BASIC SYSTEM OF CAT C18 ENGINE

TABLE OF CONTENT

1.O INTRODUCTION

1.1 BASIC ENGINE

1.2 Cylinder Block Assembly

1.3 Cylinder Head Assembly

1.4 Pistons, Rings and Connecting Rods

1.5 Crankshaft

1.6 Camshaft

1.7 Vibration Damper

Fuel System

2.0 Fuel tank

2.1 Fuel priming pump

2.2 Fuel filters

2.3 Supply lines and return lines

2.4 Low Pressure Fuel Supply Circuit

2.5 Fuel Heaters

2.6 Fuel System Electronic Control Circuit

2.6 FUEL SYSTEM ELECTRONIC CONTROL CIRCUIT

2.7 FUEL INJECTION

2.8 ELECTRONIC UNIT INJECTOR MECHANISM

2.9 ELECTRONIC UNIT INJECTOR

3.0 LUBRICATION SYSTEM FLOW

3.1 OIL RENEWAL SYSTEM (IF EQUIPPED)

3.2 GENERAL DESCRIPTION

3.3 CLOSED CRANKCASE VENTILATION (CCV) SYSTEM

4.0 COOLING SYSTEM

4.1 RAW WATER CIRCUIT

4.2 COOLANT FLOW CIRCUIT
4.3 COOLERS FOR THE SYSTEM

5.0 AIR INLET AND EXHAUST SYSTEM

5.1 TURBOCHARGER

5.2 AFTERCOOLER
5.3 VALVE SYSTEM COMPONENTS

ELECTRICAL SYSTEM
6.0 GROUNDING PRACTICES
6.1 ENGINE ELECTRICAL SYSTEM
6.2 CHARGING SYSTEM COMPONENTS
6.3 STARTING SYSTEM COMPONENTS
6.4 STARTING MOTOR
1.0 INTRODUCTION
An engine is made up of six basic systems. These include basic engine, fuel system, lubrication
system, cooling system, air intake and exhaust system and electrical system.
1.1 BASIC ENGINE This system is made up the following major components
1.2 Cylinder Block Assembly

The cylinder block is of a skirted design that is made from cast iron. Drilled passageways allow
oil to supply the oil for the crankshaft bearings and the pistons. Cooling passages are cast into the
block. This engine utilizes wet cylinder liners that are serviceable. The configuration provides
improved rigidity.

The cylinder liner is a compacted graphite liner that is induction hardened. A steel spacer plate
provides improved reusability and durability.

The cylinder liners can be removed for replacement. The top surface of the block is the seat for
the cylinder liner flange. Engine coolant flows around the liners in order to keep the liners cool.
Three O-ring seals around the bottom of the liner make a seal between the liner and the cylinder
block. A filler band goes under the liner flange. This makes a seal between the top of the liner
and the cylinder block. A steel spacer plate is used between the cylinder head and the block. The
spacer plate provides improved reusability and durability. A thin gasket is used between the plate
and the block. This thin gasket seals water and oil. A thick gasket of metal and graphite is used
between the plate and the head. This thick gasket seals the combustion gases, water and oil.

1.3 Cylinder Head Assembly

The cylinder head is a one-piece cast iron head. The camshaft is contained within the cylinder
head. This improves the rigidity of the valve train. Steel reinforced aluminum bearings are
pressed into each journal. The bearings are lubricated under pressure. Bridge dowels have been
eliminated as the valve train uses floating valve bridges.

Thermal efficiency is enhanced by the use of stainless steel thermal sleeves in each exhaust port.
The sleeves reduce the amount of heat rejection to the cooling system. The sleeves then transfer
the thermal energy to the turbocharger.

The electronic unit injector is mounted in a stainless steel sleeve. This sleeve has been pressed
into the cylinder head injector bore.
1.4 Pistons, Rings And Connecting Rods

The piston is a one-piece design that is forged steel. An oil cooling chamber is formed by the lip
that is cast at the top of the piston and the cavity that is behind the ring grooves. The oil flow
then returns to the sump through the clearance gap between the crown and the skirt. The pistons
have three rings that are located in grooves in the steel crown. The rings seal the combustion gas
and the rings provide control of the oil. The top ring has a barrel face. This ring is a KEYSTONE
ring with a nitrided coating. The second ring has a square face with a nitrided coating. The third
ring is the oil ring. The ring is double railed and the ring is ground with a profile. This ring is
coated with nitride. The oil ring has a coil spring expander. There are four holes that are drilled
from the piston oil ring groove to the interior of the piston. These holes drain excess oil from the
oil ring.

