Renr2268 01 PDF

RENR2268-01
October 2001
Systems Operation
Testing and Adjusting
G3516B Engine
CEY1-Up (Engine)
7EZ1-Up (Engine)
i01097883
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. For a list of the most
current publication form numbers available, see the Service Manual Contents Microfiche, REG1139F.
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.
3
Table of Contents
Table of Contents Fuel System

General Information (Fuel System) ....................... 44
Finding the Top Center Position for the No. 1
Piston .................................................................. 44
Systems Operation Section Camshaft Timing ................................................... 45
Engine Design
Air Inlet and Exhaust System
Engine Design ....................................................... 4
Restriction of Air Inlet and Exhaust ....................... 49
Measuring Inlet Manifold Temperature .................. 49
Electronic Control System
Measuring Exhaust Temperature .......................... 50
Electronic Control System Operation ...................... 5
Exhaust Bypass Valve .......................................... 50
Electronic Control Module (ECM) .......................... 7
Compression ......................................................... 51
Electronic Control System Parameters ................... 8
Valve Lash and Valve Bridge Adjustment ............. 52
Engine Sensors .................................................... 13
Crankshaft Position for Valve Lash Setting ........... 53
Ignition System
Lubrication System
Ignition System .................................................... 17
General Information (Lubrication System) ............ 55
Excessive Bearing Wear - Inspect ........................ 55
Engine Monitoring System
Excessive Engine Oil Consumption - Inspect ....... 55
Engine Monitoring System ................................... 18
Increased Engine Oil Temperature - Inspect ........ 56
Measuring Engine Oil Pressure ............................ 56
Fuel System
Measuring Hydrax Oil Pressure (Adjustment
Fuel System Operation ......................................... 21
Procedure) .......................................................... 57
Air Inlet and Exhaust System
Cooling System
Aftercooler ........................................................... 22
General Information (Cooling System) ................. 60
Exhaust Manifold ................................................. 22
Visual Inspection ................................................... 60
Turbocharger ........................................................ 22
Test Tools for the Cooling System ......................... 61
Exhaust Bypass Valve ......................................... 23
Testing the Cooling System .................................. 62
Valve System Components ................................... 24
Coolant Temperature Sensor - Test ...................... 67
Lubrication System
Basic Engine
Lubrication System .............................................. 25
Cylinder Block ....................................................... 68
Cylinder Liner Projection ....................................... 68
Cooling System
Flywheel - Inspect ................................................. 69
Cooling System .................................................... 27
Flywheel Housing - Inspect ................................... 70
Vibration Damper - Check ..................................... 72
Basic Engine
Cylinder Block, Liners and Heads ......................... 32
Air/Electric Starting System
Pistons, Rings and Connecting Rods .................. 33
General Information (Air/Electric Starting
Crankshaft ........................................................... 34
System) ............................................................... 73
Camshaft ............................................................. 34
Electrical System
Test Tools for the Electrical System ...................... 75
Air/Electric Starting System .................................. 34
Battery .................................................................. 76
Electrical System
Grounding Practices ............................................ 35 Index Section
Alternator ............................................................. 35
Starting Solenoid .................................................. 36 Index ..................................................................... 77
Starting Motor ...................................................... 37
Engine Speed Sensor ........................................... 38
Circuit Breaker ..................................................... 38
Testing and Adjusting Section

General Information (Electronic Control System) .. 39
Electronic Control Module (ECM) ......................... 39
Manifold Air Pressure Sensor ............................... 39
Detonation Sensor ................................................ 40
Engine Speed/Timing Sensor ............................... 40
Ignition Transformer .............................................. 41
4
Systems Operation Section
Systems Operation Section Note: The front end of the engine is opposite the
flywheel end of the engine. The left and the right
side of the engine are determined from the flywheel
end. The number 1 cylinder is the front cylinder on
Engine Design the right side. The number 2 cylinder is the front
cylinder on the left side.
i01028059
Engine Design
SMCS Code: 1000
g00294285
Illustration 1
Cylinder and valve location
(A) Inlet valve
(B) Exhaust valve
Number and arrangement of cylinders .... 60 degree

V-16
Valves per cylinder ................................................. 4
Bore ............................................ 170 mm (6.7 inch)
Stroke .......................................... 190 mm (7.5 inch)
Combustion ......................................... Spark ignited
When the crankshaft is viewed from the flywheel

end the crankshaft rotates in the following
direction. ....................................... Counterclockwise
Firing order
Standard rotation CCW .......... 1, 2, 5, 6, 3, 4, 9, 10,

15, 16, 11, 12, 13, 14, 7, 8
Valve lash
Inlet ........................................ 0.51 mm (0.020 inch)
Exhaust .................................. 1.27 mm (0.050 inch)

5

i01597143

Operation
SMCS Code: 1900
g00570124
Illustration 2
Schematic of the electronic control system
The Engine Control Module (ECM) controls most of For information on start/stop sequencing, refer to
the functions of the engine. The ECM supports the Systems Operation, “Electronic Control Module
following primary functions: (ECM)”.
• Engine speed governing For information on air/fuel ratio control, refer to

Systems Operation, “Fuel System Operation”.
• Ignition control
For information on engine monitoring and protection,
• Air/Fuel ratio control refer to Systems Operation, “Engine Monitoring
System”.
• Start/Stop sequencing
• Engine monitoring and protection
For information on ignition control, refer to Systems
Operation, “Ignition System”.
6
Engine Speed Governing
g00570427
Illustration 3
Schematic of the governing system
Actual engine speed is detected via a signal from The engine speed is selected by the position
the speed/timing sensor. The ECM compares the of the idle/rated switch and by the status of the
desired engine speed to the actual engine speed. oil pressure. If the idle/rated switch is in the idle
The ECM maintains the desired engine speed by position, the ECM will always select the low idle
controlling the actuator for the throttle. The actuator speed. If the oil pressure is less than the setpoint
is located at the flange of the air inlet manifold. for the low oil pressure warning, the ECM will always
select low idle speed. If the oil pressure is greater
The actuator is electrically controlled and than the setpoint for the low oil pressure warning
hydraulically actuated. A high pressure pump and the idle/rated switch is in the rated position, the
provides hydraulic pressure with oil from a system ECM will select the rated speed.
that is separate from the engine oil. The high
pressure oil supply is monitored by a pressure
switch that generates an event code if the pressure
Integrated Temperature Sensing
drops below an acceptable level. The throttle Module (ITSM)
position is controlled in open loop mode: there is no
feedback from the throttle position.
The ECM issues a throttle command that represents

a percent of the level of electrical current. The
output can be viewed on Electronic Technician (ET).
The actual throttle position can be viewed on a
mechanical pointer that is built into the mechanism
of the throttle.
Desired engine speed is determined by the status

of the idle/rated switch, the desired speed input
(analog voltage or 4 to 20 mA), and parameters
such as maximum engine high idle speed that are
programmed into the software. Parameters such as
g00688273
governor gain can be programmed with ET. Illustration 4
Integrated temperature sensing module (ITSM)
The integrated temperature sensing module

provides a signal to the ECM for the following items:
7
• Temperature of the cylinder exhaust port i01597560
• Temperature of the turbocharger inlet Electronic Control Module

(ECM)
• Temperature of the turbocharger outlet
SMCS Code: 1901
• The average port temperature of the right bank
• The average port temperature of the left bank
• The average port temperature of the engine
The integrated temperature sensing module also
protects the engine for high temperature warnings
and shutdowns.
Electronic Technician (ET)

The Electronic Technician (ET) is a software program
that is designed to run on a personal computer. The
following activities are performed with ET: g00828076
Illustration 5
• Monitoring engine operation ECM in the engine mounted terminal box
• Viewing diagnostic codes and event codes that The module is an environmentally sealed unit that
are generated by the ECM is mounted in a terminal box on the engine. The
ECM monitors various inputs from sensors in order
• Programming the electronic control system to activate relays, solenoids, etc at the appropriate
parameters levels.
• Flash programming of software for the ECM The ECM contains the logic and the outputs for
control of engine prelubrication, starting, and
• Calibrating the oxygen sensor and the engine shutdown. The customer programmable logic
speed/timing sensor responds to signals from the following components:
engine control switch, emergency stop switch,
For detailed information on ET, refer to User’s remote start switch, data link, and other inputs.
Manual, NEHS0679, “Caterpillar Electronic
Technician”. To control the engine at the appropriate times, the
ECM provides +Battery voltage to the relays for
the prelube pump, the starting motor, and the gas
Customer Communication Module shutoff valve.
(CCM)
When the programmable logic determines that
The CCM provides a two-way communication link the prelubrication function is necessary, the ECM
between the control system and a host computer supplies +Battery voltage to the relay for the prelube
that uses an RS232 data link. pump. The system may also be programmed to
perform a postlube cycle during engine shutdown in
order to ensure that the turbocharger has adequate
lubrication during shutdown.
When the programmable logic determines that it is

necessary to crank the engine, the ECM supplies
+Battery voltage to the relay for the starting
motor. The ECM removes the voltage when the
programmable crank terminate speed is reached
or when a programmable cycle crank time has
expired.
The engine has an energize-to-run type of gas

shutoff valve. When the programmable logic
determines that fuel is required to start the engine
or to run the engine, the ECM supplies +Battery
voltage to the valve.
8
For more information on programmable parameters, (Table 1, contd)

refer to Systems Operation, “Electronic Control Configuration Parameters for G3500B Engines
System Parameters”.
“Engine Speed Droop”
i01597593 “Governor Proportional Gain”

“Governor Integral Gain”
“Governor Derivative Gain”
Parameters
“Auxiliary Proportional Governor Gain 1”
SMCS Code: 1901
“Auxiliary Integral Governor Gain 1”
Certain parameters are unique for each engine “Auxiliary Derivative Governor Gain 1”
application. Table 1 is a list of the parameters
Start/Stop Control
that can be configured for G3500B Engines. The
values of the parameters can be viewed on the “Driven Equipment Delay Time”
“Configuration” screen of ET.
“Crank Terminate Speed”
Table 1 “Engine Purge Cycle Time”
Configuration Parameters for G3500B Engines “Engine Cooldown Duration”
Information for the ECM “Cycle Crank Time”
“Engine Serial Number” “Engine Overcrank Time”
“Equipment ID” “Engine Speed Drop Time”
“Customer Password #1” “Engine Pre-lube Time Out Period”
“Customer Password #2” Monitoring and Protection
“Total Tattletale” “High Inlet Air Temp Engine Load Set Point”
“KW Meter Offset” Override Parameters
“KW Meter KW/Volt” “Oxygen Sensor Override”
Timing Control “Requested Detonation Derate Percentage Override”
“First Desired Timing” (1) This parameter is only for engines with a Raptor fuel control
valve.
“Second Desired Timing”
Air/Fuel Ratio Control
Information for the ECM
“Fuel Quality”
“Gas Specific Gravity” “Engine Serial Number”
“Fuel Specific Heat Ratio” (1)
The engine serial number is programmed into the
“Desired Oxygen At Full Load” ECM at the factory. The number is stamped on the
engine Information Plate.
“Oxygen Feedback Feature Enabled Status”
“Air/Fuel Proportional Gain” “Equipment ID”
“Air/Fuel Integral Gain” The customer can assign an “Equipment ID” for the
Speed Control purpose of identification.
“Low Idle Speed”
Customer Passwords
“Minimum Engine High Idle Speed”
“Maximum Engine High Idle Speed”
Two customer passwords can be entered. The
passwords are used to protect certain configuration
“Engine Accel. Rate” parameters from unauthorized changes.
“Desired Speed Input Configuration”
Use the following procedure to enter the customer
“Governor Type Setting” passwords:
(continued)
9
1. Use ET and select the “Service/Configuration” “Desired Timing”

screen.
The “Desired Timing” parameter allows the customer
2. Highlight “Customer Password #1” or “Customer to electronically program the timing of the ignition
Password #2”. Then click the “Change” button in spark of the electronic system in order to meet
the lower left corner of the screen. the needs for specific applications and specific
installations. The desired timing is programmed
3. Enter the password in the “Change Parameter with ET. The desired timing value can be changed
Value” dialog box. Then click the “OK” button. while the engine is running or while the engine is
stopped. The value that is entered for the desired
The password is immediately programmed into timing is the ignition timing when the engine is
the ECM memory. operating at rated speed and at full load.
Note: Factory level security passwords are required Note: The actual ignition timing at a given instance
for clearing certain logged events and for changing may vary from the desired timing value. This
certain programmable parameters. Because of the variance is due to variations in the engine speed
passwords, only authorized personnel can make or the detonation.
changes to some of the programmable items in the
ECM. When the correct passwords are entered, the The range for programming the desired timing is 0
changes are programmed into the ECM. to 40 degrees before the top center (TC) position.
“Total Tattletale” Air/Fuel Ratio Control

This item displays the number of changes that have
“Fuel Quality”
been made to the configuration parameters.
This parameter is programmed to the Lower Heating
“kW Meter Offset” Value (LHV) of the primary fuel. The fuel ratio control
of the ECM will compensate for some inaccuracy
This parameter is unavailable at the time of in this setting. The ECM assumes a corrected
publication. value that is equal to the customer programmed
“Fuel Energy Content” that is multiplied by the
“kW Meter kW/Volt” “Fuel Correction Factor”. This factor is displayed
on the ET screen. An event code is generated if
This parameter is unavailable at the time of the “Fuel Correction Factor” exceeds a limit that
publication. is programmed at the factory. The event code will
indicate the need to reprogram this value.
Timing Control The ECM reverts to the customer programmed “Fuel
Energy Content” during start-up. The ECM also
“First Desired Timing” reverts to the customer programmed “Fuel Energy
Content” when a problem is detected in the oxygen
The “First Desired Timing” is determined with the sensor’s circuit. An accurate customer programmed
methane number of the primary fuel that is used. “Fuel Energy Content” value that is determined by a
Use the Engine Performance Sheet, “Fuel Usage laboratory is recommended.
Guide”. The ECM selects the “First Desired Timing”
when the switch for the selection of the timing is in The “Fuel Quality” parameter can be used to change
the open position. the air/fuel ratio when the engine is not operating
in “Oxygen Feedback” mode. The operation in
“Second Desired Timing” “Oxygen Feedback” is determined by the engine’s
rating, the application, and the load. Normally, the
The “Second Desired Timing” is determined with the engine does not operate in “Oxygen Feedback”
methane number of the alternate fuel that is used mode when the load is between 0 percent and up
and the Engine Performance Sheet, “Fuel Usage to 25 or 40 percent load.
Guide”. The gas engine’s ECM selects the “Second
Desired Timing” when the timing selection switch The engine will not operate in “Oxygen Feedback”
is in the closed position. If an alternate fuel is not when the “Oxygen Feedback Enable Status”
used, enter the same timing that was entered in the parameter is disabled. The operation of the engine
“First Desired Timing”. will not change if the “Fuel Quality” parameter
is changed and the “Oxygen Feedback Enable
Status” is enabled. The “Fuel Correction Factor” will
automatically compensate.
10
“Gas Specific Gravity” “Air/Fuel Ratio Integral Gain”

The value for the fuel metering valve requires an The “Air/Fuel Ratio Integral Gain” determines the
input for the “Gas Specific Gravity” in order to response of the fuel metering valve to the error that
precisely meter the air/fuel ratio. The “Gas Specific is accumulated over time for the air/fuel ratio. The
Gravity” can be obtained by a gas analysis of the factory default setting is 0. This value should not
fuel. require adjustment. If problems occur, this is one of
the last parameters that should be adjusted. The
“Desired Oxygen at Full Load” adjustable range is −50 to +50. Negative values
reduce the magnitude and positive values increase
Program the “Desired Oxygen at Full Load” the magnitude.
parameter to the percent of exhaust oxygen that
is stated in the Engine Performance Sheet for Speed Control
your application. This parameter is used to trim
the oxygen map that is preprogrammed in the “Low Idle Speed”
gas engine’s ECM at the factory. If the measured
exhaust oxygen or the NOX emissions are not the
Program this parameter to the desired low idle rpm.
required value, increase the “Desired Oxygen at
The low idle rpm can be programmed from 500 to
Full Load” parameter in order to lean the engine
1100 rpm.
or decrease the “Desired Oxygen at Full Load”
parameter in order to richen the fuel mixture.
“Minimum Engine High Idle Speed”
“Oxygen Feedback Enable Status” Program this parameter to the desired minimum high
idle rpm. The actual high idle speed is regulated by
The “Oxygen Feedback Enable Status” can be set the desired speed input. The regulation is linear in
to “Enable” or “Disable”. This feature allows the
proportion to the input. An input of 0 percent results
system for the fuel correction factor to be disabled
in the minimum high idle rpm and an input of 100
in order to troubleshoot. For example, the disabling percent results in the maximum high idle rpm.
of this feature can help determine whether the
air/fuel ratio control is the cause of instability.
“Maximum Engine High Idle Speed”
If an exhaust oxygen sensor fails, this parameter
can be set to “Disable” in order to allow the engine Program this parameter to the desired maximum
to run in the open loop mode until a new sensor high idle rpm. The actual high idle speed is
is obtained. An emissions analyzer must be used regulated by the desired speed input. The
to verify the emissions level. The “Fuel Quality” regulation is linear in proportion to the input. An
parameter must be adjusted in order to adjust the input of 0 percent results in the minimum high idle
air/fuel mixture. rpm and an input of 100 percent results in the
maximum high idle rpm.
Note: Do not operate an engine that is unattended
in the open loop mode if the fuel has an LHV that Speed Selection
is changing. The engine risks a shutdown due to
lean misfire or detonation. The desired speed operates at low idle speed or
high idle speed. The speed is selected by the
“Air/Fuel Ratio Proportional Gain” position of the idle/rated switch and by the status of
the engine oil pressure. If the switch is in the idle
The “Air/Fuel Ratio Proportional Gain” determines position, the ECM will always select the low idle
the response of the fuel metering valve to the speed. If the engine oil pressure is less than the
magnitude of error for the fuel ratio. The factory trip point for the low oil pressure warning, the ECM
default setting is 0. This value should not require will always select low idle speed regardless of the
adjustment. If problems occur, this is one of the position of the idle/rated switch. If the oil pressure
last parameters that should be adjusted. The is greater than the trip point for the low oil pressure
adjustable range is −50 to +50. Negative values warning and the switch is in the rated position, the
reduce the magnitude and positive values increase ECM will select the high idle speed.
the magnitude.
11
“Engine Accel. Rate” To change this parameter, use the “Graph” feature
on the “Governor Gain” screen. The graph provides
This parameter controls the rate for engine response the best method for observing the effects of the
to a change in the desired engine speed. For adjustment on engine stability. If changing this gain
example, the engine can be programmed to causes no effect, check the “Grid Status” in order
accelerate at a rate of 50 rpm per second when the to make sure that the status is “OFF”.
“Idle/Rated” switch is turned to the “Rated” position.
“Governor Integral Gain”
“Desired Speed Input Configuration”
This parameter determines the throttle response of
The ECM reads the desired engine speed from a the governor to the error of engine speed that is
throttle position sensor. The parameter “Desired accumulated over time. This parameter is based
Speed Input Configuration” will determine the type on an integral multiplier. This parameter changes
of signal from the throttle position sensor. The output the reaction of the governor when the “Grid Status”
signal from the throttle position sensor can be either parameter is “OFF”. If this gain is adjusted and the
0 to 5 VDC or 4 to 20 mA. “Grid Status” is “ON”, the stability is not affected.
Note: Do not select “PWM” for the desired speed To change this parameter, use the “Graph” feature
input. ET will not accept the value. The ECM is on the “Governor Gain” screen. The graph provides
not configured to accept a pulse width modulated the best method for observing the effects of the
signal for input of the desired engine speed. adjustment on engine stability. If changing this gain
causes no effect, check the “Grid Status” in order
“Governor Type Setting” to make sure that the status is “OFF”.
The “Governor Type Setting” parameter can be set “Governor Derivative Gain”
to “Droop Operation” or to “Isochronous Mode”.
This setting is dependent upon the application of This parameter changes the governor’s response to
the engine. the rate of change in the engine speed fluctuation.
Engine Speed Droop This parameter is based on a derivative multiplier

when the “Grid Status” parameter is “Off”. If the
This programmable parameter allows precise control gain is changed and the “Grid Status” is “On”,
of the droop for applications such as load sharing. the stability of the engine will not change. This
The “Governor Type Setting” parameter must be parameter is changed with the “Graph” feature on
set to “Droop”. The droop can be programmed to a the “Governor Gain” screen. The graph provides
value between 0 and 10 percent. the best method for observing the effects of the
adjustment on engine stability. If changing this gain
causes no effect, check the “Grid Status” in order
“Governor Proportional Gain” to make sure that the status is “OFF”.
Note: The default values that are programmed into
the ECM for the governor gain settings should “Auxiliary Proportional Governor Gain 1”
be sufficient for most applications. If you have
a problem with instability, always investigate This parameter changes the governor’s response.
other causes before you adjust the governor This parameter is based on a proportional multiplier
gain settings. These other conditions can cause when the engine’s “Grid Status” parameter is “On”.
instability: diagnostic codes, unstable gas pressure, If the gain is changed and the “Grid Status” is “Off”,
incorrect throttle angle, and position of the the stability of the engine will not change. This
wastegate. parameter is changed with the “Graph” feature on
the “Governor Gain” screen. The graph provides
The “Governor Proportional Gain” determines the the best method for observing the effects of the
throttle response of the governor to the magnitude of adjustment on engine stability. If changing this gain
the error in engine speed. This parameter is based causes no effect, check the “Grid Status” in order
on a proportional multiplier. This parameter changes to make sure that the status is “OFF”.
the reaction of the governor when the “Grid Status”
parameter is “OFF”. If this gain is adjusted and the
“Grid Status” is “ON”, the stability is not affected.
12
“Auxiliary Integral Governor Gain 1” “Engine Cooldown Duration”

