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RENR9363-08

January 2012

Systems Operation

Testing and Adjusting3500C Engines

LLA1-Up (Engine)R1A1-Up (Engine)LLB1-Up (Engine)LLC1-Up (Engine)C8E1-Up (Engine)

LLE1-Up (Engine)LLF1-Up (Engine)SBG1-Up (Generator Set)SBJ1-Up (Generator Set)C8K1-Up (Engine)LLK1-Up (Engine)SBK1-Up (Generator Set)SBM1-Up (Generator Set)PES1-Up (Engine)R1S1-Up (Engine)RMS1-Up (Generator Set)LLT1-Up (Generator Set)R1T1-Up (Engine)T2X1-Up (Engine)

SAFETY.CAT.COM

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i03991620

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

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

Do not operate or perform any lubrication, maintenance or repair on this product, until you haveread and understood the operation, lubrication, maintenance and repair information.

Safety precautions and warnings are provided in this manual and on the product. If these hazard warningsare not heeded, bodily injury or death could occur to you or to other persons.

The hazards are identified by the Safety Alert Symbol and followed by a Signal Word such asDANGER, WARNING or CAUTION. The Safety Alert WARNING label is shown below.

The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.

The message that appears under the warning explains the hazard and can be either written or pictoriallypresented.

A non-exhaustive list of operations that may cause product damage are identified by NOTICE labelson 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. You mustnot use this product in any manner different from that considered by this manual without firstsatisfying yourself that you have considered all safety rules and precautions applicable to theoperation of the product in the location of use, including site-specific rules and precautionsapplicable to the worksite. If a tool, procedure, work method or operating technique that is notspecifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for youand forothers. You should also ensure that the product will not be damaged or become unsafe bythe operation, lubrication, maintenance or repair procedures that you intend to use.

The information, specifications, and illustrations in this publication are on the basis of information thatwas available at the time that the publication was written. The specifications, torques, pressures,measurements, adjustments, illustrations, and other items can change at any time. These changes canaffect the service that is given to the product. Obtain the complete and most current information before youstartany job. Cat dealers have the most current information available.

When replacement parts are required for thisproduct Caterpillar recommends using Cat re-placement parts or parts with equivalent speci-fications including, but not limited to, physicaldimensions, type, strength and material.

Failure to heed this warning can lead to prema-ture failures, product damage, personal injury ordeath.

In the United States, the maintenance, replacement, or repair of the emission control devices andsystems may be performed by any repair establishment or individual of the owner's choosing.

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RENR9363-08 3Table of Contents

Table of Contents

Systems Operation Section

Engine OperationEther Control System .............................................. 5Cold Cylinder Cutout ............................................... 5

Electronic Control SystemElectronic Control System Components ................. 6Electronic Control System Operation ...................... 7Cat Data Link .......................................................... 8CAN Data Link ........................................................ 9Electronic Control Module (ECM) .......................... 9System Configuration Parameters ........................ 10100 Hour Free Configuration on Engine Start-up .. 10

Engine Monitoring SystemEngine Monitoring System ................................... 10

Histogramming ...................................................... 10Fuel Rate Scaling (Fuel Correction Factor) .......... 10ECM Total Fuel Consumption Adjustment ............. 11ECM Hour Increment Adjustment .......................... 11

Fuel SystemFuel System Operation .......................................... 11Fuel Injector Mechanism ....................................... 12Fuel Injector ......................................................... 12

Air Inlet and Exhaust SystemAir Inlet and Exhaust System Operation ............... 13Aftercooler (Air-to-Air Aftercooler) ........................ 15Valve Mechanism .................................................. 16

Turbocharger ....................................................... 17

Lubrication SystemLubrication System Operation .............................. 18Metal Particle Detector ......................................... 21Fumes Disposal System ....................................... 22

Cooling SystemJacket Water Cooling Circuit ................................. 23Separate Circuit Cooling System .......................... 24

Basic EngineCylinder Block, Liners and Heads ......................... 24Pistons, Rings and Connecting Rods (One-Piece

Piston) ................................................................. 25Pistons, Rings and Connecting Rods (Two-PiecePiston) ................................................................. 26

Crankshaft ........................................................... 26Camshaft ............................................................. 26

Air Starting SystemAir Starting System .............................................. 27

Hydraulic Starting SystemHydraulic Starting System ................................... 29

Electrical SystemElectrical System Operation ................................. 32

Grounding Practices ............................................ 33Charging System ................................................. 33Starting System ................................................... 34Engine Speed Sensor ........................................... 35Circuit Breaker ..................................................... 35

Testing and Adjusting Section

Electronic Control SystemCalibration............................................................. 36Configuration Parameters ..................................... 36Monitoring System Parameters ............................ 36Engine Governing - Adjust .................................... 37

Fuel SystemGeneral Information (Fuel System) ....................... 39Fuel System Inspection ........................................ 39Checking Engine Cylinders ................................... 39Checking Engine Cylinders with an Electronic Service

Tool ..................................................................... 39Fuel Pressure ....................................................... 40

Engine Rotation .................................................... 40Finding the Top Center Position for the No. 1

Piston .................................................................. 40CamshaftTiming ................................................... 41Fuel Injector Adjustment . ...................................... 44Crankshaft Position for Fuel Injector Adjustment and

Valve Lash Setting .............................................. 47Crankshaft Position for Fuel Injector Adjustment and

Valve Lash Setting .............................................. 48

Air Inlet and Exhaust SystemRestriction of Air Inlet and Exhaust ....................... 50Measuring Inlet Manifold Pressure ....................... 50Measuring Exhaust Temperature .......................... 50Crankcase Pressure ............................................. 50ValveLash - Adjust ............................................... 51

Lubrication SystemGeneral Information (Lubrication System) ............ 53Engine Oil Pressure - Test .................................... 53Metal Particle Detector - Test ................................ 53

Cooling SystemGeneral Information (Cooling System) ................. 55Visual Inspection ................................................... 55Test Tools for the Cooling System ........................ 57Radiator and Cooling System - Test ..................... 58Coolant Temperature Sensor - Test ...................... 59Water Temperature Regulator - Test ..................... 60

Basic EngineConnecting Rod Bearings ..................................... 61Main Bearings ....................................................... 61Cylinder Block ....................................................... 61Cylinder Head ....................................................... 61Cylinder Liner Projection ....................................... 62Flywheel - Inspect ................................................. 63Flywheel Housing - Inspect ................................... 65Vibration Damper .................................................. 66

Air/Electric Starting System

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4 RENR9363-08Table of Contents

General Information (Air/Electric StartingSystem) ............................................................... 67

Electrical SystemTest Tools forthe Electrical System ...................... 69Battery .................................................................. 71Charging System .................................................. 71

Alternator Regulator .............................................. 71Electric Starting System ........................................ 72Pinion Clearance Adjustment ............................... 72Overspeed Verification Test .................................. 73

Index Section

Index ..................................................................... 77

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RENR9363-08 5Systems Operation Section

Systems Operation Section

Engine Operation

i02344748

Ether Control System

SMCS Code: 1456

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

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

input allows the operator to manually inject ether.

The switch input enables the operator to inject ethermanually under the following conditions:

The ether control parameter is programmed toON.

The momentary contact switch for the etherinjection is activated.

The engine speed is more than 75 rpm.

The jacket water coolant temperature is less than

30 C (86 F).

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

The ether control parameter is programmed toON.

The engine rpm is between 75 and 400 rpm.

The jacket water coolant temperature is below30 C (86 F).

