Coursebook C4-4

Caterpillar C4.
Pon Power B.V.

Name: Postbus 61
3350 AB Papendrecht
_______________________ +31 (0)78 6420420
(JS – V1 – January 2010)
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Contents
Contents
Contents ...................................................................................................... 2
Introduction................................................................................................. 4
Engine description C4.4 ............................................................................. 5
Engine Specifications ............................................................................ 5
C4.4 Marine Generator Set Engine ............................................................ 5
Engine Model Views ............................................................................... 7
Model View Illustrations......................................................................... 8
Generator Set Description ..................................................................... 11
Plate Locations and Film Locations ........................................................... 14
Serial Number Plate ............................................................................... 14
Generator Identification Plate ............................................................... 15
Basic Engine - Cylinder Block and Cylinder Head .............................. 15
Pistons, Rings, and Connecting Rods ................................................. 16
Crankshaft............................................................................................... 16
Camshaft ................................................................................................. 17
Systems Operation C4.4 ............................................................................ 18
Fuel System ............................................................................................ 18
Air Inlet and Exhaust System ................................................................ 24
Turbocharged................................................................................................. 24
Naturally Aspirated ........................................................................................ 26
Turbocharger (If Equipped) ................................................................... 27
Cylinder Head And Valves ..................................................................... 29
Cooling System / Engines with a Heat Exchanger .............................. 30
Engines with an Aftercooler ......................................................................... 30
Engines without an Aftercooler ................................................................... 32
Engines with a Keel Cooler ................................................................... 34
Engines with an Aftercooler ......................................................................... 34
Engines without an Aftercooler ................................................................... 35
Lubrication System ................................................................................ 37
Testing and adjusting................................................................................. 39
Idler Gear (Front) - Removal Procedure ............................................... 39
Idler Gear (Front) - Installation Procedure ........................................... 42
Finding Top Center Position for No. 1 Piston ...................................... 46
Engine Valve Lash - Inspect/Adjust ...................................................... 47
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Introduction
Valve Lash Check .................................................................................. 48

Valve Lash Adjustment ......................................................................... 48
Refill Capacities and Recommendations ............................................. 51
Lubrication Capacities ................................................................................... 51
Lubricant Viscosity Recommendations for Direct Injection (DI) Diesel
Engines .................................................................................................... 51
Fuel Recommendations ................................................................................ 52
Coolant Capacities ........................................................................................ 52
Coolant Recommendations .......................................................................... 53
Maintenance Interval Schedule - Turbocharged Marine Generator Sets
Without Aftercooler ......................................................................... 55
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Introduction
Introduction
This course was designed to provide you with specifications, system operation
and maintenance –information on the Caterpillar C4.4 genset.
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Engine description C4.4
Engine Specifications
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 determined from the flywheel end.
The No. 1 cylinder is the front cylinder.
C4.4 Marine Generator Set Engine
Illustration 1
(E) Exhaust valves
(I) Inlet valves
(R) Rear of the engine
(F) Front of the engine
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Table 1
C4.4 Marine Generator Set Engine Specifications
Operating Range (rpm) 1500 to 1800 (1)
Number of Cylinders 4 ( In-Line)
Bore 105.0 mm (4.13 inch)
Stroke 127.0 mm (5.00 inch)
Aspiration NA(2) / T(3) / TA(4)
Displacement 4,4 L (269 in3)
Firing Order 1, 3, 4, 2
Combustion ratio 18.23 : 1
Gen Set Package Dry Weight (approx) 1076 kg (2372 lb)
Total System Capacity:

Cooling system: 17.5 L (4.62 U.S. gal)
Lubrication system 8.5 L (2.25 U.S. gal)
Oil Change Interval 500 hr
Rotation that is viewed from the flywheel Counterclockwise

(1) The operating rpm is dependent on the engine rating and the application.
( 2 ) Naturally Aspirated
( 3 ) Turbocharged
( 4 ) Turbocharged Aftercooled
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Engine Model Views
Illustration 1
(1) Water temperature regulator housing
(2) Valve mechanism cover
(3) Fuel transfer pump and fuel filter
(4) Engine oil cooler
(5) Fan drive
(6) Water pump
(7) Crankshaft pulley
(8) Oil pan
(9) Engine oil filter
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Illustration 2
(10) Engine oil filler cap
(11) Exhaust manifold
(12) Turbocharger
(13) Alternator
(14) Flywheel housing
(15) Flywheel
(16) Electric starting motor
Model View Illustrations
The model views show a typical arrangement for a C4.4 Marine Generator Set
that is turbocharged and aftercooled. The model views also show a typical
Marine Generator Set enclosure. Due to individual applications, your generator
set and your enclosure may appear different from the illustrations.
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Illustration 1
Side view of a generator set with a turbocharged aftercooled engine
(1) Header Tank
(2) Coolant Filler Cap
(3) Fuel Filter
(4) Closed Crankcase Breather
(5) Engine Air Cleaner
(6) Air Cleaner Service Indicator
(7) Control Panel
(8) Frame
(9) Lifting Eye
(10) Sea Water Outlet
(11) Heat Exchanger
(12) Fuel Inlet
(13) Fuel Outlet
(14) Engine Oil Level Gauge (Dipstick)
(15) Engine Oil Filter
(16) Sea Water Inlet
(17) Engine Oil Filler
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Illustration 2
Top view of a generator set with a turbocharged aftercooled engine
(18) Oil Filler Cap
(19) Aftercooler
Illustration 3
Side view of a generator set with a turbocharged aftercooled engine
(20) Terminal Box on the Generator
(21) Exhaust Outlet
(22) Starting Motor
(23) Generator
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Illustration 4
Side view of a generator set and engine with radiator cooling
(24) Turbocharger
(25) Exhaust Outlet
(26) Radiator Top Tank
(27) Radiator
(28) Lifting Eye
Generator Set Description
The C4.4 Marine Generator Set is available as a naturally aspirated

