CAT System Operation Tesing and Adjusting

SENR3593-04
September 2005
Systems Operation
Testing and Adjusting
3612 and 3616 Engines
9RC1-Up (Engine)
1PD1-Up (Engine)
i01658146
Important Safety Information

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

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

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.
Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
SENR3593-04 3
Table of Contents
Table of Contents Camshaft Timing ................................................... 61

Crankshaft Position for Fuel Timing and Valve Lash
Adjustment .......................................................... 63
Fuel Timing ........................................................... 65
Systems Operation Section Fuel Injector Synchronization ............................... 68
Heinzmann Governor ............................................ 71
Engine Design
Woodward EGB29P Governor .............................. 73
Engine Design ....................................................... 4
Woodward 3161 Governor .................................... 75
Engine Design ....................................................... 4
Fuel Setting ........................................................... 79
Start Up Procedure ............................................... 81
Fuel System
Fuel System Operation ........................................... 5
Air Inlet and Exhaust System
Fuel Injection Control Linkage ............................... 8
Restriction of Air Inlet and Exhaust ....................... 83
Fuel Injector ........................................................... 9
Measuring Inlet Manifold Pressure ....................... 83
Fuel Injection Cycle ............................................. 10
Measuring Exhaust Temperature .......................... 84
Crankcase Pressure ............................................. 84
Air Inlet and Exhaust System
Compression ......................................................... 84
Air Inlet and Exhaust System Operation ............... 12
Valve Lash and Valve Bridge Adjustment ............. 84
Aftercooler ........................................................... 13
Turbocharger ....................................................... 13
Lubrication System
Turbocharger (Napier 297) ................................... 14
General Information (Lubrication System) ............ 88
Excessive Engine Oil Consumption - Inspect ....... 88
Lubrication System
Measuring Engine Oil Pressure ............................ 88
Lubrication System Operation .............................. 15
Engine Oil Pressure is Low ................................... 89
Engine Oil Pump .................................................. 18
Engine Oil Pressure is High .................................. 89
Engine Oil Coolers and Temperature Regulators .. 18
Excessive Bearing Wear - Inspect ........................ 90
Engine Oil Filters .................................................. 19
Increased Engine Oil Temperature - Inspect ........ 90
Centrifugal Oil Filters ............................................ 19
Indicators for Engine Oil Pressure ........................ 90
Internal Lubrication ............................................... 20
Piston Cooling Jets ............................................... 21
Cooling System
General Information (Cooling System) ................. 91
Cooling System
Visual Inspection ................................................... 91
Cooling System Operation .................................... 21
Test Tools for the Cooling System ........................ 93
Combined Circuit Cooling System ........................ 21
Testing the Cooling System .................................. 94
Separate Circuit Cooling System .......................... 24
Water Temperature Gauge ................................... 96
Test for the Water Temperature Regulator ............ 96
Basic Engine
Cylinder Block, Liners and Heads ......................... 27
Basic Engine
Pistons, Rings and Connecting Rods .................. 28
Connecting Rod Bearings ..................................... 97
Crankshaft ........................................................... 28
Main Bearings ....................................................... 97
Camshaft ............................................................. 29
Cylinder Block ....................................................... 97
Front Gear Group ................................................. 29
Cylinder Head ....................................................... 97
Rear Gear Group .................................................. 29
Flywheel and Flywheel Housing ........................... 98
Crankcase Explosion Relief Valves ...................... 29
Crankshaft Deflection (Bend) .............................. 101
Engine Barring Group ........................................... 30
Vibration Damper ................................................ 102
Air Starting System
Air Starting System
Air Starting System Operation .............................. 33
Pressure Regulating Valve ................................. 103
Lubricator and Strainer ....................................... 103
Testing and Adjusting Section
Electrical System
Troubleshooting Test Tools for the Electrical System .................... 105
Troubleshooting .................................................... 40 Battery ................................................................ 106
Fuel System
General Information (Fuel System) ....................... 57
Index Section
Fuel System Inspection ........................................ 57
Index ................................................................... 107
Fuel Injector Testing .............................................. 57
Fuel Pressure ....................................................... 58
Timing Adjustments for Fuel System .................... 59
Engine Rotation .................................................... 59
Finding the Top Center Position for the No. 1
Piston .................................................................. 60
4 SENR3593-04
Systems Operation Section
Systems Operation Section Exhaust ............................. 1.00 mm (0.040 inch)
When the crankshaft is viewed from the flywheel end,

the crankshaft rotates in the following direction.
Engine Design
Standard rotation .......................... Counterclockwise
i02319771 Reverse rotation ....................................... Clockwise

Engine Design Note: The front end of the engine is opposite the
flywheel end of the engine. The left side and the right
SMCS Code: 1000 side of the engine are determined from the flywheel
S/N: 9RC1-Up end. The number 1 cylinder is the front cylinder.
i02319751
Engine Design
SMCS Code: 1000
S/N: 1PD1-Up
g01192815
Illustration 1
Engine Design
(A) Exhaust
(B) Inlet
(C) Flywheel
Number and arrangement of cylinders ............. V-12

g01192830
Valves per cylinder Illustration 2
Engine Design
Inlet valves ........................................................ 2 (A) Exhaust
(B) Inlet
Exhaust valves ................................................. 2 (C) Flywheel
Displacement .......................... 221.7 L (13527 cu in) Number and arrangement of cylinders .............. V-16
Bore ............................................ 280 mm (11.0 inch) Valves per cylinder
Stroke ......................................... 300 mm (11.8 inch) Inlet valves ........................................................ 2
Compression ratio .............................................. 13:1 Exhaust valves ................................................. 2
Combustion ....................................... Direct Injection Displacement .......................... 295.6 L (18036 cu in)
Firing order Bore ............................................ 280 mm (11.0 inch)
Standard rotation Stroke ......................................... 300 mm (11.8 inch)

CCW ........................ 1-12-9-4-5-8-11-2-3-10-7-6
Reverse rotation Compression ratio .............................................. 13:1
CW ........................... 1-6-7-10-3-2-11-8-5-4-9-12
Combustion ....................................... Direct Injection
Valve lash
Firing order
Inlet ................................... 0.60 mm (0.024 inch)
SENR3593-04 5
Standard rotation
CCW .... 1-2-5-6-3-4-9-10-15-16-11-12-13-14-7-8
Reverse rotation
CW ....... 1-8-7-14-13-12-11-16-15-10-9-4-3-6-5-2
Valve lash
Inlet ................................... 0.60 mm (0.024 inch)
Exhaust ............................. 1.00 mm (0.040 inch)
When the crankshaft is viewed from the flywheel end,

the crankshaft rotates in the following direction.
Standard rotation .......................... Counterclockwise
Reverse rotation ....................................... Clockwise
Note: The front end of the engine is opposite the

flywheel end of the engine. The left side and the right
side of the engine are determined from the flywheel
end. The number 1 cylinder is the front cylinder.
Fuel System
i01287273
Fuel System Operation

SMCS Code: 1250
6 SENR3593-04
g00682168
Illustration 3
SENR3593-04 7
Fuel Flow Schematic

(1) Fuel filter housings.
(2) Fuel return line.
(3) Fuel injector
(4) Fuel supply line.
(5) Check valve
(6) Fuel filter change valve
(7) Check valve
(8) Fuel supply manifold
(9) Fuel return manifold
(10) Fuel pressure control valve
(11) Fuel supply line.
(12) Check valve
(13) Fuel transfer pump
(14) Check valve
(15) Hand priming pump
(A) Fuel supply
(B) Fuel return g00563926
Illustration 4
Fuel Flow Through The Cylinder Head
Fuel transfer pump (13) is located on the left rear
side of the front housing. The fuel transfer pump (3) Fuel Injector. (C) Fuel return. (D) Fuel supply.
is powered by a spur gear that is mounted on the
engine oil pump drive gear. The fuel flows through the manifold to the fuel supply
line (4) on the right side of each cylinder head. A
The fuel transfer pump has a check valve and a drilled passage in the cylinder head directs the fuel to
bypass valve. The check valve prevents fuel flow a circular chamber around each fuel injector (3). The
back through the fuel transfer pump. The bypass chamber is made by the mating fit of the following
valve limits the maximum pressure of the fuel. The components:
bypass valve will open the outlet side of the pump if
the fuel pressure is greater than 700 kPa (101 psi). • O-ring seals on the outside of the fuel injector
This helps prevent damage to the fuel system
components. The fuel system components can be • The bore for the fuel injector in the cylinder head
damaged by too much pressure.
Only part of the fuel is used for injection. The
Fuel from the supply tank is pulled through the remaining fuel flows through the chamber to a drilled
primary fuel filter (if equipped) by the fuel transfer passage on the left side of the cylinder head. This
pump. From the fuel transfer pump, the fuel is then passage is connected by a fuel return line (2) to
sent to the check valve (12). the fuel return manifold (9). This constant flow of
fuel around the fuel injectors helps to cool the fuel
The check valve (12) prevents fuel flow back through injectors.
the fuel transfer pump when a hand priming pump
(15) is used. The fuel flows through the fuel return manifold (9) to
fuel pressure control valve (10). The fuel pressure
The fuel transfer pump pushes the fuel through the control valve is located on the right side of the front
following components: housing. The fuel flows through the fuel pressure
control valve. Then, the fuel flows back to the supply
• Check valve (12) tank.
• Fuel filter change valve (6) The fuel pressure control valve keeps the pressure in
the fuel system at 430 to 670 kPa (62 to 97 psi). The
• Fuel filter housings (1) fuel is regulated at this range of pressure when the
engine is at rated speed.
• Fuel supply manifold (8)
The check valves (5) and (7) prevent fuel flow back
into the fuel filter housing when the fuel filters are
changed. It will be necessary to use a hand priming
pump (15) to force air from the fuel system when
the filters are changed. The hand priming pump
(15) must be used when the fuel lines are dry. For
example, use the priming pump after an overhaul or
other major fuel system maintenance. A check valve
(14) prevents fuel flow back through the hand priming
pump when the engine is running.
8 SENR3593-04
i01286619
Fuel Injection Control Linkage

SMCS Code: 1257
g00546866
Illustration 6
(1) Fuel control rod
(5) Control rod
(7) Fuel control shaft
g00546877
Illustration 5 (8) Control rod
(1) Fuel control rod
(2) Actuator shaft
(3) Bellcrank
(4) Rack
(5) Control rod
(6) Lever
(7) Fuel control shaft
(8) Control rod
g00681823
Illustration 7
Fuel Injection ontrol Linkage
(1) Fuel control rod.
(2) Actuator shaft.
(3) Bellcrank.
(4) Rack.
(5) Control rod.
(6) Lever.
(7) Fuel control shaft.
(8) Control rod.
(9) Cross shaft.
SENR3593-04 9
A fuel injector is located in each cylinder head. The i01286765

position of rack (4) controls the amount of fuel that
is injected into the cylinder. Pull the rack out of the Fuel Injector
fuel injector for more fuel. Push the rack into the fuel
injector for less fuel. SMCS Code: 1290
The rack position is changed by bellcrank (3). The

bellcrank is moved by control rod (8). The control
rods have an adjustment screw on the top. The
adjustment screw is used to synchronize the fuel
injectors. The control rods are spring loaded. If one
of the fuel injector racks is in a bind in the FUEL-ON
position, it will still be possible for the governor to
control the other racks. The other racks must be
controlled by the governor so that the engine can be
shut down, as required. If the rack is in a bind in the
FUEL-OFF position, the engine will not start. Each
control rod is connected by a lever (6) to control shaft
(7). The two fuel control shafts on both sides of the
engine are connected by the cross shaft (9).
Note: Directions of rotation are viewed from the

flywheel end of the engine.
If the linkage becomes disconnected from the

governor, the weight of the control linkage will move
the fuel injector racks to the FUEL-OFF position.
When the fuel injector racks move to the FUEL-OFF
position, the engine will stop.
g00706426
Illustration 8
Fuel Injector Operation
(1) Rocker arm
(2) Screw
(3) Pushrod
(4) Lifter assembly
(5) Camshaft
(6) Fuel injector clamp
(7) Fuel injector
(8) Rack
10 SENR3593-04
i01286808
Fuel Injection Cycle

SMCS Code: 1290
g00313984
Illustration 9
Fuel Injector
(7) Fuel injector
(9) Gear
(10) Plunger
g00706426
Illustration 10
Fuel injector (7) is held in poition in the cylinder head Fuel Injector Operation
by fuel injector clamp (6). Fuel is injected into the (1) Rocker arm.
combustion chamber when rocker arm (1) pushes the (2) Screw.
top of the fuel injector downward. The movement of (3) Pushrod.
(4) Lifter assembly.
the rocker arm is controlled by camshaft (5) through (5) Camshaft.
lifter assembly (4) and pushrod (3). (6) Fuel injector clamp.
(7) Fuel injector.
The amount of fuel that is injected is controlled by (8) Rack.
rack (8). Movement of the rack causes rotation of
gear (9) which is fastened to plunger (10). Rotation
of the plunger changes the effective stroke of the
plunger. The plunger’s effective stroke is the part of
the stroke that is actually injecting fuel.
Injection timing is dependent on two factors:
• Angular location of camshaft (5)

• Location of plunger (10)
The angular location of the camshaft is controlled by
the camshaft drive gears at the rear of the engine.
The location of the plunger can be adjusted with
screw (2).
SENR3593-04 11
The plunger can be turned by rack (8) while the

plunger is being moved up and down by rocker arm
(1). Rack (8) is engaged with gear (9) on the plunger.
When the rack moves the rack turns the plunger
through the gear. The rotation of the plunger controls
fuel injection timing and the fuel output of the fuel
injector. The rotation of the plunger changes the
relationship between the following components:
• Scrolls on the plunger

• Ports in the barrel
By changing this relationship, the length of the
effective stroke can be increased or the length of the
effective stroke can be decreased. Also, the timing of
the fuel injection is changed.
Note: On 3600 Engines (MUI), the timing is not

changed by the rotation of the plunger. On some
injectors, the timing is changed by the rotation of the
plunger. An example of this type of injector is the
injector for the 3116 Engine (MUI) (low horsepower).
When rack (8) is moved all the way inward against

the fuel injector body, no fuel injection takes place
during the downstroke of the plunger. This is the
FUEL-OFF position. A small amount of outward rack
g00313984
Illustration 11 movement is used as a movement of no fuel or OFF
Fuel injector position for governing purposes. The distance of no
(7) Fuel injector. fuel starts at the ALL THE WAY INWARD position
(9) Gear. of the rack. The distance of no fuel ends when the
(10) Plunger. lower scroll opens the lower port and the upper
scroll closes the upper port. Fuel rack movement
When the plunger is at the top of the effective stroke, in the fuel-on direction produces an interval in the
fuel flows from the fuel supply chamber. Then, the plunger stroke when both ports are closed by the
fuel flows around the fuel injector. Next, the fuel flows scrolls and fuel injection takes place. As the rack is
through the lower port and the upper port of the moved farther in the fuel-on direction, the quantity of
barrel. As plunger (10) is moved downward by rocker fuel during the fuel injection stroke increases until a
arm (1), fuel is pushed back into the supply chamber maximum is available at full rack movement.
through the lower port. Now, the fuel can flow upward
through a passage in the center of the plunger. Then, The scrolls on plunger (10) are used to time the start
the fuel flows outward through the upper port of the of fuel injection. The scrolls are also used to set the
barrel. As the lower port is closed by the lower scroll amount of fuel per fuel injection stroke. The scrolls
on plunger (10), fuel can still flow through the upper can change the start of fuel injection in relation to
port. Fuel will continue to flow through the upper port the engine’s piston position. However, this change
until the upper port is closed by the upper scroll on can not be made after the timing is set. The scrolls
plunger (10). At this point, fuel injection starts and the can also change the length of the effective stroke in
effective stroke begins. During the effective stroke, relation to the various engine loads. The end of fuel
fuel is injected into the cylinder until the downward injection will change with a decrease or an increase in
movement of plunger (10) causes the lower scroll to fuel injection output according to the engine’s needs.
open the lower port. When the lower port is opened,
the fuel pressure is released.
The fuel then flows through the center passage of

plunger (10). During the remainder of the downstroke,
the fuel flows through the lower port. This sudden
release of pressure causes the fuel to hit the deflector
(spill) with a high force. The deflector (spill) protects
the housing nut of the fuel injector from erosion
(wear) due to the force of the released fuel. During
the return stroke (upstroke), the chamber inside the
injector barrel is filled with fuel again.
12 SENR3593-04
During the fuel injection stroke, fuel passes from

the barrel chamber through a valve assembly. The
Air Inlet and Exhaust
valve assembly has a spring-loaded needle valve System
with a cone-shaped end which operates against a
seat. The angle of the valve is slightly larger than the
angle of the seat in order to achieve line contact. The i02388162
valve opens at approximately 38100 to 44700 kPa
(5530 to 6485 psi). The fuel flows from the chamber Air Inlet and Exhaust System
inside the barrel through drilled passages and Operation
grooves in the spring cage. Then, the fuel flows
through passages around the guide section of the SMCS Code: 1050
valve to the valve chamber. Here, the fuel pressure
lifts the needle valve off the needle valve’s seat. The components of the air inlet and exhaust system
The fuel now flows through the fuel injection nozzle. control the quality and the amount of air that is
After the fuel flows through the fuel injection nozzle, available for combustion. There are separate
the fuel flows outward through the orifices into the turbochargers and exhaust manifolds on each side of
combustion chamber. the engine. A common aftercooler is located between
the cylinder heads in the center of the engine. The
A flat check valve is used above the needle valve. The inlet manifold is a series of elbows that connect the
flat check valve is used to prevent the combustion aftercooler chamber to the inlet ports (passages) of
gases from entering the fuel injector. The combustion the cylinder heads. There is one camshaft in each
gases are under high pressure. If the needle valve is side of the block. The two camshafts control the
held open by small foreign particles for a moment movement of the valve system components.
between fuel injection cycles, combustion gases
can enter the fuel injector. If combustion gases
enter the fuel injector, damage can occur. The fuel
injector operates with the flat check valve until the
foreign particle is purged from the fuel injector. After
the foreign particle is purged from the fuel injector,
normal operation resumes.
The fuel injection nozzle of the fuel injector extends

a short distance below the cylinder head into the
combustion chamber. The fuel injection nozzle has
several small orifices that are spaced evenly around
the outside diameter. The fuel injection nozzle sprays
fuel into the combustion chamber. The top surface of
the piston has a shaped crater.
g01188937
Illustration 12
Air Inlet And Exhaust System
(1) Exhaust manifold
(2) Aftercooler
(3) Engine cylinder
(4) Air inlet
(5) Turbocharger compressor wheel
(6) Turbocharger turbine wheel
(7) Exhaust outlet
Clean inlet air from the air cleaners is pulled through

air inlet (4) into the turbocharger compressor
by compressor wheel (5). The rotation of the
compressor wheel compress the air. The rotation of
the turbocharger compressor wheel then forces the
air through a tube to aftercooler (2). The aftercooler
lowers the temperature of the compressed air before
the air enters the inlet chamber in each cylinder
head. Air flow from the inlet chamber into the cylinder
heads is controlled by the inlet valves.
SENR3593-04 13
There are two inlet valves and two exhaust valves Inlet air from the compressor side of the turbocharger
for each cylinder. Refer to Systems Operation, flows into the aftercooler housing and the inlet
“Valve Mechanism”. The inlet valves open when the air passes the fins in the core assemblies. The
piston moves down on the inlet stroke. The cooled, aftercooler cores lower the temperature of the air. The
compressed air is pulled into the cylinder from the cooler air goes out of the bottom of the aftercooler
inlet chamber. into the air plenum and the air goes up through the
inlet ports of the cylinder heads.
The inlet valves close and the piston starts to move
up on the compression stroke. When the piston
i01287364
is near the top of the compression stroke, fuel is
injected into the cylinder. The fuel mixes with the air
and combustion starts. The force of the combustion
Turbocharger
pushes the piston downward on the power stroke. SMCS Code: 1052
When the piston moves upward again, the piston is
on the exhaust stroke. The exhaust valves open and There are two turbochargers that are located on
the exhaust gases are pushed through the exhaust the rear of the engine. The turbine side of the
port into exhaust manifold (1). After the piston makes turbocharger is connected to the exhaust manifold.
the exhaust stroke, the exhaust valves close and the The compressor side of the turbocharger is connected
cycle starts again. to the aftercooler. Both the turbine (exhaust) and the
compressor (inlet) are connected to the same shaft
Exhaust gases from exhaust manifold (1) go into the and these components rotate together.
turbine side of the turbocharger. The exhaust gases
cause turbine wheel (6) to turn. The turbine wheel is
connected to the shaft that drives the turbocharger
compressor wheel (5). The exhaust gases exit
through exhaust outlet (7).
i01286931
Aftercooler
SMCS Code: 1063
g00682222
Illustration 14
Turbocharger (Typical example)
(1) Compressor wheel
(2) Bearing
g00682022 (3) Oil inlet
Illustration 13
(4) Bearing
This is an Illustration of the Cross Section View of the Aftercooler (5) Turbine wheel
(Typical Example). (6) Air inlet
(1) Coolant outlet port (7) Exhaust inlet adapters
(2) Coolant inlet port (8) Oil outlet
(A) Coolant to the Inlet
(B) Coolant to the Outlet The exhaust gases go into the turbocharger through
the exhaust inlet adapters (7). The exhaust gases
The aftercooler is located in the center of the Vee and then push the blades of the turbine wheel (5). This
the aftercooler has core assemblies that are charged push causes the turbine wheel and the compressor
with coolant. Coolant from the water pump on the left wheel to turn.
side of the engine flows through the coolant inlet port
(2). Coolant circulates through the core assemblies
and the coolant leaves the aftercooler through the
coolant outlet port (1).
14 SENR3593-04
Clean air from the air cleaners is pulled through the The air that is required by the engine is drawn
compressor housing air inlet (6) by the rotation of the through a compressor inlet housing. The air is then
compressor wheel (1). The action of the compressor compressed by compressor wheel and a diffuser into
wheel blades causes a compression of the inlet air. the compressor outlet housing. The air is then forced
This compression gives the engine more power into the engine’s combustion chamber.
because the engine may now burn additional fuel
with greater efficiency.
The following factors determine the speed (rpm) of

the turbocharger:
• the fuel setting

• the high idle rpm setting
• height of the engine above sea level
NOTICE
Do not set the fuel setting or the high idle rpm above
the level specified in the Fuel Setting Information.
Damage to the engine or the turbocharger may result.
The bearings (2) and (4) in the turbocharger use

engine oil under pressure for lubrication. The oil
comes in through the oil inlet port (3) and the oil
goes through the passages in the center section for g01192403
Illustration 15
lubrication of the bearings. The oil goes out of the oil
outlet port (8) and the oil returns to the oil pan. (1) Compressor inlet housing
(2) Bearing
(3) Bearing
(4) Turbine outlet housing
i02387257 (5) Turbine Turbine inlet housing
Turbocharger (6)
(7)
Compressor inlet housing
Turbine wheel
(Napier 297) (8) Compressor wheel
SMCS Code: 1052 Components

The turbocharger is an assembly of four housings
Operation that are bolted together. A single stage axial flow
turbine and a centrifugal air compressor is mounted
A turbocharger uses the exhaust gases in order to
on a single shaft.
drive a turbine wheel which drives a compressor.
The compressor increases the pressure and density
The turbocharger’s lubrication is supplied from the
of the charge in the engine’s cylinders. This will
engine.
increase the power of the engine above a naturally
aspirated engine.
Turbine Outlet Housing
The turbocharger consists of a single stage axial
flow turbine and a centrifugal air compressor that is The air cooled turbine outlet housing that is attached
connected by a single rotor shaft that is supported to the main housing. The turbine outlet housing
on inboard bearings. collects the exhaust gas from the turbine. The
exhaust gas is directed to the exhaust outlet. The
The exhaust gas that is discharged from the engine turbine outlet housing can be fully indexed. This
cylinders enters the turbine inlet housing. The allows a wide range of positions for the housing. The
exhaust gas is accelerated through a nozzle ring into shroud ring is also attached to the housing.
the turbine blades. The turbine blades then turn the
rotor shaft. The gases then pass through the turbine
outlet housing to an exhaust pipe.
SENR3593-04 15
Turbine Inlet Housing The rotor and seal rings are supported by the
compressor and the turbine end bearing housings.
The air cooled turbine inlet housing that is attached to Each major component of the rotor assembly is
the turbine outlet housing at one end. The other end dynamically balanced before assembly. After the
is attached to the exhaust piping for the engine. The assembly is complete, the rotor is checked and the
turbine inlet housing also supports the nozzle ring. rotor is balanced without the thrust collar.
Cartridge Assembly Bearings

The cartridge assembly is made from following There are two bearing housings. The bearing
components: main housing, compressor outlet housings are located in the main housing. The
housing, compressor inlet housing, rotor assembly, bearing housings are used to locate the following
and bearings. The cartridge can be removed from bearings: end journal bearing for the turbine, end
the engine as an assembly. The turbine inlet and journal bearing for the compressor, and minor
outlet housings remain attached to the engine. This thrust bearings. The bearing housings transfer the
allows the cartridge assembly to be removed for lubrication oil to the bearings and from the bearings.
service. Service or replacement of the nozzle can be
performed while the cartridge is removed. The major thrust bearing is fit onto the inboard end
of the compressor end bearing housing. This presets
Main Housing Assembly the position of the rotor assemblies. No adjustments
are required. Positions of the seal ring automatically
The main housing forms the base for other housing adjust to the rotor’s position.
in order to be attached. The forward mounting foot is
part of the main housing and mounts to the engine. The bearings are lubricated from the main engine
Mounting foot is also the point for the inlet and the oil supply.
outlet for the lubrication oil. The lubrication oil can be
routed through the mounting foot or through piping Compressor Outlet Housing
that is attached to the mounting foot.
Air is drawn into the compressor inlet housing, which
A seal plate is attached to the main housing and is attached to the compressor outlet housing. The
machined grooves form part of a labyrinth seal. air is discharged to the engine by the compresssor
Mating grooves on the back of the compressor wheel wheel and the diffuser through a flanged connection.
form the other part of the labyrinth seal. A controlled
air supply is bled across the labyrinth seal. The air will
pressurize the end seal ring for the compressor. The
air is then travels through passages in the housing to Lubrication System
the turbine end. The air cools the space between the
main housing and the cone. The air pressurizes the
i01288283
space between the main housing and the cone. The
air then pressurizes the end seal rings for the turbine.
This prevents oil leakage and exhaust gases from
Lubrication System Operation
entering. The air then passes across the face of the SMCS Code: 1300
turbine wheel. The air then cools the turbine wheel
before the air travels into the turbine outlet.
Rotor Assembly
This rotor assembly consists of a solid steel shaft.
One end of the shaft is an interference fit onto the
hub of the turbine wheel.
Do not attempt to separate the turbine wheel from

the shaft.
A preset seal ring is fit into the compressor wheel

hub and two piston ring seals are fit at the turbine
end of the shaft. The seals prevent oil leakage and
exhaust gases from entering.
16 SENR3593-04
g00682744
Illustration 16
Lubrication System Schematic (Typical Example)
SENR3593-04 17
(1) Oil temperature regulator housing (6) Turbochargers (11) Oil filter change valve
(2) Centrifugal oil filter (7) Oil coolers (12) Priority valve
(3) Piston cooling jets (8) Turbocharger oil drain lines (13) Tube
(4) Drilled passage in the cylinder block (9) Oil filters (14) Prelube pump
from the main oil gallery to the camshaft (10) Drilled passage in the cylinder block (15) Oil pump
bearings from the main oil gallery to the crankshaft (16) Suction bell
(5) Turbocharger oil supply line main bearings (17) Engine oil pan
g00682751
Illustration 17
Lubrication System Schematic
(The model that has the front mounted turbocharger has four filter elements in the filter housing.)
18 SENR3593-04
i01363404 The engine oil pump pushes oil to the relief valve and
the ports on the bypass valve of the priority valve.
Engine Oil Pump The engine oil pump also pushes oil to the centrifugal
oil filters. The relief valve opens in order to send
SMCS Code: 1304 oil back to the engine sump when the pressure in
the engine oil pump exceeds 1000 kPa (145 psi).
This helps prevent damage to the lubrication system
components when the engine oil is cold.
The bypass valve opens in order to send oil back to

the engine sump when the system pressure (pressure
in the main oil gallery) exceeds 430 kPa (62 psi).
The engine oil pump also pushes oil to the oil

temperature regulator housing. If the oil temperature
is higher than the rating of the oil temperature
regulators, the oil flow will be directed to the oil
coolers. Oil flows from the oil coolers through the oil
filter change valve to the oil filters. From the oil filters,
the oil flows through the priority valve to the following
oil galleries in the cylinder block: (1), (6), and (7).
i01287722
Engine Oil Coolers and

