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RENR9338

July 2006

Systems Operation

Testing and AdjustingPreliminary Information

C175-16 Generator Set Engine

WYB1-Up (Generator Set)

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i01658146

Important Safety InformationMost accidents that involve product operation, maintenance and repair are caused by failure to observebasic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardoussituations before an accident occurs. A person must be alert to potential hazards. This person should alsohave the necessary training, skills and tools to perform these functions properly.

Improper operation, lubrication, maintenance or repair of this product can be dangerous andcould result in injury or death.

Do not operate or perform any lubrication, maintenance or repair on this product, until you haveread 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 warningsare 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 asDANGER, 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 pictoriallypresented.

Operations that may cause product damage are identified by NOTICE labels on the product and inthis 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 Caterpillaris used, you must satisfy yourself that it is safe for you and for others. You should also ensure thatthe product will not be damaged or be made unsafe by the operation, lubrication, maintenance orrepair procedures that you choose.

The information, specifications, and illustrations in this publication are on the basis of information thatwas 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 canaffect the service that is given to the product. Obtain the complete and most current information before youstart any job. Caterpillar dealers have the most current information available.

When replacement parts are required for thisproduct Caterpillar recommends using Caterpil-lar replacement parts or parts with equivalentspecifications 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 ordeath.

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RENR9338 3Table of Contents

Table of Contents

Systems Operation Section

Engine OperationEther Control System .............................................. 4Cold Cylinder Cutout ............................................... 4

Electronic Control SystemElectronic Control System Components ................. 4Cat Data Link .......................................................... 4CAN Data Link ........................................................ 5Electronic Control Module (ECM) .......................... 5100 Hour Free Configuration on Engine Start-up ... 7

Engine Monitoring SystemEngine Monitoring System ..................................... 7Histogramming ........................................................ 7Fuel Rate Scaling (Fuel Correction Factor) ............ 7

ECM Total Fuel Consumption Adjustment .............. 7ECM Hour Increment Adjustment ........................... 8

Fuel SystemFuel System Operation ........................................... 9Fuel Injector ......................................................... 10

Air Inlet and Exhaust SystemAir Inlet and Exhaust System Operation ................ 11Aftercooler ........................................................... 12Valve Mechanism .................................................. 12Turbocharger ....................................................... 13

Lubrication System

Lubrication System Operation .............................. 14

Cooling SystemCooling System Operation .................................... 17

Basic EngineCylinder Block, Liners and Heads ......................... 20Pistons, Rings and Connecting Rods .................. 20Crankshaft ........................................................... 21Camshaft ............................................................. 22

Air Starting SystemAir Starting System .............................................. 22

Electrical SystemElectrical System Operation ................................. 23Grounding Practices ............................................ 23Charging System ................................................. 24Starting System ................................................... 24Circuit Breaker ..................................................... 25

Testing and Adjusting Section

Fuel SystemFuel System Inspection ........................................ 26Checking Engine Cylinders ................................... 26Checking Engine Cylinders with an Electronic Service

Tool ..................................................................... 26

Fuel Injector E-trim ............................................... 27Engine Rotation .................................................... 27Finding the Top Center Position for the No. 1

Piston .................................................................. 27Crankshaft Position for Valve Lash Setting ........... 29

Air Inlet and Exhaust System

Restriction ofAir Inlet and Exhaust ....................... 30Measuring Inlet Manifold Pressure ....................... 30Measuring Exhaust Temperature .......................... 30Crankcase Pressure ............................................. 31Valve Lash - Adjust ............................................... 31

Lubrication SystemGeneral Information (Lubrication System) ............ 34Engine Oil Pressure - Test .................................... 34Excessive Bearing Wear - Inspect ........................ 35Excessive Engine Oil Consumption - Inspect ....... 35Increased Engine Oil Temperature - Inspect ........ 36Engine Oil Pressure is Low ................................... 36Engine Oil Pressure is High .................................. 37

Indicators for Engine Oil Pressure ........................ 37

Cooling SystemGeneral Information (Cooling System) ................. 38Visual Inspection ................................................... 38Test Tools for the Cooling System ........................ 40Radiator and Cooling System - Test ..................... 41Coolant Temperature Sensor - Test ...................... 42Water Temperature Regulator - Test ..................... 43

Basic EngineConnecting Rod Bearings ..................................... 44Main Bearings ....................................................... 44Cylinder Block ....................................................... 44

Cylinder Head ....................................................... 44Flywheel - Inspect ................................................. 45Flywheel Housing - Inspect ................................... 46Vibration Damper .................................................. 48

Air/Electric Starting SystemGeneral Information (Air/Electric Starting

System) ............................................................... 49

Electrical SystemTest Tools for the Electrical System ...................... 51Battery .................................................................. 52Charging System .................................................. 52

Alternator Regulator .............................................. 53

Electric Starting System ........................................ 53Pinion Clearance Adjustment ............................... 54

Index Section

Index ..................................................................... 56

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4 RENR9338Systems Operation Section

Systems Operation Section

Engine Operation

i02585992

Ether Control System

SMCS Code: 1456

NOTICEExcessive ether (starting fluid) can cause piston andring damage. Use ether for cold weather starting pur-poses only.

Ether can be automatically injected during crankingby the Electronic Control Module (ECM). A switch

input allows the operator to manually inject ether.

The ECM automatically injects ether into the air inletmanifold when the following conditions are met:

The ether control parameter is programmed toON.

The engine rpm is between 0 and 1200 rpm.

The jacket water coolant temperature or the inletmanifold temperature sensor is below the set point.

The duration of ether injection varies linearly with the

jacket water coolant temperature.

For troubleshooting, an override is available for thetechnician to actuate the ether system. By usingCaterpillar Electronic Technician (ET), ether injectioncan be started and stopped. The ether solenoid willremain energized until any of the following conditionsoccur:

Engine speed appears.

The override for the service tool is used toterminate injection.

The technician exits the override feature of theservice tool.

i02566139

Cold Cylinder Cutout

SMCS Code: 1901

During a cold start or extended periods at low idle,

the engine ECM will automatically turn off the leftbank of cylinders. This strategy improves enginestarting. This strategy reduces the following: whitesmoke, the use of ether injection, and warm-up time.

Electronic Control System

i02344775

Electronic Control SystemComponents

SMCS Code: 1901

The electronic control system includes the followingmajor components:

Temperature sensors

Pressure sensors

Electronic control module (ECM)

Wiring harness

Engine speed/timing sensor

Flash file (software)

The electronic control system is integrally designedinto the engine fuel system in order to electronicallycontrol the fuel delivery and the injection timing.The ECM provides increased control of timing incomparison to the conventional mechanical engine.Injection timing is achieved by precise control of theinjector firing time. The engine speed is controlledby adjusting the firing duration. The ECM energizesthe fuel injector solenoids in order to start injectionof fuel. Refer to System Operations, Fuel System

Operation for a complete explanation of the fuelinjection process.

i02302331

Cat Data Link

SMCS Code: 1901

The engine incorporates a Cat Data Link. The datalink is used to communicate with other devices thatare based on a microprocessor.

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RENR9338 5Systems Operation Section

The data link can reduce the duplication of sensorswithin the system by allowing controls to shareinformation. The data link is used to communicateinformation about the engine to other electroniccontrol systems. The data link is also used tointerface with the electronic service tool.

The information about the engine that is monitoredand available on the data link includes the followingitems (typical example):

Air filter restriction

Atmospheric pressure

Boost pressure

Cold mode status

Coolant temperature

Crankcase pressure

Diagnostic messages

Supply voltage for the Electronic Control Module(ECM)

Engine identification

Engine speed (actual rpm)

Engine speed (desired rpm)

Engine systems status

Engine warning system

Exhaust temperature

Filtered oil pressure

Fuel pressure

Maximum air filter restriction

Oil pressure

Percent throttle position

Rated fuel limit

Timing cal enable/status

Total fuel consumption

Turbocharger inlet pressure

Turbocharger outlet pressure

The electronic service tool plugs into the connectorfor the data link in order to communicate with theECM. The communication adapter is installed inseries between the electronic service tool and thedata link connector. The communication adapterconverts data that is in the language from the datalink. This language is converted to a language that

is used by the electronic service tool. The data linkconnector is located on the engine harness. Theelectronic service tool can also be used to display thevalues of all the information for monitoring of engineoperation in real time.

i01941448

CAN Data Link

SMCS Code: 1901

The CAN data link is used to communicate engineinformation and diagnostic information from theElectronic Control Module (ECM). The CAN data linkis used for communication between the followingmodules: engines ECM, customer devices, andvarious display modules.

i02566597

Electronic Control Module(ECM)

SMCS Code: 1901

g01285567Illustration 1

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The electronic control system is integrally designedinto the engines fuel system and the engines airinlet and exhaust system in order to electronicallycontrol the fuel delivery and the injection timing. Theelectronic control system provides increased timing

control and fuel air ratio control in comparison toconventional mechanical engines. Injection timingis achieved by precisely controlling the injectorfiring time. Engine rpm is controlled by adjusting theinjection duration. The Electronic Control Module(ECM) energizes the unit injector solenoids inorder to start the injection of fuel. Also, the ECMde-energizes the unit injector solenoids in order tostop the injection of fuel.