arrangement, a turbocharged arrangement and a turbocharged aftercooled
arrangement.
The brushless generator is used for various marine applications. The
elimination of brushes in the field circuit reduces maintenance with increased
reliability. Also, the elimination of brushes provides a higher degree of
protection in potentially hazardous atmospheres. The generator set packages
can be utilized for prime power generation or standby power generation.
The generators can be configured for three-phase power or single-phase
power. The generators have full-wave excitation and regulation. The
generators have twelve leads that can be connected in various configurations.
The generators are capable of producing electrical power in either 50 Hz or
60 Hz applications.
The engines are powered with direct fuel injection. A mechanical governor
controls the fuel injection pump output. Engine speed is controlled by the
electronic speed control. In the event of a malfunction with the electronic
speed control, the mechanical speed control will prevent an engine
overspeed condition and resulting in mechanical damage.
Fuel is metered and pumped by the fuel injection pump under high pressure
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to the fuel injection nozzles (one per cylinder). The automatic timing advance
provides the best fuel injection timing over the full range of engine speed.
The cooling system consists of the following components:
 A centrifugal pump that is driven by a gear
 One water temperature regulator which regulates the engine coolant
temperature
 Heat exchanger for the closed water circuit
 Auxiliary water pump
 Expansion tank
 Radiator (If equipped)
The engine lubricating oil is supplied by a gear type pump. The engine
lubricating oil is cooled on models that are equipped with the optional oil
cooler. Bypass valves provide unrestricted flow of lubrication oil to the engine
parts when oil viscosity is high. Bypass valves can also provide unrestricted
flow of lubrication oil to the engine parts if the oil cooler should become
plugged or if the oil filter element should become plugged.
Engine efficiency, efficiency of emission controls, and engine performance
depend on adherence to proper operation and maintenance
recommendations. Engine performance and efficiency also depend on the
use of recommended fuels, lubrication oils, and coolants. Refer to the
Operation and Maintenance Manual, "Maintenance Interval Schedule" for
more information on maintenance items.
Note: When you are ordering new parts, refer to the engine identification
number in order to receive the correct parts. Refer to the Operation and
Maintenance Manual, "Product Identification Information" for the correct
numbers for your engine.
The four engine cylinders are arranged in-line. The engines are controlled by a
mechanically governed fuel injection pump.
The cylinder head assembly has one inlet valve and one exhaust valve for each
cylinder. Each valve has one valve spring. The pistons have two compression
rings and an oil control ring.
It is important to ensure the correct piston height so that the piston does not
contact the cylinder head. The correct piston height also ensures the efficient
combustion of fuel.
The crankshaft has five main journals. End play is controlled by thrust washers
that are located on both sides of the center main bearing.
The timing case has a hole that corresponds with a hole in the crankshaft. Use
an alignment pin to find TC. The camshaft gear has a timing hole that
corresponds with a timing hole in the timing case. The timing holes ensure that
the camshaft and the crankshaft are in time with each other.
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The crankshaft gear rotates the idler gear. The idler gear rotates the camshaft
gear and the fuel injection pump gear. The idler gear for the engine oil pump is
rotated by the crankshaft gear. This idler rotates the engine oil pump.
The fuel injection pump is a gear-driven pump that is mounted to the back of the
front housing. The fuel transfer pump is electrically operated. The fuel transfer
pump has an integral fuel filter. The fuel transfer pump is usually located on the
left hand side of the cylinder block. Some applications may require the fuel
transfer pump to be relocated.
The engine oil pump is a gerotor. The oil pump is driven by an idler gear. The
engine oil pump sends lubricating oil to the main oil gallery. The oil relief valve
is internal to the oil pump.
Coolant from the bottom of the radiator passes through the centrifugal water
pump. The pump is rotated by a gear. The gear of the pump is rotated by the
gear from the fuel injection pump.
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Plate Locations and Film Locations
Serial Number Plate
Illustration 1
The Serial Number Plate (1) is located on the left side of the engine near the
fuel injection pump.
Illustration 2
Typical serial number plate
The following information is stamped on the Serial Number Plate:

