seal
• Surface for seal
Remove any deposits that are found on these
items, and remove any material that is found on
these items.

2. Install the filler cap on the 9S-8140 Pressurizing

Pump.
74 RENR7572-06
Testing and Adjusting Section

3. Look at the gauge for the exact pressure that • You do not observe any outside leakage.
opens the filler cap.
• The reading remains steady after five minutes.
4. Compare the gauge’s reading with the opening
pressure that is listed on the filler cap. The inside of the cooling system has leakage only if
the following conditions exist:
5. If the filler cap is damaged, replace the filler cap.
• The reading on the gauge goes down.
Testing The Radiator And Cooling
• You do not observe any outside leakage.
System For Leaks
Make any repairs, as required.
Table 18
Tools Needed Test For The Water Temperature
Part
Number
Part Name Quantity Gauge
9S-8140 Pressurizing Pump 1 Table 19
Tools Needed
Use the following procedure in order to check the Part
Part Name Quantity
cooling system for leaks: Number
4C-6500 Digital Thermometer
or or 1
2F-7112 Thermometer
Personal injury can result from hot coolant, steam
and alkali.

At operating temperature, engine coolant is hot

and under pressure. The radiator and all lines Personal injury can result from escaping fluid un-
to heaters or the engine contain hot coolant or der pressure.
steam. Any contact can cause severe burns.
If a pressure indication is shown on the indicator,
Remove filler cap slowly to relieve pressure only push the release valve in order to relieve pressure
when engine is stopped and radiator cap is cool before removing any hose from the radiator.
enough to touch with your bare hand.

Cooling System Conditioner contains alkali. Avoid

contact with skin and eyes.
Making contact with a running engine can cause
burns from hot parts and can cause injury from
1. After the engine is cool, loosen the filler cap slowly rotating parts.
and allow pressure out of the cooling system.
Then remove the filler cap from the radiator. When working on an engine that is running, avoid
contact with hot parts and rotating parts.
2. Ensure that the coolant level is above the top of
the radiator core.
Check the accuracy of the water temperature
3. Install the 9S-8140 Pressurizing Pump onto the indicator or water temperature sensor if you find
radiator. either of the following conditions:

4. Take the pressure reading on the gauge to 20 kPa • The engine runs at a temperature that is too hot,
(3 psi) more than the pressure on the filler cap. but a normal temperature is indicated. A loss of
coolant is found.
5. Check the radiator for leakage on the outside.
• The engine runs at a normal temperature, but a
6. Check all connection points for leakage, and hot temperature is indicated. No loss of coolant
check the hoses for leakage. is found.

The cooling system does not have leakage only if the Caterpillar Electronic Technician (ET) can also be
following conditions exist:. used to read the coolant temperature of the engine.
RENR7572-06 75
Testing and Adjusting Section

2. Heat water in a pan until the temperature of

the water is equal to the fully open temperature
of the water temperature regulator. Refer to
Specifications, “Water Temperature Regulator”
for the fully open temperature of the water
temperature regulator. Stir the water in the pan.
This will distribute the temperature throughout the
pan.