The cap of the connecting rod is attached to the shank by four bolts that are threaded into the
shank. Each side of the small end of the connecting rod is machined at an angle of 12 degrees in
order to fit within the piston cavity.

1.5 Crankshaft

The crankshaft converts the combustion force in the cylinder into rotating torque. The rotating
torque powers the equipment. On this engine, a vibration damper is used at the front of the
crankshaft in order to reduce the torsional vibrations. The torsional vibrations can cause damage
to the engine.

The crankshaft drives a group of gears (front gear train) on the front of the engine. The front gear
train provides power for the following components: camshaft, water pump, oil pump and transfer
pump.

The crankcase has seven main bearings that support the crankshaft. The crankcase also has two
bolts which hold each bearing cap to the block. The oil holes in the shell for the upper bearing
are located at all of the main bearing journals. The grooves in the shell for the upper bearing are
also located at all of the main bearing journals. The holes and the grooves supply oil to the
connecting rod bearings.

To seal the crankcase, crankshaft seals are installed in the front timing gear housing and the
flywheel housing.

1.6 Camshaft

The camshaft has three lobes for each cylinder. These lobes allow the camshaft to operate the
electronic unit injectors, exhaust valves, and the inlet valves. The camshaft is supported in the
cylinder head by seven journals which are fit with aluminium bearings. A bearing is pressed into
each journal. The camshaft gear contains integral roller dampers that counteract the torsional
vibrations that are generated by the high pressure from operation of the electronic unit injectors.
The design reduces gear train noise. This design also increases the life of the gear train. The
camshaft is driven by an adjustable idler gear which is turned by a fixed idler gear which is
turned by a cluster idler gear in the front gear train. Each bearing journal is lubricated from the
oil manifold in the cylinder head. A thrust plate that is located at the front positions the camshaft.
Timing of the camshaft is accomplished by aligning marks on the crankshaft gear, idler gear and
camshaft gear with mark on the front timing plate.

1.7 Vibration Damper

The twisting of the crankshaft is called torsional vibration. The torsional vibration is caused by
the regular power impacts along the length of the crankshaft. The vibration damper is installed
on the front end of the crankshaft. This vibration damper is used to reduce the torsional
vibrations. This eliminates any damage that could occur to the crankshaft.

The rubber damper is made of an outer hub connected to an inner hub by a rubber ring. The
rubber makes a flexible coupling between the outer hub and the inner hub.

The viscous damper consists of a casing that is welded to the inner hub. The casing contains a
steel weight that is suspended in a viscous silicone lubricant. The silicone lubricant acts as a
flexible coupling between the weight and the inner hub

2.0 Fuel System

The fuel supply circuit is a conventional design for unit injector diesel engines. The system
consists of the following major components that are used to deliver low pressure fuel to the unit
injectors:

2.0 Fuel tank - The fuel tank is used to store the fuel.

2.1 Fuel priming pump - The fuel priming pump is used to evacuate the air from the fuel
system. As the air is removed the system fills with fuel.

2.2 Fuel filters - The primary fuel filter is used to remove abrasive material and contamination
from the fuel system that may be large enough to damage the fuel transfer pump. The secondary
fuel filter is used to remove abrasive material and contamination as small as two microns that
could damage the injectors.

2.3 Supply lines and return lines - Supply lines and return lines are used to deliver the fuel to
the different components.

The purpose of the low pressure fuel supply circuit is to supply fuel that has been filtered to the
fuel injectors at a rate that is constant and a pressure that is constant. The fuel system is also
utilized to cool components such as the fuel injectors and the Electronic Control Module (ECM).

Once the injectors receive the low pressure fuel, the fuel is pressurized again before the fuel is
injected into the cylinder. The unit injector uses mechanical energy that is provided by the
camshaft to achieve pressures that can be in excess of 200000 kPa (30000 psi).

Control of the fuel delivery is managed by the engine's ECM. Data from several of the engine
systems is collected by the ECM and processed in order to manage these aspects of fuel injection
control:

 Injection timing
 Fuel injection timing advance
 Injection duration
 Engine cold mode status

The mechanical electronic fuel system relies on a large amount of data from the other engine
systems. The data that is collected by the ECM will be used in order to provide optimum
performance of the engine.