Illustration 18
g00683011 Temperature Regulators
Oil Flow Through Cylinder Block
SMCS Code: 1355; 1378
(1) Main oil gallery
(2) Drilled passage in the cylinder block between the main oil
gallery and the camshaft bearings.
(3) Rocker arm assembly
(4) Tube
(5) Drilled passage in the cylinder block between the camshaft
bearings and the cylinder head.
(6) Right side piston cooling jet oil gallery
(7) Left side piston cooling jet oil gallery
(8) Piston cooling jets
(9) Drilled passage in the cylinder block between the main oil
gallery and the crankshaft main bearings.
The prelube pump can be driven by either an electric

motor or an air motor. The prelube pump provides oil
in order to lubricate the engine bearings before the
engine is started and after the engine is shut down. A
one-way check valve is located in the line between Illustration 19
g00682432
the prelube pump and the oil manifold. The check
Triple Engine Oil Cooler
valve prevents pressurized oil from the engine oil
pump from going through the prelube pump after the (1) Oil temperature regulator housing
(2) Engine oil coolers
engine is started. The Engine Supervisory System
will not allow the engine to start until the engine has
been prelubed, and the engine has had the minimum
amount of lubrication.
The lubrication system uses an external engine oil

pump. The engine oil pump is mounted on the front
left side of the front housing. Oil is pulled through the
suction bell and the suction tube by the engine oil
pump. There is a screen in the tube between the
suction bell and the tube.
SENR3593-04 19
The engine oil filters (1) contain six replaceable oil

filter elements. There are two banks of filter elements
with three filter elements in each bank. Each bank
has a purge line port in order to purge the air for
draining and for filling.
The engine oil filter change valve (2) allows the filters
for each bank to be changed separately while the
engine is operating. The oil filter elements should be
changed at an interval of every 1,000 hours. The
oil filter elements should be changed when the oil
filter bypass indicator registers a 100 kPa (14.5 psi)
pressure drop. This pressure drop is measured
across the filter when the engine is at operating
g00682433
temperature, and when the engine is running at rated
Illustration 20 speed.
Double Engine Oil Cooler
(1) Oil temperature regulator housing From the engine oil filters, the oil flows through the
(2) Engine oil coolers priority valve into the oil gallery and into the cylinder
block.
Engine oil coolers (2) and temperature regulators in
the oil temperature regulator housing (1) maintain
engine oil temperature. The core assemblies in the i01287662
engine oil cooler are connected in parallel with the
aftercooler. Water flows through the inside of the
Centrifugal Oil Filters
tubes in the bundle of the engine oil coolers.
SMCS Code: 1328
In the double oil cooler assemblies, engine oil flow is
in parallel through the core assemblies. In the triple
oil cooler, the engine oil flows in parallel, and the
oil flows in series through the core assemblies. Oil
from the engine oil pump enters the manifold on the
engine oil coolers. At cooler oil temperatures, the oil
bypasses the engine oil cooler and the oil is directed
to the engine oil filters.
i01287760
Engine Oil Filters

SMCS Code: 1308
g00682455
Illustration 22
Centrifugal Oil Filters
(1) Centrifugal oil filters
System pressure must be greater than 100 kPa

(15 psi) before the centrifugal oil filters will operate.
g00682448
Illustration 21
Engine Oil Filters
(1) Engine oil filters
(2) Engine oil filter change valve
20 SENR3593-04
Unfiltered pressurized oil enters the base of each

centrifugal oil filter. Pressurized oil enters the center
spindle. The oil then travels between the center
spindle and the bearing tube to the top of the cover.
Oil is directed downward by the cover. The sediment
and sludge settles due to centrifugal force. The
sediment and sludge will settle on the liner that is
located against the cover. Return oil enters the stand
tube and flows through the jets that are in the plate
of the bearing tube. The flow of oil through the jets
causes rotation of the rotator assembly.
i01287943
Internal Lubrication
SMCS Code: 1300
g00682546
Illustration 24
Internal Lubrication For The Cylinder Head
(2) Tube
(9) Valve lifter guide
The camshaft bearings receive oil from the main oil

gallery (5) through drilled passages (6) in the cylinder
block. The oil goes around each camshaft bearing.
The oil then goes through a drilled passage in the
block to the valve lifter guide (9) and the tube (2).
The tube connects the valve lifter guide with another
drilled passage in the block (4). Oil flows through the
tube and the passage to the cylinder head and rocker
arm assembly (1).
The main oil gallery (5) is connected to the crankshaft

main bearings by a drilled passage (8) in the cylinder
Illustration 23
g00682544 block. Drilled holes in the crankshaft connect the main
Oil flow through the Cylinder Block
bearing oil supply to the connecting rod bearings.
(1) Rocker arm assembly
(2) Tube
The priority valve allows the oil to go to the piston
(3) Drilled passage in the cylinder block between the camshaft cooling jet oil gallery (4) when the pressure in the
bearings and the cylinder head. system reaches 140 kPa (20 psi). The priority valve
(4) Drilled passage in the cylinder block between the main oil will not allow oil into the piston cooling jet oil galleries
gallery and the camshaft bearings. until there is pressure in the main oil gallery (5). This
(5) Piston cooling jet oil gallery
(6) Main oil gallery decreases the amount of time that is necessary for
(7) Piston cooling jets the pressure to build up when the engine is being
(8) Drilled passage in the cylinder block between the main oil started. The priority valve also helps sustain oil
gallery and the crankshaft main bearings. pressure at the low idle speed.
SENR3593-04 21
i01288059 Cooling System

Piston Cooling Jets
i02337546
SMCS Code: 1331
Cooling System Operation
SMCS Code: 1350
The 3612 and 3616 Diesel Engines use a separate

circuit cooling system. In a separate circuit cooling
system, the water pumps are mounted on the front
housing and the pumps are driven by the front gear
train. The upper right side water pump supplies
coolant to the following components: the cylinder
block, the cylinder heads, and the turbocharger.
The left side water pump supplies coolant to
the aftercooler and to the oil coolers. The water
temperature regulators maintain the temperature
g00682636 of the coolant to the cylinder block at a specified
Illustration 25 temperature.
Piston Cooling And Lubrication (Typical Example)
(1) Piston cooling jet
i01289378
There is a piston cooling jet (1) below each piston.

The oil from the piston cooling jet enters the piston
Combined Circuit Cooling
outer cooling chamber through a drilled passage System
in the piston body. Oil flows from the outer cooling
chamber to the inner cooler chamber and drains out SMCS Code: 1350
of the piston through a hole above the piston pin.
This provides lubrication for the piston pin bearing.
Turbocharger oil supply line sends oil to the

turbocharger. Turbocharger oil drain lines return oil to
the engine oil pan through the rear housing.
Oil is sent to the front gear groups and to the rear

gear groups. This is done through tubes and drilled
passages that are located within the respective
housings.
After the oil for lubrication has done the lubrication,

the oil goes back to the engine sump.
A lubrication metering pump is mounted on the

engine in order to provide lubrication to the inlet
valves. The oil flow rate is adjusted at the factory.
The lubrication metering pump will need adjustment.
Refer to the Testing And Adjusting section.
22 SENR3593-04
g00683363
Illustration 26
SENR3593-04 23
Combined Circuit Cooling System Schematic
g00683374
Illustration 27
Combined Circuit Cooling System
(1) Outlet to heat exchanger (6) Oil coolers (11) Right side water pump
(2) Water temperature regulator housing (7) Turbocharger coolant supply tubes (12) Inlet from expansion tank
(3) Aftercooler (8) Water manifolds (13) Left side water pump
(4) Turbocharger coolant return tube (9) Elbow (14) Oil cooler bonnet
(5) Turbochargers (10) Bypass tube (15) Elbow
24 SENR3593-04
In the combined circuit cooling system, coolant is i01289796

pulled from the expansion tank through inlet (12) by
the left side water pump (13). Coolant from the left Separate Circuit Cooling
side water pump is sent to the oil cooler bonnet (14). System
Coolant flow is divided at the oil cooler bonnet. Part
of the coolant is sent to the oil coolers (6) while the SMCS Code: 1350
rest is sent through the aftercooler (3). Coolant from
the aftercooler and from the oil coolers goes to the
water temperature regulator housing (2).
The water temperature regulators allow water that

is from the cylinder block to recirculate through the
right side water pump (11) or the water temperature
regulators allow water from the aftercooler outlet line
and from the oil coolers to circulate through the heat
exchanger or the expansion tank.
The right side water pump (11) pulls coolant from the
water temperature regulator housing (2) through the
tube (10). Coolant from the right side water pump
is sent to the cylinder block through the elbow (9)
and (15).
The coolant flows upward through the water jackets

and the coolant flows around the cylinder liners from
the bottom to the top. Near the top of the cylinder
liners, the water jacket is made smaller because
the temperature is highest. This shelf (smaller area)
causes the coolant to flow faster for better liner
cooling.
Water is then diverted through passages that are

drilled in the cylinder block. Coolant from the top of
the block goes into the cylinder head. This sends
the coolant around the parts that have the highest
temperature. Coolant then goes to the top of the
cylinder head and out through elbows at each
cylinder head. The coolant then flows from the
elbows to the water manifold (8). From the water
manifold, the coolant enters the water temperature
regulator housing.
Coolant is sent from the water jacket at the rear of the

cylinder block through tubes (7) to the turbochargers
(5). Coolant from the turbochargers is returned to the
cylinder block through the tube (4).
The water temperature regulator housing (2) has

an upper flow section and a lower flow section.
The water temperature regulator housing uses six
temperature regulators. The sensing bulbs of the six
temperature regulators are in the coolant in the lower
section of the housing. Before the regulators open,
cold coolant is sent through the bypass tube (10) to
the right side water pump. As the temperature of the
coolant increases enough to make the regulators
open, coolant flow to the bypass tube is stopped and
coolant is then sent through the outlet (1) to the heat
exchanger.
SENR3593-04 25
g00683584
Illustration 28
Separate Circuit Cooling System Schematic
(1) Oil temperature regulator (8) Right side water pump
(2) Oil flow (9) Left side water pump
(3) Turbocharger (10) Expansion tank
(4) Cylinder block and cylinder head (11) Water temperature regulator housing
(5) Oil coolers (12) Heat exchanger
(6) Inlet air (13) Raw water pump
(7) Aftercooler (14) Heat exchanger
26 SENR3593-04
g00683740
Illustration 29
Separate Circuit Cooling System
SENR3593-04 27
(1) Coolant outlet to the heat exchanger (7) Turbocharger coolant supply tubes (13) Coolant inlet from the heat exchanger
(jacket water) (8) Water manifolds (oil cooler and aftercooler circuit)
(2) Mixer housing (9) Oil coolers (14) Left side water pump (oil cooler and
(3) Coolant outlet to the heat exchanger (oil (10) Elbow aftercooler circuit)
cooler and aftercooler circuit) (11) Right side water pump (jacket water) (15) Oil cooler bonnet
(4) Aftercooler housings (12) Coolant inlet from the expansion tank (16) Elbow
(5) Turbocharger coolant return tube (jacket water)
(6) Turbochargers
Oil Cooler And Aftercooler Circuit A vent line is required between the top of the
turbocharger and the expansion tank. The vent line
In the separate circuit cooling system (oil cooler and is installed by the customer. This is for the jacket
aftercooler circuit), the left side water pump (14) pulls water system.
coolant from the heat exchanger through the inlet
(13). Coolant from the left side water pump goes to
the oil cooler bonnet (15). Coolant flow is divided
at the oil cooler bonnet. Part of the coolant is sent Basic Engine
to the oil coolers (9) while the rest of the coolant is
sent to the aftercoolers (4). After the coolant flows
i01290526
through the aftercoolers and the oil coolers, the
coolant returns to the heat exchanger through the
mixer housing (2) and the coolant outlet (3).
Cylinder Block, Liners and
Heads
There is a makeup line from the expansion tank to
the coolant inlet (13). This line helps keep the coolant SMCS Code: 1100; 1200
in the circuit (oil cooler and aftercooler) at the correct
level. The cylinder block is a one-piece casting of heavily
ribbed, gray iron alloy. The air inlet plenum runs
A vent line is required between the top of the engine the full length of the engine. This distributes the air
oil cooler’s housing and the expansion tank. The vent evenly to all of the cylinders.
line is installed by the customer. This is for the circuit
(aftercooler and oil cooler). The main bearing caps are fastened to the cylinder
block with two studs per cap. The studs are
hydraulically tensioned. Each main bearing cap has
Jacket Water Cooling Circuit two saddle bolts. One bolt goes through each side
of the cylinder block. The saddle bolts are used in
The right side water pump (11) pulls coolant from the order to prevent the movement of the main bearing
expansion tank through the coolant inlet (12). Coolant cap. The saddle bolts are also used in order to add
from the right side water pump flows to the side of the stiffness to the lower area of the cylinder block.
cylinder block through the elbows (10) and (16).
The cylinder liners are alloy iron castings. The
The coolant flows upward through the water jacket. cylinder liners are induction hardened and cooled
The coolant flows around the cylinder liners from the by jacket water over the full length. The cylinder
bottom to the top. Near the top of the cylinder liners, liners can be removed for replacement. The cylinder
the water jacket is made smaller. This is the area liner seats on the top face of the cylinder block. The
that has the hottest temperature. This shelf (smaller cylinder liner is piloted below the liner flange at the
area) causes the coolant to flow faster for better liner top. The cylinder liner is sealed with an O-ring seal
cooling. Coolant from the top of the liners flows into at the top and three O-ring seals at the bottom. The
the cylinder head which sends the coolant around O-ring seals provide a seal between the cylinder liner
the parts that have the hottest temperature. The and the cylinder block.
coolant flows to the top of the cylinder head (one at
each cylinder). The coolant flows out of the cylinder The engine has a separate cylinder head for each
head through an elbow into the water manifolds cylinder. Each cylinder head contains the following
(8). The coolant then flows through the manifold to components: two inlet valves, two exhaust valves,
the mixer housing (2). The coolant exits the mixer four replaceable valve seats, and a unit injector. The
housing through the outlet and flows through a inlet and exhaust valves move in replaceable valve
remote mounted water temperature regulator and the guides which are pressed into the cylinder head.
heat exchanger. The coolant then flows back to the
expansion tank. The valves are actuated by the following
components: cam followers, pushrods, rocker arms,
Coolant is sent from the water jacket at the rear of the bridge assemblies, and valve train bridge dowels.
cylinder block throughtubes (7) to the turbocharger Each pair of inlet and exhaust valves are actuated by
(6). Coolant from the turbocharger is returned to the separate bridges which contact the rocker arm.
cylinder block throughthe tubes (5).
28 SENR3593-04
The opening for the fuel injector is located between i01290554

the four valves. A third lobe on the camshaft moves
the cam follower, the pushrod and the rocker arm Pistons, Rings and Connecting
that operates the unit injector. Fuel is injected directly Rods
into the cylinder.
SMCS Code: 1214; 1218
Combustion gas is sealed by a steel combustion seal
ring gasket that is located between the cylinder liner The piston is a two-piece unit. A steel crown is held
flange and the head. Rubber O-ring seals are used to a forged aluminum body by four studs and nuts. An
in order to seal air, water and oil passages that are inner cooling chamber is formed and a piston outer
between the cylinder head and the cylinder block. cooling chamber is formed inside the crown. The
The seals are located in two plates for each cylinder. cooling jet oil flow enters the outer chamber through
a drilled passage in the piston body. After entering
Each cylinder head is fastened to the cylinder the outer shaker chamber, the oil flows to the inner
block by four studs and four nuts. These studs are shaker chamber. The oil then returns to the sump
hydraulically tensioned. The nuts are placed onto through a centrally located drain hole. The drain hole
the studs by hand, and the hydraulic tension is is located above the small end of the connecting rod.
released. The entire load of the stud is carried by the
combustion seal ring gasket. Three piston rings are used on the piston assembly
for sealing combustion gas. The top two piston
rings are located in a hardened steel groove in the
piston crown. The third piston ring is located in the
aluminum body.
The oil control ring is located in the lower groove in

the aluminum body. Four holes are drilled from the
bottom edge of the oil groove to the interior of the
piston. The four holes drain excess oil from the oil
ring.
The piston has two 1/2 -13 NC threaded holes in

the crown for lifting the piston and connecting rod
assembly.
g00307567
Illustration 30
The connecting rod has a taper on the pin bore
Right Side Of 3612 Engine (Typical Example) end. This gives the connecting rod and the piston
(1) Covers (access to camshaft) more strength in the areas with the most load. Four
(2) Covers (access to connecting rod bearings and the main bolts and nuts hold the connecting rod cap to the
bearings) connecting rod.
Covers (1) allow access in order to inspect the
camshaft. The covers (1) also allow access in order i01290969
to perform maintenance on the camshaft, the valve
lifters and the valve lifter guides. Crankshaft
Covers (2) allow access in order to inspect the SMCS Code: 1202
crankshaft. The covers (1) also allow access in
order to perform maintenance on the crankshaft, the The crankshaft changes the combustion forces in
connecting rods, the piston cooling jets and the main the cylinders into a usable rotating torque in order to
bearings. send power from the crankshaft. Vibration dampers
are used at the front of the crankshaft to reduce
torsional vibrations (twist on crankshaft).
The crankshaft has the following characteristics:

press forging, induction hardened, and regrindable.
A counterweight for each cylinder is bolted to the
crankshaft.
SENR3593-04 29
Identical flanges are machined at each end of the The camshaft must be in time with the crankshaft and
crankshaft for the flywheel and vibration damper with each other. The relation of the camshaft lobes
mounting. The front of the crankshaft can be to the crankshaft position will cause the valves (inlet
distinguished from the rear of the crankshaft by the and exhaust) and the unit injector in each cylinder to
marking “FRONT” that is stamped on the center of operate at the correct time. The crankshaft/camshaft
the front hub. Also, the rear flange has tapped holes timing is established by the No. 1 cylinder when
in order to mount the crankshaft timing pin bracket. the No. 1 cylinder is in the top center position (TC).
Conversion to reverse engine rotation is possible Timing pins are provided for the camshaft and the
without removing the crankshaft. crankshaft in order to establish No. 1 top center
position (TC).
The crankshaft for the 3612 Engine is supported by
seven main bearings. The crankshaft for the 3616
i01291122
Engine is supported by nine main bearings. Thrust
that is developed by the crankshaft is absorbed by
two half-circle steel reinforced aluminum plates. The
Front Gear Group
plates are located in the counterbores of each side of SMCS Code: 1206
the rear bearing saddle in the cylinder block.
The front gear group provides the drives for the
The crankshaft drives a group of gears on the front engine oil pump, the jacket water pump, the engine
and rear of the engine. The gear group on the front oil cooler and the aftercooler water pump. The oil
of the engine drives the following components: the pump drive gear is supported by the pump. The water
oil pump, water pumps, and fuel transfer pump. pump drive gears are supported by bearings on the
The gear group on the rear of the engine drives the ends of the shafts.
camshafts and the optional alternator.
Lip type crankshaft seals are used at each end of the i01291128
crankshaft. The seal assemblies are fastened to the
front housing and the rear housing. The lips of the Rear Gear Group
seals contact the adapters that are bolted to each
end of the crankshaft. SMCS Code: 1204
Pressure oil is supplied to all the main bearings The rear gear group provides the drives for the
through drilled passages in the webs of the cylinder camshaft, the power take-off and the alternator. The
block. The oil flows through the holes that are drilled crankshaft gear is piloted on the crankshaft. The
in the crankshaft in order to provide oil for the crankshaft goes between the flywheel mounting
connecting rod bearings. adapter and the crankshaft flywheel flange. In
addition to the flywheel bolts, four bolts are used to
hold the adapter and gear to the crankshaft.
i01291029
Camshaft i01291165
SMCS Code: 1210 Crankcase Explosion Relief

The engine has a camshaft assembly for each side
Valves
of the engine. SMCS Code: 1233
The camshafts are made from identical camshaft
segments, journals, spacers and a drive end. Each
camshaft segment has three lobes. The camshaft
segments are replaceable at each cylinder through
access holes in the cylinder block. A thrust plate at
the rear of each camshaft controls end play. Each
camshaft for the 3612 Engine is supported by seven
bearings. Each camshaft for the 3616 Engine is
supported by nine bearings.
As the camshaft turns, each lobe moves a lifter

assembly. There are three lifter assemblies for each
cylinder. Each of the lifter assemblies that are on the
ends of the lifter guide move a pushrod and a set of
g00307565
valves (inlet or exhaust). The center lifter assembly Illustration 31
moves a pushrod that operates the unit injector. Crankcase Explosion Relief Valve
30 SENR3593-04
The crankcase explosion relief valves open in order

to relieve the pressure from a crankcase explosion.
After the valves open, the valves immediately close in
order to keep fresh air from entering the crankcase.
A pressure of 7 kPa (1 psi) is required to open the
valve. An oil screen quenches any flames from an
explosion.
Do not change the total number of crankcase

explosion relief valves that are installed on the
engine.
i01338196
Engine Barring Group

SMCS Code: 1235
Air Interlock (1:1)

g00684278
Illustration 33
Manual Barring Group
(5) Slot in shaft (2)
(6) Spacer
(7) Guide
The manual barring group provides a means of

slowly turning the flywheel in order to perform service
work on the engine.
Note: Prelube the engine as you rotate the crankshaft

during the normal maintenance operations. Refer to
the Testing And Adjusting Section of this manual.
g00684268
Illustration 32
A 3/4 inch hex drive on the end of the shaft (2) is used
Manual Barring Group to turn the gear (1). The guide (7) must be loosened
(1) Gear before the shaft is engaged or the shaft is turned.
(2) Shaft
(3) Knob
(4) Stem
The shaft (2) is spring loaded. The shaft must be
(5) Slot in shaft (2) pushed toward the flywheel in order to engage the
gear (1) in the flywheel ring gear.
The shaft can be engaged in position against the

flywheel by pushing in on the knob (3). The stem (4)
engages in the slotted part (5) of the shaft. When the
knob is pushed inward, the O-ring seals shut off the
pressure air source (signal to the relay valve) to the
starting motor. The loss of air pressure will prevent
the start-up of the engine.
The barring group can be used to prevent the

rotation of the crankshaft. The inside of the spacer
(6) is splined. The shaft (2) and the flywheel will be
locked in position when the manual barring group is
engaged and the guide (7) is tightened to a torque of
270 ± 25 N·m (200 ± 18 lb ft).
SENR3593-04 31
When the manual barring group is not active, this Note: If locking nut (2) cannot be flush with the
component must be disengaged from the flywheel. housing, the shaft gear is not meshed with the
Lock this component in position. Tighten the guide flywheel ring gear. Maintain inward pressure on the
(7) to a torque of 270 ± 25 N·m (200 ± 18 lb ft). nut while adapter (4) is carefully adjusted. Adjustment
of the adapter is achieved by turning the adapter in a
clockwise direction or a counterclockwise direction.
Manual Barring Group (50:1) The adjustment may require the adapter to be turned
more than one revolution in any direction. Adjust the
adapter until locking nut (2) can be flush with the
housing.
When the manual barring group is in the engaged

position, the engine starting system is disabled.
To turn the engine crankshaft, use the adapter (4).

In order to operate the manual barring group (50:1
reduction), use an electric tool or an air tool. The tool
must be capable of producing the required torque.
The engine will turn one revolution in less than three
minutes at a tool speed of 700 rpm. Any power tool
that is used to operate the manual barring group
should be equipped with a cushion clutch in order to
prevent damage to the gear box.
NOTICE
Do not use an impact wrench to operate the barring
device. The use of an impact wrench will cause gear
g00322856 tooth failure.
Illustration 34
Manual Barring Group (50:1 reduction)
The following torques are required in order to operate
(1) Shaft with gear and grease fitting
(2) Locking nut
the manual barring group (50:1).
(3) Knob
(4) Adapter 3612 and 3616 Engine (only) ............ 10 N·m (7 lb ft)
An electric wrench or an air wrench may be used with 3612 and 3616 Engine (with driven
the manual barring group (50:1 reduction) in order to equipment) ...................................... 23 N·m (17 lb ft)
turn the engine slowly. The manual barring group is
used while service work is being performed. The engine crankshaft is locked in place when the
pinion gear on shaft (1) is engaged with the flywheel
Use the following procedure in order to engage the ring gear.
manual barring group:
Use the following procedure in order to disengage
1. Loosen locking nut (2). the manual barring group:
2. Pull knob (3) outward while pressing inward 1. Pull knob (3) outward while pressing inward on
on locking nut (2) until the nut is flush with the locking nut (2) until the spring on shaft (1) moves
housing. The nut is part of the pinion shaft which the pinion to the disengaged position.
is spring loaded.
2. Check that the pinion gear is fully disengaged.
3. Release knob (3) and slowly remove hand
pressure from locking nut (2) until the knob Note: The pinion gear is fully disengaged when
engages in the slot of the pinion shaft. locking nut (2) passes by the housing.
3. Release knob (3).
4. Tighten locking nut (2).
Tighten the locking nut to the following

value. .......................... 70 ± 15 N·m (50 ± 11 lb ft)
32 SENR3593-04
Note: If shaft (1) fails to fully return to the disengaged

position, rotate the adapter in either direction.
Rotating the adapter in either direction reduces the
side loading (friction) between the pinion gear and
the flywheel ring gear.
NOTICE
Do not operate the engine starting motor until the bar-
ring group pinion gear is fully disengaged from the fly-
wheel ring gear. Serious damage to the engine could
result.
When the manual barring group is not activated,

the manual barring group must be disengaged from
g00708213
the flywheel and the manual barring group must be Illustration 36
secured in the disengaged position. This is an Illustration of the 171-6239 Contactor Panel.
(5) Connector
Electrical Barring Group (6) Junction Box Assembly
(7) Control
(A) Subpanel
(B) Pendant
The Electrical Barring Group may be used in order

to turn the engine slowly. The barring group is used
while service work is being performed.
Use the following procedure in order to engage the

barring group:
1. Loosen locking nut (3).
2. Pull knob (2) outward while pressing inward

on locking nut (3) until the nut is flush with the
housing. The nut is part of the pinion shaft which
is spring loaded.
3. Release knob (2) and slowly remove hand

pressure from locking nut (3) until the knob
engages in the slot of the pinion shaft.
Illustration 35
g00707735 Note: If locking nut (3) cannot be flush with the
housing, the shaft gear is not meshed with the
Electrical Barring Group
flywheel ring gear. Maintain inward pressure on
(1) Barring Motor the nut while the adapter (4) is carefully adjusted.
(2) Knob
(3) Locking nut Adjustment of the adapter is achieved by turning the
(4) Adapter adapter in a clockwise direction or a counterclockwise
direction. The adjustment may require the adapter to
be turned more than one revolution in any direction.
Adjust the adapter until locking nut (3) can be flush
with the housing.
When the barring group is in the engaged position,

the engine starting system is disabled.
To turn the engine crankshaft, use the adapter (4). In

order to operate the barring group, use the control(7).
This control is connected to the junction box (6) by
the connector (5).
SENR3593-04 33
The engine crankshaft is locked in place when the An air starting motor can be used in order to turn the
pinion gear on the shaft is engaged with the flywheel engine flywheel with enough rpm in order to start
ring gear. the engine. Operation of the air starting motor is
controlled by the Engine Supervisory System. The air
Use the following procedure in order to disengage starting motor will engage when the requirements for
the barring group: prelube have been met.
1. Pull knob (2) outward while pressing inward on the The air starting motor is usually mounted on the left
locking nut (3) until the spring on the shaft moves side of the engine. Air is normally contained in a
the pinion to the disengaged position. storage tank. The following conditions will determine
the length of time that is possible to turn the engine
2. Check that the pinion gear is fully disengaged. flywheel: the volume of the tank, the air pressure
in the tank, and the amount of the restriction in the
Note: The pinion gear is fully disengaged when system.
locking nut (3) passes by the housing.
For starting the engines which do not have heavy
3. Release knob (2). loads, the regulator setting is approximately 1034 kPa
(150 psi). This setting gives a good relationship
4. Tighten locking nut (3). between the duration of the air starting motor’s
rotation and the cranking speeds before the air
Tighten the locking nut to the following supply is exhausted.
value. .......................... 70 ± 15 N·m (50 ± 11 lb ft)
Note: Minimum recommended cranking speed for
Note: If the shaft fails to return to the disengaged start-up is 80 rpm. The fuel system and the ignition
position, rotate the adapter in either direction. system are activated at engine speeds above 50
Rotating the adapter in either direction reduces the rpm. The maximum cranking speed of the air starting
side loading (friction) between the pinion gear and motor is 150 rpm.
the flywheel ring gear.
If the engine has a heavy load which cannot be
NOTICE disconnected during starting, the setting of the air
Do not operate the engine starting motor until the bar- pressure regulating valve needs to be higher in order
ring group pinion gear is fully disengaged from the fly- to get high enough speed for easy starting.
wheel ring gear. Serious damage to the engine could
result. The air consumption is directly related to speed. The
air pressure is related to the effort that is necessary
in order to turn the engine flywheel. The setting of
When the barring group is not activated, the barring the air pressure regulator can be up to 1723 kPa
group must be disengaged from the flywheel and the (250 psi). This will get the correct cranking speed for
barring group must be secured in the disengaged a heavily loaded engine. With the correct setting, the
position. air starting motor can turn the heavily loaded engine
at the same speed and for the same duration as the
air starting motor can turn a lightly loaded engine.
The maximum pressure for use in the air starting
Air Starting System motor is 1723 kPa (250 psi).
For good life of the air starting motor, the air supply
i01291257
should be free of dirt and water. Use a lubricator with
Air Starting System Operation “SAE 10W” nondetergent oil for temperature above
0 °C (32 °F). Use air tool oil for temperatures below
SMCS Code: 1450 0 °C (32 °F). The maximum pressure for use in the
air starting motor is 1550 kPa (225 psi).
The 3612 Diesel Engine and the 3616 Diesel Engine
must be prelubed before the engine is started. A
minimum prelube pressure must be reached before
the air starting motor is allowed to engage. The
prelube pump may be driven by air or the pump may
be operated electrically.
34 SENR3593-04
Air Starting Motor - Electrically