engine serial number, model and arrangement number.
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Generator Identification Plate
Illustration 3
The identification plate (2) for the generator is located on the front of the
terminal box for the generator.
Illustration 4
Basic Engine - Cylinder Block and Cylinder Head
The cylinder block has four cylinders which are arranged in-line.
The cylinder block has five main bearings which support the crankshaft. Thrust
washers on both sides of the center main bearing control the end play of the
crankshaft.
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A cylinder head gasket is used between the engine block and the cylinder head
in order to seal combustion gases, water, and oil.
The engine has a cast iron cylinder head. An inlet valve and an exhaust valve
for each cylinder are controlled by a pushrod valve system. The ports for the
inlet valves are on the left side of the cylinder head. The ports for the exhaust
valves are on the right side of the cylinder head.
Pistons, Rings, and Connecting Rods
The pistons have a combustion chamber in the top of the piston in order to
provide an efficient mix of fuel and air. The piston pin is off-center in order to
reduce the noise level.
The pistons have two compression rings and an oil control ring. The groove for
the top ring has a hard metal insert in order to reduce wear of the groove. The
skirt has a layer of graphite in order to reduce wear.
The correct piston height is important in order to ensure that the piston does not
contact the cylinder head. The correct piston height also ensures the efficient
combustion of fuel which is necessary in order to conform to requirements for
emissions.
A piston and connecting rod are matched to each cylinder. The piston height is
controlled by the length of the connecting rod. Six different lengths of
connecting rods are available in order to attain the correct piston height. The
different lengths of connecting rods are made by machining the small end
bearing off-center in order to form an eccentric bearing. The amount of the
eccentricity of the bearing creates the different lengths of the connecting rods.
Each cylinder has a piston cooling jet that is installed in the cylinder block. The
piston cooling jet sprays engine oil onto the inner surface of the piston in order
to cool the piston.
Crankshaft
The crankshaft changes the combustion forces in the cylinder into usable
rotating torque in order to power the engine. Vibration is caused by impacts
from combustion along the crankshaft. The vibration forces are minimized by
the use of a vibration damper. The vibration damper is located on the front of
the crankshaft.
A gear at the front of the crankshaft drives the timing gears. The crankshaft
gear turns the idler gear which then turns the following gears:
 Camshaft gear
 Fuel injection pump
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 Lower idler gear which turns the gear of the lubricating oil pump
Lip type seals are used on both the front of the crankshaft and the rear of the
crankshaft.
Camshaft
The engine has a single camshaft. The camshaft is driven by an idler gear in
the front housing. The camshaft uses only one bearing on the front journal. The
other journals rotate in the bore of the cylinder block. The front bearing and the
camshaft bores in the cylinder block support the camshaft. As the camshaft
turns, the camshaft lobes move the valve system components. The valve
system components move the cylinder valves. The camshaft gear must be
timed to the crankshaft gear. The relationship between the lobes and the
camshaft gear causes the valves in each cylinder to open at the correct time.
The relationship between the lobes and the camshaft gear also causes the
valves in each cylinder to close at the correct time.
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Systems Operation C4.4
Fuel System
A C4.4 engine is equipped with a distributor-type fuel pump.
Illustration 1
Fuel System
(1) Leak off pipes
(2) Cylinder head
(3) Check valve
(4) High pressure fuel lines
(5) Electronic controller
(6) Cylinder block
(7) Fuel injection pump
(8) Electric fuel transfer pump
(9) Fuel supply from tank
(10) Fuel return vent
(11) Fuel filter (reverse flow element)
(12) Fuel return to tank
During engine operation, fuel is drawn from the fuel tank (12) by the electric fuel
transfer pump (8). The electric fuel transfer pump (8) pumps the fuel through the
fuel filter (11). The fuel filter is equipped with a reverse flow element. After the
fuel has been filtered, the fuel is pumped to the fuel injection pump (7) .
Note: The electric fuel transfer pump must not be allowed to run dry for more
than sixty seconds when the fuel system is being primed. The electric fuel
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transfer pump requires fuel for lubrication. The precision parts of the pump can
be damaged without lubrication.
The excess fuel flow to the fuel injection pump (7) is returned to the fuel filter
base. This fuel can be supplied back to the fuel injection pump. The system will
vent through the fuel return vent (10) that is built into the fuel filter base.
The fuel injection pump is equipped with an electronic controller (5) in order to
precisely control the injection of the fuel. The fuel injection pump (7) supplies
fuel to each fuel injection nozzle through high pressure fuel lines (4). The
excess fuel flow to the fuel injection nozzles flows back to the tank through the
leak off pipes (1).
The fuel system must be primed when any of the following conditions occur:
 The fuel filter is changed.
 The fuel line is removed.
 The fuel injection pump is removed.
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Fuel (red dots) enters the inlet to the regulator valve. The regulator valve
controls transfer pressure inside of the fuel injection pump. A vane pump driven
by the rotor assembly sends the fuel (red and white stripes) to the fuel shutoff
solenoid which, when energized, allows the fuel to pass to the orifice check
valve and then to the automatic advance mechanism. The orifice controls the
rate of fuel flow to the automatic advance mechanism while the check valve
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allows for a rapid dump of fuel pressure in the automatic advance chamber
when the engine rpm are reduced. The fuel also passes around the rotor
assembly up to the metering valve.
The metering valve varies the flow of fuel to the passages inside of the rotor