3. Hang the water temperature regulator in the pan

of water. The water temperature regulator must
be below the surface of the water. The water
temperature regulator must be away from the
sides and the bottom of the pan.
g01141597
Illustration 70 4. Keep the water at the correct temperature for ten
Test location minutes.
(1) Plug
5. After ten minutes, remove the water temperature
Remove the plug (1) from one of ports in the water regulator. Immediately measure the opening
manifold. Install one of the following thermometers in of the water temperature regulator. Refer to
the open port: Specifications, “Water Temperature Regulator”
for the minimum opening distance of the
• The 4C-6500 Digital Thermometer water temperature regulator at the fully open
temperature.
• The 2F-7112 Thermometer
If the distance is less than the amount listed in the
A temperature indicator of known accuracy can also manual, replace the water temperature regulator.
be used to make this check.
i01849228
Start the engine. Run the engine until the temperature
reaches the desired range according to the test
thermometer. If necessary, place a cover over part of
Water Pump - Test
the radiator in order to cause a restriction of the air SMCS Code: 1361-081
flow. The reading on the water temperature indicator
should agree with the test thermometer within the Table 20
tolerance range of the water temperature indicator.
Required Tools
Part
i01666401 Part Name Quantity
Number
Water Temperature Regulator 6V-7775 Air Pressure Gauge 1
- Test 8J-7844 Adapter Fitting 1
3K-0360 O-Ring Seal 1
SMCS Code: 1355-081-ON; 1355-081
5P-2725 Probe Seal Adapter 1
164-2192 Pressure Probe(1) 1
5P-4487 Adapter 1
Personal injury can result from escaping fluid un-
der pressure. 5P-2720 Probe Adapter 1
(1) If port (1) is used, two tools are required.
If a pressure indication is shown on the indicator,
push the release valve in order to relieve pressure
before removing any hose from the radiator.

1. Remove the water temperature regulator from the

engine.
76 RENR7572-06
Testing and Adjusting Section

g00296313
Illustration 71
Pressure test ports for the water pump (Typical example)
(1) Port (alternate heater supply)
(2) Port (engine diagnosis)
(3) Port (heater return line)

Making contact with a running engine can cause

burns from hot parts and can cause injury from
rotating parts.

When working on an engine that is running, avoid

contact with hot parts and rotating parts.

The pressure rise is the difference between inlet

pressure and outlet pressure. The pressure rise
indicates if the water pump operates correctly. Port
(1) and Port (2) represent the water pump outlet
pressure. Port (3) represents the water pump inlet
pressure.

To measure the pressure rise, compare inlet pressure

with outlet pressure. Calculate the difference between
the pressure of the inlet port and the outlet ports. The
pressure rise must add up to a minimum of 80 kPa
(12 psi) under both of the following conditions:

• The engine is at operating temperature.

• The engine operates at full load condition.
RENR7572-06 77
Testing and Adjusting Section

Basic Engine
i01432013

Piston Ring Groove - Inspect

SMCS Code: 1214-040

The 186-0190 Piston Ring Groove Gauge Gp is

available to check the top ring groove in the piston.
Refer to the instruction card with the tool for the
correct use of the 186-0190 Piston Ring Groove
Gauge Gp.
g00285686
Illustration 72
i01284843
1P-3537 Dial Bore Gauge Group
Main Bearings - Inspect If the main bearing caps are installed without
SMCS Code: 1203-040 bearings, the bore in the block for the main bearings
can be checked. Tighten the nuts on the bearing caps
Main bearings are available with 0.25 mm (0.010 inch) to the torque that is given in Specifications, “Cylinder
and a 0.50 mm (0.020 inch) smaller inside diameter Block”. Alignment error in the bores must not be more
than the original size bearings. These bearings are than 0.08 mm (0.003 inch).
for crankshafts that have been ground.
The 1P-3537 Dial Bore Gauge Group can be used
Main bearings are also available with a larger outside to check the size of the bore.
diameter than the original size bearings. These
bearings are used for the cylinder blocks with the i02281052
main bearing bore that is made larger than the bore’s
original size. The size that is available has a 0.50 mm Flywheel - Inspect
(0.020 inch) outside diameter that is larger than the
original size bearings. SMCS Code: 1156-040

Refer to Special Instruction, SMHS7606, “Use of Table 22

1P-4000 Line Boring Tool Group” for the instructions Tools Needed
that are needed to use the 1P-4000 Line Boring Tool
Group. The 1P-4000 Line Boring Tool Group is used Part
Part Name Quantity
in order to check the alignment of the main bearing Number
bores. The 1P-3537 Dial Bore Gauge Group can be 8T-5096 Dial Indicator Gp 1
used to check the size of the bore. Refer to Special
Instruction, GMG00981, “1P-3537 Dial Bore Gauge
Group” for the instructions that are needed to use the
1P-3537 Dial Bore Gauge Group.

