Pruebas y Ajustes.

Service Information System Page 1 of 79
Pruebas y Ajustes
D379B, D398B & D399 GENERATOR SET ENGINES
Número de medio -SENR2176-00 Fecha de publicación -01/09/1981 Fecha de actualización -11/10/2001
Testing And Adjusting
Introduction
NOTE: For Specifications with illustrations, make reference to SPECIFICATIONS for D379B,
D398B, D399 GENERATOR SET ENGINES, Form No. SENR2175. If the Specifications in Form
SENR2175 are not the same as in the Systems Operation and the Testing and Adjusting, look at the
printing date on the back cover of each book. Use the Specifications given in the book with the latest
date.
Troubleshooting
Troubleshooting can be difficult. On the following pages there is a list of possible problems. To
make a repair to a problem, make reference to the cause and correction.
This list of problems, causes, and corrections, will only give an indication of where a possible
problem can be, and what repairs are needed. Normally, more or other repair work is needed beyond
the recommendations in the list.
Remember that a problem is not normally caused only by one part, but by the relation of one part
with other parts. This list can not give all possible problems and corrections. The serviceman must
find the problem and its source, then make the necessary repairs.
Troubleshooting Index
1. Engine Will Not Turn When Start Switch Is On.
2. Engine Will Not Start.
3. Misfiring or Running Rough.
4. Stall at Low rpm.
5. Sudden Changes In Engine rpm.
6. Not Enough Power.
7. Too Much Vibration.
8. Loud Combustion Noise.
9. Valve Train Noise (Clicking).
10. Oil In Cooling System.
11. Mechanical Noise (Knock) In Engine.
12. Fuel Consumption Too High.
13. Loud Valve Train Noise.
14. Too Much Valve Clearance.
15. Valve Rotocoil or Spring Lock is Free.
16. Oil at the Exhaust.
17. Little or No Valve Clearance.
18. Engine Has Early Wear.
19. Coolant In Lubrication Oil.
20. Too Much Black or Gray Smoke.
21. Too Much White or Blue Smoke.
26/07/2012 22:24:04
22. Engine Has Low Oil Pressure.

23. Engine Uses Too Much Lubrication Oil.
24. Engine Coolant Is Too Hot.
25. Exhaust Temperature Too High.
Engine Crankshaft Will Not Turn When Start Switch Is On
Ver imagen
Engine Will Not Start
Ver imagen
26/07/2012 22:24:04
Misfiring Or Running Rough
Ver imagen
26/07/2012 22:24:04
Stall At Low RPM
Ver imagen
Ver imagen
26/07/2012 22:24:04
Sudden Changes In Engine Speed (rpm)
Ver imagen
Not Enough Power
Ver imagen
26/07/2012 22:24:04
Ver imagen
TOo Much Vibration
Ver imagen
Loud Combustion Noise (Sound)
Ver imagen
26/07/2012 22:24:04
Valve Train Noise (Clicking)
Ver imagen
Oil In Cooling System
Ver imagen
Mechanical Noise (Knock) In Engine
Ver imagen
26/07/2012 22:24:04
Ver imagen
Fuel Consumption Too High
Ver imagen
Loud Valve Train Noise
Ver imagen
Too Much Valve Clearance
Ver imagen
26/07/2012 22:24:04
Ver imagen
Valve Rotocoil Or Spring Lock Is Free
Ver imagen
Oil At The Exhaust
Ver imagen
26/07/2012 22:24:04
Little Or No Valve Clearance
Ver imagen
Engine Has Early Wear
Ver imagen
Ver imagen
Coolant In Lubrication Oil
Ver imagen
26/07/2012 22:24:04
Too Much Black Or Gray Smoke
Ver imagen
Too Much White Or Blue Smoke
Ver imagen
Ver imagen
26/07/2012 22:24:04
Engine Has Low Oil Pressure
Ver imagen
Engine Uses Too Much Lubrication Oil
Ver imagen
26/07/2012 22:24:04
Engine Coolant Is Too Hot
Ver imagen
Exhaust Temperature Is Too High
Ver imagen
26/07/2012 22:24:04
Fuel System
Either too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel
system.
Many times work is done on the fuel system when the problem is really with some other part of the
engine. The source of the problem is difficult to find, especially when smoke comes from the
exhaust. Smoke that comes from the exhaust can be caused by a bad fuel injection valve, but it can
also be caused by one or more of the reasons that follow:
a. Not enough air for good combustion.

b. An overload at high altitude.
c. Oil leakage into combustion chamber.
d. Not enough compression.
Fuel System Inspection

A problem with the components that send fuel to the engine can cause low fuel pressure. This can
decrease engine performance.
1. Check the fuel level in the fuel tank. Look at the cap for the fuel tank to make sure the vent is not
filled with dirt.
2. Check the fuel lines for fuel leakage. Be sure the fuel supply line does not have a restriction or a
bad bend.
3. Install a new fuel filter. Clean the primary fuel filter if so equipped.
4. Remove any air that may be in the fuel system. If there is air in the fuel system, use the priming
pump and loosen the nuts holding the fuel lines to the outside of the cylinder head, one at a time. Do
this until fuel, without air, comes from the fuel line connection.
5. Inspect the fuel control valve to see that there is no restriction to good operation.
Checking Engine Cylinders Separately

An easy check can be made to find the cylinder that runs rough (misfires) and causes black smoke to
come out of the exhaust pipe.
26/07/2012 22:24:04
Run the engine at the speed that is the roughest. Loosen the fuel line nut at a fuel injection pump.
This will stop the flow of fuel to that cylinder. Do this for each cylinder until a loosened fuel line is
found that makes no difference in engine performance. Be sure to tighten each fuel line nut after the
test before the next fuel line nut is loosened. Check each cylinder by this method. When a cylinder is
found where the loosened fuel line nut does not make a difference in engine performance, test the
injection pump and injection valve for that cylinder.
Temperature of an exhaust manifold port, when the engine runs at low idle speed, can also be an
indication of the condition of a fuel injection nozzle. Low temperature at an exhaust manifold port is
an indication of no fuel to the cylinder. This can possibly be an indication of a nozzle with a defect.
Extra high temperature at an exhaust manifold port can be an indication of too much fuel to the
cylinder, also caused by a nozzle with a defect.
The most common defects found with the fuel injection valves are:
1. Carbon on tip of the nozzle or in the nozzle orifice.

2. Orifice wear.
3. Dirty nozzle screen.
Testing Capsule-Type Fuel Injection Nozzles For PC Engines

5P4150 Nozzle Testing Group
5P4720 Fitting5P8744 Adapter or5P4717 Adapter
8S2270 Fuel CollectorFT1384 Extension
NOTICE
Be sure to use clean SAE J967 Calibration Oil when testing. Dirty test
oil will damage components of the fuel injection nozzle. The
temperature of the test oil must be 65° to 75° F (18° to 24° C) for good
test results.
Order calibration oil by part number, in the quantities needed, according to the information that
follows:
Kent-Moore Corp.
1501 South Jackson St.
Jackson, MI 49203
Order:
J-26400-5 [5 gal. (18.9 liter)]J-26400-15 [15 gal. (56.7 liter)]J-26400-30 [30 gal. (113.5 liter)]J-
26400-55 [55 gal. (208.2 liter)]
Viscosity Oil Company

3200 South Western Ave.
Chicago, IL 60608
Order:
Viscor Calibration Fluid1487C-SAE J-967CAvailable in 30 gal. (113.5 liter) or55 gal. (208.2 liter)
drums.
26/07/2012 22:24:04
Ver imagen
5P4150 NOZZLE TESTING GROUP

A. 5P4721 Tube. B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa) used to test PC capsule valves. C. 2P2324 Gauge, 0 to
5000 psi (0 to 34 500 kPa) used to test DI capsule valves and pencil-type nozzles. D. Gauge protector valve for 5P4146
Gauge (B). E. Gauge protector valve for 2P2324 Gauge (C). F. On-off valve. G. Pump isolator valve. H. 5P4720 Fitting.
J. 5P8744 Adapter for capsule nozzles. K. 5P4244 Adapter for pencil-type nozzles.
Ver imagen
EXTRA VALVE
L. Gauge protector valve (must be in open position at all times).
The test procedures that follow will give an indication of nozzle condition. A nozzle that has a defect
is not always the only cause for a specific engine problem.
When fuel injection nozzles are tested, be sure to wear eye protection.
Fuel comes from the orifices in the nozzle tip with high pressure. The
fuel can pierce (go thru) the skin and cause serious injury to the
operator. Keep the tip of the nozzle pointed away from the operator and
into the 8S2270 Fuel Collector and FT1384 Extension.
Nozzle Tester Preparation

Ver imagen
26/07/2012 22:24:04
ILLUSTRATION I
1. Test nozzle (welded orifice). 2. Bottom part of 5P8744 Adapter (J). J. 5P8744 Adapter. M. FT1384 Extension. N.
8S2270 Fuel Collector.
Find an old capsule type fuel nozzle and weld the orifice closed. Keep this fuel nozzle with the tester
group for use in the future.
NOTE: Do not weld the fuel nozzles that are to be tested.
Illustration I shows the latest 5P8744 Adapter. Illustration II shows the former 5P4717 Adapter.
Unless some indication is made, the procedure is the same for use of either adapter.
1. Install the top part of adapter (J) that holds the capsule valve.
2. Put test nozzle (1) (with welded orifice) in the bottom part (2) of adapter (J) that holds the capsule
valve. Install and tighten bottom part (2) to top part of adapter (J).
Ver imagen
ILLUSTRATION II
1. Test nozzle (welded orifice). 2. Bottom part of 5P4717 Adapter (J). J. 5P4717 Adapter.
3. Close on-off valve (F). Open pump isolator valve (G). Open gauge protector valve (E).
4. Operate the tester pump until a pressure of 3500 psi (24 000 kPa) is read on 2P2324 Gauge (C).
Now, close pump isolator valve (G).
5. Check all connections for leaks. Tighten connections to stop any leaks that are found.
6. Open on-off valve (F) and remove test (welded) fuel nozzle.
26/07/2012 22:24:04
Do not loosen the bottom half of the adapter to remove fuel nozzle until
on-off valve is opened and no pressure is read on the gauge. Unless the
high pressure is released in the pump, the fuel discharge from the
adapter can cause injury to the operator.
NOTE: To prevent fuel leakage, the top surface of the test (welded) nozzle, and all other nozzles
that are to be tested, must be free of scratches or burrs (sharp edges).
The procedure for NOZZLE TESTER PREPARATION must be done each time any of the
conditions that follow exist:
a. The complete 5P8744 or 5P4717 Adapter is removed and installed again.