This parameter changes the governor’s response. When the ECM receives a “Stop” request, the
This parameter is based on an integral multiplier engine will continue to run in the “Cooldown
when the engine’s “Grid Status” parameter is “On”. Mode” for the programmed cooldown period. The
If the gain is changed and the “Grid Status” is “Off”, “Cooldown Mode” is exited early if a request for
the stability of the engine will not change. This an emergency stop is received by the ECM. If the
parameter is changed with the “Graph” feature on “Engine Cooldown Duration” is programmed to
the “Governor Gain” screen. The graph provides zero, the engine will immediately shut down when
the best method for observing the effects of the the ECM receives a “Stop” request.
adjustment on engine stability. If changing this gain
causes no effect, check the “Grid Status” in order “Cycle Crank Time”
to make sure that the status is “ON”.
The “Cycle Crank Time” is the amount of time for
“Auxiliary Derivative Governor Gain 1” activation of the starting motor and the gas shutoff
valve for start-up. If the engine does not start within
This parameter changes the governor’s response. the specified time, the attempt to start is suspended
This parameter is based on a derivative multiplier for a “Rest Cycle” that is equal to the “Cycle Crank
when the engine’s “Grid Status” parameter is “On”. Time”.
If the gain is changed and the “Grid Status” is “Off”,
the stability of the engine will not change. This “Engine Overcrank Time”
parameter is changed with the “Graph” feature on
the “Governor Gain” screen. The graph provides The “Engine Overcrank Time” determines the length
the best method for observing the effects of the of time for the ECM to attempt to start the engine.
adjustment on engine stability. If changing this gain An event is generated if the engine does not start
causes no effect, check the “Grid Status” in order within this period of time.
to make sure that the status is “ON”.
Example Setting
Start/Stop Control Parameters Table 2
“Driven Equipment Delay Time” Examples of the Settings for Start-up

Parameter Time
The ECM provides a switch input for the driven
equipment in order to delay engine start-up until “Purge Cycle Time” 10 seconds
the equipment is ready. The ECM will not attempt “Cycle Crank Time” 30 seconds
to start the engine until the switch closes to ground
and the prelubrication is complete. An event code “Overcrank Time” 280 seconds
is generated if the programmed time for the driven
equipment elapses without the closure of the switch. The following sequence will occur if the parameters
The delay time for the switch must be programmed are programmed according to the example in Table
to 0 in order to disable this feature. 2:
“Crank Terminate Speed” 1. The fuel and the ignition are OFF. The engine will
crank for 10 seconds in order to purge gas from
The ECM disengages the starting motor when the the engine via the exhaust system.
engine speed exceeds the programmed “Crank
Terminate Speed”. The default value of 250 rpm 2. The fuel and the ignition are enabled. The
should be sufficient for all applications. engine will continue to crank for a maximum of
30 seconds.
“Engine Purge Cycle Time”
3. If the engine does not start, the ignition, the fuel,
The “Engine Purge Cycle Time” is the duration of and the starting motor are disabled for a 30
time for the engine to crank without fuel before second “Rest Cycle”.
the crank cycle. The “Engine Purge Cycle Time”
allows any unburned fuel to exit through the exhaust With this example, a complete cycle is 70 seconds:
before you fire the engine. a purge cycle of 10 seconds, a cycle crank of
30 seconds, and a rest cycle of 30 seconds.
The “Overcrank Time” of 280 seconds allows a
maximum of four crank cycles.
13
“Engine Speed Drop Time” i01597630
After the cooldown period has elapsed, the ECM Engine Sensors
shuts off the gas shutoff valve. The ignition continues
until the engine speed drops below 40 rpm. If the SMCS Code: 1559; 1912; 1917
engine rpm does not drop at least 100 rpm within
the programmed drop time, the ECM terminates the Sensors provide information to the engine control
ignition and the ECM issues an emergency stop. module. The information enables the module to
control the engine as efficiently as possible over a
wide range of operating conditions. The information
“Engine Pre-Lube Time Out Period” is used for monitoring engine operation.
The ECM can energize a prelube pump prior to The sensors also enable the activation of alarms,
cranking the engine. The ECM uses a switch input to
derates, and shutoffs in response to abnormal
monitor the engine for acceptable oil pressure. After
operation.
the prelube is completed, the prelube switch closes.
If the ECM does not detect closure of the prelube
switch within the programmable “Engine Pre-Lube
Time Out Period”, the ECM monitors the engine oil
pressure sensor. If the oil pressure is insufficient, an
event code is activated and the starting sequence
is terminated. The range for the “Engine Pre-Lube
Time Out Period” is 30 to 300 seconds.
“Monitoring and Protection”

“High Inlet Air Temp Engine Load
Setpoint”
The programmable setpoint is a value that separates
low engine load from high engine load for events
that are activated by high inlet air temperature.
An “Engine Load Factor” can be displayed on an
ET status screen. If the load factor is less than
the setpoint and the inlet air temperature reaches
the trip point, a “High Inlet Air Temperature at
Low Engine Load” event is activated. If the load
factor is greater than the setpoint and the inlet air
temperature reaches the trip point, a “High Inlet
Air Temperature at High Engine Load” event is
activated.
Override Parameters
“Oxygen Sensor Override”
This parameter enables the oxygen sensor and the
oxygen buffer to be energized when the engine is
not running. The override facilitates troubleshooting
of the sensor’s electrical circuit.
“Requested Detonation Derate

Percentage Override”
This parameter is unavailable at the time of
publication.
14
g00789478
Illustration 6
(1) Pressure switch for the engine coolant (2) Detonation sensor (4) Inlet air temperature sensor
pump (inlet) (3) Hydrax actuator’s pressure switch (5) Engine coolant temperature sensor
g00789479
Illustration 7
(6) Pressure sensor for filtered oil (10) Inlet manifold air pressure sensor
(7) Pressure sensor for unfiltered oil (11) Engine oil temperature sensor
(8) Engine coolant pressure sensor (outlet) (12) Buffer for the oxygen sensor
(9) Oxygen sensor (13) Speed/timing sensor
The functions of the sensors are described below.
Engine coolant pump pressure switch (inlet) (1) – A

pressure switch is located at the inlet for the engine
jacket water. If the inlet pressure is too high, the
switch will activate a shutdown. To observe the
status of the switch, use ET to view the “Engine
Coolant Pump Pressure” parameter.
15
Detonation sensors (2) – The detonation sensors Engine coolant pressure sensor (8) – A pressure
monitor the engine for mechanical engine vibrations. switch is located at the outlet for the engine jacket
Each sensor monitors two cylinders. The sensor water. If the outlet pressure is too low, the engine
produces a voltage signal that is proportional to the control module will activate a shutdown.
engine detonation. This information is processed
by the engine control module in order to determine Oxygen sensor (9) and oxygen buffer (12) – The
detonation levels. To eliminate detonation, the oxygen sensor and the oxygen buffer generate a
engine control module retards the timing of the signal that is proportional to the percent of oxygen
cylinder, if necessary. If excessive detonation in the exhaust manifold. The engine control module
continues, the engine control module will shut down uses the signal to adjust for variation of fuel energy
the engine. To observe the value of the output of the content. The signal is also used for adjusting
sensors, use ET to view the “Cylinder #X Detonation the air/fuel ratio in order to achieve the level of
Level”. The “X” is the number for the particular emissions that is desired. To observe the output
cylinder. value of the sensor, use ET to view the “Actual
Oxygen” parameter.
Hydrax actuator’s pressure switch (3) – The Hydrax
actuator has a pressure switch for the oil supply. Inlet manifold air pressure sensor (10) – The sensor
Insufficient oil pressure will activate an engine for inlet manifold air pressure is connected to the
shutdown. To observe the status of the switch, use air inlet manifold. The sensor monitors the absolute
ET to view the “Hydrax Pressure Switch Status”. manifold air pressure. This is the atmospheric
pressure plus the gauge pressure. The information
Inlet air temperature sensor (4) – A sensor for is used by the engine control module to determine
monitoring the air inlet temperature is located in the engine load. To observe the output value of
the elbow before the number one cylinder head. the sensor, use ET to view the “Inlet Manifold Air
Excessive inlet air temperature can activate an Pressure (abs)” parameter.
alarm, a derating, or a shutdown during high load
or low load operation. The trip points for activation Engine oil temperature sensor (11) – An oil
can be programmed with ET. To observe the value temperature sensor measures the engine oil
of the output of the sensor, use ET to view the “Inlet temperature. A high oil temperature will activate
Air Temperature” parameter. an alarm or a shutdown. The trip points can
be programmed with ET. The electronic control
Engine coolant temperature sensor (5) – The module compares the oil temperature to the coolant
temperature sensor is located in the water temperature. An engine oil temperature that is
temperature regulator housing. To monitor the significantly high in comparison to a lower coolant
coolant temperature, the element must be in contact temperature will activate an alarm or a shutdown.
with the coolant. If overheating occurs due to low To observe the output value of the sensor, use ET to
coolant level or no coolant, the sensor will not view the “Engine Oil Temperature” parameter.
function properly. A high coolant temperature will
activate an alarm, a derating, or a shutdown. A low Speed/timing sensor (13) – The engine speed/timing
coolant temperature will only activate an alarm. The sensor is located on the rear end of the left
trip points for the activation can be programmed camshaft. The engine speed/timing sensor provides
with ET. The engine can be restarted after a accurate information to the engine control module
shutdown due to high engine coolant temperature. about the position of the crankshaft and the engine
However, another shutdown will occur after one rpm. The engine control module uses the position of
minute if the temperature remains high. To observe the crankshaft in order to determine ignition timing.
the value of the output of the sensor, use ET to view If an overspeed occurs, the engine control module
the “Engine Coolant Temperature” parameter. shuts down the engine. The speed for the trip point
of the shutdown can be programmed with ET. To
Oil pressure sensors (6) and (7) – The engine oil observe the engine speed in rpm, use ET to view
pressure is measured before the oil filters and the “Engine Speed” parameter.
after the oil filters. An alarm or a shutdown can be
activated by any of the following occurrences: low Thermocouples
filtered oil pressure, low oil filter differential pressure,
and high oil filter differential pressure. The trip point
Thermocouples provide information to the
for the activation of an alarm or a shutdown for oil Integrated Temperature Sensing Module (ITSM).
filter differential pressure can be programmed with
The information is used to monitor engine operation.
ET. To observe the value of the output of the sensor,
The thermocouples also enable alarms and shutoffs
use ET to view the “Engine Oil Pressure” or the to be activated.
“Unfiltered Engine Oil Pressure” parameter.
16
g00789480
Illustration 8
(14) Thermocouple for the temperature of (15) Thermocouple for the temperature of (16) Thermocouples for the temperature of
the cylinder exhaust port the exhaust inlet to the turbocharger the turbocharger exhaust outlet
turbine
Cylinder Exhaust Temperature (14) – Thermocouples Integrated Temperature Sensing Module

measure the exhaust temperatures from the exhaust
port of each cylinder. An alarm or a shutdown
is activated if the exhaust temperature from any
cylinder is too high or if the exhaust temperature
from any cylinder deviates excessively from the
average temperature of all of the cylinders. The trip
points can be programmed with ET. To observe the
value of the output of the thermocouples, use ET to
view the “Cylinder #X Exhaust Port”. The “X” is the
number for the particular cylinder.
Exhaust Inlet to the Turbocharger Turbine (15) – A

thermocouple is mounted at the inlet for the exhaust
gas of each turbocharger turbine. An alarm or a
shutdown is activated if the temperature of the
g00688273
exhaust to the turbine is too high or too low. The Illustration 9
trip points can be programmed with ET. To observe Integrated temperature sensing module
the value of the output of the thermocouples, use
ET to view the “Left Bank Turbine Inlet Temp” or the The integrated temperature sensing module
“Right Bank Turbine Inlet Temp”. monitors thermocouples that are located at the
exhaust port of each cylinder. Thermocouples
Exhaust Outlet from the Turbocharger Turbine (16) – are also mounted at the inlets and outlets to the
A thermocouple is mounted at the outlet for the turbochargers. The temperatures are broadcast
exhaust gas of each turbocharger turbine. An alarm over data links for use with other modules.
or a shutdown is activated if the temperature of the
exhaust from either turbine is too high or too low. The The integrated temperature sensing module
trip points can be programmed with ET. To observe calculates the average temperature for each
the value of the output of the thermocouples, use bank. Event codes are generated if the following
ET to view the “Left Bank Turbine Outlet Temp” or conditions occur:
the “Right Bank Turbine Outlet Temp”.
• The temperature is higher than the limit that is
programmed.
17
• The temperature is lower than the limit that is Detonation sensors monitor the engine for
programmed. excessive detonation. The G3516B Engine has
eight detonation sensors. Each sensor monitors two
• The temperature of a cylinder deviates adjacent cylinders. The sensors generate data on
significantly from the average temperature for all vibration that is processed by the ECM in order to
of the cylinders. determine detonation levels. If detonation reaches
an unacceptable level, the ECM retards the ignition
timing of the affected cylinder or cylinders. If
retarding the timing does not limit detonation to an
Ignition System acceptable level, the ECM shuts down the engine.
The ECM provides extensive diagnostics for the

i01618671
ignition system. The ECM also provides a switch
Ignition System for ignition timing in order to allow operation with
alternate fuels such as propane that require a timing
SMCS Code: 1550 offset.
The engine is equipped with an electronic ignition Ignition Transformers and Spark
system. The system provides dependable firing
and low maintenance. The system provides precise
Plugs
control of the spark and the ignition timing for each
cylinder. Note: Ignition transformers from Electronic Ignition
Systems (EIS) are not interchangeable with the
transformers in this engine.
The ECM provides variable ignition timing that is
sensitive to detonation.
g00719955
Illustration 10
(1) Valve cover
(2) Transformer
(3) Camshaft cover
(4) Ignition harness
Each cylinder has an ignition transformer that is

located under the valve cover for the cylinder. To
initiate combustion, the ECM sends a pulse of
approximately 100 volts to the primary coil of each
ignition transformer at the appropriate time and for
the appropriate duration. The transformers step up
the voltage in order to create a spark across the
spark plug electrode.
18
For spark plugs with a precombustion chamber,

the air/fuel mixture in the cylinder enters holes
(7) in the spark plug’s precombustion chamber
during the compression stroke. The transformer’s
secondary circuit provides an initial 8,000 to
32,000 V to the spark plug in order to initiate
combustion. The air/fuel mixture ignites in the
spark plug’s precombustion chamber. A pattern of
multiple flames exit the spark plug’s precombustion
chamber through the holes in order to ignite the
air/fuel mixture in the cylinder.
The use of the spark plug with a precombustion

chamber is restricted to certain applications. For
information on the applications that can use the
spark plug with a precombustion chamber, refer to
the engine’s Operation and Maintenance Manual.
g00837849
Illustration 12
Conventional spark plug with an adjustable electrode gap
The transformer’s secondary circuit also provides

the voltage for the conventional spark plug with
an adjustable electrode gap. The spark across
the spark plug’s electrode gap directly ignites the
air/fuel mixture in the cylinder.
g00828113
Illustration 11
Ignition transformer and spark plug with a precombustion chamber
(1) Ground spring
Engine Monitoring System
(2) Primary connection
(3) Secondary connection
(4) Extension i01597714
(5) O-ring seal
(6) Spark plug Engine Monitoring System
(7) Hole in the spark plug’s precombustion chamber
SMCS Code: 1900; 1901
Each transformer is grounded to a valve cover
via ground spring (1). The ignition harness is The ECM monitors the operating parameters of
connected to primary connection (2). The positive the engine. The ECM can initiate a warning or a
output from the secondary circuit of the transformer shutdown if a specific engine parameter exceeds
is at secondary connection (3) for the terminal of an acceptable range. Use ET to perform the
the transformer and the terminal of the spark plug. following activities:
The operation of the spark plug depends on the • Select the available responses.
type of spark plug.
• Program the level for monitoring.
• Program delay times for each response.
19
The default settings for the parameters are “Low Oil Filter Differential Pressure”
programmed at the factory. To accommodate unique
applications and sites, the parameters may be The trip point for this parameter is set at the factory.
reprogrammed with ET. The screens of ET provide The trip point cannot be changed. The parameter
guidance for the changing of trip points. cannot be turned off. The parameter is always ON.
If the engine oil filter differential pressure reaches
Note: Some of the parameters are protected by to the trip point, the ECM will generate a warning
factory passwords. Other parameters can be or a shutdown.
changed with customer passwords.
“High Fuel Temperature”
Refer to Troubleshooting, RENR2270 for
programming instructions and for instructions on If the engine oil temperature reaches the trip point,
troubleshooting events. the ECM will generate a warning.
Refer to Operation And Maintenance Manual,
“Engine Features And Controls” for additional
“Low Fuel Pressure”
information on the default settings.
If the fuel pressure reaches the trip point, the ECM
will generate a warning.
Monitoring Parameters
“High Jacket Water to the Engine Oil
“Low System Voltage” Temperature Differential”
The trip point for this parameter is set at the factory. If the differential temperature of the jacket water and
The trip point cannot be changed. If the system the engine oil reaches the trip point, the ECM will
voltage reaches the trip point, the ECM will generate generate a warning or a shutdown.
a warning or a shutdown.
“Low Gas Fuel Differential Pressure”
“High Engine Coolant Temperature”
If the fuel differential pressure reaches the trip point,
If the engine coolant temperature reaches the the ECM will generate a warning.
trip point, the ECM will generate a warning or a
shutdown.
“High Gas Fuel Differential Pressure”
“Low Engine Coolant Temperature” If the fuel differential pressure reaches the trip point,
the ECM will generate a warning.
If the engine coolant temperature reaches the trip
point, the ECM will generate a warning.
“High System Voltage”
“Engine Overspeed” The trip point for this parameter is set at the factory.
The trip point cannot be changed. If the system
If the engine speed reaches the trip point, the ECM voltage reaches the trip point, the ECM will generate
will activate an engine shutdown. A typical trip point a warning or a shutdown.
is 118 percent of the engine’s rated speed.
Trip Points of the Engine Load for High
“High Engine Oil Temperature”
Inlet Air Temperature
If the engine oil temperature reaches the trip point,
the ECM will generate a warning or a shutdown. This feature provides a trip point between high
engine load and low engine load. The trip point
is used for events that involve high inlet air
“High Oil Filter Differential Pressure” temperature. The trip point for the events is based
on the engine load. The possible responses are a
The trip point for this parameter is set at the factory. warning or a shutdown.
The trip point cannot be changed. The parameter
cannot be turned off. The parameter is always ON. If the load is greater than the trip point, the trip point
If the engine oil filter differential pressure reaches for the “High Inlet Air Temperature at High Engine
the trip point, the ECM will generate a warning or Load” event is used for the logging of the high inlet
a shutdown. air temperature.
20
If the load is less than the trip point, the trip point
for the “High Inlet Air Temperature at Low Engine
Load” event is used for the logging of the high inlet
air temperature.
“High Inlet Air Temperature at Low