The duration of ether injection varies linearly with the

jacket water coolant temperature. The duration ofether injection varies within the following range:

10 seconds at the maximum temperature of 30 C(86 F)

130 seconds at the minimum temperature of40 C (40 F)

The longest duration of ether injection is 130 secondseven if the jacket water coolant temperature is lessthan40 C (40 F). Refer to Illustration 1.

g00769594Illustration 1

Temperature of the jacket water and duration of ether injection

(Y) Temperature in C(X) Time in seconds

For troubleshooting, an override is available for the

technician to actuate the ether system. By usingCaterpillar Electronic Technician (ET), ether injectioncan be started and stopped. The ether solenoid willremain energized until any of the following conditionsoccur:

Engine speed appears.

The override for the service tool is used toterminate injection.

The technician exits the override feature of theservice tool.

i02217884

Cold Cylinder Cutout

SMCS Code: 1901

The engine uses a strategy for the cold cylindercutout to reduce white exhaust smoke after start-upand during extended idling in cold weather.

During a cold start and/or extended periods atlow idle, the engine's Electronic Control Module(ECM) turns off one unit injector at a time in order

to determine if each cylinder isfi

ring by monitoringthe change in the fuel rack. If a cylinder is firing, theECM turns on the injector. If a cylinder is not firing,the injector is turned off. This cold cylinder cutoutprovides the following benefits: reduction of whitesmoke, improved engine starting, reduction in theuse of ether injection, and reduction of warm-up time.

Note: During operation of the cold cylinder cutout,the engine may seem to misfire. This is normal. Nocorrective measures are necessary.

The cold cylinder cutout is activated after all ofthe following conditions are met:

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6 RENR9363-08Systems Operation Section

The cold cylinder cutout is programmed toENABLE.

The engine speed is equal to high idle or belowhigh idle.

The fuel rack is less than 13 mm (0.50 inch).

The jacket water coolant temperature is below63 C (145 F).

The cold cylinder cutout strategy is activated tenseconds after the engine starts and the enginereaches idle speed or three seconds after etherinjection is completed.

The cold cylinder cutout is deactivated if any ofthe following conditions are met:

The cold cylinder cutout is disabled with theCaterpillar Electronic Technician (Cat ET).

The jacket water coolant temperature rises above70 C (158 F).

The cylinder cutout test is activated.

The ether injection is used.

The coolant temperature sensor has failed.

If the fuel rack is greater than 13 mm (0.50 inch), thecold cylinder cutout deactivates for three seconds.

The cold cylinder cutout will deactivate for three

seconds when the engine speed varies by more than 50 rpm as the cold cylinder cutout begins. A newengine speed is established when the cold cylindercutout reactivates.

The cold cylinder cutout deactivates for 30 secondswhen the engine speed is at low idle for ten secondsand the engine speed falls by more than 50 rpmbelow low idle.

Electronic Control System

i02344775

Electronic Control SystemComponents

SMCS Code: 1901

The electronic control system includes the followingmajor components:

Temperature sensors

Pressure sensors

Electronic control module (ECM)

Wiring harness

Engine speed/timing sensor

Flash file (software)

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

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i02388972

Electronic Control SystemOperation

SMCS Code: 1901


This engine was designed for electronic control.Each cylinder has an electronic unit injector. Asolenoid on each injector controls the amount offuel that is delivered by the injector. The ElectronicControl Module (ECM) sends a signal to each injectorsolenoid in order to provide complete control over the

operation of the fuel injection system.

Electronic Controls

The electronic system consists of the followingcomponents: the ECM, the mechanically actuatedelectronically controlled unit injectors (MEUI), thewiring harness, the switches, and the sensors. TheECM is the computer. The flash fi le is the softwarefor the computer. The flash file contains the operatingmaps. The operating maps define the followingcharacteristics of the engine:

Horsepower

Torque curves

The ECM determines the timing and the amount offuel that is delivered to the cylinders. These decisionsare based on the actual conditions and/or the desiredconditions at any given time.

The ECM compares the desired engine speed tothe actual engine speed. The actual engine speedis determined through a signal from the enginespeed/timing sensor. The desired engine speed isdetermined through the following items:

Throttle position sensor

Other input signals from sensors

Certain diagnostic codes

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If the desired engine speed is greater than the actualengine speed, the ECM injects more fuel in order toincrease the actual engine speed.

Fuel Injection

The ECM controls the amount of fuel that isinjected by varying the signals to the injectors. Theinjectors will pump fuel only if the injector solenoid isenergized. The ECM sends a high voltage signal tothe solenoid. This high voltage signal energizes thesolenoid. By controlling the timing and the duration ofthe high voltage signal, the ECM can control injectiontiming and the ECM can control the amount of fuelthat is injected.

Once the ECM determines the amount of fuel thatis required, the ECM must determine the timingof the fuelinjection. The ECM determines the topcenter position of each cylinder from the engine

speed/timing sensor's signal. The ECM determineswhen fuelinjection should occur relative to the topcenter position and the ECM provides the signal tothe injector at the desired time. The ECM adjuststiming for optimum engine performance, for optimumfuel economy, and for optimum control of whitesmoke.

Programmable Parameters

Certain parameters that affect the engine operationmay be changed with the Caterpillar ElectronicTechnician (ET). The parameters are stored in theECM, and some parameters are protected from

unauthorized changes by passwords.

Passwords

Several system configuration parameters and mostlogged events are protected by factory passwords.Factory passwords are available only to Caterpillardealers. Refer to Troubleshooting, FactoryPasswords for additional information.

i02206930

Cat Data Link

SMCS Code: 1901

Theengine incorporates a Cat Data Link. The CatData Link is used to communicate with other devicesthat are based on a microprocessor.

The Cat Data Link can reduce the duplication ofsensors within the system by allowing controls toshare information. The Cat Data Link is used tocommunicate information about the engine to otherelectronic control systems. The Cat Data Link isalso used to interface with the Caterpillar ElectronicTechnician (ET).

The information about the engine that is monitoredand available on the data link typically includes thefollowing items:

Aftercooler temperature

Airfilter restriction

Atmospheric pressure

Boost pressure

Cold mode status

Coolant temperature

Crankcasepressure

Diagnostic messages

ECM supply voltage

Engine identification

Engine speed (actual rpm)

Engine speed (desired rpm)

Engine systems status

Engine warning system

Exhaust temperature

Filtered oil pressure

Fuel pressure

Maximum airfilter restriction

Oil pressure

Percent throttle position

Rated fuel limit

Timing cal enable/status

Total fuel consumption

Turbocharger inlet pressure

Turbocharger outlet pressure

The Cat ET plugs into the service tool connectorin order to communicate with the ECM. Acommunication adapter is installed in seriesbetween Cat ET and the data link connector. Thecommunication adapter converts data from the CatData Link into data that is used by Cat ET. The CatET can also be used to display the values of all theinformation for diagnosing engine problems that isavailable on the Cat Data Link in real time.

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CAN Data Link

SMCS Code: 1901

The CAN data link is used to communicate engine

information and diagnostic information from theElectronic Control Module (ECM). The CAN data linkis used for communication between the followingmodules: engine's ECM, customer devices, andvarious display modules.

i02474918

Electronic Control Module(ECM)

SMCS Code: 1901

The electronic control module (ECM) is the computerwhich controls the engine. The flash file is thesoftware which controls the behavior of the computer(ECM).


Electronic Control Module (ECM)

Typical example(1) ECM(2) Auxiliary drive

The flash file consists of the following items.