i02487145

Cylinder Block - Inspect

SMCS Code: 1201-040

Table 21
Required Tools
Part
Part Name Quantity
Number
1P-3537 Dial Bore Gauge Group 1
78 RENR7572-06
Testing and Adjusting Section

Face Runout (axial eccentricity) of Bore Runout (radial eccentricity) of

the Flywheel the Flywheel

g00286049 g01141609
Illustration 73 Illustration 74
Checking face runout of the flywheel Checking bore runout of the flywheel
(1) 7H-1945 Holding Rod
1. Refer to Illustration 73 and install the dial indicator. (2) 7H-1645 Holding Rod
Always put a force on the crankshaft in the same (3) 7H-1942 Dial Indicator
(4) 7H-1940 Universal Attachment
direction before the dial indicator is read. This will
remove any crankshaft end clearance.
1. Install 7H-1942 Dial Indicator (3). Make an
2. Set the dial indicator to read 0.0 mm (0.00 inch). adjustment of 7H-1940 Universal Attachment
(4) so the dial indicator makes contact on the
3. Turn the flywheel at intervals of 90 degrees and flywheel.
read the dial indicator.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
4. Take the measurements at all four points. The
difference between the lower measurements and 3. Turn the flywheel at intervals of 90 degrees and
the higher measurements that are performed at read the dial indicator.
all four points must not be more than 0.15 mm
(0.006 inch), which is the maximum permissible 4. Take the measurements at all four points. The
face runout (axial eccentricity) of the flywheel. difference between the lower measurements and
the higher measurements that are performed at
all four points must not be more than 0.15 mm
(0.006 inch), which is the maximum permissible
face runout (radial eccentricity) of the flywheel.
RENR7572-06 79
Testing and Adjusting Section

If you use any other method except the method that

is given here, always remember that the bearing
clearance must be removed in order to receive the
correct measurements.

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

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

2. Put a force on the crankshaft toward the rear

before the dial indicator is read at each point.

g00286058
Illustration 75
Flywheel clutch pilot bearing bore

5. To find the runout (eccentricity) of the pilot bearing

bore, use the preceding procedure.

6. The runout (eccentricity) of the bore for the pilot

bearing in the flywheel must not exceed 0.13 mm
(0.005 inch).

i02281054 g00285932
Illustration 77
Flywheel Housing - Inspect Checking face runout of the flywheel housing

SMCS Code: 1157-040 3. Turn the flywheel while the dial indicator is set at
0.0 mm (0.00 inch) at location (A). Read the dial
Table 23 indicator at locations (B), (C) and (D).
Tools Needed
4. The difference between the lower measurements
Part and the higher measurements that are performed
Part Name Quantity
Number at all four points must not be more than 0.30 mm
8T-5096 Dial Indicator Gp 1 (0.012 inch), which is the maximum permissible
face runout (axial eccentricity) of the flywheel
housing.
Face Runout (Axial Eccentricity) of
the Flywheel Housing Bore Runout (Radial Eccentricity)
of the Flywheel Housing

g00285931
Illustration 76
g00285934
8T-5096 Dial Indicator Illustration 78
8T-5096 Dial Indicator
80 RENR7572-06
Testing and Adjusting Section

1. Fasten a dial indicator to the flywheel so the anvil 6. Turn the flywheel counterclockwise in order to
of the dial indicator will contact the bore of the put the dial indicator at position (C). Write the
flywheel housing. measurement in the chart.

7. Turn the flywheel counterclockwise in order to

put the dial indicator at position (D). Write the
measurement in the chart.