The ECM has a 70 pin connector and a 120 pinconnector.

The flash file is used by the ECM to store all the rated

information for a particular application. The flash filecannot be replaced physically. The flash file must beflash programmed with a PC.

The engine uses the following three types ofelectronic components:

Input

Control

Output

An input component sends an electrical signal to theECM. The signal varies in one of the following ways:

Voltage

Frequency

Pulse width

The variation of the signal is in response to achange in some specific part of the system. Aspecific example of an input component is the enginespeed-timing sensor. The ECM interprets the signalfrom the input component as information about thecondition, environment, or operation of the engine.

A control component receives the input signals fromthe input components. Electronic circuits inside thecontrol component evaluate the signals from theinput components. These electronic circuits alsosupply electrical energy to the output components of

the system. The electrical energy that is supplied tothe output components is based on predeterminedcombinations of input signal values.

An output component is operated by a controlmodule. The output component receives electricalenergy from the control group. The output componentuses that electrical energy in one of two ways. Theoutput component can use that electrical energy inorder to perform work. The output component can usethat electrical energy in order to provide information.

As an example, a moving solenoid plunger willperform work. By performing work, the component

has functioned in order to regulate the engine.

As an example, an alarm will provide information tothe operator of the engine.

These electronic components provide the abilityto electronically control the engine operation.Engines with electronic controls offer the followingadvantages:

Improvement in performance

Improvement in fuel consumption

Reduction in emissions levels

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i01938729

100 Hour Free Configurationon Engine Start-up

SMCS Code: 1901

The 100 hour free configuration on engine start-upwill provide the ability to easily change anyconfiguration or any monitoring system parametervia the Caterpillar Electronic Technician (ET) withouta password. This feature is active for the first 100hours of engine operation.

The 100 hour free configuration on enginestart-up provides the ability to easily tailor theprogrammable set points to the requirements of theinstallation. The exceptions include the fuel limit, thepersonality module mismatch, the Electronic ControlModule (ECM) hour adjustment, and the total fuelconsumption number.

Engine Monitoring System

i01938742

Engine Monitoring System

SMCS Code: 1900; 1901

A comprehensive, programmable engine monitoringsystem is provided. The Electronic Control Module

(ECM) can monitor parameters. The ECM can initiatean action if a specific operating parameter extendsbeyond the acceptable range. There are threepossible actions by the ECM which are available:WARNING, DERATE, and SHUTDOWN.However, not all of the actions are available forcertain parameters.

The Caterpillar Electronic Technician (ET) can beused in order to select the desired action by theECM. Cat ET can be used to program the level formonitoring and the delay times for each action.

Refer to Troubleshooting for detailed programming

instructions.

i02388138

Histogramming

SMCS Code: 1901

Histogram data can be displayed via the CaterpillarElectronic Technician (ET) in order to show thetrends of performance for the engine. This is used toimprove the overall performance of the engine.

Historical performance data is stored in a formatthat can be used to construct histograms via the CatET. Data is available for speed, load, and exhausttemperature.

i01970428

Fuel Rate Scaling (FuelCorrection Factor)

SMCS Code: 1901

When the engine is shipped from the factory,an estimate of the engines fuel consumption isprogrammed into the Electronic Control Module(ECM). The fuel consumption estimate is basedupon the engines performance specifications. Theactual fuel consumption can be determined with aprecision fuel flow meter. Customers are likely tofind a slight difference between the programmed

fuel consumption and the actual fuel consumption.The customer can use the Caterpillar ElectronicTechnician (ET) to program the ECM for the actualfuel consumption. No password is required in orderto change this configuration parameter.

In order to program the ECM for the actual fuelconsumption, change the Fuel Correction Factor(FCF) that is already programmed into the ECM.The FCF can be programmed in increments of 0.5percent between 25 percent.

i02217900

ECM Total Fuel ConsumptionAdjustment

SMCS Code: 1901

The feature provides a method of adjusting thetotal fuel consumption by incrementing the totalfuel consumption number that is recorded in theElectronic Control Module (ECM). The adjustment ismade with the Caterpillar Electronic Technician (ET).

The adjustment for the total fuel consumption willallow a new replacement ECM to be programmed in

order to display the correct total fuel consumptionnumber for that particular engine. The adjustmentonly allows incremental changes to be made. Thechange requires a factory password.

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i01972221

ECM Hour IncrementAdjustment

SMCS Code: 1901

The adjustment for the hour increment provides amethod of adjusting the hour meter of the ElectronicControl Module (ECM). The adjustment is made withthe Caterpillar Electronic Technician (ET). The toolincrements the number of hours that are recordedin the ECM.

The adjustment for the hour increment will allow anew replacement ECM to be programmed in orderto display the correct number of operating hours forthat particular engine. The adjustment only allowsincremental changes. A password is required in orderto make the change.

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Fuel System

i02568015

Fuel System Operation

SMCS Code: 1250


The fuel system is a common rail design. The fuelsystem consists of the following components: primaryfuel filter/water separator, advanced efficiencysecondary fuel filter, high pressure injection pump,high pressure lines and rails, low pressure lines,optional fuel cooler, and .

The fuel flows from the fuel tank through the primaryfuel filter/water separator to the fuel transfer pump.The fuel transfer pump will pressurize the fuel to apressure of approximately 650 kPa (95 psi). Thefuel then flows through the secondary fuel filters.From the secondary filters, the fuel flows to the highpressure pump.

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The high pressure pump will pressurize the fuelto approximately 180,000 kPa (26,000 psi). Thehigh pressure pump utilizes flexible fuel delivery ormultiple injections for optimal combustion. The fuelthen flows through the high pressure rails to theinjectors. Any excess fuel drains from the injectorsand returns to the fuel tank. An optional fuel cooler

could be used. The fuel cooler depends on theapplication of the engine.

The electric priming pump pulls fuel from the tank.The electric priming pump purges the air out of thefuel system. The electric priming pump is used to fillnew fuel filters.

A signal is generated by the crankshaft positionsensor. Other inputs and this data allows the ECMto correctly send a signal to the injector solenoids.The fuel injectors solenoid is energized in order tobegin fuel injection. The fuel injectors solenoid isde-energized in order to end fuel injection. Refer to

Systems Operation, Fuel Injector.

i02568705

Fuel Injector

SMCS Code: 1290


The start of fuel injection is determined when thefuel injector is opened or closed by the ElectronicControl Module (ECM) via the injector solenoid. Thequantity of fuel that is injected is determined whenthe solenoid valve is opened or closed.

During the fuel injection stroke, high pressure fuelfrom the fuel rail flows into the injector and to the fuelinjector nozzle. The nozzle has a needle valve that isspring loaded. Fuel flows through the fuel passagearound the needle valve to the valve chamber. In thevalve chamber, the fuel pressure lifts the needle valveaway from the seat. The fuel can now flow throughthe orifices in the tip into the combustion chamber.

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The bottom of the fuel injector protrudes for ashort distance below the cylinder head into thecombustion chamber. The fuel injector tip has severalsmall orifices that are equally spaced around theoutside diameter. These orifices spray fuel into thecombustion chamber.

Air Inlet and ExhaustSystem

i02568755

Air Inlet and Exhaust SystemOperation

SMCS Code: 1050

The components of the air inlet and exhaust systemcontrol the quality and the amount of air that isavailable for combustion. There are separateturbochargers and exhaust manifolds on each side ofthe engine. A common aftercooler is located betweenthe cylinder heads in the center of the engine. Theinlet manifold is a series of elbows that connect theaftercooler chamber to the inlet ports (passages) ofthe cylinder heads. There is one camshaft in eachside of the block. The two camshafts control themovement of the valve system components.