Theflashfile has all of the software and instructionsfor the ECM. Updating the flash fi le to a differentversion may cause some changes. Some of thecharacteristics of the engine operation may behavedifferently.

A control map defines the fuel rate, the timing,and other similar values. These values aredefined for various operating conditions in order toachieve the optimum engine performance and fuelconsumption.These values are programmed intothe flash file at the factory.

The ECM consists of the following items.

The ECM has a microprocessor that is used toperform computing functions. The microprocessoris necessary for the ECM to execute the followingfunctions: governing, injection timing control,system diagnostics, and data link communications.The microprocessor receives instructions from thesoftware that is stored in the flash file.

The ECM has a permanent memory that is used tostore programmable parameters and diagnosticcodes.

Input circuits filter electrical noise from the sensorsignals.Input circuits protect the internal circuits ofthe ECM from potentially damaging voltage levels.

Output circuits provide the high currents that arenecessary to energize the injector solenoids, thelamps, and the relay.

Power circuits provide high voltage for the injectorsolenoids and clean stable electrical power for theinternal circuits and the external sensors.

The ECM monitors various systems on the engine.This isdone in order to ensure safe operating

conditions. Functions that are performed by the ECMinclude the following items:

Low engine oil pressure

High engine coolant temperature

Engine overspeed

Air inlet restriction

Engine fuel filter restriction

High exhaust inlet temperature to the turbocharger

Coolant flow

High crankcase pressure

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i01944995

System ConfigurationParameters

SMCS Code: 1901

System configuration parameters are parameters thataffect the power rating of the engine or various enginefeatures. System configuration parameters areprogrammedat the factory. The system configurationparameters are not usually changed during the lifeof the engine.

Refer to Troubleshooting for detailed programminginstructions.

i01938729

100 Hour Free Configuration

on EngineStart-upSMCS Code: 1901

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

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

Engine Monitoring System

i03449501

Engine Monitoring System

SMCS Code: 1900; 1901

The Electronic Control Module (ECM) provides acomprehensive, programmable engine monitoringsystem for this engine. The ECM monitors specificengine operating parameters in order to detectabnormal conditions that may develop. The ECM caninitiate an action if a specific operating parameterextends beyond an acceptable range. The ECMwill react with an action that is dependent on theseverity of the condition. The following actions maybe initiated by the ECM:

Illumination of a warning lamp or warning alarm

Engine derate

Engine protection shutdown

Note: The above actions may not be available forcertain parameters or applications.

For most applications, Caterpillar ElectronicTechnician (ET) can be used to adjust trip points anddelay times for the monitoring system parameters.Refer to Troubleshooting , Event Codes for specificinformation that is related to programming theseparameters.

i02388138

Histogramming

SMCS Code: 1901

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

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

i01970428

Fuel Rate Scaling (Fuel

Correction Factor)SMCSCode: 1901

When the engine is shipped from the factory,an estimate of the engine's fuel consumption isprogrammed into the Electronic Control Module(ECM). The fuel consumption estimate is basedupon the engine's performance specifications. Theactual fuel consumption can be determined with aprecision fuel flow meter. Customers are likely tofinda slight difference between the programmedfuel consumption and the actual fuel consumption.The customer can use the Caterpillar Electronic

Technician (ET) to program the ECM for the actualfuel consumption. No password is required in orderto change this configuration parameter.

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

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i02217900

ECM Total Fuel ConsumptionAdjustment

SMCS Code: 1901

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

The adjustment for the total fuel consumption willallow a new replacement ECM to be programmed inorder to display the correct total fuel consumptionnumber forthat particular engine. The adjustmentonly allows incremental changes to be made. Thechange requires a factory password.

i01972221

ECM Hour IncrementAdjustment

SMCS Code: 1901

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

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

Fuel System

i04019269

Fuel System Operation

SMCS Code: 1250


Fuel system schematic (typical example)

The fuel supply circuit is a conventional design forengines that use fuel injectors. The fuel supply circuituses a fuel transfer pump to deliver fuel from thefuel tank to the electronic fuel injectors. The transferpump is a fixed displacement gear pump.

The fuel flows then through a fuel filter beforeentering the fuel supply manifold. A fuel primingpump is located on the fuel filter base in order tofill the system. The system must be primed afterthe fi lter changes. The system must be primed afterdraining the fuel supply and return manifolds, whenthe fuel injectors are replaced.

The fuel flows continuously from the fuel supplymanifold through the fuel injectors. The fuel flows

when either the supply or thefi

ll port in the injectoris not closed by the injector body assembly plunger.The fuel that is not injected into the cylinder isreturned to the tank through the fuel return manifold.

A pressure regulating valve is at the end of thefuel return manifold. The pressure regulating valvecontrols the entire fuel system pressure. Theregulation provides properfi lling of the fuel injectors.

The electronically controlled mechanically actuatedfuel injector system provides total electronic controlof injection timing. The injection timing is varied inorder to optimize the engines performance.

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The timing ring is part of the rear gear group. A signalis generated bythe engine speed/timing sensor. Thisinformation is for detection of crankshaft positionand for engine speed. Other information and thesedata allow theECM to send a signal to the injectorsolenoids. The fuel injector solenoid is energized inorder to begin fuel injection. The fuel injector solenoid

is de-energized in order to end fuel injection. Refer toSystems Operation, Fuel Injector.

i02381091

Fuel Injector Mechanism

SMCS Code: 1102; 1290


Fuel injector mechanism

(1) Adjusting nut(2) Rocker arm assembly(3) Electronic fuel injector

(4) Pushrod(5) Cylinder head(6) Camshaft

(7) Lifter

The fuel injector mechanism provides the downwardforce that is required to pressurize the fuel in the fuelinjector pump. The mechanically operated electronicfuel injector (3) allows fuel to be injected into thecombustion chamber. Force is transmitted fromthe fuel injector lobe on camshaft (6) through lifter(7) to pushrod (4). From the pushrod (4), force is

transmitted through rocker assembly (2) and to thetop of the fuel injector pump. The adjusting nut (1)allows setting of the injector lash. Refer to the Testingand Adjusting, Fuel Injector Adjustment for propersetting of the injector lash.

i02383581

Fuel Injector

SMCS Code: 1290


Fuel injector

(1) Plunger(2) Pumping chamber(3) High pressure fuel passage(4) Cartridge valve(5) Low pressure fuel passage(6) Needle valve(7) Valve chamber

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When the stroke of plunger (1) is at the top, fuelflows through the low pressure fuel passages in thebody. The fuel then flows to the center passage inthe plunger and into pumping chamber (2) belowthe plunger. When the stroke of the plunger is atthe bottom, fuel flows through high pressure fuelpassages (3). The fuel flows through open cartridge

valve (4) andinto low pressure fuel passages (5).When the cartridge valve is closed or energized,the fuel flow through the cartridge valve is blocked.This blockage causes a buildup in fuel pressureand injection to begin. Injection continues until thecartridge valve is de-energized or open. Fuel isallowed to flow through the cartridge valve. Thiscauses the drop in pressure and the stopping ofthe injection. The plunger continues to force fuelthrough the open cartridge valve until the stroke ofthe plunger reaches the bottom. The fuel injectorspring returns the plunger to the starting position andthe cycle repeats.

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

During the fuel injection stroke, the fuel passes fromthe pumping chamber into the fuel injector nozzle.The nozzle has a needle valve (6) that is springloaded. Fuelflows through the fuel passage aroundthe needle valve to valve chamber (7). In the valvechamber, the fuel pressure lifts the needle valveaway from the seat. The fuel can now flow throughthe orifices in the tip into the combustion chamber.