b. Before and after a series of tests.
c. There is an indication of a problem with the nozzle tester.
Fuel Nozzle Test Sequence

To test PC capsule-type fuel nozzles, use the sequence that follows:
I. Nozzle Installation
II. Pressure Loss Test
III. Valve Opening Pressure Test (VOP)
NOTICE
DO NOT use a drill or a reamer on the orifice of a nozzle. DO NOT use
a steel brush or a wire wheel to clean the tip of the nozzle. The orifice
and the valve can be damaged easily.
I. Nozzle Installation
1. Put one of the nozzles to be tested in the bottom part (2) of adapter (J). Install and tighten bottom
part (2) to top part of adapter (J).
2. Close on-off valve (F). Open gauge protector valve (D) one-half turn. Open pump isolator valve
(G) one-half turn.
Ver imagen
AIR REMOVAL FROM TESTER

2. Bottom part of adapter (J). J. 5P8744 Adapter.
26/07/2012 22:24:04
3. Bleed (remove) air from the tester as follows:
a. Loosen bottom part (2) of adapter (J) one-half turn.
b. Operate the pump until clear oil (free of air bubbles) leaks past the threads at top of adapter
(J).
NOTE: With some 5P8744 Adapters, pressure may start to increase before there is an indication of
clear test oil. To correct this condition, do Step C.
c. Tighten bottom part (2) of adapter (J).
NOTE: The 5P8744 Adapter makes its own seal, and normally needs very little force when turned
on bottom part (2) of the adapter.
II. Pressure Loss Test
1. Open gauge protector valve (D) an extra amount of one-half turn (the total amount is now one turn
open).
Ver imagen
TESTER NOMENCLATURE
B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa). D. Gauge protector valve. F. On-off valve. G. Pump isolator valve.
2. Operate pump to increase pressure slowly to 300 psi (2050 kPa), and close pump isolator valve
(G). Now turn gauge protector valve (D) to adjust pressure again to 300 psi (2050 kPa).
3. After 30 seconds, take a pressure reading from the gauge. The pressure at this time must not be
below 100 psi (690 kPa) reading on the dial face.
4. The valve must not lose more than 200 psi (1380 kPa).
5. If the pressure loss is not in the 200 psi (1380 kPa) range as shown, stop the test sequence. Do not
use the fuel nozzle again.
6. If nozzle is in specification range, see VALVE OPENING PRESSURE TEST (VOP).
Ver imagen
26/07/2012 22:24:04
PRESSURE LOSS RANGE FOR GOOD NOZZLE
III. Valve Opening Pressure Test (VOP)
1. Open pump isolator valve (G) one-half turn.
2. Operate the pump to increase the pressure slowly until test oil comes from the nozzle tip.
Ver imagen
TESTER NOMENCLATURE
B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa). D. Gauge protector valve. F. On-off valve. G. Pump isolator valve.
Ver imagen
26/07/2012 22:24:04
VALVE OPENING PRESSURE (VOP) RANGE FOR GOOD NOZZLE
3. The pressure reading on the gauge at this time must be in the pressure range of 400 to 750 psi
(2750 to 5200 kPa) as shown.
4. If the valve opening pressure (VOP) is not in the 400 to 750 psi (2750 to 5200 kPa) range as
shown, do not use the fuel nozzle again.
Fuel Injection Service

Injection Valve (Capsule-Type Nozzle)
If a fuel injection nozzle has been removed from the precombustion chamber, test the nozzle before
it is again installed in the precombustion chamber. See TESTING CAPSULE-TYPE FUEL
INJECTION NOZZLES FOR PC ENGINES.
Before installation of a fuel injection valve, inspect the valve and precombustion chamber for dirt or
damage on the surfaces that go together.
It is important to keep the correct torque on the nut that holds the fuel nozzle in the precombustion
chamber. Tighten the fuel injection valve on the body finger tight. Tighten the nut to 105 ± 5 lb.ft.
(142 ± 7 N·m). There will be damage to the nozzle if the nut is too tight. If the nut is not tight
enough, the nozzle can leak.
Removal of Injection Pump
When injection pump barrels and plungers are removed from the injection pump housing, keep the
parts of each pump together so they can be installed back in their original location.
Be careful when removing injection pumps. Do not damage the surface on the plunger. The plunger
and barrel for each pump are made as a set. Do not put the plunger of one pump in the barrel of
another pump. If one part is worn, install a complete new pump assembly. Be careful when putting
the plunger in the bore of the barrel.
26/07/2012 22:24:04
1. Remove the fuel injection line from the pump and install cover (1) and plug (3).
2. Lift the pump straight up to clear the dowel pins and the pump plunger. Install seals (4) and plug
(2) for protection from dirt.
Ver imagen
REMOVING FUEL INJECTION PUMP

1. Cover. 2. Plug. 3. Plug. 4. Seal.
3. Slide the end of the plunger out of the yoke in the lifter and lift out the plunger. Be sure the
plunger is installed in the barrel from which it was removed.
Be careful when injection pumps are disassembled. Do not damage the surface on the plunger. The
plunger and barrel for each pump are made as a set. Do not put the plunger of one pump in the barrel
of another pump. If one part is worn, install a complete new pump assembly. Be careful when the
plunger is put in the bore of the barrel.
An injection pump can have a good fuel flow output but not be a good pump because of slow timing
that is caused by wear on the bottom end of the plunger. When a test is made on a pump that has
been used for a long time, use a micrometer and measure the length of the plunger. If the length of
the plunger is shorter than the minimum length (worn) dimension given in the chart, install a new
pump.
Ver imagen
26/07/2012 22:24:04
Look for wear at the top part of the plunger. Check the operation of the plunger according to the
instructions for the Fuel Injection Test Bench.
When there is too much wear on the pump plunger, the lifter yoke may also be worn and there will
not be good contact between the two parts. To stop fast wear on the end of a new plunger, install new
lifter yokes in the place of those with wear.
Ver imagen
WEAR BETWEEN LIFTER YOKE AND PLUNGER

Fig. A illustrates the contact surfaces of a new pump plunger and a new lifter yoke. In Fig. B the pump plunger and lifter
yoke have worn considerably. Fig. C shows how the flat end of a new plunger does not make a good contact with a worn
lifter yoke. The result is rapid wear to both parts.
Installation of Injection Pump
The seal under the machined surface, around the large diameter of the pump must be in correct
position when the pump is installed. Also, there must be a seal around the fuel outlet ferrule on the
fuel pump housing. If either seal is damaged install a new one.
1. Remove the pump plunger from the barrel.
2. Wash the pump plunger and barrel with clean diesel fuel before installing.
3. Turn the pump plunger, until tooth (6) with a mark is in alignment with rack mark (5).
4. Slide the end of the plunger into the yoke in the lifter.
5. Lower the pump barrel onto the plunger, taking care that the pump plunger is straight in the barrel.
Ver imagen
26/07/2012 22:24:04
INSTALLING FUEL INJECTION PUMP

5. Mark on rack. 6. Tooth mark.
6. Lower the pump onto the dowel pins and fasten in place. Tighten bolts (8) first and then tighten
bolts (7). Torque for bolts is 32 ± 5 lb.ft. (43 ± 7 N·m). Torque for the fuel line nuts is 30 ± 5 lb. ft.
(40 ± 7 N·m).
Ver imagen
SEQUENCE TO TIGHTEN BOLTS

7. Bolts, tighten second. 8. Bolts, tighten first.
Start Up Procedure
Use this procedure when an engine is started for the first time after work is done on the fuel injection
pumps or governor.
1. Remove the air cleaner covers and air cleaner elements from the air inlets of both turbochargers.
2. Have a person in position near each turbocharger air inlet with a piece of steel plate large enough
to completely cover the turbocharger air inlet.
3. If the engine starts to run too fast or runs out of control, immediately put the steel plates against
the turbocharger air inlet. This will stop the air supply to the engine and the engine will stop.
Ver imagen
26/07/2012 22:24:04
STOPPING THE ENGINE
Fuel Injection Lines
Fuel from the fuel injection pumps is sent through the fuel injection lines to the fuel injection valves.
Each fuel injection line of an engine has a special design and must be installed in a certain location.
When fuel injection lines are removed from an engine, put identification marks or tags on the fuel
lines as they are removed, so they can be put in the correct location when they are installed.
The nuts that hold a fuel injection line to an injection valve and injection pump must be kept tight.
Use a torque wrench and a 5P144 Socket to tighten the fuel line nuts to 30 ± 5 lb.ft. (40 ± 7 N·m).
Locating Top Center Compression Position For No. 1 Piston

5P7307 Engine Turning Tool Group
Ver imagen
5P7307 ENGINE TURNING TOOL

2. 5P7306 Housing. 3. 5P7305 Gear.
No. 1 piston at top center on the compression stroke is the starting point for all timing procedures.
NOTE: The engine is seen from the flywheel end when the direction of crankshaft rotation is given.
Normal direction of crankshaft rotation for standard engines is counterclockwise, and for opposite
rotation engines is clockwise.
1. Remove the valve cover for No. 1 cylinder. The two valves at the front of the right bank are the
intake and exhaust valves for No. 1 cylinder.
2. Remove the timing mark cover from the right side of the flywheel housing.
Ver imagen
26/07/2012 22:24:04
TIMING MARKS ON FLYWHEEL (16 Cylinder Engine Illustrated)

1. Pointer.
3. Remove the starter from the right side of the engine. Install 5P7307 Engine Turning Tool.
NOTE: Put 5P906 Grease in bore of 5P7306 housing before the pinion is installed.
Ver imagen
TIMING MARKS ON FLYWHEEL (8 and 12 Cylinder Engines Illustrated)