Engine Load”
The “Service/Configuration” screen of ET defines
the “High Inlet Air Temp Engine Load Set Point”.
The ECM can activate a warning or a shutdown
if the inlet air temperature reaches the trip point
during the low load operation that is defined.
“High Inlet Air Temperature at High

Engine Load”
The “Service/Configuration” screen of ET defines
the “High Inlet Air Temp Engine Load Set Point”.
The ECM can activate a warning or a shutdown
if the inlet air temperature reaches the trip point
during the high load operation that is defined.
“High Fuel Pressure”

The ECM will activate a warning if the fuel pressure
reaches the trip point.
Conditions for Parameters

Some of the programmable parameters are
dependent on the status of an ECM output before
the parameters are allowed to function. Some of
the parameters are allowed to function after the
crank terminate relay has been energized for more
than 30 seconds. Other parameters are allowed to
function after the output for the fuel control relay is
energized. Some parameters are not dependent
upon any conditions.
The conditions are designed to eliminate false

events during start-up if the customer has
programmed a delay time to zero.
If the trip point for a shutdown is programmed to

activate before the trip point for a warning, the
engine will shut down and the warning will not be
activated.
21
Fuel System
i01543027
Fuel System Operation

SMCS Code: 1250
g00667311
Illustration 13
Schematic of the control system for air and fuel
The ECM provides control of the air/fuel mixture for 1. The ECM determines the desired flow rates
performance and efficiency at low emission levels. for the air and the fuel. The flow rates are
The system consists of an electronic fuel metering determined by these factors:
valve, an oxygen sensor, output drivers in the ECM,
and maps in the ECM. The control compensates for • Desired engine speed
changes in the BTU of the fuel in order to maintain
desired emission levels. • Actual engine speed
The following steps describe the basic operation: • Calculated engine load
22
2. The maps of the data for the desired flow of air The aftercooler (3) is located on the top rear of the
and fuel are sent in the form of a PWM signal to engine. The aftercooler (3) has a two-stage core
the fuel metering valve. assembly. Coolant from the jacket water inlet flows
through coolant inlet tube (5). Coolant circulates
3. The fuel flows through the fuel metering valve through the first stage of the aftercooler core.
to the mixer in order to be mixed with air. The coolant then exits the aftercooler through the
The air/fuel mixture is compressed by the coolant outlet tube (2).
turbocharger compressor. The air/fuel mixture
flows through the aftercooler. Inlet air from the compressor side of the
turbocharger (1) flows into the aftercooler housing.
4. The ECM sends a throttle command to the The aftercooler core lowers the temperature of the
hydrax actuator in order to achieve the desired air. The cooler air is directed into the air plenum.
engine speed. The hydrax actuator delivers the The cooler air is directed through the inlet ports of
air/fuel mixture to the cylinders for combustion. the cylinder heads.
5. The ECM monitors the amount of oxygen in the Lowering the temperature of the inlet air will
exhaust gas via the oxygen sensor and oxygen increase the density of the air per volume. The
buffer. The ECM adjusts the signal for the flow of increased inlet air density will result in more efficient
air and fuel in order to achieve the desired level combustion and lower fuel consumption.
of exhaust oxygen.
i01248930
This process is repeated continuously during engine
operation. Exhaust Manifold
SMCS Code: 1059
Air Inlet and Exhaust Dry exhaust manifolds are used on the engine. The
System dry exhaust manifolds provide maximum heat to the
turbine. Soft wrap is used on the exhaust manifolds
in order to protect the wiring and other components
i01248786 from the heat.
Aftercooler NOTICE
The soft wrap must remain on the exhaust manifolds
SMCS Code: 1063 at all times. The soft wrap prevents the wiring from
burning. The soft wrap also prevents the oil lines and
the water lines from heating up.
i01248791
Turbocharger
SMCS Code: 1052
The turbine side of the turbocharger is mounted

to the exhaust manifold. The compressor side of
the turbocharger is connected by pipes to the
aftercooler housing.
g00570498
Illustration 14
(1) Turbocharger
(2) Coolant outlet tube
(3) Aftercooler
(4) Exhaust manifold
(5) Coolant inlet tube
23
i01564608
Exhaust Bypass Valve

SMCS Code: 1057
The exhaust bypass valve controls the flow of

exhaust gas to the turbine wheel in order to maintain
the desired boost pressure.
g00281664
Illustration 15
Turbocharger (typical example)
(1) Compressor wheel
(2) Bearing
(3) Oil inlet
(4) Bearing
(5) Turbine wheel
(6) Exhaust outlet
(7) Air inlet
(8) Coolant passages
(9) Oil outlet g00812962
Illustration 16
(10) Exhaust inlet
Typical example (top view)
(1) Tube from the aftercooler
The exhaust gases go into the exhaust inlet (10) (2) Exhaust bypass valve
of the turbine housing. The gases push the blades (3) Breather
of turbine wheel (5). The turbine wheel and the
compressor wheel turn at speeds up to 90,000 rpm.
Clean air from the air cleaners is pulled through

the compressor housing air inlet (7) by the rotation
of the compressor wheel (1). The action of the
compressor wheel blades causes a compression
of the inlet air. This compression gives the engine
more power because the compression allows the
engine to burn additional fuel with greater efficiency.
The maximum speed of the turbocharger is

controlled by the engine’s electronic control of fuel
delivery. When the engine is operating, the height
above the sea level also controls the maximum
speed of the turbocharger. g00812973
Illustration 17
Section view of an exhaust bypass valve
Bearing (2) and bearing (4) in the turbocharger use
(4) Opening for the tube from the aftercooler
engine oil under pressure for lubrication. The oil is (5) Diaphragm
sent through the oil inlet line to oil inlet (3) at the top. (6) Spring
The oil then goes through passages in the center (7) Adjusting screw
section for lubrication of the bearings. The oil goes (8) Valve
(9) Exhaust gas to the turbocharger
out of oil outlet (9) at the bottom. The oil then goes (10) Exhaust gas to the exhaust elbow
back to the engine block through the drain line. (11) Opening for the breather
The bearing housing in the turbocharger is also Valve (8) is activated directly by a pressure
cooled by the jacket water coolant. Coolant from differential.
the coolant inlet line enters the side of the center
section. The coolant travels through the coolant Atmospheric pressure is exerted through opening
passages (8) in the bearing housing. The coolant (11) for breather (3) on one side of diaphragm (5).
then leaves the turbocharger at the other side of Force from spring (6) is on the same side of the
the center section. diaphragm. The force of the spring is adjusted with
adjusting screw (7).
24
Boost pressure is exerted on the other side of the

diaphragm through opening (4) for tube (1) from
the aftercooler. On the same side of the diaphragm,
exhaust gas exerts pressure on valve (8).
When the force of the spring plus the atmospheric

pressure is overcome by boost pressure, valve (8)
opens in order to divert some exhaust gas (9) from
the turbocharger to the exhaust elbow (10). This
prevents the turbocharger from providing too much
boost pressure.
Excessive boost pressure can result in overloading

of the engine, overheating, detonation, and
turbocharger surge. The amount of exhaust gas to
the turbine wheel is maintained in order to provide
the correct boost pressure. The boost pressure
determines the throttle angle at full load operation.
A throttle angle of approximately 70 degrees is

recommended for full load operation.
Under constant load conditions, the exhaust bypass

valve maintains a stable position.
The exhaust bypass valve is cooled by jacket water

coolant.
g00813876
Illustration 18
i01565999
(1) Rocker arm
(2) Valve bridge
Valve System Components (3) Valve rotator
(4) Valve spring
SMCS Code: 1105 (5) Pushrod
(6) Valve
(7) Valve lifter
The valve system components control the flow of (8) Camshaft lobe
the inlet air and fuel into the cylinders and the flow
of exhaust gas out of the cylinders during engine The crankshaft gear drives the camshaft gears
operation. through idler gears. The camshafts must be timed
to the crankshaft in order to get the correct relation
between the movement of the piston and movement
of the valves.
The camshafts have two camshaft lobes (8) for

each cylinder. As the camshaft turns, the camshaft
lobe causes valve lifter (7) and pushrod (5) to move
up and down.
The pushrod moves rocker arm (1). Movement of

the rocker arm causes valve bridge (2) to move up
and down on a dowel in the cylinder head. This
movement operates valves (6). The valve bridge
enables one rocker arm to operate two valves
simultaneously. There are two inlet valves and two
exhaust valves for each cylinder.
Valve rotator (3) turns the valve during engine

operation. The rotation of the valves keeps the
deposit of carbon on the valves to a minimum. This
provides longer service life for the valves.
25
When valve lifters (6) move downward, valve spring

(4) closes the valve.
Lubrication System
i01566019
Lubrication System
SMCS Code: 1300
g00813899
Illustration 19
Lubrication system schematic (typical example)
(1) Main engine oil gallery (6) Engine oil supply for the turbochargers (12) Bypass valve
(2) Engine oil gallery for the left camshaft (7) Sequence valve (13) Relief valve
(3) Engine oil gallery for the right camshaft (8) Sequence valve (14) Engine oil pump
(4) Engine oil gallery for the piston cooling (9) Adapter (15) Elbow
jets (10) Bypass valve (16) Suction bell
(5) Piston cooling jet (11) Engine oil cooler (17) Engine oil filter housing
26
Engine oil pump (14) has three gears that are driven Clean engine oil from the engine oil filters goes
by the front gear train. The engine oil pump pulls through adapter (9) into the block. Part of the
engine oil from the pan through suction bell (16) engine oil goes to left camshaft oil gallery (2). The
and elbow (15). The suction bell has a screen in remainder of the engine oil goes to main engine
order to strain the engine oil. oil gallery (1).
Relief valve (13) controls the pressure of the engine Engine oil galleries (2) and (3) supply engine oil
oil from the engine oil pump. If the engine oil through drilled passages to the camshaft bearings.
pressure from the pump becomes excessive, the The engine oil circulates around each camshaft
relief valve opens and some of the engine oil returns journal. The engine oil then flows through the
to the engine oil pan. This prevents high pressure cylinder head and the rocker arm housing to the
engine oil from damaging the O-ring seals for the rocker arm shaft. Some of the engine oil lubricates
engine oil cooler and the engine oil filter. the valve stems. The remainder of the engine oil
drains from the cylinder head in order to lubricate
Engine oil cooler (11) reduces the temperature of the push rods, the valve lifters, the camshaft, and
the engine oil. The engine oil cooler has bypass the camshaft bearings.
valve (12) that is designed to open at a differential
pressure of 180 ± 20 kPa (26 ± 3 psi). Engine oil from main engine oil gallery (1) is
supplied to the main bearings through drilled
passages. Drilled holes in the crankshaft supply
engine oil from the main bearings to the connecting
rod bearings. Engine oil from the rear of the main
engine oil gallery goes to the rear of right camshaft
oil gallery (3).
Sequence valves (7) and (8) allow engine oil

from main engine oil gallery (1) to enter engine
oil galleries (4) for piston cooling jets (5). The
sequence valves begin to open at approximately
130 kPa (19 psi). The sequence valves will not allow
engine oil into gallery (4) for the piston cooling jets
until there is pressure in the main engine oil gallery.
This reduces the amount of time that is necessary
g00813914
Illustration 20 for pressure buildup when the engine is started.
(10) Bypass valve This also helps maintain engine oil pressure at idle
(17) Engine oil filter housing speed.
The engine oil filters are located in engine oil filter

housing (17). Bypass valve (10) is located in the
engine oil filter housing.
When the engine is cold, the pressure forces the

bypass valves open. This provides immediate
lubrication to the engine when cold engine oil with
high viscosity causes a restriction.
After the engine warms up, the differential pressure

on the bypass valves decreases and the bypass
valves close. The engine oil flows normally through
the engine oil cooler and through the engine oil filter.
g00813931
The bypass valves will also open if there is a Illustration 21
restriction in the engine oil cooler or the engine oil (5) Piston cooling jet
filter. This allows the engine to be lubricated if the
engine oil cooler is plugged or if the engine oil filter
is dirty.
27
Piston cooling jet (5) is located in the engine block

below each piston. Each piston cooling jet has two
tubes with open ends. One tube distributes engine
oil to an opening in the bottom of the piston for an
engine oil gallery in the piston. This gallery provides
engine oil to a manifold behind the ring band of the
piston. The manifold provides engine oil to a slot
(groove) in the side of both piston pin bores. The
other tube directs engine oil to the center of the
piston. This provides lubrication to the piston pin
and the piston undercrown. This also helps cool
the piston.
g00817733
Illustration 22
Lines for engine oil
(6) Supply line
(18) Drain line
Supply line (6) provides engine oil for lubrication of

the turbocharger bearings. The engine oil flows to
the flywheel housing through drain line (18).
Engine oil is provided to the front and rear gear

groups through drilled passages in the front
housings, the rear housings, and the faces of the
cylinder block. These passages are connected to
engine oil galleries (2) and (3) for the camshafts.
After the oil has completed lubrication, the engine

oil returns to the engine oil pan.
Cooling System
i01599598
Cooling System
SMCS Code: 1350
Note: The following information describes the

cooling system for a cogeneration engine.
28
Jacket Water
g00741075
Illustration 23
(1) Electric water pump (4) Cylinder block (7) Bypass line
(2) Inlet line to engine (5) Inlet line to front of cylinder block
(3) Adapter (6) Return line
29
g00740892
Illustration 24
(8) Coolant line from the customer supplied (11) Coolant line to the customer supplied
heat exchanger or radiator heat exchanger or radiator
(9) Outlet to electric water pump for the (12) Water/air separator
engine (13) Water temperature regulator housing
(10) Heat exchanger (14) Water manifold
30
g00741056
Illustration 25
(15) Engine oil cooler (18) Vent lines (21) Aftercooler
(16) Inlet line to rear of cylinder block (19) Coolant supply line for the wastegate (22) Jacket water line from the aftercooler
(17) Turbocharger (20) Wastegate (23) Jacket water line to the aftercooler
The cooling system uses water pump (1) that is

driven by an electric motor. Coolant from heat
exchanger (10) is pulled into the inlet of the water
pump housing. The coolant is pulled by the rotation
of the water pump impeller. The coolant then flows
through the inlet line to the engine and into adapter
(3). The coolant is divided at the adapter. Part of
the coolant flow is sent through water line (23) to
the first stage of aftercooler (21). Part of the coolant
is sent through inlet line (5) to the front of cylinder
block (4). The other part of the coolant is sent
through engine oil cooler (15) and to the rear of the
cylinder block (16).
g00741105
Illustration 26
(17) Turbocharger
(24) Coolant supply to the turbocharger
(25) Coolant return from the turbocharger
31
Coolant is sent through inlet line (5) to the front of The cooling system is equipped with a heat
cylinder block (4). The coolant is then sent through exchanger for an application that has the CHP
a main distribution gallery to each cylinder water (Combined Heat and Power). Heat exchanger (10)
jacket. The main distribution gallery is located is located at the front of the engine. Water from the
above the main bearing oil gallery. The main bearing customer supplied pump enters the heat exchanger
oil gallery and the water gallery are in the center of through inlet connection (8). Heat is extracted
cylinder block (4). Part of the coolant travels to the from the coolant. The water exits through outlet
back of the cylinder block to an adapter. Coolant connection (11). The water that is customer supplied
flow from the adapter housing is divided. Part of flows in the opposite direction of the coolant flow.
the coolant flows to coolant supply line (19) and
to wastegate (20). The other part of the coolant The water temperature regulator is an important
flow travels through coolant supply lines (24) to part of the cooling system. The water temperature
the housings for the bearings of turbochargers regulator divides the coolant flow between the heat
(17). Vent lines (18) for the turbocharger and the exchanger and the internal bypass of the water
wastegate purge the air out of the cooling system. pump. This division is made in order to maintain
All of the coolant flow is then directed into water the correct temperature.
manifolds (14).
Most of the coolant will take the path of least
The coolant that is sent to engine oil cooler (15) resistance through the bypass when there is no
flows through the engine oil cooler and through the mechanical control. This path will cause the engine
inlet line to the rear of the cylinder block (16) at the to overheat in hot weather. The small amount of
right rear cylinder. The coolant flows to both sides coolant that flows through the radiator is too much
of cylinder block (4) through the rear distribution even in cold weather. The engine will not get to
gallery. The distribution manifolds are connected to normal operating temperatures.
the water jacket of all of the cylinders.
Note: There is no mechanical control of the cooling
The coolant flows upward through the water jacket system if the water temperature regulator is not
and around the cylinder liners from the bottom to the installed in the system.
top. The water jacket is smaller near the top of the
cylinder liners. The temperature is hotter at the top Refer to the Operation and Maintenance Manual for
of the cylinders. This smaller area is referred to as a the required fluid capacity for the cooling system.
shelf. This shelf causes the coolant to flow faster for
cooling of the cylinder liners. The coolant from the
top of the liners flows into the cylinder head. The
Separate Circuit Aftercooler (SCAC)
coolant flows around the hottest parts of the cylinder
head. Coolant then flows to the top of the cylinder
head. The coolant flows outward through an elbow.
An elbow is located at each cylinder head. The
coolant flow is directed through water manifolds
(14) to the water temperature regulator housing (13)
after the coolant cools the engine components.
Water temperature regulator housing (13) is located

at the top front of the engine. The water temperature
regulator housing has an upper section and a
lower section for coolant flow. The engine uses four
temperature regulators. The sensing bulbs of the
four temperature regulators are in the coolant in
the lower section of the housing. Cold coolant is Illustration 27 g00741127
sent through the water temperature regulators to the
(26) Coolant line connection for the separate circuit water system
upper section of the water temperature regulator
to the aftercooler
housing through bypass line (7) and back to the (27) Coolant line connection for the separate circuit water system
inlet of the water pump. from the aftercooler
This cycle is completed before the engine reaches

operating temperatures and the regulators remain
closed. As the temperature of the coolant increases
the regulators start to open and the coolant flow in
bypass line (7) is stopped. Coolant is sent through
coolant return line (6) to water/air separator (12)
then to heat exchanger (10).
32
The second stage of the aftercooler uses a SCAC

