General Blowby Guidelines for New (Low Hour) Engines

Engine Ring Package Blowby Range Blowby Range HP Ratio Ratio

Cu Ft / Hr L / Min Cu Ft / Hr / HP L / Min / HP
4.236 3 Ring 60 - 90 28 - 42 80 1.1 0.5
3046 3 Ring 70 - 110 33 - 52 70 1.2 0.6
3054 3 Ring 211 MAX 100 MAX 1.5 0.7
3056 3 Ring 254 NEW 120 NEW 1.5 0.7
3064 3 Ring 170 NEW 80 NEW 1.2 0.6
3066 3 Ring 253 MAX 119 MAX 1.2 0.6
3114 3 Ring 100 - 135 47 - 64 110 1.2 0.6
3116 3 Ring 110 - 180 52 - 85 150 1.2 0.6
3126/B/E * 3 Ring 166 - 228 82 - 107 160 1.1 0.5
3176 3 Ring 300 - 380 142 - 179 300 1.2 0.6
3196 3 Ring 370 - 430 175 - 203 370 1.1 0.5
3456 3 Ring 1.0 0.5
3034 NA 3 Ring 74 - 90 35 - 42 1.2 0.6
3034 T 3 Ring 101 - 127 48 - 60 1.2 0.6
3044C 3 Ring 64 30
3204 NA * 2 Ring 90 - 100 42 - 47 90 1.0 0.5
3204 DIT * 2 Ring 110 - 240 52 - 110 120 2.0 1.0
3208 * 2 Ring 120 - 250 57 - 118 210 1.2 0.5
3208 T * 2 Ring 250 - 500 118 - 230 250 2.0 1.0
3304 * 3 Ring 160 - 214 74 - 98 165 1.3 0.6
3306 * 3 Ring 180 - 250 85 - 118 190 1.3 0.6
3406 * 3 Ring 400 - 450 189 - 212 380 1.1 0.5
3408 * 3 Ring 450 - 500 212 - 236 450 1.0 0.5
3412 * 3 Ring 650 - 750 307 - 354 700 1.0 0.5
3508 ** 3 Ring 570 270 950 0.6 0.27
3508B ** 3 Ring 830 390 1110 0.75 0.35
G3508 ** 3 Ring 358 169 717 0.5 0.24
3512 * (1200 HP) 3 Ring 550 - 600 259 - 283 1200 0.5 0.2
3512 ** (1350 HP) 3 Ring 700 330 1350 0.5 0.24
3512B ** 3 Ring 1240 585 1650 0.75 0.35
G3512 ** 3 Ring 538 254 1076 0.5 0.24
3516 ** 3 Ring 900 425 1800 0.5 0.24
3516B ** 3 Ring 1650 780 2200 0.75 0.35
G3516 ** 3 Ring 717 338 1434 0.5 0.24
3606 ** 3 Ring 1260 595 2100 0.6 0.28
3608 ** 3 Ring 1680 793 2800 0.6 0.28
3612 ** 3 Ring 2520 1189 4200 0.6 0.28
3616 ** 3 Ring 4320 2039 7200 0.6 0.28
C3.4 3 Ring 64 30
C4.4 3 Ring 169 80
C6.6 3 Ring 254 120
C-9 * 3 Ring 90 - 111 42 - 52 304 0.3 0.15
C-10 * 3 Ring 113 - 143 53 - 67 0.4 0.2
C-12 * 3 Ring 130 - 151 61 - 71 0.4 0.17
C-15 * 3 Ring 183 - 228 86 - 108 0.5 0.23
D342 3 Ring 360 - 400 170 - 189 360 1.1 0.5
D398 ** 3 Ring 1000 472 1000 1.0 0.47
D399 ** 3 Ring 1100 519 1100 1.0 0.47

Rules of Thumb
1) MAX Blow by = 2" of water when using a water manometer * Data from SEHS8712
2) 1 Cu Ft / Hr / Rated HP on new engines ** Data from SEHS8984
3) MAX Blow by = 2X new engine numbers
Note: Engine RPM and parasitic loads will effect blow by rates
Caterpillar Inc. Confidential 7/16/2002 Page 1