1. Pointer.
4. Turn the crankshaft in a direction opposite of normal rotation approximately 30 degrees. The
reason for making this step is to be sure the play is removed from the timing gears when the engine
is put on top center.
5. Turn the crankshaft in the direction of normal rotation until the timing marks on the flywheel are
in alignment with the pointer in the flywheel housing.
NOTE: If the crankshaft is turned beyond the timing mark, turn the crankshaft in the direction
opposite of normal rotation a minimum of 30 degrees before the crankshaft is turned to the timing
mark again.
6. The intake and exhaust valves for No. 1 cylinder will be closed if No. 1 piston is on the
compression stroke. You can move the rocker arms up and down with your hand. If the No. 1 piston
is not on the compression stroke, turn the crankshaft in the direction of normal rotation 360 degrees
and make alignment of the timing mark and the pointer.
Checking Fuel Injection Pump Timing With Timing Pin

1. Put No. 1 piston at top center in the compression position. Make reference to LOCATING TOP
CENTER COMPRESSION POSITION FOR NO. 1 PISTON.
2. Remove timing pin (2) from fuel inlet flange (1) and remove fuel inlet flange.
26/07/2012 22:24:04
Ver imagen
TIMING PIN
1. Fuel inlet flange. 2. Timing pin.
Ver imagen
TIMING PIN LOCATED IN TIMING SLOT (Pump housing removed for better illustration)
2. Timing pin. 3. Timing slot.
3. Turn the timing pin into the timing hole in the fuel injection pump housing. If the timing pin goes
into the timing slot (3) of the fuel pump camshaft, the threads on the timing pin can not be seen.
4. If the timing pin goes into the timing slot of the fuel pump camshaft, the fuel pump camshaft is
correctly in time with the crankshaft. If the timing pin does not go into the timing slot of the fuel
pump camshaft, make reference to TIMING THE CAMSHAFT FOR THE FUEL INJECTION
PUMPS.
Checking Timing By Measuring Timing Dimension (Depth

Micrometer)
6F6922 Micrometer Depth Gauge
1. Put No. 1 piston at top center (TC) in the compression position. Make reference to LOCATING
TOP CENTER COMPRESSION POSITION FOR NO. 1 PISTON.
2. Remove No. 1 fuel injection pump and plunger from the housing. Clean all dirt and paint from the
surface of the fuel injection housing.
Ver imagen
26/07/2012 22:24:04
MEASURING LIFTER DIMENSION (Typical Illustration)

A. Distance to be measured.
Ver imagen
3. Install the 2 to 3 in. shaft in the depth micrometer. Put the depth micrometer on the fuel injection
housing as shown and measure dimension (A). See the chart for the correct ON ENGINE lifter
setting dimensions.
NOTE: If the timing dimension is not correct, check to see if the timing pin will go in the slot of the
fuel pump camshaft. If the timing pin will not fit, make reference to TIMING THE CAMSHAFT
FOR THE FUEL INJECTION PUMPS. If the timing pin does fit, make reference to SETTING
FUEL INJECTION PUMP TIMING DIMENSION: OFF ENGINE.
Checking Timing By Measuring Timing Dimension (Dial

Indicator)
5P4165 Dial Indicator Group8S3158 Indicator3P1565 Collet Clamp5P4156 Base5P4161 Contact
Point, 2.75 in. (69.9 mm) long.5P4158 Gauge 2.00 in. (50.8 mm)5P4159 Gauge stand
2. Remove No. 1 fuel injection pump and plunger from the housing. Clean all dirt and paint from the
surface of the fuel injection housing.
3. Install 3P1565 Collet Clamp in 5P4156 Base. Put 8S3158 Indicator in collet. Be sure the indicator
is against the shoulder in the collet and tighten the nut to prevent the indicator from moving in the
collet. Put 5P4161 Contact Point 2.75 in. (69.9 mm) long on the indicator.
4. The indicator must be adjusted to zero before any measurements are taken. Put 5P4158 Gauge
26/07/2012 22:24:04
2.00 in. (50.8 mm) on the 5P4159 Gauge Stand and put indicator with contact point on the gauge
until the indicator base is even with the gauge. Loosen the screw on the dial clamp and turn dial face
until the zero is in alignment with the larger pointer. Tighten the clamp for the dial. Make a note of
the position of the revolution counter (small pointer). The indicator now reads zero for a
measurement of 2.00 in. (50.8 mm).
Ver imagen
MEASURING TIMING DIMENSION

A. Timing dimension.
5. Put the indicator assembly on the fuel injection housing as shown and measure dimension (A). See
the chart for the correct ON ENGINE lifter setting dimensions.
Ver imagen
26/07/2012 22:24:04
NOTE: If the timing dimension is not correct, check to see if timing pin will go in the slot of the fuel
pump camshaft. If the timing pin will not fit, make reference to TIMING THE CAMSHAFT FOR
THE FUEL INJECTION PUMPS. If the timing pin does fit, make reference to SETTING FUEL
INJECTION PUMP TIMING DIMENSION: OFF ENGINE.
Checking Timing By The Fuel Flow Method

1P540 Flow Checking Tool Group.5P6524 Engine Timing Indicator Group.
9S215 Dial Indicator3P1565 Collet3S3270 Contact Point 1.75 in. (44.5 mm) long3S3264 Rod
7.12 in. (180.9 mm) long5P7265 Adapter
5P7307 Engine Turning Tool Group6V2023 Adapter Group
Ver imagen
MEASURING PISTON TRAVEL

1. 3P1565 Collet. 2. 9S215 Dial Indicator with 3S3270 Contact Point. 3. 5P7265 Adapter. 4. Precombustion chamber. 5.
3S3264 Rod. 6. Inlet port. 7. Piston.
26/07/2012 22:24:04
2. Disconnect the fuel line from No. 1 cylinder fuel injection valve body. Remove the valve body
and the fuel valve from the precombustion chamber.
3. Install 5P7265 Adapter (3) in precombustion chamber (4). Tighten the adapter finger tight only to
prevent damage to the fuel injection valve seat. Put a small amount of oil on 3S3264 Rod (5) and put
the rod in the adapter with the small end down.
4. Install 3P1565 Collet (1) on the adapter. Put the 3S3270 Contact Point on 9S215 Indicator (2) and
put the indicator in the collet.
NOTICE
Do not tighten collet too much or damage to the dial indicator can
result.
Ver imagen
5P6524 ENGINE TIMING INDICATOR GROUP INSTALLED
5. Turn the crankshaft a minimum of 45 degrees in a direction opposite of normal rotation. Slowly
turn the crankshaft in the direction of normal rotation until a maximum reading is seen on the dial
indicator. Adjust the indicator up or down in the collet until the revolution counter is at + .300 in.
(Black Numbers). Tighten the collet to hold the indicator in this position. Loosen the bezel lock and
turn the bezel until the zero on the face of the dial is in alignment with the hand. Tighten the bezel
lock.
6. Slowly turn the crankshaft in the direction of normal rotation until the dial indicator moves
beyond .020 in. Now turn the crankshaft in the opposite direction until the dial indicator is at .020 in.
7. Make a temporary mark on a rotating component (flywheel, vibration damper, or crankshaft

pulley) in relation to a stationary pointer or mark.
NOTICE
Do not use a hammer and punch to mark a vibration damper.
8. Turn the crankshaft in the direction opposite of normal rotation beyond the maximum indicator
reading and beyond .020 in. Now turn the crankshaft in the direction of normal rotation until the dial
indicator is at .020 in.
26/07/2012 22:24:04
9. Make a second temporary mark on the rotating component in relation to the stationary pointer or
mark. Now make a mark on the rotating component that is one-half the distance between the two
temporary marks. This mark is the point of most accuracy for top center No. 1 piston.
10. Turn the crankshaft in the direction opposite of normal rotation approximately 45 degrees and
then turn the crankshaft in the opposite direction to the top center mark that was made in Step 9. If
needed adjust the dial indicator as in Step 5.
11. Turn the crankshaft in the direction opposite of normal rotation approximately 45 degrees. Move
the governor control to the full load position.
12. Connect hose (15) from the fuel pressure tank (16) to the fuel pressure gauge connection on the
left side of the fuel filter housing. Disconnect fuel return line (17) at the fuel control valve and install
a plug. Disconnect the fuel line from No. 1 fuel injection pump.
13. Install 6V2023 Adapter Group on No. 1 injection pump.
a. Turn fitting (8) so that less than .2 in. (5 mm) of pin (14) is extended.
b. Remove tube (13). Put the adapter group in position on No. 1 injection pump. Tighten nut
(11) to 30 lb. ft. (40 N·m) maximum.
c. Push washer (10) against adapter (12). Tighten nut (9) finger tight. Install tube (13) on the
adapter group.
14. Fill tank assembly (16) with 1 gallon (3.8 liter) of clean diesel fuel. Keep the pressure in the tank
at 15 psi (105 kPa) by the use of the hand pump or shop air pressure.
NOTICE
If shop air is used, make an adjustment to the regulator so the air
pressure in the tank is a maximum of 15 psi (105 kPa).
15. With fuel pressure to the fuel injection housing, slowly turn the crankshaft in the direction of
normal rotation. When the fuel flow from the tube is 6 to 12 drops per minute, stop turning the
crankshaft. This is the point of inlet port (6) closing.
Ver imagen
6V2023 ADAPTER GROUP

8. Fitting. 9. Nut. 10. Washer. 11. Nut. 12. Adapter. 13. Tube. 14. Pin.
26/07/2012 22:24:04
Ver imagen
1P540 FLOW CHECKING TOOL GROUP

15. 5J4634 Hose Assembly. 16. Tank assembly.
Ver imagen
5J4634 HOSE ASSEMBLY INSTALLED

15. 5J4634 Hose assembly. 17. Fuel return line.
16. Use the chart to change the indicator reading to timing angle. The timing must be within ± 1
degree of the specified timing angle.
Ver imagen
NOTE: If the timing of the fuel system is different than the correct timing dimension given in the
26/07/2012 22:24:04
chart, make reference to TIMING THE CAMSHAFT FOR THE FUEL INJECTION PUMP.
Timing The Camshaft For The Fuel Injection Pumps

9S6054 Socket
NOTE: The fuel pump camshaft timing gear (1) has a puller attached. The puller is used to loosen or
tighten the gear on the drive shaft. The puller has puller bolt (3), collar (6), and plate (2). The puller
bolt is held in the plate by the collar which is welded to the bolt. The plate is fastened to the gear
with bolts. When the puller bolt is turned counterclockwise, the collar pushes against the plate and
pulls the gear from shaft (4). When the puller bolt is turned clockwise, the bolt head pushes on the
plate and pushes the gear on the shaft.
Ver imagen
CAMSHAFT GEAR ASSEMBLY