(1) Exhaust manifold(2) Exhaust outlet(3) Turbocharger turbine wheel(4) Turbocharger compressor wheel(5) Air inlet(6) Air line(7) Aftercooler

Clean inlet air from the air cleaners is pulled throughthe air inlet (5) into the turbocharger compressor bythe turbocharger compressor wheel (4). The rotationof the turbocharger compressor wheel (4) causesthe air to compress. The rotation of the turbochargercompressor wheel then forces the air through atube to aftercooler (7). The aftercooler lowers the

temperature of the compressed air before the air getsinto the inlet chambers in each cylinder head. Thiscooled and compressed air fills the inlet chambers inthe cylinder heads. Air flow from the inlet chamberinto the cylinder heads is controlled by the inletvalves.

There are two inlet valves and two exhaust valvesfor each cylinder. Refer to Systems Operation,Valve Mechanism. The inlet valves open when thepiston moves down on the inlet stroke. The cooled,compressed air is pulled into the cylinder from theinlet chamber.

The inlet valves close and the piston starts to moveup on the compression stroke. When the pistonis near the top of the compression stroke, fuel isinjected into the cylinder. The fuel mixes with the airand combustion starts. The force of the combustionpushes the piston downward on the power stroke.When the piston moves upward again, the piston ison the exhaust stroke. The exhaust valves open andthe exhaust gases are pushed through the exhaustport into exhaust manifold (1). After the piston makesthe exhaust stroke, the exhaust valves close and thecycle starts again.

Exhaust gases from exhaust manifold (1) go into the

turbine side of the turbocharger. The exhaust gasescause turbine wheel (3) to turn. The turbine wheel isconnected to the shaft that drives the turbochargercompressor wheel (3). The exhaust gases exitthrough the exhaust outlet (2).

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i02569552

Aftercooler

SMCS Code: 1063


The aftercooler is located at the rear of the engine.The aftercooler has a core assembly that is chargedby the coolant. Coolant from the water pump flowsthrough a pipe into the aftercooler. Coolant then flowsthrough the core assembly. Coolant flows back outthe aftercooler through a different pipe.

Inlet air from the compressor side of the turbochargersflows into the aftercooler through pipes. The air thenpasses through the fins of the core assembly whichlowers the temperature. The cooler air flows out ofthe bottom of the aftercooler and into the air chamber.The air flows through the elbows to the inlet ports inthe cylinder heads.

i02569614

Valve Mechanism

SMCS Code: 1102

The valve system components control the flow of theinlet air and the exhaust gases into the cylinders andout of the cylinders during engine operation.

The crankshaft gear drives the camshaft gear throughthe idler gear. The camshaft must be timed to thecrankshaft in order to get the correct relation betweenthe piston and the valve movement.

The camshaft has two lobes for each cylinder. Onelobe operates the inlet valves and the other lobeoperates the exhaust valves.


Valve system components

(1) Rocker arm(2) Lifter group(3) Pushrod(4) Rotocoil(5) Valve spring(6) Bridge

As the camshaft turns, the lobes on the camshaftcause the lifters in lifter group (2) to move up and

down. This movement causes pushrods (3) to moverocker arms (1). The movement of the rocker armscause bridges (6) to move downward. The bridgesopen two valves simultaneously. The valves can beeither inlet valves or exhaust valves. There are twoinlet valves and two exhaust valves for each cylinder.

Valve springs (5) cause the valves to close when thelifters move downward.

Rotocoils (4) cause the valves to turn while theengine is running. The rotation of the valves keepsthe carbon deposits on the valves to a minimumwhich gives the valves a longer service life.

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i02569961

Turbocharger

SMCS Code: 1052


Turbochargers

(1) Turbocharger(2) Oil supply line(3) Oil drain

Four turbochargers (1) are used on the rear of theengine. The turbine side of each turbocharger isconnected to the turbochargers respective exhaust

manifold. The compressor side of each turbochargeris connected by pipes to the aftercooler housing.


Turbocharger cartridge

(4) Compressor wheel(5) Bearing(6) Oil inlet port(7) Bearing(8) Turbine wheel(9) Oil outlet port

The exhaust gases go into the exhaust inlet of theturbine housing. The exhaust gases push the bladesof turbine wheel (8).

Clean air from the air cleaners is pulled through

the compressor housing air inlet by the rotation ofcompressor wheel (4). The compressor wheel bladescompress the inlet air. This compression givesthe engine more power because the compressionallows the engine to burn additional fuel with greaterefficiency.

The maximum speed of the turbocharger is controlledby the engines electronic control of fuel delivery.When the engine is operating, the height abovesea level also controls the maximum speed of theturbocharger.

Bearing (5) and bearing (7) in the turbocharger use

engine oil under pressure for lubrication. The oil issent through the oil inlet line to oil inlet port (6) at thetop. The oil then goes through passages in the centersection for lubrication of the bearings. The oil goesout of oil outlet port (9) at the bottom. The oil thengoes back to the flywheel housing through oil drain(3) in the support for the turbochargers.

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Lubrication System

i02570520

Lubrication System Operation

SMCS Code: 1300


Engine oil system schematic

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g01288032

Illustration 11Engine oil system

(1) Turbocharger oil supply(2) Main oil gallery

(3) Engine oil filter housing(4) Engine oil pressure control valve

(5) Engine oil pump(6) Suction screen

This system uses an engine oil pump (5) with twopump gears. The pump gears are driven by the frontgear train. Oil is pulled from the pan through suctionscreen (6) and through the elbow by the engine oilpump.

There is an engine oil pressure control valve (4)mounted to the engine oil pump. The engine oilpressure controls the pressure of the engine oil from

the engine oil pump. The engine oil pump can put toomuch engine oil into the system. When there is toomuch engine oil, the engine oil pressure goes up andthe relief valve opens. This allows the engine oil thatis not needed to go back to the engine oil pan.

The engine oil pump pushes the engine oil throughthe engine oil coolers and through the engine oilfilters to main oil gallery (1). The engine oil coolerslower the temperature of the engine oil before theengine oil is sent to the filters.

Cartridge type filters are used. The filters are locatedin an engine oil filter housing.

Clean engine oil from the filters flows through theengine oil line and into the block through elbow (9).Part of the engine oil flows up to the camshaft. Theremainder of the engine oil flows to main oil gallery(2).

Main oil gallery (1) is connected to the camshaftbearings by drilled holes. The engine oil flows aroundeach camshaft journal. The engine oil travels to the

cylinder head and through a separate passage fromthe main gallery to each cylinder head. Passagesthat travel to the lifter groups lubricate the valvelifters. The oil travels through the pushrods in orderto lubricate the rocker arms and the rocker arm shaft.

Main oil gallery (1) is connected to the main bearingsby drilled holes. Drilled holes in the crankshaftconnect the main bearing oil supply to the rodbearings. Engine oil from the rear of the main oilgallery goes to the rear of right camshaft oil gallery(5).

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Piston cooling

(7) Piston cooling jet

There is a piston cooling jet (7) below each piston.Each piston cooling jet has two openings. Oneopening is in the direction of a passage in the bottomof the piston. This passage takes engine oil to amanifold behind the ring band of the piston. A slot(groove) is in the side of both piston pin bores inorder to connect with the manifold behind the ringband. The other opening is in the direction of thecenter of the piston. This helps cool the piston andthis lubricates the piston pin.


(8) Oil supply line(9) Oil drain

Oil supply line (8) sends engine oil from the rearadapter to the turbochargers. Oil drain (9) allows theoil to drain through the turbocharger supports thatare bolted to the flywheel housing.

Engine oil is sent to the front gear group and therear gear group through drilled passages. The drilledpassages are in the front housing, the rear housingand cylinder block faces. These passages areconnected to main oil gallery (2).

After the engine oil has finished lubricating, theengine oil goes back to the engine oil pan.

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Cooling System

i02571546

Cooling System Operation

SMCS Code: 1350

Jacket Water Aftercooling


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(1) Aftercooler(2) First stage aftercooler return(3) First stage aftercooler supply(4) Engine oil cooler

(5) Jacket water pump(6) Jacket water supply(7) Jacket water engine block supply(8) Jacket water bypass

Coolant flows to the jacket water pump through piping

that connects to the radiator or the heat exchanger .The coolant is sent through the engine oil cooler. Partof the coolant is sent to the aftercooler while most ofthe coolant the sent through the engine block.

The coolant that is sent to the aftercooler goesthrough the aftercooler core. The coolant returnsthrough piping at the front of the cylinder block. Thepassage is near the center of the vee at the frontof the block. The coolant that is sent to the engineoil cooler goes through the engine oil cooler. Thecoolant flows into the water jacket of the block atthe front of the engine. The coolant goes to bothsides of the block through distribution manifolds. The

distribution manifolds are connected to the waterjacket of all the cylinders.