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

Air Inlet and ExhaustSystem

i02388162

Air Inlet and Exhaust SystemOperation

SMCS Code: 1050

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

side of the block. The two camshafts control themovement of the valve system components.


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 compressorby compressor wheel (5). The rotation of thecompressor wheel compress the air. The rotation ofthe turbocharger compressor wheel then forces theair through a tube to aftercooler (2). The aftercoolerlowers the temperature of the compressed air beforethe air enters the inlet chamber in each cylinderhead. Airflow from the inlet chamber into the cylinderheads is controlled by the inlet valves.

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

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

Exhaust gases from exhaust manifold (1) go into the

turbine side of the turbocharger. The exhaust gasescause turbine wheel (6) to turn. The turbine wheel isconnected to the shaft that drives the turbochargercompressor wheel (5). The exhaust gases exitthrough exhaust outlet (7).

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i03949571

Aftercooler(Air-to-Air Aftercooler)

SMCS Code: 1063

S/N: SBG1-Up

S/N: SBJ1-Up

S/N: LLK1-Up

S/N: SBK1-Up

S/N: SBM1-Up

S/N: R1S1-Up

S/N: LLT1-Up

S/N: T2X1-Up


The dashed lines with arrows represent airflow and the solid lines with arrows represent coolant flow.

(1) Air cleaner(2) Engine(3) Turbocharger compressor

(4) Turbocharger turbine(5) Water pump(6) Air-to-air aftercooler

(7) Radiator

There is no coolant flow in the air-to-air aftercoolingsystem. The system is isolated from the jacket watercooling system.

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Fresh air is drawn through air cleaner (1) intoturbocharger compressor (3). The air is compressedand the air is warmed by the compression. Thecompressed airflows through the fins of aftercooler(6) where the compressed air is cooled by the airflowfrom the fan. The cooled, compressed air becomesmore dense, enabling engine (2) to burn more fuel in

order to provide more power. The exhaust from theengine flows through turbocharger turbine (4), whichprovides the energy that operates the turbochargercompressor.

In the jacket water cooling system, water pump(5) forces the coolant through the engine coolantpassages. The coolant circulates through the engineand the engine exchanges heat with the coolant. Thewarmed coolant flows through radiator (7). Air fromthe fan flows through the aftercooler and around theaftercooler in order to cool the coolant in the radiator.The coolant is drawn back through the water pump.

i02160542

Valve Mechanism

SMCS Code: 1102

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

The crankshaft gear drives the camshaft gearsthrough idlers. Both camshafts must be timed to thecrankshaft in order to get the correct relation between

the piston and the valve movement.

The camshafts have three lobes for each cylinder.Two lobes operate the valves and one operates thefuel injector.


Valve system components

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

As each camshaft turns, the lobes on the camshaftcause lifters (6) to move up and down. Thismovement causes pushrods (5) to move rocker arms(1). The movement of the rocker arms cause bridges(2) to move downward. The bridges open two valvessimultaneously. The valves can be either inlet valvesor exhaust valves. There are two inlet valves and twoexhaust valves for each cylinder.

Valve springs (4) cause the valves to close when thelifters move downward.

Rotocoils (3) cause the valves to turn while theengine is running. The rotation of the valves keepsthe carbon deposits on the valves to a minimumwhich gives the valves a longer service life.

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i02388169

Turbocharger

SMCS Code: 1052

Rear Mounted


Turbocharger (typical example)

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

Two turbochargers (1) are used on the rear of theengine. The turbine side of each turbocharger isconnected to the turbocharger's respective exhaustmanifold. The compressor side of each turbochargeris connected by pipes to the aftercooler housing.



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

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

Clean air fromthe air cleaners is pulled throughthe compressor housing air inlet by the rotation ofcompressor wheel (4). The compressor wheel blades

compress theinlet air. This compression givesthe engine more power because the compressionallows the engine to burn additional fuel with greaterefficiency.

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

Bearing (5) and bearing (7) in the turbocharger useengine oilunder pressure for lubrication. The oil issent through the oil inlet line to oil inlet port (6) at the

top. The oil then goes through passages in the centersection for lubrication of the bearings. The oil goesout of oil outlet port (9) at the bottom. The oil thengoes back to the flywheel housing through oil drainline (2).

Center Mounted



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

Four turbochargers (1) are used on the top of theengine. The turbochargers are located on each sideof the vee. The turbine side of each turbocharger ismounted to the respective exhaust manifold. Thecompressor side of each turbocharger is connectedby pipes to the top of the aftercooler housing.

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

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

Clean air from the air cleaners is pulled through

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

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

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

engine oil under pressure for lubrication. The oil issent through the oil inlet line to oil inlet port (6) at thetop. The oil then goes through passages in the centersection for lubrication of the bearings. The oil goesout of oil outlet port (9) at the bottom. The oil thengoes back to the engine block through oil drain line(2).

Lubrication System

i02389290

Lubrication System Operation

SMCS Code: 1300

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Main oil pump and lubrication system schematic (typical example)

(1) Main oil gallery(2) Camshaft oil gallery(3) Piston cooling jet gallery(4) Piston cooling jet gallery(5) Camshaft oil gallery(6) Turbocharger oil supply

(7) Sequence valve(8) Sequence valve(9) Elbow(10) Engine oil fi lter bypass valve(11) Engine oil cooler(12) Engine oil cooler bypass valve

(13) Engine oil relief valve(14) Engine oil pump(15) Elbow(16) Suction bell(17) Engine oil fi lter housing

This system uses an engine oil pump (14) with threepump gears. The pump gears are driven by the frontgear train. Oil is pulled from the pan through suctionbell (16) and through elbow (15) by the engine oilpump. The suction bell has a screen in order to cleanthe engine oil.

There is an engine oil relief valve (13) in the engineoil pump. The engine oil relief valve controls thepressure of the engine oil from the engine oil pump.The engine oil pump can put too much engine oilinto the system. When there is too much engine oil,the engine oil pressure goes up and the relief valveopens. This allows the engine oil that is not neededto go back to the inlet oil passage of the engine oilpump.

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The engine oil pump pushes engine oil throughengine oil cooler (11) and through the engine oil filtersto main oil gallery (1) and through camshaft oil gallery(2). Engine oil cooler (11) lowers the temperatureof the engine oil before the engine oil is sent to thefilters.

Engine oil cooler bypass valve (12) allows engine oilto flow directly to the fi lters if the engine oil coolerbecomes plugged. The engine oil cooler bypassvalve also allows engine oil to flow directly to thefilters if the engine oil becomes thick. The engine oilcooler bypass valve will bypass the engine oil to thefilters above 180 20 kPa (26 3 psi) of oil pressuredifferential.

Cartridgetype filters are used. The filters are locatedin an engine oil filter housing. Cartridge type filtersuse a single bypass valve that is located in theengine oil filter housing.

Clean engine oil from the filters flows through theengine oil line and into the block through elbow (9).Part of the engine oil flows to left camshaft oil gallery(2). The remainder of the engine oil flows to mainoil gallery (1).

Camshaft oil gallery (2) and camshaft oil gallery (5)are connected to each camshaft bearing by a drilledhole. The engine oil flows around each camshaft

journal. The engine oil then travels through thecylinder head and through the rocker arm housingto the rocker arm shaft. A drilled hole connects thebores for the valve lifters to the oil hole for the rockerarm shaft. The valve lifters are lubricated at the top

of each stroke.