Driven Prelube Pump (Intermittent
Prelube)
g00686375
Illustration 37
Air Starting Motor Schematic (Typical Example)
(1) Electric prelube/air start switch (3) Oil pressure switch (5) Air starting motor relay valve
(2) Contactor (4) Electric starting motor (6) Electric/air starting motor relay valve
The air system for the air starting motor includes the
air switch for the electrically driven prelube pump in
the starting sequence. After the oil pressure in the
engine reaches 7 kPa (1 psi), a pressure operated
valve is opened in order to allow engagement of the
air starting motor pinion with the engine flywheel.
After the pinion is engaged, a relay valve opens in
order to supply pressure air to the starting motor.
SENR3593-04 35
g00686460
Illustration 40
Air Starting Motor
(11) Air inlet
(12) Rotor
(13) Vanes
(14) Gears
(15) Piston
g00686401 (16) Spring
Illustration 38
(17) Pinion
Electric Prelube/Air Start Switch (Typical Example)
(1) Electric prelube/air start switch The air from the supply goes through the shutoff
valve (10) and the strainer to the relay valve (5). The
switch (1) is connected to the inlet side of the relay
valve. The flow of air is stopped by the relay valve (5)
until the relay valve (6) for the starting motor goes
through the manual barring interlock (if equipped).
The relay valve (6) passes through the interlock to
the piston (15) that is located behind the pinion (17)
for the starting motor. Air pressure on the piston (15)
puts the spring (16) under compression and the air
pressure engages the pinion (17) with the flywheel
ring gear. When the pinion is engaged, the air can go
out through another line to the relay valve (5). The air
activates the relay valve (5) which opens the supply
line to the air starting motor.
g00686433
Illustration 39
The flow of air goes through the lubricator (10) and
Air Starting Motor System (Typical Example) the air picks up lubrication for the air starting motor.
(5) Air starting motor relay valve
(7) Air starting motors The lubricated air goes into the air starting motor
(8) Air silencer
(9) Lubricator
through the air inlet (11). The pressure of the air
(10) Shutoff valve pushes out the vanes (13) in the rotor (12). The air
then exhausts through the outlet and the air silencers
With the electric prelube/air start switch in the (8). The air turns the rotor which is connected by
ENGINE PRELUBE position, the air pressure gears (14) and a drive shaft to the starting motor
actuates the contactor (2) for the prelube pump. pinion (17). The pinion then turns the engine flywheel.
The prelube pump switch sends electrical current to
the starting motor (4) which engages the prelube When the engine starts to run, the flywheel will start
pump motor. When the engine oil pressure reaches to turn faster than the starting motor pinion (17). The
7 kPa (1 psi), the green light in the engine oil prelube air starting motor is equipped with an override clutch.
indicator will be visible. The oil pressure switch (3) When the engine reaches a speed of 170 rpm, the
opens in order to allow air to flow to the air start valve. contactor (2) opens. When the contactor opens, air
is vented from the piston (15). The pinion (17) then
When the green light in the indicator is visible, move retracts.
the switch (1) to the ENGINE START position.
Note: The engine prelube system will continue to

operate while the electric prelube/air start switch is in
the ENGINE START position.
36 SENR3593-04
When the switch (1) is released, the air pressure

and the air flow to the piston behind the starting
motor pinion is stopped. The piston spring retracts
the pinion and the relay valve stops the flow of air to
the starting motor.
SENR3593-04 37
Air Starting Motor - Air Driven

Prelube Pump (Intermittent
Prelube)
g00686395
Illustration 41
Air Starting Motor Schematic (Typical Example)
(1) Air prelube/air start switch (4) Electric/air prelube relay valve (7) Air starting motor relay valve
(2) Contactor (5) Air prelube relay valve (8) Electric/air start relay valve
(3) Oil pressure switch (6) Pressure reducing valve
38 SENR3593-04
The air system for the air starting motor includes the
air switch for the electrically driven prelube pump in
the starting sequence. After the oil pressure in the
engine reaches 7 kPa (1 psi), a pressure operated
valve is opened in order to allow engagement of the
air starting motor pinion with the engine flywheel.
After the pinion is engaged, a relay valve opens in
order to supply pressure air to the starting motor.
g00686653
Illustration 43
Air Starting Motor
(9) Air inlet
(10) Rotor
(11) Vanes
(12) Gears
(13) Piston
(14) Spring
(15) Pinion
Supply air goes through the shutoff valve and the

strainer to the relay valve (7) for the air starting
motor. The air flow is stopped by the relay valve (7)
until the switch (1) is activated. Air from the relay
valve (8) goes through the manual barring interlock
g00686401 (if equipped) to the piston (13) behind the pinion (15).
Illustration 42
Air pressure on the piston (13) puts the spring (14)
Air Prelube/Air Start Switch (Typical Example) under compression. The air pressure also engages
(1) Air prelube/air start switch the pinion (15) with the flywheel ring gear. When the
pinion is engaged, air can go through another line to
Supply air to the prelube pump goes through the the relay valve (7). The air activates the relay valve
pressure regulator (4), and the pressure is regulated (7) which opens the supply line to the air starting
to 1033 kPa (150 psi). The air then goes to the relay motor.
valve (2) for the prelube pump.
The flow of air goes through the lubricator and the air
When the green light in the indicator is visible, move picks up lubrication for the air starting motor.
the switch (1) to the ENGINE START position.
The lubricated air goes into the air starting motor
Note: The engine prelube system will continue to through the air inlet (9). The pressure of the air
operate while the electric prelube/air start switch (1) pushes out the vanes (11) in the rotor (10), and the air
is in the ENGINE START position. then exhausts through the outlet at the bottom of the
air motor. The air turns the rotor which is connected
by gears (12) and a drive shaft to the starting motor
pinion (15). The pinion then turns the engine flywheel.
When the engine starts to run, the flywheel will start

to turn faster than the starting motor pinion (15).
When the engine reaches a speed of 170 rpm and
the switch (1) is in the ENGINE START position, the
contactor (2) will open. When the contactor (2) opens,
the relay valve (8) will vent air from the system. The
air flow causes the pinion (15) to retract and the air
flow closes the relay valve for the air starting motor.
The air starting motor is equipped with an override
clutch. The clutch prevents the vanes (11) from being
driven by the engine.
SENR3593-04 39
When the switch (1) is released, the air pressure

and the air flow to the piston (13) behind the starting
motor pinion (15) is stopped. The piston spring (14)
retracts the pinion (15) and the relay valve stops the
flow of air to the starting motor.
40 SENR3593-04
Testing and Adjusting Disconnect the driven equipment until the faulty
accessory can be found. Repair or a replace the
Section faulty accessory.
4. An internal problem prevents the turning of the

engine crankshaft.
Troubleshooting
If the crankshaft cannot be turned, the engine
must be disassembled. After disassembling the
i02389004 engine, inspect the engine for other internal
Troubleshooting problems. Possible internal problems include the
following conditions:
SMCS Code: 1000
• Bearing seizure
Introduction • Piston seizure
This section provides the following information: • Valve and piston contact
• Known problems The engine will not start. The governor
• Probable causes of known problems terminal shaft does not move.
• Repairs in order to correct known problems Probable Cause
Additional repair work maybe needed beyond the 1. Control linkage binds
recommendation in the list.
The engine can start when the engine is cold.
A problem is not normally caused by only one When the oil is hot the governor does not develop
part. The cause can be related to problems with the oil pressure that is needed to move the
other parts. This list does not include all possible linkage. Check the linkage effort and correct the
problems and corrections. The service technician linkage effort.
must find the problem and the problem’s source.
After the problem’s source is determined, the service 2. No signal to actuator solenoid
technician can make the necessary repairs.
Refer to the Woodward PGEV & PGE Locomotive
Note: A CD-ROM based system contains additional Governors , SENR6444 or to the 2301A Electric
advanced diagnostics. Contact your local Caterpillar Governors For Generator Sets, SENR3585.
dealer for a subscription.
3. Low oil pressure in the governor
Troubleshooting Problems The governor oil pump relief valve may be stuck
in the open position or the valve may be leaking.
Engine crankshaft will not turn This may be corrected by disassembly and
cleaning of the governor. Refer to Caterpillar
Probable Cause 3161 Governor, SENR3028. Check for plugged oil
supply passages from the engine.
1. Problem with the air starting motor
The engine will not start. The governor
Refer to “Problem 35” through “Problem 40”.
terminal shaft moves.
2. Fluid in the cylinders
Probable Cause
Open the manual valves (Kiene valves) on each
1. Slow cranking speed
cylinder. If the engine is not equipped with the
manual valves, remove the cylinder pressure relief
Refer to “Problem 36”.
valve or the plug. Inspect the cylinders for fluid
while the crankshaft is being turned.
2. Low quality fuel or water in fuel
3. Problem with accessory equipment (hydraulic
pumps, air compressor, etc)
SENR3593-04 41
Remove the fuel from the fuel tank. Install new 2. Governor problem
fuel filters. Put a good grade of clean fuel in
the fuel tank. Refer to Supplement, SEBU7003, Refer to engine governor’s service literature.
“Caterpillar 3600 Series Diesel Engine Fluids
Recommendations For Lubricants, Fuels, and 3. The governor actuator is not engaged in the Drive
Coolants”. Coupling.
3. No fuel to fuel injectors Ensure that the governor is driven by the engine.
If necessary, remove the governor and install the
Check the fuel level in the fuel tank and fill the fuel governor again in order to ensure that the engine
tank, if necessary. Use the priming pump in order is engaged correctly with the governor drive. Also,
to remove any air from the fuel system. check for drive components in the governor and in
the engine that are worn or damaged.
Install new fuel filters, if necessary. Fuel lines that
are blocked should be cleaned and fuel lines that Unstable engine speed
are broken should be replaced. Check the fuel
transfer pump for damage and/or wear. Probable Cause
The governor linkage is not connected to the 1. Misfire
internal rack linkage. This condition can exist after
a governor has been assembled incorrectly during Refer to “Problem 9”.
an overhaul. Ensure that the governor linkage is
correctly engaged. 2. Bound linkage or worn linkage with flat spots and
high clearances
4. Low fuel pressure
Inspect the linkage. Repair the linkage or replace
At starting rpm, the minimum fuel pressure from the linkage, as needed.
the fuel transfer pump must be 415 kPa (60 psi).
If the fuel pressure is less than 415 kPa (60 psi), 3. Rough governor drive
change the fuel filters. After changing the fuel
filters, inspect the fuel system for air in the fuel Worn splines and/or high gear clearances can
system. If the fuel pressure is still low, check the cause rough governor drive. Inspect parts and
fuel bypass valve and the fuel transfer pump for replace parts, if necessary.
correct operation.
4. Governor problem
5. Wrong fuel injection timing
Refer to engine governor’s service literature.
Adjust the timing. Refer to Testing and Adjusting,
“Timing Adjustments For Fuel System”. 5. Seized injector
6. Air inlet shutoff valve is tripped. Replace the injector.
Reset the air inlet shutoff valve. 6. Seized piston and/or stuck piston rings
Engine overspeed Replace piston assembly and cylinder liner.
Probable Cause Cannot reach high idle rpm

1. Fuel control linkage Probable Cause
Inspect the fuel control linkage for one or more of 1. The speed setting control shaft is not against the
the following conditions: high idle stop.
• Incorrect assembly after overhaul Check the speed control linkage and the
pneumatic controls for restrictions.
• Bound fuel control linkage
2. Incorrect high idle adjustment
• Bound fuel control linkage in FUEL-ON position
• Governor output lever to control housing lever
out of adjustment
Make adjustment or repair.

42 SENR3593-04
The governor speed setting shaft is against the Disassemble the governor and clean the governor
high idle stop and the high idle is too low. Adjust components. Inspect the governor components
to correct the high idle. Also, check the engine for wear and damage. Replace parts, as needed.
fuel setting in order to ensure that the engine fuel
setting is correct. Misfire or running rough
3. Speed droop adjustment is incorrect. Probable Cause
Refer to engine governor’s service literature. 1. Low fuel pressure
4. The speed setting solenoid adjustment of the The fuel pressure at the outlet of the fuel filter
Woodward PGEV governor is not correct. housing must be a minimum of 450 kPa (65 psi) at
900 rpm. If fuel pressure is lower than the above
Refer to engine governor’s service literature. pressure, check the following items:
The engine’s high idle declines after • Plugged fuel filters

start-up
• Fuel transfer pump
Probable Cause
Make sure that there is fuel in the fuel tank. Look
1. Loss of normal rpm for leaks or bends in the fuel line between the fuel
tank and the fuel transfer pump. Look for air in
The loss of approximately 20 rpm can be expected the fuel system. Also look for a faulty return fuel
as the engine warms to operating temperature. pressure regulating valve.
2. Incorrect high idle adjustment 2. Air in fuel system
If necessary, make an adjustment in order to Find the air leak in the fuel system and correct
correct high idle. Also, check the engine fuel the air leak. If there is air in the fuel system, the
setting in order to ensure that the engine fuel air generally enters the fuel system on the suction
setting is correct. side of the fuel transfer pump.
3. Leakage or breakage in fuel line between fuel

The engine cannot be shutdown through manifold and cylinder head
the governor
Install a new fuel line.
Probable Cause
4. Defect in fuel injector
1. Shut down solenoid
When the engine runs at rated load, the exhaust
The solenoid may have shorted wires or broken manifold port temperature can be an indication of
wires. The solenoid may be stuck in the open the condition of a fuel injector. Low temperature
position. Inspect the solenoid and replace the at an exhaust manifold port is an indication of no
solenoid. fuel to the cylinder. This may be an indication of a
fuel injector with a defect. Extra high temperature
2. Incorrect wiring at an exhaust manifold port can be an indication
of too much fuel to the cylinder. This may also be
The shutdown signal is not wired correctly. Make caused by a fuel injector with a defect. If any one
sure that the polarity is correct. cylinder varies by more than 50 °C (90 °F), there
may be a problem with the fuel injector.
• The “A” terminal is positive.
5. Faulty inlet or exhaust valve
• The “B” terminal is negative.
3. Incorrect installation of governor actuator
Ensure that the governor control lever or the

actuator terminal shaft is engaged correctly with
the fuel control linkage stop lever.
4. Governor in need of repair

SENR3593-04 43
When the engine runs at rated load, the 2. Low engine idle rpM
temperature of an exhaust manifold port can be an
indication of the condition of the inlet and exhaust Adjust the governor. Ensure that the idle rpm
valves. Extra high temperature at an exhaust setting matches the rpm that is listed in Technical
manifold port can be an indication of a valve with Marketing Information (TMI).
a defect. If any one cylinder has an exhaust port
temperature that is 50 °C (90 °F) higher than the 3. Defect in fuel injector
average of the exhaust port temperatures on the
bank, there may be a problem with a valve. Refer to “Problem 9”.
6. Wrong valve lash 4. Engine accessories
Adjust the valve lash. Refer to Testing Check engine accessories for damage and make
and Adjusting, “Valve Lash & Valve Bridge repair or replacement. If necessary, disconnect
Adjustment”. the accessories and test the engine.
7. Wrong fuel injection timing Low power

Adjust the timing. Refer to Testing and Adjusting, Probable Cause
“Timing Adjustments For Fuel System”.
1. Dirty fuel filters
8. Bent pushrod or broken pushrod
If the pressure differential between the inlet port of
Replace the pushrod, if necessary. the fuel filter housing and the outlet port of the fuel
filter housing is 70 kPa (10 psi), replace the filter.
9. Fuel has cloud point higher than atmospheric
temperature. cloud point is the temperature when 2. Low quality fuel or water in fuel
wax is formed in the fuel.
Remove the fuel from the fuel tank. Install new
Drain the fuel tank, fuel lines and fuel manifolds. fuel filters. Put a good grade of clean fuel in the
Change the fuel filter. Fill the tank with fuel that has fuel tank. Refer to Caterpillar 3600 Series Diesel
the correct cloud point. Remove the air from the Engine Fluids Recommendations For Lubricants,
system with the priming pump. Some installations Fuels, and Coolants, SEBU7003.
require the use of fuel heaters in order to ensure
fuel flow. Also, the use of fuel heaters prevents 3. High fuel temperature
filter blockage from fuel wax.
If the fuel supply temperature is 38 °C (100 °F) or
10. Excessive engine load more, a fuel cooler may be necessary.
Lighten the load in order to observe any change Return fuel serves to remove heat from the fuel
in the engine operation. injectors. A fuel cooler is recommended in order to
prevent excessive power loss and a fuel cooler is
Engine stalls at low rpm recommended in order to maintain an acceptable
injector life.
Probable Cause
The fuel pressure at the outlet of the fuel filter
The fuel pressure at the outlet of the fuel filter housing must be a minimum of 450 kPa (65 psi) at
housing must be a minimum of 450 kPa (65 psi) at full load speed. If fuel pressure is lower than the
900 rpm. If fuel pressure is lower than the above above pressure, install new fuel filter elements. If
pressure, check the following items: the fuel pressure is still low, check the fuel transfer
pump.
• Plugged fuel filters
Make sure that there is fuel in the fuel tank. Look
• Fuel transfer pump for leaks or bends in the fuel line between the fuel
Make sure that there is fuel in the fuel tank. Look the fuel system. Also look for a faulty return fuel
for leaks or bends in the fuel line between the fuel pressure regulating valve.
the fuel system. Also look for a faulty return fuel 5. Faulty fuel injector
pressure regulating valve.
44 SENR3593-04
6. Leaks in air inlet system Excessive vibration

Check the pressure in the air inlet manifold Probable Cause
(plenum). Look for leak paths in the air cleaner
pipe assemblies and the clamped joints. 1. Loose vibration damper
7. Governor and fuel control linkage Inspect the vibration damper for damage. Tighten
the bolts, if necessary. If the vibration damper bolt
Ensure that the governor is moving the fuel holes have damage or wear, replace the vibration
control linkage against the fuel setting stop. Make damper’s hub.
adjustment in order to get the full travel of the
linkage. Install new parts for those parts that 2. Faulty vibration damper
have damage or defects. If the control linkage is
not against the stop and the engine runs below Inspect the vibration damper for leakage and
rated speed under load, perform the following inspect the vibration damper for a damaged case
inspections: assembly. Either of the above conditions can
cause the weight to come into contact with the
a. Check high idle and adjust, if necessary. housing. If the weight contacts the housing, the
operation of the vibration damper is affected.
b. The fuel ratio control may be restricting Perform a torsional vibration measurement.
the travel of the control linkage. Adjust, If
necessary. 3. Engine supports are loose or faulty.
8. Wrong valve lash Tighten all mounting bolts. Install new

components, if necessary.
Adjust the valve lash. Refer to Testing and
Adjusting, “Valve Lash and Valve Bridge 4. Driven equipment is not in alignment or driven
Adjustment”. equipment is not in balance.
9. Wrong fuel injection timing Check alignment and balance. Correct alignment
and balance, if necessary.
“Fuel Timing”. 5. Misfiring or running rough.
10. Incorrect fuel setting Refer to “Problem 9”.
Adjust the timing. Refer to Testing and Adjusting, 6. External causes of vibration
“Fuel Setting”.
Check the equipment in the engine and around
11. Ineffective aftercooler the engine for the source of the vibration.
Check temperature of inlet and outlet coolant Combustion noise (knock)

supply. Remove any external restrictions or
internal restrictions. Probable Cause
12. Carbon deposits on turbocharger or other causes 1. Wrong fuel injection timing
of friction
Inspect the turbocharger. Repair the turbocharger, “Fuel Timing”.
if necessary. Check for low boost pressure. Low
boost pressure is ten percent below initial boost 2. Defect in fuel injector
pressure.
13. Not enough air for combustion
Check the air cleaner for restrictions and check

Valve train noise (clicking)
the aftercooler for restrictions.
Probable Cause
1. Damage to valve train components

SENR3593-04 45
Inspect all of the following valve train components: Inspect each engine oil cooler. Repair any faulty oil
cooler or replace any faulty oil cooler, as required.
• Valves
2. Failure of cylinder head water seals
• Springs
Install new cylinder head water seals in the seal
• Camshafts plates.
• Lifters 3. Faulty water pump seal
• Rocker arms Check the water pump. If necessary, repair the

water pump.
• Pushrods
Mechanical noise (knock)
Check for worn parts or damaged parts. Replace
worn parts or damaged parts, as required. Probable Cause
2. Insufficient lubrication 1. Failure of bearing for connecting rod
Check the lubrication in the valve compartment. Inspect the bearings for the connecting rods and
There must be a strong flow of oil at engine high the bearing surfaces (journals) on the crankshaft.
rpm. There must be a small flow of oil at low rpm. Install new parts, as required.
Oil passages must be clean. The oil passages that
send the oil to the cylinder head are particularly 2. Damaged gears
important.
Install new parts, as required.
3. Too much valve lash
3. Damaged crankshaft
Make adjustment to valve lash. Refer to Testing
and Adjusting, “Valve Lash and Valve Bridge Replace the crankshaft.
Adjustment”.
4. Defect in accessory equipment
Loud valve train noise
Repair the faulty components or install new
Probable Cause components.
1. Damage to valve springs 5. Wrong adjustment of fuel injector
Replace the damaged components. Adjust the fuel injector.
2. Damage to camshaft 6. Wrong adjustment of valve bridge
Replace the damaged components. Clean the Adjust valves and valve bridges. Refer to Testing
engine thoroughly. If the camshaft is replaced, and Adjusting, “Valve Lash and Valve Bridge
new valve lifters are necessary. Adjustment”.
3. Damage to valve lifter Excessive fuel consumption

Clean the engine thoroughly. Replace the Probable Cause
damaged valve lifters. Inspect the lobes of the
camshaft for damage. Look for valves that do 1. Fuel system leaks
not move freely. Adjust the valve lash. Refer to
Testing and Adjusting, “Valve Lash and Valve Tighten or replace of parts at points of leakage.
Bridge Adjustment”.
2. Fuel and combustion noise (knock)
Oil in the cooling system
Refer to “Problem 9” and “Problem 13”.
Probable Cause
1. Defect in core of engine oil cooler
Make adjustment to timing. Refer to Testing and
Adjusting, “Fuel Timing”.
46 SENR3593-04
4. Defect in fuel injectors If the pushrods have too much wear, install new
pushrods. Adjust the valve lash. Refer to Testing
Refer to “Problem 9”. and Adjusting, “Valve Lash and Valve Bridge
Adjustment”.
5. Low quality fuel or water in fuel
6. Broken valve lifters or worn valve lifters
Remove the fuel from the fuel tank. Install new
fuel filters. Put a good grade of clean fuel in the Install new valve lifters. Check the camshaft for
fuel tank. Refer to Caterpillar 3600 Series Diesel wear. Check for free movement of valves or bent
Engine Fluids Recommendations For Lubricants, valve stem. Clean the engine thoroughly. Adjust
Fuels, and Coolants, SEBU7003. the valve lash. Refer to Testing and Adjusting,
“Valve Lash and Valve Bridge Adjusment”.
6. Incorrect high idle
7. Worn camshaft
Adjust high idle setting.
Check valve lash. Check for wear on camshaft
7. Overloaded engine lobes. Check for free movement of valves or bent
valve stems. Install a new camshaft. Install new
Do not exceed recommended capacities. valve lifters. Adjust the valve lash. Refer to Testing
and Adjusting, “Valve Lash and Valve Bridge
8. Excessive exhaust back pressure Adjusment”.
Refer to Testing and Adjusting, “Air Inlet and The valve rotocoil is free or spring lock
Exhaust System”.
is free
Valve lash Probable Cause
Probable Cause 1. Broken locks
1. Not enough lubrication Broken locks can cause the valve to slide into the
cylinder. This will cause much damage.
Check the lubrication in the valve compartment.
There must be a strong flow of oil at engine high 2. Broken valve spring
rpm. There must be a small flow of oil at low rpm.
Oil passages must be clean. The oil passages that Install a new valve spring.
send the oil to the cylinder head are particularly
important. 3. Broken valve
2. Worn rocker arm Replace the valve and the other damaged parts.
If the face of the rocker arm that makes contact
with the valve bridge has too much wear, install Oil in the exhaust
new parts or rocker arms. Adjust to valve lash.
Probable Cause
Refer to Testing and Adjusting, “Valve Lash and
Valve Bridge Adjustment”.
1. Too much oil in the valve compartment
3. Worn valve bridges
Be sure that the plugs are installed in the ends
of the rocker arm shaft.
Adjust or replace, as required.
4. Worn valve stem 2. Worn valve guides
Reconditioning of the cylinder head is required.