assembly. The metering valve is controlled by the main governor spring and
flyweights (except at engine idle, when the idling spring and flyweights control
the engine rpm).
Pressurized fuel from the metering valve fills the passages inside the rotor
assembly forcing the plungers out against the rollers. As the rotor assembly
turns, the fuel inlet to it is blocked. Now, a high spot or lobe on the cam ring
causes the rollers to force the plungers together causing fuel pressure to build
inside the rotor assembly. As the rotor continues to turn, a passage opens
allowing this fuel under high pressure to go to the fuel injector. This process
occurs four times for each revolution of the rotor. The controlled in and out
movement of the plungers provides the pumping action. (This slide shows the
pump before the fuel is sent out to the injector.)
The automatic advance mechanism advances timing to improve engine
efficiency as engine speed is varied. The automatic advance mechanism
causes the cam ring to rotate in the pump housing.
The fuel return check valve maintains a slight pressure in the fuel injection
pump to ensure good lubrication. The fuel return check valve also allows hot
fuel to bleed back to tank from the injection pump for cooling.
The regulator valve has two functions. First, it controls the pressure rise
in the low pressure areas of the pump. This pressure is referred to as
"transfer pressure." Transfer pressure increases as the speed of the pump
increases. If transfer pressure gets too high, the piston moves up against
the spring and dumps fuel to the suction side of the transfer pump.
Secondly, the regulator valve provides the means for the priming (lift)
pump to fill the inside of the injection pump with fuel by allowing the
fuel to bypass the transfer pump.
To fill the injection pump with fuel during priming, the shutdown
solenoid must be energized to allow fuel to flow through the pump.
NOTE: Adjustment of the fuel transfer pressure is not permitted.
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The spring in the automatic advance mechanism holds the cam ring in the fully
retarded position at startup. As engine speed increases, fuel transfer pressure
(red) increases and moves the piston against the spring causing the cam ring to
rotate. As the cam ring rotates, the engine timing is advanced.
During the inlet (charging) stroke, pressurized fuel (red and white stripes) enters
one of four inlet passages in the rotor and forces the plungers out against the
shoes and rollers (see previous drawing). As the rotor continues to turn, the
outlet (injection) stroke begins. The plungers are forced inward by the cam
lobes and fuel under increased pressure (red) is forced out the single distributor
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passage to one of four outlet passages. Each fuel injector has an outlet,
connected through a fuel line.
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Air Inlet and Exhaust System
Turbocharged
Illustration 1
Turbocharged
(1) Cylinder head
(2) Air inlet
(3) Turbocharger
(4) Exhaust outlet
(5) Inlet manifold
(7) Exhaust valve
(8) Number 1 cylinder
(9) Inlet valve
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Illustration 2
Turbocharged aftercooled
(1) Cylinder head
(2) Air inlet
(3) Turbocharger
(4) Exhaust outlet
(5) Inlet manifold
(7) Exhaust valve
(9) Inlet valve
(10) Raw/sea water aftercooler
(11) Sea water inlet to aftercooler
(12) Sea water outlet from aftercooler
Turbocharged engines pull outside air through an air cleaner into air inlet (2) of
turbocharger (3). The suction is caused by the turbocharger compressor wheel,
which is used to compress the air. The air then flows through aftercooler (10) (if
equipped). The aftercooler utilized sea water in order to cool the inlet air.
Cooling of the inlet air causes the air to become more dense. This increases
combustion efficiency and this increases horsepower output. The air flows from
the aftercooler (if equipped) into inlet manifold (5) which directs an even
distribution of the air to each engine cylinder. Air is pulled into the engine
cylinder through inlet valve (9) during the intake stroke of the piston. Then, the
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air is mixed with fuel from the fuel injection nozzles. After the fuel combustion
occurs, the exhaust gases flow out of the cylinder through exhaust valve (7).
The exhaust gases then flow through exhaust manifold (6) and into the turbine
side of turbocharger (3). The hot exhaust gases are used to drive the turbine
inside the turbocharger. The turbine is used in order to drive the compressor
wheel. The exhaust gases then exit the turbocharger through exhaust outlet (4)
.
Each piston makes four strokes:
1. Intake
2. Compression
3. Power
4. Exhaust
The sequence of the strokes by all of pistons in all of the engine cylinders
provide constant air flow to the inlet system during the engine operation.
Naturally Aspirated
Illustration 3
Naturally aspirated
(1) Cylinder head
(2) Air inlet
(4) Exhaust outlet
(5) Inlet manifold
(7) Exhaust valve
(9) Inlet valve
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Engines which are naturally aspirated pull outside air through an air cleaner
directly into inlet manifold (5). The air flows from the inlet manifold to the engine
cylinders. The fuel is mixed with the air in the engine cylinders. After the fuel
combustion occurs in the engine cylinder, the exhaust gases flow through the
exhaust manifold (6). The exhaust gases then exit through exhaust outlet (4) .
Each piston makes four strokes:
1. Intake
2. Compression
3. Power
4. Exhaust
The sequence of the strokes by all of pistons in all of the engine cylinders
provide constant air flow to the inlet system during the engine operation.
Turbocharger (If Equipped)
A turbocharger increases the temperature and the density of the air that is sent
to the engine cylinder. This condition causes a lower temperature of ignition to
develop earlier in the compression stroke. The compression stroke is also timed
in a more accurate way with the fuel injection. Surplus air lowers the
temperature of combustion. This surplus air also provides internal cooling.
A turbocharger improves the following aspects of engine performance:
 Power output is increased.
 Fuel efficiency is increased.
 Engine torque is increased.
 Emissions of the engine are improved.
Illustration 4
Components of a turbocharger (typical example)
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(1) Air inlet