8. Add the lines together in each column.

9. Subtract the smaller number from the larger

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

g00285932
Illustration 79
Checking bore runout of the flywheel housing

g00285936
Illustration 80
g00286046
Illustration 81
2. While the dial indicator is in the position at location
(C) adjust the dial indicator to 0.0 mm (0.00 inch). Graph for total eccentricity
Push the crankshaft upward against the top of (1) Total vertical eccentricity
the bearing. Refer to Illustration 80. Write the (2) Total horizontal eccentricity
(3) Acceptable value
measurement for bearing clearance on line 1 in (4) Unacceptable value
column (C).
10. Find the intersection of the eccentricity lines
Note: Write the measurements for the dial indicator (vertical and horizontal) in Illustration 81.
with the correct notations. This notation is necessary
for making the calculations in the chart correctly. 11. If the point of the intersection is in the
ACCEPTABLE range, the bore is in alignment.
3. Divide the measurement from Step 2 by two. Write If the point of intersection is in the NOT
this number on line 1 in columns (B) and (D). ACCEPTABLE range, the flywheel housing must
be changed.
4. Turn the flywheel in order to put the dial indicator
at position (A). Adjust the dial indicator to 0.0 mm
(0.00 inch).

5. Turn the flywheel counterclockwise in order to

put the dial indicator at position (B). Write the
measurements in the chart.
RENR7572-06 81
Testing and Adjusting Section

i02487784 Viscous Vibration Damper (If

Vibration Damper - Check Equipped)
SMCS Code: 1205-535

Rubber Vibration Damper (If

Equipped)

g01124289
Illustration 82 g01124414
Illustration 83
Vibration damper and pulley
Viscous vibration damper
(1) Adapter
(1) Pulley
(2) Rubber
(2) Weight
(3) Damper assembly
(3) Case
(4) Bolt
(5) Crankshaft pulley
Damage to the vibration damper or failure of the
The vibration damper is installed on the front of vibration damper will increase vibrations. This will
crankshaft. The space in the damper assembly (3) is result in damage to the crankshaft.
filled with rubber (2). The vibration damper limits the
torsional vibration. Replace the damper if any of the following conditions
exist:
Replace the damper if any of the following conditions
exist: • The damper is dented, cracked, or fluid is leaking
from the damper.
• The damper is dented or cracked.
• The paint on the damper is discolored from
• The paint on the damper is discolored from heat. excessive heat.

• There is a large amount of gear train wear that is • The damper is bent.
not caused by lack of oil.
• The bolt holes are worn or there is a loose fit for
• Analysis of the oil has revealed that the front main the bolts.
bearing is badly worn.
• The engine has had a crankshaft failure due to
• The engine has had a failure because of a broken torsional forces.
crankshaft.
NOTICE
Inspect the viscous vibration damper for signs of leak-
ing and for signs of damage to the case. Either of
these conditions can cause the weight to contact the
case. This contact can affect damper operation.
82 RENR7572-06
Testing and Adjusting Section

Electrical System i02482495

Battery - Test
i02517996
SMCS Code: 1401-081
Alternator - Test
Most of the tests of the electrical system can be done
SMCS Code: 1405-081 on the engine. The wiring insulation must be in good
condition. The wire and cable connections must be
clean, and both components must be tight.
Alternator Regulator
The charging rate of the alternator should be
checked when an alternator is charging the battery
too much. The charging rate of the alternator should Never disconnect any charging unit circuit or bat-
be checked when an alternator is not charging the tery circuit cable from the battery when the charg-
battery enough. Make reference to the Specifications ing unit is operated. A spark can cause an explo-
module in order to find all testing specifications for sion from the flammable vapor mixture of hydro-
the alternators and regulators. gen and oxygen that is released from the elec-
trolyte through the battery outlets. Injury to per-
No adjustment can be made in order to change the sonnel can be the result.
rate of charge on the alternator regulators. If the
rate of charge is not correct, a replacement of the
regulator is necessary. The battery circuit is an electrical load on the charging
unit. The load is variable because of the condition of
the charge in the battery.
Tightening The Alternator Pulley Nut
NOTICE
The charging unit will be damaged if the connections
between the battery and the charging unit are broken
while the battery is being charged. Damage occurs
because the load from the battery is lost and because
there is an increase in charging voltage. High voltage
will damage the charging unit, the regulator, and other
electrical components.