If the end of the valve stem has too much wear,
install new valves. Adjust the valve lash. Refer
3. Worn piston rings
to Testing and Adjusting, “Valve Lash and Valve
Bridge Adjustment”.
Inspect piston rings and install new parts, as
required.
5. Worn pushrods
4. Excessive idle time
SENR3593-04 47
Do not idle the engine for long time periods. This will cause high fuel consumption and low
engine oil pressure. This condition may also
Little valve lash or no valve lash increase the oil level in the crankcase. Make
repairs if leaks are found. Install new parts, as
Probable Cause required.
1. Worn valve seat or worn valve face 5. Low quality fuel or water in fuel
Reconditioning of the cylinder head is required. Remove the fuel from the fuel tank. Install new
Adjust the valve lash. Refer to Testing and fuel filters. Put a good grade of clean fuel in the
Adjusting, “Valve Lash and Valve Bridge fuel tank. Refer to Caterpillar 3600 Series Diesel
Adjustment”. Engine Fluids Recommendations For Lubricants,
Fuels, and Coolants, SEBU7003.
2. Wrong crankshaft/camshaft timing
Coolant in the lubrication oil
Adjust the camshaft timing. Refer to Testing and
Adjusting, “Camshaft Timing”. Probable Cause
3. Open mister for oil 1. Failure of oil cooler cores
On engines that use distillate fuel, check the Install a new core for the faulty engine oil cooler.
delivery of oil from the mister. Drain the crankcase and refill the crankcase with
clean lubricant. Install new oil filters.
4. Valve bridge out of adjustment
2. Crack or defect in cylinder head
Adjust the valve bridge. Refer to Testing
and Adjusting, “Valve Lash and Valve Bridge Pressurize the cooling system in order to
Adjustment”. determine whether the cylinder head needs
repair. While the cylinder head is removed from
Early wear the engine, inspect the cylinder head in order to
determine the extent of the damage. Repair the
Probable Cause cylinder head or replace the cylinder head, as
required.
Note: Internal engine components wear due to
abrasion. Each of the following systems must 3. Crack or defect in cylinder block
be inspected in order to determine the source of
abrasion within that system: air, oil, fuel, and water. Pressurize the cooling system in order to locate
The cause must be corrected. Check the components the damage. Inspect the cylinder block. Repair
and replace the components, as required. the cylinder block or replace the cylinder block,
as required.
1. Dirt in lubrication oil
4. Failure of cylinder liner seals
Remove dirty lubrication oil. Clean the centrifugal
oil filters. Install new filter elements. Check oil filter Replace cylinder liner seals.
bypass valves for wear or broken springs. Put
clean oil in the engine. 5. Faulty water pump
2. Lack of lubrication Check the water pump for leakage.
Ensure that the oil is the proper viscosity. Ensure 6. Faulty water cooled valve seat insert
that the oil level is at the recommended capacity.
Replace the cylinder head.
3. Air inlet leaks
Excessive black smoke or gray smoke
Inspect all gaskets and connections. Make repairs
if leaks are found. Probable Cause
4. Fuel leakage into lubrication oil 1. Not enough air for combustion
Check the air cleaner and the aftercooler for

restrictions.
48 SENR3593-04
2. Faulty fuel injectors Check the setting and the delivery of the valve
lubricator pumps.
Install new fuel injectors.
9. Worn cylinder liner
Check cylinder liners.
Adjust the timing. Refer to Testing And Adjusting,
“Fuel Timing”. Low oil pressure
4. Broken exhaust valve Probable Cause
Replace the broken components and the damaged 1. Dirty oil filters or oil cooler
components, as required.
Check the operation of bypass valve for the
5. Overloaded engine oil filters. Install new oil filter elements. Clean
oil cooler cores or install new oil cooler cores.
Do not exceed recommended capacities. Remove dirty oil from the engine. Clean centrifugal
oil filters. Change engine oil.
6. High fuel rate
2. Faulty oil pressure gauge
Install new gauge.
Excessive white smoke or blue smoke
3. Diesel fuel in lubrication oil
Probable Cause
Find the source of the leakage of the diesel
1. Too much lubrication oil in engine fuel into the lubrication oil. Make repairs, as
required. Remove the lubrication oil that has been
Remove extra oil. Put the correct amount of oil contaminated with diesel fuel. Install new oil filters.
in the engine. Put clean oil in the engine.
2. Misfire or the running rough. 4. Too much clearance between rocker arm shaft
and rocker arms
Check lubrication in valve compartments. Install
3. Wrong fuel injection timing new parts, as required.
Adjust the timing. Refer to Testing and Adjusting, 5. Faulty oil pump suction pipe
“Fuel Timing”.
Replacement of oil pump suction pipe is required.
4. Worn valve guides
6. Oil pump’s suction strainer is fouled.
Reconditioning of cylinder head is required.
Clean the strainer.
5. Worn piston rings or improperly installed piston
rings 7. Faulty priority valve
Inspect piston rings and install new parts, as Inspect the priority valve and replace damaged
required. parts or worn parts.
6. Failure of turbocharger oil seal 8. Stuck open oil pressure relief valve
Check the air inlet manifold (plenum) for oil and Clean the valve and the housing. Install new parts,
repair the turbocharger, as required. as required.
7. Faulty aftercooler core 9. Faulty oil pump
Check aftercooler core for leaks. Repair the oil pump or replace the oil pump.
8. Faulty valve lubricator pumps 10. Too much clearance between crankshaft and
crankshaft bearings
SENR3593-04 49
Inspect the crankshaft bearings and replace, as Excessive oil consumption

required.
Probable Cause
11. Too much clearance between camshaft and
camshaft bearings 1. Too much lubrication oil in engine
Inspect the camshaft and the camshaft bearings. Remove the extra oil. Put the correct amount of oil
Replace the camshaft and the camshaft bearings, in the engine.
as required.
2. Oil leaks
12. Loose oil plugs for crankshaft or missing oil plugs
for crankshaft Find all oil leaks. Make repairs, as required. Check
for dirty crankcase breathers.
Check the torque of the oil plugs for the crankshaft.
3. High oil temperature
13. Loose plugs in rocker arm shaft or missing plugs
from rocker arm shaft Check operation of oil cooler and oil temperature
regulator. Install new parts, as required. Clean the
Check plugs in the ends of the rocker arm shafts. oil cooler cores.
14. Loose oil supply line in box for lifter 4. Too much oil in the valve compartment
Check the oil supply line from the cylinder block to Be sure that the plugs are installed in the rocker
the cylinder head behind the lifter assemblies. shafts.
15. Loose retainer on the idler gear for the rear gear 5. Worn valve guides
train or missing retainer on the idler gear for the
rear gear train Reconditioning of the cylinder head is required.
Check the retainer on the idler shafts of the rear 6. Failure of turbocharger oil seal
gear train.
Check the air inlet manifold (plenum) for oil and
High oil pressure repair the turbocharger, as required.
Probable Cause 7. Failure of crankshaft seal
1. Restriction in engine lubrication system Replace crankshaft seals.
Use pressure taps in order to determine the 8. Worn piston rings or improperly installed piston
problem area and repair the problem area. rings
2. Faulty priority valve Inspect piston rings and install new parts, as
required.
Inspect the priority valve. Replace damaged parts
or worn parts. 9. Faulty valve for continuous prelube
3. Faulty oil pressure relief valve Check operation of continuous prelube system.
If necessary, inspect the oil pressure relief valve Prelube pump inoperative or slow
and repair the oil pressure relief valve.
Probable Cause
4. Oil pump output too high.
1. Open circuit or grounded circuit on the electric
Repair the oil pump or replace the oil pump. motor
5. Incorrect viscosity oil is used. Inspect the wiring of the electric prelube pump
and repair the wiring, as required.
Drain the engine oil and refill the engine with oil of
the correct viscosity. Install new oil filters. 2. Open circuit or grounded circuit on the solenoid
Inspect the wiring and repair the wiring, as

required.
50 SENR3593-04
3. Low air pressure Adjust the timing. Refer to Testing and Adjusting,
“Fuel Timing”.
Check the prelube pump’s air system for air leaks.
Check the air compressor for correct operation. 10. Incorrect coolant and/or flow
4. No lubrication to air motor The system is not balanced correctly. Repair the
system, as required.
If necessary, repair the prelube pump’s air system.
If necessary, replace the air prelube pump’s motor. 11. Scale buildup
High coolant temperature Clean the cooling system.
Probable Cause High exhaust temperature

1. Restriction of coolant flow through radiator core Probable Cause
tubes
1. Inlet air leakage
Clean the radiator or the heat exchanger and flush
the radiator or the heat exchanger. Check the following locations and the associated
piping for air leakage. If necessary, make the
2. Low coolant level corrections.
Add coolant to the cooling system. Check for • O-ring seals between the compressor and the
leaks. aftercooler
3. Faulty pressure cap • Air inlet shutoff

Check operation of the pressure cap. Install a new • Plugged sections
pressure cap, as required.
• Gaskets within aftercooler
4. Combustion gases in coolant
• Plenum
Find the source of the leakage of combustion
gases into the cooling system. Make repairs, as 2. Leakage at exhaust system
required:
Find the cause of the exhaust leak. Make repairs,
• Cylinder liner as required.
• Water cooled valve seat insert 3. Excessive exhaust restriction
5. Faulty water temperature regulators Ensure that the air pressure drop between the
outlet of the turbocharger and the atmosphere is
Check water temperature regulators for correct less than 2.5 kPa (10 inches of H2O).
operation. Check the water temperature gauge for
correct operation. Install new parts, as required. 4. Insufficient air passage through filters or inlet air
piping
6. Faulty jacket water pump
Ensure that the pressure drop between the inlet
Repair the jacket water pump, as required. of the filters to the inlet of the turbocharger is less
than 1.5 kPa (5.00 inches of H2O) when the filters
7. Faulty aftercooler pump and the piping are clean.
Repairs the aftercooler pump, as required. Ensure that the pressure drop between the inlet
of the filters to the turbocharger inlet is less than
8. Too much load on the system 3.75 kPa (15 inches of H2O) when the filters and
the piping are dirty.
Reduce the load on the system.
If necessary, adjust the timing . Refer to Testing
And Adjusting, “Fuel Timing”.
SENR3593-04 51
6. Faulty exhaust valve 5. High crankcase pressure
Check exhaust valves for damage and replace Check for faulty main bearings and connecting
exhaust valves, as required. rod bearings.
7. Faulty turbocharger High air inlet temperature

Inspect the turbocharger. Repair the turbocharger, Probable Cause
if necessary. Check for low boost pressure. Low
boost pressure is ten percent below initial boost Note: Inlet air temperatures should be compared to
pressure. trends in the performance data in addition to data that
is supplied by the factory. Do not rely on the setpoint
8. Fouled Tturbocharger of the alarm only. High inlet manifold temperature
may occur on only the front half or the back half of the
Ensure that both the compressor side and the engine. This is due to a blockage that is only in one
turbine side of the turbocharger are not fouled. part of the water side of the aftercooler. When the
inlet manifold temperature is being measured at the
9. The air inlet temperature is too high. middle of the aftercooler, a hot front section or a hot
back section can be undetected. This occurs because
Refer to “Problem 34”. the temperature is taken at a point that yields
an average temperature. Additional temperature
10. Excessive pressure drop through the aftercooler measurements must be made at the ends of the inlet
(air side) manifold. Drilling of the covers will be required.
Ensure that the air side of the aftercooler is not 1. Restriction of coolant flow through aftercooler
restricted or too contaminated with soot and cores
debris.
Clean the aftercooler cores and flush the
Use the following guidelines in order to determine if a aftercooler cores.
rise in exhaust temperatures is the result of a change
in ambient conditions. 2. Engine coolant temperature is too high.
1. The exhaust manifold temperature will increase Refer to “Problem 31”.
approximately 1.6 °C (2.90 °F) for every 1.0 °C
(1.80 °F) increase in the inlet air temperature. 3. High ambient air temperature
2. The exhaust manifold temperature will increase Check the air temperature of the installation. Make
approximately 0.2 °C (0.36 °F) for every 1.0 °C sure that the ventilation is adequate.
(1.80 °F) increase in the aftercooler inlet water
temperature.
Air starting motor
High oil temperature Probable Cause
Probable Cause 1. Low air pressure
1. Faulty oil temperature regulators Check the system for leaks. Check the operation
of the air compressor.
Check the oil temperature regulators for correct
operation. Check the oil temperature gauge for 2. Faulty oil pressure valve (intermittent operation)
correct operation. Install new parts, as required.
Check the operation of the oil pressure valve. Set
2. Restriction of oil flow through the engine oil cooler the oil pressure valve to open at 7 kPa (1 psi).
Replace the oil pressure valve, as required.
Clean the engine oil cooler and flush the engine
oil cooler. 3. Inoperative relay valve
3. Engine coolant temperature is too high. Check the operation of the relay valve. Repair the
relay valve or replace the relay valve, as required.
4. Faulty air start control valve
4. Low coolant flow

52 SENR3593-04
Repair the air start control valve or replace the air e. Clean up end plate scoring with emery cloth
start control valve, as required. that is placed on a flat surface.
5. Faulty air starting motor 4. Air leakage
Repair the air starting motor or replace the air Check the air starting motor for worn seals. Plug
starting motor, as required. the exhaust. Apply 205 kPa (30 psi) air to the
inlet and put the unit in nonflammable fluid for 30
6. The pinion is not engaged. seconds. If bubbles appear, replace the motor
seals.
Ensure that the pinion is engaged with the flywheel
ring gear. 5. External resistance
7. The manual barring group is engaged. Disconnect driven equipment.
Check the manual barring group and the switches. Air starting motor’s pinion does not
8. Fluid in the cylinders engage with the flywheel
Probable Cause
Open the manual valves (Kiene valves). If the
engine is not equipped with the manual valves,
1. Broken clutch jaws or other broken parts
remove the cylinder pressure relief valve or plug.
Inspect the cylinders for fluid while the crankshaft
is being turned. Replace the parts, as required.
2. Worn pinion engagement piston

Air starting motor turns slowly or the air
starting motor has a loss of power Replace the pinion engagement piston and the
seal.
Probable Cause
After the pinion engages, the air starting
1. Low air pressure
motor does not turn the flywheel
Check the system for leaks. Check the operation
Probable Cause
of the air compressor.
2. Malfunctioning lubricator 1. Broken shafts, gears or clutch jaws
Replace the parts, as required.

Check the lubricator for correct operation. Fill the
lubricator and adjust the drip rate.
Air starting motor’s pinion does not
3. Worn motor parts engage correctly with the flywheel
Disassemble the air starting motor and inspect Probable Cause
the parts.
1. Dry pinion shaft
a. Install a set of new vanes if any vane is cracked
or damaged. Also, install a set of new vanes if Remove the drive pinion. Put clean grease on the
any vane’s width is 32 mm (1.25 inch) at either drive shaft splines and the drive pinion.
end.
2. The manual barring group is engaged.
b. Replace rotor bearings if any roughness or
looseness is apparent in the bearings. Check the manual barring group and the switches.
c. Replace the rotor if the body has deep scoring 3. Fluid in the cylinders
that cannot be removed with the use of emery
cloth.
d. Replace the air cylinder if there are any cracks

or deep scoring.
SENR3593-04 53
Open the manual valves (Kiene valves) that 2. Restricted crankcase breathers
measure cylinder pressure on each cylinder. If the
engine is not equipped with the manual valves, Check and clean crankcase breather elements
remove the cylinder pressure relief valve or plug. and tubes.
Inspect the cylinders for fluid while the crankshaft
is being turned. 3. Seized piston and/or stuck piston rings
4. Improperly installed pinion Replace piston assembly and cylinder liner.
Ensure that the pinion is installed for the correct 4. Loose fuel injector
rotation.
Ensure that all fuel injectors are tight.
Air starting motor’s pinion does not
5. Faulty turbocharger seal
disengage from the flywheel
Replace the turbocharger seal.
Probable Cause
1. High air pressure Turbocharger surge
Check air supply pressure and the air pressure Note: A rapid drop in load will cause the turbocharger
regulator. to surge. This is normal.
2. Incorrect timing of crank termination Probable Cause
Check the controls of the air starting motor for the 1. Insufficient air passage through filters or inlet air
correct setting for crank termination. piping
3. Faulty bearing in air starting motor Ensure that the filters are sized properly for the
engine. Ensure that the air passages are clean
Check the condition of the bearings in the air and that the air passages are free of obstructions.
starting motor. Replace the bearings, as required.
2. Negative pressure in engine space
Electric starting motor does not turn Increase air pressure in engine space.
Probable Cause 3. The inlet manifold temperature is too high.
1. Low voltage to starting motor
Check power supply to the starting motor. If
4. Partially closed air shutoff
necessary, make repairs.
Ensure that the air shutoff is in the open position.
2. The wiring is faulty or the switch is faulty.
5. Unequal operation between cylinder banks
If necessary, make repairs or replacement.
Ensure that the cylinder banks are operating
3. Starting motor’s solenoid is faulty.
evenly. Look for any cylinders that are misfiring.
This may be the cause of uneven operation. Refer
Install a new solenoid.
to “Problem 9”.
4. The starting motor is faulty. 6. Unequal exhaust back pressure between cylinder
banks
If necessary, repair the starting motor or replace
the starting motor. The maximum allowable differential pressure
between the cylinder banks is 0.5 kpa
High crankcase pressure (2.00 inches of H2o). Ensure that the difference
between the back pressures of the cylinder banks
Probable Cause is no greater than this limit.
1. Engine oil level is too high. 7. Fouled turbocharger compressor or a fouled

turbocharger diffuser (air side)
Remove extra oil. Find the source of the extra oil.
Put the correct amount of oil in the engine.
54 SENR3593-04
Ensure that the passages are free of debris. Inspect all of the following valve train components:
Ensure that there is not excessive soot in the
passages. • Valves
8. Damaged turbocharger compressor or a damaged • Springs
turbocharger diffuser
• Camshafts
Ensure that the components are not damaged. If
necessary, replace the components or repair the • Lifters
components.
• Rocker arms
9. Incorrect turbocharger or associated parts
• Pushrods
Ensure that the installed turbocharger has the
proper rating. Ensure that the parts that are used Check for worn parts or damaged parts. Replace
are intended for the turbocharger that is being worn parts or damaged parts, as required.
used.
17. Incorrect camshaft installation
10. High pressure drop in aftercooler (air side)
Ensure that the camshafts are installed correctly.
Ensure that the pressure drop between the Refer to Testing and Adjusting, “Fuel system”.
compressor outlet and the intake manifold is not
excessive. 18. High load operation at low engine speed
11. Fouled turbocharger nozzle (turbine side) Ensure that engine speed is not below 85 percent
rated speed on engines that are not used as
On engines that use heavy fuel oil, ensure that the gensets during high load operation.
proper Water wash intervals are followed.
Low boost pressure
12. Excessive turbulence at the air inlet for the
turbocharger Probable Cause
Ensure that transitions within the ducting to the air 1. Insufficient air passage through filters or inlet air
inlet for the turbocharger are not too close to the piping
turbocharger. Use a Caterpillar supplied air inlet
elbow or follow the guidelines that are given in the When the filters and the piping are clean,
“Application and installation guide”. the pressure drop must not exceed 1.5 kpa
(5.00 inches of H2o). This pressure drop is
Note: Inlet air piping that is common to two measured between the filter inlets and the
turbochargers should receive special attention. turbocharger inlet.
13. Excessive back pressure When the filters and the piping are dirty, the
pressure drop must not exceed 3.75 kpa
On engines that use heavy fuel oil and high (15 inches of H2o). This pressure drop is measured
overlap camshafts, ensure that there is not between the filter inlet and the turbocharger inlet.
excessive back pressure.
2. Inlet air leakage
14. Low inlet air temperature to turbocharger
Check the following locations and the associated
Ambient air temperature that is below 0 °c (32 °f) piping for air leakage. If necessary, make
should be noted in the Rating request. This will corrections.
allow proper selection of a turbocharger. Contact
your local Caterpillar dealer. • O-ring seals between the compressor and the
aftercooler
15. Too little valve lash (unlikely cause)
• Air inlet shutoff
Adjust the valve lash. Refer to Testing and
Adjusting, “Valve lash and valve bridge • Plugged sections
adjustment”.
• Gaskets within aftercooler
16. Damage to valve train components
SENR3593-04 55
• Plenum Ensure that the correct camshafts are installed

in the engine.
3. Excessive exhaust restriction
14. Incorrect valve lash (minor influence)
Ensure that the pressure difference between the
outlet of the turbocharger and the atmosphere is Adjust the valve lash. Refer to Testing and
less than 2.5 kpa (10 inches of H2o). Adjusting, “Valve lash and valve bridge
adjustment”.
4. Leakage of the exhaust piping
15. High ambient temperature
Ensure that there are no exhaust leaks. If
necessary, make the proper repairs. Inlet manifold pressure decreases approximately
0.3 percent for every 1 °c increase of the
5. Dirty turbocharger temperature of the air to the turbocharger
compressor.
Clean the turbocharger.
High boost pressure
6. Damaged turbine nozzle or damaged turbine
blades Probable Cause
Ensure that the components of the turbine are not 1. Incorrect fuel setting
damaged.
Make adjustment to timing. Refer to Testing and
7. Incorrect turbocharger or associated parts Adjusting, “Fuel Setting”.
Ensure that the installed turbocharger has the 2. Turbine nozzle ring is clogged with carbon.
proper rating. Ensure that the parts that are used
are intended for the turbocharger that is being Clean the ring.
used.
3. Excessive engine load
8. The turbocharger bearings are damaged or
the turbocharger bearings are not functioning Lighten the load on the engine.
correctly.
Ensure that the bearings are operating correctly

Low efficiency
and that the bearings are not causing excessive
Probable Cause
drag.
9. Damaged turbocharger compressor or 1. Ineffective aftercooler

turbocharger diffuser
Check temperature of inlet and outlet coolant
Ensure that the components are not damaged. If supply. Remove any external restrictions or
internal restrictions.
necessary, replace the components or repair the
components.
2. Late fuel injection timing
10. Partially closed air shutoff
Make adjustment to timing. Refer to Testing And
Ensure that the air shutoff is in the open position. Adjusting, “Fuel Timing”.
3. High ambient temperature

11. The timing is advanced too far.
Inlet manifold pressure decreases approximately
This will be only a minor influence. Refer to Testing
0.3 percent for every 1 °C increase of the
and Adjusting, “Camshaft Timing”.
temperature of the air to the turbocharger
compressor.
12. High pressure drop in aftercooler (air side)
Ensure that the pressure drop between the 4. Excessive back pressure
compressor outlet and the intake manifold is not
On engines that use heavy fuel oil and high
excessive.
overlap camshafts, ensure that there is not
excessive back pressure.
13. Wrong camshaft (high overlap camshaft)
5. Engine misfiring
56 SENR3593-04
Refer to “Problem 9”. Engine starts but the turbocharger does

not turn
6. A damaged turbine nozzle and turbine blades
Probable cause
Ensure that the components of the turbine are not
damaged. 1. Debris is trapped between the Turbine blade tips
and the Shroud ring.
7. A worn turbine nozzle and turbine blades
Clean and eliminate the cause of the entrance of
Ensure that the components of the turbine are not the debris.
worn.
2. Bearing failure
8. Generator’s efficiency is low.
Inspect the bearings. Replace the bearings if it
An engine may appear to be operating with low is necessary.
efficiency. Ensure that the driven generator is
operating at the correct efficiency.
9. Improper conditions of fuel
Ensure that the following fuel requirements are

being met.
• Temperature
• Heating value
• Pressure
• Api gravity
• Governor limiting rack setting
Refer to Caterpillar 3600 Series Diesel Engine
Fluids Recommendations For Lubricants, Fuels,
and Coolants, SEBU7003.
Turbocharger vibration
Probable Cause
1. Severe unbalance of the rotor due to dirt or

damaged turbine blades
Rebalance the rotor assembly.
2. Bent rotor shaft
Inspect the shaft. Replace the shaft if it is

necessary.
3. Worn bearings

is necessary.
4. Incorrectly assembled bearings

is necessary.
SENR3593-04 57
Fuel System i01297561
Fuel Injector Testing

i01938966
SMCS Code: 1290-081
General Information (Fuel
When the engine is running at low idle speed,
System) the temperature of an exhaust manifold port can
be an indication of the condition of a fuel injector.
SMCS Code: 1250 Low temperature at an exhaust manifold port is an
indication of no fuel to the cylinder. This can possibly
Either too much fuel or not enough fuel for be an indication of a fuel injector with a defect. Extra
combustion can be the cause of a problem in the high temperature at an exhaust manifold port can be
fuel system. Work is often done on the fuel system an indication of too much fuel to the cylinder. This can
when the problem is really with some other part of the also be an indication of a fuel injector with a defect.
engine. It is difficult to find the cause of the problem,
especially when smoke comes from the exhaust. The normal operating temperature of the exhaust
Smoke that comes from the exhaust can be caused manifold ports is approximately 550 to 600 °C
by a faulty fuel injector. Smoke can also be caused (1022 to 1112 °F). All of the exhaust manifold ports
by one or more of the reasons that follow: should be approximately the same temperature.
Variation of the exhaust manifold port temperature
• Not enough air for good combustion by more than 50 °C (90 °F) from the average
temperature of all of the cylinders could indicate a
• Oil leakage into combustion chamber faulty fuel injector.
• Air inlet and exhaust leaks If the exhaust manifold port temperature of a cylinder
is out of the normal operating range and a defect in
• Not enough compression the fuel injector is suspected, remove the fuel injector
from the cylinder head.
i02391941
Visually inspect the fuel injector for any of the
Fuel System Inspection following defects:
SMCS Code: 1250-040 • Stuck rack lever