(separate circuit aftercooling). The first stage of
the aftercooler is cooled by the jacket water. The
two aftercooling systems are used in order to cool
the inlet air in aftercooler (21). The SCAC coolant
is supplied from a separate heat exchanger or
a separate radiator to the second stage of the
aftercooler. The temperature of the SCAC cooling
system coolant is controlled by a thermostatic valve.
For the cogeneration model, the water temperature
is controlled externally by a heat exchanger by
maintaining the outlet temperature of the steam
system.
An auxiliary water pump or a water pump that

is customer supplied sends water through line
connection (26) to the second stage of the
aftercooler (21). The water flows through the
aftercooler core assembly and flows out of the
aftercooler to line connection (27) to a thermostatic
valve. When the aftercooler water is below operating
temperature the thermostatic valve is closed. This Illustration 28 g00807706
will bypass a heat exchanger that is customer (1) Cylinder liner
supplied or a radiator that is customer supplied. (2) Filler band
The water is bypassed and returned to an auxiliary (3) O-ring seals
water pump or a water pump that is customer (4) Main bearing cap
supplied and returned to the aftercooler. When the (5) Bolt
aftercooler water is up to operating temperature, the
thermostatic valve opens. This will allow the water Cylinder liners (1) can be removed for replacement.
to flow from the aftercooler to a heat exchanger that The top surface of the cylinder block is the seat
is customer supplied or a radiator that is customer for the cylinder liner flange. Engine coolant flows
supplied. The water will then flow back to an around the cylinder liners in order to keep the
auxiliary water pump that is customer supplied and cylinder liners cool. Filler band (2) and three O-ring
returned to the aftercooler. The thermostatic valve seals (3) seal the coolant in the cylinder block.
will be fully open when the water temperature is up
to 32 C (90 F) or 54 C (130 F). This depends on Main bearing caps (4) are fastened to the cylinder
the thermostatic valve that is installed. block with four bolts (5) per cap.
Total system coolant capacity will depend on the

size of the heat exchanger or radiator . Refer to the
Operation and Maintenance Manual for the required
fluid capacity for the cooling system.
Basic Engine
i01553680
Cylinder Block, Liners and

Heads Illustration 29
g00807723
SMCS Code: 1100; 1200 (6) Spacer plate

(7) Gasket
The cylinders in the left side of the block form a 60
degree angle with the cylinders in the right side. The engine has a separate cylinder head for each
cylinder. An aluminum spacer plate (6) and gasket
(7) is between each cylinder head and the cylinder
block. The plate and the gasket accommodate the
thickness of the cylinder liner flange.
33
i01554011
Pistons, Rings and Connecting

Rods
SMCS Code: 1214; 1218
g00807727
Illustration 30
(8) Exhaust valves
(9) Inlet valves
(10) Gasket
(11) Water seals
Each cylinder head has four valves. Two exhaust

valves (8) and two inlet valves (9) are controlled by
a camshaft and pushrods. For information on the
operation of the valves, refer to Systems Operation,
“Valve System Components”. Valve guides are
pressed into the cylinder heads. The spark plug is
located between the four valves.
g00807790
Illustration 32
Another gasket (10) on top of the spacer plate seals
(1) Piston
the oil drain passages between the cylinder head (2) Compression rings
and the spacer plate. After the engine oil lubricates (3) Oil ring
the components in the cylinder head, the engine oil (4) Connecting rod
drains back into the engine block. (5) Piston pin
(6) Pin retainer
(7) Bolt
Coolant is pumped from the cylinder block into the (8) Connecting rod cap
cylinder head through eight water seals (11). The (9) Connecting rod bearing
water seals are the thickness of the two gaskets
and the spacer plate. The coolant exits the cylinder Aluminum pistons (1) have three rings. The rings
head through water passages into the water cooled include two compression rings (2) and one oil
exhaust manifold or the water manifold. ring (3). All the rings are located above the piston
pin bore. The top two compression rings are
rectangular. The oil ring is a three-piece ring. Engine
oil returns to the crankcase through holes in the oil
ring groove.
Note: Earlier designs of the pistons had a cast iron

band for the top two rings in order to help reduce
wear on the compression ring grooves. The newer
design has a band for the top ring only.
The piston is attached to connecting rod (4)

with piston pin (5) and two pin retainers (6). The
connecting rod has a taper on the pin bore end.
This taper gives the connecting rod and the piston
g00807743 more strength in the areas with the most load.
Illustration 31
Four bolts (7), which are set at a small angle, hold
(12) Camshaft cover connecting rod cap (8) to the connecting rod.
(13) Crankcase cover
This design keeps the connecting rod width to a
minimum, so that a larger connecting rod bearing
Camshaft covers (12) allow access to the camshaft (9) can be used and the connecting rod can still be
and valve lifters. Crankcase covers (13) allow removed through the cylinder liner.
access to the crankshaft connecting rods, main
bearings, and piston cooling jets.
34
i01248848 Air/Electric Starting System

Crankshaft
i01432937
SMCS Code: 1202
The crankshaft changes the combustion forces in
the cylinder into usable rotating torque. A vibration SMCS Code: 1450; 1451; 1462
damper is used at the front of the crankshaft in
order to reduce torsional vibrations (twist) that can
cause damage to the engine.
The crankshaft drives a group of gears on the front

and the rear of the engine. The front gear group
drives the engine oil pump, the Hydrax oil pump,
and the accessory drives.
Seals and wear sleeves are used at both ends

of the crankshaft. The seals and wear sleeves
are used for easy replacement and reduction of
maintenance cost. Pressure oil is supplied to all
main bearings through drilled holes in the webs of
the cylinder block. The oil then flows through drilled
g00286817
holes in the crankshaft in order to provide oil to the Illustration 33
connecting rod bearings. The crankshaft is held in Air starting system
place by nine main bearings. A thrust plate at either (1) Air starting motor
side of the center main bearing controls the end (2) Control valve
play of the crankshaft. (3) Wires from the control switch
(4) Air line connection from the relay valve
(5) Relay valve
i01248857
Camshaft
SMCS Code: 1210
There is one camshaft assembly per side. The

camshaft is supported by nine bearings. Each
camshaft is driven by the gears at the rear of the
engine.
As the camshaft turns, each lobe moves a lifter

assembly. There are two lifter assemblies for each
cylinder. Each lifter assembly moves a pushrod
and two valves. The valves can be inlet valves or
exhaust valves. The camshafts must be in time with g00563259
Illustration 34
the crankshaft. The relation of the camshaft lobes to Air starting motor
the crankshaft position causes the valves in each
(6) Air inlet
cylinder to operate at the correct time. (7) Vanes
(8) Rotor
(9) Drive pinion
(10) Reduction gears
(11) Piston
(12) Piston spring
35
Control valve (2) has a solenoid that is operated Uncontrolled electrical circuit paths can result in
electrically from the control switch at the operator’s damage to main bearings, to crankshaft bearing
panel. When the switch is turned to the “MANUAL journal surfaces, and to aluminum components.
START” position, control valve (2) opens in order to Uncontrolled electrical circuit paths can also cause
allow air from the secondary tank through air line electrical activity that may degrade the engine
connection (4) to piston (11) behind the drive shaft. electronics and communications.
This air pressure behind piston (11) puts piston
spring (12) in compression. The spring moves the Ensure that all grounds are secure and free of
drive shaft and drive pinion (9) in order to engage corrosion.
with the flywheel ring gear.
The engine alternator must be grounded to the
After drive pinion (9) is engaged with the ring gear, negative “-” battery terminal with a wire that is
a port is now opened in order to allow the air to adequate to carry the full charging current of the
go through an air line to relay valve (5). This air alternator.
pressure activates relay valve (5). Relay valve (5)
now opens the main supply line from the main For the starting motor, do not attach the battery
reservoir. This allows the large volume of air to pass negative terminal to the engine block.
through air inlet (6) in air starting motor (1). The
air applies pressure against vanes (7) and the air NOTICE
pressure begins to turn rotor (8). The air pressure This engine is equipped with a 24 volt starting system.
exhausts through the outlet at the bottom of air Use only equal voltage for boost starting. The use of
starting motor (1). This air turns rotor (8) which turns a welder or higher voltage will damage the electrical
drive pinion (9) and the engine flywheel through a system.
set of reduction gears (10).
When the engine starts to run, the flywheel will Ground the engine block with a ground strap that
begin to turn faster than drive pinion (9). The design is furnished by the customer. Connect this ground
of the drive shaft for the pinion allows the drive strap to the ground plane.
pinion gear to move away from the flywheel. The
drive pinion gear will disengage from the flywheel. Use a separate ground strap to ground the negative
This prevents damage to air starting motor (1), drive “-” battery terminal for the control system to the
pinion (9) or the flywheel gear. ground plane.
When the engine control senses the crank terminate Disconnect the power when you are working on the
speed, control valve (2) has closed. When the engine’s electronics.
control valve (2) is closed the solenoid has been
deactivated. The air pressure and flow to the piston If rubber couplings are used to connect the steel
is now stopped. Piston spring (12) retracts piston piping of the cooling system and the radiator,
(11), the drive shaft and drive pinion (9). The the piping and the radiator can be electrically
movement of piston (11) now closes the air passage isolated. Ensure that the piping and the radiator are
that activated relay valve (5). Relay valve (5) closes continuously grounded to the engine. Use ground
and relay valve (5) stops the main flow of the air to straps that bypass the rubber couplings.
starting motor rotor (8).
i01394904
Electrical System Alternator

SMCS Code: 1405
i01566987
NOTICE
Grounding Practices Never operate the alternator without the battery in the
circuit. Making or breaking an alternator connection
SMCS Code: 1400 with heavy load on the circuit can cause damage to
the regulator.
Proper grounding is necessary for optimum engine
performance and reliability. Improper grounding will
result in uncontrolled electrical circuit paths and in
unreliable electrical circuit paths.
36
The poles have residual magnetism that produces

a small amount of magnetic lines of force between
the poles. As rotor assembly (7) begins to turn
between field windings (6) and stator windings
(3), a small amount of alternating current (AC) is
produced in stator windings (3). This current is
from the small, magnetic lines of force that are
made by the residual magnetism of the poles. This
alternating current (AC) is changed to a direct
current (DC). The change occurs when the current
passes through the diodes of rectifier bridge (5).
Most of this current completes two functions. The
functions are charging the battery and supplying
the low amperage circuit. The remainder of the
g00285111
current is sent to field windings (6). The DC current
Illustration 35 flow through field windings (6) (wires around an iron
Alternator components (typical example) core) now increases the strength of the magnetic
(1) Regulator lines of force. These stronger lines of force increase
(2) Roller bearing the amount of AC current that is produced in
(3) Stator winding stator windings (3). The increased speed of rotor
(4) Ball bearing
(5) Rectifier bridge assembly (7) also increases the current and voltage
(6) Field winding output of the alternator.
(7) Rotor assembly
(8) Fan Voltage regulator (1) is a solid-state, electronic
switch. The regulator feels the voltage in the system.
The alternator is driven by a belt from an auxiliary The regulator will start and the regulator will stop
drive at the front right corner of the engine. This many times in one second in order to control the
alternator is a three-phase, self-rectifying charging field current to the alternator. The output voltage
unit, and regulator (1) is part of the alternator. from the alternator will now supply the needs of the
battery and the other components in the electrical
This alternator design has no need for slip rings or system. No adjustment can be made in order to
brushes, and the only part that has movement is change the rate of charge on these alternator
rotor assembly (7). All conductors that carry current regulators.
are stationary. The conductors are field winding (6),
stator windings (3), six rectifying diodes, and the
regulator circuit components. i01394925
Rotor assembly (7) has many magnetic poles. Air Starting Solenoid
space is between the opposite poles.
SMCS Code: 1467
A solenoid is an electromagnetic switch that does

two basic operations.
• The solenoid closes the high current starting

motor circuit with a low current start switch circuit.
• The solenoid engages the starter motor pinion

with the ring gear.
37
i01394933
Starting Motor
SMCS Code: 1451
The starting motor is used to turn the engine

flywheel in order to start the engine.
g00285112
Illustration 36
Typical solenoid schematic
The solenoid has windings (one or two sets) around

a hollow cylinder. The cylinder contains a spring
loaded plunger. The plunger can move forward
and backward. When the start switch is closed
and the electricity is sent through the windings, a g00285113
magnetic field is made. The magnetic field pulls the Illustration 37
plunger forward in the cylinder. This moves the shift Cross section of the starting motor (typical example)
lever in order to engage the pinion drive gear with (1) Field winding
the ring gear. The front end of the plunger makes (2) Solenoid
contact across the battery and the motor terminals (3) Clutch
(4) Pinion
of the solenoid. The starting motor begins to turn (5) Commutator
the flywheel of the engine. (6) Brush assembly
(7) Armature
When the start switch is opened, current no longer
flows through the windings. The spring pushes the The starting motor has a solenoid (2). When the
plunger back to the original position. The spring start switch is activated, electricity will flow through
simultaneously moves the pinion gear away from the windings of the solenoid. The solenoid core will
the flywheel. move in order to push pinion (4) with a mechanical
linkage. This will engage with the ring gear on
When two sets of windings in the solenoid are used, the flywheel of the engine. Pinion (4) will engage
the windings are called the hold-in windings and with the ring gear before the electric contacts in
the pull-in windings. Both of the windings have the solenoid (2) close the circuit between the battery
same number of turns around the cylinder. However, and the starting motor. When the circuit between
the pull-in winding uses a wire with a larger diameter the battery and the starting motor is complete,
in order to produce a greater magnetic field. When pinion (4) will turn the engine flywheel. A clutch
the start switch is closed, part of the current flows gives protection to the starting motor. The engine
from the battery through the hold-in windings. The can not turn the starting motor too fast. When the
rest of the current flows through the pull-in windings start switch is released, pinion (4) will move away
to the motor terminal. The current then goes through from the flywheel ring gear.
the motor to the ground. When the solenoid is fully
activated, current is shut off through the pull-in
windings. Only the smaller hold-in windings are
Starting Motor Protection
in operation for the extended period of time. This
The starting motor is protected from damage in two
period of time is the amount of time that is needed
ways:
for the engine to start. The solenoid will now take
less current from the battery. The heat that is made
by the solenoid will be kept at an acceptable level. • The starting motor is protected from engagement
with the engine when the engine is running. The
control feature will not allow the starting motor to
engage if the speed is above 0 rpm.
• The starting motor is protected from continuous

starting. For example, if an operator is holding the
key in the Start position after the engine starts,
the starting motor solenoid will disengage after
engine speed reaches 300 rpm.
38
i01394942
Engine Speed Sensor

SMCS Code: 1907
g00285114
Illustration 38
Schematic of engine speed sensor
(1) Magnetic lines of force
(2) Wire coils
(3) Gap
(4) Pole piece
(5) Flywheel ring gear
The engine speed sensor is a permanent magnet

generator. This engine speed sensor has a single
pole. The engine speed sensor is made of wire coils
(2). The wire coils go around a permanent magnet
pole piece (4).
As the teeth of flywheel ring gear (5) cut through

magnetic lines of force (1) that are generated by
the permanent magnet, an AC voltage is generated
in wire coils (2). The frequency of this voltage is
directly proportional to engine speed.
i01259850
Circuit Breaker
SMCS Code: 1420
The circuit breaker is a switch that opens the battery

circuit if the current in the electrical system goes
higher than the rating of the circuit breaker.
A heat-activated metal disc with a contact point

completes the electric circuit through the circuit
breaker. If the current in the electrical system gets
too high the metal disc will get hot. This heat
causes a distortion of metal disc. The disc opens
the contacts. The disc breaks the circuit.
NOTICE
Find and correct the problem that causes the circuit
breaker to open. This will help prevent damage to the
circuit components from too much current.
39
Testing and Adjusting i01597193
Section Manifold Air Pressure Sensor

SMCS Code: 1917
Electronic Control System Table 3

Tools Needed Quantity
i01598033 1U-5470 Engine Pressure Group 1
General Information Absolute pressure – Absolute pressure is the gauge

(Electronic Control System) pressure plus the local barometric pressure.
SMCS Code: 1901 Gauge pressure – Gauge pressure is the absolute

pressure minus the local barometric pressure.
Certain programmable parameters must be entered
in order for the electronic control system to operate The inlet manifold pressure sensor measures the
properly. Other programmable parameters are absolute inlet manifold air pressure. The EIS control
adjusted according to the customer’s preferences module and the ECM use information from the inlet
for the installation. manifold pressure sensor to calculate the engine
load.
For information on the programmable parameters,
refer to Systems Operation, “Electronic Control To verify that the inlet manifold pressure sensor is
System Parameters”. accurate, use the ET to read the inlet manifold air
pressure when the engine is stopped. The correct
For information on programming the ECM, refer to pressure will be the ambient barometric pressure.
Testing and Adjusting, “Electonic Control Module
(ECM)”.
i01251142
Electronic Control Module

(ECM)
SMCS Code: 1901
The ECM receives input from the following

components: sensors, switches, and the information
that is programmed by the operator.
g00814388
The ECM processes this information in order to fire Illustration 39
the cylinders according to the conditions of the Plugs in the air inlet manifold
engine.
Remove one of the plugs from the air inlet manifold.
These conditions may include the position of the Connect a line from the opening to a pressure
governor, the engine temperatures, and the load. gauge from the 1U-5470 Engine Pressure Group.
Operate the engine under a load. Use ET to read
The ECM is a sealed unit. The ECM contains no the inlet manifold air pressure. Read the pressure
serviceable parts. Refer to Troubleshooting for the gauge from the 1U-5470 Engine Pressure Group
procedures for testing, for programming, and for and add the local barometric pressure to the
replacing the ECM. reading. Compare the calculation to the reading
from ET.
A problem with the primary circuits or the secondary
circuits for the ignition transformer will alert the
operator. This type of problem will also generate
a diagnostic code.
40
i01597258
Detonation Sensor
SMCS Code: 1559
Detonation is engine knock that occurs after the

air/fuel mixture has been ignited by the spark. The
excessive mechanical stress and thermal stress
can reduce the service life of the engine. There are
several possible causes of detonation. Examples are
a rich air/fuel mixture, overload, a high compression
ratio, and high inlet manifold air temperature.
Combustion of the air/fuel mixture prior to the

g00760464
spark is a premature ignition. This is usually Illustration 40
caused by a hot spot in the combustion chamber. (1) Engine speed/timing sensor
Possible sources of premature ignition are an
incorrect spark plug, an incorrectly installed spark 1. Remove engine speed/timing sensor (1). Inspect
plug, and deposits in the combustion chamber. the condition of the end of the magnet. Look for
Detonation can be the result of premature ignition. signs of wear and contaminants.
The premature ignition has the effect of advanced
ignition timing. 2. Clean any debris from the face of the magnet.
Although a sensor may indicate the presence of

detonation, the problem could be a premature
ignition. An indication of detonation can also be
caused by excessive mechanical engine noise.
To avoid detecting vibrations that are not related

to detonation, the ECM only monitors a detonation
sensor when one of the sensor’s cylinders is g00760465
Illustration 41
between top center and 40 degrees after top
center. Therefore, the “Block Tap” method of testing (2) Sliphead
the detonation sensors does not work for the
G3500BEngine. 3. Check the tension of sliphead (2). Gently extend
the sliphead for a minimum of 4 mm (0.16 inch).
For information on testing the detonation sensors, Then push back the sliphead.
refer to Troubleshooting, RENR2270.
When the sliphead has the correct tension, at
least 22 N (5 lb) of force is required to push in
i01597274 the sliphead from the extended position.
Engine Speed/Timing Sensor NOTICE
SMCS Code: 1912 The sliphead must be fully extended when the speed/
timing sensor is installed so that the sensor maintains
If a diagnostic code is generated for the engine contact with the speed-timing wheel. If contact is not
speed/timing sensor, refer to Troubleshooting, maintained, the signal from the sensor will not be gen-
RENR2270. erated.
For proper operation, the condition and installation Do not install the sensor between the teeth of the
of the sensor must be correct. If the condition or speed-timing wheel. Damage to the sensor would re-
the installation of the sensor is suspect, use the sult. Before installing the sensor, ensure that a tooth
following procedure. of the wheel is visible in the mounting hole for the sen-
sor.
4. Install the engine speed/timing sensor.
a. Ensure that a tooth on the speed-timing wheel

is visible in the mounting hole for the sensor.
41
b. Extend sliphead (2) by a minimum of 4 mm