2.4 Low Pressure Fuel Supply Circuit

The flow of fuel through the system begins at fuel tank. Fuel is drawn through the primary fuel
filter and water separator from the fuel tank by fuel transfer pump. The fuel transfer pump
incorporates a check valve that will allow fuel to flow around the gears of the pump during
priming of the fuel system. The fuel transfer pump also incorporates a pressure relief valve. The
pressure relief valve is used in order to protect the fuel system from extreme pressure.

The fuel transfer pump is designed in order to produce an excess fuel flow throughout the fuel
system. The excess fuel flow is used by the system to cool the fuel system components. The
excess fuel flow also purges any air from the fuel system during operation. Air that can become
trapped in the fuel system can cause cavitation that may damage the components of the unit
injector.

After leaving the fuel transfer pump, the fuel flows to the ECM in order to cool the ECM. Next,
the fuel flows to the secondary fuel filter and fuel priming pump. The fuel priming pump is
located on the fuel filter base. The fuel filter base and the secondary fuel filter also incorporate a
siphon break that prevents fuel from draining from the fuel system when the engine is not in
operation. The priming pump is a hand operated pump that directs the flow of fuel during the
priming pump's operation. The secondary fuel filter is a two-micron fuel filter. The fuel is
filtered in order to remove small abrasive particles that will cause premature wear to fuel system
components. The filtered fuel then flows out of the fuel filter and returns to the passages in the
fuel filter base. Prior to exiting the fuel filter base, the fuel pressure and the fuel temperature are
sampled by the fuel pressure sensor and by the fuel temperature sensor. The signals that are
generated by the sensors are used by the ECM in order to monitor the condition of the engine's
components. This information is also used to adjust the fuel delivery of the engine in order to
optimize efficiency.

2.5 Fuel Heaters

Fuel heaters prevent the waxing of the fuel, and the plugging of the fuel filters in cold weather.
The engine does not dissipate enough heat in order to prevent waxing during cold weather
conditions. There are two types of fuel heaters that can be used: thermostatically controlled and
self-adjusting. Heaters that are not thermostatically controlled can heat the fuel in excess of 65
°C (149 °F). High fuel temperatures can have the following effects:

 Reduced engine efficiency

 Fuel pump damage
 Premature wear

Note: Never use fuel heaters without some type of temperature regulator. Ensure that fuel
heaters are turned OFF during warm weather conditions.

2.6 Fuel System Electronic Control Circuit

The fuel system is equipped with an electronically controlled, mechanically actuated electronic
unit injector in each cylinder. A solenoid on each injector controls the amount of fuel that is
delivered by the injector. An ECM sends a signal to each injector solenoid in order to provide
complete control of the engine.

There are two major components of the electronic control system that are necessary in order to
provide control of the mechanical electronic unit injectors:

 ECM
 Personality module (storage for the ECM flash file)

The ECM is the computer that is used to provide control for all aspects of engine operation. The
personality module contains the software that defines the characteristics of the engine control.
The personality module contains the operating maps. The operating maps define the following
characteristics of the engine:
  Horsepower
 Torque curves
 Engine speed (rpm)
 Other characteristics

The ECM, the personality module, the engine sensors, and the unit injectors work together in
order to control the engine. Neither of the four can control the engine alone.

The ECM maintains the desired engine speed by sensing the actual engine speed. The ECM
calculates the amount of fuel that needs to be injected in order to achieve the desired engine
speed.

2.7 Fuel Injection

The ECM controls the amount of fuel that is injected by varying the signals that are sent to the
injectors. The ECM sends a high signal voltage to the solenoid in order to energize the solenoid.
The injectors will inject fuel only while the injector solenoid is energized. By controlling the
timing and the duration of the high voltage signal, the ECM can control injection timing and the
amount of fuel that is injected.

The ECM sets certain limits on the amount of fuel that can be injected. The Fuel Ratio Control
(FRC) limit is an adjustment which controls the amount of air and of fuel for the purpose of
emission control. This limit is based on the boost pressure. When the ECM senses a higher boost
pressure, the ECM increases the FRC limit. The rated fuel position is also a limit that is based on
the horsepower rating of the engine. This is similar to the rack stops and to the torque spring on a
mechanically governed engine. The rated fuel position provides horsepower and torque curves
for a specific engine family and for a specific engine rating. All of these limits are programmed
into the personality module by the factory. These limits are not programmable by the service
technician.

Injection timing depends on three factors: the engine speed (rpm), the engine load and the
operational conditions of the engine. The ECM determines the top center position of No. 1
cylinder from the signal that is provided by the engine speed/timing sensor. The ECM decides
when the injection should occur relative to the top center position. The ECM then provides the
signal to the electronic unit injector at the desired time.