A problem with the components that supply fuel to • Bound rack lever
the engine can cause low fuel pressure. This can
decrease engine performance. • Stuck plunger
1. Check the fuel level in the fuel tank. Look at the • Plugged nozzle tip orifice of the fuel injector
cap for the fuel tank. Make sure that the vent is
not filled with debris. • Broken fuel injector spring
2. Check the fuel lines for fuel leakage. Be sure that If the fuel injector has no visual defects, interchange
none of the fuel lines have a restriction or a faulty the suspect fuel injector with a fuel injector that is
bend. operating properly. Assume that a fuel injector is
operating properly when the fuel injector’s exhaust
3. Install new main fuel filters. Clean the primary fuel manifold port temperature is within the normal
filter. operating range.
4. Inspect the fuel pressure relief valve in the Start the engine and check the exhaust manifold
fuel transfer pump. Make sure that there is no port temperatures again. If the temperature of the
restriction. exhaust manifold port with the suspect fuel injector is
now out of range, the problem is with the fuel injector.
If the exhaust manifold port at the original location
of the suspect fuel injector is still out of range, the
problem is not with the fuel injector but another
engine component.
58 SENR3593-04
i01297594 Fuel pressure control valve (6) is located on the right

side of the front housing. The fuel pressure control
Fuel Pressure valve regulates the pressure in the fuel manifolds.
SMCS Code: 1250-081 Use adjusting screw (7) to regulate the pressure in
the fuel manifolds to500 to 670 kPa (73 to 97 psi)
The 1U-5470 Engine Pressure Group can be used at rated speed.
in order to check the engine’s fuel pressures.
g00557536
Illustration 46
g00284796
Illustration 44
Front Of Engine (Left Or Right Side)
1U-5470 Engine Pressure Group
(8) Fuel pressure line (filtered fuel)
(1) Pressure indicators (9) Fuel pressure line (unfiltered fuel)
(2) Zero adjustment screw (10) Pressure tap
(3) Pressure indicator
(4) Pressure tap
(5) Pressure indicator
To check the fuel manifold pressure, connect the
1U-5470 Engine Pressure Group to pressure tap
This tool group has an indicator that is used to read (10) and operate the engine at rated speed.
the pressure in the fuel manifolds. The Special
Instruction, SEHS8907 is with the tool group. The fuel filter pressure differential (pressure drop
between the inlet and the outlet of the fuel filters)
should not be more than 70 kPa (10 psi).
The fuel filter inlet pressure can be checked at the

location of the fuel inlet line (9). The fuel filter outlet
pressure can be checked at the location of fuel outlet
line (8).
g00561147
Illustration 45
Fuel Pressure Control Valve
(6) Fuel pressure control valve
(7) Adjusting screw
SENR3593-04 59
The timing dimension is the distance from the top

of the spring retainer of the fuel injector to the
top of the base of the fuel injector body. If the
timing dimension is longer than the setting of the
gauge block, the plunger of the fuel injector must
be pushed in farther before the plunger reaches
the bypass opening. This point marks the start of
fuel injection. This action will retard the timing. If
the timing dimension is shorter than the gauge
block setting, the plunger must be pushed in a
shorter distance before the bypass closes. The
fuel injection will start sooner in the cycle so that
the timing will be advanced.
3. The fuel control linkage must be set to a reference

position. This reference position is the starting
point for other adjustments.
The fuel system linkage is in the reference position

when the synchronizing pin is installed. The fuel
system linkage is also advanced so that the flat
Illustration 47
g00557585 surface on the rack stop is against the pin.
(11) Tee
(12) Fuel Transfer Pump 4. The fuel injector racks must be set so that each
fuel injector sends the same amount of fuel to
The outlet pressure of fuel transfer pump (12) can each combustion chamber.
be checked by connecting the 1U-5470 Engine
Pressure Group to tee (11) and operating the engine. 5. The fuel control rod for the governor and the
governor linkage should be set to a reference
position.
i01297888
6. The fuel setting should be checked and adjusted,
Timing Adjustments for Fuel if necessary.
System
i01297679
SMCS Code: 1250-025
Engine Rotation
If the engine operation is erratic or the operation is
unsatisfactory, check the timing of the engine. Be SMCS Code: 1000
sure that the engine fuel supply is not the problem.
Several adjustments are necessary in order to ensure An SAE standard rotation engine’s crankshaft rotates
that the fuel is correctly delivered in accordance with counterclockwise when the crankshaft is viewed from
the following parameters: amount, sequence, and the flywheel end of the engine.
time. The following adjustments and procedures
can be used to determine that the fuel system is An SAE opposite rotation engine’s crankshaft rotates
operating correctly. Follow the procedures carefully clockwise when the crankshaft is viewed from the
as each procedure depends on the other procedure flywheel end of the engine.
for good operation of the engine.
Note: The front end of the engine is opposite the
1. The camshafts must be in time with the crankshaft. flywheel end.
2. Fuel injectors should be adjusted to the same The left side of the engine and the right side of the
timing dimension in order to prevent the engine engine are determined by viewing the engine from
timing from advancing or retarding. the flywheel end. The No. 1 cylinder is on the right
side of the engine and the No. 2 cylinder is on the left
side of the engine.
60 SENR3593-04
Engine Prelube
Many service and inspection procedures require
rotation of the engine. Engine prelube is
recommended when the crankshaft is rotated
during normal maintenance operations. Normal
maintenance operations include adjusting the valves
and starting the engine.
The engine should be prelubed and the manual

barring group should be used to rotate the engine
for service work. The prelube pump should remain
on during engine rotation. Damage can result if the
crankshaft is rotated on dry bearing surfaces.
g00311105
Illustration 49
NOTICE Installation Of Crankshaft Timing Pin
The prelube pump should not be operated continu-
(3) Flywheel ’s bracket for timing
ously for extended periods of time. If, during repairs, (4) Timing pin’s mounting bracket
the prelube pump has run continuously for a period (5) Crankshaft timing pin
of three hours or more, it will be necessary to remove
any oil that may have collected in the cylinders and/or 2. Prelube the engine. Use the electrically driven
above the valves. manual barring group in order to turn the engine
flywheel in the direction of normal engine rotation.
Turn the engine flywheel in the direction of normal
i02337627 engine rotation until crankshaft timing pin (5) can
be installed through bracket (4). Then, install
Finding the Top Center crankshaft timing pin (5) so that the pin is engaged
Position for the No. 1 Piston in bracket (3).
SMCS Code: 1105-531 Note: Prelube the engine before you rotate the
crankshaft in order to perform service work. Rotating
the crankshaft before prelube may cause damage to
the crankshaft bearings if the mating surface is dry.
Note: If the flywheel is turned beyond the point of

installing the timing pin in the flywheel’s bracket
for timing, the flywheel must be turned opposite
the direction of normal rotation. Turn the flywheel
opposite the direction of normal rotation for
approximately 20 degrees. Then, turn the flywheel
in the direction of normal engine rotation until the
timing pin can be installed in the flywheel’s bracket
for timing. This procedure is required to ensure that
the play is removed from the timing gears when the
g00311103
No. 1 piston is put on the top center position of the
Illustration 48 compression stroke.
Timing Pin Location
(1) Manual barring group 3. Remove the valve cover from the No. 1 cylinder
(2) Storage position for timing pin head.
1. Remove the crankshaft timing pin from the timing 4. The inlet and exhaust valves for the No. 1
pin’s storage position (2). The timing pin’s storage cylinder are fully closed if No. 1 piston is on the
position is located below manual barring group (1) compression stroke and the rocker arms can
on the right side of the rear housing. be moved by hand. If the rocker arms cannot
be moved and the valves are slightly open, the
No. 1 piston is on the exhaust stroke. Refer to
Crankshaft Position For Fuel Timing And Valve
Lash Setting.
SENR3593-04 61
Note: If the actual stroke position that is identified is Timing Adjustment Of The Camshaft
incorrect and the other stroke position is needed, it is
necessary to remove all timing pins from the engine. Note: Before you make any timing adjustments,
After all of the timing pins have been removed, rotate the timing must be checked in order to determine
the flywheel for 360 degrees in the direction of normal whether any adjustment is necessary. Refer to the
rotation. section Camshaft Timing Check for this procedure.
If the Camshaft Timing Check procedure indicates

i01298193
that the camshaft is not in time with the crankshaft,
Camshaft Timing the camshaft drive gear must be removed and the
camshaft must be rotated. Steps 1 through 8 should
SMCS Code: 1210 be used if adjustment of the camshaft is necessary.
1. Put the No. 1 cylinder in the Top Center Position of

Camshaft Timing the compression stroke and install the crankshaft
timing pin. Remove all of the valve covers.
Camshaft Timing Check
1. Remove the rear camshaft inspection cover from
the side of the engine.
2. Put the No. 1 piston at the Top Center Position

on the compression stroke. Refer to Finding The
Top Center Compression Position For The No.
1 Cylinder.
3. With the No. 1 piston on the compression stroke,

install the crankshaft timing pin. After you install
the crankshaft timing pin, remove the camshaft
timing pin from the camshaft timing pin’s storage
positions.
g00557720
Illustration 51
Loosening Rocker Arm Shafts (Typical Example)
(1) Bolts
(2) Rocker arm shaft
2. Loosen bolts (1) that hold rocker arm shafts (2) in

place, until all of the rocker arms are free from
the valve bridges.
g00687852
Illustration 50
Installation Of Camshaft Timing Pin
(1) Timing Pin
(2) Camshaft
4. Install the camshaft timing pins (1) through the

timing pin holes and into the holes in the camshaft
(2). In order for the engine to be timed correctly,
the camshaft timing pins must fit into the holes
in the camshafts.
5. If both of the timing pins (1) cannot be installed

into the holes in the camshaft, the engine is not in
time and the camshaft position must be adjusted.
Refer to Timing Adjustment Of The Camshaft.
62 SENR3593-04
c. Refer to the illustration in Figure 53. Put washer

(7) between the camshaft and plate (8). Install
bolt (6) finger tight.
d. Install bolts (5) finger tight.
Sudden movement of camshaft drive gear can oc-

cur when the camshaft drive gear is pulled off the
taper of the camshaft. To prevent possibly per-
sonal injury, be sure that the bolt is installed (fin-
ger tight) to restrict the movement of the camshaft
drive gear when the camshaft drive gear is pulled
off of the taper of the camshaft.
e. Tighten bolts (5) evenly in order to pull

camshaft drive gear (4) off the taper of the
camshaft.
Illustration 52
g00688186 f. Fasten a hoist to the camshaft drive gear (4).
Rear End Of The Engine (Typical Example) Remove the following components: bolts (5),
bolt (6), plate (8), washer (7), and drive gear
(3) Camshaft drive gear covers
(4). The weight of the camshaft drive gear is
35 kg (77 lb).
3. Remove the crankshaft timing pin and camshaft
drive gear cover (3) from the rear housing.
g00708727
Illustration 54
Illustration 53
g00604062 Installation Of The Camshaft Timing Pin
Camshaft Drive Gear (9) Timing pin.
(4) Camshaft drive gear

(5) Bolts 5. Install the crankshaft timing pin. Remove the
(6) Bolt camshaft timing pin from the storage location.
(7) Washer
(8) Plate 6. Put camshaft timing pin (9) in the timing pin hole,
and turn the camshaft until the timing pin goes into
4. Loosen the camshaft drive gears (4) by using the the hole in the camshaft.
following procedure:
7. Repeat the procedure for the other camshaft, if
a. Use a 6V-6080 Torque Multiplier and a necessary.
5P-1748 Socket and loosen bolt (6).
8. After both of the camshafts are in time with the
b. Remove bolt (6) and washer (7). Remove bolts crankshaft, install the camshaft drive gear (4). Use
(5) and plate (8). the following procedure:
SENR3593-04 63
a. Fasten a hoist to the camshaft drive gear (4). 10. If necessary, repeat the procedure for the other
The weight of the camshaft drive gear is 35 kg camshaft.
(77 lb). Position the camshaft drive gear and
put the plate (8) in position on the drive gear. 11. Remove the crankshaft timing pin and camshaft
Install bolts (5). timing pin. Return the pins to the storage locations.
Install the camshaft inspection covers on the sides
Note: Be sure that both the gear and the camshaft of the cylinder block.
tapers are clean and dry.
12. Install the camshaft drive gear covers (3) on the
b. Put 4C-5593 Anti-Seize Compound on the rear housing.
threads of the bolt (6). Install the washer (7)
and the bolt (6). Tighten the bolt (6) by hand. 13. Tighten the bolts that hold the rocker arm shafts
in position, and adjust the valve lash.
c. Remove the crankshaft timing pin and the
camshaft timing pin. 14. Install the valve covers.
d. Turn the flywheel in the opposite direction of

i01298521
normal rotation for a minimum of 20 degrees.
Note: The engine should be prelubed before you

Crankshaft Position for
rotate the crankshaft in order to perform service work. Fuel Timing and Valve Lash
Rotating the crankshaft before prelube may cause
damage to the crankshaft bearings if the mating
Adjustment
surface is dry.
SMCS Code: 1202
e. Turn the flywheel in the direction of normal
engine rotation until the crankshaft timing
pin can be reinstalled in the crankshaft. This
procedure holds the backlash in the timing
gears in the direction of normal engine rotation.
NOTICE
If the crankshaft timing pin location is missed, do not
turn the flywheel in the opposite direction in order to
install the crankshaft timing pin.
Note: If the crankshaft timing pin location is missed,

repeat Steps 8.d and 8.e.
g00279793
Illustration 55
f. Install the camshaft timing pin in order to 3612 Cylinder And Valve Location
verify the camshaft position. In order to
(A) Exhaust
prevent damage to the timing pins, remove the (B) Inlet
crankshaft timing pin and the camshaft timing (C) Flywheel
pin before you tighten bolt (6).
g. Use a 6V-6080 Torque Multiplier and a

5P-1748 Socket, and tighten bolt (6) to a
torque of 2000 ± 275 N·m (1480 ± 200 lb ft).
h. Use a hammer to strike the plate (8). Repeat

Step 8.g.
i. Repeat Step 8.h, until there is no movement of

the gear on the shaft at full torque.
9. Repeat the Camshaft Timing Check procedure to

verify the correct crankshaft to camshaft timing.
Refer to the section Camshaft Timing Check. If
the camshaft timing is not correct, repeat the
Camshaft’s Timing Adjustment procedure.
64 SENR3593-04
Table 1
Crankshaft Positions For Fuel Timing And
Valve Lash Adjustment
Check And Adjust With No. 1 Piston
On The Following Stroke: (1)
3612
Engine Top Center
Top Center Exhaust
Compression
Stroke
Stroke
SAE Standard Rotation Engines (2)
Inlet
1-3-6-7-10-12 2-4-5-8-9-11
Valves
g00279792
Exhaust Illustration 56
1-4-5-6-9-12 2-3-7-8-10-11
Valves 3616 Cylinder And Valve Location
Fuel (A) Exhaust
2-4-5-8-9-11 1-3-6-7-10-12 (B) Inlet
Injectors
(C) Flywheel
Firing
1-12-9-4-5-8-11-2-3-10-7-6
Order
SAE Opposite Rotation Engines (3)
Inlet
1-4-5-6-9-12 2-3-7-8-10-11
Valves
Exhaust
1-3-6-7-10-12 2-4-5-8-9-11
Valves
Fuel
2-3-7-8-10-11 1-4-5-6-9-12
Injectors
Firing
1-6-7-10-3-2-11-8-5-4-9-12
Order
(1) Put the No. 1 piston at the top center position and identify the
correct stroke. Refer to Testing And Adjusting, “Fuel System”.
After the top center position for a particular stroke is found and
the adjustments are made for the correct cylinders, remove the
timing pin. Turn the flywheel for 360 degrees in the direction
of normal engine rotation. This will put the No. 1 piston at the
top center position on the other stroke. Install the timing pin in
the crankshaft and complete the adjustments for the cylinders
that remain.
(2) SAE Standard Rotation Engines turn in the counterclockwise
direction when the engines are viewed from the flywheel end.
(3) SAE Opposite Rotation Engines turn in the clockwise direction
when the engines are viewed from the flywheel end.
SENR3593-04 65
Table 2 i01298598
Crankshaft Positions For Fuel Timing And

Fuel Timing
Check And Adjust With No. 1 Piston SMCS Code: 1290-025
On The Following Stroke:(1)
3616 Table 3
Engine Top Center
Top Center Exhaust Tools Needed Quantity
Compression
Stroke
Stroke 4C-6594 Timing and Fuel Setting Tool 1
SAE Standard Rotation Engines(2) 6V-3075 Dial Indicator 1

6V-9058 Fixture Assembly 1
Inlet 1-2-5-7-8-12-
3-4-6-9-10-11-15-16 8S-3675 Indicator Contact Point 1
Valves 13-14
Exhaust 9-10-11-12-13-14- 6V-9056 Setting Gauge 1
1-2-3-4-5-6-7-8
Valves 15-16
Fuel 3-4-6-9-10-11-
1-2-5-7-8-12-13-14 NOTICE
Injectors 15-16 The camshaft must be correctly timed with the crank-
Firing shaft before an adjustment of fuel timing is made. The
1-2-5-6-3-4-9-10-15-16-11-12-13-14-7-8 timing pin must be removed from the camshaft be-
Order
fore the crankshaft is turned or damage to the cylinder
block will be the result.
SAE Opposite Rotation Engines(3)
1. Refer to the Tables in the Crankshaft Positions For
Inlet 9-10-11-12-13-14-
Fuel Timing And Valve Lash Adjustment Section.
1-2-3-4-5-6-7-8 Ensure that the engine is in time. With the two
Valves 15-16
crankshaft positions that are given, all of the fuel
Exhaust 1-2-5-7-8-12- injectors can be checked or adjusted. This will
3-4-6-9-10-11-15-16
Valves 13-14 ensure that the pushrod lifters are off the lobes
Fuel 9-10-11-12-13- and on the base circles of the camshaft.
1-2-3-4-5-6-7-8
Injectors 14-15-16
Firing
1-8-7-14-13-12-11-16-15-10-9-4-3-6-5-2
Order
(1) Put the No. 1 piston at the top center position and identify the
correct stroke. Refer to Testing And Adjusting, “Fuel System”.
After the top center position for a particular stroke is found and
the adjustments are made for the correct cylinders, remove the
timing pin. Turn the flywheel for 360 degrees in the direction
of normal engine rotation. This will put the No. 1 piston at the
top center position on the other stroke. Install the timing pin in
the crankshaft and complete the adjustments for the cylinders
that remain.
(2) SAE Standard Rotation Engines turn in the counterclockwise
direction when the engines are viewed from the flywheel end.
(3) SAE Opposite Rotation Engines turn in the clockwise direction
when the engines are viewed from the flywheel end.
g00340175
Illustration 57
Engine Information Plate
Note: Refer to the information plate on the engine for

the fuel injector’s correct fuel timing dimension.
2. Before a check or an adjustment of the fuel timing

can be made, the tooling must be set to the correct
dimension. Use the following procedure in order
to set the tooling to the correct dimension:
66 SENR3593-04
Note: If the setting dimension is a minus “−” number,

move the dial indicator in the collet until both dials
register “0”. Place the “0” on the large dial in the
twelve o’clock position in order to easily read the dial
when the dial is on the engine. Now, move the dial
indicator out of the collet until the large dial indicates
the correct minus “−” setting. Then, tighten the collet.
g00359732
Illustration 58
Adjustment Of Fuel Timing Tools
(1) 6V-3075 Dial Indicator
(2) 6V-9058 Fixture Assembly
(3) 6V-9056 Setting Gauge
(4) 8S-3675 Indicator Contact Point
a. Install 8S-3675 Indicator Contact Point (4) on

the 6V-3075 Dial Indicator (1).
b. Install 6V-3075 Dial Indicator (1) in the collet

of 6V-9058 Fixture Assembly (2).
c. Install 6V-3075 Dial Indicator (1) with

6V-9058 Fixture Assembly (2) onto 6V-9056
Setting Gauge (3). Ensure that the magnetic
base of the timing fixture is on the top surface
and that the contact point is on the bottom step.
Note: The 6V-3075 Dial Indicator (1) has two or

three dials that register. The larger dial has marks for g00557830
Illustration 59
every 0.01 mm (0.0004 inch). The red numbers on
the dial are for minus readings. The black numbers Fuel Timing
on the dial are for plus readings. The smaller dial (5) Injector retainer
has marks for 1.00 mm (0.040 inch) (one complete (6) Shoulder on the fuel injector body
(7) Fuel timing dimension
revolution of the large dial).
d. Find the correct Fuel Timing Dimension on 3. Ensure that the top surface of fuel injector’s
Table 4 and determine the setting dimension. retainer (5) and shoulder (6) are clean and dry.
Note whether the dimension is a plus “+”
number or a minus “−” number.
Note: If the setting dimension from the chart is “0” or

a plus “+” number, move the dial indicator into the
collet until both dials register “0”. Place the “0” on the
large dial in the twelve o’clock position in order to
easily read the dial when the dial is on the engine. If
the setting dimension is “0” tighten the collet. If the
setting dimension is not “0”, move the dial indicator
farther into the collet until the large dial indicates the
correct plus “+” setting. Then, tighten the collet.
SENR3593-04 67
10. Tighten rocker arm adjustment screw locknut (9)

to a torque of 200 ± 25 N·m (150 ± 18 lb ft), and
check the adjustment again. If necessary, do this
procedure until the adjustment is correct.
11. Remove the timing pin from the crankshaft when

the fuel timing check is completed.
Table 4
Dial Indicator Setting Chart(1)
Fuel Timing Dimension Setting
119.60 mm +1.40 mm
119.50 mm +1.30 mm
119.40 mm +1.20 mm
119.30 mm +1.10 mm
119.20 mm +1.00 mm
119.10 mm +0.90 mm
g00341584
Illustration 60 119.00 mm +0.80 mm
Fuel Timing Tools In Position
118.90 mm +0.70 mm
Typical Example
118.80 mm +0.60 mm
(1) 6V-3075 Dial Indicator
(2) 6V-9058 Fixture Assembly 118.70 mm +0.50 mm
(8) Rocker arm adjustment screw
(9) Rocker arm adjustment screw locknut 118.60 mm +0.40 mm
118.50 mm +0.30 mm
4. Put 6V-3075 Dial Indicator (1) that is installed in
6V-9058 Fixture Assembly (2) into position on the 118.40 mm +0.20 mm
fuel injector. Make sure that the magnetic base of
the timing fixture is on the top surface of the fuel 118.30 mm +0.10 mm
injector’s retainer and that the contact point is on 118.20 mm 0.00 mm
the top surface of shoulder (6).
118.10 mm −0.10 mm
Note: The pointer on both dials on the dial indicator 118.00 mm −0.20 mm
must indicate 0.00 ± 0.20 mm (0.000 ± 0.008 inch).
117.90 mm −0.30 mm
5. If the dial indicator pointers are within the range 117.80 mm −0.40 mm
of 0.00 ± 0.20 mm (0.000 ± 0.008 inch), no
adjustment is necessary. Proceed to Step 11. 117.70 mm −0.50 mm
117.60 mm −0.60 mm
6. If the dial indicator pointers are not within the
range of 0.00 ± 0.20 mm (0.000 ± 0.008 inch), 117.50 mm −0.70 mm
complete Steps 7 through 10. 117.40 mm −0.80 mm
7. Loosen the rocker arm adjustment screw locknut 117.30 mm −0.90 mm

(9) on the fuel injector that requires adjustment. 117.20 mm −1.00 mm
8. Put 6V-3075 Dial Indicator (1) that is installed in 117.10 mm −1.10 mm

6V-9058 Fixture Assembly (2) into position on the 117.00 mm −1.20 mm
fuel injector. Make sure that the magnetic base of (1) Refer to the engine information plate for the correct fuel timing
the timing fixture is on the top surface of the fuel dimension.
injector’s retainer and that the contact point is on
the top surface of shoulder (6).
9. Turn rocker arm adjustment screw (8) until the dial

indicator indicates “0”.
68 SENR3593-04
i01298751
Fuel Injector Synchronization

SMCS Code: 1290-025
Table 5
Tools Needed Quantity

4C-6594 Timing and Fuel Setting Tool 1
6V-9057 Rack Synchronizing Gauge 1
6V-3075 Dial Indicator 1
5P-4814 Collet Clamp 1
5P-7263 Indicator Contact Point 1
g00692222
Illustration 62
(1) Synchronizing Pin
(Y) Location for dial indicator
(Z) Location for synchronizing pin
1. Loosen the locknuts on the governor rod assembly

(2). Adjust the rod to the minimum length.
2. Remove the plugs at locations (Y) and (Z) from

control housing (3).
3. Remove the synchronizing pin (1) from the storage

location.
4. Install synchronizing pin (1) in location (Z) without

the washer.
g00691838
Illustration 61
This is an Illustration of the right rear side of the engine.
(1) Synchronizing Pin
(2) Rod assembly
(3) Control housing
SENR3593-04 69
g00692476 g00692490
Illustration 63 Illustration 65
Fuel Injection Control Linkage Fuel Injection Linkage Control Housing
(4) Synchronizing pin and spacer (4) Synchronizing pin and spacer
(5) Plug (synchronizing position) (7) Linkage rod assembly
(6) Fuel control rod (left and right side) (9) Fuel stop lever
(7) Linkage rod assembly (10) Fuel setting screw
(8) Crossover rod
5. Turn the actuator terminal shaft to the “FUEL ON”
position until the Surface “A” of the fuel stop lever
(9) contacts the synchronizing pin (1). This is the
synchronizing position or zero reference point.
Hold the control linkage in this position when the
injectors are adjusted.
Note: You must exert a firm, steady force on the

linkage while you make adjustments. The 1U-9361
Governor Torque Arm is used to apply the correct
amount of force on the shaft. This shaft connects to
the Woodward Governor (3161).
6. Remove the valve covers.
g00692471
Illustration 64
Fuel Injection Linkage Control Housing
(7) Linkage rod assembly
(9) Fuel stop lever
g00692659
Illustration 66
Gauge In Position On The Fuel Injector Rack
(6) Fuel control rod (right side)
(11) 6V-9057 Rack Synchronizing Gauge
70 SENR3593-04
7. Use a screwdriver in order to pull up on each fuel 10. While the fuel stop lever is against the
control rod (6). This will ensure that the rods and synchronizing pin, and the 6V-9057 Rack
the fuel injector racks are free. Synchronizing Gauge (11) is in the position that is
specified in Step 8, use a screwdriver and make
8. Put 6V-9057 Rack Synchronizing Gauge (11) in an adjustment of control rod (6). Turn the screw
position on one of the injectors. This gauge sits on on control rod (6) slowly. This should be done until
the round part of the injector rack bar between the the rack synchronizing gauge (11) just fits between
trim screw and the end of the rack bar. The gauge the fuel injector body and the shoulder at the end
block should make complete contact with the trim of the rack. Remove the screwdriver from control
screw and the surface of the rack bar. rod (6). This will ensure that no pressure is on the
linkage while the setting is checked with the rack
Note: The trim screw is provided on the injectors in synchronizing gauge (11). Any pressure on the
order to adjust the rack’s zero point. Do not adjust the linkage by the screwdriver will not give a correct
trim screw. This should be done AT THE FACTORY indication when the setting is checked with the
ONLY. If a unit injector has a loose trim screw, the rack synchronizing gauge (11). Move the linkage
unit injector must be replaced with a calibrated unit in order to ensure that the linkage is free and move
injector. If a trim screw has been moved, the unit the linkage in order to ensure that the linkage is
injector must be replaced with a calibrated unit giving the correct setting. Check the setting again.
injector. The fuel injector cannot be synchronized if
the trim screw has been moved. Note: If the rod assembly (6) can not be adjusted,
proceed to Step 12 and Step 13.
9. If the correct adjustment cannot be obtained by
adjusting fuel control rod (6), loosen the locknuts 11. Use the rack synchronizing gauge (11) in order to
on rod assembly (7), and adjust the rod assembly adjust the remaining fuel injector racks on the right
until the correct adjustment can be obtained. side of the engine. Recheck the fuel injector racks.
Adjust the racks, if necessary. Proceed to Step 14.
12. Loosen the locknuts on the rod assembly (7).