(0.16 inch).
c. Coat the threads of the sensor with 4C-5597

Anti-Seize Compound.
Note: The sliphead is designed to contact a tooth

of the speed-timing wheel. The maximum allowable
gap between the sliphead and the tooth is 0.5 mm
(0.02 inch).
d. Install the sensor. Tighten the locknut to

40 ± 5 N·m (30 ± 4 lb ft).
i01618695
Ignition Transformer
SMCS Code: 1561
The ECM provides extensive diagnostics for the

ignition system. A diagnostic code is generated
if a problem with the primary circuit or the
secondary circuit is detected. For instructions
on troubleshooting the electrical circuit, refer to
Troubleshooting, RENR2270.
If an ignition transformer is suspect, use the g00715304

Illustration 42
following procedure to check the transformer:
(1) Screw
(2) Ground spring
(3) Spacer
(4) Terminal for the spark plug
(5) Extension
Ignition systems can cause electrical shocks. (6) O-ring seal
Avoid contacting the ignition system components
and wiring. 4. Inspect the body of the transformer and ground
spring (2) for corrosion and/or damage. Verify
Do not attempt to remove the valve covers when that screws (1) for the ground spring are secure.
the engine is operating. The transformers are
grounded to the valve covers. Personal injury or Note: Punch through is caused by misfire in the
death may result and the ignition system will be engine that does not generate a diagnostic code.
damaged if the valve covers are removed during
engine operation. The engine will not operate 5. Check the extension near spacer (3) for signs of
without the valve covers. punch through (pin holes) and/or arcing.
1. Turn the engine control switch to the OFF/RESET 6. Inspect O-ring seal (6) inside the extension for
position. Switch the circuit breaker for the engine damage.
OFF.
7. Remove O-ring seal (6). Inspect terminal (4)
2. Remove the valve cover of the suspect cylinder. inside the extension for looseness, corrosion,
and/or damage. Insert an extra spark plug into
the transformer and check for spring pressure
NOTICE of terminal (4).
Pulling on the wiring harness may break the wires. Do
not pull on the wiring harness.
NOTICE
The extension can be scratched and damaged with a
3. Disconnect the ignition harness from the wire brush. Do not use a wire brush on the extension.
transformer. Remove the transformer from the
engine. 8. Clean any deposits from the inside of the
extension. Use a 6V-7093 Brush with isopropyl
alcohol.
42
11. Switch the suspect transformer with a

transformer from a different cylinder that is known
to be good. Install the transformers. Install the
valve covers.
12. Reset the control system. Clear any logged

diagnostic codes.
13. Start the engine and operate the engine in order

to generate a diagnostic code.
If the problem follows the transformer, replace the

transformer. Make sure that you use the correct
transformer for the engine. Reset the control
system. Clear any logged diagnostic codes.
If the problem stays with the cylinder, there is

a problem with the spark plug or the electrical
circuit for the transformer.
For troubleshooting of the electrical circuit, refer

Illustration 43 g00814314 to Troubleshooting, RENR2270.
(1) Screw
(4)
(7)
Terminal connector
+ pin
Spark Plug
(8) - pin
If a diagnostic code is generated for the ignition
9. Measure the voltage of the diode for the primary transformer’s secondary circuit, the spark plug may
circuit. need to be replaced. Misfire and a cold cylinder
are other indications of a worn spark plug. Use ET
to monitor the exhaust port temperatures in order
to locate a cold cylinder.
g00754013 For instructions on inspection and replacement of

Illustration 44
the spark plug, refer to the engine’s Operation and
Symbol for a diode Maintenance Manual.
a. Set the multimeter to the diode scale. Measure
the voltage between positive pin (7) and Spark Plug with a Precombustion
negative pin (8). Chamber
b. Reverse the polarity of the probe and measure
the voltage between the pins again.
For the diode of the primary circuit, the

correct voltage between the positive pin and
the negative pin is approximately 0.450 VDC.
When the polarity is reversed, there is no
reading. g00837850
Illustration 45
Spark plug with a precombustion chamber
10. Measure the resistance of the secondary circuit.
There is virtually no maintenance for the spark plug.
a. Set the multimeter to the 40,000 Ohm scale. The electrode gap is not adjustable. The resistance
Measure the resistance between screw (1) cannot be measured. Unless the holes in the spark
for the ground spring and terminal (4) for the plug’s precombustion chamber become plugged,
spark plug. no cleaning is required.
The correct resistance between the screw for
the ground spring and the terminal for the
spark plug is approximately 20,000 Ohms.
43
Conventional Spark Plug with an

Adjustable Electrode Gap
g00837849
Illustration 46
Conventional spark plug with an adjustable electrode gap
Maintain the conventional spark plug according to

the engine’s Operation and Maintenance Manual.
For the correct spark plug gap, refer to the engine’s
Specifications manual. The resistance can be
measured. For instructions, refer to the engine’s
Troubleshooting manual.
44
Fuel System This software program calculates the fuel’s methane

number.
i01597385 For a detailed explanation of methane numbers,

see Application and Installation Guide, LEKQ7256,
General Information (Fuel “Fuels/Fuel Systems”.
System) Follow the guide for fuel usage that is in the engine’s
SMCS Code: 1250 Engine Performance publication. These publications
are available from your Caterpillar dealer.
The High Heat Value (HHV) is a measurement of
the total heat that is generated by combustion of a For detailed information on gaseous fuels, refer
fuel. When any hydrocarbon is used as a fuel in to Engine Data Sheet, LEKQ3105, “Internal
an internal combustion engine, water is one of the Combustion Engine Fuel Gases”.
products of combustion. The water is converted into
steam before leaving the engine. The conversion For information on acceptable fuels for the engine,
requires heat. The steam removes the heat and the see the engine’s Operation and Maintenance
energy is not used by the engine. The HHV minus Manual.
the heat that is used to vaporize the water equals
the Low Heat Value (LHV) of the fuel. The LHV is The air/fuel ratio is adjusted by using ET to program
used for estimating fuel consumption. the “Desired Oxygen at Full Load”. For information
on the parameter, refer to Systems Operation,
The fuel must be mixed with air in order to produce “Electronic Control System Parameters”.
combustion. The amount of air that is required for
efficient combustion will vary for different types of i01476048
fuels because of the fuels’ different compositions.
For optimum engine operation, the air/fuel ratio Finding the Top Center
must be adjusted properly.
Position for the No. 1 Piston
The fuel’s methane number indicates the tendency
SMCS Code: 1105-531
of the fuel to detonate. Fuel with a low methane
number burns more quickly than fuel with a high Table 4
methane number. Additionally, the heat that is
produced by compression can ignite fuel with a Tools Needed Quantity
low methane number sooner than fuel with a high 9S-9082 Engine Turning Tool 1
methane number. If an engine is using low methane
fuel and the timing is too early, detonation will
occur. To avoid detonation, the engine timing must
be retarded for low methane. The engine may also
need a lower compression ratio.
An engine with a low compression ratio is able

to utilize fuels with low methane. An engine with
a high compression ratio can use a more limited
range of fuels. However, a higher power output and
greater fuel economy can be obtained. Operation
without combustion problems and production of the
required power from the available fuel depends on
the correct engine configuration.
The methane number of any gas (fuel) can be g00284799

Illustration 47
determined with the following method:
Timing bolt location (typical example)
1. Obtain a fuel analysis of the gas. (1) Cover
(2) Timing bolt
(3) Plug
2. Enter the data from the fuel analysis into the
Caterpillar Software Program, LEKQ6378,
1. Remove cover (1) and plug (3) from the right
“Methane Number Program”.
front side of the flywheel housing.
45
i01437613
Camshaft Timing
SMCS Code: 1210
Timing Check
Table 5
9S-9082 Engine Turning Tool 1
g00284800
Illustration 48
Timing bolt installation (typical example)
(2) Timing bolt
(4) 9S-9082 Engine Turning Tool
2. Put timing bolt (2) through the timing hole in

the flywheel housing. Use the 9S-9082 Engine
Turning Tool (4) and a ratchet wrench with a
1/2 inch drive in order to turn the flywheel in
the direction of normal engine rotation. Turn the
flywheel until the timing bolt engages with the
hole in the flywheel.
g00284801
Illustration 49
Note: If the flywheel is turned beyond the point of
Location of timing pins (typical example)
engagement, the flywheel must be turned in the
(1) Timing hole
direction that is opposite of normal engine rotation. (2) Timing pin
Turn the flywheel by approximately 30 degrees.
Then turn the flywheel in the direction of normal
1. Remove rear camshaft covers from both sides
engine rotation until the timing bolt engages with of the engine.
the threaded hole. This procedure will remove the
play from the gears when the No. 1 piston is on the
2. Refer to Testing and Adjusting, “Finding The Top
top center. Center Position For The No. 1 Piston”.
3. Remove the valve cover for the No. 1 cylinder
Note: When the timing bolt is installed in the
head. flywheel, it is not necessary to remove the No. 1
valve cover in order to find the compression stroke.
4. The inlet and exhaust valves for the No. 1
Both rear camshaft covers must be removed in
cylinder are fully closed if the No. 1 piston is on order to check the timing.
the compression stroke and the rocker arms can
be moved by hand. If the rocker arms cannot be
3. When the timing bolt is installed in the flywheel,
moved and the valves are slightly open, the No. 1 look at the rear end of the camshaft. If the
piston is on the exhaust stroke. Find the cylinders
timing ring is visible, then the No. 1 piston is
that need to be checked or adjusted for the on the compression stroke. If the timing ring is
stroke position of the crankshaft after the timing not visible, feel the back of the camshaft for
bolt has been installed in the flywheel. Refer to
the groove. If the groove is at the back of the
Testing And Adjusting, “Crankshaft Position for camshaft, the flywheel must be turned by 360
Fuel Injector Adjustment and Valve Lash Setting”.
degrees in order to put the No. 1 piston on the
compression stroke.
Note: When the actual stroke position is identified
and the other stroke position is needed, remove
the timing bolt from the flywheel. Turn the flywheel
by 360 degrees in the direction of normal engine
rotation.
46
Timing Adjustment
Table 6
9S-9082 Engine Turning Tool 1
1P-0820 Hydraulic Puller 1
8B-7548 Push-Puller Tool Group 1
8B-7559 Adapter 2
5H-1504 Hard Washer 3
9U-6600 Hand Hydraulic Pump 1
g00284802
Illustration 50 Note: Before any timing adjustments are made, the
Installation of timing pins (typical example) timing must be checked first. Make sure that any
(2) Timing pin adjustments are necessary. Refer to “Timing Check”
(3) RH Camshaft for this procedure.
4. When the timing bolt is installed in the flywheel After the timing check procedure is completed, the
and the No. 1 piston is on the compression timing bolt will be engaged in the flywheel with No.
stroke, remove the timing pins (2) from the 1 piston at the top center (TC) position.
storage positions.
5. Install the timing pins (2) through the timing holes

(1) in the engine block. Install the timing pins
(2) into the groove in the camshaft (3) on each
side of the engine. In order to time the engine
correctly, the timing pins must fit into the groove
of each camshaft.
6. If the timing pins (2) do not engage in the

grooves of both camshafts, the engine is not
in time, and one or both camshafts must be
adjusted.
7. Both camshafts are adjusted in the same manner.

g00662258
Refer to “Timing Adjustment” for the procedure Illustration 51
to put the camshafts in time with the crankshaft. Rocker arm shaft assembly
(1) Bolt
(2) Rocker Shaft
NOTICE
If a camshaft is out of time more than 18 degrees
(approximately 1/2 the diameter of timing pin out of 1. Remove all valve covers on the side of the
groove), the valves can make contact with the pistons. engine with the camshaft that needs adjustment.
This will cause damage that will make engine repair Disconnect the primary ignition leads and
necessary. remove the ignition transformers. Loosen the
bolts (1) that hold all of the rocker shafts (2) to
the valve cover bases until all rocker arms are
free from the valves.
Note: The above procedure must be done before

the camshaft drive gear is pulled off the camshaft
taper.
47
g00662269 g00662446
Illustration 52 Illustration 54
Left rear Remove camshaft drive gears.
(3) Cover (A) 1P-0820 Hydraulic Puller
(4) Speed/Timing sensor (12) 4W-4586 Plate
2. Remove the camshaft gear cover (3) on the rear 5. Use tooling (A) to remove the camshaft drive
of the engine. If the left rear camshaft gear must gears (5) and (8) from the camshafts.
be removed, then back out the speed/timing
sensor (4). 6. Install the three 5H-1504 Hard Washers behind
the plate (12). This plate holds the camshaft
drive gear on the camshaft. Install the plate (12)
and the bolt (11) on the camshaft.
NOTICE
Do not apply more than 41,340 kPa (6,000 psi) of pres-
sure to 1P-0820 Hydraulic Puller. 8B-7559 Adapters
are rated at 5 ton each and 1P-0820 Hydraulic Puller
is rated at 17 ton at 68,900 kPa (10,000 psi). If too
much pressure is applied, the gear may be damaged.
7. Use the 8B-7559 Adapter and needed parts

from the 8B-7548 Push-Puller Tool Group
to install the 1P-0820 Hydraulic Puller on
g00662337
Illustration 53 the camshaft drive gear. Apply 41,340 kPa
Rear gear group (6,000 psi) to the puller and tap the screw until
(5) Gear (left camshaft drive) the camshaft drive gear is free of the camshaft
(6) Idler gear taper. Remove the tooling and the camshaft drive
(7) Speed/Timing ring gear from the camshaft.
(8) Gear (right camshaft drive)
(9) Washer
(10) Bolt
(11) Bolt
(12) Plate
3. To remove the left camshaft drive gear, remove

the bolt (10) and the washer (9). Remove the
speed/timing ring (7) from the left camshaft.
4. To remove right camshaft drive gear, remove bolt

(11) and the plate (12) from the right camshaft.
g00662447
Illustration 55
Camshaft timing
(13) Timing pin.
48
8. Remove the timing pins (13) from the storage 13. Remove the timing bolt from the flywheel
position which is located under the rear camshaft housing.
covers on each side of the engine.
14. Install the 5M-6213 Pipe Plug in the flywheel
9. Turn the camshafts until the timing pins (13) can housing timing hole. Remove the engine turning
be installed through timing holes and into the pinion, and install the cover and the gasket.
grooves (slots) in the camshaft.
15. Correctly engage the rocker arms with the
10. Use the following procedure to install the push rods. Tighten the bolts to a torque of
camshaft gears (5) and (8): 120 ± 20 N·m (89 ± 15 lb ft) in order to hold all
of the rocker shafts in position.
a. For correct timing, the timing bolt must be
installed in the flywheel and all gear clearance 16. Make adjustments to the valve lash. Refer to
(backlash) must be removed. Turn the Testing And Adjusting, “Valve Lash Setting” for
camshaft drive gears in the same direction as the correct procedure.
crankshaft rotation and hold in this position.
b. Pin both camshafts and put the camshaft

drive gears in position in line with the idler
gears (6) on each camshaft taper.
Note: Make sure that the gear tapers and the shaft
tapers are clean, dry and free of dirt, rust and
lubricants.
c. Install the Speed/Timing Ring (7), the bolt (10)

and the washer (9) on the left side. Install the
bolt (11) and the plate (12) on the right side
in order to hold the camshaft drive gears to
each camshaft.
d. Remove the camshaft timing pins (13).

Tighten the bolts (10) and (11) to the following
torque 360 ± 40 N·m (26 ± 30 lb ft).
e. Strike the plate (12) or the center of the

Speed/Timing Ring (7). This will seat the gear
on the taper. Then tighten the bolt to a torque
of 360 ± 40 N·m (266 ± 30 lb ft).
Note: If necessary, repeat Step 10.e until the torque

does not change. Make sure that the drive gears
are in full contact with the taper on the camshafts.
f. Verify the crankshaft in relation to the camshaft

by installing the camshaft timing pins (13).
Loosen the bolt (11) and the camshaft drive
gear if the timing pins cannot be installed.
Repeat the installation procedure of the
camshaft drive gear.
11. Install the gasket and the camshaft gear cover

on the rear housing. Use two 3/8 inch by 6 inch
long guide bolts.
12. Remove timing pins (13) from the camshafts.

Install the timing pins (13) in the storage
positions. Install the covers over the camshafts
and timing pins.
49
Air Inlet and Exhaust Exhaust Restriction

System Exhaust restriction (back pressure) is the difference
in the pressure between the exhaust at the outlet
elbow and the atmospheric air pressure.
i01599445
In addition to the loss of efficiency and power,
Restriction of Air Inlet and excessive exhaust restriction will lead to these
Exhaust results: high engine temperatures, reduced service
life of the turbocharger, and early problems with
SMCS Code: 1050-040 inlet and exhaust valves.
The efficiency of the engine and the engine power Use the differential pressure gauge of the 1U-5470
are reduced if there is restriction in the air inlet Engine Pressure Group in order to measure the
and/or the exhaust system. exhaust back pressure.
Inspect the air inlet and exhaust system. Make sure

that there are no obstructions or leaks in the system.
Table 7
Hot engine components can cause injury from
burns. Before performing maintenance on the
Tools Needed Qty engine, allow the engine and the components to
1U-5470 Engine Pressure Group 1 cool.
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.
Connect the pressure port of the differential pressure

gauge to the test location on the exhaust manifold.
The test location may be located anywhere along
the exhaust piping after the turbocharger but before
g00295554
Illustration 56 the muffler. Choose a location that is as close to the
1U-5470 Engine Pressure Group engine as possible. Install the probe into a straight
pipe that is three to five diameters of the pipe away
The 1U-5470 Engine Pressure Group is used to from the last transition.
measure the inlet air restriction and the exhaust
back pressure. The maximum exhaust back pressure is 6.7 kPa
(27 inches of H2O). If the exhaust restriction reaches
this limit, determine the cause of the restriction and
Air Inlet Restriction correct the condition.
Air inlet restriction is the difference in pressure
between the air lines after the air cleaner and the i01597432
atmospheric air pressure.
Measuring Inlet Manifold
Use the differential pressure gauge of the 1U-5470 Temperature
Engine Pressure Group in order to measure the air
inlet restriction. Connect the pressure port of the SMCS Code: 1921-082
differential pressure gauge to the opening for the air
filter service indicator on the air cleaner. Table 8
Tools Needed Qty
For optimum operation, replace the air filter
when the air filter restriction reaches 3 kPa 4C-6500 Digital Thermometer 1
(12 inches of H2O). The maximum air filter restriction
is 3.7 kPa (15 inches of H2O).
50
High inlet manifold air temperature will reduce the The temperatures can be verified with the 4C-6090
power output of the engine. If the temperature is Temperature Selector Group, the 6V-9130
greater than the trip point, the ECM will generate a Temperature Adapter, and the 6V-7070 Digital
warning or a shutdown. Multimeter. Refer to Operating Manual, NEHS0537
for the complete operating instructions for the
Use ET to monitor the inlet manifold air temperature. 4C-6090 Temperature Selector Group.
The temperature can be verified with the 4C-6500
Digital Thermometer.
i01599422
Exhaust Bypass Valve

SMCS Code: 1057
Operation of the exhaust bypass valve can be

checked by measuring the inlet manifold pressure
with ET or the 1U-5470 Engine Pressure Group.
The exhaust bypass valve is preset at the factory.