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

Sequence valve (7) and sequence valve (8) allowengine oil from main oil gallery (1) to flow to pistoncooling jet gallery (3) and to piston cooling jetgallery (4). The sequence valves begin to openat approximately 130 kPa (19 psi). The sequence

valves will not allow engine oil into the piston coolingjet galleries until there is pressure in the main oilgallery. This decreases the amount of time that isnecessary for pressure buildup when the engine isstarted. This also helps hold pressure at idle speed.


Piston cooling and lubrication (typical example)

(18) Piston cooling jet

There is a piston cooling jet (18) below each piston.Each piston cooling jet has two openings. One

opening is in the direction of a passage in the bottomof the piston. This passage takes engine oil to amanifold behind the ring band of the piston. A slot(groove) is in the side of both piston pin bores inorder to connect with the manifold behind the ringband. The other opening is in the direction of thecenter of the piston. This helps cool the piston andthis lubricates the piston pin.


Center mounted turbochargers (typical example)

(19) Oil supply line(20) Oil drain line

On center mounted turbochargers, oil supply lines(19) send engine oil from the front and the rearadapters to the turbochargers. Oil drain lines (20) areconnected to a camshaft inspection cover.

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Rear mounted turbochargers (typical example)

(19) Oil supply line(20) Oil drain line

On rear mounted turbochargers, oil supply lines

(19) send engine oil from the rear adapter to theturbochargers. Oil drain lines (20) are connected tothe flywheel housing on each side of the engine.

Engine oil is sent to the front gear group and therear gear group through drilled passages. The drilledpassages are in the front housing, the rear housingand cylinder block faces. These passages areconnected to camshaft oil galleries (2) and (5).

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

i04398016

Metal Particle Detector

SMCS Code: 7400

S/N: LLA1-Up

S/N: LLB1-Up

S/N: LLC1-Up

S/N: C8E1-Up

S/N: LLE1-Up

S/N: LLF1-Up

S/N: SBJ1-Up

S/N: C8K1-Up

S/N: LLK1-Up

S/N: PES1-Up

S/N: RMS1-Up

S/N: LLT1-Up


Typical metal particle detector

Some engines have a metal particle detector. Thedetector is an electrical sensor that detects thepresence of metal particles in the engine oil.

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Metal particles from worn components such asbearings, piston rings, and gears can be suspendedin the engine oil. Detection of the particles will activatean alarm or a shutdown in order to alert the operatorof the condition. Corrective maintenance that mayprevent more costly repairs can then be performed.For example, replacement of a main bearing may

prevent the need to replace a crankshaft.


Schematic of the electrical grids

(A) Open circuit(B) Closed circuit

Engine oil is continuously circulated through thedetector. The detector contains a perforated boardwith tin plated electrical grids. The grids are an opencircuit. The engine oil flows between the grids. If ametal particle closes the gap between the grids, thecircuit is closed.

The metal particle detector has an input to theProgrammable Logic Controller (PLC). The inputwill generate either an engine warning or an engineshutdown. The response depends on the length oftimeand/or the amount of metal particles that aredetected.

i02595783

Fumes Disposal System

SMCS Code: 1317

S/N: SBG1-Up

S/N: SBJ1-Up

S/N: LLK1-Up

S/N: SBK1-Up

S/N: PES1-Up

S/N: R1S1-Up

S/N: LLT1-Up

S/N: T2X1-Up


(1) Crankcase breather

(2) Restriction indicator(3) Line to air cleaner(4) Fumes disposal filter(5) Drain line to crankcase

Fumes flow from the crankcase through crankcasebreather (1) to fumes disposal fi lter (4). The oil in thefumes is separated from the air by a filter assembly.The air is routed to the turbochargers via line (3) sothat the fi ltered blowby gas is recycled through thecombustion system.

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Oil that is separated from the fumes is collected inthe bottom of the fi lter housing. The oil is returnedto the engine crankcase via drain line (5), which isrouted through a crankcase side cover. Crankcasepressure is maintained through an internal springsetting in the filter.

Restriction indicator (2) is on top of the fumesdisposal fi lter. Check the restriction indicator duringthe daily maintenance. The fi lter assembly must bereplaced when the restriction indicator is activated.

Cooling System

i04007209

Jacket Water Cooling Circuit

SMCS Code: 1350


(1) Jacket water pump(2) Engine oil cooler(3) Block

(4) Cylinder head(5) Water manifold(6) Water temperature regulator housing

(7) Tube(8) Bypass tube(8) Radiator or heat exchanger

Coolant flows to the jacket water pump (1) through an

elbow that connects to the radiator or heat exchanger(9). The coolant is sent through the engine oil cooler(2).

Note: There is one opening on the pump outlet sothat a remote pump can be connected to the system.The remote pump can be used if there is a failure ofthe pump on the engine.

The coolant flows into a passage in the block. The

passage is near the center of the vee at the rear ofthe block. The coolant flows through the oil cooler intothe water jacket of the block at the right rear cylinder.The coolant flows to both sides of the block throughdistribution manifolds. The distribution manifolds areconnected to the water jacket of all the cylinders. Themain distribution manifold is located just above themain bearing oil gallery.

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The coolant flows upward through the water jackets.The coolant flows around the cylinder liners fromthe bottom to the top. Near the top of the cylinderliners, the water jacket is made smaller. The smallerarea is the area that has the hottest temperature.This shelf (smaller area) causes the coolant to flowfaster for better liner cooling. Coolant from the top of

the liners flows into the cylinder head which sendsthe coolant around the parts that have the hottesttemperature. Coolant flows to the top of the cylinderhead (one ateach cylinder). The coolant flows outof the cylinder head through an elbow into a watermanifold (5). Coolant then flows through the manifoldto the temperature regulator housing (thermostat).

Water temperature regulator housing (6) has anupperflow section and a lowerflow section. Theregulator housing uses four temperature regulators.The sensing bulbs of the four temperature regulatorsare in the coolant in the lower section of the housing.Before the regulators open, cold coolant is sent

through the bypass line back to the inlet of the waterpump. Thecoolant flow in the bypass line is restrictedwhen the temperature of the coolant increasesenough to open the regulators. When the regulatorsopen, coolant is circulated through the outlets backto the radiator or to the heat exchanger (9).

i04007378

Separate Circuit CoolingSystem

SMCS Code: 1350


(1) Aftercooler(2) Thermostatic valve(3) Source of the coolant(4) Separate circuit water pump

Coolant is pulled from the source of the coolant (3)through an elbow into separate circuit water pump(4). The coolant is pumped through aftercooler (1).

Coolant flows from the aftercooler to thermostaticvalve (2). Before the temperature of the coolant rises,the coolant is diverted to separate circuit water pump

(4).

When the temperature of the coolant increasesenough to open the thermostatic valve, the path ofthe coolant flow changes. The coolant flow from thethermostatic valve to the water pump is restricted.Coolant is circulated back to the source of the coolant(3).

Basic Engine

i02388283

Cylinder Block, Liners andHeads

SMCS Code: 1100; 1200

The cylinders in the left side of the block form a 60degree angle with the cylinders in the right side. The

main bearing caps are fastened to the cylinder blockwith four bolts per cap.

The cylinder liners can be removed for replacement.The top surface of the cylinder block is the seat forthe cylinder linerflange. Engine coolant flows aroundthe cylinder liners in order to keep the cylinder linerscool. Three O-ring seals around the bottom of thecylinder liner make a seal between the cylinder linerand the cylinder block. A filler band goes under thecylinder linerflange. This makes a seal between thetop of the cylinder liner and the cylinder block.