g01247292
Illustration 84
Tools for tightening the alternator pulley nut
(1) 8T-9293 Torque Wrench g00859857
Illustration 85
(2) 8S-1588 Adapter
(3) 2P-8267 Hex Bit Socket 177-2330 Battery Analyzer
(4) 8H-8517 Combination Wrench (1-1/8 inch)
(5) 8T-5314 Adapter Socket

Tighten the nut that holds the pulley with the tools
shown. Refer to the Specifications module for the
torque.
RENR7572-06 83
Testing and Adjusting Section

i02482986

Charging System - Test

SMCS Code: 1406-081

The condition of charge in the battery at each

regular inspection will show if the charging system is
operating correctly. An adjustment is necessary when
the battery is constantly in a low condition of charge
or a large amount of water is needed. A large amount
of water would be more than one ounce of water per
a cell per a week or per every 100 service hours.

When it is possible, make a test of the charging

unit and voltage regulator on the engine, and use
wiring and components that are a permanent part of
the system. Off-engine testing or bench testing will
give a test of the charging unit and voltage regulator
operation. This testing will give an indication of
needed repair. After repairs are made, perform a test
g00283565 in order to prove that the units have been repaired to
Illustration 86
the original condition of operation.
4C-4911 Battery Load Tester
See Special Instruction, REHS0354, “Charging
Use the 4C-4911 Battery Load Tester or the System Troubleshooting” for the correct procedures
177-2330 Battery Analyzer in order to test a battery to use to test the charging system. This publication
that does not maintain a charge when the battery also contains the specifications to use when you test
is active. The 4C-4911 Battery Load Tester and the charging system.
the 177-2330 Battery Analyzer are portable units.
The 4C-4911 Battery Load Tester or the 177-2330
Battery Analyzer can be used under field conditions Test Tools For The Charging
and under high temperatures. The tester can be used System
to load test all 6, 8, and 12 Volt batteries. This tester
has two heavy-duty load cables that can easily be Table 24
fastened to the battery terminals. A load adjustment Tools Needed
knob is located on the top of the tester. The load
adjustment knob permits the current that is being Part
Part Name Quantity
drawn from the battery to be adjusted to a maximum Number
of 1000 amperes. The tester is cooled by an internal 225-8266 Ammeter Tool Gp 1
fan that is automatically activated when a load is
applied. 237-5130 Digital Multimeter Gp
or or 1
The tester has a built-in LCD. The LCD is a digital 146-4080 Digital Multimeter Gp
voltmeter. The LCD is a digital meter that will
also display the amperage. The digital voltmeter 225-8266 Ammeter Tool Gp
accurately measures the battery voltage at the battery
through wires for tracing. These wires are buried
inside the load cables. The digital meter, that displays
the amperage, accurately displays the current that is
being drawn from the battery which is being tested.

Note: Refer to Operating Manual, SEHS9249, “Use

of 4C-4911 Battery Load Tester for 6, 8, and 12
Volt Lead Acid Batteries” for detailed instruction
on the use of the 4C-4911 Battery Load Tester.
Refer to Operating Manual, NEHS0764, “Using the
177-2330 Battery Analyzer” for detailed instruction
on the use of the 177-2330 Battery Analyzer.
See Special Instruction, SEHS7633, “Battery Test
Procedure” for the correct procedures to use when
you test the battery. This publication also contains Illustration 87
g01012117
the specifications to use when you test the battery.
225-8266 Ammeter Tool Gp
84 RENR7572-06
Testing and Adjusting Section

