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Устройство, Работа, Проверка, Настройка. g3520c 2002 a.
Устройство, Работа, Проверка, Настройка. g3520c 2002 a.
October 2002
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Systems Operation
Testing and Adjusting
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G3520C Engines for Caterpillar Built
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Generator Sets
CWW1-Up (Generator Set)
CWY1-Up (Generator Set)
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GDB1-Up (Engine)
i01658146
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The meaning of this safety alert symbol is as follows:
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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
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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,
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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.
Table of Contents Finding the Top Center Position for the No. 1
Piston .................................................................. 47
Camshaft Timing ................................................... 48
Systems Operation Section Air Inlet and Exhaust System
Restriction of Air Inlet and Exhaust ....................... 52
Engine Design
Measuring Inlet Manifold Temperature .................. 53
Engine Design ....................................................... 4
Measuring Exhaust Temperature .......................... 53
Compression ......................................................... 53
Electronic Control System
Valve Lash and Valve Bridge Adjustment ............. 54
Electronic Control System Operation ...................... 4
Crankshaft Position for Valve Lash Setting ........... 56
Electronic Control System Parameters ................... 9
Lubrication System
Engine Monitoring System
General Information (Lubrication System) ............ 58
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Engine Monitoring System ................................... 16
Excessive Bearing Wear - Inspect ........................ 58
Excessive Engine Oil Consumption - Inspect ....... 58
Ignition System
Increased Engine Oil Temperature - Inspect ........ 59
Ignition System .................................................... 18
Measuring Engine Oil Pressure ............................ 59
Fuel System
Cooling System
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Fuel System Operation ......................................... 19
General Information (Cooling System) ................. 60
Visual Inspection ................................................... 60
Air Inlet and Exhaust System
Test Tools for the Cooling System ......................... 61
Aftercooler ........................................................... 22
Testing the Cooling System .................................. 62
Compressor Bypass ............................................. 23
Exhaust Manifold ................................................. 24
Basic Engine
Turbocharger ........................................................ 25
Cylinder Block ....................................................... 68
Valve System Components ................................... 25
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Cylinder Liner Projection ....................................... 68
Flywheel - Inspect ................................................. 69
Lubrication System
Flywheel Housing - Inspect ................................... 70
Lubrication System .............................................. 26
Vibration Damper - Check ..................................... 72
Cooling System
Air/Electric Starting System
Cooling System .................................................... 29
General Information (Air/Electric Starting
System) ............................................................... 73
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Basic Engine
Cylinder Block, Liners and Heads ......................... 32
Electrical System
Pistons, Rings and Connecting Rods .................. 34
Test Tools for the Electrical System ...................... 75
Crankshaft ........................................................... 34
Battery .................................................................. 76
Camshaft ............................................................. 35
Fuel System
General Information (Fuel System) ....................... 47
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Systems Operation Section
Systems Operation Section Note: The front end of the engine is opposite the
flywheel end of the engine. The left and the right
side of the engine are seen from the flywheel end.
The number 1 cylinder is the front cylinder on
Engine Design the right side. The number 2 cylinder is the front
cylinder on the left side.
i01822562
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Operation
SMCS Code: 1900
Illustration 1
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g00908808
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Cylinder and valve location
(A) Inlet valve
(B) Exhaust valve
When the crankshaft is viewed from the flywheel The master ECM controls most of the engines
end, the crankshaft rotates in the following functions. The module is an environmentally sealed
direction. ....................................... Counterclockwise unit that is in an engine mounted terminal box. The
ECM monitors various inputs from sensors in order
Firing order to activate relays, solenoids, etc at the appropriate
levels. The ECM supports the following primary
Standard rotation CCW .... 1, 2, 11, 12, 3, 4, 15, 16, functions:
7, 8, 19, 20, 9, 10, 17, 18, 5, 6, 13, 14
Governing of the engine
Compression ratio .......................................... 11.3:1
Control of ignition
Valve lash setting
Air/fuel ratio control
Inlet ........................................ 0.51 mm (0.020 inch)
Start/stop control
Exhaust .................................. 1.27 mm (0.050 inch)
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Systems Operation Section
Monitoring of engine operation Each ECM provides variable ignition timing that
is sensitive to detonation. Detonation sensors
The slave ECM supports the following functions: monitor the engine for excessive detonation. The
engine has one detonation sensor for each two
Control of ignition for the engines right bank adjacent cylinders. The sensors generate data
on vibration that is processed by each ECM in
Monitoring of the detonation sensors on the order to determine detonation levels. If detonation
engines right bank reaches an unacceptable level, the ECM retards the
ignition timing of the affected cylinder or cylinders.
Neither ECM has a removable personality module. If retarding the timing does not limit detonation to
The software is changed by the flash programming an acceptable level, the master ECM shuts down
of a file via the Caterpillar Electronic Technician the engine.
(Cat ET).
Levels of detonation can be displayed by the
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Cylinder X Detonation Level screen of Cat ET. The
Governing of the Engine RPM X represents the cylinder number.
Desired engine speed is determined by the status
Each ECM provides extensive diagnostics for the
of the idle/rated switch, of the desired speed input
(analog voltage or 4 to 20 mA), and of parameters ignition system.
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that are programmed into the software. Parameters
such as idle speed can be programmed with Cat ET. Air/Fuel Ratio Control
Actual engine speed is detected via a signal The master ECM provides control of the air/fuel
from the engine speed/timing sensor. The master mixture for performance and for efficiency at low
ECM monitors the actual engine speed. The ECM emission levels. The system includes the following
calculates the difference between the actual engine components: maps in the ECM, output drivers in the
speed and the desired engine speed. The throttle ECM, inlet manifold pressure sensor, inlet manifold
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is electronically controlled. The ECM controls the temperature sensor, engine speed/timing sensor,
throttle in order to maintain the desired engine wattmeter, and fuel metering valve. Additionally, the
speed. The throttle is located at the inlet of the customers input via Cat ET is required. Illustration 3
aftercooler. is a diagram of the systems main components and
of the inputs for the system.
If the actual engine speed is less than the desired
engine speed, the ECM commands the throttle to
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Control of Ignition
Each cylinder has an ignition transformer. To initiate
combustion, the master ECM and the slave ECM
send a pulse of approximately 108 volts to the
primary coil of each ignition transformer at the
appropriate time and for the appropriate duration.
The transformer increases the voltage which creates
a spark across the spark plug electrode.
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Systems Operation Section
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g00925966
Illustration 3
Cat ET This software is designed to run on Fuel metering valve This is an electronically
a personal computer. Technicians can use the controlled actuator and a valve that regulates
program to perform many functions. For the air/fuel the flow of fuel. The device monitors the fuel
ratio control, the technician programs configuration temperature, the fuel pressure, and the valves
parameters into the ECM. differential pressure. The ECM sends a command
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Note: It is very important to use the Caterpillar Engine Full Load Rating
Software, LEKQ6378, Methane Number
Program. Use of only the data from the gas Engine Driven Equipment Load
analysis can result in incorrect settings.
Generator Output Power Sensor Scale Factor
The following parameters are programmed into the
ECM via the Configuration screen of Cat ET: Generator Output Power Sensor Offset
Fuel Quality Engine Full Load Rating This is the engines full
load rating in kW. The rating is stamped on the
Gas Specific Gravity engines Information Plate.
Fuel Specific Heat Ratio Engine Driven Equipment Load This is the load
of the auxiliary equipment such as a radiator that is
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Four inputs for the engine load directly driven by the engine.
Note: For more details on these topics, refer Generator Output Power Sensor Scale Factor
to Systems Operation/Testing and Adjusting, This is a scale for the wattmeters output.
Electronic Control System Parameters.
Because there are different wattmeters, the scale
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Fuel Quality This is the fuels Lower Heating for the wattmeters output must be entered into
Value (LHV). the ECM. The scale provides a linear relationship
between the wattmeters voltage output and the
During operation, the ECM uses the LHV to help generators output of ekW. The scale corresponds
determine the command signal for the fuel flow. to the wattmeters output of 1 volt.
Gas Specific Gravity This is the fuels specific For example, suppose that a scale factor of 400
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gravity in relation to the specific gravity of air. is used. This indicates that the wattmeters output
of 1.0 volt to the ECM is equal to the generators
Fuel Specific Heat Ratio This is a ratio of the output of 400 ekW. When the wattmeters output is
fuels specific heat at a constant pressure and the 0.5 volts, the generators output is 200 ekW. When
fuels specific heat at a constant volume. the wattmeters output is 2.0 volts, the generators
output is 800 ekW.
The ECM provides the fuels specific gravity
and heat ratio to the fuel metering valve via the Generator Output Power Sensor Offset The offset
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CAN data link. The fuel metering valve uses this is used to make the wattmeters scale accurate.
information to help regulate the fuel flow.
Because the output from different wattmeters can
In addition to the information on the fuel, the ECM vary, an offset for the wattmeter must also be
requires information on the engine load. entered into the ECM. For example, a wattmeters
minimum output could be 1.5 volts. If a scale of 400
Engine Load is used, the ECM could assume that the generators
output is 600 ekW when the generators actual
The mode of operation depends on the engine output is 0 ekW. The ECM subtracts the offset from
load. For this reason, the ECM must be able to the wattmeters scale. The offset provides accuracy
determine the percent of the load at all times during for the scale.
operation. The ECM determines the engines load
with two inputs: All of the above parameters are programmed
into the ECM via the Configuration screen
Load of any auxiliary driven equipment such as a of Cat ET. For more details, refer to Systems
radiator that is directly driven by the engine Operation/Testing and Adjusting, Electronic Control
System Parameters.
Generators output in electrical kilowatts (ekW)
Note: The signal from the wattmeter is monitored
The load for the auxiliary driven equipment must be for the systems diagnostics. If the voltage is less
entered into the ECM by the customer. than 0.2 VDC, the input is assumed to have a short
circuit to ground. If the voltage is greater than 4.8
The generators output in electrical kilowatts is VDC, the input is assumed to have a short circuit
provided by a wattmeter. to a +Battery source or an open circuit. The ECM
generates a diagnostic code for either condition. If
The customer must program the following the engines load is greater than 25 percent and a
parameters into the ECM: diagnostic code is generated, the engine is shut
down.
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Systems Operation Section
Note: The generators output will vary slightly when The ECM uses the gain adjustment to help
the engine is operating at the rated load. For this determine the FCF. The FCF varies during operation
reason, the operating system will allow normal in the feedback mode.
operation at a maximum of 110 percent of the rated
load. If 110 percent of the rated load is exceeded, Note: A small change in the NOx Emission Gain
the ECM will limit the fuel. Adjustment causes a large change in the actual
exhaust emissions. For example, an adjustment of
Open Loop Mode 0.01 in the parameters value will result in a change
of 20 to 40 ppm in the actual level of NOx.