(2) Compressor housing
(3) Compressor wheel
(4) Bearing
(5) Oil inlet port
(6) Bearing
(7) Turbine housing
(8) Turbine wheel
(9) Exhaust outlet
(10) Oil outlet port
(11) Exhaust inlet
A turbocharger is installed between the exhaust and intake manifolds. The
turbocharger is driven by exhaust gases which flow through the exhaust inlet
(11). The energy of the exhaust gas turns the turbine wheel (8). Then, the
exhaust gas flows out of the turbine housing (7) through the exhaust outlet (9) .
The turbine wheel and the compressor wheel (3) are installed on the same
shaft. Therefore, the turbine wheel and the compressor wheel rotate at the
same rpm. The compressor wheel is enclosed by the compressor housing (2).
The compressor wheel compresses the inlet air (1). The inlet air flows into the
engine cylinders through the inlet valves of the cylinders.
The oil from the main gallery of the cylinder block flows through the oil inlet port
(5) in order to lubricate the turbocharger bearings (4) and (6). The pressurized
oil passes through the bearing housing of the turbocharger. The oil is returned
through the oil outlet port (10) to the oil pan.
Some turbochargers have a wastegate. The wastegate is controlled by the
boost pressure. This allows some of the exhaust to bypass the turbocharger at
higher engine speeds. The wastegate is a type of flapper valve that
automatically opens at a preset level of boost pressure in order to allow exhaust
gas to flow around the turbine. The wastegate allows the design of the
turbocharger to be more effective at lower engine speeds.
The wastegate is controlled by a diaphragm. One side of this diaphragm is open
to the atmosphere. The other side of this diaphragm is open to the manifold
pressure.
An air/fuel ratio control is installed between the turbocharger and the fuel
injection pump. The air/fuel ratio control performs the following functions:
 The fuel is limited on acceleration in order to prevent an overspeed
condition.
 The generation of black smoke is reduced.
 The fuel efficiency is improved and emissions are reduced at low boost
when the fuel rack is limited for low power output.
The air/fuel ratio control is a nonserviceable part. Adjustment and repairs should
only be done by a Caterpillar Dealer.
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Cylinder Head And Valves
The valves and the valve mechanism control the flow of the air and the exhaust
gases in the cylinder during engine operation. The cylinder head assembly has
two valves for each cylinder. Each valve has one valve spring. The ports for the
inlet valves are on the left side of the cylinder head. The ports for the exhaust
valves are on the right side of the cylinder head. Steel valve seat inserts are
installed in the cylinder head for both the inlet and the exhaust valves. The
valve seat inserts can be replaced.
The valves move along valve guides. The valve guides can be replaced. The
exhaust valve guide has a counterbore in order to prevent the seizure of the
valve stem. The seizure of the valve stem is caused by a buildup of carbon
under the head of the valve.
The inlet and the exhaust valves are opened and closed by the rotation and
movement of the following components:
 Crankshaft
 Camshaft
 Valve lifters
 Pushrods
 Rocker arms
 Valve springs
The camshaft gear is driven by the crankshaft gear. The camshaft and the
crankshaft are timed together. When the camshaft turns, the valve lifters are
moved up and down. The pushrods move the rocker arms. The movement of
the rocker arms open the valves. The opening and closing of the valves is timed
with the firing sequence of the engine. The valve springs push the valves back
to the closed position.
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Cooling System / Engines with a Heat Exchanger
Engines with an Aftercooler
Illustration 1
Turbocharged engine
(A) Coolant circuit
(B) Sea water circuit
(1) Aftercooler
(3) Engine
(6) Vent line
(7) Recovery bottle (if equipped)
(8) Expansion tank
(9) Water pump
(10) Vent line
(11) Pre-heater (if equipped)
(12) Heat exchanger
(13) Auxiliary water pump
Coolant Circuit
During engine operation, water pump (9) draws engine coolant from heat
exchanger (12). The water pump creates coolant flow through the system. The
water pump is installed on the front of the timing case. The water pump is gear-
driven by the fuel injection pump gear.
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Water pump (9) forces the coolant through a passage in the front of the timing
case to the water jacket in the top left side of the cylinder block. One-third of the
coolant flows around the element of oil cooler (5) to the rear of the cylinder
block. Two-thirds of the coolant is used in order to cool the cylinder block. The
coolant continues to the rear of the cylinder block and the coolant is diverted to
the following locations:
 Exhaust manifold (2)
 Cylinder head
 Preheater (11) (if equipped)
The coolant flows forward through the cylinder head and into water temperature
regulator housing (4). If the water temperature regulator is closed, the coolant
goes directly through a bypass to the inlet side of water pump (9). If the water
temperature regulator is open, the bypass is closed and the coolant flows to
heat exchanger (12) in order to be cooled. After the coolant flows through the
heat exchanger, the coolant is mixed with coolant that is returning from exhaust
manifold (2) and preheater (11) (if equipped).
The recovery bottle (7) provides space for expansion of the coolant volume
while the engine is running. Also, the recovery bottle provides space for
expansion during the warm up cycle.
Sea Water Circuit
During engine operation, auxiliary water pump (13) draws cool sea water into
the system. The auxiliary water pump pumps the sea water to aftercooler (1).
The cool sea water flows through aftercooler (1) in order to cool the hot inlet air.
From the aftercooler, the sea water flows to heat exchanger (12) in order to cool
the hot engine coolant. After leaving the heat exchanger, the sea water is then
discharged.
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Engines without an Aftercooler
Illustration 2
Turbocharged engine or naturally aspirated engine
(A) Coolant circuit
(B) Sea water circuit
(3) Engine
(6) Vent line
(7) Recovery bottle (if equipped)
(8) Expansion tank
(9) Water pump
(10) Vent line
(11) Preheater (if equipped)
(12) Heat exchanger
Coolant Circuit
During engine operation, water pump (9) draws engine coolant from heat
exchanger (12). The water pump creates coolant flow through the system. The
water pump is installed on the front of the timing case. The water pump is gear-
driven by the fuel injection pump gear.
 Cylinder head
 Preheater (11) (if equipped)
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heat exchanger (12) in order to be cooled. After the coolant flows through the
heat exchanger, the coolant is mixed with coolant that is returning from exhaust
manifold (2) and preheater (11) (if equipped).
The recovery bottle (7) provides space for expansion of the coolant volume
while the engine is running. Also, the recovery bottle provides space for
expansion during the warm up cycle.
Sea Water Circuit
During engine operation, auxiliary water pump (13) draws cool sea water into
the system. The cool sea water flows from the pump to heat exchanger (12) in
order to cool the hot engine coolant. After leaving the heat exchanger, the sea
water is then discharged.
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Engines with a Keel Cooler
Engines with an Aftercooler
Illustration 3
Turbocharged
(1) Aftercooler
(2) Purge line
(3) Purge line
(4) Remote tank
(6) Engine
(9) Water pump
(11) Keel cooler
(12) Keel cooler for aftercooler
34
During engine operation, water pump (9) draws engine coolant from keel cooler
(11). The water pump creates coolant flow through the system. The water pump
is installed on the front of the timing case. The water pump is gear-driven by the
fuel injection pump gear.
 Cylinder head
keel cooler (11) in order to be cooled. After the coolant flows through the keel
cooler, the coolant is mixed with coolant that is returning from exhaust manifold
(5) .
An auxiliary water pump (10) is also used in order to supply coolant flow to
aftercooler (1). The coolant flows through the aftercooler in order to cool the hot
inlet air. From the aftercooler, the coolant flows to a second keel cooler (12) in
order to be cooled.
Engines without an Aftercooler
Illustration 4
Turbocharged engine or naturally aspirated engine
35
(2) Purge line