The engine has a separate cylinder head for each

cylinder. Two inlet valves and two exhaust valves,which are controlled by a pushrod valve system,are used for each cylinder. Valve guides withoutshoulders are pressed into the cylinder heads. Theopening for the unit injector is located betweenthe four valves. A lobe on the camshaft movesthe pushrod that operates the unit injector. Fuel isinjected directly into the cylinder.

There is an aluminum spacer plate between eachcylinder head and the cylinder block. Coolant goesout of the cylinder block through the spacer plate andinto the cylinder head through eight openings in eachcylinder head face. Water seals are used in each

opening to prevent coolant leakage. Gaskets seal theengine oil drain line between the cylinder head, thespacer plate, and the cylinder block.

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Left side of engine (typical example)

(1) Camshaft covers(2) Crankcase covers

Camshaft covers (1) allow access to the camshaftand to the valve lifters. Crankcase covers (2) allowaccess to the crankshaft connecting rods, to the mainbearings, and to the piston cooling jets. When thecovers are removed, all the openings can be used forinspection and for service.

i02124288

Pistons, Rings and ConnectingRods(One-Piece Piston)

SMCS Code: 1214; 1218

S/N: LLA1-Up

S/N: R1A1-Up

S/N: LLB1-Up

S/N: LLC1-Up

S/N: C8E1-Up

S/N: LLE1-Up

S/N: LLF1-Up

S/N: SBG1-Up

S/N: SBJ1-Up

S/N: C8K1-Up

S/N: LLK1-Up

S/N: SBK1-Up

S/N: PES1-Up

S/N: R1S1-Up

S/N: RMS1-Up

S/N: LLT1-Up

S/N: R1T1-Up

S/N: T2X1-Up


(1) Top ring(2) Intermediate ring(3) Oil control ring

(4) Piston pin bore(5) Piston pin(6) Piston pin retainer

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

pin bore. Oil returns to the crankcase through holesin the oil ring groove.

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

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i04008992

Pistons, Rings and ConnectingRods(Two-Piece Piston)

SMCS Code: 1214; 1218

S/N: SBM1-Up


(1) Top ring(2) Intermediate ring(3) Oil control ring

(4) Piston pin bore(5) Piston pin(6) Piston pin retainer

The piston is a two-piece, articulated design. Thepiston consists of a forged, steel crown and acast, aluminum skirt. The two pieces of the pistonassembly are connected to the piston pin. The twopieces of the piston assembly pivot about the pistonpin. The steel crown carries all three piston rings. Oilfrom the piston cooling jets flows through a chamberwhich is located directly behind the rings. The oilcools the piston which improves the life of the rings.The pistons have three rings which include two

compression rings and one oil ring. All the rings arelocated above the piston pin bore. The oil ring is astandard ring. Oil returns to the crankcase throughholes in the oil ring groove.

The connecting rod has a taper on the pin bore end.This taper gives the rod and the piston more strengthin the areas with the most load. Four bolts, which areset at a small angle, hold the rod cap to the rod. Thedesign keeps the rod width to a minimum. A largerrod bearing is used and the rod can still be removedthrough the liner.

i02391905

Crankshaft

SMCS Code: 1202

The crankshaft changes the combustion forces in

the cylinder into usable rotating torque. A vibrationdamper is used at the front of the crankshaft in orderto reduce torsional vibrations (twist) that can causedamage to theengine.

The crankshaft drives a group of gears that are onthe front ofthe engine and on the rear of the engine.The gear group on the front of the engine drives theoil pump, the jacket water pump, the fuel transferpump, and the accessory drives.

The rear gear group, which is also driven by thecrankshaft, drives the camshafts and the accessorydrives.

Seals andwear sleeves are used at both ends ofthe crankshaft. The seals and wear sleeves arereplaceable. Pressure oil is supplied to all mainbearingsthrough drilled holes in the webs of thecylinder block. The oil then flows through drilledholes in the crankshaft in order to provide oil to theconnecting rod bearings. The 3508 crankshaft is heldin place by five main bearings. The 3512 crankshaftis held in place by seven main bearings. The 3516crankshaft is held in place by nine main bearings. Athrust plate at either side of the center main bearingcontrols the end play of the crankshaft.

i01372180

Camshaft

SMCS Code: 1210

There is one camshaft assembly per side. The3508 camshaft is supported by five bearings. The3512 camshaft is supported by seven bearings. The3516 camshaft is supported by nine bearings. Eachcamshaft is driven by the rear gear group.

As the camshaft turns, each lobe moves a lifter.There are three lifters for each cylinder. Each outsidelifter moves a pushrod and two valves. The valvescan be inlet valves or exhaust valves. The centerlifter moves a pushrod that operates the unit injector.

The camshafts must be in time with the crankshaft.The relation of the camshaft lobes to the crankshaftposition causes the valves and unit injectors in eachcylinder to operate at the correct time.

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Air Starting System

i02388307

Air Starting System

SMCS Code: 1450


Air starting system (typical example)

(1) Relay valve(2) Hose

(3) Starting motor solenoid(4) Hose

(5) Air starting motor


Air starting motor

(6) Air inlet(7) Vanes(8) Rotor(9) Pinion(10) Reduction gears(11) Piston(12) Piston spring

When the main supply of pressurized air is ON,pressurized air is provided to relay valve (1). Themain supply of pressurized air is blocked by therelay valve. The relay valve allows some control airpressure to flow through hose (2) from the bottom ofthe relay valve to another valve that is connected tostarting motor solenoid (3).

When the normally closed starting motor solenoidis activated for start-up, the solenoid opens theconnected valve. The valve allows the control airpressure to flow behind piston (11) inside air startingmotor (5).

The control air pressure pushes the piston. Thepiston compresses piston spring (12) and the pistonmoves the drive shaft for pinion (9) outward in orderto engage the pinion with the flywheel ring gear. Thestarting motor does not crank the engine yet.

After the pinion is engaged with the flywheel ringgear, a port in the starting motor is opened in order toallow the control air pressure to flow through hose (4)to the top of relay valve (1). The relay valve opens inorder to allow the main supply of pressurized air toflow through the starting motor's air inlet (6).

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The pressurized air causes vanes (7) and rotor (8) torotate. The rotor uses reduction gears (10) to rotatethe drive shaft for the pinion and the pinion rotatesthe flywheel in order to crank the engine.

When the engine starts to run, the flywheel will beginto rotate faster than the pinion. The design of the

drive shaft for the pinion allows the pinion to moveaway from the flywheel. This prevents damage to theair starting motor, to the pinion, and to the flywheelring gear.

When the engine control senses the crank terminatespeed, starting motor solenoid (3) is de-energized.The solenoid closes the attached valve and thecontrol air pressure is removed from piston (11).Piston spring (12) retracts the piston, the drive shaft,and pinion (9).

The retraction of piston (11) closes the passage forthe control air pressure to relay valve (1). The relay

valve closes in order to shut off the main supply ofpressurized air to the starting motor.