Open loop During operation in this mode, the
ECM controls the air/fuel ratio with maps and with Start/Stop Control
calculations for the desired air/fuel ratio. This mode
of operation uses no feedback. The air/fuel ratio is The master ECM contains the logic and the
controlled in the open loop mode from start-up until
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outputs for control of start-up and of shutdown. The
the engine load becomes greater than 25 percent. customer programmable logic responds to signals
from the following components: engine control
The ECM uses a Fuel Correction Factor (FCF) to switch, emergency stop switch, remote start switch,
help determine the fuel flow. During operation in the data link, and other inputs.
open loop mode, the FCF is always 1. This enables
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the customer programmable Fuel Quality or LHV To control the engine at the appropriate times, the
to affect the air/fuel ratio. ECM provides +Battery voltage to the solenoids that
control the gas shutoff valve and the starting motor.
To richen the air/fuel mixture, reduce the LHV. The
ECM will compensate for the reduced LHV by The engine has an energize-to-run type of Gas
increasing the fuel flow. Shutoff Valve (GSOV). When the programmable
logic determines that fuel is required to start the
To lean the air/fuel mixture, increase the LHV. The engine or to run the engine, the ECM supplies
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ECM will compensate for the increased LHV by +Battery voltage to the valves solenoid.
reducing the fuel flow.
When the programmable logic determines that it is
Charge Density Feedback necessary to crank the engine, the ECM supplies
+Battery voltage to the solenoid for the starting
Charge density This is the density of the air/fuel motor.
mixture in the air inlet manifold.
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If the charges density is inadequate, the volume of Engine Monitoring and Protection
fuel is decreased.
The master ECM monitors both the engine operation
The same customers inputs that are required and the electronic system.
for operation in the open loop are used for the
feedback mode. In addition, the following additional Problems with engine operation cause the ECM
configuration parameter must be programmed into to generate an event code. The ECM can issue a
the ECM via the Configuration screen of Cat ET: warning or a shutdown for events. This depends on
the severity of the condition.
NOx Emission Gain Adjustment This is an
adjustment for the charge density. To richen the For more information on monitoring of the engine,
air/fuel mixture, increase the gain adjustment. refer to Systems Operation, Engine Monitoring
To lean the air/fuel mixture, decrease the gain System.
adjustment.
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Systems Operation Section
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Engine Cooldown Duration
Electronic Control System Cycle Crank Time
Parameters Engine Overcrank Time
SMCS Code: 1901 Engine Speed Drop Time
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Engine Pre-lube Time Out Period
Configuration Parameters
Monitoring and Protection
Certain parameters are unique for each engine High Inlet Air Temp Engine Load Set Point
application. Table 1 is a list of the parameters
that can be configured for G3500C Engines. The Power Monitoring
parameters are described below. The values of the Generator Output Power Sensor Scale Factor
parameters can be viewed on the Configuration
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screen of the Caterpillar Electronic Technician (Cat Generator Output Power Sensor Offset
ET). Engine Full Load Rating
Table 1 Engine Driven Equipment Load
Configuration Parameters for G3500C Engines Override
Air/Fuel Ratio Control Requested Detonation Derate Percentage Override
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between the control signal and the movement of the
actuator. If the compensation is too low, the engine
speed will slowly hunt. If the compensation is too
high, the engine speed will rapidly fluctuate.
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responses. O
g00806254
Illustration 4
(Y) Engine speed
(X) Time
(1) The gain is too high and the stability is too low. There is a large
overshoot on start-up and there are secondary overshoots on
transient loads.
(2) The gain is slightly high and the stability is slightly low. There
is a slight overshoot on start-up but the response to transient
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loads is optimum.
(3) The gain is slightly low and the stability is slightly high. There
is optimum performance on start-up but slow response for
transient loads.
(4) The gain is too low and the stability is too high. The response
for transient loads is too slow.
(5) The response to transient loads is adjusted for optimum
performance.
g00806274
Illustration 5
The increased width of the line for the actuator voltage indicates
that the linkage is more active as the compensation increases.
(Y) Actuator voltage
(X) Time in seconds
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Systems Operation Section
The default values should be sufficient for initial Fuel Specific Heat Ratio
start-up. However, the values may not provide
optimum performance. This is a ratio of the fuels specific heat at a constant
pressure and the fuels specific heat at a constant
If you have a problem with instability, always volume. The ratio is also known as k. The ratio
investigate other causes before you adjust the is related to the expansion of the gas across the
settings. For example, diagnostic codes and fuel metering valve. The ECM does not use this
unstable gas pressure can cause instability. information. The ECM provides the information to
the fuel metering valve via the Cat Data Link. The
To change the gain, stability, or compensation, use fuel metering valve requires an input for the Fuel
the Graph feature on the Governor Gain screen Specific Heat Ratio in order to precisely meter the
of Cat ET. The graph provides the best method for air/fuel ratio.
observing the effects of the adjustment.
Air/Fuel Ratio Proportional Gain
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After you make adjustments, always test the stability
by interrupting the engine speed. Use the Bump The Air/Fuel Ratio Proportional Gain determines
feature on Cat ET. Operate the engine through the the response of the fuel metering valve to the
entire range of speeds and of loads in order to magnitude of error for the fuel ratio. The factory
ensure stability. default setting is 0. This value should not require
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adjustment. If problems occur, this is one of the
Air/Fuel Ratio Control last parameters that should be adjusted. The
adjustable range is 50 to +50. Negative values
Before the initial start-up, a current gas analysis reduce the magnitude and positive values increase
is required. Periodic gas analyses are also the magnitude.
recommended. Data from the gas analysis must
be entered into Caterpillar Software, LEKQ6378, Air/Fuel Ratio Integral Gain
Methane Number Program. The results are
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programmed into the ECM. The Air/Fuel Ratio Integral Gain determines the
response of the fuel metering valve to the error that
Note: It is very important to use the Caterpillar is accumulated over time for the air/fuel ratio. The
Software, LEKQ6378, Methane Number factory default setting is 0. This value should not
Program. Use of only the data from the gas require adjustment. If problems occur, this is one of
analysis can result in incorrect settings. the last parameters that should be adjusted. The
adjustable range is 50 to +50. Negative values
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Minimum Engine High Idle Speed The Governor Type Setting parameter can be set
to Droop Operation or to Isochronous Mode.
Program this parameter to the desired minimum high This setting is dependent upon the application of
idle rpm. The actual high idle speed is regulated by the engine.
the desired speed input. The regulation is linear in
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proportion to the input. An input of 0 percent results Grid Status
in the minimum high idle rpm and an input of 100
percent results in the maximum high idle rpm. This parameter is used to activate the primary
governor or the auxiliary governor. The generators
For the 50 Hz arrangement, the minimum high idle Grid Status parameter can be set to On or Off
speed can be programmed between 900 and 1500 by an input from the customer supplied equipment.
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rpm. The default value is 1400 rpm. The Grid Status can be observed on Cat ET.
For the 60 Hz arrangement, the minimum high idle Engine Speed Droop
speed can be programmed between 900 and 1800
rpm. The default value is 1600 rpm. This programmable parameter allows precise
control of the speed droop. The Governor Type
Maximum Engine High Idle Speed Setting parameter must be set to Droop. The
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Program this parameter to the desired maximum and 10 percent.
high idle rpm. The actual high idle speed is
regulated by the desired speed input. The Governor Proportional Gain
regulation is linear in proportion to the input. An
input of 0 percent results in the minimum high idle This parameter is based on a proportional multiplier.
rpm and an input of 100 percent results in the This parameter changes the reaction of the throttle
maximum high idle rpm. actuator when the Grid Status parameter is OFF.
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If the gain is changed and the Grid Status is you crank the engine.
Off, the stability of the engine will not change.
If changing this gain causes no effect, check the Engine Cooldown Duration
Grid Status in order to make sure that the status
is ON. When the ECM receives a Stop request, the
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engine will continue to run in the Cooldown
Auxiliary 1 Derivative Governor Gain Mode for the programmed cooldown period. The
Cooldown Mode is exited early if a request for
This parameter is based on a derivative multiplier an emergency stop is received by the ECM. If the
when the engines Grid Status parameter is On. Engine Cooldown Duration is programmed to
If the gain is changed and the Grid Status is zero, the engine will immediately shut down when
Off, the stability of the engine will not change. the ECM receives a Stop request.
If changing this gain causes no effect, check the
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Grid Status in order to make sure that the status Cycle Crank Time
is ON.
The Cycle Crank Time is the amount of time for
Start/Stop Control Parameters activation of the starting motor and the gas shutoff
valve for start-up. If the engine does not start within
the specified time, the attempt to start is suspended
Driven Equipment Delay Time
for a Rest Cycle that is equal to the Cycle Crank
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1. The fuel and the ignition are OFF. The engine will Monitoring and Protection
crank for 10 seconds in order to purge gas from
the engine via the exhaust system. High Inlet Air Temp Engine Load
2. The fuel and the ignition are enabled. The Setpoint
engine will continue to crank for a maximum of
The programmable setpoint is a value that separates
30 seconds.
low engine load from high engine load for events
3. If the engine does not start, the ignition, the fuel, that are activated by high inlet air temperature.
An Engine Load Factor can be displayed on a
and the starting motor are disabled for a 30
second Rest Cycle. Cat ET status screen. If the load factor is less than
the setpoint and the inlet air temperature reaches
the trip point, a High Inlet Air Temperature at
With this example, a complete cycle is 70 seconds:
a purge cycle of 10 seconds, a cycle crank of Low Engine Load event is activated. If the load
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30 seconds, and a rest cycle of 30 seconds. A factor is greater than the setpoint and the inlet air
temperature reaches the trip point, a High Inlet
maximum of one crank cycle is recommended. The
Overcrank Time of 45 seconds allows one crank Air Temperature at High Engine Load event is
cycle. activated.
Power Monitoring
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Engine Speed Drop Time
After the cooldown period has elapsed, the ECM The Generator Output Power Sensor parameters
shuts off the gas shutoff valve. The ignition continues configure the ECM for monitoring the generators
until the engine speed drops below 40 rpm. If the output in ekW. Monitoring the output power of the
engine rpm does not drop at least 100 rpm within generator helps enable the ECM to determine the
the programmed drop time, the ECM terminates the engine load.
ignition and the ECM issues an emergency stop.
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The ECM uses input from an EMCP II or from a
wattmeter in order to calculate the generators
Engine Pre-Lube Time Out Period output. The signal from the wattmeter is based
on the total real power that is produced by the
The ECM energizes the prelube pumps solenoid
generator.
prior to cranking the engine. The ECM uses a
switch input to monitor the engine for acceptable
Note: For the voltage input, the ECM uses a range
prelube pressure. After the prelube is completed,
of 0.2 to 4.8 volts. The signal is monitored for the
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Override Parameters
Requested Detonation Derate
Percentage Override
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g00929559
This parameter is not operational.
Illustration 6
The maximum programmable value for the scale Information for the ECM
is 1048 kW per volt. The minimum programmable
value for the scale is obtained from a calculation. Engine Serial Number
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The equation is provided in in Table 3.
The engine serial number is programmed into the
Table 3 ECM at the factory. The number is stamped on the
Minimum Programmable Value for the Generator engine Information Plate.