TYPICAL BLOWBY RATES FOR NEW (LOW HR.) CATERPILLAR ENGINES

Engine Ring Package Blowby Range Blowby Range HP Ratio Ratio

Cu Ft / Hr L / Min Cu Ft / Hr / HP L / Min / HP

3204 NA* 2 Ring 110 - 220 52 - 104 90 1 0.47

3204 DIT* 2 Ring 110 - 220 52 - 104 120 2 1
3208* 2 Ring 120 - 250 57 - 118 210 1.2 0.57
3208 T* 2 Ring 250 - 500 118 - 236 250 2 1
3034 NA 3 Ring 74 - 90 35 - 42 1.2 0.57
3034 T 3 Ring 101 - 127 48 - 60 1.2 0.57
3046 3 Ring 70 - 110 33 - 52 70 1.2 0.57
4.236 3 Ring 60 - 90 28 - 42 80 1.1 0.5
3054 3 Ring 254 MAX 120 MAX 1.5 0.7
3056 3 Ring 211 NEW 100 NEW 1.5 0.7
3064 3 Ring 170 NEW 80 NEW 1.2 0.57
3066 3 Ring 253 MAX 119 MAX 1.2 0.57
3114 3 Ring 100 - 135 47 - 64 110 1.2 0.57
3116 3 Ring 110 - 180 52 - 85 150 1.2 0.57
3126 3 Ring 160 - 315 76 - 149 160 1.5 0.7
3304* 3 Ring 160 - 214 76 - 101 165 1.3 0.6
3306* 3 Ring 180 - 250 85 - 118 190 1.3 0.6
C-9 3 Ring 250 - 270 118 - 127 304 1 0.47
3176 3 Ring 300 - 380 142 - 179 300 1.2 0.57
3196 3 Ring 370 - 430 175 - 203 370 1.1 0.5
3406* 3 Ring 400 - 450 189 - 212 380 1.1 0.5
3456 3 Ring 1 0.47
3408* 3 Ring 450 - 500 212 - 236 450 1 0.47
3412* 3 Ring 650 - 750 307 - 354 700 1 0.47
D342 3 Ring 360 - 400 170 - 189 360 1.1 0.5
D398** 3 Ring 1000 472 1000 1 0.47
D399** 3 Ring 1100 519 1100 1 0.47
3508** 3 Ring 570 269 950 0.6 0.28
3580B** 3 Ring 830 392 1110 0.75 0.35
G3508** 3 Ring 358 169 717 0.5 0.24
3512* 3 Ring 550-600 260-283 1200 0.5 0.24
3512** 3 Ring 700 330 1350 0.5 0.24
3512B** 3 Ring 1240 585 1650 0.75 0.35
G3512** 3 Ring 538 254 1076 0.5 0.24
3516** 3 Ring 900 425 1800 0.5 0.24
3516B** 3 Ring 1650 779 2200 0.75 0.35
G3516** 3 Ring 717 338 1434 0.5 0.24
3606** 3 Ring 1260 595 2100 0.6 0.28
3608** 3 Ring 1680 793 2800 0.6 0.28
3612** 3 Ring 2520 1189 4200 0.6 0.28
3616** 3 Ring 4320 2039 7200 0.6 0.28
Rules Of Thumb Blowbychart.xls

1.) MAX Blowby = 2" of H2O When Using a H2O Manometer See Attached Pages for Additional Information
2.) 1 Cu Ft / Hr / Rated HP on New Engines * Data From SEHS 8712
3.) MAX Blowby = 2X New Engine Nos. Rated HP newer Twin Turbo ** Data From SEHS 8984
C13 From DSN Ticket CAT-319541-7QMD 1-31-2012

If blowby is below 1.5 cu-ft/hr/hp, then engine is considered to be Ok.

Tracking oil consumption trend along with blowby should give you a pretty good idea as
to when an overhaul is necessary
If blowby hits 2 cuft/hr/hp, then an overhaul may be necessary

"To check the blowby on BXS, MXS.