1. Camshaft gear. 2. Plate. 3. Puller bolt. 4. Shaft. 5. Lock. 6. Collar.
2. Remove the pipe plug between the aftercooler supports on the flywheel housing. Bend lock (5)
from puller bolt (3) and turn puller bolt to loosen gear (1) from shaft (4).
26/07/2012 22:24:04
3. Remove timing pin (7) and the fuel inlet flange.
Ver imagen
TIMING PIN IN TIMING SLOT OF CAMSHAFT

7. Timing pin. 10. Timing slot.
4. Install the timing pin finger tight.
5. Remove the breather from the front of the fuel injection housing.
6. Use a 9S6054 Socket and ratchet wrench (8) to turn the fuel pump camshaft. Put the socket and
wrench on the end of the fuel pump camshaft and turn the camshaft until timing slot (10) is at the
top. Tighten the timing pin into the timing slot.
Ver imagen
TIMING THE FUEL INJECTION PUMP CAMSHAFT

7. Timing pin. 8. Ratchet wrench handle (3/4 in. drive). 9. Breather opening.
7. Tighten the camshaft puller bolt (3) to push the gear on the shaft. Tighten bolt (3) to a torque of
265 ± 35 lb.ft. (360 ± 45 N·m). Bend the lock to the bolt.
8. Remove the timing pin and turn the crankshaft two revolutions in the direction of normal rotation
until the engine is again at top center (TC) compression position for No. 1 piston.
9. Install the timing pin. If the timing pin engages with the timing slot in the camshaft, the timing is
correct. If the timing pin does not engage with the timing slot, the timing is not correct and Steps 1
thru 8 must be done again.
10. Remove the timing pin. Install the breather, pipe plug in flywheel housing, fuel inlet flange, and
the timing pin.
26/07/2012 22:24:04
Setting Fuel Injection Pump Timing Dimension: Off Engine

5P6600 Off Engine Lifter Setting Tool Group5P4165 Dial Indicator Group or6F6922 Depth
Micrometer
Ver imagen
5P6600 OFF ENGINE LIFTER SETTING TOOL GROUP

1. 1P7410 Plate. 2. 5P6564 Shaft. 3. 1P7415 Pointer. 4. S1594 Bolt. 5. 2S6160 Washer. 6. S509 Bolt. 7. 9M4568
Wrench. 8. 9M4567 Wrench.
The fuel injection pump housing must be removed from the engine for the procedure that follows:
1. Remove the fuel injection pumps from fuel injection pump housing. Make reference to FUEL
INJECTION SERVICE; Removal of Injection Pump. Clean the top surface of the housing of all
paint and dirt.
2. Check the direction of rotation of the fuel pump camshaft. For an engine with standard rotation,
the "F" mark and arrow on the end of the fuel pump camshaft will be at the front end of the pump
housing. For an engine with opposite rotation the "F" mark and arrow on the end of the fuel pump
camshaft will be at the rear end of the pump housing.
3. Install timing plate (1) on shaft (2) with bolt (6) and washer (5). Put the timing plate and shaft on
the fuel pump camshaft at the rear of the pump housing. The key in shaft (2) must be in alignment
and engage in the slot in the camshaft.
4. Install pointer (3) over the dowel in the top of the pump housing at the rear. Install the bolt (4).
5. In the chart, find the timing plate setting for the lifter that is to be set. Turn the timing plate to this
setting in the direction of camshaft rotation. The direction of camshaft rotation as seen from the rear
of the pump housing is counterclockwise for standard rotation engines and is clockwise for opposite
rotation engines. The degree marking on the timing plate must be in alignment with the inside edge
(9) of pointer (3).
Ver imagen
26/07/2012 22:24:04
TOOLS INSTALLED
1. 1P7410 Plate. 3. 1P7415 Pointer. 9. Edge of pointer. A. Timing dimension to be measured.
6. Use the 6F6922 Depth Micrometer or the 5P4165 Dial Indicator Group and measure timing
dimension (A). Timing dimension (A) is the distance from the top surface of the fuel pump housing
to the fuel pump plunger contact surface in the yoke of the lifter. The measurement for timing
dimension (A) is 2.1565 ± .0005 in. (54.775 ± 0.013 mm) for all engines. Use wrenches (7) and (8)
to adjust the yoke of the lifter to the correct timing dimension.
The fuel injection pumps are numbered in order from front to rear on all engines
Ver imagen
26/07/2012 22:24:04
7. Set each lifter in the firing order (injection sequence) of the engine. Make reference to the CHART
FOR FIRING ORDER. Check the timing dimension for each lifter again after an adjustment has
been made and the locknut tightened.
Ver imagen
5P4165 DIAL INDICATOR GROUP INSTALLED

A. Timing Dimension.
26/07/2012 22:24:04
Ver imagen
Compensating Adjustment
Although the governor may appear to be operating satisfactorily at no load, high overspeeds and
underspeeds after load changes and slow return to normal speed are the results of incorrect
compensation adjustments.
Make compensating adjustments after the temperature of the engine and the oil in the governor have
reached normal operating values and with the engine running at no load conditions.
Ver imagen
26/07/2012 22:24:04
UG8 DIAL GOVERNOR

1. Nut. 2. Compensation pointer. 3. Plug.
1. Loosen the nut that holds the compensation pointer and move the pointer up as far as it will go.
Tighten the nut.
2. Remove the plug from the base of the governor.
3. Use a wide blade screwdriver and engage the wide screwdriver slot in the needle valve. Turn the
needle valve three or more turns in a counterclockwise direction.
4. Let the engine surge for approximately 30 seconds to help remove air from the governor.
5. Loosen the nut that holds the compensation pointer and move the pointer down as far as it will go.
Tighten the nut.
6. Slowly turn the needle valve in a clockwise direction until the engine does not surge.
7. Check the number of turns the needle valve is open. To find the number of turns the needle valve
is open, close the valve completely and make a note of the number of turns needed to close the valve.
8. Open the needle valve to the same position at which the engine did not surge.
9. Move the governor linkage to change the engine speed. If the engine does not surge, and the
needle valve is 1/2 to 3/4 of a turn open, the governor adjustment is correct. Install the plug in the
base. If the needle valve is more than 3/4 of a turn open, do the steps that follow.
10. Loosen the nut that holds the compensation pointer and move the pointer up two marks on the
pointer scale.
11. Turn the needle valve three or more turns in a counterclockwise direction.
12. Let the engine surge for approximately 30 seconds to help remove air from the governor.
13. Slowly turn the needle valve in a clockwise direction until the engine does not surge.
14. Check the number of turns the needle valve is open. To find the number of turns the needle valve
is open, close the valve completely and make a note of the number of turns needed to close the valve.
15. Open the needle valve to the same position at which the engine did not surge.
16. Move the governor linkage to change the engine speed.
If the engine does not surge, and the needle valve is 1/2 to 3/4 of a turn open, the governor
adjustment is correct. Install the plug in the base. If the needle valve is more than 3/4 of a turn open
do Steps 10 thru 16 again.
A needle valve that is opened less than 1/2 turn will cause the engine to be slow to return to normal
speed after a load change.
If the compensation pointer is too far toward the maximum position, the engine speed change will be
too great when the load changes.
26/07/2012 22:24:04
High Idle Speed Adjustment

Connect a tachometer with good accuracy to the engine. Make reference to MEASURING ENGINE
SPEED.
1. Start the engine and run to get the engine to the normal temperature of operation.
2. Use synchronizer control knob (5) to adjust the engine speed and check the high idle speed stop
adjustment.
Ver imagen
GOVERNOR ADJUSTMENTS (Typical Example)

1. Terminal lever. 2. Idler gear. 3. Load limit control. 4. Linkage. 5. Synchronizer control knob. 6. Gear. 7. Synchronizer
indicator knob.
3. If the high idle speed is not correct, remove the dial plate.
NOTE: Make reference to the FUEL SETTING INFORMATION for the correct high idle speed.
4. Loosen the setscrew on synchronizer indicator knob (7), remove tapered pin if equipped and
remove the knob.
5. Pull gear (6) out of mesh with idler gear (2). Turn synchronizer control knob (5) until the correct
high idle speed is reached.
6. To set the high idle speed stop, turn gear (6) clockwise until the stop pin on the gear makes contact
with idler gear (2). Push gear (6) into mesh with idler gear (2).
7. Turn the synchronizer control knob counterclockwise to change the engine speed. Now turn the
knob to the high idle stop and check the high idle adjustment.
8. Install the synchronizer indicator knob and the dial plate.
NOTE: Low idle speed is not adjustable, but will change as high idle adjustment is made. If low idle
is not correct, an increase in high idle speed will increase low idle speed, and a decrease in high idle
speed will decrease low idle speed.
26/07/2012 22:24:04
Fuel Rack Adjustment

9S240 Rack Positioning Tool Group.
Ver imagen
RACK POSITIONING TOOLS

1. 9S227 Bracket Group. 2. 8S2283 Dial Indicator. 3. 8S3675 Contact Point .125 in. (3.18 mm) long.
1. Remove timing pin (4), clamp (5), and the plug and seal behind the clamp.
Ver imagen
TIMING PIN AND CLAMP

4. Timing pin. 5. Clamp.
2. Fasten bracket (1) to the fuel pump housing.
Ver imagen
BRACKET INSTALLED
1. Bracket.
3. Turn the governor load limit knob to ten and install dial indicator (2) with contact point (3) on
26/07/2012 22:24:04
bracket (1).
NOTICE
Do not force the governor linkage toward increased fuel unless the load
limit knob is turned to TEN. The result will be damage to the governor.
Ver imagen
DIAL INDICATOR INSTALLED

1. Bracket. 2. Dial indicator. 6. Spacer.
4. Put spacer (6) between the flange on the rod and the bracket. Push the flange toward the fuel pump
housing to hold the spacer tight. Adjust the dial indicator so that the revolution counter is at zero.
Tighten the clamp for the indicator. Turn the dial of the indicator until the zero is in alignment with
the hand. Remove the spacer.
5. Use the lever on the governor terminal shaft to move the fuel rack to the FUEL ON position until
contact is made with the adjustment stop screw.
6. Read the rack travel measurement on the dial indicator and compare with the measurement given
in the FUEL SETTING INFORMATION.
7. To adjust the rack travel, cut lockwire (7) and remove cover (8). Loosen the adjustment screw
locknut and move lock free of pin.
Ver imagen
COVER FOR RACK ADJUSTING SCREW

7. Lockwire. 8. Cover.
8. Turn the adjustment screw counterclockwise to increase the fuel rack travel or clockwise to
decrease rack travel. When the fuel rack is adjusted correctly, move the lock to engage the nearest
26/07/2012 22:24:04
notch with the pin. Tighten the locknut and install the cover and lockwire and seal.
Governor Linkage Adjustment

1P2385 Protractor Tool.
The three basic ways to use the 1P2385 Protractor Tool are shown:
I. Vertical housing face to lever angle.