Output Power Sensor Scale Factor
( R O ) 4.6 kW/V Equipment ID
R is the generators rated power.
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The customer can assign an Equipment ID for the
O is the Generator Output Power Sensor Offset. purpose of identification.
Customer Passwords
Generator Output Power Sensor Offset
Two customer passwords can be entered. The
Because the output from different wattmeters can passwords are used to protect certain configuration
vary, this parameter is used to fine tune the value
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following activities: percent of the engines rated speed.
Select the available responses.
High Engine Oil Temperature
Program the level for monitoring.
The trip point for a warning for this parameter can
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Program delay times for each response. be programmed by the customer. The trip point for
a shutdown is set at the factory. This parameter is
The default settings for the parameters are always ON. This parameter cannot be turned off. If
programmed at the factory. To accommodate the engine oil temperature exceeds the trip point,
unique applications and sites, the parameters may the ECM will generate a warning or a shutdown.
be reprogrammed with Cat ET. The screens of Cat
ET provide guidance for the changing of trip points. High Oil Filter Differential Pressure
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Note: Some of the parameters are protected by The trip point for a warning for this parameter can
factory passwords. Other parameters can be be programmed by the customer. The trip point for
changed with customer passwords. a shutdown is set at the factory. This parameter is
always ON. This parameter cannot be turned off.
Refer to the Troubleshooting Manual for instructions If the engine oil filter differential pressure exceeds
on troubleshooting events. the trip point, the ECM will generate a warning or
a shutdown.
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High Eng Oil to Eng Coolant Diff Temp High Inlet Air Temperature at Low
Engine Load
The trip point for a warning for this parameter can
be programmed by the customer. The trip point The Service/Configuration screen of Cat ET
for a shutdown for this parameter is set at the defines the High Inlet Air Temp Engine Load Set
factory. The shutdown response is always ON. Point. The ECM can activate a warning, a derating,
The shutdown response cannot be turned off. If or a shutdown if the inlet air temperature exceeds
the differential temperature of the engine oil to the the trip point during the low load operation that is
jacket water exceeds the trip point, the ECM will defined.
generate a warning or a shutdown.
High Inlet Air Temperature at High
Low Gas Fuel Differential Pressure Engine Load
The trip point for this parameter can be programmed
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The Service/Configuration screen of Cat ET
by the customer. If the fuel differential pressure
defines the High Inlet Air Temp Engine Load Set
decreases to the trip point, the ECM will generate
Point. The ECM can activate a warning, a derating,
a warning.
or a shutdown if the inlet air temperature exceeds
the trip point during the high load operation that
High Gas Fuel Differential Pressure is defined.
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The trip point for this parameter can be programmed
by the customer. If the fuel differential pressure
High Fuel Pressure
exceeds the trip point, the ECM will generate a
The trip point for this parameter can be programmed
warning.
by the customer. The ECM will activate a warning if
the fuel pressure exceeds the trip point.
High System Voltage
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The trip point for this parameter is set at the factory.
Conditions for Parameters
The trip point cannot be changed. This parameter is
always ON. This parameter cannot be turned off. If Some of the programmable parameters are
dependent on the status of an ECM output before
the system voltage exceeds the trip point, the ECM
the parameters are allowed to function. Some of
will generate a warning.
the parameters are allowed to function after the
crank terminate relay has been energized for more
Trip Points of the Engine Load for High
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If the load is greater than the trip point, the trip point
for the High Inlet Air Temperature at High Engine
Load event is used for the logging of the high inlet
air temperature.
If the load is less than the trip point, the trip point
for the High Inlet Air Temperature at Low Engine
Load event is used for the logging of the high inlet
air temperature.
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Systems Operation Section
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g00926743
Illustration 8
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Fuel System The fuel flows from the main gas supply through
the fuel filter. Usually, the fuel filter is a component
of the design at the particular site. The customer
i01810502 is responsible for supplying clean, dry fuel to
the engine. The fuel filter may be supplied by
Fuel System Operation Caterpillar or by the customer. To prevent particles
from entering the engine, a one micron filter is
SMCS Code: 1250 recommended. The filter must be properly sized for
the required gas pressure.
The master Electronic Control Module (ECM)
provides control of the air/fuel mixture to the engine. For installation of the fuel filter, the recommended
Illustration 9 is a diagram of the fuel systems main location is close to the engine before the engines
components. The flow of fuel through the system gas pressure regulator. Pressure gauges in the gas
is explained below. lines on each side of the fuel filter are recommended
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in order to monitor the filters differential pressure. A
manual shutoff valve in the gas line before the fuel
filter will facilitate servicing of the filter.
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the customer. A regulated pressure of 7 to 35 kPa
(1 to 5 psi) is recommended. Less pressure may
result in reduced power. More pressure may result
in instability.
g00925482
Illustration 9
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Systems Operation Section
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g00925714 g00925717
Illustration 10 Illustration 11
Top view Top view
Flow of fuel through the 50 Hz arrangement Fuel flow through the 60 Hz arrangement
(1) Fuel metering valve (1) Fuel metering valve
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g00925773
Illustration 14
Right view
Flow of fuel and of air through the 50 Hz arrangement
(4) Throttle
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(5) Aftercooler
g00925730
Illustration 12
Right view
Flow of fuel and of air through the 50 Hz arrangement
(2) Air inlet elbows adapter
(3) Turbochargers compressor
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g00925776
Illustration 15
Right view
Flow of fuel and of air through the 60 Hz arrangement
(4) Throttle
(5) Aftercooler
Aftercooler
SMCS Code: 1063
F
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Flow of the air/fuel mixture through the aftercooler
g00926747
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g00925819 (2) Second stage
Illustration 16
Flow of air and fuel through the air inlet manifold
The aftercooler is located on the top rear of the
(5) Aftercooler
engine. The aftercooler has a two-stage core
(6) Air inlet manifold
assembly. Coolant from the jacket water circuit
flows through first stage (1) of the aftercooler core.
The air/fuel mixture flows from the aftercooler
Coolant from the separate circuit flows through
through air inlet manifold (6). The manifold
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i01815635
Compressor Bypass
SMCS Code: 1050
F
across the turbocharger compressor wheel is
reversed. This reversal of the air flow is called a
turbocharger surge. During a turbocharger surge,
the turbocharger overspeeds temporarily. This
places a greater axial load on the thrust bearing
and higher than normal torque on the shaft. The
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turbocharger surge can result in severe damage
to the turbocharger.
g00926843
Illustration 18
Flow of the compressed air/fuel mixture during activation of the compressor bypass group (50 Hz arrangement)
(1) Actuator for the bypass valve
(2) Bypass valve
(3) Throttle
(4) Throttle actuator
(5) Fuel metering valve
24
Systems Operation Section
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system.
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for the left turbocharger.
g00928159
Illustration 20
Flow of exhaust gas through the exhaust manifolds (60 Hz
arrangement)
The 60 Hz arrangement has two turbochargers.
25
Systems Operation Section
The exhaust manifolds are located on the sides of Bearing (2) and bearing (4) in the turbocharger use
the engine. Exhaust gas flows from each cylinder engine oil under pressure for lubrication. The oil is
head through intermediate exhaust manifolds sent through the oil inlet line to oil inlet (3) at the top.
that are connected by bellows in order to form a The oil then goes through passages in the center
passage to the turbocharger turbine. section for lubrication of the bearings. The oil goes
out of oil outlet (9) at the bottom. The oil then goes
The dry exhaust manifolds provide maximum heat back to the engine block through the drain line.
to the turbine. The exhaust manifolds are covered
with insulated heat shields in order to retain the The bearing housing in the turbocharger is also
heat. The heat shields also help protect the wiring cooled by the jacket water coolant. Coolant from
and other components from the heat. the coolant inlet line enters the side of the center
section. The coolant travels through the coolant
passages (8) in the bearing housing. The coolant
i01793967
then leaves the turbocharger at the opposite side of
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Turbocharger the center section.
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to the exhaust manifold. The compressor side of
the turbocharger is connected by pipes to the SMCS Code: 1105
aftercooler housing.
The valve system components control the flow of
the inlet air and of the fuel into the cylinders and
the flow of exhaust gas out of the cylinders during
engine operation.
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g00281664
Illustration 21
Turbocharger (typical example)
(1) Compressor wheel
(2) Bearing
(3) Oil inlet
(4) Bearing
(5) Turbine wheel
(6) Exhaust outlet
(7) Air inlet
(8) Coolant passages
(9) Oil outlet
(10) Exhaust inlet
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movement operates valves (6). The valve bridge
enables one rocker arm to operate two valves
simultaneously. There are two inlet valves and two
exhaust valves for each cylinder.
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operation. The rotation of the valves keeps the
deposit of carbon on the valves to a minimum. This
provides longer service life for the valves.
Lubrication System
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g00928770
Illustration 23
Lubrication system schematic (typical example)
(1) Main engine oil gallery (6) Engine oil supply for the turbochargers (12) Bypass valve
(2) Engine oil gallery for the left camshaft (7) Sequence valve (13) Relief valve
(3) Engine oil gallery for the right camshaft (8) Sequence valve (14) Engine oil pump
(4) Engine oil gallery for the piston cooling (9) Adapter (15) Elbow
jets (10) Engine oil filter base (16) Suction bell
(5) Piston cooling jet (11) Engine oil cooler (17) Engine oil filter
Engine oil pump (14) has three gears that are driven
by the front gear train. The engine oil pump pulls
engine oil from the pan through suction bell (16)
and elbow (15). The suction bell has a screen in
order to strain the engine oil.
Engine oil filter base (10) provides the mount for Piston cooling jet (5) is located in the engine block
engine oil filters (17). The base has an internal below each piston. Each piston cooling jet has two
bypass valve. tubes with open ends. One tube directs engine oil
into an opening in the bottom of the piston for an
The bypass valve will open if there is a restriction in engine oil gallery in the piston. This gallery provides
the engine oil cooler or in the engine oil filter. This cooling oil behind the ring band of the piston. The
allows the engine to be lubricated if the engine oil gallery provides engine oil to a slot (groove) in
cooler is plugged or if the engine oil filter is dirty. the side of both piston pin bores. The other tube
directs engine oil to the center of the piston. This
Clean engine oil from the engine oil filters goes provides lubrication to the piston pin and to the
through adapter (9) into the block. Part of the piston undercrown. This also helps cool the piston.
engine oil goes to left camshaft oil gallery (2). The
remainder of the engine oil goes to main engine
oil gallery (1).
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Engine oil galleries (2) and (3) supply engine oil
through drilled passages to the camshaft bearings.
The engine oil circulates around each camshaft
journal. The engine oil then flows through the
cylinder head and through the rocker arm housing
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to the rocker arm shaft. Some of the engine oil
lubricates the valve stems. The remainder of the
engine oil drains from the cylinder head in order
to lubricate the pushrods, the valve lifters, the
camshaft, and the camshaft bearings.