Check high idle blowby, then isolate the turbo drain lines 1 at a time and recheck
blowby, rule of thumb is a drop of more that 100 is a
bad turbo, there is no spec."
Advanced Full Text Search - RENR9343 - C13 and C15 On-highway Engines Page 1 of 4

Shutdown SIS

Previous Screen

Product: NO EQUIPMENT SELECTED

Model: NO EQUIPMENT SELECTED
Configuration: NO EQUIPMENT SELECTED

Troubleshooting
C13 and C15 On-highway Engines
Media Number -RENR9343-14 Publication Date -2010/02/01 Date Updated -2010/02/17

i02835009

Crankcase Pressure Is High

SMCS - 1201-035-PX

Diagnostic Codes
This procedure covers the following diagnostic trouble codes:

Table 1

Diagnostic Trouble Codes for High Crankcase Pressure

J1939
Description Comments
Code
The Engine Control Module (ECM) activates this code when the
crankcase pressure has exceeded the limit for a programmed
Engine Crankcase period of time. The amber warning lamp is illuminated. The code
101-15
Pressure : High - Least is logged. Engine power is derated by 20 percent.
Severe (1)
This code can be caused by an obstructed tube, an obstructed
filter, or an obstructed hose.
The ECM activates this code when the crankcase pressure has
exceeded the limit for a programmed period of time. The amber
Engine Crankcase
warning lamp is illuminated. The code is logged. Engine power is
101-16 Pressure : High -
derated by 100 percent.
Moderate Severity (2)
This code can be caused by an obstructed tube, an obstructed
filter, or an obstructed hose.

System Operation

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Advanced Full Text Search - RENR9343 - C13 and C15 On-highway Engines Page 2 of 4

Illustration 1 g01413562
Typical crankcase ventilation system

(1) Crankcase pressure sensor

(2) Breather

(3) Crankcase ventilator filter

(4) Filter housing

(5) Oil drain tube

(6) Fumes disposal tube

The engine is equipped with an open crankcase ventilation system. Refer to Illustration 1. Differential
pressure sensor (1) monitors the level of crankcase pressure. Breather (2) contains passages that route
crankcase pressure and atmospheric pressure to the sensor. Filter (3) filters the blowby before venting
the blowby through tube (6) . Oil is returned to the oil pan via tube (5) .

Troubleshooting
1. Check the crankcase ventilation system for obstructions by performing the following procedure:

a. Inspect filter (3) . Discoloration of the filter is normal.

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Advanced Full Text Search - RENR9343 - C13 and C15 On-highway Engines Page 3 of 4

The filter must be replaced according to the maintenance interval schedule that is indicated
in the engine's Operation and Maintenance Manual (OMM). Determine the engine's
operating hours. Interview the operator. Determine if the filter was replaced at the
appropriate time. Replace the filter, if necessary. Be sure that the filter is torqued to the
correct value during installation.

Check for excessive emulsion at the top of the filter. Excessive emulsion is caused by the
following conditions:

Extended Idling - Idling the engine for long periods of time can cause excessive emulsion.
Interview the operator. Determine if the engine has been allowed to idle for long periods of
time. If this is the case, excessive idling is the cause of the emulsion.

Overcooling - Overcooling can cause excessive emulsion. Refer to Troubleshooting,

"Coolant Temperature Is Low" for additional information.

b. Inspect fumes disposal tube (6) for obstructions.

c. Inspect the tube between breather (2) and filter housing (4) . Look for obstructions.

2. Check the differential pressure sensor.

a. Remove the differential pressure sensor from the breather. Inspect the ports on the bottom
of the sensor. Check the ports for obstructions.

b. Verify that the two O-ring seals between the sensor and the breather are in good condition.

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Advanced Full Text Search - RENR9343 - C13 and C15 On-highway Engines Page 4 of 4

Illustration 2 g01413592
Passages in the breathers

c. Refer to Illustration 2. Verify that both of the passages in the breather are free of
obstructions.

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All Rights Reserved.
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Advanced Full Text Search - TIBU5296 - Troubleshooting Turbochargers on the 2007 M... Page 1 of 2

Shutdown SIS

Previous Screen

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Model: NO EQUIPMENT SELECTED
Configuration: NO EQUIPMENT SELECTED

Technical Information Bulletin

Troubleshooting Turbochargers on the 2007 Model Year C13 and C15 On-highway
Engines{1000, 1050, 1052, 1053}
Media Number -TIBU5296-01 Publication Date -2008/03/07 Date Updated -2008/03/10
CONFIDENTIAL

i02971228

Troubleshooting Turbochargers on the 2007 Model Year C13

and C15 On-highway Engines{1000, 1050, 1052, 1053}
SMCS - 1000; 1050; 1052; 1053

Truck Engine:
C13 (S/N: LEE1-UP)
C15 (S/N: SDP1-UP)
C15 (S/N: B5R1-UP)

Introduction
The problem that is identified below does not have a known permanent solution. Until a permanent
solution is known, use the solution that is identified below.