On the 3612 Engine, set the adjustment for the
fuel control rod (6) on cylinder number 11. On
the 3616 Engine, set the adjustment for the fuel
control rod (6) for cylinder number 15. Set the
adjustment of these rods to the midpoint of the
adjustment range.
13. Adjust the linkage rod assembly (7) until the fuel
injector rack is approximately positioned with
the 6V-9057 Rack Synchronizing Gauge. The
gauge must be installed on the fuel injector of
the right rear cylinder (number 11 or number 15).
g00692704
Illustration 67 Tighten the locknuts on each end of the linkage
This is an Illustration of the adjustment procedure for the fuel rod assembly (7). Repeat Step 10 and Step 11.
control rod (typical example).
(11) 6V-9057 Rack Synchronizing Gauge 14. Put the 6V-9057 Rack Synchronizing Gauge
(8) in position on the rack on one of the fuel
injectors on the left side of the engine. Follow the
procedure in Step 17. If the fuel injector on the left
bank can not be synchronized, complete Step 15
and Step 16.
15. Loosen the locknuts at each end of the crossover

rod (8). Set the adjustment screw on the rod
assembly (6) on the left rear cylinder (number 12
or number 16) to the midpoint of the adjustment
range.
SENR3593-04 71
16. Adjust the crossover rod (8) until the fuel injector i01309501
rack on the left side of the engine is approximately
positioned. The 6V-9057 Rack Synchronizing Heinzmann Governor
Gauge must be installed during this procedure.
Tighten the locknuts on each end of the crossover SMCS Code: 1264-025
rod (8). Proceed to Step 17.
Injector Synchronization And
17. With the fuel stop lever against the synchronizing
pin, install the 6V-9057 Rack Synchronizing Power Setting
Gauge (11). Install the gauge on the round part of
Table 6
the fuel injector rack between the trim screw for
the fuel injector and the end of the rack. Use a Tools Needed Quantity
screwdriver and make an adjustment of control rod 4C-6594 Timing and Fuel Setting Tool 1
(6). Turn the screw on the control rod slowly until
the rack synchronizing gauge just fits between the 6V-9057 Rack Synchronizing Gauge 1
fuel injector body and the shoulder at the end of 6V-3075 Dial Indicator 1
the rack. Remove the screwdriver from the control
rod so no pressure is on the linkage. Check the 5P-4814 Collet Clamp 1
setting with the rack synchronizing gauge. Any 5P-7263 Indicator Contact Point 1
pressure on the linkage with the screwdriver will
not give a correct indication when the setting is 4C-6583 Governor Calibration Adapter 1
checked with the rack synchronizing gauge. Move
the linkage in order to be sure that the linkage is
free and that the linkage gives the correct setting.
Check the setting again.
18. Use the rack synchronizing gauge and adjust the

remaining fuel injector racks on the left side of the
engine.
19. Rotate the shaft for the control housing to the

minimum fuel position.
20. Remove the synchronizing pin from the

synchronizing position. Install the spacer on the
synchronizing pin and return the pin to the storage
location. Install the plug (5).
21. Install the valve covers.
22. Check the linkage. Refer to Testing and Adjusting,

“Woodward 3161 Governor”.
g00605849
23. Check the fuel setting. Refer to Fuel Setting. Illustration 68
(1) Control rod assembly
(2) Lever
(3) Governor output shaft
(4) Synchronizing pin
(5) Power setting screw in hole “W”
(Y) Location for the dial indicator
72 SENR3593-04
5. Adjust rod assembly (8) in order to ensure

that each fuel control rod (9) is approximately
positioned with the 6V-9057 Rack Synchronizing
Gauge Block (10) between the trim screw and the
end of the rack bar. Tighten the nuts on the rod
assembly (8) in order to lock the rod assembly
(8) in place.
6. Put 6V-9057 Rack Synchronizing Gauge (10) in

position on one of the injectors. This gauge sits on
the round part of the injector rack bar between the
trim screw and the end of the rack bar. The gauge
block should make complete contact with the trim
screw and the surface of the rack bar.
g00606063
Illustration 69 Note: The trim screw is provided on the injectors in
(6) Shaft order to adjust the rack’s zero point. Do not adjust the
(7) Fuel stop lever trim screw. This should be done AT THE FACTORY
(8) Rod assembly
ONLY. If a unit injector has a loose trim screw, the
unit injector must be replaced with a calibrated unit
1. Assemble rod assembly (1) to the minimum length.
injector. If a trim screw has been moved, the unit
injector must be replaced with a calibrated unit
2. Adjust the rod assembly (8).
injector. The fuel injector cannot be synchronized if
the trim screw has been moved.
Length between centers of rod ends for rod
assembly (8) .. 284.0 ± 2.0 mm (11.18 ± 0.08 inch)
7. Repeat Step 5 through Step 7 for the remaining
racks. If fuel control rod (9) cannot be adjusted,
3. Install synchronizing pin (4) in location (Z) without
adjust the control housing’s rod assembly (8).
the spacer.
If the adjustment of the control housing’s rod
assembly (8) is necessary, all previously adjusted
Tighten synchronizing pin (4) to the following
fuel control rods (9) must be adjusted again.
torque. ............................... 10 ± 2 N·m (7 ± 1 lb ft)
8. Insert the 6V-3075 Dial Indicator into location (Y).
4. Rotate fuel stop lever (7) until the fuel stop lever
Ensure that the 5P-7263 Indicator Contact Point
makes contact with the synchronizing pin (4).
of the 6V-3075 Dial Indicator seats against the
Fuel stop lever (7) must remain in contact with
fuel stop lever. Use the 5P-4814 Collet Clamp
the synchronizing pin (4) during the linkage
in order to secure the 6V-3075 Dial Indicator in
adjustment.
place. Place the indicator’s dial on zero.
9. Remove synchronizing pin (4).
10. Rotate governor output shaft (3) to the minimum

fuel setting. Hold governor output shaft (3) in
place.
11. Install lever (2) on governor output shaft (3).
g00606181
Illustration 70
SENR3593-04 73
i01308539
Woodward EGB29P Governor

SMCS Code: 1264-025
Adjusting The Governor Actuator

Linkage
Table 7
4C-6594 Timing and Fuel Setting Tool 1
6V-3075 Dial Indicator 1
g00609253
Illustration 71
(A) Rod end in hole “A”
(B) Rod end in hole “B” 5P-7263 Indicator Contact Point 1
(C) Rod end in hole “C”
8T-1000 Electronic Position Indicator 1
12. Install rod assembly (1) in lever (2). Ensure that
the proper hole in lever (2) is used. The governor actuator linkage must be adjusted in
order to synchronize the actuator travel with the fuel
Rack setting will determine the installation of rod control linkage position.
assembly (1). The rack setting may be found on
the engine information plate. Note: Before the adjustment of the actuator linkage
Rack setting above 7.00 mm is made, the fuel injectors must be correctly
(0.276 inch) ....................................... Hole “A” synchronized. Refer to Testing And Adjusting, “Fuel
Rack setting 3.00 mm (0.118 inch) to 7.00 mm Injector Synchronization”.
(0.276 inch) ....................................... Hole “B”
Rack setting below 3.00 mm
(0.118 inch) ....................................... Hole “C”
13. Install 6V-5754 Plugs into the remaining holes

in lever (2).
14. Adjust rod assembly (1) in order to obtain a

rack setting of −9.33 mm (−0.367 inch). Tighten
assembly in order to lock the setting in place.
15. Adjust power setting screw (5) to the desired

power setting. Secure the power setting screw (5)
with the nut.
16. Attach the cover for the power setting screw (5).
Secure the cover while the synchronizing pin (4)
and the spacer is inserted in hole “X”.
g00559366
Illustration 72
Governor Actuator Linkage
(1) Governor Actuator
(3) Angle of installation
(4) Governor terminal shaft
(5) Governor control housing
(6) Shaft
(7) Rod assembly
(8) Lever
74 SENR3593-04
a. For the 4C-6594 Timing and Fuel Setting

Tool, install the 5P-4814 Collet Clamp in
the threaded hole at location (Y). Slide the
6V-3075 Dial Indicator with the 5P-7263
Indicator Contact Point into the 5P-4814 Collet
Clamp. When the contact point seats against
the fuel stop lever, slide the indicator inward or
slide the indicator outward until the indicator
dial reads +5.00 mm (+0.197 inch). Tighten the
collet in order to hold the indicator in position.
The indicator is now ready to be used.
b. For the 8T-1000 Electronic Position Indicator,

install the 5P-4814 Collet Clamp in the
threaded hole at location (Y). Slide the
8T-1002 Probe with the 5P-7263 Indicator
Contact Point into the 5P-4814 Collet Clamp
until the 8T-1002 Probe sleeve bottoms in
the 5P-4814 Collet Clamp. Tighten the collet
enough to hold the probe in position. Attach
the probe to the 8T-1001 Electronic Indicator.
Turn the indicator “ON” and set the indicator to
measure millimeters. With the indicator “ON”,
touch the negative “-” button. Then touch the
zero button. The indicator is now ready to be
used.
5. Remove synchronizing pin (2) from the governor

g00693096
Illustration 73 control housing and install the pin into the storage
Governor Actuator Linkage location. Install the plug in the threaded hole at
(1) Governor Actuator location (Z).
(4) Governor terminal shaft 6. Remove rod assembly (7).
(6) Shaft
(7) Rod assembly 7. Rotate governor terminal shaft (4) to the minimum
(8) Lever fuel position. Then hold the governor terminal
(Y) Location for dial indicator shaft in place.
8. Install lever (8) on shaft (4) so the centerline of the
1. Remove the two plugs from location (Y) and from lever is 40.7 degrees from the vertical centerline.
location (Z) on governor control housing (5). This is shown by angle (3).
2. Remove synchronizing pin (2) from the storage 9. Adjust rod assembly (5) between the control
location in the governor control housing. Install the housing lever and the actuator lever (4). Use the
synchronizing pin in the governor control housing appropriate procedure that follows.
at location (Z) without the spacer.
a. If the 8T-1000 Electronic Position Indicator
Tighten the synchronizing pin to the following is being used, adjust the rod assembly until
torque. .............................. 10 ± 2 N·m (7 ± 1 lb ft) the 8T-1001 Electronic Indicator displays a
reading of −9.50 mm (−0.374 inch). Secure
3. Rotate shaft (6) in the “Fuel On” direction until the rod assembly in place with the locknuts.
the flat surface of the fuel stop lever contacts Ensure that each rod end on the rod assembly
synchronizing pin (2). Hold the shaft in position. has the same amount of thread engagement.
Dead weights are recommended.
b. If the 4C-6594 Timing and Fuel Setting Tool
4. Either a 4C-6594 Timing and Fuel Setting Tool is being used, adjust the rod assembly until
or an 8T-1000 Electronic Position Indicator is the 6V-3075 Dial Indicator displays a reading
acceptable to use. One of these tools will be of −4.50 mm (−0.177 inch). Secure the rod
installed in the threaded hole at location (Y) of the assembly in place with the locknuts. Ensure
fuel control housing. that each rod end on the rod assembly has the
same amount of thread engagement.
SENR3593-04 75
16. Before starting the engine, put a mark on the

governor actuator’s position indicator at the point
of minimum governor travel. This is the engine’s
The engine may overspeed due to incorrect as-
stopped position.
sembly or adjustment.
Engine overspeed could result in personal injury,

loss of life and/or property damage.
Be prepared to stop the engine by activating the sembly or adjustment.
engine shutdown system or closing the air inlet
lines. Engine overspeed could result in personal injury,
10. The definition of governor deadband is the total
amount of travel between the point of actual Be prepared to stop the engine by activating the
fuel shutoff and the actual “FUEL OFF” position.
lines.
When the 8T-1001 Electronic Indicator is used
and when the reading of the maximum actuator
“FUEL OFF” is more positive than −9.50 mm 17. Start the engine and operate the engine at low
(−0.374 inch), the governor deadband can be idle. Put a mark on the governor actuator’s position
eliminated. −8.75 mm (−0.344 inch) is an example indicator. This is the engine running position.
of a reading that is more positive than −9.50 mm
(−0.374 inch). When the 6V-3075 Dial Indicator 18. The engine running position of the governor
is used and when the reading of the maximum actuator must be six degrees or more above the
actuator “FUEL OFF” is more positive than engine’s stopped position.
−4.50 mm (−0.177 inch), the governor deadband
can be eliminated. −3.75 mm (−0.148 inch) is 19. Operate the engine at high idle without a load in
an example of a reading that is more positive order to ensure that the governor actuator can
than −4.50 mm (−0.177 inch). This can cause an control the engine.
engine overspeed.
11. Remove the plug from location (Z). Remove i01309382
synchronizing pin (2) from the storage location

in the governor control housing, and install the
Woodward 3161 Governor
pin at location (Z) without the spacer. When the
SMCS Code: 1264-025
8T-1001 Electronic Indicator is used, ensure
that the indicator still reads a value of 0.00 mm
(0.000 inch). When the 6V-3075 Dial Indicator Adjusting The Governor Linkage
is used, ensure that the indicator still reads
+5.00 mm (+0.197 inch). If the indicated reading Table 8
is not correct, repeat Step 3 through Step 9. If Tools Needed Quantity
the indicated reading is correct, continue with the
procedure. If the 6V-3075 Dial Indicator is used, 1U-8795 Governor Torque Arm Tool 1
adjust the dial indicator in order to read 0.00 mm 4C-6594 Timing and Fuel Setting Tool 1
(0.000 inch). This must be done before continuing
the procedure. 6V-3075 Dial Indicator 1
12. Check the fuel setting. See the subject Fuel
Setting Check. 5P-7263 Indicator Contact Point 1
8T-1000 Electronic Position Indicator 1
13. Remove the dead weight from the actuator
terminal shaft.
Note: Before the governor linkage adjustment
14. Remove synchronizing pin (2) from location (Z) is made, the fuel injectors must be correctly
and install the plug. Install the synchronizing pin synchronized. See the subject Testing And Adjusting,
and install the spacer in the storage location. “Fuel Injector Synchronization”.
15. Remove all tooling from location (Y) in the

governor control housing. Install the plug at
location (Y).
76 SENR3593-04
a. For the 4C-6594 Timing and Fuel Setting

Tool, install the 5P-4814 Collet Clamp in
6V-3075 Dial Indicator with the 5P-7263
Indicator Contact Point into the 5P-4814 Collet
Clamp. When the contact point seats against
the fuel stop lever, slide the indicator inward or
slide the indicator outward until the indicator
dial reads +5.00 mm (+0.197 inch). Tighten the
collet in order to hold the indicator in position.
The indicator is now ready to be used.
b. For the 8T-1000 Electronic Position Indicator,

install the 5P-4814 Collet Clamp in the
threaded hole at location (Y). Slide the
8T-1002 Probe with the 5P-7263 Indicator
Contact Point into the 5P-4814 Collet Clamp
until the 8T-1002 Probe sleeve bottoms in
the 5P-4814 Collet Clamp. Tighten the collet
enough to hold the probe in position. Attach
the probe to the 8T-1001 Electronic Indicator.
Illustration 74
g00559464 Turn the indicator “ON” and set the indicator to
Governor Linkage
measure millimeters. With the indicator “ON”,
touch the negative “-” button. Then touch the
(1) Governor
zero button. The indicator is now ready to be
(3) Lever used.
(4) Governor rig pin
(5) Governor terminal shaft 5. Rotate governor terminal shaft (5) toward
(6) Rod assembly minimum fuel until governor rig pin (4) can
(8) Shaft be depressed. Put a 5/32 inch hex wrench in
(Y) Location for dial indicator governor rig pin (4). Push the rig pin inward and
(Z) Location for synchronizing pin turn the rig pin counterclockwise until the roll pin
locks squarely behind the bracket.
1. Remove the two plugs from location (Y) and from
location (Z) on governor control housing (7). Note: Governor rig pin (4) is used while the governor
control rod assembly (6) is adjusted in order to stop
2. Remove synchronizing pin (2) from the storage the governor terminal shaft at a fixed position. This
location in the governor control housing. Install the is done in order to synchronize the governor travel
synchronizing pin in the governor control housing with the fuel control linkage position. Engage the pin
at location (Z) without the spacer. Tighten the only when the engine is off.
synchronizing pin to 10 ± 2 N·m (7 ± 1 lb ft).
6. Loosen synchronizing pin (2) for five to six turns.
3. Rotate shaft (8) in the “FUEL ON” direction until
the fuel stop lever is against the synchronizing 7. Gently rotate governor terminal shaft (5) toward
pin. Hold the shaft (8) in position by installing maximum fuel until contact is made with the
a 1U-8795 Governor Torque Arm Tool on the governor rig pin. Hold shaft (3) in place. The
opposite end of the governor terminal shaft. The dead weight that is used during unit injector
rod assembly connects to the same end. synchronization may also be used in order to hold
the governor terminal shaft against the governor
4. Either an 8T-1000 Electronic Position Indicator rig pin.
or a 4C-6594 Timing and Fuel Setting Tool are
acceptable to use. One of these tools will be 8. Adjust rod assembly (6). Use the appropriate
installed in the threaded hole at location (Y) of the procedure that follows.
fuel control housing.
a. If the 8T-1000 Electronic Position Indicator
is being used, adjust the rod assembly until
the 8T-1001 Electronic Indicator displays a
reading of 0.00 mm (0.000 inch). Secure the
rod assembly in place with the locknuts. Ensure
that each rod end on the rod assembly has the
same amount of thread engagement.
SENR3593-04 77
b. If the 4C-6594 Timing and Fuel Setting Tool is 10. The definition of governor deadband is the total
being used, adjust the rod assembly until the amount of travel between the point of actual
6V-3075 Dial Indicator displays a reading of fuel shutoff and the actual “FUEL OFF” position.
5.00 mm (0.197 inch). Secure the rod assembly When the 8T-1001 Electronic Indicator is used
in place with the locknuts. Ensure that each rod and when the reading of the maximum governor
end on the rod assembly has the same amount “FUEL OFF” is more positive than −9.50 mm
of thread engagement. (−0.374 inch), the governor deadband can be
eliminated. −8.75 mm (−0.344 inch) is an example
9. Rotate governor terminal shaft (5) toward of a reading that is more positive than −9.50 mm
minimum fuel. Put a 5/32 inch hex wrench in (−0.374 inch). When the 6V-3075 Dial Indicator
governor rig pin (4). Push the rig pin inward and is used and when the reading of the maximum
turn the rig pin clockwise until the roll pin unlocks governor “FUEL OFF” is more positive than
from the bracket. This puts the pin back into the −4.50 mm (−0.177 inch), the governor deadband
pin’s normal running position. The governor is can be eliminated. −3.75 mm (−0.148 inch) is an
now synchronized to the engine. example of a reading that is more positive than
−4.50 mm (−0.177 inch). This can cause engine
When the 8T-1001 Electronic Indicator is overspeed.
used, the correct reading is between −9.50 mm
(−0.374 inch) and −12.00 mm (−0.4724 inch). 11. Tighten synchronizing pin (2) to a torque of
If the reading is more positive than −9.50 mm 10 ± 2 N·m (7 ± 1 lb ft).
(−0.374 inch), the linkage adjustment procedure
must be repeated. −8.75 mm (−0.344 inch)is an 12. Gently rotate the governor terminal shaft toward
example of a number that is more positive than the maximum fuel position until the fuel stop lever
−9.50 mm (−0.374 inch). makes contact with synchronizing pin (2).
When the 6V-3075 Dial Indicator is used, 13. When the 8T-1001 Electronic Indicator is used,
the reading should be between −4.50 mm ensure that the electronic indicator gives a reading
(−0.177 inch) and −7.00 mm (−0.276 inch). If of 0.00 mm (0.000 inch). When the 6V-3075 Dial
the reading is more positive than −4.50 mm Indicator is used, ensure that the dial indicator
(−0.177 inch), the linkage adjustment procedure still reads +5.00 mm (+0.197 inch). If indicated
must be repeated . −3.75 mm (−0.148 inch)is an reading is not correct, repeat Steps 3 through 9. If
example of a reading that is more positive than the indicated reading is correct, continue with the
−4.50 mm (−0.177 inch). procedure. If the 6V-3075 Dial Indicator is used,
adjust the dial indicator in order to read 0.00 mm
(0.000 inch). This must be done before continuing
the procedure.
The engine may overspeed due to incorrect as- 14. Check the fuel setting. See the subject Testing
sembly or adjustment. And Adjusting, “Fuel Setting”.
Engine overspeed could result in personal injury, 15. Remove the 1U-8795 Governor Torque Arm Tool
loss of life and/or property damage. from the governor terminal shaft.
Be prepared to stop the engine by activating the 16. Remove synchronizing pin (2) from hole (Z), and
engine shutdown system or closing the air inlet install the plug. Install the synchronizing pin and
lines. the spacer in the storage location.

governor control housing. Install the plug at
location (Y).
18. Before starting the engine, put a mark on the

governor position indicator at the point of minimum
governor travel. This is the engine’s stopped
position.
78 SENR3593-04
4. Rotate shaft (8) in the “FUEL ON” direction until

the fuel stop lever is against the synchronizing
pin. Hold the shaft in this position by installing
a 1U-8795 Governor Torque Arm Tool on the
sembly or adjustment.
opposite end of the governor terminal shaft. The
rod assembly connects at this point.
Engine overspeed could result in personal injury,
5. Either an 8T-1000 Electronic Position Indicator
or a 4C-6594 Timing and Fuel Setting Tool are
Be prepared to stop the engine by activating the
acceptable to use. One of these tools will be
installed in the threaded hole at location (Y) of the
lines.
fuel control housing.
Note: It may be necessary to back off the fuel ratio a. For the 8T-1000 Electronic Position Indicator,
control setting in order to start the engine after install the 5P-4814 Collet Clamp in the
this adjustment. This is done by first removing the threaded hole at location (Y). Slide the
plug from the right front corner of the governor’s 8T-1002 Probe with the 5P-7263 Contact
top cover. The governor is viewed from the end of Point into the 5P-4814 Collet Clamp. Ensure
the governor output shaft. Put a 3/16 hex wrench that the sleeve of the 8T-1002 Probe bottoms
through the hole in the top cover until the wrench in the 5P-4814 Collet Clamp. Tighten the collet
engages the adjustment screw. Turn the screw in the enough to hold the probe in the position. Attach
counterclockwise direction until the engine is able to the probe to the 8T-1001 Electronic Indicator.
start. This will take several turns. Turn the electronic indicator “ON” and set the
electronic indicator to measure millimeters.
19. Start the engine and operate the engine at low While the electronic indicator is “ON”, touch
idle. Put a mark on the governor position indicator. the negative “-” button. Then touch the “zero”
This is the engine running position. button. The electronic indicator is now ready to
be used.
20. The engine running position of the governor
must be six or more degrees above the engine’s b. For the 4C-6594 Timing and Fuel Setting
stopped position. Tool, install the 5P-4814 Collet Clamp in
21. Operate the engine at high idle with no load in 6V-3075 Dial Indicator with the 5P-7263
order to ensure that the governor can control the Contact Point into the 5P-4814 Collet Clamp.
engine. When the contact point seats against the
fuel stop lever, slide the dial indicator inward
22. The fuel ratio control setting must be readjusted or slide the dial indicator outward until the
even if an adjustment was required in order to dial indicator reads +5.00 mm (+0.197 inch).
start the engine. Tighten the collet in order to hold the dial
indicator in position. The dial indicator is now
ready to be used.
Adjust Fuel Ratio Control
6. Remove the 1U-8795 Governor Torque Arm Tool
There are two adjustments for the fuel ratio control.
from the governor terminal shaft. Ensure that the
One adjustment is the fuel limit adjustment and the
terminal shaft returns to the “FUEL OFF” position.
other adjustment is a gain rate. The gain rate is
factory set and the gain rate must not be changed.
7. Remove synchronizing pin (2) from location (Z),
and install the plug. Install the synchronizing pin
1. The correct fuel ratio control setting for 3600
and install the spacer in the storage location.
Engines with Caterpillar 3161 Governors is
+2.00 mm (+0.079 inch).
8. Disconnect the boost line from the fuel ratio
control. Plug the boost line in order to keep dirt
2. Remove the two plugs from locations (Y) and (Z)
and foreign material out of the engine.
on governor control housing (7).
9. Start the engine.
3. Remove synchronizing pin (2) from the storage
location in the governor control housing. Install the
synchronizing pin in the governor control housing
at location (Z) without the washer. Tighten the
synchronizing pin to 10 ± 2 N·m (7 ± 1 lb ft).
SENR3593-04 79
10. Rapidly move the speed control shaft in order i01309686

to increase the speed of the engine. The rack
position indicator will go up to the fuel limit position. Fuel Setting
The rack position indicator will pause momentarily
at this position until the engine accelerates to high SMCS Code: 1257-025
idle. The rack position indicator will then return to
the idle rack position once the speed reaches high Fuel Setting Check
idle. Repeat this procedure several times and read
the rack position indicator during each pause. Table 9
The rack position indicator pauses at the limit for
the fuel control linkage. This point is set by the 4C-6594 Timing and Fuel Setting Tool 1
fuel ratio control. If the fuel limit setting is in need 6V-3075 Dial Indicator 1
of adjustment, proceed to Step 11. If the fuel limit
setting is correct, stop the engine and proceed 5P-4814 Collet Clamp 1
to Step 13.
5P-7263 Indicator Contact Point 1
11. Remove the plug from the right front corner of
the governor’s top cover. The governor is viewed Fuel setting is the adjustment of the fuel setting
from the end of the governor output shaft. Put screw to a specified position. The fuel setting screw
a 3/16 hex wrench through the hole in the top limits the power output of the engine by setting the
cover until the wrench engages the adjustment maximum travel of all the fuel injector racks.
screw. Rapidly move the speed control shaft in
order to increase the speed of the engine. The
rack position indicator will go up to the fuel limit
position. The rack position indicator will pause
momentarily at this position until the engine
accelerates to high idle. The rack position indicator
will then return to the idle rack position once the
speed reaches high idle.
During the momentary pause, turn the limit

adjustment screw until the dimension on the rack
position indicator is +2.00 mm (+0.079 inch).
Turning the limit adjustment screw clockwise

will decrease the limiter setting. Turning the limit
g00559781
adjustment screw counterclockwise will increase Illustration 75
the limiter setting. 4C-6594 Timing and Fuel Setting Tool
(1) 5P-4814 Collet Clamp
12. When the adjustment is correct, stop the engine. (2) 6V-3075 Dial Indicator
Remove the hex wrench and install the plug in (3) 5P-7263 Indicator Contact Point
the top cover. Put a seal wire through the holes
in both the plug and the bolt head. Install the Before the fuel setting is checked, the fuel
governor seal. Remove the plug from the boost injectors must be correctly synchronized. See
line. Connect the boost line from the inlet manifold the subject Testing And Adjusting, “Fuel Injector
to the fuel ratio control. Synchronization”.

governor control housing. Install the plugs at
location (Y).
80 SENR3593-04
g00559811 g00560054
Fuel Injection Linkage Control Housing Installation Of 6V-3075 Dial Indicator
(4) Synchronizing pin (2) 6V-3075 Dial Indicator
(5) Fuel setting screw (4) Synchronizing pin
(6) Fuel setting cover
4. Put 6V-3075 Dial Indicator (2) with 5P-7263
(Z) Location for the synchronizing pin
Contact Point (3) in 5P-4814 Collet clamp (1).
1. Remove the plugs from the housing assembly at
5. Install the dial indicator (2) and the collet in the
location (Y) and (Z).
threaded hole at location (Y). When the contact
point seats against fuel stop lever (7), slide the dial
2. Remove synchronizing pin (4), and install the pin
indicator inward or slide the dial indicator outward
in the threaded hole at location (Z) without the
washer. Tighten the synchronizing pin. until the dial indicator gives a reading of 0.00 mm
(0.000 inch). Tighten the collet enough in order to
hold the dial indicator in position.
6. Remove synchronizing pin (4). Slowly move the

actuator terminal shaft in the “FUEL ON” direction
until the flat face of fuel stop lever (7) is against
the end of the fuel setting screw (5). When the
linkage is held in this position, the dial indicator
reading will be the present fuel setting.
g00559957
Illustration 77
Installation Of The Synchronizing Pin
g00341652
Illustration 79
(5) Fuel setting screw Engine Information Plate
(6) Fuel setting cover
(7) Fuel stop lever Note: See the information plate on the engine for the
correct full load static fuel setting.
3. Move the actuator terminal shaft lever in the
7. If the fuel setting is correct, remove the dial
“FUEL ON” direction until the flat face of fuel stop
indicator. Return the synchronizing pin and the
lever (7) contacts synchronizing pin (4).
washer to the original locations.
SENR3593-04 81
8. Install the plugs at location (Y) and (Z). Engine Speed Measurement
9. If the fuel setting needs adjustment, go on to
Testing And Adjusting, “Fuel Setting Adjustment”.
Fuel Setting Adjustment

NOTICE
A mechanic with governor and fuel setting training is
the ONLY one to make adjustments to the engine fuel
setting.
Note: Before the fuel setting adjustment is made,

check the fuel setting. Refer to Testing And Adjusting,
“Fuel Setting Check”. g00286276
Illustration 80
Refer to illustrations 76 through 78. 9U-7400 Multitach
1. Cut the seal wire and remove fuel setting cover The 9U-7400 Multitach can measure engine speed
(6) and the gasket. Loosen the locknut. While from a magnetic pickup on the flywheel housing. The
“Surface A” of fuel stop lever (7) is held against 9U-7400 Multitach also has the ability to measure
the end of fuel setting screw (5) turn the fuel engine speed from visual engine parts in rotation.
setting screw inward or turn the fuel setting screw
outward. Turn the fuel setting screw inward or turn The Operating Instructions, NEHS0605 are
the fuel setting screw outward until the correct included with the 9U-7400 Multitach and these
reading is shown on the dial indicator. operating instructions contain instructions for the test
procedure.
2. Tighten the locknut on fuel setting screw (5). Be
sure that the fuel setting screw does not turn when i01298501
the locknut is tightened.
Start Up Procedure
3. Release the fuel control linkage. Again, move the
linkage all the way in the “FUEL ON” direction. SMCS Code: 1000-030
Check the dial indicator reading again in order to
ensure that the fuel setting is still correct. Use the following procedure in order to start an
engine for the first time after work has been done on
4. Remove the dial indicator and synchronizing pin the fuel system or the governor:
(4).
1. The technician should be prepared to activate the
5. Put fuel setting cover (6) and the gasket in position emergency stop button.
over the fuel setting screw. Install the bolt and
synchronizing pin (4) in the cover. Install a new 2. Disconnect the air inlet system from the
seal wire. turbochargers.
Be careful when plate is put against the air inlet

opening.
Excessive suction can pull the plate quickly

against the air inlet opening.
To avoid crushed fingers, do not put fingers be-

tween plate and air inlet opening.
3. Place a service person in position near each

turbocharger air inlet. Equip the service person
with a piece of steel plate. Each piece of steel
plate must be large enough to completely cover
each turbocharger air inlet.
82 SENR3593-04
4. Start the engine. If the engine starts to run too

fast or the engine runs out of control, immediately
activate the emergency stop button or else put
the steel plates against the turbocharger air inlets.
This will stop the air supply to the engine, and the
engine will stop.
SENR3593-04 83
Air Inlet and Exhaust • 99 kPa (30 inches of Hg) (DRY) barometric
pressure
System
• 29 °C (85 °F) outside air temperature
i01299861 • 35 API rated fuel
Restriction of Air Inlet and Any change from these conditions can change the
Exhaust pressure in the inlet manifold. Outside air that has
higher temperature and lower barometric pressure
SMCS Code: 1050-040 will result in performance below the specifications
in the TMI. A lower horsepower and a lower inlet
There will be a reduction in the performance of the manifold pressure measurement will result. Outside
engine if there is a restriction in the air inlet system or air that has a lower temperature and a higher
the exhaust system. barometric pressure will cause higher horsepower
and a higher inlet manifold pressure measurement.
The air flow through the air silencer may have a
restriction. A restriction can be caused by a used filter On an engine that is turbocharged and aftercooled,
element or a plugged filter element. The restriction a change in the fuel rating will also change the
must not be more than 4.0 kPa (15 inches of H2O). horsepower and the pressure in the inlet manifold. If
Air flow through the air silencer must not have a the fuel is rated above 35 API, the pressure in the
restriction of more than 1.25 kPa (5 inches of H2O) inlet manifold can be less than the pressure that is
with a new filter element. given in the TMI (Technical Marketing Information).
If the fuel is rated below 35 API, the pressure in the
Note: The restriction at the air silencer is the inlet manifold can be more than the pressure that is
difference in the pressure between the atmospheric given in the TMI.
air and the air that has gone through the air silencer.
Note: Be sure that the air inlet and exhaust system
Back pressure from the exhaust must not be more does not have a restriction when a check of the
than 2.5 kPa (10 inches of H2O). pressure in the inlet manifold is being made.
Note: Back pressure is the difference in the pressure

between the exhaust at the outlet elbow and the
atmospheric air.
i02393271
Measuring Inlet Manifold