Sequence valves (7) and (8) allow engine oil Lines for engine oil
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from main engine oil gallery (1) to enter engine (6) Supply line
oil galleries (4) for piston cooling jets (5). The (18) Drain line
sequence valves will not allow engine oil into gallery
(4) for the piston cooling jets until there is pressure Supply line (6) provides engine oil for lubrication
in the main engine oil gallery. This reduces the of the turbocharger bearings. The engine oil flows
amount of time that is required for pressure buildup through drain line (18) into the front housing.
when the engine is started.
Engine oil is provided to the front and rear gear
groups through drilled passages in the front
housings, in the rear housings, and in the faces of
the cylinder block. These passages are connected
to engine oil galleries (2) and (3) for the camshafts.
g00928859
Illustration 25
(5) Piston cooling jet
29
Systems Operation Section
Cooling System
i01819715
Cooling System
SMCS Code: 1350
F
stage. Illustration 27 is a diagram of the typical
cooling system.
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30
Systems Operation Section
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g00811028
Illustration 27
The cooling system has two pumps that are driven by the engine. Coolant from the jacket water cools the first stage of the aftercooler. The
separate circuit cools the second stage.
The flow of the coolant is divided. Some of the Note: The water temperature regulators are
coolant from the jacket water pump flows through a necessary to maintain the correct engine
tube to the front of the cylinder block and into the temperature. If the water temperature regulators are
main distribution manifold for the water jacket of not installed in the system, there is no mechanical
each cylinder. The remainder of the coolant flows control. Most of the coolant will take the path of
through the engine oil cooler. least resistance through the bypass tube. This will
cause the engine to overheat in hot weather. The
After flowing through the engine oil cooler, this small amount of coolant that goes through the
portion of the coolant is divided again. Some of radiator in cold weather will not allow the engine
the coolant flows into the water jacket of the right to achieve normal operating temperatures. The
rear cylinder. This coolant is mixed throughout the water temperature regulators control the minimum
engines water jacket with the coolant that flows temperature of the coolant. The radiator or the heat
to the front of the cylinder block. The remainder exchanger controls the maximum temperature of
of the coolant flows through the first stage of the the coolant.
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aftercooler.
The bypass tube has another function. When you
The coolant inside the cylinder block flows around fill the cooling system the internal bypass allows
the cylinder liners. The water jacket is smaller near the coolant to go into the cylinder head and into
the top of the cylinder liners. This shelf causes the cylinder block without going through the water
the coolant to flow faster for better cooling of the pump.
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cylinder liner. The coolant is pumped up through
water directors into the cylinder heads. The coolant The total system capacity depends on the amount
flows through passages around the valves and of coolant in the cylinder block, in the piping, and
around passages for the exhaust gases in the in the radiator or heat exchanger.
cylinder head.
Separate Circuit
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g00929351
Illustration 28
(1) Auxiliary water pump (5) Thermostatic valve
(2) Tube for the coolant supply to the (6) Outlet for coolant to the radiator or heat
aftercoolers second stage exchanger
(3) Aftercooler (7) Inlet for coolant from the radiator or heat
(4) Tube for the coolant return from the exchanger
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g00807727
Illustration 31
(8) Exhaust valves
(9) Inlet valves
(10) Gasket
(11) Water seals
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Each cylinder head has four valves. Two exhaust
g00807706
Illustration 29 valves (8) and two inlet valves (9) are controlled by
(1) Cylinder liner a camshaft and pushrods. For information on the
(2) Filler band operation of the valves, refer to Systems Operation,
(3) O-ring seals Valve System Components. Valve guides are
(4) Main bearing cap
(5) Bolt
pressed into the cylinder heads. The spark plug is
located between the four valves.
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Cylinder liners (1) can be removed for replacement.
The top surface of the cylinder block is the seat Another gasket (10) on top of the spacer plate seals
for the cylinder liner flange. Engine coolant flows the oil drain passages between the cylinder head
around the cylinder liners in order to keep the and the spacer plate. After the engine oil lubricates
cylinder liners cool. Filler band (2) and three O-ring the components in the cylinder head, the engine oil
seals (3) seal the coolant in the cylinder block. drains back into the engine block.
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Main bearing caps (4) are fastened to the cylinder Coolant flows from the cylinder block into the
block with four bolts (5) per cap. cylinder head through water seals (11). The coolant
flows through passages in the cylinder head. The
coolant exits the cylinder head and flows into the
water manifold.
g00807723
Illustration 30
(6) Spacer plate
(7) Gasket g00807743
Illustration 32
(12) Camshaft cover
The engine has a separate cylinder head for each (13) Crankcase cover
cylinder. An aluminum spacer plate (6) and gasket
(7) is between each cylinder head and the cylinder Camshaft covers (12) allow access to the camshaft
block. The plate and the gasket accommodate the and valve lifters. Crankcase covers (13) allow
thickness of the cylinder liner flange. access to the crankshaft connecting rods, main
bearings, and piston cooling jets.
34
Systems Operation Section
i01794015 i01819829
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g00929004
Illustration 34
Crankshaft
(8) Connecting rod cap flows through drilled passages in the crankshaft in
(9) Connecting rod bearing order to provide lubrication to the connecting rod
bearings. The G3520 Enginehas 11 main bearings.
Aluminum pistons (1) have three rings. The rings Two thrust plates near the ends of the crankshaft
include two compression rings (2) and one oil controls the end play of the crankshaft.
ring (3). All the rings are located above the piston
pin bore. The top two compression rings are
rectangular. The oil ring is a two-piece ring. Engine
oil returns to the crankcase through holes in the oil
ring groove.
Seals and wear sleeves are used at both ends of The G3520 Engine has two-piece camshafts. Dowel
the crankshaft. Engine oil is sealed by the lip seals (1) in one section of the camshaft goes through
and the wear sleeves help prevent wear on the spacer (2) into the other section of the camshaft.
crankshaft. The seals and wear sleeves are units The sections are joined by bolts (3). Each camshaft
that provide easy replacement and reduction of is supported by 11 bearings.
maintenance cost.
As the camshaft turns, each lobe moves a lifter
assembly. There are two lifter assemblies for each
cylinder. Each lifter assembly moves a pushrod
and two inlet valves or two exhaust valves. The
camshafts must be timed with the crankshaft. The
relation of the camshaft lobes to the crankshaft
position cause the valves in each cylinder to
operate at the correct time.
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Air/Electric Starting System
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i01432937
i01820615
Camshaft
SMCS Code: 1210 Illustration 38
g00286817
g00807910
Illustration 37
Connections for the two-piece camshaft
(1) Dowel
(2) Spacer
(3) Bolt
36
Systems Operation Section
Electrical System
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g00563259
Illustration 39
Air starting motor i01566987
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(9) Drive pinion SMCS Code: 1400
(10) Reduction gears
(11) Piston Proper grounding is necessary for optimum engine
(12) Piston spring
performance and reliability. Improper grounding will
result in uncontrolled electrical circuit paths and in
Control valve (2) has a solenoid that is operated unreliable electrical circuit paths.
electrically from the control switch at the operators
panel. When the switch is turned to the MANUAL Uncontrolled electrical circuit paths can result in
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START position, control valve (2) opens in order to damage to main bearings, to crankshaft bearing
allow air from the secondary tank through air line journal surfaces, and to aluminum components.
connection (4) to piston (11) behind the drive shaft. Uncontrolled electrical circuit paths can also cause
This air pressure behind piston (11) puts piston electrical activity that may degrade the engine
spring (12) in compression. The spring moves the electronics and communications.
drive shaft and drive pinion (9) in order to engage
with the flywheel ring gear. Ensure that all grounds are secure and free of
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corrosion.
After drive pinion (9) is engaged with the ring gear,
a port is now opened in order to allow the air to The engine alternator must be grounded to the
go through an air line to relay valve (5). This air negative - battery terminal with a wire that is
pressure activates relay valve (5). Relay valve (5) adequate to carry the full charging current of the
now opens the main supply line from the main alternator.
reservoir. This allows the large volume of air to pass
through air inlet (6) in air starting motor (1). The For the starting motor, do not attach the battery
air applies pressure against vanes (7) and the air negative terminal to the engine block.
pressure begins to turn rotor (8). The air pressure
exhausts through the outlet at the bottom of air
starting motor (1). This air turns rotor (8) which turns NOTICE
drive pinion (9) and the engine flywheel through a This engine is equipped with a 24 volt starting system.
set of reduction gears (10). Use only equal voltage for boost starting. The use of
a welder or higher voltage will damage the electrical
When the engine starts to run, the flywheel will system.
begin to turn faster than drive pinion (9). The design
of the drive shaft for the pinion allows the drive Ground the engine block with a ground strap that
pinion gear to move away from the flywheel. The is furnished by the customer. Connect this ground
drive pinion gear will disengage from the flywheel. strap to the ground plane.
This prevents damage to air starting motor (1), drive
pinion (9) or the flywheel gear. Use a separate ground strap to ground the negative
- battery terminal for the control system to the
ground plane.
37
Systems Operation Section
Disconnect the power when you are working on the The poles have residual magnetism that produces
engines electronics. a small amount of magnetic lines of force between
the poles. As rotor assembly (7) begins to turn
If rubber couplings are used to connect the steel between field windings (6) and stator windings
piping of the cooling system and the radiator, (3), a small amount of alternating current (AC) is
the piping and the radiator can be electrically produced in stator windings (3). This current is
isolated. Ensure that the piping and the radiator are from the small, magnetic lines of force that are
continuously grounded to the engine. Use ground made by the residual magnetism of the poles. This
straps that bypass the rubber couplings. alternating current (AC) is changed to a direct
current (DC). The change occurs when the current
passes through the diodes of rectifier bridge (5).
i01394904
Most of this current completes two functions. The
Alternator functions are charging the battery and supplying
the low amperage circuit. The remainder of the
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SMCS Code: 1405 current is sent to field windings (6). The DC current
flow through field windings (6) (wires around an iron
core) now increases the strength of the magnetic
NOTICE lines of force. These stronger lines of force increase
Never operate the alternator without the battery in the the amount of AC current that is produced in
circuit. Making or breaking an alternator connection stator windings (3). The increased speed of rotor
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with heavy load on the circuit can cause damage to assembly (7) also increases the current and voltage
the regulator. output of the alternator.
i01394925
Illustration 40
g00285111 Starting Solenoid
Alternator components (typical example) SMCS Code: 1467
(1) Regulator
(2) Roller bearing A solenoid is an electromagnetic switch that does
(3) Stator winding
(4) Ball bearing
two basic operations.
(5) Rectifier bridge
(6) Field winding The solenoid closes the high current starting
(7) Rotor assembly motor circuit with a low current start switch circuit.