However, adjustments may be necessary due to the
following circumstances:
• Replacement of the exhaust bypass valve

• Altitude
• Changes in the ambient temperature
Use the following procedure to adjust the exhaust
bypass valve for local conditions.
g00827973
Illustration 57
Top view and right side view of the plug on top of the aftercooler
To measure the inlet manifold air temperature, use

the 4C-6500 Digital Thermometer. Remove the plug
from the top of the aftercooler. Insert a temperature
probe in place of the plug. Measure the temperature
when the engine is operating at full load.
If the inlet manifold air temperature is too high,

inspect the thermostatic valve and the separate
circuit’s cooling system.
i01599418
g00814530
Illustration 58
Measuring Exhaust (1) Plug
Temperature (2) Locknut
(3) Adjusting screw
SMCS Code: 1088-082

1. Remove plug (1) and the seal. Loosen locknut
(2).
Use ET to monitor individual cylinder exhaust
temperatures, the exhaust temperature to the
2. Turn adjusting screw (3) clockwise for
turbocharger, and the exhaust temperature after the
approximately four turns in order to remove the
turbocharger.
function of the exhaust bypass valve. Be careful
not to tighten the screw too far.
3. Adjust the engine according to Special

Instruction, REHS0531, “Initial Start-Up
Procedure for G3516B Engines”.
51
Note: Cylinder pressure is one of the three factors

that help to determine the in-frame overhaul interval.
Refer to Operation and Maintenance Manual,
Work carefully around an engine that is running.
“Overhaul (In-Frame)”.
Engine parts that are hot, or parts that are moving,
can cause personal injury.
If the cylinder pressure has risen by one or more
compression ratios, the engine needs a top end
4. After the desired exhaust emissions are obtained, overhaul in order to remove deposits. Failure to
turn adjusting screw(3) in order to obtain full load remove the deposits will increase the chance for
operation with a throttle angle of approximately detonation. Severe guttering of the valves will occur.
70 degrees.
To measure the cylinder pressure, use the
5. When the operation is satisfactory, tighten 193-5859 Cylinder Pressure Gauge Gp (Gas
locknut (2) to the torque that is listed in the Engine). Use the Special Instruction, NEHS0798
engine’s Specifications. that is included with the gauge. Use the following
guidelines:
6. Install the seal and plug (1).
• Remove all of the spark plugs.
i01599542
• Fully open the throttle plate.
Compression • Minimize the cranking time. This will enable a
SMCS Code: 1215-081 maximum consistent cranking speed for the
check. Also, the battery power will be conserved.
Table 9
Illustration 59 is a graph of typical cylinder pressures
Tools Needed Quantity for engines with different compression ratios.
193-5859 Cylinder Pressure Gauge 1
Gp (Gas Engine)
Cylinder pressure can be measured during

inspection of the spark plugs. The condition of
the following items can be tested by checking the
cylinder pressure: valves, valve seats, pistons,
piston rings, and cylinder liners.
A loss of cylinder pressure or a change of pressure

in one or more cylinders may indicate the following
conditions. These conditions may indicate a
problem with lubrication:
• Excessive deposits
• Guttering of valves
• A broken valve
• A piston ring that sticks
• A broken piston ring
• Worn piston rings
• Worn cylinder liners
g00828960
Illustration 59
Measure the cylinder pressure of an engine after
approximately 250 hours of operation. Record the (Y) Cylinder pressure in kPa
(X) Compression ratio
data. Continue to periodically measure the cylinder (1) Normal range for cylinder pressure
pressure. Comparing the recorded data to the new
data provides information about the condition of
the engine.
52
i01555318
Valve Lash and Valve Bridge

Adjustment
SMCS Code: 1102-036
Valve Lash Check

Measure the valve lash between the rocker arm and
the valve bridge. Perform checks and adjustments
with the engine stopped. The valves must be fully
closed. To determine whether the valves are fully
closed, refer to Testing And Adjusting, “Finding the
g00662524
Top Center Position for the No. 1 Piston” and Testing Illustration 60
And Adjusting, “Crankshaft Position for Valve Lash (1) Valve cover
Setting”. (2) Transformer
(3) Ignition harness
An adjustment is NOT NECESSARY if the valve lash
is within the tolerance that is listed in Table 10. 1. Remove valve cover (1).
Table 10 2. Disconnect ignition harness (3).

Valve Lash Check: Engine Stopped
3. Grasp transformer (2) and pull the transformer
Valves Acceptable Valve Lash Range straight out of the cylinder head.
Inlet 0.43 to 0.58 mm (0.017 to 0.023 inch)
Exhaust 1.19 to 1.35 mm (0.047 to 0.053 inch)
If the measurement is not within tolerance, adjust

the valve bridge and then adjust the valve lash.
Valve Bridge Adjustment

The valve bridge must be adjusted before the valve
lash is adjusted. The valve bridge can be adjusted
without removal of the rocker arms and shafts.
The valves must be fully closed. To determine
whether the valves are fully closed, refer to Testing
g00808424
And Adjusting, “Finding the Top Center Position Illustration 61
for the No. 1 Piston” and Testing And Adjusting, (4) Adjusting screw
“Crankshaft Position for Valve Lash Setting”. (5) Locknut
(6) Valve bridge
(7) Rocker arm
Note: If the cylinder head is disassembled, keep the
bridges with the respective valves. Check that the
bridge dowels are installed to the correct height. 4. Loosen locknut (5) and adjusting screw (4).
Lubricate the bridge dowel, the bore for the bridge
dowel, and the top contact surface of the bridge. 5. Press straight down on rocker arm (7) at the
Install the bridge on the dowel. contact point for valve bridge (6). Turn adjusting
screw (4) clockwise until the screw just contacts
Use the following procedure to adjust the valve the valve stem.
bridges:
6. Tighten adjusting screw (4) for an additional
25 ± 5 degrees in order to straighten the valve
bridge onto the dowel.
7. Hold adjusting screw (4) in position and tighten

locknut (5) to 30 ± 4 N·m (22 ± 3 lb ft).
53
8. Make sure that the valve lash is correct. Refer Table 11

to “Valve Lash Check”. Valve Lash Setting: Engine Stopped
9. Install transformer (2). Valves Gauge Dimension
Inlet 0.51 mm (0.020 inch)
10. Connect ignition harness (3).
Exhaust 1.27 mm (0.050 inch)
11. Install valve cover (1).
6. Hold adjusting screw (3) in place and tighten
Valve Lash Adjustment locknut (4) to a torque of 70 ± 15 N·m
(52 ± 11 lb ft).
The valve bridge must be adjusted before the valve
lash is adjusted. 7. Verify that the setting is correct.
Note: You can use the 147-5482 Valve Lash Gauge 8. Remove the timing bolt from the flywheel
Group to measure the valve lash. You will also need housing. Rotate the crankshaft for 360 degrees.
the 147-2056 Dial Indicator or the 147-5537 Dial Install the timing bolt in the flywheel housing.
Indicator.
9. With the No. 1 piston in the top center of the
1. Ensure that the No. 1 piston is at the top center opposite stroke, perform Steps 2 through 7 for
(TC) position. Refer to Testing And Adjusting, the remaining cylinders.
“Finding the Top Center Position for the No. 1
Piston”. 10. Remove the timing bolt from the flywheel
housing.
2. Work on the appropriate cylinders that are listed
in Testing and Adjusting, “Crankshaft Positions
i01076580
for Valve Lash Setting”.
3. Before you perform any adjustments, use a soft

Crankshaft Position for Valve
hammer to lightly tap each rocker arm at top of Lash Setting
the adjustment screw. This will ensure that the
lifter roller is seated against the camshaft. SMCS Code: 1105; 1202
Engine Rotation
The SAE standard engine crankshaft rotation is
counterclockwise when the crankshaft is viewed
from the flywheel end.
g00808430
Illustration 62
(1) Valve bridge
(2) Rocker arm
(3) Adjusting screw
(4) Locknut
4. Loosen locknut (3) and adjusting screw (4).
5. Insert the appropriate feeler gauge between

rocker arm (2) and the contact surface of valve
bridge (1). Refer to Table 11.
54
Table 12
Standard Rotation (Counterclockwise)
Cylinders To Check/Adjust
Correct Stroke For No.
Engine 1 Piston At Top Center Inlet Valves Exhaust Valves
Position(1)
Compression 1-2-5-7-8-12-13-14 1-2-3-4-5-6-8-9
3516
Exhaust 3-4-6-9-10-11-15-16 7-10-11-12-13-14-15-16
(1) Put the No. 1 Piston at the top center (TC) position and identify the correct stroke. Make reference to Testing And Adjusting, “Finding Top
Center Position For The No 1 Piston”. Find the top center (TC) position for a particular stroke and make the adjustment for the correct
cylinders. Remove the timing bolt. Turn the flywheel by 360 degrees in the direction of normal engine rotation. This will put the No.
1 piston at the top center (TC) position on the other stroke. Install the timing bolt in the flywheel and complete the adjustments for the
cylinders that remain.
55
Lubrication System i01563156
Excessive Engine Oil

i01574160 Consumption - Inspect
General Information SMCS Code: 1348-040
(Lubrication System)
Engine Oil Leaks on the Outside of
SMCS Code: 1300
the Engine
The following problems generally indicate a problem
in the engine’s lubrication system. Check for leakage at the seals at each end of
the crankshaft. Look for leakage at the gasket
• Excessive consumption of engine oil for the engine oil pan and all lubrication system
connections. Look for any engine oil that may be
• Low engine oil pressure leaking from the crankcase breather. This can
be caused by combustion gas leakage around
• High engine oil pressure the pistons. A dirty crankcase breather will cause
high pressure in the crankcase. A dirty crankcase
• Excessive bearing wear breather will cause the gaskets and the seals to
leak.
• Increased engine oil temperature
Engine Oil Leaks into the
i01563191 Combustion Area of the Cylinders
Excessive Bearing Wear - Engine oil that is leaking into the combustion area
Inspect of the cylinders can be the cause of blue smoke.
There are several possible ways for engine oil to
SMCS Code: 1203-040; 1211-040; 1219-040 leak into the combustion area of the cylinders:
When some components of the engine show • Leaks between worn valve guides and valve
bearing wear in a short time, the cause can be a stems
restriction in a passage for engine oil.
• Worn components or damaged components
An indicator for the engine oil pressure may show (pistons, piston rings, or dirty return holes for the
that there is enough engine oil pressure, but a engine oil)
component is worn due to a lack of lubrication. In
such a case, look at the passage for the engine oil • Incorrect installation of the compression ring
supply to the component. A restriction in an engine and/or the intermediate ring
oil supply passage will not allow enough lubrication
to reach a component. This will result in early wear. • Leaks past the seal rings in the impeller end of
the turbocharger shaft
• Overfilling of the crankcase

• Wrong dipstick or guide tube
Excessive consumption of engine oil can also result
if engine oil with the wrong viscosity is used. Engine
oil with a thin viscosity can be caused by fuel
leakage into the crankcase or by increased engine
temperature.
56
i01563198
Increased Engine Oil

Temperature - Inspect
SMCS Code: 1348-040
If the engine oil temperature is higher than normal,

the engine oil cooler may have a restriction. Look
for a restriction in the passages for engine oil in the
engine oil cooler. The engine oil pressure will not
decrease just because the engine oil cooler has a
restriction.
Determine if the engine oil cooler bypass valve is Illustration 63 g00284796

held in the open position. This condition will allow
1U-5470 Engine Pressure Group
the engine oil through the valve instead of the
engine oil cooler. The engine oil temperature will (1) Pressure indicators
(2) Zero adjustment screw
increase. (3) Pressure indicator
(4) Pressure tap
Make sure that the cooling system is operating (5) Pressure indicator
properly. A high coolant temperature in the engine
oil cooler will cause high engine oil temperature. The 1U-5470 Engine Pressure Group can be used
in order to measure the pressure in the system. This
tool group has a gauge in order to read pressure
i01251593
in the oil manifold. For more information, refer to
Measuring Engine Oil Pressure Special Instruction, SEHS8524.
SMCS Code: 1304-081 The ET service tool can also be used to measure
the oil pressure in the system.
Table 13
1U-5470 Engine Pressure Group 1
ET Service Tool 1
An oil pressure gauge that has a defect can give an

indication of low oil pressure or high oil pressure.
g00322890
Illustration 64
Oil gallery plug (typical example)
(6) Oil gallery plug
Work carefully around an engine that is running.

Engine parts that are hot, or parts that are moving,
can cause personal injury.
57
Oil pressure to the camshaft and main bearings Piston Cooling Jets
should be checked on each side of the cylinder
block at the oil gallery plug (6). With the engine at When the engine is operating, piston cooling jets
operating temperature, the minimum oil pressure direct oil toward the bottom of the piston in order to
at full load rpm should be approximately 280 kPa cool the piston. This also provides lubrication for the
(40 psi). Minimum oil pressure at low idle rpm piston pin. If a jet is broken, plugged, or installed
should be approximately 140 kPa (20 psi). incorrectly, a seizure of the piston will occur quickly.
Indicators For Oil Pressure Oil Pressure Is High

An oil pressure indicator that has a defect or a Oil pressure will be high if the bypass valve for the
sender that has a defect can give an indication of a oil pump can not move from the closed position.
low oil pressure or a high oil pressure.
i01437621
The 1U-5470 Engine Pressure Group or the ET
service tool can be used in order to make a
comparison with the engine oil pressure gauge on
Measuring Hydrax Oil Pressure
the instrument panel. (Adjustment Procedure)
SMCS Code: 1908-082-PX
Oil Pressure Is Low
Table 14
Crankcase Oil Level Tools Needed Quantity
Check the level of the oil in the crankcase. Add oil 6V-0852 Dust Cap 1
if oil is needed. It is possible for the oil level to be 1
5E-4852 Relief Valve
too far below the oil pump supply tube. This will
cause the oil pump not to have the ability to supply 1U-5481 Pressure Gauge Group 1
enough lubrication to the engine components. 8T-0849 Pressure Gauge 1
6V-3965 Fitting 1
The Oil Pump Does Not Work Correctly 1U-5482 Pressure Adapter Group 1
6V-3990 Coupler 1
The inlet screen of the supply tube for the oil pump 6V-4143 Coupler 1
can have a restriction. This restriction will cause 6V-4144 Coupler 1
cavitation and a loss of oil pressure. Air leakage 6V-3965 Fitting 1
in the supply side of the oil pump will also cause
cavitation and loss of oil pressure. If the bypass The 1U-5481 Pressure Gauge Group can be used
valve for the oil pump is held in the open position, to MEASURE the pressure in the system. The
the lubrication system can not reach the maximum 1U-5482 Pressure Adapter Group can be used to
pressure. Oil pump gears that have too much wear ADJUST the pressure in the system.
will cause a reduction in oil pressure.
Oil Filter Bypass Valve

If the bypass valve for one or more of the oil filters
is held in the open position due to a restriction,
a reduction in the oil pressure can be the result.
Remove each bypass valve and clean each bypass
valve in order to correct this problem. You must
also clean each bypass valve bore. Install new
Caterpillar oil filters. New filters will prevent more
debris from causing this problem.
Too Much Clearance At Engine Bearings

Or Open Lubrication System
Components that are worn and components that
have too much bearing clearance can cause low oil
pressure. Low oil pressure can also be caused by
an oil line or an oil passage that is open, broken, or
disconnected.
58
g00684378
Illustration 65
(1) Dust cap (2) Pressure fitting (3) Relief valve
g00684383 g00684377
Illustration 66 Illustration 67
1. Remove the dust cap (1) from the fitting (2). 3. Loosen the locknut (5) at the end of the relief
valve (3).
2. Use the pressure gauge and the proper coupler
in order to connect the pressure gauge to the 4. Start the engine.
pressure fitting (2). Refer to table 14 for the
correct coupler. 5. Use an allen wrench in order to set the pressure
to 1380 ± 70 kPa (200.2 ± 10.2 psi).
Turn the screw (4) clockwise in order to

increase the pressure and turn the screw (4)
counterclockwise in order to decrease the
pressure.
59
6. Tighten the locknut (5) and disconnect the

pressure gauge.
7. Replace the dust cap (1) on top of the pressure

fitting (2).
8. Stop the engine.

60
Cooling System • Overheating

• Coolant loss
i01411133
• Overcooling
General Information (Cooling
System) If the cooling system is not properly maintained,
solids such as scale and deposits reduce the ability
SMCS Code: 1350 of the cooling system to transfer heat. The engine
operating temperature will increase.
This engine has a pressure type cooling system. A
pressure type cooling system has two advantages. Coolant can be lost by leaks. Overheated coolant
can be lost through the cooling system’s pressure
relief valve. Lower coolant levels contribute to
• The pressure helps prevent cavitation. additional overheating. Overheating can result in
conditions such as cracking of the cylinder head
• The risk of boiling is reduced. and piston seizure.
Cavitation occurs when mechanical forces cause
the formation of air bubbles in the coolant. The Overcooling is the result of coolant that bypasses
bubbles can form on the cylinder liners. Collapsing the water temperature regulators and flows
bubbles can remove the oxide film from the directly to the radiator or heat exchanger. Low
cylinder liner. This allows corrosion and pitting load operation in low ambient temperatures can
to occur. If the pressure of the cooling system is cause overcooling. Overcooling is caused by
low, the concentration of bubbles increases. The water temperature regulators that remain open.
concentration of bubbles is reduced in a pressure Overcooling enables the formation of sludge in the
type cooling system. crankcase and carbon deposits on the valves.
The boiling point is affected by three factors: If a problem with the cooling system is suspected,
pressure, altitude, and concentration of glycol in the perform a visual inspection before you perform any
coolant. The boiling point of a liquid is increased by tests on the system.
pressure. The boiling point of a liquid is decreased
by a higher altitude. Illustration 68 shows the effects i01263861
of pressure and altitude on the boiling point of water.
Visual Inspection
SMCS Code: 1350-535
Cooling systems that are not regularly inspected are

the cause for increased engine temperatures. Make
a visual inspection of the cooling system before a
test is made with test equipment.
1. Check the coolant level in the cooling system.