II. Horizontal or level or lever angle.
III. Lever to lever angle.
Ver imagen
1P2385 PROTRACTOR TOOL USAGE

A. Angle setting indicator. B. Protractor plate edge aligned with lever. C. Vertical housing face and extension arm
alignment. D. Level bubble. E. Angle setting indicator. F. Extension arm aligned with lever. G. Extension arm aligned
with lever. H. Plate edge aligned with second lever. I. Angle setting indicator.
1. Turn governor terminal shaft to the FUEL-OFF position and install lever (1) on the shaft at the
angle shown.
2. Install lever (3) with the rack in the FUEL-OFF position at the angle shown.
3. With both levers at the FUEL-OFF position, adjust linkage (2) and install on the levers.
Ver imagen
26/07/2012 22:24:04
GOVERNOR LINKAGE ADJUSTMENT

1. Governor lever. 2. Linkage. 3. Lever.
Measuring Engine Speed

5P2150 Engine Horsepower Meter or4S6553 Instrument Group or1P5500 Portable Phototach Group.
Ver imagen
5P2150 ENGINE HORSEPOWER METER
The 5P2150 Engine Horsepower Meter can measure engine speed from the tachometer drive on the
engine. Special Instruction Form No. SMHS7050 has instructions for its use.
Special Instruction Form No. SEHS7341 is with the 4S6553 Engine Test Group and gives
instructions for the test procedure.
Ver imagen
26/07/2012 22:24:04
4S6553 INSTRUMENT GROUP

1. Differential pressure gauges. 2. Zero adjustment screw. 3. Lid. 4. Pressure gauge. 5. Pressure tap fitting. 6.
Tachometer. 7. Manifold pressure gauge.
The 1P5500 Portable Phototach Group can measure engine speed from the tachometer drive on the
engine. It also has the ability to measure engine speed from visual engine parts in rotation. Special
Instruction Form No. SMHS7015 has instructions for its use.
Ver imagen
1P5500 PORTABLE PHOTOTACH GROUP
Camshaft Cluster Gear Installation

1. Install the small cluster gear (2), the thrust washer and the retainer and tighten to torque of 60 to
70 lb.ft. (80 to 95 N·m).
NOTE: Make sure the No. 1 piston is at top center on the compression stroke.
2. Mark the cluster gear C-mark and the crankshaft gear punch marked tooth with chalk. The back of
the gears can be marked for checking with a mirror after installation.
Ver imagen
26/07/2012 22:24:04
INSTALLING CLUSTER GEAR

1. Large cluster gear. 2. Small cluster gear. 3. Retainer. 4. A-marks. 5. Dowel. 6. Alignment mark for flywheel
installation. 7. Hole in crankshaft flange.
3. Install a large cluster gear (1) so the C-mark on the cluster gear is in alignment with the punch
marks on the tooth of the crankshaft gear. Do this by looking through the hole (7) in the crankshaft
flange.
4. On 8 cylinder engines, tilt the large cluster gear and turn the balancer gear until the A-marks (4)
are in alignment.
5. With the timing marks in alignment, slide the large cluster gear over the dowel (5) in the small
cluster gear and install the mounting bolts.
Ver imagen
CHECKING ALIGNMENT WITH MIRROR AND CHALK ON BACK OF GEARS
Timing Balancer Gear In Accessory Drive (D379B Only)

NOTE: The gears of the accessory drive for 12 and 16 cylinder engines do not need to be timed.
V-8 Engines With Standard Rotation
Install the main idler gear with the "C" mark in alignment with the tooth of the crankshaft gear that
has four, five or six punch marks. Also, the "B" mark on the main idler gear must be in alignment
with the "B" mark on the balancer gear.
Ver imagen
26/07/2012 22:24:04
SAE STANDARD ROTATION 8 CYLINDER ENGINE
V-8 Engines With Opposite Rotation
Install the idler gear with one of the "R" marks in alignment between two teeth on the crankshaft
gear that have two punch marks on each tooth.
The other "R" mark on the idler gear must be in alignment with the "R" mark on the balancer gear.
Ver imagen
SAE OPPOSITE ROTATION 8 CYLINDER ENGINE
Air Inlet And Exhaust System

Restriction Of Air Inlet And Exhaust
There will be a reduction of horsepower and efficiency of the engine if there is a restriction in the air
inlet or exhaust system.
Air flow through the air cleaner must not have a restriction (negative pressure difference
measurement between atmospheric air and air that has gone through air cleaner) of more than 30 in.
(762 mm) of water.
Back pressure from the exhaust (pressure difference measurement between exhaust at outlet elbow
and atmospheric air) must not be more than 27 in. (685 mm) of water.
Measurement Of Pressure In Inlet Manifold

The efficiency of an engine can be checked by making a comparison of the pressure in the inlet
manifold with the information given in the FUEL SETTING INFORMATION. This test is used
when there is a decrease of horsepower from the engine, yet there is no real sign of a problem with
the engine.
The correct pressure for the inlet manifold is given in the FUEL SETTING INFORMATION.
26/07/2012 22:24:04
Development of this information is done with these conditions.
a. 29.4 in. (747 mm) of mercury barometric pressure.

b. 85° F (29° C) outside air temperature.
c. 35 API rated fuel.
Any change from these conditions can change the pressure in the inlet manifold. Outside air that has
higher temperature and lower barometric pressure than given above will cause a lower horsepower
and a lower inlet manifold pressure measurement than given in the FUEL SETTING
INFORMATION. Outside air that has a lower temperature and a higher barometric pressure will
cause higher horsepower and a higher inlet manifold pressure measurement.
A difference in fuel rating will also change horsepower and the pressure in the inlet manifold. If the
fuel is rated above 35 API, pressure in the inlet manifold can be less than given in the FUEL
SETTING INFORMATION. If the fuel is rated below 35 API, the pressure in the inlet manifold can
be more than given in the FUEL SETTING INFORMATION. BE SURE THAT THE AIR INLET
AND EXHAUST DO NOT HAVE A RESTRICTION WHEN MAKING A CHECK OF
PRESSURE IN THE INLET MANIFOLD.
Use the 6V3150 Engine Pressure Group to check the pressure in the inlet manifold.
Ver imagen
6V3150 ENGINE PRESSURE GROUP

1. Differential pressure gauges. 2. Zero adjustment screw. 3. Pressure gauge 0 to 1100 kPa (0 to 160 psi). 4. Pressure tap.
5. Pressure gauge 0 to 415 kPa (0 to 60 psi).
This tool group has a gauge to read pressure in the inlet manifold. Special Instruction Form No.
SEHS7851 is with the tool group and gives information on the use of the group.
Measurement Of Exhaust Temperatures

Ver imagen
26/07/2012 22:24:04
1P3060 PYROMETER GROUP
Use the 1P3060 Pyrometer Group to check exhaust temperature. Special Instruction Form No.
SMHS7179 is with the tool group and gives instructions for the test procedure.
Water Directors
There are eight water directors (1) pressed into each cylinder head to direct the flow of coolant. On
the exhaust side, coolant is directed toward the precombustion chambers and the exhaust valve ports;
and on the inlet side, toward the other side of the valve ports, as indicated by the V-marks.
Ver imagen
WATER DIRECTORS
1. Water director. 2. Ferrule. 3. Seal.
Water directors are pressed into place in the heads after aligning the notch on the director with the V-
mark on the head.
Replacement type seals (3) and ferrule (2) go between the head and top of the block. Put soap on the
inner surface of the seal and place the groove in the seal over the ridge on the ferrule before
installing. Use the FT117 Seal and Ferrule Assembly Tool to install the seal on the ferrule.
Ver imagen
26/07/2012 22:24:04
FT117 SEAL AND FERRULE ASSEMBLY TOOL
4. 5H3182 Pin.
5. 2A3672 Spring.
6. Flat Washer.
7. Chain.
8. Upper Rod
9. Connecting Pin.
10. Bracket.
11. Connecting Joint.
12. Lower Rod.
13. Base.
A. Rubber Seals.
B. Ferrule.
Checking Aftercooler Operation

Use the 9S9102 Thermistor Thermometer Group to check the operation of the aftercooler.
Special Instruction Form No. SMHS7140 gives the procedures for using the 9S9102 Thermistor
Thermometer Group.
Special Instruction Form No. GEG01024 gives the operating conditions for engines with
watercooled aftercoolers.
NOTE: These conditions are for engines on dynamometer tests but the operating ranges are
approximately the same.
26/07/2012 22:24:04
Ver imagen
9S9102 THERMISTOR THERMOMETER GROUP
Turbocharger
Every 7200 hours or if any unusual sound or vibration in the turbocharger is noticed, a quick check
of bearing condition can be made without disassembling the turbocharger. This can be done by
removing the piping from the turbocharger and inspecting the compressor impeller, turbine wheel
and compressor cover. Rotate the compressor and turbine wheel assembly by hand and observe by
feeling excess end play and radial clearance. The rotating assembly should rotate freely with no
rubbing or binding. If there is any indication of the impeller rubbing the compressor cover or the
turbine wheel rubbing the turbine housing, recondition the turbocharger or replace with a new or
rebuilt one.
End clearance is best checked with a dial indicator. Attach a dial indicator with the indicator point on
the end of the shaft. Move the shaft from end to end making note of the total indicator reading.
End play for 4FD and 4HD Turbochargers should be .004 to .006 in. (0.10 to 0.15 mm). End play for
F302 Turbochargers should be .003 to .006 in. (0.076 to 0.152 mm). If end play is more than the
maximum end play rebuild or replace the turbocharger. End play less than the minimum end play
could indicate carbon build up on the turbine wheel and should be disassembled for cleaning and
inspection.
Ver imagen
CHECKING TURBOCHARGER ROTATING ASSEMBLY END PLAY (Typical Example)
A more reliable check of bearing condition can be made only when the turbocharger is disassembled
and the bearings, shaft journal and housing bore diameters can actually be measured.
Ver imagen
26/07/2012 22:24:04
CHECKING TURBOCHARGER RADIAL CLEARANCE (Typical Example)
Radial clearance can also be checked with a dial indicator. Remove the oil return line from the
turbocharger. Attach a dial indicator with an extension indicator point long enough to contact the
shaft through the oil return hole. Make sure the contact point is centered on the shaft (highest
indicator reading). Raise both ends of the shaft all the way then push down in the opposite direction.
Total movement of the indicator should be between .004 in. (0.10 mm) and .009 in. (0.23 mm). If
radial clearance exceeds .009 in. (0.23 mm) or minimum clearance is under .004 in. (0.10 mm), the
turbocharger should be disassembled and the bearings checked.
NOTE: Care must be taken not to cock the shaft or a false reading will be obtained.
Crankcase (Crankshaft Compartment) Pressure