Problem
Turbochargers are equipped with ring seals between the bearing housing and the area behind the
compressor wheel. The design of the seals is for reduction of blowby. The design is not for positive
contacting seals for oil leaks.

The oil leak is typically a system problem that causes leaks across the turbocharger seals.
Troubleshooting these leaks from a system viewpoint is very important. Replacing the turbocharger is
the common action. In most cases, replacing the turbocharger does not prevent the oil leak from coming
back.

Solution
Please review the following steps for troubleshooting before you replace the turbocharger.

1. Check in order to make sure that all of the oil drain lines are clear of any obstructions.

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Advanced Full Text Search - TIBU5296 - Troubleshooting Turbochargers on the 2007 M... Page 2 of 2

2. Check all restrictions of the engine.

3. Check all inlet restrictions.

a. A inlet restriction can create a low pressure area in the compressor of the turbocharger. This
can draw oil from the bearing housing across the seals.

b. An excessively low exhaust restriction can potentially draw oil across the seal of the turbine
wheel and the seal to leak into the exhaust piping.

4. Check in order to make sure that the Clean Gas Induction (CGI) device is functioning properly.

a. If the CGI device fails in a way that closes off fresh air to the turbocharger under conditions
above, the CGI may cause an excessive inlet restriction to the low pressure turbocharger
that may draw oil from the bearing housing across the seals.

b. The CGI device may be the cause of the oil leak. Check the low pressure turbocharger for
any evidence of oil that is being taken in.

5. Ensure that the inlet duct is not collapsing.

a. If the inlet duct to the CGI device collapses this may cause a excessive inlet restriction to
the low pressure turbocharger that may draw oil from the bearing housing across the seals.

b. The duct should have a metal spring that will reinforce the structure in order to prevent
collapsing.

6. Check the system for any boost leaks.

a. Any boost leak can cause oil to be drawn across the seals.

7. Check for exhaust leaks.

a. An exhaust leak can cause the low pressure turbocharger to be low on boost. This may
cause oil to be drawn across the seals.

8. Check in order to make sure that the crankcase pressure is not excessive.

a. If the crankcase pressure is elevated by 10.3 kPa (1.5 psi), oil can be drawn across the seals.

If the above listed checks have been done and nothing has been found, replace the turbocharger.

Note: It is likely that there will be a boost leak or a OCV filter plugged.

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Troubleshooting HIgh Crankcase Pressure on EPA 07 Product Page 1 of 1

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Subject: Troubleshooting HIgh Crankcase Pressure on EPA 07 Product
Community Discussion
Functions AUTHOR: Richard Bowes Post Date: January 29, 2010
Post a Reply Sent to: Community Members
Print Caterpillar: Confidential Green
Forward Community
Discussion These are the steps that the DSN analysts use to troubleshoot High crankcase pressure on the
View Community EPA 07 Heavy Duty Truck Engine product. This is to be followed only AFTER any published
Discussion List troubleshooting has been done.
>
1. Verify MAX crankcase pressure (will be full load, usually near rated) with a NEW OCV filter,
check for proper sensor operation with a manual gauge at the same time (Dealers typically use a
Community Functions water manometer plumbed in at oil pan dipstick tube location)
Join Community
Add to myKN *******DO NOT have a blowby meter installed as this will raise the crankcase pressure.******
Create Community Results- MAX crankcase pressure is less than 0.8psi release the truck, crankcase pressure
Discussion 0.8psi or higher, Isolate the turbos.
Create Knowledge
Entry 2. Isolating the Turbos
Show Members Step 1,
Run engine at high idle and measure blowby, this will be baseline reading.
Show Experts
Step 2
Security Profile Next unhook the HP turbo drain line at the block, plug the hole in the block and put the drain line
Guides and Tools (0) in a bucket. You can use 1” hose to make/ extend the drain lines. Run at high idle and take a
Standards and Specs blowby reading
(0) Step 3
Hook HP turbo drain line back up. Repeat process for LP turbo.
View Community
We don't have a hard # to use to determine if the turbo is bad. If the blow by at high idle is
"normal" (350-450 CFH) then would look for a drop of over 100 CFH to be a bad turbo. If the
blowby at no load is considerably higher then I look for a bigger drop.