(8) Fan
The solenoid engages the starter motor pinion
The alternator is driven by a belt from an auxiliary with the ring gear.
drive at the front right corner of the engine. This
alternator is a three-phase, self-rectifying charging
unit, and regulator (1) is part of the alternator.
i01394933
Starting Motor
SMCS Code: 1451
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g00285112
Illustration 41
Typical solenoid schematic
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loaded plunger. The plunger can move forward
and backward. When the start switch is closed
and the electricity is sent through the windings, a g00285113
magnetic field is made. The magnetic field pulls the Illustration 42
plunger forward in the cylinder. This moves the shift Cross section of the starting motor (typical example)
lever in order to engage the pinion drive gear with (1) Field winding
the ring gear. The front end of the plunger makes (2) Solenoid
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contact across the battery and the motor terminals (3) Clutch
(4) Pinion
of the solenoid. The starting motor begins to turn (5) Commutator
the flywheel of the engine. (6) Brush assembly
(7) Armature
When the start switch is opened, current no longer
flows through the windings. The spring pushes the The starting motor has a solenoid (2). When the
plunger back to the original position. The spring start switch is activated, electricity will flow through
simultaneously moves the pinion gear away from the windings of the solenoid. The solenoid core will
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i01259850
Circuit Breaker
SMCS Code: 1420
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circuit if the current in the electrical system goes
higher than the rating of the circuit breaker.
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too high the metal disc will get hot. This heat
causes a distortion of metal disc. The disc opens
the contacts. The disc breaks the circuit.
NOTICE
Find and correct the problem that causes the circuit
breaker to open. This will help prevent damage to the
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circuit components from too much current.
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40
Testing and Adjusting Section
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SMCS Code: 1901 14X speed CD-ROM drive
VGA monitor or display
RS-232 port with 16550AF UART
Certain programmable parameters must be entered
Windows NT 4.0 (1)
in order for the electronic control system to operate Windows 95 (1)
properly. Other programmable parameters are Windows 98 (1)
adjusted according to the customers preferences
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Mouse
for the installation.
This PC configuration has the minimum 1
Caterpillar Electronic Service Tools are designed to requirements:
IBM PC compatible 100 MHz processor
help the service technician perform the following 32 megabyte of RAM
functions: 10 MB of available hard drive space
CD-ROM drive
Obtain data. Drive for floppy disks (3.5 inch with 1.44 MB)
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Windows NT 4.0 (1)
Diagnose problems. Windows 95 (1)
Windows 98 (1)
Read parameters. RS-232 port with 16550AF UART
VGA monitor or display
Mouse
Program parameters.
Single user license for Cat ET 1
Calibrate sensors. Use the most recent version of this software.
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JERD2124
The tools that are listed in Table 4 are required in 1
Software
order to enable a service technician to perform the Data subscription for all engines
procedures. JERD2129
160-0141 Adapter Cable 1
171-4401 Communication Adapter II 1
160-0133 Adapter Cable (CAT Data Link) 1
7X-1414 Adapter Cable 1
(1) Any of these operating systems are acceptable.
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in order for the engine to run.
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Recommendations for
Programming the System
Configuration Parameters
For descriptions of the parameters, refer to Systems
Operation, Electronic Control System Parameters.
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The values of the parameters can be viewed on the
Configuration screen of Cat ET.
g00927657
Illustration 43 installed. Perform this programming before the initial
(1) PC engine start-up.
(2) 196-0055 Serial Cable or the 160-0141 Serial Cable
(3) 171-4401 Communication Adapter II Data from a gas analysis is required in order to
(4) 207-6845 Adapter Cable determine the correct settings for the air/fuel ratio
(5) 7X-1414 Data Link Cable
control. The data must be entered into Caterpillar
Software, LEKQ6378, Methane Number Program.
2. Connect cable (2) to the RS232 serial port of
Incorrect programming of parameters may lead to
PC (1).
complaints about performance and/or to engine
damage.
3. Connect cable (2) to communication adapter (3).
If an ECM is replaced, the appropriate parameters
4. Connect cable (4) to communication adapter (3).
must be copied from the original ECM. This can be
done with the Copy Configuration feature of Cat
5. Connect cable (4) to cable (5).
ET. Alternatively, the settings can be recorded on
paper and then programmed into the new module.
6. Connect cable (5) to the service tool connector
of the terminal box.
NOTICE
7. Turn the engine control switch to the STOP Changing the parameters during engine operation can
position. The engine should be OFF. cause the engine to operate erratically. This can cause
engine damage.
If Cat ET and the communication adapter
do not communicate with the ECM, refer to Only change the settings of the parameters when the
Troubleshooting, Electronic Service Tool Will Not engine is STOPPED.
Communicate With ECM.
42
Testing and Adjusting Section
Changing the Settings of the When you adjust the auxiliary governor, make sure
that the Grid Status parameter is On.
Monitoring System
After you make adjustments, always test the stability
For descriptions of the monitoring system
by interrupting the engine speed. Use the Bump
parameters, refer to Systems Operation, Engine
feature on Cat ET. Operate the engine through the
Monitoring System.
entire range of speeds and of loads in order to
ensure stability.
To change the settings of the parameters, use Cat
ET and select the Service/Monitoring System
To set the proportional gain, increase the
screen.
proportional gain until the actuator becomes
unstable. Slowly reduce the proportional gain in
Use care when you program the trip points and the
order to stabilize the actuator. Use Cat ET to bump
delay times. Ensure that the response of the ECM is
the engine speed. Observe that the engine operates
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correct for the application. The monitoring system
properly with little overshoot or undershoot.
will accept any settings within the ranges.
The adjustment of integral gain dampens the
NOTICE actuators response to changes in load and in
Changing the parameters during engine operation can speed. Increasing the integral gain provides less
cause the engine to operate erratically. This can cause damping. Decreasing the integral gain provides
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engine damage. more damping. To reduce overshoot, decrease the
integral gain. To reduce undershoot, increase the
Only change the settings of the parameters when the integral gain.
engine is STOPPED.
Note: An increase of the integral gain may require
a decrease of the proportional gain in order to
i01821203 maintain a stable operation.
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Engine Governing - Adjust Note: Adjustment of the integral gain directly affects
the damping of the fuel actuator. An excessive
SMCS Code: 1901-025 increase of the derivative gain may amplify
instability.
The response of the throttle actuator can be
adjusted with the Caterpillar Electronic Technician Decrease the derivative gain until a slow, periodic
(Cat ET). Use Cat ET to change these three instability is observed. Then, slightly increase the
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Note: Adjustment of the proportional gain directly For generator set applications, there are two sets of
affects the speed of the fuel actuator when there is responses for the fuel actuator. The Isochronous
a difference between the actual engine speed and Mode is used to provide off grid engine stability
the desired engine speed. An excessive increase of for synchronization. The Droop Operation is for
the proportional gain may amplify instability. on grid stability. Adjustment to the settings for the
fuel actuator relates to both of the responses.
When you adjust the primary governor, make sure
that the Grid Status parameter is Off. To change
the gain, stability, or compensation, use the Graph
feature on the Governor Gain screen of Cat ET.
The graph provides the best method for observing
the effects of the adjustment.
43
Testing and Adjusting Section
i01821257 i01821478
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Gauge pressure Gauge pressure is the absolute Combustion of the air/fuel mixture prior to the
pressure minus the local barometric pressure. spark is a premature ignition. This is usually
caused by a hot spot in the combustion chamber.
The inlet manifold pressure sensor measures the Possible sources of premature ignition are an
absolute inlet manifold air pressure. incorrect spark plug, an incorrectly installed spark
plug, and deposits in the combustion chamber.
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To verify that the inlet manifold pressure sensor is Detonation can be the result of premature ignition.
accurate, use the Caterpillar Electronic Technician The premature ignition has the effect of advanced
(ET) to read the inlet manifold air pressure when the ignition timing.
engine is stopped. The correct pressure will be the
ambient barometric pressure. Although a sensor may indicate the presence of
detonation, the problem could be a premature
Use the following procedure to compare the reading ignition. An indication of detonation can also be
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from the inlet manifold pressure sensor with a
reading from the 1U-5470 Engine Pressure Group.
To avoid detecting vibrations that are not related to
detonation, the Electronic Control Module (ECM)
only monitors a detonation sensor when one of the
sensors cylinders is between top center and 40
degrees after top center. Therefore, the Block Tap
method of testing the detonation sensors does not
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i01778619
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g00760464
Illustration 45 i01821485
(1) Engine speed/timing sensor
Ignition Transformer
1. Remove engine speed/timing sensor (1). Inspect
SMCS Code: 1561
the condition of the end of the magnet. Look for
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signs of wear and contaminants.
If an ignition transformer is suspect, use the
following procedure to check the transformer:
2. Clean any debris from the face of the magnet.
NOTICE
The sliphead must be fully extended when the speed/
timing sensor is installed so that the sensor maintains
the correct clearance with the speed-timing wheel.
If the correct clearance is not maintained, the signal
from the sensor will not be generated.
g00829100
Illustration 49
Transformers connector for the ignition harness
(A) Terminal
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(B) Terminal
(C) Unused
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harness. The polarity of the leads does not
matter. Measure the voltage between the
g00929956
Illustration 47 terminals and record the measurement.
(1) Cover
(2) Connector b. Reverse the polarity of the probe and measure
(3) Transformer the voltage between the terminals again.
(4) Extension
(5) Spark plug
One of the measurements is approximately
(6)
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Mounting flange for the transformer
0.4 to 0.6 VDC. The other measurement
2. Remove cover (1). indicates an open circuit.
3. Disconnect the ignition harness from connector Voltage that is significantly outside of this
(2). Remove transformer (3) and extension (4) range could indicate a problem with the
from the engine. transformer.
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4. Inspect the body of transformer (3) and extension Note: The resistance of the secondary coil will vary
(4) for corrosion and/or for damage. with the temperature. Illustration 50 demonstrates
the relationship between the secondary coils
5. The extension has an internal O-ring seal for resistance and the temperature. A reading that is
spark plug (5). Inspect the O-ring seal for within 1000 ohms is acceptable. For example, if
damage. the transformers temperature is 60 C (140 F), the
correct resistance is 22,000 1000 ohms.
6. The extension has an internal terminal for the
spark plug. Inspect the terminal for looseness,
for corrosion, and/or for damage. Insert an extra
spark plug into the transformer and check the
terminal for spring pressure.
NOTICE
The extension can be scratched and damaged with a
wire brush. Do not use a wire brush on the extension.
a. Set the multimeter to the 40,000 Ohm There is virtually no maintenance for the spark plug.
scale. Measure the resistance between the The electrode gap is not adjustable. The resistance
extensions internal terminal for the spark plug cannot be measured. Unless the holes in the spark
and mounting flange (6) for the transformer. plugs precombustion chamber become plugged,
no cleaning is required.
If the resistance between the terminal for the
spark plug and the mounting flange for the
transformer is within the acceptable tolerance,
proceed to Step 10.
F
10. Switch the suspect transformer with a
transformer from a different cylinder that is known
to be good. Install the transformers.
O
If the problem follows the transformer, replace the
transformer. Make sure that you use the correct
transformer for the engine. Reset the control
O
system. Clear any logged diagnostic codes.