2.8 Electronic Unit Injector Mechanism

The electronic unit injector mechanism provides the downward force that is required to
pressurize the fuel in the electronic unit injector. The electronic unit injector allows fuel to be
injected into the combustion chamber with precise timing. Movement is transmitted from the
camshaft lobe for the electronic unit injector through the rocker arm assembly to the top of the
electronic unit injector. The adjusting nut (10) allows the injector lash to be adjusted.

2.9 Electronic Unit Injector

Fuel at low pressure from the fuel supply manifold enters the electronic unit injector at the fill
port through drilled passages in the cylinder head.

As the electronic unit injector mechanism transfers the force to the top of the electronic unit
injector, spring is compressed and plunger is driven downward. This action displaces fuel
through the valve in solenoid valve assembly and into the return manifold to the fuel tank. As the
plunger travels downward, the passage in barrel is closed by the outside diameter of the plunger.
The passages within body and along check valve to the injector tip already contain fuel for
injection. After the passage in the plunger barrel is closed, the injector is ready for injection at
any time. The start of injection relies on the software in the Electronic Control Module (ECM).

When the solenoid valve assembly is energized from a signal across solenoid connection, the
valve closes and fuel pressure is elevated in the injector tip. Injection begins at 34500 ± 1900 kPa
(5000 ± 275 psi) as the force of spring above spacer is overcome. The check valve begins to lift
from the valve seat. The pressure continues to rise as the plunger cycles through a full stroke.
After the correct amount of fuel has been discharged into the cylinder, the ECM removes the
signal to the solenoid connection. The solenoid valve assembly is de-energized and the valve in
the solenoid valve assembly is opened. The high pressure fuel is then dumped through the spill
port and into the fuel return manifold. The fuel is then returned to the fuel tank. The check valve
in the injector tip seats as the pressure in the tip decreases.

The duration of injection meters the fuel that is consumed during the fuel injection process.
Injection duration is controlled by the governor logic that is programmed into the ECM.

As the camshaft lobe rotates past the point of maximum lobe lift, the force on top of the
electronic unit injector is removed and the spring for the injector mechanism is allowed to
expand. The plunger returns to the original position. This uncovers the fuel supply passage into
the plunger barrel in order to refill the injector pump body. The fuel at low pressure is again
allowed to circulate through the fuel injector body. After circulating through the fuel injector
body, the fuel flows out of the spill port. This continues until the solenoid valve assembly is re-
energized for another injection cycle.

3.0 Lubrication System

The oil pump is mounted to the bottom of the cylinder block within the oil pan. The oil pump
pulls oil from the oil pan. The oil then flows through a passage to the oil cooler. Oil then flows
through the oil filters. The oil can flow into the main oil gallery from the right side or the left
side of the block. The location of the incoming oil supply is dependent on the location of the oil
filters which can be located on either side of the block. The oil then flows through a set of cross-
drilled holes to the opposite side oil gallery.
The main oil gallery distributes oil to the following components: the crankshaft main bearings,
the piston cooling jets, the extension of the oil gallery, the turbocharger oil supply line, the
turbocharger oil supply line and the live front idler gear bearings. The main oil gallery also
distributes oil to the rear accessory drives through an external oil line.

Oil enters the crankshaft through holes in the bearing surfaces (journals) for the main bearing.
Passages connect the bearing surface (journal) for the main bearing with the bearing surface
(journal) for the connecting rod. The oil flows upward through a drilled passage in the
connecting rod to the piston pin bearing.

The extension for the oil gallery is located in the front right corner of the engine block. The
extension for the oil gallery supplies oil to the lower front idler gear bearing.

The oil flows to the live front idler gear bearing and around bearing to the oil passage for the
cylinder head. The oil then flows to the oil gallery in the cylinder head and the oil flows to the oil
passage for the camshaft bearings and the rocker arms.

The oil for the lower rear idler bearing is feed from a passage that is connected to the last rear
main crankshaft bearing. Oil is also feed from the rear main bearing to the rear oil line and to the
oil passage in the rear housing for the middle rear idler gear bearing and the upper rear idler gear
bearing.

This oil circuit typically operates at a pressure of 214 kPa (31 psi) at low idle and at 400 kPa (58
psi) at rated speed.

The oil pump bypass valve limits the pressure of the oil that comes from the oil pump. The oil
pump can put more oil into the system than oil that is needed. As the oil pressure increases, the
oil pump bypass valve will open. This allows the oil that is not needed to go back to the suction
side of the oil pump.