The 225-8266 Ammeter Tool Gp is completely The 237-5130 Digital Multimeter Gp and the
portable. This ammeter is a self-contained instrument 146-4080 Digital Multimeter Gp are portable
that measures electrical currents without breaking hand-held service tools with a digital display. These
the circuit and without disturbing the conductor’s multimeters are built with extra protection against
insulation. damage in field applications. Both multimeters
are equipped with 7 functions and 29 ranges. The
The ammeter contains a digital display that is used 237-5130 Digital Multimeter Gp and the 146-4080
to monitor current directly within a range between 1 Digital Multimeter Gp have an instant ohms indicator.
ampere and 1200 amperes. If an optional 6V-6014 This indicator permits checking continuity for a fast
Cable is connected between this ammeter and a inspection of the circuits. These multimeters can also
digital multimeter, current readings can be viewed be used for troubleshooting capacitors that have
directly from the display of the multimeter. The small values.
multimeter should be used under only one condition:
i02483828
• the readings are less than 1 ampere.
A lever opens the ammeter’s jaws over a conductor.
Electric Starting System - Test
The conductor’s diameter can not be larger than SMCS Code: 1450-081
19 mm (0.75 inch).
Most of the tests of the electrical system can be
The spring loaded jaws close around the conductor done on the engine. The wiring insulation must be
for measuring the current. A trigger switch controls in good condition. The wire and cable connections
the ammeter. The trigger switch can be locked into must be clean, and both components must be tight.
the ON position or into the OFF position. The battery must be fully charged. If the on-engine
test shows a defect in a component, remove the
After the trigger has been working and the trigger is component for more testing.
turned to the OFF position, the reading appears in
the digital display for five seconds. This accurately The starting system consists of the following
measures currents in areas with a limited access. components:
For example, these areas include areas that are
beyond the operator’s sight. For DC operation, an
ammeter contains a zero control, and batteries inside
• Keyswitch
the handle supply the power.
• Starting motor solenoid
237-5130 Digital Multimeter Gp or • Starting motor
146-4080 Digital Multimeter Gp
Table 25
Tools Needed
Part Number Part Name QTY
237-5130
or Digital Multimeter 1
146-4080

g00283566
Illustration 88
237-5130 Digital Multimeter Gp or 146-4080 Digital Multimeter
Gp

g00283566
Illustration 89
237-5130 Digital Multimeter or the 146-4080 Digital Multimeter
RENR7572-06 85
Testing and Adjusting Section

The 237-5130 Digital Multimeter Gp and the Fasten one multimeter lead to the start switch at the
146-4080 Digital Multimeter Gp are portable terminal connection for the wire from the battery.
hand-held service tools with a digital display. These Fasten the other lead to a good ground. A zero
multimeters are built with extra protection against reading indicates a broken circuit from the battery.
damage in field applications. Both multimeters Make a check of the circuit breaker and wiring. If
are equipped with 7 functions and 29 ranges. The there is a voltage reading, the problem is in the start
237-5130 Digital Multimeter Gp and the 146-4080 switch or in the wires for the start switch.
Digital Multimeter Gp have an instant ohms indicator.
This indicator permits checking continuity for a fast Starting motors that operate too slowly can have an
inspection of the circuits. These multimeters can also overload because of too much friction in the engine
be used for troubleshooting capacitors that have that is being started. Slow operation of the starting
small values. motors can also be caused by a short circuit, loose
connections and/or dirt in the motors.
Note: Refer to Special Instruction, SEHS7734 for
complete information for the use of the 237-5130
i01881539
Digital Multimeter. Refer to Operation Manual,
NEHS0678 for complete information for the use of
the 146-4080 Digital Multimeter.
Engine Oil Pressure Sensor -
Test
Use the multimeter in the DCV range to find starting
system components which do not function. SMCS Code: 1924-081