Pistons or rings that have damage can be the cause of too much pressure in the crankcase. This
condition will cause the engine to run rough. There will also be more than the normal amount of
fumes coming from the crankcase breather. This crankcase pressure can also cause the element for
the crankcase breather to have a restriction in a very short time. It can also be the cause of oil leakage
at gaskets and seals that would not normally have leakage.
Compression
An engine that runs rough can have a leak at the valves, or have valves that need adjustment. Use the
test that follows for a fast and easy method to find a cylinder that has low compression, or does not
have good fuel combustion. Find the speed that the engine runs the roughest, and keep the engine at
this rpm until the test is finished. Loosen a fuel line nut at fuel injection pump to stop the flow of fuel
to that cylinder. Do this for each cylinder until a loosened fuel line is found that makes no difference
in engine performance. Be sure to tighten each fuel line nut after the test before the next fuel line nut
is loosened. This test can also be an indication that the fuel injection is wrong, so the cylinder will
have to be checked thoroughly.
A cylinder leakage test that uses air pressure in the cylinder can be used to indicate the condition of
the piston rings, valves, and valve seats. Make reference to Special Instruction Form No. GMG-
00694 for a list of tools needed and the test procedure. Removal of the head and inspection of the
valves and valve seats is necessary to find those small defects that do not normally cause a problem.
Repair of these problems is normally done when reconditioning the engine.
Cylinder Head
The cylinder head has valves, valve seat inserts, and valve guides that can be removed when they are
worn or have damage. Replacement of these components can be made with the tools that follow.
Valves
The illustration shows the 5S1330 Valve Spring Compressor Assembly with the 5S1329 Jaw (1) to
26/07/2012 22:24:04
put the valve spring under compression. When installing the valve keepers, use the 5S1322 Valve
Keeper Installer (2) with the compressor assembly.
Ver imagen
COMPRESSING VALVE SPRINGS

1. 5S1329 Jaw. 2. 5S1322 Valve Keeper Installer.
Valve Seat Inserts
Tools needed to remove and install seat inserts are in the 9S3080 Valve Insert Puller Group. Special
Instruction Form No. GMG02114 gives an explanation for this procedure. For easier installation,
lower the temperature of the insert before it is installed in the head.
Valve Guides
The intake and exhaust valves operate in replacement type valve guides. After the valves have been
removed, clean the valve stems and valve guides. Use the 5P3536 Valve Guide Measuring Group to
check the valve guides for wear. Instructions are in Special Instruction Form No. GMG02562.
The 4H446 Driver and 5P1726 Bushing is used for installation of new valve guides.
Procedure For Measuring Camshaft Lobes

To find lobe lift, use the procedure that follows:
A. Measure camshaft lobe height (B) of one exhaust and one intake lobe.
B. Measure base circle (C) of one exhaust and one intake lobe.
C. Subtract base circle (STEP B) from lobe height (STEP A). The difference is actual lobe lift (A).
D. Specified camshaft lobe lift (A) is .4030 in. (10.236 mm).
Maximum permissible difference between actual lobe lift (STEP C) and specified lobe lift (STEP D)
is .025 in. (0.64 mm).
Ver imagen
26/07/2012 22:24:04
CAMSHAFT LOBE
A. Lobe lift. B. Lobe height. C. Base circle.
Valve Clearance
Valve lash is checked and adjusted with the engine stopped.
NOTE: When the valve lash (clearance) is checked, adjustment is NOT NECESSARY if the
measurement is in the range given in the chart for VALVE CLEARANCE CHECK: ENGINE
STOPPED. If the measurement is outside this range, adjustment is necessary. See the chart for
VALVE CLEARANCE SETTING: ENGINE STOPPED, and make the setting to the nominal
(desired) specifications in this chart.
Ver imagen
To make an adjustment to the valve clearance, loosen the locknut on the adjustment screw. Turn the
adjustment screw to get the correct clearance shown in the chart VALVE CLEARANCE SETTING:
26/07/2012 22:24:04
ENGINE STOPPED. Hold the adjustment screw and tighten the locknut to 40 ± 5 lb.ft. (55 ± 7
N·m). Recheck the valve clearance. Valve clearance adjustment can be made by using the procedure
that follows:
1. Determine the normal direction of crankshaft rotation. See the decal on the flywheel housing.
Ver imagen
FLYWHEEL ROTATION DECAL
2. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to LOCATING
Ver imagen
ADJUSTING VALVE LASH
3. With No. 1 piston at top center of the compression stroke, adjust the clearance for the valves
shown in the chart NO. 1 PISTON ON COMPRESSION STROKE.
4. Turn the crankshaft one revolution in the direction of normal rotation and align the pointer and the
TC1 mark on the flywheel. The engine now is at top center exhaust stroke No. 1 piston.
5. With No. 1 piston at top center on the exhaust stroke, adjust the clearance for the valves shown in
the chart NO. 1 PISTON ON EXHAUST STROKE.
Ver imagen
26/07/2012 22:24:04
Ver imagen
Ver imagen
Ver imagen
26/07/2012 22:24:04
Ver imagen
CYLINDER AND VALVE LOCATION
Lubrication System
One of the problems in the list that follows will generally be an indication of a problem in the
lubrication system for the engine.
TOO MUCH OIL CONSUMPTION
OIL PRESSURE IS LOW
OIL PRESSURE IS HIGH
TOO MUCH BEARING WEAR
26/07/2012 22:24:04
Too Much Oil Consumption

Oil Leakage on Outside of Engine
Check for leakage at the seals at each end of the crankshaft. Look for leakage at the oil pan gasket
and all lubrication system connections. Check to see if oil comes out of the crankcase breather. This
can be caused by combustion gas leakage around the pistons. A dirty crankcase breather will cause
high pressure in the crankcase, and this will cause gasket and seal leakage.
Oil Leakage Into Combustion Area of Cylinders
Oil leakage into the combustion area of the cylinders can be the cause of blue smoke. There are four
possible ways for oil leakage into the combustion area of the cylinders:
1. Oil leakage between worn valve guides and valve stems.
2. Worn or damaged piston rings, or dirty oil return holes.
3. Compression ring not installed correctly.
4. Oil leakage past the seal rings in the impeller end of the turbocharger shaft.
Too much oil consumption can also be the result if oil with the wrong viscosity is used. Oil with a
thin viscosity can be caused by fuel leakage into the crankcase, or by increased engine temperature.
Measuring Engine Oil Pressure

5P6225 Hydraulic Test Box.9S9102 Thermister Thermometer Group.
An oil pressure gauge that has a defect can give an indication of low oil pressure.
An 8M2744 Oil Pressure Gauge which is part of the 5P6225 Hydraulic Test Box can be used to
check oil pressure in the system.
Ver imagen
This procedure must be followed exactly for the pressure readings to have any value for comparison
with Engine Oil Pressure Chart.
26/07/2012 22:24:04
1. Be sure that the engine is filled to the correct level with SAE 30 oil. If any other viscosity of oil is
used, the information in the Engine Oil Pressure Chart does not apply.
Ver imagen
5P6225 HYDRAULIC TEST BOX
2. Connect the 8M2744 Gauge from the 5P6225 Hydraulic Test Box to one of the ports in the back
side of the governor or governor drive housing. Remove the pipe plug on the oil outlet elbow on the
oil cooler and install a probe from the 9S9102 Thermistor Thermometer Group.
3. Start the engine and run to get the oil temperature to 200 ± 10° F (93 ± 6° C).
4. Keep the oil temperature constant with the engine speed at 1200 rpm. Make a comparison of the
gauge reading and the chart.
If the results do not fall within the pressure range given in the chart, find the cause and correct it.
Engine failure or a reduction in engine life can be the result if engine operation is continued with oil
manifold pressure outside this range.
Oil Pressure Is Low

Crankcase Oil Level
Check the level of the oil in the crankcase. Add oil if needed. It is possible for the oil level to be too
far below the oil pump supply tube. This will cause the oil pump to not have the ability to supply
enough lubrication to the engine components.
Oil Pump Does Not Work Correctly
The inlet screen of the supply tube for the oil pump can have a restriction. This will cause cavitation
(low pressure bubbles suddenly made in liquids by mechanical forces) and a loss of oil pressure. Air
leakage in the supply side of the oil pump will also cause cavitation and loss of oil pressure. If the
bypass valve for the oil pump is held in the open (unseated) position, the lubrication system can not
get to maximum pressure. Oil pump gears that have too much wear will cause a reduction in oil
pressure.
Oil Filter and Bypass Valve
As the oil filters become filled with dirt, a reduction of engine oil pressure will be seen until oil filter
bypass valve (1) opens. When the bypass valve opens, unfiltered oil will go through the engine.
26/07/2012 22:24:04
When the oil pressure on the clean side (inside) of the elements becomes 12 to 15 psi (85 to 105 kPa)
less than the oil pressure to the unfiltered side (outside) of the elements, filter condition indicator (2)
will move up approximately half way. This shows that the oil filter elements must be changed.
Ver imagen
OIL FILTER BYPASS VALVE