The coolant flows upward through the water jackets.

The coolant flows around the cylinder liners fromthe bottom to the top. Near the top of the cylinderliners, the water jacket is made smaller. This is thearea that has the hottest temperature. This smallerarea causes the coolant to flow faster for better linercooling. Coolant from the top of the liners flows intothe cylinder head which sends the coolant around theparts that have the hottest temperature. Coolant flowsto the top of the cylinder head (one at each cylinder).The coolant flows out of the cylinder head throughpiping to the electronic water temperature regulator.

The electronic water temperature regulator iscontrolled by an Electronic Control Module (ECM) for

the electronic water temperature regulator. Beforethe electronic water temperature regulator opens,cold coolant is sent through the bypass line back tothe inlet of the water pump. As the temperature of thecoolant increases, the regulators start to open. Whenthe regulators open the coolant flow in the bypassline is then restricted. Coolant is sent through theoutlets to the radiator or the heat exchanger.

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Separate Circuit Aftercooling



(9) Separate circuit aftercooler supply (10) Separate circuit aftercooler return (11) Separate circuit water pump

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Coolant flows to the separate circuit water pump .The coolant flows through an elbow that connects tothe coolant tank for the separate circuit . The coolantflow is sent through the aftercooler.

Coolant flows through the aftercooler and back toa thermostatic valve. If the thermostatic valve is

closed, the cold coolant is sent back to the separatecircuit water pump. As the temperature of the coolantincreases, the regulators start to open. When theregulators open the coolant flow in the bypass line isrestricted. The coolant is then sent through the outletto the radiator for the separate circuit cooling system.

Basic Engine

i02586809

Cylinder Block, Liners andHeads

SMCS Code: 1100; 1200

The cylinders in the left side of the block form a 60degree angle with the cylinders in the right side. Themain bearing caps are fastened to the cylinder blockwith four bolts per cap.

The cylinder liners can be removed for replacement.The top surface of the cylinder block is the seat forthe cylinder liner flange. Engine coolant flows aroundthe cylinder liners in order to keep the cylinder liners

cool. Three O-ring seals around the middle of thecylinder liner make a seal between the cylinder linerand the cylinder block. A filler band goes under thecylinder liner flange. This makes a seal between thetop of the cylinder liner and the cylinder block.

The engine has a separate cylinder head for eachcylinder. Two inlet valves and two exhaust valves,which are controlled by a pushrod valve system,are used for each cylinder. Valve guides withoutshoulders are pressed into the cylinder heads.

Coolant goes out of the cylinder block through thespacer plate and into the cylinder head through eight

openings in each cylinder head face. Water seals areused in each opening to prevent coolant leakage.Gaskets seal the engine oil drain line between thecylinder head, the spacer plate, and the cylinderblock.

Camshaft covers allow access to the camshaft andto the valve lifters. Crankcase covers allow access tothe crankshaft connecting rods, to the main bearings,and to the piston cooling jets. When the covers areremoved, all the openings can be used for inspectionand for service.

i02582353

Pistons, Rings and ConnectingRods

SMCS Code: 1214; 1218


Piston assembly

The piston is a one-piece piston that is made offorged steel. A large circumferential slot separatesthe crown and the skirt. The crown and the skirtremain attached by the strut for the pin bore. Thecrown carries all three piston rings. Oil from the pistoncooling jets flows through a chamber which is locateddirectly behind the rings. The oil cools the pistonwhich improves the life of the rings. The pistons havethree rings which include two compression rings andone oil ring. All the rings are located above the pistonpin bore. Oil returns to the crankcase through holes

in the oil ring groove.

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g01293536

Illustration 19Connecting rod

The connecting rod has a taper on the pin bore end.This taper gives the rod and the piston more strengthin the areas with the most load. Six bolts, which areset at a small angle, hold the rod cap to the rod. Thisdesign keeps the rod width to a minimum, so that alarger rod bearing can be used and the rod can stillbe removed through the liner.

i02582926

Crankshaft

SMCS Code: 1202


The crankshaft changes the combustion forces inthe cylinder into usable rotating torque. A vibrationdamper is used at the front of the crankshaft in orderto reduce torsional vibrations (twist) that can causedamage to the engine.

The crankshaft drives a group of gears on the front

and on the rear of the engine. The gear group onthe front of the engine drives the oil pump, the waterpumps, the fuel pump, and the accessory drives.

The rear gear group drives the camshafts and theaccessory drives.

Seals and wear sleeves are used at both ends of thecrankshaft. The C175-16 crankshaft is held in placeby nine main bearings. A thrust plate at either side ofthe rear main bearing controls the end play of thecrankshaft.

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i02582970

Camshaft

SMCS Code: 1210


There is one camshaft. The C175-16 camshaft issupported by nine bearings. Each camshaft is drivenby the gears at the rear of the engine.

The camshafts must be in time with the crankshaft.The relation of the camshaft lobes to the crankshaftposition causes the valves in each cylinder to operate

at the correct time.

Air Starting System

i02583114

Air Starting System

SMCS Code: 1450


Air starting system

(1) Air starting motor(2) Air inlet(3) Control valve(4) Hose

(5) Tube(6) Starting motor solenoid

When the main supply of pressurized air is ON,pressurized air is provided to control valve (1). Themain supply of pressurized air is blocked by thecontrol valve. The control valve allows some controlair pressure to flow through the control valve tostarting motor solenoid (6).

When the normally closed starting motor solenoidis activated for start-up, the solenoid opens theconnected valve. The valve allows the control airpressure to flow behind the piston inside the air

starting motor.

The control air pressure pushes the piston. Thepiston compresses a piston spring and the pistonmoves the drive shaft for the pinion outward in orderto engage the pinion with the flywheel ring gear. Thestarting motor does not crank the engine yet.

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After the pinion is engaged with the flywheel ringgear, a port in the starting motor is opened in order toallow the control air pressure to flow through tube (4)to the top of control valve (3). The control valve opensin order to allow the main supply of pressurized air toflow through the starting motors air inlet (2).

The pressurized air causes the vanes and the rotorto rotate. The rotor uses the reduction gears to rotatethe drive shaft for the pinion and the pinion rotatesthe flywheel in order to crank the engine.

When the engine starts to run, the flywheel will beginto rotate faster than the pinion. The design of thedrive shaft for the pinion allows the pinion to moveaway from the flywheel. This prevents damage to theair starting motor, to the pinion, and to the flywheelring gear.

When the engine control senses the crank terminatespeed, starting motor solenoid (3) is de-energized.

The solenoid closes the attached valve and thecontrol air pressure is removed from piston (11). Thepiston spring retracts the piston, the drive shaft, andthe pinion.

The retraction of the piston closes the passage forthe control air pressure to control valve (3). Thecontrol valve closes in order to shut off the mainsupply of pressurized air to the starting motor.

Electrical System

i01253714

Electrical System Operation

SMCS Code: 1400; 1450

The electrical system has two separate circuits.The circuits are the charging circuit and the startingcircuit. Some of the electrical system componentsare used in more than one circuit. The battery, thecircuit breaker, the cables, and the battery wires arecommon in each of the circuits.

The charging circuit is in operation when the engineis running. An alternator makes electricity for thecharging circuit. A voltage regulator in the circuitcontrols the electrical output in order to keep thebattery at full charge.

The starting circuit is in operation only when the startswitch is activated.

i01566987

Grounding Practices

SMCS Code: 1400

Proper grounding is necessary for optimum engine

performance and reliability. Improper grounding willresult in uncontrolled electrical circuit paths and inunreliable electrical circuit paths.

Uncontrolled electrical circuit paths can result indamage to main bearings, to crankshaft bearing

journal surfaces, and to aluminum components.Uncontrolled electrical circuit paths can also causeelectrical activity that may degrade the engineelectronics and communications.

Ensure that all grounds are secure and free ofcorrosion.

The engine alternator must be grounded to thenegative - battery terminal with a wire that isadequate to carry the full charging current of thealternator.

For the starting motor, do not attach the batterynegative terminal to the engine block.

NOTICEThis engine is equipped with a 24 volt starting system.Use only equal voltage for boost starting. The use ofa welder or higher voltage will damage the electricalsystem.

Ground the engine block with a ground strap that isfurnished by the customer. Connect this ground strapto the ground plane.

Use a separate ground strap to ground the negative- battery terminal for the control system to theground plane.

Disconnect the power when you are working on theengines electronics.