Pressure
SMCS Code: 1058-082
Table 10
Tools Needed Quantity g00564676
Illustration 81
1U-5470 Engine Pressure Pressure test location
1
Group
(1) Plug.
The efficiency of an engine can be checked. To measure the inlet manifold pressure, remove one
Compare the pressure in the inlet manifold with of the plugs. Connect the 1U-5470 Engine Pressure
the specifications in the Fuel Setting And Related Group to the opening in the aftercooler housing.
Information in the TMI (Technical Marketing
Information). This test is used when there is a
decrease of horsepower from the engine, yet there is
no real sign of a problem with the engine.
The correct pressure for the inlet manifold is given in

the Fuel Setting And Related Information in the TMI.
The specifications in the Fuel Setting And Related
Information in the TMI were developed under the
following conditions:
84 SENR3593-04
i01939100
Crankcase Pressure
SMCS Code: 1215; 1317-082
The Caterpillar Electronic Technician (ET) can be

used to measure crankcase pressure. Crankcase
pressure is given on the display status screen
in Cat ET. The Electronic Control Module (ECM)
will perform any of the following functions if the
crankcase pressure is high in the engine: warning,
derate, and shutdown. The response will depend on
the programming and the availability of the parameter
of the monitoring system. Refer to the Testing
g00296486
Illustration 82 and Adjusting, “Monitoring System Parameters” in
1U-5470 Engine Pressure Group this manual for information on programming the
monitoring system.
This tool group has a pressure indicator in order to
read pressure in the inlet manifold. The tool group Pistons or rings that have damage can be the cause
includes Special Instruction, SEHS8907. of too much pressure in the crankcase. This condition
will cause the engine to run rough. There will be
more than the normal amount of fumes coming from
i02390674 the crankcase breather. This crankcase pressure can
also cause the element for the crankcase breather to
Measuring Exhaust have a restriction in a very short time. This crankcase
Temperature pressure can also be the cause of any oil leakage at
the gaskets and at the seals that would not normally
SMCS Code: 1088-082 have leakage.
i01219662
Compression
SMCS Code: 1215-081
An engine that runs roughly can have a leak at

the valves. An engine that runs roughly can also
have valves that need an adjustment. Removing the
head and inspecting the valves and valve seats is
necessary in order to find the small defects. Repairs
of these problems are normally done when you are
reconditioning the engine.
g00605191
Illustration 83
133-6333 Pyrometer i01300202
A plugged hole is located in the exhaust manifold Valve Lash and Valve Bridge
prior to the turbocharger. Use a 133-6333 Pyrometer
and a thermocouple at this point. This is the preferred
Adjustment
method for checking the exhaust temperature. SMCS Code: 1102-036
If the 133-6333 Pyrometer cannot be used, the
123-6700 Laser Infrared Thermometer may be Valve Lash
used to check the exhaust temperature. Refer to
Operator’s Manual, NEHS0630 for the complete Valve lash is measured between the rocker arm
operating and maintenance instructions for this tool. and the bridge for the valves. All of the valve lash
measurements and valve lash adjustments must be
made with the engine stopped. Also, the valves must
be FULLY CLOSED.
SENR3593-04 85
Valve Lash Check 7. Try to move the rocker arm while you are lifting up
on the rocker arm. The dial indicator reading will
A valve lash adjustment is NOT NECESSARY if the vary. Read the dial indicator when the rocker arm
measurement of the valve lash is in the acceptable is positioned in the groove of normal operation.
range. The acceptable range is given in Table 11. Refer to Table 11 for the specifications regarding
Caterpillar Inc. recommends adjustment of the valve valve lash. If the dial indicator reading is within
lash after the following intervals: specifications move to the next valve.
• The first 1000 hours of operation 8. If the dial indicator reading is not within
specifications reset the valve lash. After the
• 2000 hours of operation adjustment is complete proceed to the next valve.
Refer to “Valve Lash Adjustment”.
• Every 2000 hours of operation
9. After completing all of the valve lash checks and
Table 11 the valve lash adjustments for this crankshaft
Valve Lash Check(1) position, remove the timing pin from the
crankshaft. Rotate the crankshaft to the next
Valves Acceptable Range position. Install the timing pin in the crankshaft.
Inlet 0.52 to 0.68 mm (0.020 to 0.027 inch) Repeat Steps 2 through 8.
Exhaust 0.92 to 1.08 mm (0.036 to 0.042 inch) 10. Remove the timing pin from the crankshaft when
(1) The valve lash check should only be done while the engine all valve lash adjustments have been completed.
is stopped.
Use the procedure that follows in order to check
valve lash:
NOTICE
1. Rotate the No. 1 piston to the Top Center position. The procedures for engine valve lash should be per-
Refer to Testing And Adjusting, “Fuel System”. formed according to the information in the Service
With the No. 1 piston at the Top Center position of Manual.
the compression stroke, check the valves. Refer
to Crankshaft Positions For Fuel Timing And Valve Operation of Caterpillar engines with improper valve
Lash Setting. adjustments will reduce engine efficiency. This re-
duced efficiency could result in excessive fuel usage
2. Adjust the valve bridges. Refer to “Bridge and/or shortened engine component life.
Adjustment”.
Note: The first interval that is recommended for the
3. Insert the 6V-3075 Dial Indicator from the timing valve lash setting for a new engine or a rebuilt engine
group into the 4C-6593 Adjustment Tool. Tighten is 1000 hours.
the retaining screw finger tight.
Table 12
Note: Make sure that the 6V-3075 Dial Indicator is
used with the short contact point. Setting The Valve Lash(1)
Valves Dimension Of The Feeler Gauge
4. Use the threaded hole that is nearest to the end
of the rocker arm that will be adjusted in order Inlet 0.60 mm (.024 inch)
to install the adjustment tool on the rocker base. Exhaust 1.0 mm (.039 inch)
Position the dial indicator stem over the flat area (1) The valve lash should only be adjusted while the engine is
on the end of the rocker arm. Tighten the knob. stopped.
Rotate the dial indicator so that the dial indicator
can be easily read. Make sure that the adjustment Use the procedure that follows for adjustment of the
tool is rigid and that the dial indicator stem moves valves:
freely.
1. Rotate the No. 1 piston to the Top Center position.
5. Lift up firmly on the end of the rocker arm that Refer to Testing And Adjusting, “Fuel System”.
has the adjusting screw and set the dial indicator With the No. 1 piston at the Top Center position of
to zero. the compression stroke, adjust the valves. Refer
to Testing And Adjusting, “Crankshaft Positions
6. Lift up firmly on the valve end of the rocker arm For Fuel Timing And Valve Lash Setting”.
and read the dial indicator.
2. Adjust the valve bridges. Refer to “Bridge
Adjustment”.
86 SENR3593-04
3. Insert the 6V-3075 Dial Indicator from the timing Note: Prior to making any adjustments, tap each
group into the 4C-6593 Adjustment Tool. Tighten rocker arm at the top of the adjustment screw with a
the retaining screw finger tight. soft hammer. Tapping the rocker arm ensures that
the lifter roller is seated against the base circle of the
Note: Make sure that the 6V-3075 Dial Indicator is camshaft.
used with the short contact point.
2. Loosen the locknut for the rocker arm adjustment
4. Use the threaded hole that is nearest to the end screw. If there is not enough clearance for the
of the rocker arm that will be adjusted in order feeler gauge between the rocker arm and the
to install the adjustment tool on the rocker base. bridge contact surface, turn the adjustment screw
Position the dial indicator stem over the flat area counterclockwise in order to increase the valve
on the end of the rocker arm. Tighten the knob. lash.
Rotate the dial indicator so that the dial indicator
can be easily read. Make sure that the adjustment
tool is rigid and that the dial indicator stem moves
freely.
5. Loosen the locknut on the rocker arm adjustment

screw and turn the rocker arm adjustment screw
clockwise until there is no valve lash. Loosen
slightly. The valve lash should be zero. The valves
should not be open any amount.
6. Set the dial indicator to zero.
7. Lift up firmly on the valve end of the rocker arm

and turn the rocker arm adjustment screw until g00360775
the dial indicator shows 0.60 mm (.024 inch) for Illustration 84
the inlet valves, and 1.00 mm (.039 inch) for the Valve Lash Adjustment
exhaust valves. Typical Example
8. Try to move the rocker arm while you are lifting up 3. Put a feeler gauge of the correct dimension
on the rocker arm. The dial indicator reading will between the rocker arm and bridge contact
vary. Read the dial indicator when the rocker arm surface. Turn the adjustment screw clockwise
is positioned in the groove of normal operation. until the valve lash is set to the specifications in
the Table 12.
9. Tighten the locknut on the adjusting screw to a
torque of 200 ± 25 N·m (150 ± 18 lb ft). 4. After each adjustment, tighten the locknut for the
adjustment screw to a torque of 200 ± 25 N·m
10. Recheck the valve lash setting in order to ensure (150 ± 18 lb ft) and check the adjustment again.
that the valve lash is correct. Reset, as required.
5. After completing all of the valve lash checks and
11. After completing all of the valve lash checks and the valve lash adjustments for this crankshaft
the valve lash adjustments for this crankshaft position, remove the timing pin from the
position, remove the timing pin from the crankshaft. Rotate the crankshaft to the next
crankshaft. Rotate the crankshaft to the next position. Install the timing pin in the crankshaft.
position. Install the timing pin in the crankshaft. Repeat Steps 2 through 4.
Repeat Steps 2 through 10.
6. Remove the timing pin from the crankshaft when
12. Remove the timing pin from the crankshaft when all valve lash adjustments have been completed.
all valve lash adjustments have been completed.
The following procedure is an alternate method that Bridge Adjustment

can be used for adjustment of the valves:
When the cylinder head is disassembled, keep the
1. Rotate the No. 1 piston to the Top Center position. bridges and the respective valves together. To make
Refer to Testing And Adjusting, “Fuel System”. an adjustment to the bridges, use the procedure that
With the No. 1 piston at the Top Center position of follows:
the compression stroke, adjust the valves. Refer
to Testing And Adjusting, “Crankshaft Positions
For Fuel Timing And Valve Lash Setting”.
SENR3593-04 87
Note: The bridges can be adjusted without removal 5. Turn adjustment screw (4) clockwise, until the
of the rocker arms and shafts. Valves must be fully adjustment screw makes contact with the valve
closed when the adjustment is made. Refer to stem. Turn the adjustment screw clockwise for
Testing And Adjusting, “Fuel System”. Also refer to another 45 degrees in order to make bridge
Testing And Adjusting, “Crankshaft Positions For Fuel (3) straight on the bridge dowel (5). Also, this
Timing And Valve Lash Setting”. These references additional rotation compensates for the clearance
contain information regarding the valve position. in the threads of the adjustment screw.
6. Hold adjustment screw (4) in this position and

tighten locknut (2) to a torque of 100 ± 15 N·m
(75 ± 11 lb ft).
7. Put clean engine oil on top contact surface (1)

at the contact point between the rocker arm and
bridge (3).
g00565001
Illustration 85
Bridge Installation
(1) Top contact surface
(2) Locknut
(3) Bridge
g00565733
Illustration 86
Bridge Adjustment
(2) Locknut
(3) Bridge
(4) Adjustment screw
(5) Bridge dowel
1. Lubricate bridge dowel (5) in the cylinder head and

the bore in bridge (3) with 8T-2998 Lubricant.
2. Install bridge (3). The adjustment screw (4) should

be positioned toward the exhaust manifold.
3. Loosen locknut (2) and adjustment screw (4) for

several turns.
4. Put a force of 50 ± 10 N (11 ± 2 lb) by hand straight

down on top contact surface (1) of bridge (3).
88 SENR3593-04
Lubrication System • Incorrect installation of the compression ring and/or

the intermediate ring
i01574160 • Leaks past the seal rings in the turbocharger shaft

General Information • Overfilling of the crankcase
(Lubrication System)
• Wrong dipstick or guide tube
SMCS Code: 1300
• Sustained operation at light loads
The following problems generally indicate a problem
in the engine’s lubrication system. 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
• Excessive consumption of engine oil leakage into the crankcase or by increased engine
temperature.
• Low engine oil pressure
• High engine oil pressure i02299425
• Excessive bearing wear Measuring Engine Oil Pressure

• Increased engine oil temperature SMCS Code: 1304-081
The 1U-5470 Engine Pressure Group can be used

i01794028
in order to measure the engine oil pressure. This
Excessive Engine Oil device can also be used to determine if there is a
restriction in the oil filter.
Consumption - Inspect
SMCS Code: 1348-040
Work carefully around an engine that is running.
Engine Oil Leaks on the Outside of Engine parts that are hot, or parts that are moving,
the Engine can cause personal injury.
Check for leakage at the seals at each end of the

crankshaft. Look for leakage at the gasket for the
engine oil pan and all lubrication system connections.
Look for any engine oil that may be leaking from
the crankcase breather. This can be caused by
combustion gas leakage around the pistons. A dirty
crankcase breather will cause high pressure in the
crankcase. A dirty crankcase breather will cause the
gaskets and the seals to leak.
Engine Oil Leaks into the

Combustion Area of the Cylinders
g00021328
Engine oil that is leaking into the combustion area of Illustration 87
the cylinders can be the cause of blue smoke. There Typical location of the oil gallery plugs.
are several possible ways for engine oil to leak into (1) Plug
the combustion area of the cylinders:
Check the oil pressure on the side of the cylinder
• Leaks between worn valve guides and valve stems block plug (1). With the engine at operating
temperature, the minimum oil pressure at full load
• Worn components or damaged components rpm should be approximately 280 kPa (40 psi).
(pistons, piston rings, or dirty return holes for the Minimum oil pressure at low idle rpm should be
engine oil) approximately 140 kPa (20 psi).
SENR3593-04 89
i01662620 • There is a problem with a piston cooling jet. The

piston cooling jets direct engine oil toward the
Engine Oil Pressure is Low bottom of the pistons in order to cool the pistons.
This also provides lubrication for the piston pin.
SMCS Code: 1304-081 Breakage, a restriction, or incorrect installation of a
piston cooling jet will cause seizure of the piston.
The following conditions can cause an indication of
low engine oil pressure: • The inlet screen of the suction tube for the engine
oil pump can have a restriction. This restriction can
• Low engine oil level cause cavitation and a loss of engine oil pressure.
Check the inlet screen on the suction tube and
• Problem with the engine oil pressure gauge remove any material that may be restricting engine
oil flow.
• Contaminated engine oil
• The suction tube is drawing in air. Check the joints
• Improper circulation of the engine oil of the suction tube for cracks or a damaged O-ring
seal.
• Worn components
• There is a problem with the engine oil pump. Check
Low Engine Oil Level the gears of the engine oil pump for excessive
wear. Engine oil pressure is reduced when gears
Check the engine oil level. If the engine oil level is in the engine oil pump have too much wear.
too far below the suction tube, the engine oil pump
cannot supply enough lubrication for the engine Worn Components
components. If the engine oil level is low, add engine
oil in order to obtain the correct level. For the correct Excessive clearance at the crankshaft or camshaft
engine oil to use, refer to Operation and Maintenance bearings will cause low engine oil pressure. Also,
Manual, “Engine Oil”. inspect the clearance between the rocker arm shafts
and the rocker arms. Check the engine components
Engine Oil Pressure Gauge for excessive clearance.
Refer to Testing and Adjusting, “Engine Oil Pressure

i01563187
- Test”. If the engine oil pressure gauge is incorrect,
install a new gauge. Engine Oil Pressure is High
Contaminated Engine Oil SMCS Code: 1314
Engine oil that is contaminated with another liquid will The following conditions can cause high engine oil
cause low engine oil pressure. High engine oil level pressure:
can be an indication of contamination. Determine the
reason for contamination of the engine oil and make • The engine oil level is too high. Drain the excess
the necessary repairs. Change the engine oil and the engine oil.
engine oil filter. For the correct engine oil to use, refer
to Operation and Maintenance Manual, “Engine Oil”. • The engine oil temperature is too low. Low engine
oil temperature increases the viscosity of the
engine oil.
Improper Circulation of the Engine
Oil • The engine oil filter bypass valve is stuck in the
closed position. Thoroughly clean the valve.
Several factors could cause improper circulation of Replace the engine oil filters.
the engine oil:
• A line or a passage for the engine oil is restricted.
• The engine oil filter is clogged. Replace the engine Clean the component.
oil filter.
• A line or a passage for the engine oil is

disconnected or broken. Replace the line or clear
the passage.
• The engine oil cooler is clogged. Thoroughly clean

the engine oil cooler.
90 SENR3593-04
i01563191
Excessive Bearing Wear -

Inspect
SMCS Code: 1203-040; 1211-040; 1219-040
When some components of the engine show bearing

wear in a short time, the cause can be a restriction in
a passage for engine oil.
An indicator for the engine oil pressure may show

that there is enough engine oil pressure, but a
component is worn due to a lack of lubrication. In
such a case, look at the passage for the engine oil
supply to the component. A restriction in an engine
oil supply passage will not allow enough lubrication
to reach a component. This will result in early wear.
i01727302
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 necessarily decrease due to a restriction in the
engine oil cooler.
Determine if the engine oil cooler bypass valve is

held in the open position. This condition will allow
the engine oil to flow through the valve rather
than through the engine oil cooler. The engine oil
temperature will increase.
Make sure that the cooling system is operating

properly. A high coolant temperature in the engine oil
cooler will cause high engine oil temperature.
i01300340
Indicators for Engine Oil

Pressure
SMCS Code: 7485
An oil pressure indicator that has a defect or a sender

that has a defect can give an indication of a low oil
pressure or a high oil pressure.
Use the 1U-5470 Engine Pressure Group in order

to make a comparison between the indicators on the
instrument panel and the electronic service tool.
SENR3593-04 91
Cooling System • Overcooling

If the cooling system is not properly maintained,
i02225295 solids such as scale and deposits reduce the ability
of the cooling system to transfer heat. The engine
General Information (Cooling operating temperature will increase.
System) When the engine is overloaded, the engine will run
SMCS Code: 1350 in the lug condition. When the engine is running in
the lug condition, the engine is operating at a lower
This engine has a pressure type cooling system. A engine rpm that reduces the coolant flow. Decreased
pressure type cooling system has two advantages. coolant flow during high load will cause overheating.
Coolant can be lost by leaks. Overheated coolant can

• The pressure helps prevent cavitation. be lost through the cooling system’s pressure relief
valve. Lower coolant levels contribute to additional
• The risk of boiling is reduced. overheating. Overheating can result in conditions
Cavitation occurs when mechanical forces cause the such as cracking of the cylinder head and piston
formation of air bubbles in the coolant. The bubbles seizure.
can form on the cylinder liners. Collapsing bubbles
can remove the oxide film from the cylinder liner. This A cracked cylinder head or cylinder liner will force
allows corrosion and pitting to occur. If the pressure exhaust gas into the cooling system. The additional
of the cooling system is low, the concentration of pressure causes coolant loss, cavitation of the
bubbles increases. The concentration of bubbles is water pump, less circulation of coolant, and further
reduced in a pressure type cooling system. overheating.
The boiling point is affected by three factors: Overcooling is the result of coolant that bypasses the
pressure, altitude, and concentration of glycol in the water temperature regulators and flows directly to the
coolant. The boiling point of a liquid is increased by radiator or to the heat exchanger. Low load operation
pressure. The boiling point of a liquid is decreased by in low ambient temperatures can cause overcooling.
a higher altitude. Illustration 88 shows the effects of Overcooling is caused by water temperature
pressure and altitude on the boiling point of water. regulators that remain open. Overcooling reduces the
efficiency of operation. Overcooling enables more
rapid contamination of the engine oil. This results in
the formation of sludge in the crankcase and carbon
deposits on the valves.
Cycles of rapid heating and cooling can result in

cracked cylinder heads, gasket failure, accelerated
wear, and excessive fuel consumption.
If a problem with the cooling system is suspected,

perform a visual inspection before you perform any
tests on the system.
i02338021
Illustration 88
g00286266
Visual Inspection
The boiling point of the coolant also depends on the SMCS Code: 1350-535
type of coolant and the concentration of glycol. A
greater concentration of glycol has a higher boiling Perform a visual inspection of the cooling system
temperature. However, glycol transfers heat less before a test is made with test equipment.
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:
• Overheating
• Coolant loss
92 SENR3593-04
The condition of the water that is circulated

through the heat exchanger can decrease the
effectiveness of the heat exchanger. Operating
Personal injury can result from escaping fluid un-
with water that contains the following types of
der pressure.
debris will adversely affect the heat exchanger
system: silt, sediment, salt, and algae. In addition,
If a pressure indication is shown on the indicator,
intermittent use of the engine will adversely affect
push the release valve in order to relieve pressure
the heat exchanger system.
before removing any hose from the radiator.
6. Check the pressure cap.
1. Check the coolant level in the cooling system. Add
coolant, if necessary. If the pressure cap does not maintain the correct
pressure on the cooling system, the engine could
If the coolant level is too low, air will get into the overheat. A decrease in cooling system pressure
cooling system. Air in the cooling system reduces reduces the temperature of the water’s boiling
coolant flow. Air creates bubbles that contribute to point.
cavitation. Bubbles in the coolant also reduce the
cooling capability. 7. Inspect the cooling system hoses and clamps.
2. Check the quality of the coolant. The coolant Damaged hoses with leaks can normally be seen.
should have the following properties: Hoses that have no visual leaks can soften during
operation. The soft areas of the hose can become
• Color that is similar to new coolant kinked or crushed during operation. These areas
of the hose restrict the coolant flow. Hoses can
• Odor that is similar to new coolant crack after a period of time. The inside of a hose
can deteriorate and the loose particles of the hose
• Free from contamination can restrict the coolant flow.
• Properties that are recommended by the 8. Check the water temperature regulators.
engine’s Operation and Maintenance Manual
A water temperature regulator that does not open
If the coolant does not have these properties, or a water temperature regulator that only opens
drain the system and flush the system. Refill part of the way can cause overheating.
the cooling system according to the engine’s
Operation and Maintenance Manual. A water temperature regulator that does not close
enables overcooling.
3. Check for air in the cooling system. Air can enter
the cooling system in different ways. The following 9. Check the engine water pump and check the
conditions cause air in the cooling system: auxiliary pump.
• Filling the cooling system incorrectly A water pump with a damaged impeller does not
pump enough coolant for correct coolant flow.
• Combustion gas leakage into the cooling system This affects the engine’s operating temperature.
Remove the water pump and check for damage
Combustion gas can get into the system through to the impeller.
the following conditions: internal cracks, damaged
cylinder head, and damaged cylinder head gasket. 10. Check the aftercooler.
4. Inspect the radiator (if equipped). Make sure that A restriction of water flow through the aftercooler
the air flow is not restricted. Look for the following can cause overheating. Check for debris or
conditions. Make corrections, if necessary: deposits which restrict the free flow of water
through the aftercooler.
• Bent fins
• Debris between the folded cores
• Damaged fan blades
5. Check the heat exchanger (if equipped) for
internal blockage. Make sure that the filters for the
water are not clogged.
SENR3593-04 93
i02154805
Test Tools for the Cooling

System
SMCS Code: 0781; 1350
Table 13
4C-6500 Digital Thermometer 1
8T-2700 Blowby/Air Flow Indicator 1
9U-7400 Multitach Tool Gp 1
9S-8140 Pressurizing Pump 1 Illustration 90
g00286269
8T-2700 Blowby/Air Flow Indicator
The 8T-2700 Blowby/Air Flow Indicator is used

to check the air flow through the radiator core.
Making contact with a running engine can cause Refer to the testing procedure in Special Instruction,
burns from hot parts and can cause injury from SEHS8712.
rotating parts.
When working on an engine that is running, avoid

contact with hot parts and rotating parts.
g00286276
Illustration 91
9U-7400 Multitach
The 9U-7400 Multitach is used to check the fan

g00286267
Illustration 89 speed. Refer to the testing procedure in Operator
4C-6500 Digital Thermometer Manual, NEHS0605.
The 4C-6500 Digital Thermometer is used in the

diagnosis of overheating conditions or overcooling
problems. This group can be used to check
temperatures in several different parts of the cooling
system. Refer to the testing procedure in the
Operating Manual, NEHS0554.
g00286369
Illustration 92
9S-8140 Pressurizing Pump
94 SENR3593-04
The 9S-8140 Pressurizing Pump is used to test Making the Correct Antifreeze
pressure caps. The 9S-8140 Pressurizing Pump is
used to pressure check the cooling system for leaks.
Mixtures
Adding pure antifreeze as a makeup solution for the
cooling system top-off is an unacceptable practice.
Adding pure antifreeze increases the concentration
Steam or hot coolant can cause severe burns. of antifreeze in the cooling system. This increases
the concentration of the dissolved solids and the
Do not loosen the filler cap or the pressure cap on undissolved chemical inhibitors in the cooling system.
a hot engine. Add the antifreeze and water mixture in the same
concentration as your cooling system. Refer to the
Allow the engine to cool before removing the filler engine’s Operation and Maintenance Manual.
cap or the pressure cap.
Testing the Supplemental Coolant
i02390722
Additive and the Glycol
Testing the Cooling System Refer to the engine’s Operation and Maintenance
Manual for further information about testing the
SMCS Code: 1350-081 cooling system.
Testing for Freeze Protection Testing for Air and/or Exhaust Gas
Table 14
in the Coolant
Tools Needed Qty Air and/or exhaust gas in the coolant causes foaming
245-5829 Coolant/Battery Tester Gp 1
and aeration. Bubbles in the cooling system reduce
the heat transfer and the pump flow. Pockets of air or
gas can prevent coolant from contacting parts of the
engine. The pockets allow hot spots to develop.
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 such as
aftercoolers and hoses can allow air to enter the
system. The inlet of the water pump is a potential
location for the entry of air.
To help prevent air from entering the cooling system,

fill the system slowly. Make sure that all of the hoses
and pipe connections are secure.
g00439083 If the cylinder head is loose or cracked, exhaust gas