(4) Remote tank
(6) Engine
(9) Water pump
(11) Keel cooler
During engine operation, water pump (9) draws engine coolant from keel cooler
(11). The water pump creates coolant flow through the system. The water pump
is installed on the front of the timing case. The water pump is gear-driven by the
fuel injection pump gear.
coolant flows around the element of engine oil cooler (8) to the rear of the
cylinder block. Two-thirds of the coolant is used in order to cool the cylinder
block. The coolant continues to the rear of the cylinder block and the coolant is
diverted to the following locations:
 Cylinder head
keel cooler (11) in order to be cooled. After the coolant flows through the keel
cooler, the coolant is mixed with coolant that is returning from exhaust manifold
(5)
36
Lubrication System
Illustration 1
Flow diagram of the lubrication system
Pressure for the lubrication system is supplied by a gerotor oil pump. The
crankshaft gear drives a lower idler gear. The lower idler gear drives the oil
pump gear. The pump has an inner rotor and an outer rotor. The axis of rotation
of the rotors are off-center relative to each other. There is an interference fit
between the inner rotor and the drive shaft.
The inner rotor has five lobes which mesh with the six lobes of the outer rotor.
When the pump rotates, the distance increases between the lobes of the outer
rotor and the lobes of the inner rotor in order to create suction. When the
distance decreases between the lobes, pressure is created.
37
Lubricating oil from the oil pan flows through a strainer and a pipe to the suction
side of the engine oil pump. The lubricating oil flows from the outlet side of the
pump through a pipe and a passage to the oil filter head. The oil then flows from
the filter head through a pipe to a plate type oil cooler. The integral oil cooler is
located on the left side of the cylinder block.
From the oil cooler, the oil returns through a pipe to the oil filter head. The oil
then flows from the filter head to the bypass valve and from the bypass valve to
the oil filter.
The oil flows from the oil filter through a passage that is drilled across the
cylinder block to the oil gallery. The oil gallery is drilled through the total length
of the left side of the cylinder block. If the oil filter is on the right side of the
engine, the oil flows through a passage that is drilled across the cylinder block
to the pressure gallery.
Lubricating oil from the oil gallery flows through high pressure passages to the
main bearings of the crankshaft. Then, the oil flows through the passages in the
crankshaft to the connecting rod bearing journals. The pistons and the cylinder
bores are lubricated by the splash of oil and the oil mist.
Lubricating oil from the main bearings flows through passages in the cylinder
block to the journals of the camshaft. Then, the oil flows from the second journal
of the camshaft at a reduced pressure to the cylinder head. The oil then flows
into the rocker arm shaft at a reduced pressure to the bearings of the rocker
arm levers. The valve stems, the valve springs and the valve lifters are
lubricated by the splash and the oil mist.
The hub of the idler gear is lubricated by oil from the oil gallery. The timing
gears are lubricated by the splash from the oil.
Side mounted turbochargers are lubricated by oil from a connection on the right
side of the cylinder block. An external line from the cylinder block supplies oil to
the turbocharger. The oil then flows through a line to the oil pan.
Top mounted turbochargers are fed from the oil filter head or from a connection
on the right side of the cylinder block.
These engines have piston cooling jets that are supplied with oil from the oil
gallery. The piston cooling jets spray lubricating oil on the underside of the
pistons in order to cool the pistons.
38
Testing and adjusting
Idler Gear (Front) - Removal Procedure
Table 1
Required Tools
Tool Part Number Part Description Qty
A 230-6284 Timing Pin (Camshaft) 1
B 230-6283 Timing Pin (Crankshaft) 1
C 1P-2320 Combination Puller 1
Start By:
A. Remove the crankshaft pulley. Refer to Disassembly and Assembly,
"Crankshaft Pulley - Remove and Install".
B. Remove the front cover. Refer to Disassembly and Assembly, "Front
Cover - Remove and Install".
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened component
life.
Care must be taken to ensure that fluids are contained during