Cold oil with high viscosity causes a restriction to the oil flow through the oil cooler and the oil
filter. The oil cooler bypass valve and the oil filter bypass valve will open if the engine is cold.
This will give immediate lubrication to all components. The oil pump sends the cold oil through
the bypass valves, around the oil cooler, and the oil filter, and to the main oil gallery in the
cylinder block.

When the oil gets warm, the pressure difference in the bypass valves decreases. This closes the
bypass valves. This creates a normal flow of oil through the oil cooler and through the oil filter.

The bypass valves will also open when there is a restriction in the oil cooler or a restriction in the
oil filter. This action lubricates the engine if the oil cooler or the oil filter are restricted. The
bypass valve opening pressures vary with applications.

An oil cooling chamber is formed by the forged lip at the top of the skirt of the piston and the
cavity behind the ring grooves in the piston crown. Oil flow from piston cooling jet enters the
cooling chamber through a drilled passage in the skirt and returns to the oil pan through the
clearance gap between the crown and the skirt. The four holes that have been drilled from the
piston oil ring groove to the interior of the piston drain excess oil from the oil ring.

The oil breather allows blowby gases from the cylinders during engine operation to escape from
the crankcase. The blowby gases discharge through the flywheel housing to a preformed tube
that is routed to the atmosphere. This prevents pressure from building up that could cause seals
or gaskets to leak.

Note: Engines that are equipped with an auxiliary oil filter will pick up oil at a port. The filtered
oil will be returned to the oil pan.

3.1 Oil Renewal System (If Equipped)

The purpose of the Oil Renewal System (ORS) is intended to increase the oil change interval.
The purpose of the ORS is also intended to decrease the amount of used oil in need of disposal.
The life of the engine is not shortened when this is accomplished.

3.2 General Description

The ORS meters engine oil that is introduced into the fuel supply of the machine. This oil will be
consumed in the engine during the normal process of combustion. The amount of oil that is
metered is calculated by the engine's Electronic Control Module (ECM). This amount is based on
the actual load factor or on the fuel that is consumed by the engine. The ORS is equipped with a
makeup oil tank. The makeup oil tank is an oil reservoir that will replenish the oil that is
removed from the engine crankcase by the oil renewal valve. Normal oil consumption will
continue to lower the oil in the crankcase. Continually adding new oil will allow the life of the
oil to be extended. Reviewing the reports of the S·O·S Oil Analysis will determine if a problem
has occurred and if the oil needs to be changed.

The ORS is integrated with the engine and with the electronic system of the machine. The
electronic system consists of sensors, switches, the ECM, and the monitoring system. The
electronic system will notify the operator of a system malfunction or of warning. The following
warnings can be detected:

3.3 Closed Crankcase Ventilation (CCV) System

This engine is equipped with a Closed Crankcase Ventilation System (CCV) that is used for
capturing fumes. Fumes from the crankcase exit the engine through the crankcase breather. The
fumes from the crankcase are collected in the filter base. The engine oil is separated from the
fumes from the crankcase in the filter base. The engine oil collects in the filter base and drains
back to the crankcase through a drain line in the bottom of the filter base. The fumes from the
crankcase are directed back into the air cleaner assembly in order to be consumed by the engine.
Higher crankcase pressures will tend to create oil leaks. The CCV filter base has a service
indicator that will indicate when the filter needs to be replaced. If the filter becomes plugged the
engine will not be able to relieve the crankcase pressure. This will cause the engine to develop
external oil leaks.

4.0 Cooling System

This engine has a pressure type cooling system that is equipped with an expansion tank and a
recovery bottle.

A pressure type cooling system offers two advantages:

 The cooling system can operate safely at a temperature that is higher than the normal
boiling point of water.
 The cooling system prevents cavitation in the water pump.

Cavitation is the sudden formation of low pressure bubbles by mechanical forces in liquids. The
formation of air or steam pockets is more difficult within a pressure type cooling system.

The shunt line prevents cavitation by the water pump. The shunt line provides additional flow of
coolant to the water pump inlet.

The recovery bottle provides space for expansion of the coolant volume while the engine is
running. Also, the recovery bottle provides space for expansion during the warm up cycle. The
recovery bottle also provides a means for checking the coolant level.

4.1 Raw Water Circuit

In many instances, a separate cooling source is used to supply coolant to the aftercooler. The
coolant supply can be fresh water, or the coolant supply can be sea water. Because of the
possible unknown composition of the cooling water, a special pump is needed to move the
coolant through the system. Two types of pumps are available for use in the raw water circuit.