Illustration 93
can enter the cooling system. Exhaust gas can also
245-5829 Coolant/Battery Tester Gp enter the cooling system through internal cracks
and/or defects in the cylinder head gasket.
Check the coolant frequently in cold weather for
the proper protection against freezing. Use the Air and/or exhaust gas in the cooling system can
245-5829 Coolant/Battery Tester Gp in order to cause overheating. Use the following test to check for
ensure adequate freeze protection. The tester gives the presence of air and/or exhaust gas in the coolant.
immediate, accurate readings. The tester can be
used for antifreeze/coolants that contain ethylene or 1. Make sure that the cooling system is filled to the
propylene glycol. The tester is also used to check the proper level.
condition of batteries (specific gravity). Instructions
are provided with the tester.
SENR3593-04 95
If the air flow is not restricted, check the fan speed.
The 9U-7400 Multitach Tool Gp is used to check the

fan speed. For instructions, refer to the Operating
Manual, NEHS0605 that is supplied with the
multitach.
Testing the Cooling System for

Leaks
Table 16
Tools Needed Qty
9S-8140 Pressurizing Pump 1
Use the following procedure in order to check the

cooling system for leaks:
g00769076
Illustration 94
Personal injury can result from hot coolant, steam
and alkali.
2. Remove the plug from the radiator (if equipped).
Install a hose into the hole for the plug.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
3. Fill a glass container with water and place the
to heaters or the engine contain hot coolant or
other end of the hose into the container.
steam. Any contact can cause severe burns.
4. Start the engine. Operate the engine until normal
Remove filler cap slowly to relieve pressure only
operating temperature is reached.
when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
5. Observe the end of the hose in the glass container.
Cooling System Conditioner contains alkali. Avoid
A bubble may rise occasionally from the hose.
contact with skin and eyes.
This is normal.
If a stream of bubbles rise from the hose, air 1. After the engine cools, carefully loosen the filler
and/or exhaust gas in the coolant is indicated. cap in order to release the pressure from the
cooling system. Remove the filler cap.
Testing the Radiator Fan (If 2. Ensure that the cooling system is filled to the
Equipped) correct level.
Table 15 3. Install the 9S-8140 Pressurizing Pump onto the
Tools Needed Quantity radiator’s filler tube.
8T-2700 Blowby/Air Flow Indicator 1 4. Increase the pressure reading on the gauge to
9U-7400 Multitach Tool Gp 1 20 kPa (3 psi) more than the pressure on the filler
cap.
The 8T-2700 Blowby/Airflow Indicator is used to 5. Inspect the radiator, all connection points, and the
check the airflow through the radiator core. The hoses for leaks.
indicator can also be used to check different areas of
the core in order to locate plugged areas. If no leaks are found and the gauge reading remains
steady for a minimum of five minutes, the cooling
It is normal for air flow to be five times greater at the system is not leaking.
center and the edges.
If leaking is observed and/or the gauge reading
For instructions, refer to Special Instruction, decreases, make repairs, as needed.
SEHS8712, “Using the 8T-2700 Blowby/Air Flow
Indicator”.
96 SENR3593-04
i01304628 Start the engine and run the engine until the
temperature reaches the desired range according to
Water Temperature Gauge the test thermometer. If necessary, put a cover over
part of the radiator or cause a restriction of the coolant
SMCS Code: 7453-081 flow. The reading on the gauge for water temperature
should agree with the test thermometer. The range
Test For The Water Temperature of the gauge for water temperature will need to be
noted when the temperatures are being compared.
Gauge The test thermometer’s temperature may fall within
the range of the gauge for water temperature.
Table 17
i01304661
4C-6500 Digital Thermometer 1
2F-7112 Thermometer and 6B-5072 1
Test for the Water Temperature
Terminal Bushing Regulator
SMCS Code: 1355-081
1. Remove the regulator from the engine.
2. Heat the water in a pan until the water is at the

same temperature as the fully open temperature
of the regulator. Refer to the Specifications, “3612
And 3616 Engines”. Stir the water in the pan. This
will distribute the temperature throughout the pan.
3. Hang the water temperature regulator in the pan

of water. The water temperature regulator must
be below the surface of the water. The water
temperature regulator must be away from the
g00604644 sides and the bottom of the pan.
Illustration 95
Test Location
(1) Plug.
4. Keep the water at the correct temperature for ten
minutes.
Check the accuracy of the water temperature gauge
if either of the conditions that follow are found. 5. After ten minutes, remove the water temperature
regulator. Immediately check the minimum
1. The gauge reading is normal, but the engine is too opening distance of the water temperature
hot. Also, loss of coolant is found. regulator. The distance must be a minimum of
10.4 mm (0.41 inch). Refer to the Specifications,
2. The gauge shows that the engine is hot, but no “3612 And 3616 Engines”.
loss of coolant can be found.
6. If the distance is less than 10.4 mm (0.41 inch),
Remove plug (1) and install the 4C-6500 Digital make a replacement of the water temperature
Thermometer or the combination of the 2F-7112 regulator.
Thermometer and the 6B-5072 Terminal Bushing. A
temperature gauge of known accuracy can also be
used to make this check.
Work carefully around an engine that is running.

Engine parts that are hot, or parts that are moving,
can cause personal injury.
SENR3593-04 97
Basic Engine
i01304792
Connecting Rod Bearings

SMCS Code: 1219-040
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.
Connecting rod bearings are available with 0.50 mm

g00285686
(0.020 inch) and 1.00 mm (0.040 inch) smaller Illustration 96
inside diameter than the original size bearing. These 1P-3537 Dial Bore Gauge Group
bearings are for crankshafts that have been ground.
i02338030
i01304805
Cylinder Head
Main Bearings
SMCS Code: 1100-040
SMCS Code: 1203-040
The cylinder heads have valve seat inserts, valve
Main bearings are available with a larger outside guides and bridge dowels that can be removed, as
diameter than the original size bearings. These required. These components are normally removed
bearings are available for the cylinder blocks with due to wear and damage. Replacement of these
the main bearing bore that is made larger than the components can be made with the tools that follow.
bores’ original size. Main bearings are available with
1.00 mm (0.040 inch) and 2.00 mm (0.080 inch) larger
outside diameter than the original size bearings.
Valves
i02390726
Cylinder Block
SMCS Code: 1201-040
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
to the torque that is shown in the Specifications.
Alignment error in the bores must not be more
than 0.040 mm (0.0016 inch). Refer to the Special
Instruction, SMHS7606 for the use of the 1P-4000
g00360772
Line Boring Tool Group for the alignment of the main Illustration 97
bearing bores. The 1P-3537 Dial Bore Gauge Group Assembled tools
can be used to check the size of the bores.
The removal and the installation of the valves is
easier with the use of the following tools:
98 SENR3593-04
Table 18 Table 20
Tools Needed Quantity Tools Needed Quantity
8T-2679 Valve Guide Rod 1 4C-8731 Dowel Puller Rod 1
8T-3108 Compression Plate 1 8T-2781 Valve Guide Support Pedestal 1
8T-3109 Retaining Plate 1 1U-5230 Hand Hydraulic Pump 1
1D-4720 Nut 2 5P-5247 Hydraulic Puller 1
5P-5247 Hydraulic Puller 1 1D-4720 Nut 1
1U-5230 Hand Hydraulic Pump 1 4C-9839 Puller Rod Retainer Tool 1
Install the new bridge dowels with a 4C-8540 Dowel

Valve Seat Inserts Driver.
The removal of the valve seat inserts is easier with
the use of the following tools: i01305216
Table 19 Flywheel and Flywheel

Tools Needed Quantity Housing
9U-5096 Bridge Assembly 1
SMCS Code: 1156-040; 1157-040
130-1449 Valve Seat Puller 1
5P-5247 Hydraulic Puller 1 Face Runout (axial eccentricity) of
1U-5230 Hand Hydraulic Pump 1 the Flywheel Housing
Use the following procedure in order to install the
inlet valve seat inserts:
1. Lower the temperature of the inlet valve seat

inserts.
2. Install the inlet valve seat inserts with the

8T-2674 Valve Seat Driver.
Use the following procedure in order to install the

exhaust valve seat inserts:
Note: Do not lower the temperature of the exhaust

valve seat inserts. g00285931
Illustration 98
1. Apply 4C-9507 Retaining Compound to the 8T-5096 Dial Indicator Group
exhaust valve seat insert.
If you use any other method except the method that
2. Install the exhaust valve seat insert at ambient is given here, always remember that the bearing
temperature with the 8T-2674 Valve Seat Driver. clearance must be removed in order to receive the
correct measurements.
Valve Guides 1. Fasten a dial indicator to the flywheel so the anvil
of the dial indicator will contact the face of the
Use the 8T-2676 Valve Guide Driver in order to flywheel housing.
remove the valve guides and install the valve guides.
The counterbore in the driver’s sleeve installs the 2. Put a force on the crankshaft toward the rear
valve guide to the correct height. before the dial indicator is read at each point.
Bridge Dowels
Use the following tools to remove the bridge dowels:
SENR3593-04 99
g00285932 g00285936
Checking Face Runout Of The Flywheel Housing
2. While the dial indicator is in the position at location
3. Turn the flywheel while the dial indicator is set at (C) adjust the dial indicator to 0.0 mm (0.00 inch).
0.0 mm (0.00 inch) at location (A). Read the dial Push the crankshaft upward against the top of
indicator at locations (B), (C) and (D). the bearing. Refer to the illustration 101. Write
the measurement for bearing clearance on line 1
4. The difference between the lower measurements in column (C).
and the higher measurements that are performed
at all four points must not be more than 0.38 mm Note: Write the measurements for the dial indicator
(0.015 inch), which is the maximum permissible with the correct notations. This notation is necessary
face runout (axial eccentricity) of the flywheel for making the calculations in the chart correctly.
housing.
3. Divide the measurement from Step 2 by two. Write
this number on line 1 in columns (B) and (D).
Bore Runout (radial eccentricity) of
the Flywheel Housing 4. Turn the flywheel in order to put the dial indicator
at location (A). Adjust the dial indicator to 0.0 mm
(0.00 inch).
g00285934
Illustration 100
8T-5096 Dial Indicator g00285932
Illustration 102
1. Fasten a dial indicator to the flywheel so the anvil Checking Bore Runout Of The Flywheel Housing
of the dial indicator will contact the bore of the
flywheel housing. 5. Turn the flywheel counterclockwise in order to
put the dial indicator at location (B). Write the
measurements in the chart.
6. Turn the flywheel counterclockwise in order to

put the dial indicator at location (C). Write the
measurement in the chart.
7. Turn the flywheel counterclockwise in order to

put the dial indicator at location (D). Write the
measurement in the chart.
100 SENR3593-04
8. Add the lines together in each column. Face Runout (axial eccentricity) of
9. Subtract the smaller number from the larger
the Flywheel
number in column B and column D. Place this
number on line III. The result is the horizontal
eccentricity (out of round). Line III in column C is
the vertical eccentricity.
g00286049
Illustration 104
Checking Face Runout Of The Flywheel
1. Refer to illustration 104 and install the dial

Illustration 103
g00286046 indicator. Always put a force on the crankshaft in
Graph For Total Eccentricity
the same direction before the dial indicator is read.
This will remove any crankshaft end clearance.
(1) Total vertical eccentricity. (2) Total horizontal eccentricity. (3)
Acceptable value. (4) Unacceptable value.
2. Set the dial indicator to read 0.0 mm (0.00 inch).
10. On the graph, find the intersection of the lines for
vertical eccentricity and horizontal eccentricity. 3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator.
11. If the point of intersection is in the range that is
marked “Acceptable”, the bore is in alignment. 4. Take the measurements at all four points. Find
If the point of intersection is in the range that is the difference between the lower measurements
and the higher measurements. This value must
marked “Not acceptable”, the flywheel housing
must be changed. not exceed the maximum permissible face runout
(axial eccentricity) of the flywheel.
SENR3593-04 101
Bore Runout (radial eccentricity) of 5. Take the measurements at all four points. Find
the difference between the lower measurements
the Flywheel and the higher measurements. This value must
not exceed the maximum permissible pilot bore
runout of the flywheel.
i01305258
Crankshaft Deflection (Bend)

SMCS Code: 1202-535
g00286054
Illustration 105
Checking Bore Runout Of The Flywheel
g00605226
(1) 7H-1945 Holding Rod. (2) 7H-1645 Holding Rod. (3) Illustration 107
7H-1942 Dial Indicator. (4) 7H-1940 Universal Attachment. (1) Bolt
(2) Nut
1. Install the 7H-1942 Dial Indicator (3). Make an (3) Dial gauge
adjustment of the 7H-1940 Universal Attachment
(4) so that the dial indicator makes contact on The crankshaft can be deflected if the engine was not
the flywheel. installed correctly. If the engine mounting rails are not
fastened correctly to the foundation mounting rails,
2. Set the dial indicator to read 0.0 mm (0.00 inch). the cylinder block can twist or the cylinder block can
bend. This will cause the crankshaft to deflect. This
3. Turn the flywheel at intervals of 90 degrees and deflection can cause crankshaft failure and bearing
read the dial indicator. failure.
4. Take the measurements at all four points. Find The crankshaft deflection must be checked after the
the difference between the lower measurements final installation of the engine. The check can be
and the higher measurements. This value must made when the engine is hot or when the engine is
not exceed the maximum permissible bore runout cold. The following procedure can be used to check
(radial eccentricity) of the flywheel. the crankshaft deflection.
1. Remove an inspection cover from the cylinder

block that will give access to the proper connecting
rod journal. On 3612 Engines that drive equipment
from the rear of the engine, the following
connecting rod journals should be checked:
number 5, number 6, number 11, and number 12.
On 3612 Engines that drive equipment from the
front end of the engine, the following connecting
rod journals should be checked: number 5,
number 6, number 1, and number 2. On 3616
Engines that drive equipment from the rear of
the engine, the following connecting rod journals
should be checked: number 7, number 8, number
15, and number 16. On 3616 Engines that drive
Illustration 106
g00286058 equipment from the front end of the engine,
Flywheel Clutch Pilot Bearing Bore
the following connecting rod journals should be
checked: number 7, number 8, number 1, and
number 2.
102 SENR3593-04
2. Turn the crankshaft in the direction of normal Replace the damper if the damper is bent or
rotation until the center of the counterweights damaged. Replace the damper if the bolt holes are
barely go beyond the connecting rod. oversize. Replacement of the damper is also needed
at the time of a crankshaft failure due to torsional
3. Install a 2B-7218 Bolt with a 1B-4333 Nut or forces.
2J-3507 Full Nut in the crankshaft. Tighten the
nut against the crankshaft. The bolt and the nut
are used to provide a locating face.
4. Install a Starrett Crankshaft Distortion Dial Gauge

No. 696 with a StarrettNo.696B between the bolt
and the counterweight. Put the dial indicator within
10 mm (0.39 inch) of the end of the counterweight.
Turn the dial of the dial indicator in order to align
the zero with the pointer. Turn the dial indicator on
the end points until the pointer of the dial indicator
will not move from zero.
5. Turn the crankshaft in the direction of the normal

rotation until the dial indicator almost makes
contact with the connecting rod. This connecting
rod is on the other side of the crankshaft.
Note: Do NOT allow the dial indicator to make

contact with the connecting rod.
6. The dial indicator reading must not change more

than the appropriate value that is given in Table
21 for the approximate 300 degrees of crankshaft
rotation. Now turn the crankshaft in the opposite
direction to the starting position. The dial indicator
must now read zero. If the dial indicator does not
read zero, do the procedure again.
Table 21
Maximum Acceptable Dial Indicator Readings
Middle
Front Cylinders Rear Cylinders
Cylinders
0.18 mm 0.08 mm 0.18 mm
(0.007 inch) (0.003 inch) (0.007 inch)
If the dial indicator reads more than the value that

is given in Table 21, the cylinder block is distorted.
Loosen the bolts that hold the engine mounting rails
to the foundation mounting rails. Adjust the shims
in order to straighten the engine again. Ensure that
the engine mounting bolts have enough clearance in
order to allow the engine to expand as the engine
gets hot.
i01305310
Vibration Damper
SMCS Code: 1205-535
Damage to the damper or failure of the damper will

increase vibrations. This will result in damage to the
crankshaft.
SENR3593-04 103
Air Starting System • Oil viscosity

• Capacity of air reservoir
i01305329
• Condition of the engine
Pressure Regulating Valve
The Recommended Air Pressure Setting for the air
SMCS Code: 1462-025 starting motor is the following values.
Minimum ..................................... 1034 kPa (150 psi)
Maximum .................................... 1723 kPa (250 psi)
The advantage of setting the valve at the higher

pressures is the increased torque for the starting
motor and the faster rotation of the engine. The
advantage of setting the valve at the lower pressures
is the longer time of the engine rotation for the given
reservoir capacity of the supply air.
i02393294
Illustration 108
g00287035 Lubricator and Strainer
Pressure Regulating Valve
SMCS Code: 1451-040-LI
(1) Adjustment screw. (2) Regulator inlet. (3) Regulator outlet.
Check and adjust the pressure regulating valve by

using the following procedure:
Personal injury or death can occur from not fol-
1. Drain the line to the pressure regulating valve or lowing the proper procedure or the recommended
drain the air storage tank. tooling.
2. Disconnect the regulator from the starter control To prevent the possibility of injury or death, follow
valve. the established procedure using the recommend-
ed tooling.
3. Connect an 8T-0849 Pressure Gauge Group to
regulator outlet (3). The air starting motor’s system includes a strainer
and a lubricator.
4. Put air pressure in the line or the tank.
Note: The air starting motor’s system is under
5. Check the pressure. pressure. Be sure to purge the air pressure before
performing service work.
6. Adjust the pressure regulating valve to the value
that is shown for the Recommended Air Pressure
Setting.
7. Remove the air pressure from the line or the tank.
8. Remove the 8T-0849 Pressure Gauge Group

and connect the air pressure regulator to the line
to the air starting motor.
Each engine application must be inspected in

order to determine the most advantageous starting
conditions. The settings for the pressure regulating
valve are affected by the following factors:
• Loads from attachments that are pulled by the Illustration 109

g00604357
engine during the start-up
(1) Strainer.
Typical example
• Ambient temperature conditions
104 SENR3593-04
Periodically, remove strainer (1) and thoroughly clean

the strainer. After the strainer has been installed,
ensure that the oil plug is tight.
g00604358
Illustration 110
(2) Air line lubricator.(typical example)
Always use air line lubricator (2) with the air starting
motors.
For temperatures above 0 °C (32 °F), use a SAE

10W nondetergent oil of high quality.
For temperatures below 0 °C (32 °F), use air tool oil.
To maintain the efficiency of the starting motor,

flush the starting motor at regular intervals. Pour
approximately 0.5 L (0.53 qt) of diesel fuel into the air
inlet of the starting motor and operate the starting
motor. This procedure will remove the dirt, the water
and the mixture of oil from the air starting motor.
SENR3593-04 105
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
i01305411 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 22 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 done displays the current that is being drawn from the
on the engine. The wiring insulation must be in good battery which is being tested.
condition. The wire and cable connections must be
clean and tight. The battery must be fully charged. If Note: Refer to Operating Manual , SEHS9249
the on-engine test shows a defect in a component, for more complete information for the use of the
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 112
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 an optional 6V-6014 Cable
is connected between this ammeter and one of the
g00283565 digital multimeters, a current reading of less than 1
Illustration 111
amperes can be read directly from the display of the
4C-4911 Battery Load Tester multimeter.
106 SENR3593-04
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, the Never disconnect any charging unit circuit or bat-
digital display is not visible to the operator. A zero tery circuit cable from the battery when the charg-
control is provided for DC operation. The power for ing unit is operated. A spark can cause an explo-
the ammeter is supplied by the batteries which are sion from the flammable vapor mixture of hydro-
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 sonnel can be the result.
for 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 113 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 with Instruction, SEHS7633 for the correct procedure
extra protection against damage in field applications. and for the specifications to use when you test the
The multimeter can display Pulse Width Modulation batteries.
(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.
SENR3593-04 107
Index Section
Index
A Engine Oil Pressure is Low ................................... 89
Contaminated Engine Oil ................................... 89
Aftercooler ............................................................. 13 Engine Oil Pressure Gauge ............................... 89
Air Inlet and Exhaust System .......................... 12, 83 Improper Circulation of the Engine Oil ............... 89
Air Inlet and Exhaust System Operation................ 12 Low Engine Oil Level ......................................... 89
Air Starting System........................................ 33, 103 Worn Components ............................................. 89
Air Starting System Operation ............................... 33 Engine Oil Pump.................................................... 18
Air Starting Motor - Air Driven Prelube Pump Engine Rotation ..................................................... 59
(Intermittent Prelube) ....................................... 37 Engine Prelube .................................................. 60
Air Starting Motor - Electrically Driven Prelube Excessive Bearing Wear - Inspect......................... 90
Pump (Intermittent Prelube) ............................. 34 Excessive Engine Oil Consumption - Inspect........ 88
Engine Oil Leaks into the Combustion Area of the
Cylinders .......................................................... 88
B Engine Oil Leaks on the Outside of the Engine.. 88
Basic Engine.................................................... 27, 97

Battery ................................................................. 106 F
Finding the Top Center Position for the No. 1

C Piston................................................................... 60
Flywheel and Flywheel Housing ............................ 98
Camshaft ............................................................... 29 Bore Runout (radial eccentricity) of the
Camshaft Timing ................................................... 61 Flywheel ......................................................... 101
Camshaft Timing ................................................ 61 Bore Runout (radial eccentricity) of the Flywheel
Centrifugal Oil Filters ............................................. 19 Housing ............................................................ 99
Combined Circuit Cooling System......................... 21 Face Runout (axial eccentricity) of the
Compression ......................................................... 84 Flywheel ......................................................... 100
Connecting Rod Bearings...................................... 97 Face Runout (axial eccentricity) of the Flywheel
Cooling System ............................................... 21, 91 Housing ............................................................ 98
Cooling System Operation..................................... 21 Front Gear Group .................................................. 29
Crankcase Explosion Relief Valves ....................... 29 Fuel Injection Control Linkage ................................. 8
Crankcase Pressure .............................................. 84 Fuel Injection Cycle ............................................... 10
Crankshaft ............................................................. 28 Fuel Injector............................................................. 9
Crankshaft Deflection (Bend) .............................. 101 Fuel Injector Synchronization ................................ 68
Crankshaft Position for Fuel Timing and Valve Lash Fuel Injector Testing .............................................. 57
Adjustment........................................................... 63 Fuel Pressure ........................................................ 58
Cylinder Block........................................................ 97 Fuel Setting ........................................................... 79
Cylinder Block, Liners and Heads ......................... 27 Engine Speed Measurement ............................. 81
Cylinder Head........................................................ 97 Fuel Setting Adjustment..................................... 81
Bridge Dowels.................................................... 98 Fuel Setting Check............................................. 79
Valve Guides...................................................... 98 Fuel System....................................................... 5, 57
Valve Seat Inserts .............................................. 98 Fuel System Inspection ......................................... 57
Valves ................................................................ 97 Fuel System Operation............................................ 5
Fuel Timing............................................................ 65
E
G
Electrical System ................................................. 105
Engine Barring Group............................................ 30 General Information (Cooling System) .................. 91
Air Interlock (1:1)................................................ 30 General Information (Fuel System) ....................... 57
Manual Barring Group (50:1) ............................. 31 General Information (Lubrication System)............. 88
Engine Design ......................................................... 4
Engine Oil Coolers and Temperature Regulators .. 18
Engine Oil Filters ................................................... 19 H
Engine Oil Pressure is High................................... 89
Heinzmann Governor ............................................ 71
Injector Synchronization And Power Setting...... 71
I Timing Adjustments for Fuel System..................... 59
Troubleshooting..................................................... 40
Important Safety Information ................................... 2 Introduction ........................................................ 40
Increased Engine Oil Temperature - Inspect ......... 90 Troubleshooting Problems ................................. 40
Indicators for Engine Oil Pressure......................... 90 Turbocharger ......................................................... 13
Internal Lubrication ................................................ 20 Turbocharger (Napier 297) .................................... 14
Components....................................................... 14
Operation ........................................................... 14
L
Lubrication System .......................................... 15, 88 V

Lubrication System Operation ............................... 15
Lubricator and Strainer ........................................ 103 Valve Lash and Valve Bridge Adjustment .............. 84
Bridge Adjustment.............................................. 86
Valve Lash ......................................................... 84
M Vibration Damper................................................. 102
Visual Inspection ................................................... 91
Main Bearings........................................................ 97
Measuring Engine Oil Pressure............................. 88
Measuring Exhaust Temperature........................... 84 W
Measuring Inlet Manifold Pressure ........................ 83
Water Temperature Gauge .................................... 96
Test For The Water Temperature Gauge ........... 96
P Woodward 3161 Governor .................................... 75
Adjust Fuel Ratio Control ................................... 78
Piston Cooling Jets................................................ 21 Adjusting The Governor Linkage ....................... 75
Pistons, Rings and Connecting Rods .................... 28 Woodward EGB29P Governor .............................. 73
Pressure Regulating Valve .................................. 103 Adjusting The Governor Actuator Linkage ......... 73
Rear Gear Group................................................... 29

Restriction of Air Inlet and Exhaust ....................... 83
Separate Circuit Cooling System........................... 24

Jacket Water Cooling Circuit.............................. 27
Oil Cooler And Aftercooler Circuit ...................... 27
Start Up Procedure................................................ 81
Systems Operation Section ..................................... 4
Table of Contents..................................................... 3
Test for the Water Temperature Regulator ............ 96
Test Tools for the Cooling System ......................... 93
Test Tools for the Electrical System..................... 105
Testing and Adjusting Section ............................... 40
Testing the Cooling System ................................... 94
Making the Correct Antifreeze Mixtures............. 94
Testing for Air and/or Exhaust Gas in the
Coolant............................................................. 94
Testing for Freeze Protection ............................. 94
Testing the Cooling System for Leaks................ 95
Testing the Radiator Fan (If Equipped) .............. 95
Testing the Supplemental Coolant Additive and the
Glycol ............................................................... 94
©2005 Caterpillar
All Rights Reserved Printed in U.S.A.

CAT System Operation Tesing and Adjusting

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SENR3593-04

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 Camshaft Timing ................................................... 61

Systems Operation Section Exhaust ............................. 1.00 mm (0.040 inch)

When the crankshaft is viewed from the flywheel end,

i02319771 Reverse rotation ....................................... Clockwise

Number and arrangement of cylinders ............. V-12

Compression ratio .............................................. 13:1 Exhaust valves ................................................. 2

Combustion ....................................... Direct Injection Displacement .......................... 295.6 L (18036 cu in)

Firing order Bore ............................................ 280 mm (11.0 inch)

Standard rotation Stroke ......................................... 300 mm (11.8 inch)

When the crankshaft is viewed from the flywheel end,

Standard rotation .......................... Counterclockwise

Reverse rotation ....................................... Clockwise

Note: The front end of the engine is opposite the

Fuel System Operation

Fuel Flow Schematic

Fuel Injection Control Linkage

A fuel injector is located in each cylinder head. The i01286765

The rack position is changed by bellcrank (3). The

Note: Directions of rotation are viewed from the

If the linkage becomes disconnected from the

Fuel Injection Cycle

Injection timing is dependent on two factors:

• Angular location of camshaft (5)

The plunger can be turned by rack (8) while the

• Scrolls on the plunger

Note: On 3600 Engines (MUI), the timing is not

When rack (8) is moved all the way inward against

The fuel then flows through the center passage of

During the fuel injection stroke, fuel passes from

The fuel injection nozzle of the fuel injector extends

Clean inlet air from the air cleaners is pulled through

The following factors determine the speed (rpm) of

• the fuel setting

The bearings (2) and (4) in the turbocharger use

SMCS Code: 1052 Components

Cartridge Assembly Bearings

Do not attempt to separate the turbine wheel from

A preset seal ring is fit into the compressor wheel

The bypass valve opens in order to send oil back to

The engine oil pump also pushes oil to the oil

Engine Oil Coolers and

The prelube pump can be driven by either an electric

The lubrication system uses an external engine oil

The engine oil filters (1) contain six replaceable oil

Engine Oil Filters

System pressure must be greater than 100 kPa

Unfiltered pressurized oil enters the base of each

The camshaft bearings receive oil from the main oil

The main oil gallery (5) is connected to the crankshaft

i01288059 Cooling System

The 3612 and 3616 Diesel Engines use a separate

There is a piston cooling jet (1) below each piston.

Turbocharger oil supply line sends oil to the

Oil is sent to the front gear groups and to the rear