performance of inspection, maintenance, testing, adjusting and
repair of the product. Be prepared to collect the fluid with
suitable containers before opening any compartment or
disassembling any component containing fluids.
Refer to Special Publication, NENG2500, "Caterpillar Tools and
Shop Products Guide" for tools and supplies suitable to collect
and contain fluids on Caterpillar products.
Dispose of all fluids according to local regulations and
mandates.
Ensure that the No. 1 cylinder is at the top center compression

stroke. Refer to Testing and Adjusting, "Finding Top Center
Position for No. 1 Piston".
39
Illustration 1
2. Install Tooling (A) through the camshaft gear. Install Tooling (B) into the
crankshaft web.
NOTICE
The valve timing and the fuel injection pump timing will be lost
if the crankshaft is rotated when the idler gear is removed.
Illustration 2
3. Loosen bolt (1). Move spacer (2) in order to allow bolt (1) to tighten
against the shaft of the fuel injection pump. Rotate and hold the fuel
injection pump gear in a counterclockwise direction in order to remove
the backlash. Tighten bolt (1) to a torque of 17 N·m (13 lb ft).
Note: Bolt (1) must be tightened in order to prevent the shaft of the fuel
injection pump from rotating.
40
Illustration 3
4. Remove nut (3) and the washer from the shaft of the fuel injection pump.
5. Install Tooling (C) and remove fuel injection pump gear (4) .
Note: Do Not pry the fuel injection pump gear from the shaft of the fuel
injection pump.
6. Remove bolts (7) and retaining plate (6) .
Illustration 4
7. Remove idler gear (5) and idler gear hub (9) .
8. Remove bushings (8) from each side of idler gear (5) .
41
Idler Gear (Front) - Installation Procedure
Table 1
Required Tools
Tool Part Number Part Description Qty
A 230-6284 Timing Pin (Camshaft) 1
B 230-6283 Timing Pin (Crankshaft) 1
D 1P-0510 Driver Group 1
Illustration 1
1. Position idler gear hub (9) and install bolts (7) in order to locate idler gear
hub (9). Tighten bolts (7) in order to seat idler gear hub (9) .
Note: The Lubrication Hole (X) of idler gear hub (9) must be positioned
at the top of idler gear hub (9) .
2. Use a suitable press and Tooling (D) to install bushings (8) on each side
of idler gear (5).
3. Remove bolts (7) from idler gear hub (9). Install idler gear (5) on idler
gear hub (9) .
Note: When you install the idler gear, ensure that the marked teeth are
facing toward the front.
4. Install retainer plate (6) and bolts (7). Tighten bolts (7) to a torque of 44
N·m (32 lb ft).
42
Illustration 2
5. Check the end play for the idler gear. The end play for the idler gear is
0.10 to 0.20 mm (0.004 to 0.008 inch).
Illustration 3
6. Check the backlash between the idler gear and the camshaft gear. The
backlash for the gears is 0.052 to 0.107 mm (0.0020 to 0.0042 inch).
7. Check the backlash between the idler gear and the crankshaft gear. The
backlash for the gears is 0.064 to 0.124 mm (0.0025 to 0.0049 inch).
43
Illustration 4
Note: Ensure that the mating surfaces of the fuel injection pump gear
and the shaft of the fuel injection pump are clean. Lubricate the threads
of the shaft for the fuel injection pump. The nut must turn freely until
contact is made with the fuel injection pump gear.
8. Position fuel injection pump gear (4) on the shaft of the fuel injection
pump. Rotate the fuel injection pump gear in a counterclockwise direction
in order to remove the backlash. Install the washer and nut (3). Tighten
nut (3) to a torque of 25 Nm (18 lb ft).
Illustration 5
9. Loosen bolt (1). Move spacer (2) in order to prevent bolt (1) from
tightening against the shaft of the fuel injection pump. Tighten bolt (1) to
a torque of 12 N·m (106 lb in).
Note: Spacer (2) must be correctly positioned and bolt (1) must be
tightened in order to prevent the bolt from contacting the shaft of the fuel
injection pump.
44
Illustration 6
10. Tighten nut (3) to a torque of 88 N·m (65 lb ft).
Illustration 7
11. Remove Tooling (A) and Tooling (B) .
End By:
a. Install the front cover. Refer to Disassembly and Assembly, "Front Cover
- Remove and Install".
b. Install the crankshaft pulley. Refer to Disassembly and Assembly,
"Crankshaft Pulley - Remove and Install".
45
Finding Top Center Position for No. 1 Piston
Table 1
Required Tools
Part Number Part Description Qty
230-6283 Crankshaft Timing Pin 1
230-6284 Camshaft Timing Pin 1
Illustration 1
(1) Hole for camshaft pin