Spark Plug
If a diagnostic code is generated for the ignition
transformers secondary circuit, the spark plug may
need to be replaced. Misfire and a cold cylinder
are other indications of a worn spark plug. Use the
Caterpillar Electronic Technician (ET) to monitor the
exhaust port temperatures in order to locate a cold
cylinder.
g00837850
Illustration 51
Spark plugs precombustion chamber
47
Testing and Adjusting Section
F
an internal combustion engine, water is one of the
products of combustion. The water is converted into 9S-9082 Engine Turning Tool 1
steam before leaving the engine. The conversion
requires heat. The steam removes the heat and the
energy is not used by the engine. The HHV minus
the heat that is used to vaporize the water equals
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the Low Heat Value (LHV) of the fuel.
Follow the guide for fuel usage that is in the engines Illustration 53
g00284800
Engine Performance publication. These publications
Timing bolt installation (typical example)
are available from your Caterpillar dealer.
(2) Timing bolt
(4) 9S-9082 Engine Turning Tool
For detailed information on gaseous fuels, refer
to Engine Data Sheet, LEKQ3105, Internal
Combustion Engine Fuel Gases.
48
Testing and Adjusting Section
F
the threaded hole. This procedure will remove the g00284801
play from the gears when the No. 1 piston is on the Illustration 54
top center. Location of timing pins (typical example)
(1) Timing hole
3. Remove the valve cover for the No. 1 cylinder (2) Timing pin
head.
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1. Remove rear camshaft covers from both sides
4. The inlet and exhaust valves for the No. 1 of the engine.
cylinder are fully closed if the No. 1 piston is on
the compression stroke and the rocker arms can 2. Refer to Testing and Adjusting, Finding the Top
be moved by hand. If the rocker arms cannot Center Position for the No. 1 Piston.
be moved and the valves are slightly open, the
No. 1 piston is on the exhaust stroke. Find the Note: When the timing bolt is installed in the
O flywheel, it is not necessary to remove the No. 1
cylinders that need to be checked or adjusted
for the stroke position of the crankshaft after the valve cover in order to find the compression stroke.
timing bolt has been installed in the flywheel. Both rear camshaft covers must be removed in
Refer to Testing And Adjusting, Crankshaft order to check the timing.
Position for Valve Lash Setting.
3. When the timing bolt is installed in the flywheel,
Note: When the actual stroke position is identified look at the rear end of the camshaft. If the
and the other stroke position is needed, remove timing ring is visible, then the No. 1 piston is
PR
the timing bolt from the flywheel. Turn the flywheel on the compression stroke. If the timing ring is
by 360 degrees in the direction of normal engine not visible, feel the back of the camshaft for
rotation. the groove. If the groove is at the back of the
camshaft, the flywheel must be turned by 360
degrees in order to put the No. 1 piston on the
i01821606 compression stroke.
Camshaft Timing
SMCS Code: 1210
Timing Check
Table 7
Tools Needed Quantity
9S-9082 Engine Turning Tool 1
g00284802
Illustration 55
Installation of timing pins (typical example)
(2) Timing pin
(3) RH Camshaft
49
Testing and Adjusting Section
F
one or both camshafts must be adjusted.
NOTICE
O
If a camshaft is out of time more than 18 degrees
(approximately 1/2 the diameter of timing pin out of
g00930076
groove), the valves can make contact with the pistons. Illustration 56
This will cause damage that will make engine repair (1) Bolt
necessary. (2) Rocker Shaft
NOTICE
Do not apply more than 41,340 kPa (6,000 psi) of pres-
sure to 1P-0820 Hydraulic Puller. 8B-7559 Adapters
are rated at 5 ton each and 1P-0820 Hydraulic Puller
is rated at 17 ton at 68,900 kPa (10,000 psi). If too
much pressure is applied, the gear may be damaged.
F
the camshaft drive gear is free of the camshaft
g00662337
Illustration 58 taper. Remove the tooling and the camshaft drive
Rear gear group gear from the camshaft.
(5) Gear (left camshaft drive)
(6) Idler gear
(7) Speed/Timing ring
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(8) Gear (right camshaft drive)
(9) Washer
(10) Bolt
(11) Bolt
(12) Plate
F
Note: If necessary, repeat Step 11.e until the torque
does not change. Make sure that the drive gears
are in full contact with the taper on the camshafts.
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bolt (11) and the camshaft drive gear if the
timing pins cannot be installed. Repeat the
installation procedure of the camshaft drive
gear.
housing.
Air Inlet and Exhaust For optimum operation, replace the air filter
when the air filter restriction reaches 3 kPa
System (12 inches of H2O). The maximum air filter restriction
is 3.7 kPa (15 inches of H2O).
i01599445
Exhaust Restriction
Restriction of Air Inlet and
Exhaust restriction (back pressure) is the difference
Exhaust in the pressure between the exhaust at the outlet
elbow and the atmospheric air pressure.
SMCS Code: 1050-040
In addition to the loss of efficiency and power,
The efficiency of the engine and the engine power excessive exhaust restriction will lead to these
are reduced if there is restriction in the air inlet
F
results: high engine temperatures, reduced service
and/or the exhaust system. life of the turbocharger, and early problems with
inlet and exhaust valves.
Inspect the air inlet and exhaust system. Make sure
that there are no obstructions or leaks in the system. Use the differential pressure gauge of the 1U-5470
Engine Pressure Group in order to measure the
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Table 9
exhaust back pressure.
Tools Needed Qty
1U-5470 Engine Pressure Group 1
Table 10
i01599542
Tools Needed Qty
4C-6500 Digital Thermometer 1
Compression
SMCS Code: 1215-081
The Electronic Control Module (ECM) uses the
Table 11
F
inlet manifold air temperature to help calculate the
density of the air/fuel mixture. Tools Needed Quantity
Use the Caterpillar Electronic Technician (ET) to 193-5859 Cylinder Pressure Gauge 1
Gp (Gas Engine)
monitor the inlet manifold air temperature. The
temperature can be verified with the 4C-6500
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Digital Thermometer. Cylinder pressure can be measured during
inspection of the spark plugs. The condition of
the following items can be tested by checking the
cylinder pressure: valves, valve seats, pistons,
piston rings, and cylinder liners.
Excessive deposits
Guttering of valves
PR
g00929850
A broken valve
Illustration 62
Right view at the rear of the engine A piston ring that sticks
Plugs in the air inlet manifold
A broken piston ring
To measure the inlet manifold air temperature, use
the 4C-6500 Digital Thermometer. Remove one Worn piston rings
of the plugs from the air inlet manifold. Insert a
temperature probe in place of the plug. Measure Worn cylinder liners
the temperature when the engine is operating at
full load. Measure the cylinder pressure of an engine after
approximately 250 hours of operation. Record the
If the inlet manifold air temperature is too high, data. Continue to periodically measure the cylinder
inspect the thermostatic valve and the separate pressure. Comparing the recorded data to the new
circuits cooling system. data provides information about the condition of
the engine.
SMCS Code: 1088-082 If the cylinder pressure has risen by one or more
compression ratios, the engine needs a top end
Use the Caterpillar Electronic Technician (ET) to overhaul in order to remove deposits. Failure to
monitor individual cylinder exhaust temperatures, remove the deposits will increase the chance for
the exhaust temperature to the turbocharger, and detonation. Severe guttering of the valves will occur.
the exhaust temperature after the turbocharger.
54
Testing and Adjusting Section
F
Illustration 63 is a graph of typical cylinder pressures closed, refer to Testing And Adjusting, Finding the
for engines with different compression ratios. Top Center Position for the No. 1 Piston and Testing
And Adjusting, Crankshaft Position for Valve Lash
Setting.
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is within the tolerance that is listed in Table 12.
Table 12
Valve Lash Check: Engine Stopped
Valves Acceptable Valve Lash Range
Inlet 0.43 to 0.58 mm (0.017 to 0.023 inch)
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Exhaust 1.19 to 1.35 mm (0.047 to 0.053 inch)
F
O
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g00930186
Illustration 65
(8) Locknut
(9) Adjusting screw
(10) Rocker arm
PR
F
8. Remove the timing bolt from the flywheel
2. Work on the appropriate cylinders that are listed housing. Rotate the crankshaft for 360 degrees.
in Testing and Adjusting, Crankshaft Positions Install the timing bolt in the flywheel housing.
for Valve Lash Setting.
9. With the No. 1 piston in the top center of the
3. Before you perform any adjustments, use a soft
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opposite stroke, perform Steps 2 through 7 for
hammer to lightly tap each rocker arm at top of
the remaining cylinders.
the adjustment screw. This will ensure that the
lifter roller is seated against the camshaft. 10. Remove the timing bolt from the flywheel
housing.
i01821980
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Crankshaft Position for Valve
Lash Setting
SMCS Code: 1105; 1202
g00930187
Illustration 66
(1) Locknut
(2) Adjusting screw
(3) Rocker arm
(4) Valve bridge
Table 14
Crankshaft Positions for Valve Lash Setting
Standard Counterclockwise Rotation
Engine Stroke for the Number 1 Inlet Valves Exhaust Valves
Piston At the Top Center
Position (1)
G3520C Compression Stroke 1-2-5-6-9-10-11-13-14-17-18 1-2-3-4-11-12-13-14-15-16
Exhaust Stroke 3-4-7-8-12-15-16-19-20 5-6-7-8-9-10-17-18-19-20
Firing Order 1-2-11-12-3-4-15-16-7-8-19-20-9-10-17-18-5-6-13-14
(1) Put the No. 1 Piston at the top center (TC) position and identify the correct stroke. Refer to Testing And Adjusting, Finding the Top Center
Position For the No. 1 Piston. Find the top center (TC) position for a particular stroke and make the adjustment for the correct cylinders.
F
Remove the timing bolt. Turn the flywheel by 360 degrees in the direction of normal engine rotation. This will put the No. 1 piston at the top
center (TC) position on the opposite stroke. Install the timing bolt in the flywheel and complete the adjustments for the cylinders that remain.
O
O
PR
58
Testing and Adjusting Section
F
Excessive consumption of engine oil
connections. Look for any engine oil that may be
Low engine oil pressure leaking from the crankcase breather. This can
be caused by combustion gas leakage around
High engine oil pressure the pistons. A dirty crankcase breather will cause
high pressure in the crankcase. A dirty crankcase
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Excessive bearing wear breather will cause the gaskets and the seals to
leak.
Increased engine oil temperature
Engine Oil Leaks into the
i01563191 Combustion Area of the Cylinders
Excessive Bearing Wear - Engine oil that is leaking into the combustion area
O
Inspect of the cylinders can be the cause of blue smoke.
There are several possible ways for engine oil to
SMCS Code: 1203-040; 1211-040; 1219-040 leak into the combustion area of the cylinders:
When some components of the engine show Leaks between worn valve guides and valve
bearing wear in a short time, the cause can be a stems
restriction in a passage for engine oil.