Move the start control switch in order to activate the Refer to the Troubleshooting, “Engine Pressure
starting solenoids. The starting solenoid’s operation Sensor Open Or Short Circuit - Test” for information
can be heard as the pinions of the starting motors are on checking the engine oil pressure sensor.
engaged with the ring gear on the engine flywheel.
i02237991
If a solenoid for a starting motor will not operate, it
is possible that the current from the battery did not
reach the solenoid. Fasten one lead of the multimeter
Pinion Clearance - Adjust
to the terminal connection for the battery cable on the SMCS Code: 1454-025
solenoid. Touch the other lead to a good ground. A
zero reading indicates that there is a broken circuit
from the battery. More testing is necessary when Electric Starting Motor
there is a voltage reading on the multimeter.
When the solenoid is installed, make an adjustment
The solenoid operation also closes the electric circuit of the pinion clearance. The adjustment can be made
to the motor. Connect one lead of the multimeter with the starting motor removed.
to the terminal connection of the solenoid that is
fastened to the motor. Touch the other lead to a good
ground. Activate the starting solenoid and look at the
multimeter. A reading of the battery voltage shows
that the problem is in the motor. The motor must be
removed for further testing. A zero reading on the
multimeter shows that the solenoid contacts do not
close. This is an indication of the need for repair to
the solenoid or an adjustment to be made to the
pinion clearance for the starting motor.

Perform a test. Fasten one multimeter lead to the

terminal connection for the small wire at the solenoid
and fasten the other lead to the ground. Look at
the multimeter and activate the starting solenoid. g01134792
A voltage reading shows that the problem is in the Illustration 90
solenoid. A zero reading indicates that the problem is Connection for checking pinion clearance
in the start switch or the wires for the start switch. (1) Ground terminal
(2) Switch terminal
(3) Connector to the motor

1. Install the solenoid without connector (3) from the

MOTOR connections (terminal) on the solenoid
to the motor.
86 RENR7572-06
Testing and Adjusting Section

2. Connect a battery, that has the same voltage as

the solenoid, to the “SW” terminal (2).

3. Connect the other side of the battery to connector

(3).

4. For a moment, connect a wire from the solenoid

connection (terminal), which is marked “MOTOR”,
to the ground connection (terminal). The pinion
will shift to the crank position and the pinion will
stay there until the battery is disconnected.

g01097827
Illustration 91
(4) Shaft nut
(5) Pinion
(6) Pinion clearance

5. Push the pinion toward the end with the

commutator in order to remove free movement.

6. Pinion clearance (6) must be 9.1 mm (0.36 inch).

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

plug and turn the shaft nut (4).

8. After the adjustment is completed, install the

plug over the nut (4) and install the connector (3)
between the MOTOR terminal on the solenoid and
the starter motor.
RENR7572-06 87
Index Section

Index
A Electrical System ............................................. 35, 82
Charging System Components .......................... 36
Aftercooler - Test ................................................... 57 Engine Electrical System ................................... 36
Aftercooler Core Leakage .................................. 58 Grounding Practices .......................................... 35
Air System Restriction........................................ 59 Starting System Components ............................ 37
Dynamometer Test............................................. 59 Electronic Control System Components.................. 7
Turbocharger Failure ......................................... 59 Electronic Unit Injector - Test................................. 41
Visual Inspection................................................ 57 Engine Crankcase Pressure (Blowby) - Test ......... 60
Air in Fuel - Test..................................................... 39 Engine Oil Pressure - Test..................................... 63
Air Inlet and Exhaust System .......................... 23, 49 Measuring Engine Oil Pressure ......................... 63
Air Inlet Heater ................................................... 26 Reason for High Engine Oil Pressure ................ 65
Turbocharger ..................................................... 24 Reasons for Low Engine Oil Pressure ............... 64
Valve System Components................................ 26 Engine Oil Pressure Sensor - Test ........................ 85
Air Inlet and Exhaust System - Inspect.................. 49 Engine Speed - Check........................................... 40
Air Inlet Restriction............................................. 49 Engine Valve Lash - Inspect/Adjust ....................... 60
Exhaust Back Pressure for Diesel Particulate Valve Lash and Valve Bridge Adjustment .......... 61
Filters (If Equipped).......................................... 51 Valve Lash Check .............................................. 60
Exhaust Back Pressure for Mufflers and Catalytic Excessive Bearing Wear - Inspect......................... 66
Converters........................................................ 50 Excessive Engine Oil Consumption - Inspect........ 66
Exhaust Restriction ............................................ 50 Oil Leakage Into Combustion Area Of
Alternator - Test ..................................................... 82 Cylinders .......................................................... 66
Alternator Regulator........................................... 82 Oil Leakage On Outside Of Engine.................... 66
Exhaust Temperature - Test................................... 57