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Hydraulic Starting System

i04486191

Hydraulic Starting System

SMCS Code: 1450; 1452

S/N: R1A1-Up

S/N: R1S1-Up

S/N: R1T1-Up


Trailer mounted pumper

(1) Quick disconnects(2) Solenoid operated valve

(3) Hydraulic motor(4) Starter motor

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g00853405

Illustration 29Truck mounted pumper

(3) Hydraulic motor (4) Starter motor


Hydraulic starting motor

(3) Hydraulic motor(4) Starter motor(5) Pinion


The hydraulic starting system consists of a hydraulicstarting motor that is driven by a hydraulic pump. Thehydraulic pump is driven by the tractor transmissionspower take-off. A solenoid valve (2) is used to directoil to hydraulic starting motor (4) when the enginestart switch is engaged.

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g02665740

Illustration 32Hydraulic starting system diagram (typical example)

(6) Reservoir.(7) Low-pressure filter(8) Hand pump

(9) Control valve(10) Hydraulic starter(11) Soft engage valve

(12) recharging pump(13) High-pressure filter(14) Accumulator

Hydraulic starting motor (10) is used to turn theengine flywheel fast enough to get the enginestarted. When the engine is running, hydraulic pump(12) pushes oil through fi lter (13) into accumulator(14). Accumulator (14) is a thick wall cylinder. Theaccumulator has a piston which is free to move axiallyin the cylinder. A charge of nitrogen gas is sealedin one end of the cylinder by the piston. The other

end of the cylinder is connected to hydraulic pump(12) and hydraulic starting motor (10). The oil fromhydraulic pump (12) pushes the piston which putsmore compression on the nitrogen gas in the cylinder.When the oil pressure gets to 20700 kPa (3000 psi),accumulator (14) has a full charge. This point thepiston is approximately in the middle of the cylinder.

When control valve (9) is activated, the oil is pushedfrom accumulator (14) by the nitrogen gas. The oilflow is through hydraulic starting motor (10), wherethe energy from the compression of the fluid ischanged to mechanical energy for turning the engineflywheel.

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Hydraulic Starting Motor

(15) Rotor(16) Pistons

(17) Thrust bearing(18) Starter pinion

(A) Oil inlet(B) Oil outlet

The hydraulic starting motor is an axial pistonhydraulic motor. The lever for the starter control valve

pushes starter pinion (18) into engagement with theengine flywheel. At the same time it opens the wayfor high-pressure oil to get into the hydraulic startingmotor.

When the high-pressure oil goes into the hydraulicstarter motor, it goes behind a series of pistons (16)in a rotor (15). The rotor (15) is a cylinder which isconnected by splines to the drive shaft for starterpinion (18). When pistons (16) are under the force ofthe oil, the piston moves until the piston is against thethrust bearing (17). The thrust bearing is at an angleto the axis of rotor (15). This action makes pistons(16)slide around thrust bearing (17). As the piston

slides, the piston turns rotor (15) which connectsthrough the drive shaft and starter pinion (18) totheengine flywheel. The pressure of the oil makespinion (18) turn fast. In turns the engine flywheel fastenough for quick starting.

Electrical System

i01253714

Electrical System Operation

SMCS Code: 1400; 1450

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

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

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

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i02130651

Grounding Practices

SMCS Code: 1400

Proper grounding for the machine systems and the

engine electrical systems is necessary for machineperformance and reliability. Improper grounding willcause the electrical circuits to be uncontrolled. Thepaths will beunreliable.

Uncontrolled engine electrical circuit paths can resultin damage tomain bearings, crankshaft bearing

journal surfaces, and aluminum components.

Uncontrolled electrical circuit paths can causeelectrical noise. This noise may degrade the machineperformance and the radio performance.

A direct path to the battery must be used in order

to ensure the proper functioning of the machinesystems,the engine electrical systems, and theengine-to-frame ground strap.

Ground wires and straps should be combined atground studs. The ground studs should be dedicatedfor ground use only. At every 250 hours, inspect allof the engine grounds. All grounds should be tightand free of corrosion.

NOTICEWhen boost starting an engine, follow the instructionsin Operation and Maintenance Manual, Engine Start-ing to properly start the engine.

This engine is equipped with a 24 volt starting system.Use only equal voltage for boost starting.

The engine has several input components which areelectronic. These components require an operatingvoltage.

Unlike many electronic systems of the past, thisengine is tolerant to common external sources ofelectrical noise. However, electromechanical alarmscan cause disruptions in the power supply. Theengine's electronic control module (ECM) is powered

through two power sources. One power sourcecomes directly from the battery through a circuitbreaker. The other power source comes through thekeyswitch and another circuit breaker. Disconnect thepower with the disconnect switch for the main power.The switch is by the battery box.

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Charging System

SMCS Code: 1400

NOTICE

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

Alternator


Alternat or componen ts (typical example)

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

(5) Rectifi

er bridge(6) Field winding(7) Rotor assembly(8) Fan

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

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

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

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Starting System

SMCS Code: 1450

Starting solenoid

A solenoid is an electromagnetic switch that doestwo basic operations.

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

Engage the starting motor pinion with the ring gear.


Solenoid (typical)

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

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

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

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

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

Starting Motor

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


Cross section of the starting motor (typical example)

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

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The starting motor has a solenoid. When the startswitch is activated, electricity will flow through thewindings of the solenoid. The solenoid core will movein order to push the starting motor pinion with amechanical linkage. As the linkage moves, the ringgear engages the flywheel of the engine. The startingmotor pinion engages with the ring gear prior to the

electrical contacts closing in the solenoid. As thecontacts close, the circuit between the battery and thestarting motor is engaged. When the circuit betweenthe batteryand the starting motor is complete, thepinion will turn the engine flywheel. A clutch givesprotection to the starting motor. The engine cannotturn the starting motor too fast. When the start switchis released, the starting motor pinion will move awayfrom the flywheel ring gear.

Starting Motor Protection

The starting motor is protected from damage in two

ways:

The starting motor is protected from engagementwith the flywheel while the engine is running. Thecontrol feature will not allow the starting motor toengage if the engine speed is above 0 rpm.

The starting motor is protected from continuedoperation when holding the key in the startposition after the engine starts. The ECMautomatically disengages the starting motorsolenoid when engine speed reaches 300 rpm.

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Engine Speed Sensor

SMCS Code: 1907


Schematic of engine speed sensor

(1) Magnetic lines of force(2) Wire coils(3) Gap(4) Pole piece(5) Flywheel ring gear

The engine speed sensor is a permanent magnetgenerator. This engine speed sensor has a singlepole. The engine speed sensor is made of wire coils(2). The wire coils go around a permanent magnetpole piece (4).

As the teeth offlywheel ring gear (5) cut through

magnetic lines of force (1) that are generated by thepermanent magnet, an AC voltage is generated inwire coils (2). The frequency of this voltage is directlyproportional to engine speed.

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Circuit Breaker

SMCS Code: 1420

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

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

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

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36 RENR9363-08Testing and Adjusting Section

Testing and AdjustingSection

Electronic Control System

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Calibration

SMCS Code: 1901

Calibration for Electronic InjectionTiming with the Electronic ServiceTool

Refer to Troubleshooting, Engine Speed/Timing

Sensor - Calibrate for the proper procedure in orderto calibrate the electronic injection timing.

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Configuration Parameters

SMCS Code: 1901

Configuration parameters are those parametersthat affect engine power or various engine features.The configuration parameters for the crank durationand the maximum number of cycles must bereprogrammed from the factory settings before theengine will start.

The configuration parameters may be programmedwith the Caterpillar Electronic Technician (ET). Referto Troubleshooting for additional information in orderto program the configuration parameters.