 A bronze impeller and/or a rubber impeller pump is used to flow sea water through the
cooling system. These types of pumps will resist the corrosive action of the coolant that
passes through the pump.

Raw water is drawn in through the inlet of the auxiliary water pump. The raw water is forced out
of the pump and into the aftercooler. The raw water flows through the aftercooler in order to cool
the inlet air. The raw water then exits the aftercooler and travels through the heat exchanger that
cools the jacket water and fuel if the engine is equipped with a fuel cooler. The raw water is then
discharged or passed through the gear oil cooler (if equipped) and then discharged.
4.2 Coolant Flow Circuit

Water pump is located on the right front corner of the cylinder block. The water pump is gear-
driven from the crankshaft.

Coolant from the heat exchanger is pulled into the inlet of the water pump by impeller rotation.
After the water exits the water pump, the water is dispersed to the following components: engine
oil cooler, cylinder head, cylinder block and turbochargers. Coolant also flows from each
cylinder head and each turbocharger to each of the exhaust risers and from the exhaust risers to
the exhaust manifolds. Next, the coolant flows through a deaerator in the rear frame of the heat
exchanger in order to purge excess air from the coolant to the expansion tank. The coolant is then
directed by the water temperature regulator either to the bypass back to the jacket water pump or
to the heat exchanger to be cooled.

Note: The water temperature regulator controls the direction of flow. When the coolant
temperature is below the normal operating temperature, the water temperature regulator is
closed. The coolant that is leaving the cylinder heads and exhaust manifolds is redirected to the
inlet of the jacket water pump. When the coolant temperature reaches the normal operating
temperature, the water temperature regulator opens. Coolant then travels to the heat exchanger
for cooling.

Note: The water temperature regulator is an important part of the cooling system. The water
temperature regulator divides coolant flow between the heat exchanger 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.

The coolant recovery bottle adds volume for expansion of the coolant in the engine cooling
system. The coolant recovery bottle also provides a convenient way to check the coolant level.
Coolant is forced into the bottle during the warm up cycle. Coolant returns to the heat exchanger
from the coolant recovery bottle during the cool down cycle through the seal pressure cap on the
heat exchanger.

Air vents are provided on the top of each turbocharger. The air vents aid in removing air from
the system during the initial filling of the cooling system. The air vents also aid in removing air
from the system after a flushing process.

4.3 Coolers for the System

There are two types of systems for heat dissipation that are recommended for use with
Caterpillar marine engines. These systems for heat dissipation involve the use of either inboard
mounted heat exchangers or outboard mounted keel coolers. This engine offers configurations
for both types. The inboard mounted heat exchanger is a plate type heat exchanger that is
composed of stacked plates with seals between each plate allowing raw water and jacket water in
order to alternate between the plates and the heat that is to be exchanged during the cooling
process. Keel cooled systems have coolers mounted on the outside of the hull bottom, using the
flow of sea water around the outside surface of the keel cooler to remove the heat from the jacket
water which is flowing though the inside of the coolers. Systems that are cooled with a inboard
heat exchanger require a sea water pump in order to circulate sea water through the plate type
heat exchanger. Keel cooled systems require the use of an auxiliary pump to flow the coolant
thru the keel cooler system. Heat is transferred from the hot jacket water coolant to the cool sea
water in both systems allowing the engine to maintain an acceptable operating temperature.

5.0 Air Inlet and Exhaust System

Clean inlet air from the air cleaner is pulled through the air inlet of the turbocharger by the
turning of the compressor wheel. The compressor wheel causes a compression of the air. The
turbocharger compresses the inlet air so that a larger volume of air can be drawn into the
cylinders. This compressing of the inlet air is referred to as boost. The compression of the inlet
air causes the temperature of the air to increase. The air then flows to the aftercooler. The
aftercooler utilized cool sea water in order to cool the inlet air. Cooling of the inlet air causes the
air to become denser. This increases the combustion efficiency and the horsepower output of the
engine. The air then flows from the aftercooler to the inlet manifold of the engine. When the inlet
valves open, the air flows into the engine cylinders. The air is mixed with the fuel for
combustion. When the exhaust valves open, the exhaust gases go out of the engine cylinders and
into exhaust manifold. From the exhaust manifold, the exhaust gases flow through the blades of
the turbine wheel in the turbocharger. This causes the turbine wheel to spin. The exhaust gases
then flow out of exhaust outlet of the turbocharger.