B
F
Basic Engine.................................................... 32, 77
Camshaft............................................................ 34 Finding Top Center Position for No. 1 Piston......... 42
Crankshaft.......................................................... 33 Calibrate the Electronic Injection Timing With the
Cylinder Block And Head ................................... 32 Electronic Service Tool..................................... 43
Piston, Rings And Connecting Rods.................. 32 Flywheel - Inspect.................................................. 77
Vibration Damper ............................................... 33 Bore Runout (radial eccentricity) of the
Battery - Test ......................................................... 82 Flywheel ........................................................... 78
Face Runout (axial eccentricity) of the
Flywheel ........................................................... 78
C Flywheel Housing - Inspect ................................... 79
Bore Runout (Radial Eccentricity) of the Flywheel
Charging System - Test ......................................... 83 Housing ............................................................ 79
Test Tools For The Charging System................. 83 Face Runout (Axial Eccentricity) of the Flywheel
Cooling System ............................................... 30, 68 Housing ............................................................ 79
Coolant Conditioner (If Equipped)...................... 31 Fuel Quality - Test.................................................. 43
Coolant For Air Compressor (If Equipped)......... 31 Fuel System....................................................... 9, 39
Cooling System - Check (Overheating) ................. 68 Component Description ..................................... 10
Cooling System - Inspect....................................... 70 HEUI Fuel Injector (Operation) .......................... 18
Cooling System - Test............................................ 70 HEUI Fuel System Operation............................. 12
Checking the Filler Cap...................................... 73 HEUI Injector (Components).............................. 16
Making the Correct Antifreeze Mixtures............. 73 Introduction .......................................................... 9
Test For The Water Temperature Gauge ........... 74 Fuel System - Inspect............................................ 39
Test Tools For Cooling System .......................... 71 Checking The Operation Of Individual
Testing The Radiator And Cooling System For Cylinders .......................................................... 39
Leaks................................................................ 74 Initial Inspection of the Fuel System .................. 39
Cylinder Block - Inspect......................................... 77 Inspection of the Fuel System during Engine
Operation ......................................................... 39
Fuel System - Prime .............................................. 44
E Fuel System Pressure - Test ................................. 45
High Fuel Pressure ............................................ 46
Electric Starting System - Test............................... 84 Low Fuel Pressure ............................................. 45
Tests for the HEUI Fuel System......................... 47
Type I Fuel System ............................................ 46
Type II Fuel System ........................................... 46
G W

Gear Group (Front) - Time..................................... 47 Water Pump - Test................................................. 75

General Information................................................. 4 Water Temperature Regulator - Test ..................... 75
Cold Mode Operation........................................... 6
Starting The Engine ............................................. 6

Important Safety Information ................................... 2

Increased Engine Oil Temperature - Inspect ......... 66
Inlet Manifold Pressure - Test ................................ 56

Lubrication System .......................................... 27, 63

Main Bearings - Inspect......................................... 77

Pinion Clearance - Adjust ...................................... 85

Electric Starting Motor........................................ 85
Piston Ring Groove - Inspect................................. 77

Rear Power Take-Off (RPTO)................................ 35

Systems Operation Section ..................................... 4

Table of Contents..................................................... 3
Testing and Adjusting Section ............................... 39
Turbocharger - Inspect .......................................... 53
Inspection of the Compressor and the Compressor
Housing ............................................................ 54
Inspection of the Turbine Wheel and the Turbine
Housing ............................................................ 54
Inspection of the Wastegate .............................. 55

Vibration Damper - Check ..................................... 81

Rubber Vibration Damper (If Equipped)............. 81
Viscous Vibration Damper (If Equipped) ............ 81

©2006 Caterpillar
All Rights Reserved Printed in U.S.A.