1. Valve.
Ver imagen
FILTER CONDITION INDICATOR

2. Filter condition indicator.
Too Much Clearance at Engine Bearings or Open, Broken or Disconnected Oil Line
or Passage in Lubrication System
Components that are worn and have too much bearing clearance can cause oil pressure to be low.
Low oil pressure can also be caused by an oil line or oil passage that is open, broken or
disconnected.
Oil Cooler
Look for a restriction in the oil passages of the oil cooler.
26/07/2012 22:24:04
If the oil cooler has a restriction the oil temperature will be higher than normal when the engine is
running. The oil pressure of the engine will become low if the oil cooler has a restriction.
Oil Pressure Is High

Oil pressure will be high if the pressure regulating valve for the oil pump can not move from the
closed position.
Too Much Bearing Wear

When some components of the engine show bearing wear in a short time, the cause can be a
restriction in an oil passage. A broken oil passage can also be the cause.
If the gauge for oil pressure shows the correct oil pressure, but a component is worn because it is not
getting enough lubrication, look at the passage for oil supply to that component. A restriction in a
supply passage will not let enough lubrication get to a component and this will cause early wear.
Turbocharger Lubrication Valve (D379B and D398B Engines)

When the gauge for oil pressure shows the correct oil pressure and bearing failure or wear is present
in both turbochargers, check the operation of the turbocharger lubrication valve. The valve can be
open and allow unfiltered oil to constantly lubricate the turbocharger.
Ver imagen
TURBOCHARGER LUBRICATION VALVE AT RIGHT REAR OF ENGINE
Cooling System
The engine has a pressure type cooling system. A pressure type cooling system gives two
advantages. The first advantage is that the cooling system can operate at a temperature that is higher
than the normal point where water changes to steam. The second advantage is that this type system
prevents cavitation (air in inlet of pump) in the water pump. With this type system it is more difficult
to have an air or steam pocket in the cooling system.
The cause for an engine getting too hot is generally because regular inspections of the cooling
system were not done. Make a visual inspection of the cooling system before a test is made with test
equipment.
Visual Inspection Of The Cooling System
26/07/2012 22:24:04
1. Check coolant level in the cooling system.
2. Look for leaks in the system.
3. Look for bent radiator fins. Be sure that air flow through the radiator does not have a restriction.
4. Inspect the drive for the fan.
5. Check for damage to the fan blades.
6. Look for air or combustion gas in the cooling system.
7. Inspect the pressure relief valve and the sealing surface of the filler cap. The sealing surface must
be clean.
8. Look for large amounts of dirt in the radiator core and on the engine.
Testing The Cooling System

Remember that temperature and pressure work together. When making a diagnosis of a cooling
system problem, temperature and pressure must both be checked. Cooling system pressure will have
an effect on cooling system temperatures. For an example, look at the chart to see the effect of
pressure and the height above sea level on the boiling point (steam) of water.
Ver imagen
Test Tools for Cooling System
9S9102 Thermistor Thermometer Group.9S7373 Air Meter Group.1P5500 Portable Phototach

Group.9S8140 Cooling System Pressurizing Pump Group.
Ver imagen
26/07/2012 22:24:04
9S9102 THERMISTOR THERMOMETER GROUP
The 9S9102 Thermistor Thermometer Group is used in the diagnosis of heating problems. The
testing procedure is in Special Instruction Form No. SMHS7140.
The 9S7373 Air Meter Group is used to check the air flow through the radiator core. The testing
procedure is in Special Instruction Form No. SMHS7063.
Ver imagen
9S7373 AIR METER GROUP
Ver imagen
1P5500 PORTABLE PHOTOTACH GROUP
The 1P5500 Portable Phototach Group is used to check the fan speed. The testing procedure is in
Special Instruction Form No. SMHS7015.
Ver imagen
26/07/2012 22:24:04
9S8140 COOLING SYSTEM PRESSURIZING PUMP GROUP
The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and pressure
relief valves, and to pressure check the cooling system for leaks.
Pressure Cap
One cause for a pressure loss in the cooling system can be a bad seal on the pressure cap of the
system. Inspect the pressure cap carefully. Look for damage to the seal or the sealing surface. Any
foreign material or deposits on the cap, seal or sealing surface must be removed.
Ver imagen
SCHEMATIC OF PRESSURE CAP

A. Sealing surface of cap and radiator.
To check the pressure cap for the pressure that makes the pressure cap open, use the following
procedure:
1. Remove the pressure cap from the radiator.
26/07/2012 22:24:04
Always stop the engine to inspect the cooling system. Loosen the
pressure cap to the first stop and let the pressure out of the cooling
system, then remove the pressure cap. Hot coolant and steam can cause
personal injury. Let coolant become cool before it is drained.
2. Put the pressure cap on the 9S8140 Cooling System Pressurizing Pump Group.
3. Look at the gauge for the exact pressure that makes the pressure cap open.
4. Make a comparison of the reading on the gauge with the correct pressure at which the pressure cap
must open.
NOTE: The correct pressure that makes the pressure cap open is on the pressure cap and is also in
the SPECIFICATIONS.
5. If the pressure cap is bad, install a new pressure cap.
Ver imagen
9S8140 COOLING SYSTEM PRESSURIZING PUMP GROUP
Testing Radiator and Cooling System for Leaks
To test the radiator and cooling system for leaks, use the procedure that follows:
Always stop the engine to inspect the cooling system. Loosen the
pressure cap to the first stop and let the pressure out of the cooling
system, then remove the pressure cap. Hot coolant and steam can cause
personal injury. Let coolant become cool before it is drained.
1. Remove the pressure cap from the radiator.
2. Make sure the coolant is over the top of the radiator core.
3. Put the 9S8140 Cooling System Pressurizing Pump Group on the radiator.
26/07/2012 22:24:04
4. Get the pressure reading on the gauge to 20 kPa (3 psi) more than the pressure on the pressure cap.
5. Check the radiator for outside leakage.
6. Check all connections and hoses for the cooling system for outside leakage.
7. If you do not see any outside leakage and the pressure reading on the gauge is still the same after 5
minutes, the radiator and cooling system does not have leakage. If the reading on the gauge goes
down and you do not see any outside leakage, there is leakage on the inside of the cooling system.
Make repairs as necessary.
Water Temperature Regulator
1. Remove the regulator from the engine.
2. Heat water in a pan until the temperature is 197° F (92° C). This is the correct temperature for
opening the regulator. Move the water around in the pan to make it all be the same temperature.
3. Hang the regulator in the pan of water. The regulator must be below the surface of the water and it
must be away from the sides and bottom of the pan.
4. Keep the water at the correct temperature for 10 minutes.
5. After ten minutes, remove the regulator and immediately measure the distance the regulator has
opened. The distance must be a minimum of .375 in. (9.53 mm).
6. If the distance is less than .375 in. (9.53 mm), make a replacement of the regulator.
Gauge for Water Temperature
9S9102 Thermistor Thermometer Group
To check the accuracy of the water temperature gauge, use the 9S9102 Thermistor Thermometer
Group. Special Instruction Form No. SMHS7140 has instructions for the use of the 9S9102
Thermistor Thermometer Group.
Remove the plug next to the sensor unit for the water temperature gauge in the water outlet manifold.
Install reducing bushing and probe in this hole.
Start the engine and get the coolant warm. Make a comparison of the temperature at positions 1 and
2 on the water temperature gauge and the temperature on the thermistor thermometer. Use the chart
to find the temperature at positions 1 and 2.
Ver imagen
26/07/2012 22:24:04
Ver imagen
Basic Block
Connecting Rods And Pistons
Use the 5H9621 Piston Ring Expander to remove or install piston rings.
Use the 5P3528 Piston Ring Compressor to install pistons into cylinder block.
Tighten the connecting rod bolts in the step sequence that follows:
1. Put engine oil on threads.
2. Tighten all nuts to 40 ± 4 lb.ft. (55 ± 5 N·m).
3. Put a mark on each nut and cap.
4. Tighten each nut 120° from the mark.
26/07/2012 22:24:04
The connecting rod bearings should fit tightly in the bore in the rod. If bearing joints or backs are
worn (fretted), check for bore size as this is an indication of wear because of looseness.
Piston Ring Groove Gauge

A 5P3519 Piston Ring Groove Gauge is available for checking ring grooves with straight sides. For
instructions on the use of the gauge, see the GUIDELINE FOR REUSABLE PARTS; PISTONS
AND CYLINDER LINERS, Form No. SEBF8001.
Ver imagen
5P3519 PISTON RING GROOVE GAUGE
Connecting Rod And Main Bearings

Main bearings are available with .050 in. (1.27 mm) smaller inside diameter than original size
bearings. These bearings are for crankshafts that have been "ground" (made smaller than original
size).
Connecting rod bearings are available with .025 in. (0.64 mm) and .050 in. (1.27 mm) smaller inside
diameter than original size bearings. These bearings are also available with .010 in. (0.25 mm) larger
outside diameter than original size bearings. These bearings are for connecting rods that have been
"bored" (made larger than original size).
Cylinder Block
Bore in block for main bearings can be checked with main bearing caps installed without bearings.
Tighten the stud nuts to torque shown in the SPECIFICATIONS. Alignment error in the bores must
not be more than .003 in. (0.08 mm).
Ver imagen
26/07/2012 22:24:04
1P3537 DIAL BORE GAUGE GROUP
Special Instruction Form No. SMHS7606 gives the use of 1P4000 Line Boring Tool Group to
machine main bearing bores. 1P3537 Dial Bore Gauge Group can be used to check bores. Special
Instruction Form No. GMG00981 is with the group.
Cylinder Liner Projection

1P2398 Puller Plate8B7548 Push Puller Crossbar and three 3H465 Plates.8S3140 Cylinder Block
Counterboring Tool Arrangement.1P5510 Liner Projection Tool Group.
The correct cylinder liner projection is important to prevent a leak between the liner, cylinder head
and block. Use the procedure that follows to check cylinder liner projection.
1. Make sure that the bore and counterbore in the block and the liner flange are clean. Install the
cylinder liner without seals in the cylinder block
Ver imagen
MEASURING LINER PROJECTION (EARLIER)

1. 3H465 Plate. 2. Dial indicator. 3. 1P2402 Gauge Body. 4. Crossbar. 5. 1P2398 Puller Plate.
Ver imagen
26/07/2012 22:24:04
MEASURING LINER PROJECTION (LATER)