If rubber couplings are used to connect the steelpiping of the cooling system and the radiator,

the piping and the radiator can be electricallyisolated. Ensure that the piping and the radiator arecontinuously grounded to the engine. Use groundstraps that bypass the rubber couplings.

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i02475511

Charging System

SMCS Code: 1400

NOTICE

Never operate the alternator without the battery in thecircuit. Making or breaking an alternator connectionwith heavy load on the circuit can cause damage tothe regulator.

Alternator


Alternato r componen ts (typical example)

(1) Regulator(2) Roller bearing(3) Stator winding(4) Ball bearing

(5) Rectifier bridge(6) Field winding(7) Rotor assembly(8) Fan

The alternator is driven by a belt from an auxiliarydrive at the front right corner of the engine. Thisalternator is a three-phase, self-rectifying chargingunit, and the regulator is part of the alternator.

The voltage regulator is a solid-state, electronicswitch. The regulator turns on and the regulator turnsoff many times in one second in order to control thefield current to the alternator. The output voltage fromthe alternator will now supply the needs of the battery

and the other components in the electrical system.No adjustment can be made in order to change therate of charge on these alternator regulators.

i02388664

Starting System

SMCS Code: 1450

Starting solenoid

A solenoid is an electromagnetic switch that doestwo basic operations.

Close the high current starting motor circuit with alow current start switch circuit.

Engage the starting motor pinion with the ring gear.


Typical solenoid

The solenoid has windings (one or two sets) arounda hollow cylinder. There is a spring-loaded plungerinside the cylinder. The plunger can move forwardand backward. When the start switch is closedand the electricity is sent through the windings, amagnetic field is made. The magnetic field pulls theplunger forward in the cylinder. This moves the shiftlever in order to engage the pinion drive gear withthe ring gear. The front end of the plunger makescontact across the battery and the motor terminals ofthe solenoid. The starting motor begins to turn theflywheel of the engine.

When the start switch is opened, current no longerflows through the windings. The spring pushes the

plunger back to the original position. The springsimultaneously moves the pinion gear away from theflywheel.

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When two sets of windings in the solenoid are used,the windings are called the hold-in winding and thepull-in winding. Both of the winding have the samenumber of turns around the cylinder. However, thepull-in winding uses a wire with a larger diameter inorder to produce a greater magnetic field. When thestart switch is closed, part of the current flows from

the battery through the hold-in windings. The restof the current flows through the pull-in windings tothe motor terminal. The current then goes throughthe motor to the ground. When the solenoid is fullyactivated, current is shut off through the pull-inwindings. Only the smaller hold-in windings are inoperation for the extended period of time. This periodof time is the amount of time that is needed forthe engine to start. The solenoid will now take lesscurrent from the battery. The heat that is made by thesolenoid will be kept at an acceptable level.

Starting Motor

The starting motor is used to turn the engine flywheelin order to get the engine running.


Cross section of the starting motor (typical example)

(1) Field(2) Solenoid(3) Clutch(4) Pinion(5) Commutator(6) Brush assembly(7) Armature

The starting motor has a solenoid. When the start

switch is activated, electricity will flow through thewindings of the solenoid. The solenoid core will movein order to push the starting motor pinion with amechanical linkage. This will engage with the ringgear on the flywheel of the engine. The startingmotor pinion will engage with the ring gear beforethe electric contacts in the solenoid close the circuitbetween the battery and the starting motor. Whenthe circuit between the battery and the starting motoris complete, the pinion will turn the engine flywheel.

A clutch gives protection to the starting motor. Theengine can not turn the starting motor too fast. Whenthe start switch is released, the starting motor pinionwill move away from the flywheel ring gear.

Starting Motor Protection

The starting motor is protected from damage in twoways:

The starting motor is protected from engagementwith the engine when the starting motor is running.

The control feature will not allow the starting motorto engage if the speed is above 0 rpm.

The starting motor is protected from continuedoperation by holding the key in the start positionafter the engine starts. This is accomplished bydisengaging the starting motor solenoid afterengine speed reaches 300 rpm.

i01259850

Circuit Breaker

SMCS Code: 1420

The circuit breaker is a switch that opens the batterycircuit if the current in the electrical system goeshigher than the rating of the circuit breaker.

A heat-activated metal disc with a contact pointcompletes the electric circuit through the circuitbreaker. If the current in the electrical system gets toohigh the metal disc will get hot. This heat causes adistortion of metal disc. The disc opens the contacts.The disc breaks the circuit.

NOTICE

Find and correct the problem that causes the circuitbreaker to open. This will help prevent damage to thecircuit components from too much current.

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26 RENR9338Testing and Adjusting Section

Testing and AdjustingSection

Fuel System

i02586580

Fuel System Inspection

SMCS Code: 1250-040

NOTICEEnsure that all adjustments and repairs that arecarried out to the fuel system are performed byauthorised personnel that have the correct train-ing.

Before begining ANY work on the fuel system, re-fer to Operation and Maintenance Manual, Gen-eral Hazard Information and High Pressure FuelLines for safety information.

Refer to Systems Operation, Cleanliness of Fu-el System Components for detailed informationon the standards of cleanliness that must be ob-served during ALL work on the fuel system.

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

1. Check the fuel level in the fuel tank. Look at thecap for the fuel tank. Make sure that the vent isnot filled with debris.

2. Check the fuel lines for fuel leakage. Be sure thatnone of the fuel lines have a restriction or a faultybend.

3. Install new main fuel filters. Clean the primary fuelfilter.

4. Check for a low transfer pressure fuel supply.Ensure that you are building a minimum of

250 kPa (36 psi) of fuel pressure as this is theminimum required to open the inlet check valveson the high pressure pump. If the fuel from thetank is on, then remove the low pressure transferpump and verify that the drive shaft is not broken.If the transfer pump is okay, then replace the lowpressure regulator.

5. Check to see if the fuel system is primed. If thisis first start after changing fuel filters and systemis dry, the fitting may need to be cracked at filterhousing base on the filtered fuel side while runningthe engine priming pump to purge the air from thesystem. It also may be necessary to crack theoutlet line from the monoblock to purge air as well.

6. Check for fuel leaks on the high pressure system.If there is a leak large enough to cause inabilityto build rail pressure, it will be visible through theleak ports on the double wall fuel leak containmentsystem.

i02393248

Checking Engine Cylinders

SMCS Code: 1290-535

When the engine is under load, the temperature ofan exhaust manifold port can indicate the conditionof a fuel injector. Low temperature at an exhaustmanifold port is an indication of no fuel to the cylinder.This can possibly indicate an injector with a defector a problem with the control system. An extra hightemperature at an exhaust manifold port can indicatetoo much fuel to the cylinder. High temperatures mayalso be caused by an injector with a defect.

Refer to Testing And Adjusting, Measuring ExhaustTemperature for the procedure to check the exhaustmanifold port temperatures.

i02345078

Checking Engine Cylinderswith an Electronic Service Tool

SMCS Code: 1290-535

Refer to the Troubleshooting Manual for the toolsneeded in order to check the engine cylinders.

The condition of individual cylinders may be checkedelectronically. The cylinders may be checked bycutting out the cylinders with an electronic service

tool. A weak cylinder or a cold cylinder may be foundin this manner.

1. Connect the electronic service tool and thecommunication adapter to the data link connector.

2. Start the engine and set engine speed to low idle.

3. Select the Diagnostic Tests screen from the mainmenu and then select 1-Cylinder Cutout.

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RENR9338 27Testing and Adjusting Section

4. Observe the Injection Duration that is displayedon the electronic service tool screen. Theinjection duration represents the amount of timefor energizing the injector cartridge valve. Theinjection duration also represents the amount offuel that is being injected at that engine speed.

5. Use the arrow keys in order to highlight eachcylinder. Then press return. The display shouldread CUTOUT next to the cylinder number.Observe the duration number with each cylinderthat is cut out. Compare the number to theduration number in Step 4.

When a cylinder is cut out, the other cylinders mustwork harder in order to maintain the current enginespeed. The ECM automatically increases the durationof the cylinders that are still firing in order to maintainengine rpm.

If a cylinder is cut out and the duration number does

not increase, then that cylinder is producing lesspower or that cylinder is not producing power.

This test may also be performed at other enginespeeds and engine loads. When the engine is at ratedload, the duration number will not increase whenthe cylinders are cut out. Instead, the engine speedwill decrease. The speed will decrease because theengine is delivering the rated power. Increasing thefuel would increase the engines power output abovethe rated power. For additional information, referto Special Instruction, REHS1003, Performing aMultiple Cylinder Cutout Test.

i02586265

Fuel Injector E-trim

SMCS Code: 1290

During the manufacturing process, an part numberfor an injector trim file is etched on the top surfaceof the injectors tappet in order to designate the trimcode of the injector.