Some parameters may not be available on allapplications. If a parameter is unavailable the CatET will indicate unavailable when the parameter isselected. The Electronic Control Module (ECM) mustbe programmed. Make sure that the Air Shutoff,the Ether Control and the Plt Hse EMS Statusparameters are ENABLED/ON if the engine isequipped with these attachments. Make sure thatthe DISABLED/OFF is used if the engine is notequipped. The Eng. Prelube Duration must beprogrammed to a value that is not zero seconds ifthe engine is equipped with the prelube. The prelubemotor will not run if this value is not programmed. Ifthe engine is not equipped with the prelube then theparameter must be programmed to 0. The correctconfiguration for the aftercooling system must beprogrammed.

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Monitoring System Parameters

SMCS Code: 1901

A programmable engine monitoring system is

provided. TheElectronic Control Module (ECM) canmonitor parameters. The ECM can initiate an actionif a specific parameter for engine operation exceedsan acceptable range. Three possible actions from theECM may be available: WARNING, DERATE, andSHUTDOWN. All actions are not available for someparameters. The Caterpillar Electronic Technician(ET) is used to select the actions from the ECM. TheCat ET will program the level for monitoring and thedelay times for each action.

Note: The parameters must be programmed withthe Cat ET when the customer requires any of theparameters to be different from the factory settings.

Monitoring system parameters must be programmedwith the Cat ET. In order to program the monitoringsystem parameters, select monitoring from theCat ET menu. Screens in Cat ET provide guidancethrough the steps for programming in order toselect the OFF/WARNING/DERATE/SHUTDOWNoptionsthat are available for the selected parameter.Screens in Cat ET also provide guidance forchanging WARNING/DERATE/SHUTDOWNsetpoints. Some parameters will require a passwordto be programmed. Refer to the Cat ET and theTroubleshooting manual for additional information onprogramming the monitoring system parameters.

The engine monitoring system is enabled after theengine is started. When the engine rpm exceeds apoint that is 50 rpm below the low idle speed the ECMchecks the parameter levels. The ECM checks theparameter levels in order to determine if the levelsexceed the setpoints for the monitoring system.

Any action of the monitoring system will log anevent. These actions are WARNING, DERATE orSHUTDOWN. A warning event will still be loggedif the setpoint is exceeded and these actions areturned off.

Anyfailure of a sensor will result in the disabling ofthe corresponding portion of the monitoring system.There will be an active diagnostic for the failed sensor,butan event is not logged. Refer to Troubleshootingfor additional information on sensors.

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RENR9363-08 37Testing and Adjusting Section

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Engine Governing - Adjust

SMCS Code:1901-025

Programming Governor GainParameters

The governor gain parameters are set at the factory.The factory default settings are recommended formost applications. The default settings should allowthe engine to respond quickly to transient loadchanges. The default settings should allow the engineto remain stable during all operating conditions. If thefactory default setting does not provide satisfactoryperformance, the governor gain parameters can beadjusted.

The parameters in Table 1 can be adjusted.

Table 1

Parameter Valid Range

Governor Gain Factor 0 - 39999

Governor MinimumStability Factor

0 - 39999

Governor MaximumStability Factor

0 - 39999

Note: No engineering units are associated with thenumbers in table 1.

Note: The range of the programmable setting is wideforflexibility. Do not expect to use the whole range.If the programmable setting is greater than the validrange, the system will revert to the factory defaultvalue.

Do not perform this procedure until you read thisinformation and you understand this information.

Gain Explanations

Governor Gain Factor

The Governor Gain Factor is multiplied by theengine speed error. This value is derived bycalculating the difference between the desired speedand the actual speed.

If the Governor Gain Factor value is too large, theengine speed can overshoot the desired speed.

If the Governor Gain Factor value is too small,the engine will accelerate slowly.

Governor Minimum/Maximum StabilityFactor

The Governor Minimum Stability Factor functionsin order to eliminate steady state speed error. TheGovernor Minimum Stability Factor is used by theElectronic Control Module (ECM) when the steady

state speed error is less than 20 rpm.

The Governor Maximum Stability Factor functionsin order to eliminate steady state speed error. TheGovernor Maximum Stability Factor is used by theECM when the steady state speed error is increasingand the engine speed error is greater than 20 rpm.

If the Governor Minimum Stability Factor or theGovernorMaximum Stability Factor is set toohigh, the ECM will provide additional fuel. Theadditional fuel will cause the engine speed toovershoot. The additional fuel will also cause theengine speed to oscillate.

If the Governor Minimum Stability Factor or theGovernor Maximum Stability Factor is set toolow, the engine will not achieve a steady stateoperation quickly.

Tuning Procedure

1. Turn the Engine Control Switch (ECS) to theCOOLDOWN/STOP position. Connect theCaterpillar Electronic Technician (ET). Enablethe engine overspeed protection prior to theadjustment procedure. Adjusting governor gain

parameters without engine overspeed protectioncan result in serious engine damage. Ensurethat engine overspeed protection is ON. Engineoverspeed is configured on the setup screen ofService Monitoring System in Cat ET.

Personal injury or death can result from engineoverspeed.

If the engine overspeeds, it can cause injury orparts damage. The engine should be equipped

with a separate shutdown device, to protectagainst engine overspeed. Do not use for emer-gency shutdown.

2. Start the engine. Observe the control panel toensure that the engine has reached the ratedspeed. The control panel will serve as thereference point for engine speed during thisprocedure.

3. Goto the configuration parameters screen in CatET.

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38 RENR9363-08Testing and Adjusting Section

Note: A factory password is required for adjustmentof the governorgain parameters. Once the passwordis entered, the values for the governor gainparameters can be adjusted. If a parameter valuethat is not a governor gain parameter is altered, anew password will be required. If the configurationparameters screen is stopped during the adjustment

of a governorgain parameter, a new factory passwordwill be required.

Note: Any value may be returned to the factorydefault setting by typing a number that is greater thanthe valid range. For example, typing 40,000 will reseta value to the factory default.

4. Set up a field performance test. For example, theengine haspoor response during specific loadchanges.

5. Perform the desired load change from step 4.Observe the response of the engine by viewing

the engine speed on the control panel. Observethe engine response by looking at the frequencymeter or by listening to the response of the engine.

6. Determine the setting to adjust. Refer to GainExplanations and Governor Minimum/MaximumStability Factor.

Note: Usually, the Governor Gain Factor shouldbe somewhat lower than the Governor MinimumStability Factor for optimum performance. TheGovernor Maximum Stability Factor is typically asmaller value than the Governor Minimum StabilityFactor and Governor Gain Factor.

7. Repeat steps 5, 6, and 7 until a desired engineresponse can be met. Use large adjustments(ten percent of original gain) initially for a coarseadjustment to engine response. Use smalleradjustments (one percent of total gain) as theengine response is closer to the desired response.

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RENR9363-08 39Testing and Adjusting Section

Fuel System

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General Information (FuelSystem)

SMCS Code: 1250

Either too much fuel or not enough fuel forcombustion can be the cause of a problem in thefuel system. Work is often done on the fuel systemwhen the problem is really with some other part of theengine. It is difficult to find the cause of the problem,especially when smoke comes from the exhaust.Smoke thatcomes from the exhaust can be causedby a faulty fuel injector. Smoke can also be causedby one or more of the reasons that follow:

Not enough air for good combustion

Oil leakage into combustion chamber

Air inlet and exhaust leaks

Not enough compression

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Fuel System Inspection

SMCS Code:1250-040

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

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

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

3. Install new main fuel fi lters. Clean the primary fuelfilter.

4. Inspect the fuel pressure relief valve in thefuel transfer pump. Make sure that ther

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