We strongly recommend putting in a DSN ticket for all high crankcase pressures. At a minimum,
submit a ticket if the Max crankcase pressure is above .8 with a new OCV filter. The trip point for
the code is 1 psi. When testing for max crankcase pressure it will be a "full load" condition. The
dealer may not be able to fully simulate the same thing that the truck see's in normal operation ,
Certain operating conditions (cold weather etc...) CGI is turned off. This will cause higher boost
and higher crankcase pressures. That is why we start t/s at 0.8psi and not 1.0 psi since the
dealer testing may not simulate the absolute "MAX"
Clean Gas Induction
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 Order turbo drain line.
Order Diverter Valve part # 70-605 for 1” Full Flow Port
Acquire clean 5 Gal Bucket with lid, install lid and cut an 8” cross cut in center of lid
Install barbed fittings for 1” hose in all 3 ports of diverter valve.
Cut section from steel drain tube and fit 1” a piece of hose (length to your needs) to each steel tubing ends, 1 for turbo end and 1 for block end,
other ends to be connected to diverter valve as shown. (Low pressure hose is fine)
Cut a 3rd piece of hose (length to your needs) to connect to diverter valve as shown with other end inserted in 5 Gal bucket
Hose clamp or banding tool to be used on all connections.
Hook up blow-by meter and document CU readings with diverter valve flow directed from turbo to block drain.
While viewing blow-by meter move diverter valve to direct flow from turbo to 5 Gal bucket, Document Readings.
You will transfer oil during this test so duration should be kept to a minimum and engine oil must be replenished.

Drain Line From Turbo

Turbo Drain Line Crankcase Bypass

Turbo Drain Line to Block

 70-600 SERIES
3-Way Bronze Ball Valve
Job Name: Contractor:
Job Location: P.O. Number:

Engineer: Representative:
Tag: Wholesale Distributor:

DESCRIPTION
The Apollo® 70-600 Series standard port 3-Way Diversion
valve is ideal for making tank selection and fluid transfers
simpler. Manufactured with proven ASTM Materials in the US.

FEATURES
• Adjustable Packing Gland
• Blow-Out Proof Stem Design
• RPTFE Seats and Stuffing Box Ring
• Drilled and Tapped Mounting Pad

PERFORMANCE RATING
• Maximum Pressure: 400 psi CWP FLOW PATTERN VIEW FROM TOP
• Maximum Temperature: 500°F ROTATION
0° 90° 45°
STANDARD MATERIALS LIST
Part Name Material
Lever and Grip Steel, Zinc Plated w/ Vinyl
Stem Packing / Bearing RPTFE
Ball B16 Brass, Chrome Plated
Seat (2) RPTFE INLET
Retainer B16 (1/4" to 1"), B584-C84400 (1 1/4" to 2")
Gland Nut & Stem B16 Brass FLOW CHARACTERISTICS
Lever Nut Steel, Zinc Plated

4"

2"
Body Seal (1 1/2" to 2") PTFE

4"
8"

2"

4"

1/

1/
1"
1/

2"
1-

1-
3/

1/

3/
10
Body B584 Bronze -UNS C84400
9

DIMENSIONS 8

Model Size Dimensions Wt

7
Pressure Drop (psi)

Number (in.) A B C D E F G H I (lbs.)

70-601 1/4" 0.37 1.12 2.32 1.80 3.88 1.18 0.87 1.37 10-24 0.86 6

70-602 3/8" 0.37 1.12 2.32 1.80 3.88 1.18 0.87 1.37 10-24 0.84
5
70-603 1/2" 0.50 1.09 2.25 1.75 3.88 1.18 0.87 1.37 10-24 0.99
70-604 3/4" 0.68 1.50 3.00 2.12 4.87 1.62 0.87 1.37 10-24 1.91 4

70-605 1" 0.87 1.59 3.18 2.25 4.87 1.71 0.87 1.37 10-24 2.42
3
70-606 1 1/4" 1.00 1.97 3.95 2.69 5.50 2.01 0.94 1.50 1/4-20 4.27
70-607 1 1/2" 1.25 2.21 4.40 2.87 5.50 2.38 0.94 1.50 1/4-20 5.82 2

70-608 2" 1.50 2.34 4.69 3.00 5.50 2.50 0.94 1.50 1/4-20 8.55
1
1 10 100 1000
E Flow (gpm)