Read the two indicators for the coolant level in
the top of the radiator.
2. Look for leaks in the system.

g00286266
Illustration 68 3. Look for bent core fins or trash between the
folded cores of the radiator. Be sure that air flow
The boiling point of the coolant also depends on the through the radiator does not have a restriction.
type of coolant and the concentration of glycol. A
greater concentration of glycol has a higher boiling 4. Check for damage to the fan blades.
temperature. However, glycol transfers heat less
effectively than water. Because of the boiling point
and the efficiency of heat transfer, the concentration
of glycol is important.
Three basic problems can be associated with the

cooling system:
61
Personal injury can result from escaping fluid un-

der pressure.
If a pressure indication is shown on the indicator,

push the release valve in order to relieve pressure
before removing any hose from the radiator.
5. After the engine is cool, remove the filler cap

slowly. This will allow any pressure out of the
cooling system. Inspect the filler cap and the
surface that seals the cap. This surface must be
clean and the seal must not be damaged. g00286267
Illustration 69
6. Check the pressure relief valve. Relief pressure 4C-6500 Digital Thermometer
of the valve is 105 to 125 kPa (15 to 18 psi).
The 4C-6500 Digital Thermometer is used in the
7. Look for air or combustion gas in the cooling diagnosis of overheating conditions or overcooling
system. problems. This group can be used to check
temperatures in several different parts of the cooling
system. Refer to the testing procedure in the
i01279097 Operating Manual, NEHS0554.
Test Tools for the Cooling
System
SMCS Code: 0781; 1350
Table 15
4C-6500 Digital Thermometer 1
8T-2700 Blowby/Air Flow Indicator 1
9U-7400 Multitach 1
9S-8140 Pressurizing Pump 1
g00286269
Illustration 70
8T-2700 Blowby/Air Flow Indicator
Making contact with a running engine can cause The 8T-2700 Blowby/Air Flow Indicator is used to
burns from hot parts and can cause injury from check the air flow through the radiator core. Refer
rotating parts. to the testing procedure in Special Instruction,
SEHS8712.
contact with hot parts and rotating parts.
g00286276
Illustration 71
9U-7400 Multitach
62
The 9U-7400 Multitach is used to check the fan

speed. Refer to the testing procedure in Operator
Manual, NEHS0605.
g00439083
Illustration 73
1U-7297 Coolant/Battery Tester or 1U-7298 Coolant/Battery
Tester
g00286369
Illustration 72
9S-8140 Pressurizing Pump Check the coolant frequently in cold weather
for the proper protection against freezing. Use
The 9S-8140 Pressurizing Pump is used to test either the 1U-7297 Coolant/Battery Tester (Degree
pressure caps. The 9S-8140 Pressurizing Pump Fahrenheit) or the 1U-7298 Coolant/Battery Tester
is used to pressure check the cooling system for (Degree Celsius) in order to ensure adequate freeze
leaks. protection. The testers are identical except for the
temperature scale. The testers give immediate,
accurate readings. The testers can be used
for antifreeze/coolants that contain ethylene or
propylene glycol. Instructions are provided with the
Steam or hot coolant can cause severe burns. testers.
Do not loosen the filler cap or the pressure cap on
a hot engine. Making the Correct Antifreeze
Mixtures
Allow the engine to cool before removing the filler
cap or the pressure cap. Adding pure antifreeze as a makeup solution for
the cooling system top-off is an unacceptable
practice. Adding pure antifreeze increases the
i01597927 concentration of antifreeze in the cooling system.
This increases the concentration of the dissolved
Testing the Cooling System solids and the undissolved chemical inhibitors in
the cooling system. Add the antifreeze and water
SMCS Code: 1350-081 mixture in the same concentration as your cooling
system. Table 17 lists protection from freezing and
Testing for Freeze Protection the corresponding concentrations of antifreeze and
water. For more information, refer to Operation and
Table 16 Maintenance Manual, “Coolant Specifications”.
Tools Needed Qty
1U-7297 Coolant/Battery Tester (1) 1
1U-7298 Coolant/Battery Tester (1) 1
(1) Either tester may be used.
63
Table 17 Testing the Filler Cap

Freeze Protection and Antifreeze Concentration
Table 19
(Ethylene Glycol)
Tools Needed Qty
Freeze Protection Concentration
30% antifreeze and
−15 C (5 F)
70% water
40% antifreeze and
−23 C (−10 F)
60% water
50% antifreeze and
−36 C (−33 F)
50% water
60% antifreeze and
−51 C (−60 F)
40% water
Testing the Supplemental Coolant

Additive and the Glycol
Table 18
g00286369
Tools Needed Qty Illustration 75
9S-8140 Pressurizing Pump
8T-5296 Coolant Conditioner Test Kit 1
The 9S-8140 Pressurizing Pump is used to test the
cooling system for leaks. The pump can also be
used to test the filler cap, the pressure relief valve,
and the pressure gauge.
One cause for a pressure loss from the cooling

system can be a damaged seal on the radiator filler
cap.
g00768793
Illustration 74
8T-5296 Coolant Conditioner Test Kit
The 8T-5296 Coolant Conditioner Test Kit is

used to measure the concentration of Caterpillar
Supplemental Coolant Additive and the range
of ethylene glycol. Insufficient concentrations or
excessive concentrations can lead to engine
g00296067
damage. Instructions are provided with the kit. Illustration 76
Typical cross section of a filler cap
Note: The 8T-5296 Coolant Conditioner Test Kit (1) Sealing surface of both filler cap and radiator
tests the concentration of nitrites in the coolant.
Some types of coolant additives have phosphates
rather than nitrites. If the additive in the cooling
system has phosphates, test the coolant according
to the instructions that are provided by the OEM
of the additive.
64
If the cooling system is not filled to the proper

level or if the system is filled too quickly, air can
be trapped in the system. Leaks from components
Personal injury can result from hot coolant, steam
such as aftercoolers and hoses can allow air to
and alkali.
enter the system. The inlet of the water pump is a
potential location for the entry of air.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
To help prevent air from entering the cooling system,
to heaters or the engine contain hot coolant or
fill the system slowly. Make sure that all of the hoses
steam. Any contact can cause severe burns.
and pipe connections are secure.
Remove filler cap slowly to relieve pressure only
If the cylinder head is loose or cracked, exhaust
when engine is stopped and radiator cap is cool
gas can enter the cooling system. Exhaust gas
enough to touch with your bare hand.
can also enter the cooling system through internal
cracks and/or defects in the cylinder head gasket.
Cooling System Conditioner contains alkali. Avoid
contact with skin and eyes.
Air and/or exhaust gas in the cooling system can
cause overheating. Use the following test to check
To check for the amount of pressure that opens the for the presence of air and/or exhaust gas in the
filler cap, use the following procedure: coolant.
1. After the engine cools, carefully loosen the filler 1. Make sure that the cooling system is filled to the
cap in order to release the pressure from the proper level.
cooling system. Remove the filler cap.
2. Carefully inspect the filler cap. Look for any

damage to the seals and to the sealing surface.
Remove any deposits that are found.
If the filler cap is damaged, obtain a new cap.
3. Install the filler cap on the 9S-8140 Pressurizing

Pump.
The opening pressure for the filler cap’s pressure

relief valve is stamped on the filler cap.
4. Apply pressure to the filler cap. Compare the

gauge reading with the opening pressure that is
listed on the filler cap.
If the cap cannot sustain the correct pressure,

obtain a new cap.
g00769076
Illustration 77
If the filler cap’s pressure relief valve does not
open within approximately 7 kPa (1 psi) of the 2. Remove the plug from the radiator. Install a hose
pressure that is stamped on the filler cap, obtain into the hole for the plug.
a new cap.
3. Fill a glass container with water and place the
Testing for Air and/or Exhaust Gas other end of the hose into the container.
in the Coolant 4. Start the engine. Operate the engine until normal
operating temperature is reached.
Air and/or exhaust gas in the coolant causes
foaming and aeration. Bubbles in the cooling
5. Observe the end of the hose in the glass
system reduce the heat transfer and the pump flow.
container.
Pockets of air or gas can prevent coolant from
contacting parts of the engine. The pockets allow
A bubble may rise occasionally from the hose.
hot spots to develop.
This is normal.
65
If a stream of bubbles rise from the hose, air Testing the Water Temperature
and/or exhaust gas in the coolant is indicated.
Gauge
Testing The Radiator And Cooling Table 21
System For Leaks Tools Needed Quantity

4C-6500 Digital Thermometer (1) 1
Table 20
2F-7112 Thermometer (1) 1
Tools Needed Qty
(1) Either thermometer may be used.
The 4C-6500 Digital Thermometer is used in the
Use the following procedure in order to check the diagnosis of overheating conditions and overcooling
cooling system for leaks: conditions. This group can be used to check
temperatures in several different parts of the cooling
system. The Operating Manual, NEHS0554 is
provided with the thermometer.
Personal injury can result from hot coolant, steam Check the accuracy of the water temperature
and alkali. indicator or water temperature sensor if you find
either of the following conditions:
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
to heaters or the engine contain hot coolant or
• The engine runs at a temperature that is too hot,
but a normal temperature is indicated. A loss of
steam. Any contact can cause severe burns. coolant is found.
Remove filler cap slowly to relieve pressure only
when engine is stopped and radiator cap is cool
• The engine runs at a normal temperature, but a
hot temperature is indicated. No loss of coolant
enough to touch with your bare hand. is found.
Cooling System Conditioner contains alkali. Avoid
contact with skin and eyes.
1. After the engine cools, carefully loosen the filler der pressure.
cap in order to release the pressure from the
cooling system. Remove the filler cap. If a pressure indication is shown on the indicator,
2. Ensure that the radiator is filled to the correct before removing any hose from the radiator.
level.
3. Install the 9S-8140 Pressurizing Pump onto the

radiator’s filler tube.
Making contact with a running engine can cause
4. Increase the pressure reading on the gauge to burns from hot parts and can cause injury from
20 kPa (3 psi) more than the pressure on the rotating parts.
filler cap.
5. Inspect the radiator, all connection points, and contact with hot parts and rotating parts.
the hoses for leaks.
If no leaks are found and the gauge reading

remains steady for a minimum of five minutes, the
cooling system is not leaking.
If leaking is observed and/or the gauge reading

decreases, make repairs, as needed.
66
1. Remove the water temperature regulator from

the engine.
2. Heat water in a pan until the temperature is

92 C (197 F).
3. Hang the water temperature regulator in the pan

of water. The water temperature regulator must
be below the surface of the water and away from
the sides and the bottom of the pan.
4. Keep the water at the correct temperature for

ten minutes.
g00743844
5. After ten minutes, remove the water temperature
Illustration 78 regulator. Immediately measure the opening in
Typical example the water temperature regulator.
(1) Water manifold assembly
(2) Plugs If the opening agrees with the distance that is
specified in the engine’s Specifications manual,
1. Remove one plug (2) from water manifold the water temperature regulator is operating
assembly (1). Install a probe for the thermometer properly.
into the opening.
If the distance is less than the distance specified
Note: A temperature indicator of known accuracy in the engine’s Specifications manual, obtain a
can also be used for this test. new water temperature regulator.
2. Start the engine. Run the engine until the Refer to Specifications, “Water Temperature
temperature reaches the desired range Regulator”.
according to the test thermometer.
If necessary, place a cover over part of the Testing the Radiator

radiator in order to cause a restriction of the Table 22
airflow.
3. Compare the reading on the water temperature 8T-2700 Blowby/Air Flow Indicator 1
gauge with the reading on the test thermometer.
9U-7400 Multitach 1
If the readings are within the tolerance for the
range of the water temperature gauge, the The 8T-2700 Blowby/Airflow Indicator is used to
gauge is OK. check the airflow through the radiator core. The
indicator can also be used to check different areas
If the readings are not within the tolerance for the of the core in order to locate plugged areas.
range of the water temperature gauge, obtain
a new gauge. It is normal for air flow to be five times greater at
the center and the edges.
Testing the Water Temperature
For instructions, see Special Instruction, SEHS8712,
Regulator “Using the 8T-2700 Blowby/Air Flow Indicator”.
If the air flow is not restricted, check the fan speed.
Personal injury can result from escaping fluid un- The 9U-7400 Multitach Tool Group is used to
der pressure. check the fan speed. For instructions, see the
Operating Manual, NEHS0605 that is supplied with
If a pressure indication is shown on the indicator, the multitach.
67
i01501582 Start and run the engine until the temperature

reaches the desired range according to the test
Coolant Temperature Sensor - thermometer. If necessary, put a cover over part of
Test the radiator and cause a restriction of the coolant
flow. The reading on the water temperature indicator
SMCS Code: 7453-081 should agree with the test thermometer within the
tolerance range of the water temperature indicator.
Table 23
4C-6500 Digital Thermometer 1
or
2F-7112 Thermometer 1
6B-5072 Terminal Bushing 1
g00769081
Illustration 79
Test location
(1) Plug
Check the accuracy of the water temperature

regulator if either of the conditions that follow are
found:
1. A normal temperature is indicated, but the

engine is too hot. A loss of coolant is found.
2. A hot temperature is indicated, but there is no

loss of coolant.

der pressure.
If a pressure indication is shown on the indicator,

Remove plug (1). Install the 4C-6500 Digital

Thermometer or the 2F-7112 Thermometer.
Also install the 6B-5072 Terminal Bushing. A
temperature indicator of known accuracy can also
be used to make this check.
68
Basic Engine Main Bearings

Main bearings are available with a larger outside
i01251748 diameter than the original size bearings. These
bearings are available for the cylinder blocks with
Cylinder Block the main bearing bore that is made larger than the
bores’ original size. The size that is available has a
SMCS Code: 1201-040 0.63 mm (0.025 inch) outside diameter that is larger
than the original size bearings.
If the main bearing caps are installed without
bearings, the bore in the block for the main bearings
can be checked. Tighten the nuts that hold the caps i01574170
to the torque that is shown in the Specifications.
Alignment error in the bores must not be more Cylinder Liner Projection
than 0.08 mm (0.003 inch). Refer to the Special
Instruction, SMHS7606 for the correct procedure SMCS Code: 1216-082
for using the 1P-4000 Line Boring Tool Group Table 24
for the alignment of the main bearing bores. The
1P-3537 Dial Bore Gauge Group can be used to Tools Needed Quantity
check the size of the bores. The Special Instruction, 8B-7548 Push-Puller Tool Group 1
GMGO0981 is with the group.
3H-0465 Push-Puller Plate 2
8F-6123 Bolt 2
Washer (3/4 inch Copper) 4
0S-1575 Bolt 4
8T-0455 Liner Projection Tool Group 1
1. Make sure that the top surface of the cylinder

block, the cylinder liner bores, the cylinder liner
flanges, and the spacer plates are clean and dry.
g00285686
Illustration 80
1P-3537 Dial Bore Gauge Group
Piston Rings
The 4C-4519 Piston Ring Groove Gauge is
available for checking the top piston ring groove
with straight sides. Refer to Guideline For Reusable
Parts, SEBF8049, “Pistons”.
Connecting Rod Bearings

The connecting rod bearings fit tightly in the bore
in the rod. If the bearing joints are fretted, check
the bore size. This can be an indication of wear
because of a loose fit.
g00285687
Connecting rod bearings are available with 0.63 mm Illustration 81
(0.025 inch) and 1.27 mm (0.050 inch) smaller Measuring the cylinder liner projection
inside diameter than the original size bearing. These (1) 3H-0465 Push-Puller Plate
bearings are for crankshafts that have been ground. (2) Dial Indicator
(3) 1P-2402 Gauge Body
(4) 0S-1575 Bolt
(5) Spacer plate
(6) 8B-7548 Push-Puller Tool Group
69
2. Install a new gasket and spacer plate (5) on the i01479093

cylinder block.
Flywheel - Inspect
3. Install the cylinder liners in the cylinder block
without seals or bands. SMCS Code: 1156-040
Table 25
4. Hold spacer plate (5) and the cylinder liner in
position according to the following procedure: Tools Needed
Part
a. Install four 0S-1575 Bolts (4) and the copper Part Name Quantity
Number
washers around each cylinder liner. Tighten
the bolts evenly to a torque of 95 N·m 8T-5096 Dial Indicator Group 1
(70 lb ft).
b. Install the following components: 8B-7548 Face Runout (Axial Eccentricity) Of

Push-Puller Tool Group (6), 3H-0465 The Flywheel
Push-Puller Plate (1), and two 8F-6123 Bolts.
Ensure that 8B-7548 Push-Puller Tool Group
(6) is in position at the center of the cylinder
liner. Ensure that the surface of the cylinder
liner is clean. Tighten the bolts evenly to a
torque of 70 N·m (50 lb ft).
c. Check the distance from the bottom edge of

8B-7548 Push-Puller Tool Group (6) to the top
edge of spacer plate (5). The vertical distance
from both ends of the 8B-7548 Push-Puller
Tool Group must be equal.
5. Use 8T-0455 Liner Projection Tool Group (6) to

measure the cylinder liner projection.
6. Mount dial indicator (2) in 1P-2402 Gauge Body

(3). Use the back of the 1P-5507 Gauge Block
to zero dial indicator (2).
7. The cylinder liner projection must be

0.059 to 0.199 mm (0.0023 to 0.0078 inch).
g00286049
Make the measurement to the outer flange of the Illustration 82
cylinder liner. Do not make the measurement to Checking face runout of the flywheel
the inner ring. The maximum allowable difference
between the high measurements and the low 1. Refer to illustration 82 and install the dial
measurements at four places around each indicator. Always put a force on the crankshaft
cylinder liner is 0.05 mm (0.002 inch). in the same direction before the dial indicator
is read. This will remove any crankshaft end
Note: If the cylinder liner projection is not within clearance.
specifications, turn the cylinder liner to a different
position within the bore. Measure the projection 2. Set the dial indicator to read 0.0 mm (0.00 inch).
again. If the cylinder liner projection is not within
specifications, move the cylinder liner to a different 3. Turn the flywheel at intervals of 90 degrees and
bore. Inspect the top face of the cylinder block. read the dial indicator.
Note: When the cylinder liner projection is correct, 4. Take the measurements at all four points. Find
put a temporary mark on the cylinder liner and the difference between the lower measurements
the spacer plate. Be sure to identify the particular and the higher measurements. This value is the
cylinder liner with the corresponding cylinder. When runout. The maximum permissible face runout
the seals and the filler band are installed, install the (axial eccentricity) of the flywheel must not
cylinder liner in the marked position. exceed 0.15 mm (0.006 inch).
70
Bore Runout (Radial Eccentricity)

Of The Flywheel
g00286058
Illustration 84
Flywheel clutch pilot bearing bore
5. Take the measurements at all four points. Find

the difference between the lower measurements
and the higher measurements. This value is the
runout. The maximum permissible pilot bore
runout of the flywheel must not exceed 0.13 mm
(0.005 inch).
g00286054
Illustration 83
Checking bore runout of the flywheel i01563287
(1) 7H-1945 Holding Rod
(2) 7H-1645 Holding Rod Flywheel Housing - Inspect
(3) 7H-1942 Dial Indicator
(4) 7H-1940 Universal Attachment
SMCS Code: 1157-040
1. Install the 7H-1942 Dial Indicator (3). Make an Table 26
adjustment of the 7H-1940 Universal Attachment
(4) so that the dial indicator makes contact on Tools Needed Quantity
the flywheel. 8T-5096 Dial Indicator Group 1
2. Set the dial indicator to read 0.0 mm (0.00 inch).