The code for each injector is programmed into theengines ECM during the manufacture of the engine.

When an injector is serviced, the new injectors trimcode must be programmed into the engines ECM.The trim code is programmed within the calibrationmenu that is in the Caterpillar Electronic Technician(ET). If the new file is not programmed, the previousinjectors characteristics are assumed.

Note: Reprogram the new code as soon as possible.This will optimize the engines performance. This willalso prevent any detrimental effects.

i01255770

Engine Rotation

SMCS Code: 1000

The SAE standard engine crankshaft rotation is

counterclockwise from the flywheel end of the engine.

i02573253

Finding the Top CenterPosition for the No. 1 Piston

SMCS Code: 1105-531

Table 1

Tools Needed Quantity

279-3473 Barring Gp 1


(1) 279-3473 Barring Gp

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(2) 269-0550 Timing Pin Assembly(3) Plug(4) Pin locations

1. Remove plug (3) from the top of the flywheelhousing.

2. Remove 269-0550 Timing Pin Assembly (2) fromone of pin locations (4) at the top of the flywheelhousing .

269-0550 Timing Pin Assembly is marked withthe letter F on the bolt head.

3. Put 269-0550 Timing Pin Assembly (2) throughthe timing hole in the flywheel housing. Use279-3473 Barring Gp (1) and a ratchet wrenchwith a 34 mm socket in order to turn the flywheelin the direction of normal engine rotation. Turn theflywheel until the timing pin assembly will fall intothe slot in the flywheel.

Note: If the flywheel is turned beyond the point ofengagement, the flywheel must be turned in thedirection that is opposite of normal engine rotation.Turn the flywheel by approximately 30 degrees.Then turn the flywheel in the direction of normalengine rotation until the timing bolt engages with thethreaded hole. This procedure will remove the playfrom the gears when the No. 1 piston is on the topcenter.

4. Remove the valve cover for the No. 1 cylinderhead.

5. The inlet and exhaust valves for the No. 1 cylinderare fully closed if the No. 1 piston is on thecompression stroke and the rocker arms can bemoved by hand. If the rocker arms cannot bemoved and the valves are slightly open, the No. 1piston is on the exhaust stroke. Find the cylindersthat need to be checked or adjusted for the stroke

position of the crankshaft after the timing bolt hasbeen installed in the flywheel. Refer to Testing and

Adjusting, Crankshaft Position for Fuel InjectorAdjustment and Valve Lash Setting.

Note: When the actual stroke position is identifiedand the other stroke position is needed, remove thetiming bolt from the flywheel. Turn the flywheel by 360degrees in the direction of normal engine rotation.

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i02573751

Crankshaft Position for ValveLash Setting

SMCS Code: 1105; 1202

Table 2

Counterclockwise rotation (Standard) from the flywheel end of the engine

Cylinders to Check/Adjust

EngineCorrect Stroke For No.1 Piston At Top Center

Position(1)Inlet Valves Exhaust Valves

Compression 1-2-3-4-5-7-8-12 1-2-5-6-8-9-13-14C175-16

Exhaust 6-9-10-11-13-14-15-16 3-4-7-10-11-12-15-16

(1) Put the No. 1 Piston at the top center (TC) position and identify the correct stroke. Refer to Testing and Adjusting, Finding the Top CenterPosition for the No 1 Piston. Find the top center position for a particular stroke and make the adjustment for the correct cylinders. Removethe 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.

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Air Inlet and ExhaustSystem

i01256499

Restriction of Air Inlet andExhaust

SMCS Code: 1050-040

There will be a reduction in the performance of theengine if there is a restriction in the air inlet system orthe exhaust system.

The air flow through the air cleaner may have arestriction. The pressure at the restriction of the airflow must not exceed 6.25 kPa (25.0 inches of H 2O).

Back pressure is the difference in the pressure

between the exhaust at the outlet elbow and theatmospheric air. Back pressure from the exhaustmust not be more than 5.0 kPa (20 inches of H 2O).

i01939065

Measuring Inlet ManifoldPressure

SMCS Code: 1058-082

The performance of an engine can be checked.Determine the boost pressure in the inlet manifold

during a load test. Compare this pressure with thespecifications that are given in the Fuel Settingand Related Information in the Technical MarketingInformation (TMI). This test is used when there is anincrease in exhaust temperature to the turbochargeron the engine, yet there is no real sign of a problemwith the engine.

The performance and correct pressure for theinlet manifold is given in the Fuel Setting andRelated Information in the TMI. Development of thisinformation is done with these conditions:

The dry barometric pressure measures 96 kPa(28.8 inches Hg).

25 C (77 F) outside air temperature

35 API rated fuel

Any change from these conditions can change thepressure in the inlet manifold. The outside air mayhave a higher temperature and a lower barometricpressure than the values that are given above.This will cause a lower inlet manifold pressuremeasurement than the pressure that is given in theTMI. Outside air that has a lower temperature and a

higher barometric pressure will cause a higher inletmanifold pressure measurement.

A difference in fuel density will change horsepowerand boost. If the fuel is rated above 35 API, thepressure in the inlet manifold can be less than thepressure that is given in the TMI. If the fuel is ratedbelow 35 API, the pressure in the inlet manifold canbe more than the pressure that is given in the TMI.

Be sure that the air inlet or the exhaust does nothave a restriction when you are making a check ofthe pressure.

Note: The electronic service tool may be used tocheck the pressure in the inlet manifold.

i02392188

Measuring ExhaustTemperature

SMCS Code: 1088-082

Table 3

Tools Needed Qty

4C-6090 Temperature Selector Group 1

6V-9130 Temperature Adapter 1

237-5130 Digital Multimeter Gp 1

Use the Caterpillar Electronic Technician (ET) tomonitor individual cylinder exhaust temperatures, theexhaust temperature to the turbocharger, and theexhaust temperature after the turbocharger.

The temperatures can be verified with the 4C-6090Temperature Selector Group, with the 6V-9130Temperature Adapter, and with the 237-5130 DigitalMultimeter. Refer to Operating Manual, NEHS0537for the complete operating instructions for the4C-6090 Temperature Selector Group.

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i01939100

Crankcase Pressure

SMCS Code: 1215; 1317-082

The Caterpillar Electronic Technician (ET) can be

used to measure crankcase pressure. Crankcasepressure is given on the display status screenin Cat ET. The Electronic Control Module (ECM)will perform any of the following functions if thecrankcase pressure is high in the engine: warning,derate, and shutdown. The response will depend onthe programming and the availability of the parameterof the monitoring system. Refer to the Testingand Adjusting, Monitoring System Parameters inthis manual for information on programming themonitoring system.

Pistons or rings that have damage can be the causeof too much pressure in the crankcase. This condition

will cause the engine to run rough. There will bemore than the normal amount of fumes coming fromthe crankcase breather. This crankcase pressure canalso cause the element for the crankcase breather tohave a restriction in a very short time. This crankcasepressure can also be the cause of any oil leakage atthe gaskets and at the seals that would not normallyhave leakage.

i02573788

Valve Lash - Adjust

SMCS Code: 1105-025

The Electronic Control Module produces highvoltage. To prevent personal injury make sure theElectronic Control Module is not powered and donot come in contact with the fuel injector solenoidterminals while the engine is running.

Table 4

Valve Lash Setting: Engine Stopped

Valves Gauge Dimension

Inlet 0.8 mm (0.0315 inch)

Exhaust 1.3 mm (0.0512 inch)

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(1) Exhaust rocker arm(2) Locknut

(3) Adjustment screw(4) Inlet rocker arm

(5) Valve lash

1. Ensure that the number 1 piston is at the topcenter position. Refer to Testing and Adjusting, Finding the Top Center Position for the No. 1Piston.

2. The number 1 piston should be at the top centerposition of the correct stroke. Make adjustments tothe valves according to the chart: Refer to Testingand Adjusting, Crankshaft Positions for ValveLash Setting.

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Note: Tap each rocker arm on the top of theadjustment screw before you make any adjustments.Use a soft hammer. Make sure that the lifter roller isseated against the base circle of the camshaft.

3. Move the rocker assembly upward and move therocker arm assembly downward. Move the rocker

assembly several times. The oil film is removed inorder to get a true zero reading. Install a wrenchon the locknut of the rocker arm. Apply slightupward pressure to the top of the rocker assembly.Check with a 8H-8581 Feeler Gauge betweenthe rocker arm and the valve bridge.