H
MODELS
OI 70-600 Series Standard
D
70-640 Series 316 SS Ball & Stem

OA
G OPTIONS & SIZES
(-03) 1 ¼” CS Stem Extension ¼” - 2”
(-04) 2 ¼” CS Stem Extension ¼” - 2”
B (-10) SS Lever & Nut ¼” - 2”
C
F (-17) Rough Chrome Plated ¼” - 2”
(-21) UHMWPE Trim (Non-PTFE) ¼” - 2”
(-27) SS Latch-Lock Lever & Nut ¼” - 2”
APPROVALS (-35) VTFE Trim ¼” - 2”
• MSS SP-110; Ball Valves, (-56) MPTFE Seats and Packing ¼” - 2”
• Federal Specifications: WW-V-35C, (-57) Oxygen Cleaned ¼” - 2”
• CRN: OC10908.5C (-T01) BSPT (Tapered) Thread ¼” - 2

Conbraco Industries, Inc. 701 Matthews Mint Hill Rd. Matthews NC 28106 USA; www.apollovalves.com ; 704-841-6000

This specification is provided for reference only. Conbraco reserves the right to change any portion of this specification without
notice and without incurring obligation to make such changes to Conbraco products previously or subsequently sold.
SS1057 © 11/08 Page 1 of 1
 I414500.B

Installation, Operation And Maintenance Guide For Apollo 3-Way Diversion

Conbraco Industries, Inc.

**** CAUTION **** on top of the old packing. Reassemble the lever and packing
BEFORE INSTALLATION: Insure that the component gland screw.
materials of the Valve are compatible with the media, with
regard to corrosiveness, pressure, and temperature. Valves CAUTION: Do not disassemble valve while under pressure or
must be installed in piping systems that comply with the with entrapped hazardous fluids therein.
applicable ANSI B31 Standard. Special considerations must
be taken with respect to pipeline expansions and contractions General repair of the valve can be made by:
and the media expansions and contractions within the piping 1. Remove valve from system. Turn valve lever to position
system. shown on exploded view. (Clockwise)
NOTE: THIS IS A DIVERSION VALVE, open port pressure 2. Remove retainer by turning counter-clockwise.
must exceed closed port pressure. 3. Remove top seat.
4. Push ball out of body with finger.
STORAGE AND PROTECTION 5. Remove lever nut by turning counter-clockwise. Lever
Valve should be stored in its original shipping container until assembly can then be lifted off stem.
just prior to installation with any protection means in place 6. Remove packing gland screw by turning counter-clockwise
and protected from the environment or any other potential and push stem down into body to remove.
damaging affects. 7. Remove all seats and seals. To facilitate removal of the stem
packing, cut with knife.
THREADED END INSTALLATION
8.Replace all seats and seals as furnished in the Service Kit.
1. Pipe connections to be threaded into these valves should be
Inspect the ball and stem for excessive wear or damage and
accurately threaded, clean and free of foreign material or
replace if necessary.
metal shavings.
9. Reverse the above procedure to reassemble. Make certain to
2. TFE pipe tape is recommended for use as the pipe joint
install the lever, ball and stem in the position shown in the
sealant, especially in stainless steel valves. This material
exploded view. Use Loctite Hydraulic Sealant or equal on the
should be applied to the manufacturers specification.
retainer threads.
3. Use two wrenches when making the pipe joint. Apply one
wrench on the hex pads nearest the joint being tightened to
NOTE: VALVES IN OXYGEN SERVICE CAN ONLY BE
prevent breaking the retainer-to-body seal.
SEALED WITH A COMPATIBLE SEALANT.
SOLDER END INSTALLATION
1. Piping connections to be soldered into these valves should
be cut square and then cleaned with an appropriate cleaner or
flux.
2. These valves are designed to be soft soldered. Apply heat
with the flame directed AWAY from the center of the valve
body. Excessive heat can harm the TFE seats and packing.
SOLDERING TEMPERATURE NOT TO EXCEED 500°F.
Adjust packing after joints are cool.

OPERATION
The valve levers are marked showing proper flow direction in
respect to lever position at extreme end of lever travel.

MAINTENANCE
Tightening the gland screw clockwise can compensate for
normal stem packing wear. If all the adjustment to the
packing gland screw has been made, remove the lever and
packing gland screw and add one or two replacement bearings