Face Runout (Axial Eccentricity) Of
3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator.
The Flywheel Housing
4. Take the measurements at all four points. Find
the difference between the lower measurements
and the higher measurements. This value is the
runout. The maximum permissible bore runout
(radial eccentricity) of the flywheel must not
exceed 0.15 mm (0.006 inch).
g00285931
Illustration 85
Checking face runout of the flywheel housing
71
If you use any other method except the method that 1. Fasten a dial indicator to the flywheel so the anvil
is given here, always remember that the bearing of the dial indicator will contact the bore of the
clearance must be removed in order to receive the flywheel housing.
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.
g00285936
Illustration 88
2. While the dial indicator is in the position at

location (C) adjust the dial indicator to 0.0 mm
(0.00 inch). Push the crankshaft upward against
the top of the bearing. Refer to the illustration
88. Write the measurement for bearing clearance
on line 1 in column (C).
g00285932
Illustration 86
Checking face runout of the flywheel housing Note: Write the measurements for the dial indicator
with the correct notations. This notation is necessary
3. Turn the flywheel while the dial indicator is set at for making the calculations in the chart correctly.
0.0 mm (0.00 inch) at location (A). Read the dial
indicator at locations (B), (C) and (D). 3. Divide the measurement from Step 2 by two.
Write this number on line 1 in columns (B) and
4. The difference between the lower measurements (D).
and the higher measurements that are performed
at all four points must not be more than 0.38 mm 4. Turn the flywheel in order to put the dial indicator
(0.015 inch), which is the maximum permissible at position (A). Adjust the dial indicator to 0.0 mm
face runout (axial eccentricity) of the flywheel (0.00 inch).
housing.
Bore Runout (Radial Eccentricity)

Of The Flywheel Housing
g00285932
Illustration 89
Checking bore runout of the flywheel housing
5. Turn the flywheel counterclockwise in order to

put the dial indicator at position (B). Write the
g00285934
Illustration 87 measurements in the chart.
Checking bore runout of the flywheel housing
6. Turn the flywheel counterclockwise in order to
put the dial indicator at position (C). Write the
measurement in the chart.
72
7. Turn the flywheel counterclockwise in order to The damper is mounted to the crankshaft on the
put the dial indicator at position (D). Write the front of the engine. Damage to the failure or failure
measurement in the chart. of the damper will increase vibrations. The increase
in vibrations will result in damage to the crankshaft
8. Add the lines together in each column. and to other engine components. A deteriorating
damper will cause more gear train noise at variable
9. Subtract the smaller number from the larger points in the speed range.
number in column B and column D. Place this
number on line III. The result is the horizontal A damper that is hot may be the result of
eccentricity (out of round). Line III in column C is excessive friction. This could be due to excessive
the vertical eccentricity. torsional vibration or misalignment. Use an infrared
thermometer to monitor the temperature of the
damper during operation. If the temperature reaches
100 C (212 F), consult your Caterpillar dealer.
Inspect the damper for evidence of dents, cracks,

and leaks of the fluid.
If a fluid leak is found, determine the type of fluid.

The fluid in the damper is silicone. Silicone is
transparent, smooth, and viscous. It is difficult to
remove silicone from most surfaces.
If the fluid leak is engine oil, inspect the crankshaft

seals for leaks. If a leak is observed, replace the
crankshaft seals.
Inspect the damper. Repair the damper or replace

the damper for any of the following reasons:
• The damper is dented, cracked, or leaking.
Illustration 90
g00286046 • The paint on the damper is discolored from heat.
Graph for total eccentricity
• The engine has had a failure because of a broken
(1) Total vertical eccentricity crankshaft.
(2) Total horizontal eccentricity
(3) Acceptable value
(4) Unacceptable value • Analysis of the engine oil has revealed that the
front main bearing is badly worn.
10. On the graph for total eccentricity, find the point
of intersection of the lines for vertical eccentricity • There is a large amount of gear train wear that is
and horizontal eccentricity. not caused by a lack of engine oil.
11. The bore is in alignment, if the point of For instructions on repairing the damper, refer to
intersection is in the range that is marked Guide for Reusable Parts, SEBF8152, “Procedures
“Acceptable”. If the point of intersection is in to Rebuild Vibration Dampers 3600 Family of
the range that is marked “Not acceptable”, the Engines”. The tools and instructions in the guide for
flywheel housing must be changed. reusable parts are appropriate for G3500 Engines.
i01564729
Vibration Damper - Check

SMCS Code: 1205-535
The crankshaft vibration damper limits the torsional

vibration of the crankshaft. The visconic damper
has a weight that is located inside a fluid filled case.
73
Air/Electric Starting System 2. Check the electrical system by disconnecting the

leads from the control valve (1) at connector (2).
Set the multimeter in the “DCV” range. Measure
i01433812 voltage across the disconnected leads that
connect to the starting switch.
General Information
(Air/Electric Starting System) a. A voltage reading shows that the problem is in
the control valve (2) or the air starting motor.
SMCS Code: 1450 Go to Step 2 of Air Side Of The Air System.
This starting system uses an electric solenoid b. A “ZERO” reading shows that the problem is
to position an air valve in order to activate the in the control switch or the problem is in the
air starting motor. If the starting motor does not wires for the control switch.
function, do the procedure that follows:
3. Fasten the multimeter lead to the start switch at
1. Check the indicator reading for the air pressure. the terminal for the wire from the battery. Fasten
the other lead to a good ground.
2. If the reading is not acceptable then use a
remote source to charge the system. a. A “ZERO” reading indicates a broken circuit
from the battery. With this condition, check
3. If the reading is acceptable then open the the circuit breaker and wiring.
main tank drain valve for a moment. Verify the
pressure that is shown on the pressure indicator. b. The problem is in the control switch if either a
Listen for the sound of the high pressure from voltage reading is found at the control switch
the discharge. or if a voltage reading is found in the wires
from the control switch to the control valve.
Electrical Side Of The Air System Air Side Of The Air System
1. Move the start control switch in order to activate
the starting solenoids. Listen for the sound of the
engagement of the air starter motor pinion with
the flywheel gear.
a. If the sound of the engagement can be heard,

the problem is with the Air Side Of The Air
System. Proceed to the Air Side Of The Air
System.
b. If no sound of the engagement can be heard,

the problem could be with the Electrical Side
Of The Air System.
g00286937
Illustration 92
Air starting system (typical example)
(1) Control valve
(2) Connector
(3) Connection
(4) Air hose
(5) Relay valve
1. Activate the control switch. If the engagement

of the air starter motor pinion with the flywheel
ring gear can be heard then remove the small air
hose (4) from the top of the relay valve (5).
g00286936 a. Full air pressure comes from the end of the air
Illustration 91 hose (4) when the control switch is activated.
Control valve (typical example) The relay valve (5) is worn or the air starting
(1) Control valve motor is damaged.
(2) Connector
74
b. If no air pressure comes from the end of the

air hose (4), then the problem is in the pinion
nose housing for the air starting motor.
2. The sound of the air starter motor pinion is

not heard when the control switch is activated.
Voltage was measured at the control valve.
Remove the other small air hose from the
connection (3).
a. If no air comes from the end of the removed

air hose, the control valve (1) is worn.
b. If the air comes from the end of the removed

hose, then the problem is in the pinion nose
housing for the air starting motor.
75
Electrical System The 4C-4911 Battery Load Tester is a portable unit

in a metal case. The 4C-4911 Battery Load Tester
can be used under field conditions and under high
i01252070 temperatures. The tester can be used to load test
all 6, 8, and 12 Volt batteries. This tester has two
Test Tools for the Electrical heavy-duty load cables that can easily be fastened
System to the battery terminals. A load adjustment knob is
located on the top of the tester. The load adjustment
SMCS Code: 0785 knob permits the current that is being drawn from
the battery to be adjusted to a maximum of 1000
Table 27 amperes. The tester is cooled by an internal fan that
is automatically activated when a load is applied.
4C-4911 Battery Load Tester 1 The tester has a built-in LCD. The LCD is a digital
voltmeter. The LCD is a digital meter that will
8T-0900 Ammeter 1 also display the amperage. The digital voltmeter
9U-7330 Multimeter 1 accurately measures the battery voltage at the
battery. This measurement is taken through tracer
163-0096 Diagnostic and Calibration Tool 1 wires that are buried inside the load cables. The
digital meter, that displays the amperage, accurately
Most of the tests of the electrical system can be displays the current that is being drawn from the
done on the engine. The wiring insulation must be battery which is being tested.
in good condition. The wire and cable connections
must be clean and tight. The battery must be fully Note: Refer to Operating Manual, SEHS9249 for
charged. If the on-engine test shows a defect in a more complete information for the use of the
component, remove the component for more testing. 4C-4911 Battery Load Tester.
The service manual Testing And Adjusting

Electrical Components, REG00636 has complete
specifications and procedures for the components
of the starting circuit and the charging circuit.
g00293221
Illustration 94
8T-0900 Ammeter
The 8T-0900 Ammeter is a completely portable,

self-contained instrument that allows electrical
current measurements to be made without breaking
the circuit or without disturbing the insulation on
the conductors. A digital display is located on the
ammeter for reading current directly in a range
from 1 to 1200 amperes. If a 6V-6014 Cable is
connected between this ammeter and one of the
g00283565 digital multimeters, current reading of less than 1
Illustration 93
amperes can be read directly from the screen of
4C-4911 Battery Load Tester the multimeter.
76
A lever is used to open the jaws over the conductor i01305428

up to a diameter of 19 mm (0.75 inch). The spring
loaded jaws are then closed around the conductor Battery
for the measurement of current. A trigger switch that
can be locked on the ON or OFF position is used SMCS Code: 1401-081
to turn on the ammeter. When the turn-on trigger is
released, the last current is held on the display for
five seconds. This allows accurate measurements
to be taken in limited access areas. In these areas, Never disconnect any charging unit circuit or bat-
the digital display is not visible to the operator. tery circuit cable from the battery when the charg-
A zero control is provided for DC operation. The ing unit is operated. A spark can cause an explo-
power for the ammeter is supplied by the batteries sion from the flammable vapor mixture of hydro-
which are located inside the handle. gen and oxygen that is released from the elec-
trolyte through the battery outlets. Injury to per-
Note: Refer to Special Instruction, SEHS8420 for sonnel can be the result.
more complete information for the use of the
8T-0900 Ammeter.
The battery circuit is an electrical load on the
charging unit. The load is variable because of the
condition of the charge in the battery.
NOTICE
The charging unit will be damaged if the connections
between the battery and the charging unit are broken
while in operation. Damage occurs because the load
from the battery is lost and because there is an in-
crease in charging voltage. High voltage will damage
the charging unit, the regulator, and other electrical
components.
Use the 4C-4911 Battery Load Tester in order to

g00293224
Illustration 95 test a battery that does not maintain a charge when
9U-7330 Multimeter the battery is active. Refer to Operating Manual,
SEHS9249 for detailed instruction on the use of
The 9U-7330 Multimeter is a portable instrument the 4C-4911 Battery Load Tester. See Special
with a digital display. This multimeter is built Instruction, SEHS7633 for the correct procedure
with extra protection against damage in field and for the specifications to use when you test the
applications. The multimeter can display Pulse batteries.
Width Modulation (PWM). The 9U-7330 Multimeter
has an instant ohms indicator that permits the
checking of continuity for fast circuit inspection. The
multimeter can also be used for troubleshooting
capacitors that have small values.
Note: Refer to Special Instruction for complete

information for the use of the 9U-7330 Multimeter.
The Special Instruction is packaged with the unit.
77
Index Section
Index
A Engine Design ......................................................... 4
Engine Monitoring System .................................... 18
Aftercooler ............................................................. 22 Monitoring Parameters....................................... 19
Air Inlet and Exhaust System .......................... 22, 49 Engine Sensors ..................................................... 13
Air/Electric Starting System............................. 34, 73 Thermocouples .................................................. 15
Alternator............................................................... 35 Engine Speed Sensor............................................ 38
Engine Speed/Timing Sensor................................ 40
Excessive Bearing Wear - Inspect......................... 55
B Excessive Engine Oil Consumption - Inspect ........ 55
Engine Oil Leaks into the Combustion Area of the
Basic Engine.................................................... 32, 68 Cylinders .......................................................... 55
Battery ................................................................... 76 Engine Oil Leaks on the Outside of the Engine.. 55
Exhaust Bypass Valve ..................................... 23, 50
Exhaust Manifold ................................................... 22
C
Camshaft ............................................................... 34 F
Camshaft Timing ................................................... 45
Timing Adjustment ............................................. 46 Finding the Top Center Position for the No. 1
Timing Check ..................................................... 45 Piston................................................................... 44
Circuit Breaker....................................................... 38 Flywheel - Inspect.................................................. 69
Compression ......................................................... 51 Bore Runout (Radial Eccentricity) Of The
Coolant Temperature Sensor - Test....................... 67 Flywheel ........................................................... 70
Cooling System ............................................... 27, 60 Face Runout (Axial Eccentricity) Of The
Jacket Water ...................................................... 28 Flywheel ........................................................... 69
Separate Circuit Aftercooler (SCAC) ................. 31 Flywheel Housing - Inspect ................................... 70
Crankshaft ............................................................. 34 Bore Runout (Radial Eccentricity) Of The Flywheel
Crankshaft Position for Valve Lash Setting............ 53 Housing ............................................................ 71
Engine Rotation ................................................. 53 Face Runout (Axial Eccentricity) Of The Flywheel
Cylinder Block........................................................ 68 Housing ............................................................ 70
Connecting Rod Bearings.................................. 68 Fuel System..................................................... 21, 44
Main Bearings .................................................... 68 Fuel System Operation.......................................... 21
Piston Rings....................................................... 68
Cylinder Block, Liners and Heads ......................... 32
Cylinder Liner Projection ....................................... 68 G
General Information (Air/Electric Starting

D System)................................................................ 73
Air Side Of The Air System ................................ 73
Detonation Sensor................................................. 40 Electrical Side Of The Air System...................... 73
General Information (Cooling System) .................. 60
General Information (Electronic Control System) .. 39
E General Information (Fuel System) ....................... 44
General Information (Lubrication System)............. 55
Electrical System............................................. 35, 75 Grounding Practices .............................................. 35
Electronic Control Module (ECM) ...................... 7, 39
Electronic Control System ................................. 5, 39
Electronic Control System Operation ...................... 5 I
Customer Communication Module (CCM) ........... 7
Electronic Technician (ET) ................................... 7 Ignition System ...................................................... 17
Engine Speed Governing..................................... 6 Ignition Transformers and Spark Plugs .............. 17
Integrated Temperature Sensing Module (ITSM).. 6 Ignition Transformer............................................... 41
Electronic Control System Parameters.................... 8 Spark Plug ......................................................... 42
Air/Fuel Ratio Control........................................... 9 Important Safety Information ................................... 2
Information for the ECM ....................................... 8 Increased Engine Oil Temperature - Inspect ......... 56
“Monitoring and Protection” ............................... 13
Override Parameters.......................................... 13
Speed Control .................................................... 10 L
Start/Stop Control Parameters........................... 12
Timing Control...................................................... 9 Lubrication System .......................................... 25, 55
78
Index Section
M Valve System Components ................................... 24

Vibration Damper - Check ..................................... 72
Manifold Air Pressure Sensor ................................ 39 Visual Inspection ................................................... 60
Measuring Engine Oil Pressure............................. 56
Indicators For Oil Pressure ................................ 57
Oil Pressure Is High ........................................... 57
Oil Pressure Is Low............................................ 57
Measuring Exhaust Temperature........................... 50
Measuring Hydrax Oil Pressure (Adjustment
Procedure) ........................................................... 57
Measuring Inlet Manifold Temperature .................. 49
Pistons, Rings and Connecting Rods .................... 33
Restriction of Air Inlet and Exhaust ....................... 49

Air Inlet Restriction............................................. 49
Exhaust Restriction............................................ 49
Starting Motor........................................................ 37
Starting Motor Protection ................................... 37
Starting Solenoid ................................................... 36
Systems Operation Section ..................................... 4
Table of Contents..................................................... 3
Test Tools for the Cooling System ......................... 61
Test Tools for the Electrical System....................... 75
Testing and Adjusting Section ............................... 39
Testing the Cooling System ................................... 62
Making the Correct Antifreeze Mixtures............. 62
Testing for Air and/or Exhaust Gas in the
Coolant............................................................. 64
Testing for Freeze Protection ............................. 62
Testing the Filler Cap ......................................... 63
Testing the Radiator ........................................... 66
Testing The Radiator And Cooling System For
Leaks................................................................ 65
Testing the Supplemental Coolant Additive and the
Glycol ............................................................... 63
Testing the Water Temperature Gauge .............. 65
Testing the Water Temperature Regulator ......... 66
Turbocharger ......................................................... 22
Valve Lash and Valve Bridge Adjustment .............. 52

Valve Bridge Adjustment .................................... 52
Valve Lash Adjustment ...................................... 53
Valve Lash Check .............................................. 52
79
Index Section
©2001 Caterpillar
All Rights Reserved Printed in U.S.A.

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Important Safety Information

The meaning of this safety alert symbol is as follows:

When replacement parts are required for this

Failure to heed this warning can lead to prema-

Table of Contents Fuel System

Testing and Adjusting Section

Number and arrangement of cylinders .... 60 degree

Valves per cylinder ................................................. 4

Bore ............................................ 170 mm (6.7 inch)

Stroke .......................................... 190 mm (7.5 inch)

Combustion ......................................... Spark ignited

When the crankshaft is viewed from the flywheel

Standard rotation CCW .......... 1, 2, 5, 6, 3, 4, 9, 10,

Inlet ........................................ 0.51 mm (0.020 inch)

Exhaust .................................. 1.27 mm (0.050 inch)

Electronic Control System

Electronic Control System

• Engine speed governing For information on air/fuel ratio control, refer to

Engine Speed Governing

The ECM issues a throttle command that represents

Desired engine speed is determined by the status

The integrated temperature sensing module

• Temperature of the cylinder exhaust port i01597560

• Temperature of the turbocharger inlet Electronic Control Module

Electronic Technician (ET)

• Monitoring engine operation ECM in the engine mounted terminal box

When the programmable logic determines that it is

The engine has an energize-to-run type of gas

For more information on programmable parameters, (Table 1, contd)

i01597593 “Governor Proportional Gain”

1. Use ET and select the “Service/Configuration” “Desired Timing”

“Total Tattletale” Air/Fuel Ratio Control

“Gas Specific Gravity” “Air/Fuel Ratio Integral Gain”

Engine Speed Droop This parameter is based on a derivative multiplier

“Auxiliary Integral Governor Gain 1” “Engine Cooldown Duration”

“Driven Equipment Delay Time” Examples of the Settings for Start-up

“Engine Speed Drop Time” i01597630

“Monitoring and Protection”

“Requested Detonation Derate

The functions of the sensors are described below.

Engine coolant pump pressure switch (inlet) (1) – A

Cylinder Exhaust Temperature (14) – Thermocouples Integrated Temperature Sensing Module

Exhaust Inlet to the Turbocharger Turbine (15) – A

The ECM provides extensive diagnostics for the

Each cylinder has an ignition transformer that is

For spark plugs with a precombustion chamber,

The use of the spark plug with a precombustion

The transformer’s secondary circuit also provides

“High Inlet Air Temperature at Low

“High Inlet Air Temperature at High

“High Fuel Pressure”

Conditions for Parameters

The conditions are designed to eliminate false

If the trip point for a shutdown is programmed to

Fuel System Operation

The turbine side of the turbocharger is mounted