1. 3H465 Plate. 2. Dial Indicator. 3. 1P2402 Gauge Body. 4. Crossbar. 5. 1P2398 Puller Plate.
2. Put puller plate (5) on the cylinder liner and put plate (1) in the center of the adapter plate as
shown. Install crossbar (4) with nuts, washers, and 3H465 Plates as shown. Tighten the nuts evenly
in four steps: 5 lb. ft. (7 N·m), 15 lb. ft. (20 N·m), 25 lb. ft. (35 N·m), and 50 lb. ft. (70 N·m). The
measurement from the bottom of crossbar (4) to the top of cylinder block, must be the same on both
sides of the cylinder liners.
3. Install the 1P5512 Contact Point on dial indicator (2). Put the dial indicator in the 1P2402 Gauge
Body. To adjust the dial indicator to zero, put dial indicator and gauge body on the back of the
1P5507 Gauge. Move the dial indicator until the hand moves 1/4 turn. Tighten bolt on body to hold
the dial indicator in this position. Turn the dial face until the zero is in alignment with the hand.
4. Measure the cylinder liner projection as close as possible to the four corners of the adapter plate
on the liner. The liner projection must be .004 to .008 in. (0.10 to 0.20 mm). The difference between
the four measurements must not be more than .002 in. (0.05 mm). The maximum difference in height
of liners next to each other under the same cylinder head is .002 in. (0.05 mm).
NOTE: If the liner projection changes from point to point around the liner, turn the liner to a new
position in the bore. If the liner projection is still not to specifications, move the liner to a different
bore.
5. When the cylinder liner projection is correct, put a temporary mark on the liner and the cylinder
block so at final installation the liner can be installed in the correct position.
Cylinder liner projection can be adjusted by the removal of material from (machining) the contact
face of the cylinder block with the use of the 8S3140 Cylinder Block Counterboring Tool
Arrangement. The instructions for the use of the tool group are in Special Instruction Form No.
FM055228.
Shims are available for adjustment of the liner projection.
Ver imagen
26/07/2012 22:24:04
Flywheel And Flywheel Housing

9S2328 Dial Indicator Group
Flywheel Ring Gear
Heat the ring gear to a maximum of 600° F (316° C) to install. Install the ring gear so the chamfer on
the gear teeth is next to the starter pinion when the flywheel is installed.
Face Runout (axial eccentricity) of the Flywheel Housing
If any method other than given here is used, always remember bearing clearances must be removed
to get correct measurements.
Make tool setup from parts of the 8S2328 Dial Test Indicator Group.
1. Fasten a dial indicator to the crankshaft flange so the indicator anvil will touch the flywheel
housing face.
2. Push the crankshaft to the rear to remove all end play before reading the indicator at each point.
Ver imagen
26/07/2012 22:24:04
CHECKING FLYWHEEL HOUSING FACE RUNOUT

A. Bottom. B. Right side. C. Top. D. Left side.
3. With dial indicator set at .000 in. (0.0 mm) at point (A), rotate crankshaft and take readings at
points (B), (C) and (D).
4. The difference between the lowest and highest readings taken at all four points should not
exceed .012 in. (0.30 mm), which is the maximum permissible flywheel housing face runout.
Bore Runout (radial eccentricity) of the Flywheel Housing

Ver imagen
26/07/2012 22:24:04
CHECKING BORE RUNOUT OF THE FLYWHEEL HOUSING
Ver imagen
8S2328 DIAL INDICATOR GROUP INSTALLED
26/07/2012 22:24:04
NOTE: Write the dial indicator measurements with their positive (+) and negative (-) notation
(signs). This notation is necessary for making the calculations in the chart correctly.
1. With the dial indicator in position at (C), adjust the dial indicator to "0" (zero). Push the crankshaft
up against the top bearing. Write the measurement for bearing clearance on line 1 in column (C).
2. Divide the measurement from Step 1 by 2. Write this number on line 1 in columns (B) & (D).
3. Turn the crankshaft to put the dial indicator at (A). Adjust the dial indicator to "0" (zero).
4. Turn the crankshaft counterclockwise to put the dial indicator at (B). Write the measurement in the
chart.
5. Turn the crankshaft counterclockwise to put the dial indicator at (C). Write the measurement in the
chart.
6. Turn the crankshaft counterclockwise to put the dial indicator at (D). Write the measurement in
the chart.
7. Add lines I & II by columns.
8. Subtract the small number from the larger number in line III in columns (B) & (D). The result is
the horizontal "eccentricity" (out of round). Line III, column (C) is the vertical eccentricity.
Ver imagen
9. On the graph for total eccentricity find the point of intersection of the lines for vertical eccentricity
and horizontal eccentricity.
Ver imagen
26/07/2012 22:24:04
GRAPH FOR TOTAL ECCENTRICITY
10. If the point of intersection is in the range marked "Acceptable" the bore is in alignment. If the
point of intersection is in the range marked "Not Acceptable", the flywheel housing must be
changed.
Face Runout (axial eccentricity) of the Flywheel
1. Install the dial indicator as shown. Move the flywheel to the front or rear to remove all end play.
Ver imagen
26/07/2012 22:24:04
CHECKING FACE RUNOUT OF THE FLYWHEEL
2. Set the dial indicator to read .000 in. (0.0 mm).
3. Turn the flywheel and read the indicator every 90°. Be sure to remove end play the same way each
time.
4. The difference between the lower and higher measurements taken at all four points must not be
more than .006 in. (0.15 mm), which is the maximum permissible face runout (axial eccentricity) of
the flywheel.
Bore Runout (radial eccentricity) of the Flywheel
1. Install the dial indicator (3) and make an adjustment of the universal attachment (4) so it makes
contact as shown.
2. Set the dial indicator to read .000 in. (0.0 mm).
3. Turn the flywheel and read the indicator every 90°.
4. The difference between the lower and higher measurements taken at all four points must not be
more than .006 in. (0.15 mm), which is the maximum permissible bore runout (radial eccentricity) of
the flywheel.
Ver imagen
26/07/2012 22:24:04
CHECKING BORE RUNOUT OF THE FLYWHEEL

1. 7H1945 Holding Rod. 2. 7H1645 Holding Rod. 3. 7H1942 Indicator. 4. 7H1940 Universal Attachment
Ver imagen
26/07/2012 22:24:04
CHECKING FLYWHEEL CLUTCH PILOT BEARING BORE
5. Runout (eccentricity) of the bore for the pilot bearing for the flywheel clutch, must not
exceed .005 in. (0.13 mm).
Checking Crankshaft Deflection (Bend)

The crankshaft can be deflected (bent) because the installation of the engine was not correct. If the
engine mounting rails are not fastened correctly to the foundation mounting rails, the cylinder block
can twist or bend and cause the crankshaft to deflect. This deflection can cause crankshaft and
bearing failure.
The crankshaft deflection must be checked after the final installation of the engine. The check must
be made with the engine cold and also with the engine at the temperature of normal operation. The
procedure that follows can be used to check crankshaft deflection with the engine either cold or
warm.
1. Remove an inspection cover from the cylinder block that will give access to the connecting rod
journal of the crankshaft nearest to the center of the engine.
NOTICE
Read the notice on the cylinder block covers before removal of the
covers on a warm engine.
2. Turn the crankshaft in the direction of normal rotation until the center of the counterweights just
go beyond the connecting rod.
Ver imagen
MEASURING DEFLECTION OF THE CRANKSHAFT

1. Dial gauge. 2. Mounting face.
Copyright 1993 - 2012 Caterpillar Inc. Thu Jul 26 22:23:06 EST 2012
Todos los derechos reservados.
Red privada para licenciados del SIS.
26/07/2012 22:24:04

Pruebas y Ajustes.

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Pruebas y Ajustes.

Uploaded by

Copyright:

Available Formats

Service Information System Page 1 of 79

Testing And Adjusting

22. Engine Has Low Oil Pressure.

Engine Crankshaft Will Not Turn When Start Switch Is On

Engine Will Not Start

Misfiring Or Running Rough

Stall At Low RPM

Sudden Changes In Engine Speed (rpm)

Not Enough Power

TOo Much Vibration

Loud Combustion Noise (Sound)

Valve Train Noise (Clicking)

Oil In Cooling System

Mechanical Noise (Knock) In Engine

Fuel Consumption Too High

Loud Valve Train Noise

Too Much Valve Clearance

Valve Rotocoil Or Spring Lock Is Free

Oil At The Exhaust

Little Or No Valve Clearance

Engine Has Early Wear

Coolant In Lubrication Oil

Too Much Black Or Gray Smoke

Too Much White Or Blue Smoke

Engine Has Low Oil Pressure

Engine Uses Too Much Lubrication Oil

Engine Coolant Is Too Hot

Exhaust Temperature Is Too High

a. Not enough air for good combustion.

Fuel System Inspection

Checking Engine Cylinders Separately

1. Carbon on tip of the nozzle or in the nozzle orifice.

Testing Capsule-Type Fuel Injection Nozzles For PC Engines

Viscosity Oil Company

5P4150 NOZZLE TESTING GROUP

Nozzle Tester Preparation

NOTE: Do not weld the fuel nozzles that are to be tested.

a. The complete 5P8744 or 5P4717 Adapter is removed and installed again.

Fuel Nozzle Test Sequence

AIR REMOVAL FROM TESTER

3. Bleed (remove) air from the tester as follows:

a. Loosen bottom part (2) of adapter (J) one-half turn.

c. Tighten bottom part (2) of adapter (J).

II. Pressure Loss Test

6. If nozzle is in specification range, see VALVE OPENING PRESSURE TEST (VOP).

PRESSURE LOSS RANGE FOR GOOD NOZZLE

III. Valve Opening Pressure Test (VOP)

1. Open pump isolator valve (G) one-half turn.

VALVE OPENING PRESSURE (VOP) RANGE FOR GOOD NOZZLE

Fuel Injection Service

Removal of Injection Pump

REMOVING FUEL INJECTION PUMP

WEAR BETWEEN LIFTER YOKE AND PLUNGER

Installation of Injection Pump

1. Remove the pump plunger from the barrel.

INSTALLING FUEL INJECTION PUMP

SEQUENCE TO TIGHTEN BOLTS

STOPPING THE ENGINE

Fuel Injection Lines

Locating Top Center Compression Position For No. 1 Piston

5P7307 ENGINE TURNING TOOL

TIMING MARKS ON FLYWHEEL (16 Cylinder Engine Illustrated)

TIMING MARKS ON FLYWHEEL (8 and 12 Cylinder Engines Illustrated)