4. Loosen the locknut. The locknut is located onthe adjustment screw of the pushrod. Turn theadjustment screw until the valve lash is set tospecifications. Tighten the nut for the adjustmentscrew. Check the adjustment again by using a8H-8581 Feeler Gauge between the rocker armand the valve bridge.

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Lubrication System

i01574160

General Information(Lubrication System)

SMCS Code: 1300

The following problems generally indicate a problemin the engines lubrication system.

Excessive consumption of engine oil

Low engine oil pressure

High engine oil pressure

Excessive bearing wear

Increased engine oil temperature

i02585488

Engine Oil Pressure - Test

SMCS Code: 1304-081

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

NOTICEKeep all parts clean from contaminants.

Contaminants may cause rapid wear and shortenedcomponent life.

NOTICECare must be taken to ensure that fluids are containedduring performance of inspection, maintenance, test-ing, adjusting and repair of the product. Be prepared tocollect the fluid with suitable containers before open-

ing any compartment or disassembling any compo-nent containing fluids.

Refer to Special Publication, NENG2500, CaterpillarDealer Service Tool Catalog for tools and suppliessuitable to collect and contain fluids on Caterpillarproducts.

Dispose ofall fluids according to local regulations andmandates.

Table 5

Tools Needed

Part Number Part Name Quantity

1U-5470 Engine Pressure Group 1

g00296486

Illustration 291U-5470 Engine Pressure Group

The 1U-5470 Engine Pressure Group measures theengine oil pressure in the system. This engine toolgroup can read the engine oil pressure inside the oilmanifold.

Note: Refer to Special Instruction, SEHS8907,Using the 1U-5470 Engine Pressure Group formore information on using the 1U-5470 EnginePressure Group.

Note: The engine oil pressure can also be measured

by using an electronic service tool. Refer toTroubleshooting for information on the use of theCaterpillar Electronic Technician (ET).


Location of the oil gallery plug

Typical example

(1) Plug

1. Install the 1U-5470 Engine Pressure Group.

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2. Start the engine. Run the engine with SAE 15W40oil. Refer to Operation and Maintenance Manual,Engine Oil for the recommendations of engineoil.

Note: Allow the engine to reach operatingtemperature before you perform the oil pressure test.

Note: The engine oil temperature should not exceed115 C (239 F).

3. Record the value of the engine oil pressure whenthe engine has reached operating temperature.

4. The normal engine oil pressure at rated rpm isapproximately 525 kPa (76 psi) to approximately575 kPa (83 psi). The maximum engine oilpressure should never exceed 850 kPa (123 psi).The minimum engine oil pressure at rated rpmshould be approximately 525 kPa (76 psi). Theminimum engine oil pressure at low idle rpm is

approximately 280 kPa (40 psi).

Note: A record of engine oil pressure can be usedas an indication of possible engine problems or ofdamage. A possible problem could exist if the engineoil pressure suddenly increases or decreases 70 kPa(10 psi) and the engine is not at normal engine oilpressure. Inspect the engine and correct the problem.

5. Compare the recorded engine oil pressure with theengine oil pressure indicators on the instrumentpanel and the engine oil pressure that is displayedon the Cat ET.

6. An engine oil pressure indicator that has a defector an engine oil pressure sensor that has a defectcan give a false indication of engine oil pressure.If there is a notable difference between the engineoil pressure readings make necessary repairs.

7. If the engine oil pressure is low, refer to Testingand Adjusting, Engine Oil Pressure is Low forthe possible causes of low engine oil pressure.

8. If the engine oil pressure is high, refer to Testingand Adjusting, Engine Oil Pressure is High forthe possible causes of high engine oil pressure.

i01563191

Excessive Bearing Wear -Inspect

SMCS Code: 1203-040; 1211-040; 1219-040

When some components of the engine show bearingwear in a short time, the cause can be a restriction ina passage for engine oil.

An indicator for the engine oil pressure may showthat there is enough engine oil pressure, but acomponent is worn due to a lack of lubrication. Insuch a case, look at the passage for the engine oilsupply to the component. A restriction in an engineoil supply passage will not allow enough lubricationto reach a component. This will result in early wear.

i02487769

Excessive Engine OilConsumption - Inspect

SMCS Code: 1348-040

Engine Oil Leaks on the Outside ofthe Engine

Check for leakage at the seals at each end of the

crankshaft. Look for leakage at the gasket for theengine oil pan and all lubrication system connections.Look for any engine oil that may be leaking fromthe crankcase breather. This can be caused bycombustion gas leakage around the pistons. A dirtycrankcase breather will cause high pressure in thecrankcase. A dirty crankcase breather will cause thegaskets and the seals to leak.

Engine Oil Leaks into theCombustion Area of the Cylinders

Engine oil that is leaking into the combustion area of

the cylinders can be the cause of blue smoke. Thereare several possible ways for engine oil to leak intothe combustion area of the cylinders:

Leaks between worn valve guides and valve stems

Worn components or damaged components(pistons, piston rings, or dirty return holes for theengine oil)

Incorrect installation of the compression ring and/orthe intermediate ring

Leaks past the seal rings in the turbocharger shaft

Overfilling of the crankcase

Wrong dipstick or guide tube

Sustained operation at light loads

Excessive consumption of engine oil can alsoresult if engine oil with the wrong viscosity is used.Engine oil with a thin viscosity can be caused by fuelleakage into the crankcase or by increased enginetemperature.

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i01727302

Increased Engine OilTemperature - Inspect

SMCS Code: 1348-040

If the engine oil temperature is higher than normal,the engine oil cooler may have a restriction. Lookfor a restriction in the passages for engine oil inthe engine oil cooler. The engine oil pressure willnot necessarily decrease due to a restriction in theengine oil cooler.

Determine if the engine oil cooler bypass valve isheld in the open position. This condition will allowthe engine oil to flow through the valve ratherthan through the engine oil cooler. The engine oiltemperature will increase.

Make sure that the cooling system is operatingproperly. A high coolant temperature in the engine oilcooler will cause high engine oil temperature.

i01662620

Engine Oil Pressure is Low

SMCS Code: 1304-081

The following conditions can cause an indication oflow engine oil pressure:

Low engine oil level

Problem with the engine oil pressure gauge

Contaminated engine oil

Improper circulation of the engine oil

Worn components

Low Engine Oil Level

Check the engine oil level. If the engine oil level istoo far below the suction tube, the engine oil pumpcannot supply enough lubrication for the enginecomponents. If the engine oil level is low, add engineoil in order to obtain the correct level. For the correctengine oil to use, refer to Operation and MaintenanceManual, Engine Oil.

Engine Oil Pressure Gauge

Refer to Testing and Adjusting, Engine Oil Pressure- Test. If the engine oil pressure gauge is incorrect,install a new gauge.

Contaminated Engine Oil

Engine oil that is contaminated with another liquid willcause low engine oil pressure. High engine oil levelcan be an indication of contamination. Determine thereason for contamination of the engine oil and makethe necessary repairs. Change the engine oil and the

engine oil filter. For the correct engine oil to use, referto Operation and Maintenance Manual, Engine Oil.

Improper Circulation of the EngineOil

Several factors could cause improper circulation ofthe engine oil:

The engine oil filter is clogged. Replace the engineoil filter.

A line or a passage for the engine oil is

disconnected or broken. Replace the line or clearthe passage.

The engine oil cooler is clogged. Thoroughly cleanthe engine oil cooler.

There is a problem with a piston cooling jet. Thepiston cooling jets direct engine oil toward thebottom of the pistons in order to cool the pistons.This also provides lubrication for the piston pin.Breakage, a restriction, or incorrect installation of apiston cooling jet will cause seizure of the piston.

The inlet screen of the suction tube for the engineoil pump can have a restriction. This restriction cancause cavitation and a loss of engine oil pressure.Check the inlet screen on the suction tube andremove any material that may be restricting engineoil flow.

The suction tube is drawing in air. Check the jointsof the suction tube for cracks or a damaged O-ringseal.

There is a problem with the engine oil pump. Checkthe gears of the engine oil pump for excessivewear. Engine oil pressure is reduced when gearsin the engine oil pump have too much wear.

Worn Components

Excessive clearance at the crankshaft or camshaftbearings will cause low engine oil pressure. Also,inspect the clearance between the rocker arm shaftsand the rocker arms. Check the engine componentsfor excessive clearance.

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i01563187

Engine Oil Pressure is High

SMCS Code: 1314

The following conditions can cause high engine oil

pressure:

The engine oil level is too high. Drain the excessengine oil.