Worn components or damaged components
PR
An indicator for the engine oil pressure may show (pistons, piston rings, or dirty return holes for the
that there is enough engine oil pressure, but a engine oil)
component is worn due to a lack of lubrication. In
such a case, look at the passage for the engine oil Incorrect installation of the compression ring
supply to the component. A restriction in an engine and/or the intermediate ring
oil supply passage will not allow enough lubrication
to reach a component. This will result in early wear. Leaks past the seal rings in the turbocharger shaft
Overfilling of the crankcase
Wrong dipstick or guide tube
Sustained operation at light loads
Excessive consumption of engine oil can also result
if engine oil with the wrong viscosity is used. Engine
oil with a thin viscosity can be caused by fuel
leakage into the crankcase or by increased engine
temperature.
59
Testing and Adjusting Section
i01727302
F
Determine if the engine oil cooler bypass valve is Illustration 67 g00285344
held in the open position. This condition will allow
the engine oil to flow through the valve rather Measure the engine oil pressure to the camshaft
than through the engine oil cooler. The engine oil and main bearings on each side of the cylinder
temperature will increase. block at oil gallery plug (1). With the engine at
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operating temperature, the correct minimum engine
Make sure that the cooling system is operating oil pressure at full load rpm is approximately
properly. A high coolant temperature in the engine 280 kPa (40 psi). The correct minimum engine oil
oil cooler will cause high engine oil temperature. pressure at low idle rpm is approximately 140 kPa
(20 psi).
i01554314
Compare the results to the engine oil pressure
Measuring Engine Oil Pressure
O that is indicated on the engine oil pressure gauge
and on the electronic service tool. If there is a
SMCS Code: 1304-081 notable difference between the engine oil pressure
readings, determine the cause.
Table 15
Tools Needed Qty If the engine oil pressure is too low or too high,
determine the cause and correct the condition. If the
1U-5470 Engine Pressure Group 1 engine oil pressure gauge or the engine oil pressure
PR
F
The pressure helps prevent cavitation. additional overheating. Overheating can result in
conditions such as cracking of the cylinder head
The risk of boiling is reduced. and piston seizure.
Cavitation occurs when mechanical forces cause
the formation of air bubbles in the coolant. The Overcooling is the result of coolant that bypasses
the water temperature regulators and flows
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bubbles can form on the cylinder liners. Collapsing
bubbles can remove the oxide film from the directly to the radiator or heat exchanger. Low
cylinder liner. This allows corrosion and pitting load operation in low ambient temperatures can
to occur. If the pressure of the cooling system is cause overcooling. Overcooling is caused by
low, the concentration of bubbles increases. The water temperature regulators that remain open.
concentration of bubbles is reduced in a pressure Overcooling enables the formation of sludge in the
type cooling system. crankcase and carbon deposits on the valves.
O
The boiling point is affected by three factors: If a problem with the cooling system is suspected,
pressure, altitude, and concentration of glycol in the perform a visual inspection before you perform any
coolant. The boiling point of a liquid is increased by tests on the system.
pressure. The boiling point of a liquid is decreased
by a higher altitude. Illustration 68 shows the effects i01822049
of pressure and altitude on the boiling point of water.
Visual Inspection
PR
The boiling point of the coolant also depends on the Color that is similar to new coolant
type of coolant and the concentration of glycol. A
greater concentration of glycol has a higher boiling Odor that is similar to new coolant
temperature. However, glycol transfers heat less
effectively than water. Because of the boiling point Free of dirt and debris
and the efficiency of heat transfer, the concentration
of glycol is important. 3. Look for leaks in the cooling system. After the
engine is stopped, look for coolant or steam from
Three basic problems can be associated with the the radiators overflow. Inspect the hoses and
cooling system: clamps for good condition.
61
Testing and Adjusting Section
F
for dirt and debris that can restrict the flow of
9S-8140 Pressurizing Pump 1
air through the fins.
O
Making contact with a running engine can cause
than a belt with the proper tension. A loose belt
burns from hot parts and can cause injury from
can damage the pulleys. A loose belt can slip. rotating parts.
Substances such as oil and grease will cause
the belts to slip.
When working on an engine that is running, avoid
contact with hot parts and rotating parts.
6. Check for damage to the fan blades. Look for
damaged baffles on the radiator and for baffles
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that are missing. Inspect the shroud of the fan
for good condition.
coolant.
g00286267
Illustration 69
4C-6500 Digital Thermometer
Pressurized System: Hot coolant can cause seri-
ous burns. To open the cooling system filler cap,
The 4C-6500 Digital Thermometer is used in the
stop the engine and wait until the cooling system
diagnosis of overheating conditions or overcooling
components are cool. Loosen the cooling system
problems. This group can be used to check
pressure cap slowly in order to relieve the pres-
temperatures in several different parts of the cooling
sure.
system. Refer to the testing procedure in the
Operating Manual, NEHS0554.
9. After the engine is cool, remove the cooling
system filler cap slowly in order to release
pressure. Inspect the filler cap. Check the
condition of the gasket. Check the sealing
surface for the cap.
F
cap or the pressure cap.
g00286269
Illustration 70
8T-2700 Blowby/Air Flow Indicator
i01597927
The 8T-2700 Blowby/Air Flow Indicator is used to
check the air flow through the radiator core. Refer
Testing the Cooling System
O
to the testing procedure in Special Instruction,
SMCS Code: 1350-081
SEHS8712.
g00286276
Illustration 71
9U-7400 Multitach
g00439083
Illustration 73
1U-7297 Coolant/Battery Tester or 1U-7298 Coolant/Battery
Tester
Making the Correct Antifreeze The 8T-5296 Coolant Conditioner Test Kit is
used to measure the concentration of Caterpillar
Mixtures Supplemental Coolant Additive and the range
of ethylene glycol. Insufficient concentrations or
Adding pure antifreeze as a makeup solution for
excessive concentrations can lead to engine
the cooling system top-off is an unacceptable
damage. Instructions are provided with the kit.
practice. Adding pure antifreeze increases the
concentration of antifreeze in the cooling system.
Note: The 8T-5296 Coolant Conditioner Test Kit
This increases the concentration of the dissolved
tests the concentration of nitrites in the coolant.
solids and the undissolved chemical inhibitors in
Some types of coolant additives have phosphates
the cooling system. Add the antifreeze and water
rather than nitrites. If the additive in the cooling
mixture in the same concentration as your cooling
system has phosphates, test the coolant according
system. Table 18 lists protection from freezing and
to the instructions that are provided by the OEM
the corresponding concentrations of antifreeze and
of the additive.
F
water. For more information, refer to Operation and
Maintenance Manual, Coolant Specifications.
Testing the Filler Cap
Table 18
Table 20
Freeze Protection and Antifreeze Concentration
(Ethylene Glycol) Tools Needed Qty
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Freeze Protection Concentration 9S-8140 Pressurizing Pump 1
30% antifreeze and
15 C (5 F)
70% water
40% antifreeze and
23 C (10 F)
60% water
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50% antifreeze and
36 C (33 F)
50% water
60% antifreeze and
51 C (60 F)
40% water
g00768793
Illustration 74
8T-5296 Coolant Conditioner Test Kit
64
Testing and Adjusting Section
F
g00296067
system reduce the heat transfer and the pump flow.
Illustration 76 Pockets of air or gas can prevent coolant from
Typical cross section of a filler cap contacting parts of the engine. The pockets allow
(1) Sealing surface of both filler cap and radiator hot spots to develop.
O
level or if the system is filled too quickly, air can
be trapped in the system. Leaks from components
Personal injury can result from hot coolant, steam such as aftercoolers and hoses can allow air to
and alkali. enter the system. The inlet of the water pump is a
potential location for the entry of air.
At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines To help prevent air from entering the cooling system,
O
to heaters or the engine contain hot coolant or fill the system slowly. Make sure that all of the hoses
steam. Any contact can cause severe burns. and pipe connections are secure.
Remove filler cap slowly to relieve pressure only If the cylinder head is loose or cracked, exhaust
when engine is stopped and radiator cap is cool gas can enter the cooling system. Exhaust gas
enough to touch with your bare hand. can also enter the cooling system through internal
cracks and/or defects in the cylinder head gasket.
Cooling System Conditioner contains alkali. Avoid
PR
contact with skin and eyes. Air and/or exhaust gas in the cooling system can
cause overheating. Use the following test to check
To check for the amount of pressure that opens the for the presence of air and/or exhaust gas in the
filler cap, use the following procedure: coolant.
1. After the engine cools, carefully loosen the filler 1. Make sure that the cooling system is filled to the
cap in order to release the pressure from the proper level.
cooling system. Remove the filler cap.
F
Cooling System Conditioner contains alkali. Avoid
contact with skin and eyes.
O
cooling system. Remove the filler cap.
g00769076
Illustration 77
2. Ensure that the radiator is filled to the correct
2. Remove the plug from the radiator. Install a hose level.
into the hole for the plug.
3. Install the 9S-8140 Pressurizing Pump onto the
3. Fill a glass container with water and place the radiators filler tube.
O
other end of the hose into the container.
4. Increase the pressure reading on the gauge to
4. Start the engine. Operate the engine until normal 20 kPa (3 psi) more than the pressure on the
operating temperature is reached. filler cap.
5. Observe the end of the hose in the glass 5. Inspect the radiator, all connection points, and
container. the hoses for leaks.
PR
A bubble may rise occasionally from the hose. If no leaks are found and the gauge reading
This is normal. remains steady for a minimum of five minutes, the
cooling system is not leaking.
If a stream of bubbles rise from the hose, air
and/or exhaust gas in the coolant is indicated. If leaking is observed and/or the gauge reading
decreases, make repairs, as needed.
Testing The Radiator And Cooling
Testing the Water Temperature
System For Leaks
Gauge
Table 21
Table 22
Tools Needed Qty
Tools Needed Quantity
9S-8140 Pressurizing Pump 1
4C-6500 Digital Thermometer (1) 1
Use the following procedure in order to check the 2F-7112 Thermometer (1) 1
cooling system for leaks: (1) Either thermometer may be used.
Check the accuracy of the water temperature If necessary, place a cover over part of the
indicator or water temperature sensor if you find radiator in order to cause a restriction of the
either of the following conditions: airflow.
The engine runs at a temperature that is too hot, 3. Compare the reading on the water temperature
but a normal temperature is indicated. A loss of gauge with the reading on the test thermometer.
coolant is found.
If the readings are within the tolerance for the
The engine runs at a normal temperature, but a range of the water temperature gauge, the
hot temperature is indicated. No loss of coolant gauge is OK.
is found.
If the readings are not within the tolerance for the
range of the water temperature gauge, obtain
a new gauge.
F
Personal injury can result from escaping fluid un-
der pressure. Testing the Water Temperature
If a pressure indication is shown on the indicator,
Regulator
push the release valve in order to relieve pressure
O
before removing any hose from the radiator.
F
It is normal for air flow to be five times greater at
the center and the edges.
O
If the air flow is not restricted, check the fan speed.
F
than 0.08 mm (0.003 inch). Refer to the Special
Instruction, SMHS7606 for the correct procedure SMCS Code: 1216-082
for using the 1P-4000 Line Boring Tool Group Table 24
for the alignment of the main bearing bores. The
1P-3537 Dial Bore Gauge Group can be used to Tools Needed Quantity
check the size of the bores. The Special Instruction,
O
1U-9895 Crossblock 1
GMGO0981 is with the group.