5.1 Turbocharger

Two turbochargers are mounted on the rear of the engine. All of the exhaust gases from the left
exhaust manifold goes through the left turbocharger, and the right turbocharger uses the exhaust
from the right exhaust manifold.

All of the air that enters the engine passes through the turbocharger. All of the exhaust gases
from the engine pass through the turbocharger.

The exhaust gases enter turbine housing through exhaust inlet. The exhaust gas pushes on the
blades of the turbine wheel. The turbine wheel is connected by a shaft to the compressor wheel.

Air that passes through the air filters enters the compressor housing air inlet by the rotation of
compressor wheel. The compressor wheel causes the inlet air to be pushed into the inlet side of
the engine. Boost pressure is caused when the compressor wheel pushes more air into the inlet
side of the engine. This results in an inlet manifold pressure that exceeds atmospheric pressure.
This allows the engine to burn more fuel. When the engine burns more fuel the engine produces
more power.
When the throttle is opened, more fuel is injected into the cylinders. The combustion of this
additional fuel produces greater exhaust temperature. The additional exhaust temperature causes
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 gives the
engine more power by allowing the engine to burn the additional fuel with greater efficiency.

Bearings and for the turbocharger use engine oil under pressure for lubrication and cooling. The
oil comes in through oil inlet port. The oil then goes through passages in the center section in
order to lubricate the bearings. This oil also cools the bearings. Oil from the turbocharger goes
out through oil outlet port in the bottom of the center section. The oil then goes back to the
engine oil pan.

5.2 Aftercooler

The C32 has a sea water aftercooler. The aftercooler is installed above the inlet manifold. The
inlet air from the compressor side of the turbocharger flows into the aftercooler. The air passes
through the core assembly which lowers the temperature as much as 38°C to 93°C (100°F to
200°F). The cooler air flows out of the bottom of the aftercooler and into the air chamber. The
cooler air then flows through the inlet ports (passages) in the cylinder heads. Cooling the inlet air
causes the air to become denser. Dense air will help the engine burn the fuel more efficiently.
This gives the engine more power.

5.3 Valve System Components

The valve train controls the flow of inlet air and exhaust gases into the cylinders and out of the
cylinders during engine operation. The camshaft controls the timing of the valves during engine
operation.

The crankshaft gear drives the camshaft gear through an idler gear. The camshaft must be timed
to the crankshaft in order to get the correct relation between the piston position and the valve
position. The camshaft has three camshaft lobes for each cylinder. One camshaft lobe operates
the inlet valves. One camshaft lobe operates the exhaust valves. One camshaft lobe operates the
unit injector. The camshaft lobes cause the follower on the rocker arm in order to actuate the
valves and the unit injector.

Each cylinder has two inlet valves and two exhaust valves. Valve springs hold the valves closed
and the valve springs resist the opening of the valves. This ensures that the valves will close at
high rpm and under high boost pressures. Valve rotators cause the valves to rotate while the
engine is running. The rotation of the valves prevents the valves from burning by constantly
changing the contact area of the valve face and the valve seat. This rotation gives the valves
longer service life.
6.0 Electrical System

Grounding Practices

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

Uncontrolled engine electrical circuit paths can result in damage to the main bearings, to the
crankshaft bearing journal surfaces, and to the aluminium components.

Uncontrolled electrical circuit paths can cause electrical noise which may degrade performance.

In order to ensure proper functioning of the electrical system, an engine-to-frame ground strap
with a direct path to the battery must be used. This may be provided by a ground for the starting
motor, by a frame to the ground for the starting motor, or by a direct frame to engine ground. An
engine-to-frame ground strap must be run from the grounding stud of the engine to the frame and
to the negative battery post. Connect the battery negative post to the frame rail. From the frame
rail, connect the ground wire to one of the following locations:

 Cylinder head ground stud

 Optional engine ground stud connection

The engine must be grounded to the frame rail. Connect the battery negative post to one of the
following locations:

 Cylinder head ground stud

 Optional engine ground stud connection

The engine must have a ground wire to the battery.

Ground wires or ground straps should be combined at the studs that are only for ground use.

All of the ground paths must be capable of carrying any potential currents.

The engine alternator should be grounded to the battery with a wire size that is capable of
managing the full charging current of the alternator.

The engine has several input components which are electronic. These components require an
operating voltage.