The engine oil temperature is too low. Low engineoil temperature increases the viscosity of theengine oil.

The engine oil filter bypass valve is stuck in theclosed position. Thoroughly clean the valve.Replace the engine oil filters.

A line or a passage for the engine oil is restricted.

Clean the component.

i01939177

Indicators for Engine OilPressure

SMCS Code: 7485

An oil pressure indicator that has a defect or a senderthat has a defect can give an indication of a low oilpressure or of a high oil pressure.

The 1U-5470 Engine Pressure Group can be used tocompare the indicators on the instrument panel withthe oil pressure that is displayed on the CaterpillarElectronic Technician (ET).

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Cooling System

i02225295

General Information (CoolingSystem)

SMCS Code: 1350

This engine has a pressure type cooling system. Apressure type cooling system has two advantages.

The pressure helps prevent cavitation.

The risk of boiling is reduced.

Cavitation occurs when mechanical forces cause theformation of air bubbles in the coolant. The bubblescan form on the cylinder liners. Collapsing bubblescan remove the oxide film from the cylinder liner. Thisallows corrosion and pitting to occur. If the pressureof the cooling system is low, the concentration ofbubbles increases. The concentration of bubbles isreduced in a pressure type cooling system.

The boiling point is affected by three factors:pressure, altitude, and concentration of glycol in thecoolant. The boiling point of a liquid is increased bypressure. The boiling point of a liquid is decreased bya higher altitude. Illustration 31 shows the effects ofpressure and altitude on the boiling point of water.


The boiling point of the coolant also depends on thetype of coolant and the concentration of glycol. Agreater concentration of glycol has a higher boilingtemperature. However, glycol transfers heat lesseffectively than water. Because of the boiling pointand the efficiency of heat transfer, the concentrationof glycol is important.

Three basic problems can be associated with thecooling system:

Overheating

Coolant loss

Overcooling

If the cooling system is not properly maintained,solids such as scale and deposits reduce the abilityof the cooling system to transfer heat. The engine

operating temperature will increase.

When the engine is overloaded, the engine will runin the lug condition. When the engine is running inthe lug condition, the engine is operating at a lowerengine rpm that reduces the coolant flow. Decreasedcoolant flow during high load will cause overheating.

Coolant can be lost by leaks. Overheated coolant canbe lost through the cooling systems pressure reliefvalve. Lower coolant levels contribute to additionaloverheating. Overheating can result in conditionssuch as cracking of the cylinder head and pistonseizure.

A cracked cylinder head or cylinder liner will forceexhaust gas into the cooling system. The additionalpressure causes coolant loss, cavitation of thewater pump, less circulation of coolant, and furtheroverheating.

Overcooling is the result of coolant that bypasses thewater temperature regulators and flows directly to theradiator or to the heat exchanger. Low load operationin low ambient temperatures can cause overcooling.Overcooling is caused by water temperatureregulators that remain open. Overcooling reduces theefficiency of operation. Overcooling enables more

rapid contamination of the engine oil. This results inthe formation of sludge in the crankcase and carbondeposits on the valves.

Cycles of rapid heating and cooling can result incracked cylinder heads, gasket failure, acceleratedwear, and excessive fuel consumption.

If a problem with the cooling system is suspected,perform a visual inspection before you perform anytests on the system.

i02577859

Visual Inspection

SMCS Code: 1350-535

Perform a visual inspection of the cooling systembefore a test is made with test equipment.

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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 pressurebefore removing any hose from the radiator.

1. Check the coolant level in the cooling system. Addcoolant, if necessary.

If the coolant level is too low, air will get into thecooling system. Air in the cooling system reducescoolant flow. Air creates bubbles that contribute tocavitation. Bubbles in the coolant also reduce thecooling capability.

2. Check the quality of the coolant. The coolantshould have the following properties:

Color that is similar to new coolant

Odor that is similar to new coolant

Free from contamination

Properties that are recommended by theengines Operation and Maintenance Manual

If the coolant does not have these properties,drain the system and flush the system. Refillthe cooling system according to the enginesOperation and Maintenance Manual.

3. Check for air in the cooling system. Air can enterthe cooling system in different ways. The followingconditions cause air in the cooling system:

Filling the cooling system incorrectly

Combustion gas leakage into the cooling system

Combustion gas can get into the system throughthe following conditions: internal cracks, damagedcylinder head, and damaged cylinder head gasket.

4. Inspect the radiator (if equipped) and the air-to-airaftercooler (if equipped). Make sure that theair flow is not restricted. Look for the followingconditions. Make corrections, if necessary:

Bent fins

Debris between the folded cores

Damaged fan blades

5. Check the heat exchanger (if equipped) forinternal blockage. Make sure that the filters for thewater are not clogged.

The condition of the water that is circulatedthrough the heat exchanger can decrease theeffectiveness of the heat exchanger. Operatingwith water that contains the following types ofdebris will adversely affect the heat exchangersystem: silt, sediment, salt, and algae. In addition,intermittent use of the engine will adversely affect

the heat exchanger system.

6. Check the pressure cap.

If the pressure cap does not maintain the correctpressure on the cooling system, the engine couldoverheat. A decrease in cooling system pressurereduces the temperature of the waters boilingpoint.

7. Inspect the cooling system hoses and clamps.

Damaged hoses with leaks can normally be seen.Hoses that have no visual leaks can soften during

operation. The soft areas of the hose can becomekinked or crushed during operation. These areasof the hose restrict the coolant flow. Hoses cancrack after a period of time. The inside of a hosecan deteriorate and the loose particles of the hosecan restrict the coolant flow.

8. Check the water temperature regulators.

A water temperature regulator that does not openor a water temperature regulator that only openspart of the way can cause overheating.

A water temperature regulator that does not close

enables overcooling.

9. Check the engine water pump and check theauxiliary pump.

A water pump with a damaged impeller does notpump enough coolant for correct coolant flow.This affects the engines operating temperature.Remove the water pump and check for damageto the impeller.

10. Check the aftercooler.

A restriction of water flow through the aftercooler

can cause overheating. Check for debris ordeposits which restrict the free flow of waterthrough the aftercooler.

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i02154805

Test Tools for the CoolingSystem

SMCS Code: 0781; 1350

Table 6


4C-6500 Digital Thermometer 1

8T-2700 Blowby/Air Flow Indicator 1

9U-7400 Multitach Tool Gp 1

9S-8140 Pressurizing Pump 1

Making contact with a running engine can causeburns from hot parts and can cause injury fromrotating parts.

When working on an engine that is running, avoidcontact with hot parts and rotating parts.


4C-6500 Digital Thermometer

The 4C-6500 Digital Thermometer is used in thediagnosis of overheating conditions or overcoolingproblems. This group can be used to checktemperatures in several different parts of the coolingsystem. Refer to the testing procedure in the

Operating Manual, NEHS0554.


8T-2700 Blowby/Air Flow Indicator

The 8T-2700 Blowby/Air Flow Indicator is usedto check the air flow through the radiator core.Refer to the testing procedure in Special Instruction,

SEHS8712.


9U-7400 Multitach

The 9U-7400 Multitach is used to check the fanspeed. Refer to the testing procedure in OperatorManual, NEHS0605.


9S-8140 Pressurizing Pump

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The 9S-8140 Pressurizing Pump is used to testpressure caps. The 9S-8140 Pressurizing Pump isused to pressure check the cooling system for leaks.

Steam or hot coolant can cause severe burns.

Do not loosen the filler cap or the pressure cap ona hot engine.

Allow the engine to cool before removing the fillercap or the pressure cap.

i01972404

Radiator and Cooling System- Test

SMCS Code: 1350-034; 1353-034

Table 7


9S-8140 Pressurizing Pump 1


(1) Radiator top tank(2) Expansion tank

Steam or hot coolant can cause severe burns.

Do not loosen the filler cap or the pressure cap ona hot engine.

Allow the engine to cool before removing the fillercap or the pressure cap.

Use the following procedure to check the pressure inthe cooling system:

1. After the engine is cool, loosen the filler cap slowlyand allow pressure out of the cooling system.Then remove the filler cap from the radiator.

2. Inspect the filler cap carefully. Look for damage tothe seal or to the surface that seals. Any foreignmaterial or deposits on the cap must be removed.

Any foreign material or deposits on the seal mustbe removed. Any foreign material or deposits onthe surface that seals must be removed.

3. Make sure that the coolant level is above the topof the radiator core.

4. Install the filler cap. Tighten the filler cap.


9S-8140 Pressurizing Pump

(3) Release valve(4) A

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