3H-0465 Push-Puller Plate 2
8F-6123 Bolt 2
3B-1925 Copper Washer 4
0S-1575 Bolt 4
O 8T-0455 Liner Projection Tool Group 1
g00285686
Illustration 79
1P-3537 Dial Bore Gauge Group
Piston Rings
The 4C-4519 Piston Ring Groove Gauge is
available for checking the top piston ring groove
with straight sides. Refer to Guideline For Reusable
Parts, SEBF8049, Pistons.
F
b. Install the following components: 1U-9895 Face Runout (Axial Eccentricity) Of
Crossblock (6), two 3H-0465 Push-Puller The Flywheel
Plates (1), and two 8F-6123 Bolts. Ensure
that 1U-9895 Crossblock (6) is in position
at the center of the cylinder liner. Ensure
that the surface of the cylinder liner is clean.
O
Tighten the bolts evenly to a torque of 70 Nm
(50 lb ft).
Note: If the cylinder liner projection is not within 3. Turn the flywheel at intervals of 90 degrees and
specifications, turn the cylinder liner to a different read the dial indicator.
position within the bore. Measure the projection
again. If the cylinder liner projection is not within 4. Take the measurements at all four points. Find
specifications, move the cylinder liner to a different the difference between the lower measurements
bore. Inspect the top face of the cylinder block. and the higher measurements. This value is the
runout. The maximum permissible face runout
Note: When the cylinder liner projection is correct, (axial eccentricity) of the flywheel must not
put a temporary mark on the cylinder liner and exceed 0.15 mm (0.006 inch).
the spacer plate. Be sure to identify the particular
cylinder liner with the corresponding cylinder. When
the seals and the filler band are installed, install the
cylinder liner in the marked position.
70
Testing and Adjusting Section
F
g00286058
Illustration 83
Flywheel clutch pilot bearing bore
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and the higher measurements. This value is the
runout. The maximum permissible pilot bore
runout of the flywheel must not exceed 0.13 mm
(0.005 inch).
g00286054
Illustration 82
Checking bore runout of the flywheel i01563287
(1) 7H-1945 Holding Rod
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(2) 7H-1645 Holding Rod Flywheel Housing - Inspect
(3) 7H-1942 Dial Indicator
(4) 7H-1940 Universal Attachment
SMCS Code: 1157-040
1. Install the 7H-1942 Dial Indicator (3). Make an Table 26
adjustment of the 7H-1940 Universal Attachment
(4) so that the dial indicator makes contact on Tools Needed Quantity
the flywheel. 8T-5096 Dial Indicator Group 1
PR
g00285931
Illustration 84
Checking face runout of the flywheel housing
71
Testing and Adjusting Section
If you use any other method except the method that 1. Fasten a dial indicator to the flywheel so the anvil
is given here, always remember that the bearing of the dial indicator will contact the bore of the
clearance must be removed in order to receive the flywheel housing.
correct measurements.
F
g00285936
Illustration 87
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2. While the dial indicator is in the position at
location (C) adjust the dial indicator to 0.0 mm
(0.00 inch). Push the crankshaft upward against
the top of the bearing. Refer to the illustration
87. Write the measurement for bearing clearance
on line 1 in column (C).
g00285932
Illustration 85
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Checking face runout of the flywheel housing Note: Write the measurements for the dial indicator
with the correct notations. This notation is necessary
3. Turn the flywheel while the dial indicator is set at for making the calculations in the chart correctly.
0.0 mm (0.00 inch) at location (A). Read the dial
indicator at locations (B), (C) and (D). 3. Divide the measurement from Step 2 by two.
Write this number on line 1 in columns (B) and
4. The difference between the lower measurements (D).
and the higher measurements that are performed
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at all four points must not be more than 0.38 mm 4. Turn the flywheel in order to put the dial indicator
(0.015 inch), which is the maximum permissible at position (A). Adjust the dial indicator to 0.0 mm
face runout (axial eccentricity) of the flywheel (0.00 inch).
housing.
g00285932
Illustration 88
Checking bore runout of the flywheel housing
7. Turn the flywheel counterclockwise in order to The damper is mounted to the crankshaft on the
put the dial indicator at position (D). Write the front of the engine. Damage to the failure or failure
measurement in the chart. of the damper will increase vibrations. The increase
in vibrations will result in damage to the crankshaft
8. Add the lines together in each column. and to other engine components. A deteriorating
damper will cause more gear train noise at variable
9. Subtract the smaller number from the larger points in the speed range.
number in column B and column D. Place this
number on line III. The result is the horizontal A damper that is hot may be the result of
eccentricity (out of round). Line III in column C is excessive friction. This could be due to excessive
the vertical eccentricity. torsional vibration or misalignment. Use an infrared
thermometer to monitor the temperature of the
damper during operation. If the temperature reaches
100 C (212 F), consult your Caterpillar dealer.
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Inspect the damper for evidence of dents, cracks,
and leaks of the fluid.
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transparent, smooth, and viscous. It is difficult to
remove silicone from most surfaces.
Illustration 89
g00286046 The paint on the damper is discolored from heat.
Graph for total eccentricity
The engine has had a failure because of a broken
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11. The bore is in alignment, if the point of For instructions on repairing the damper, refer to
intersection is in the range that is marked Guide for Reusable Parts, SEBF8152, Procedures
Acceptable. If the point of intersection is in to Rebuild Vibration Dampers 3600 Family of
the range that is marked Not acceptable, the Engines. The tools and instructions in the guide for
flywheel housing must be changed. reusable parts are appropriate for G3500 Engines.
i01564729
This starting system uses an electric solenoid b. A ZERO reading shows that the problem is
to position an air valve in order to activate the in the control switch or the problem is in the
air starting motor. If the starting motor does not wires for the control switch.
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function, do the procedure that follows:
3. Fasten the multimeter lead to the start switch at
1. Check the indicator reading for the air pressure. the terminal for the wire from the battery. Fasten
the other lead to a good ground.
2. If the reading is not acceptable then use a
remote source to charge the system. a. A ZERO reading indicates a broken circuit
from the battery. With this condition, check
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3. If the reading is acceptable then open the the circuit breaker and wiring.
main tank drain valve for a moment. Verify the
pressure that is shown on the pressure indicator. b. The problem is in the control switch if either a
Listen for the sound of the high pressure from voltage reading is found at the control switch
the discharge. or if a voltage reading is found in the wires
from the control switch to the control valve.
g00286937
Illustration 91
Air starting system (typical example)
(1) Control valve
(2) Connector
(3) Connection
(4) Air hose
(5) Relay valve
g00286936 a. Full air pressure comes from the end of the air
Illustration 90 hose (4) when the control switch is activated.
Control valve (typical example) The relay valve (5) is worn or the air starting
(1) Control valve motor is damaged.
(2) Connector
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Testing and Adjusting Section
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hose, then the problem is in the pinion nose
housing for the air starting motor.
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Testing and Adjusting Section
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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
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Most of the tests of the electrical system can be displays the current that is being drawn from the
done on the engine. The wiring insulation must be battery which is being tested.
in good condition. The wire and cable connections
must be clean and tight. The battery must be fully Note: Refer to Operating Manual, SEHS9249 for
charged. If the on-engine test shows a defect in a more complete information for the use of the
component, remove the component for more testing. 4C-4911 Battery Load Tester.
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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.
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g00293221
Illustration 93
8T-0900 Ammeter
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Note: Refer to Special Instruction, SEHS8420 for sonnel can be the result.
more complete information for the use of the
8T-0900 Ammeter.
The battery circuit is an electrical load on the
charging unit. The load is variable because of the
condition of the charge in the battery.
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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
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the charging unit, the regulator, and other electrical
components.
The 9U-7330 Multimeter is a portable instrument the 4C-4911 Battery Load Tester. See Special
with a digital display. This multimeter is built Instruction, SEHS7633 for the correct procedure
with extra protection against damage in field and for the specifications to use when you test the
applications. The multimeter can display Pulse batteries.
Width Modulation (PWM). The 9U-7330 Multimeter
has an instant ohms indicator that permits the
checking of continuity for fast circuit inspection. The
multimeter can also be used for troubleshooting
capacitors that have small values.
Index
A Electronic Control System Parameters.................... 9
Air/Fuel Ratio Control......................................... 11
Aftercooler ............................................................ 22 Configuration Parameters .................................... 9
Air Inlet and Exhaust System .......................... 22, 52 Governing of the Air/Fuel Ratio Control and of the
Air/Electric Starting System............................. 35, 73 Engine Speed..................................................... 9
Alternator .............................................................. 37 Information for the ECM ..................................... 15
Monitoring and Protection ............................... 14
Override Parameters.......................................... 15
B Power Monitoring ............................................... 14
Speed Control .................................................... 12
Basic Engine.................................................... 32, 68 Start/Stop Control Parameters........................... 13
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Battery ................................................................... 76 Engine Design ......................................................... 4
Engine Governing - Adjust..................................... 42
Governor Type ................................................... 42
C Engine Monitoring System .................................... 16
Monitoring Parameters....................................... 16
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Camshaft .............................................................. 35 Engine Speed/Timing Sensor................................ 43
Camshaft Timing ................................................... 48 Excessive Bearing Wear - Inspect......................... 58
Timing Adjustment ............................................. 49 Excessive Engine Oil Consumption - Inspect ........ 58
Timing Check ..................................................... 48 Engine Oil Leaks into the Combustion Area of the
Circuit Breaker ...................................................... 39 Cylinders .......................................................... 58
Compression ......................................................... 53 Engine Oil Leaks on the Outside of the Engine.. 58
Compressor Bypass .............................................. 23 Exhaust Manifold .................................................. 24
Cooling System ............................................... 29, 60
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Jacket Water System ......................................... 30
Separate Circuit ................................................. 32 F
Crankshaft ............................................................ 34
Crankshaft Position for Valve Lash Setting............ 56 Finding the Top Center Position for the No. 1
Cylinder Block........................................................ 68 Piston................................................................... 47
Connecting Rod Bearings.................................. 68 Flywheel - Inspect.................................................. 69
Main Bearings .................................................... 68 Bore Runout (Radial Eccentricity) Of The
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Lubrication System .......................................... 26, 58
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Manifold Air Pressure Sensor ................................ 43 Valve Lash Adjustment ...................................... 56
Measuring Engine Oil Pressure............................. 59 Valve Lash Check .............................................. 54
Measuring Exhaust Temperature........................... 53 Valve System Components ................................... 25
Measuring Inlet Manifold Temperature .................. 53 Vibration Damper - Check ..................................... 72
Visual Inspection ................................................... 60
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Pistons, Rings and Connecting Rods ................... 34
Exhaust Restriction............................................ 52
Table of Contents..................................................... 3
Test Tools for the Cooling System ......................... 61
Test Tools for the Electrical System....................... 75
Testing and Adjusting Section ............................... 40
79
Index Section
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