This engine is tolerant to common external sources of electrical noise. Electromechanical

buzzers can cause disruptions in the power supply. If electromechanical buzzers are used near
the system, the engine electronics should be powered directly from the battery system through a
dedicated relay. The engine electronics should not be powered through a common power bus
with other devices that are activated by the Engine Control Switch (ECS).
6.1 Engine Electrical System

The electrical system can have three separate circuits. The three circuits are the charging circuit,
the starting circuit, and the low amperage circuit. Some of the electrical system components are
used in more than one circuit.

The charging circuit is in operation when the engine is running. An alternator creates electricity
for the charging circuit. A voltage regulator in the circuit controls the electrical output in order to
maintain the battery at full charge.

The starting circuit is in operation when the start switch is activated.

The low amperage circuit and the charging circuit are connected through the ammeter. The
starting circuit is not connected through the ammeter.

6.2 Charging System Components

Alternator

The alternator is driven by the crankshaft pulley through a belt that is a Poly-vee type. This
alternator is a three-phase self-rectifying charging unit. The regulator is part of the alternator.

The alternator design has no need for slip rings or for brushes. The only part of this alternator
that moves is the rotor assembly. All of the conductors that carry current are stationary. The
following components are the conductors: the field winding, the stator windings, six rectifying
diodes and the regulator circuit.

The rotor assembly has many magnetic poles with air space between each of the opposite poles.
The poles have residual magnetism that produces a small amount of magnet-like lines of force
(magnetic field). This magnetic field is produced between the poles. As the rotor assembly
begins to turn between the field winding and the stator windings, a small amount of Alternating
Current (AC) is produced in the stator windings. The alternating current is produced from the
small magnetic lines of force that are created by the residual magnetism of the poles. The AC is
changed into Direct Current (DC) when the current passes through the diodes of the rectifier
bridge. Most of this current provides the battery charge and the supply for the low amperage
circuit. The remainder of current is sent to the field windings. The DC current flow through the
field windings (wires around an iron core) increases the strength of the magnetic lines of force.
These stronger magnetic lines of force increase the amount of AC that is produced in the stator
windings. The increased speed of the rotor assembly also increases the current output of the
alternator and the voltage output of the alternator.

The voltage regulator is a solid-state electronic switch. The voltage regulator senses the voltage
of the system. The regulator then uses switches to control the current to the field windings. This
controls the voltage output in order to meet the electrical demand of the system.
6.3 Starting System Components

SOLENOID- A solenoid is an electromagnetic switch that performs two basic functions:

 The solenoid closes the high current circuit for the starting motor with a low current start
switch circuit.
 The solenoid engages the pinion for the starting motor with the ring gear.

The solenoid has windings (one set or two sets) around a hollow cylinder or a hollow housing. A
plunger that is spring loaded is located within the solenoid housing. The plunger can move
forward and backward. When the start switch is closed and electricity is sent through the
windings, a magnetic field is created. The magnetic field pulls the plunger forward in the
solenoid housing. This moves the shift lever in order for the pinion drive gear to engage with the
ring gear. The front end of the plunger then makes contact across the battery and across the
motor terminals of the solenoid. The starting motor then begins to turn the flywheel of the
engine.

When the start switch is opened, current no longer flows through the windings. The spring now
returns the plunger to the original position. At the same time, the spring moves the pinion gear
away from the flywheel.

When two sets of windings in the solenoid are used, the windings are called the hold-in winding
and the pull-in winding. Both of the windings wind around the cylinder for an equal amount of
times. The pull-in winding uses a wire with a larger diameter in order to produce a stronger
magnetic field. When the start switch is closed, part of the current flows from the battery through
the hold-in winding. The remainder of the current flows through the pull-in windings, to the
motor terminal, and then to the ground. When the solenoid is activated, the current is shut off
through the pull-in windings. Only the smaller hold-in windings are in operation for the extended
period of time that is necessary for the engine to be started. The solenoid will now take a smaller
amount of current from the battery. Heat that is created by the solenoid will be kept at an
acceptable level.

6.4 Starting Motor

The starting motor rotates the engine flywheel at a rate that is fast enough to start the engine.

The starting motor has a solenoid. When the start switch is activated, the solenoid will move the
starter pinion in order to engage the pinion and the ring gear on the engine flywheel. The starting
motor pinion and the ring gear will engage before the circuit between the battery and the starting
motor is closed by the electric contacts in the solenoid. When the circuit between the battery and
the starting motor is complete, the pinion will rotate the engine flywheel. A clutch provides
protection for the starting motor so that the engine cannot turn the starting motor too fast. When
the switch is released, the starter pinion will move away from the ring gear.