(2) Hole for crankshaft pin
1. Remove the valve mechanism cover, the glow plugs, and the cover for
the front housing.
Note: The crankshaft timing pin can be inserted with the crankshaft
pulley still on the engine.
46
2. Rotate the crankshaft in the normal direction of the engine until the inlet
valve of the No. 4 cylinder has just opened and the exhaust valve of the
No. 4 cylinder has not completely closed.
3. Carefully rotate the crankshaft in the normal direction of the engine in
order to align the hole in the crankshaft with the hole in the cylinder block
and the timing case. Insert the 230-6283 Crankshaft Timing Pin fully into
the hole in the crankshaft web.
4. Insert the 230-6284 Camshaft Timing Pin through the hole in the
camshaft gear and into the body of the timing case. The engine is set at
the top center position for No. 1 piston.
Note: The camshaft gear can rotate a small amount when the pin is
installed.
5. Remove the timing pins from the camshaft gear and the crankshaft web
Engine Valve Lash - Inspect/Adjust
To prevent possible injury, do not use the starter to turn the flywheel.
Hot engine components can cause burns. Allow additional time for the
engine to cool before measuring valve clearance.
Refer to Systems Operation, "Engine Design" for the location of the cylinder
valves.
If the valve lash requires adjustment several times in a short period of time,
excessive wear exists in a different part of the engine. Find the problem and
make necessary repairs in order to prevent more damage to the engine.
Not enough valve lash can be the cause of rapid wear of the camshaft and
valve lifters. Not enough valve lash can indicate that the seats for the valves are
worn.
Valves become worn due to the following causes:
 Fuel injection nozzles that operate incorrectly
 Excessive dirt and oil are present on the filters for the inlet air.
 Incorrect fuel settings on the fuel injection pump.
 The load capacity of the engine is frequently exceeded.
Too much valve lash can cause broken valve stems, springs, and spring
retainers. Too much valve lash can be an indication of the following problems:
47
 Worn camshaft and valve lifters

 Worn rocker arms
 Bent pushrods
 Broken socket on the upper end of a pushrod
 Loose adjustment screw for the valve lash
If the camshaft and valve lifters show rapid wear, look for fuel in the lubrication
oil or dirty lubrication oil as a possible cause.
Valve Lash Check
An adjustment is NOT NECESSARY if the measurement of the valve lash is in

the acceptable range. Check the valve lash while the engine is stopped. The
temperature of the engine does not change the valve lash setting.
Table 1
Inlet Valves Exhaust Valves
Valve Lash (Stopped Engine)

0.20 mm (0.008 inch) 0.45 mm (0.018 inch)
TC Compression Stroke 1,2 1,3
TC Exhaust Stroke (1) 3,4 2,4
Firing Order 1,3,4,2 (2)

(1) 360° from TC compression stroke
(2) The No. 1 cylinder is at the front of the engine.
If the measurement is not within the acceptable clearance, adjustment is
necessary. Refer to "Valve Lash Adjustment".
Valve Lash Adjustment
Note: The No. 1 cylinder is at the front of the engine.
48
Illustration 1
Setting the valve lash
(1) Adjustment screw
(2) Feeler gauge
Accidental engine starting can cause injury or death to

personnel.
To prevent accidental engine starting, turn the ignition switch to
the OFF position, place a do not operate tag at the ignition
switch location and disconnect and tape the electrical
connection to the stop solenoid that is located on the fuel
injection pump.
Remove the valve mechanism cover and perform the following procedure in
order to adjust the valve lash:
1. Put the No. 1 piston at the top center position on the compression stroke.
Refer to Testing and Adjusting, "Finding Top Center Position for No. 1
Piston".
Table 2
TC Compression Stroke Inlet Valves Exhaust Valves
Valve Lash 0.20 mm (0.008 inch) 0.45 mm (0.018 inch)
Cylinders 1,2 1,3
2. Adjust the valves according to Table 2.
49
a. Lightly tap the rocker arm at the top of the adjustment screw with
a soft mallet. This will ensure that the lifter seats against the
camshaft.
b. Loosen the adjustment locknut.
c. Place the appropriate feeler gauge between rocker arm and the
valve stem. Then, turn the adjustment screw in a clockwise
direction. Slide the feeler gauge between the rocker arm and the
valve stem. Continue turning the adjustment screw until a slight
drag is felt on the feeler gauge. Remove the feeler gauge.
d. Tighten the adjustment locknut to a torque of 27 N·m (20 lb ft). Do
not allow the adjustment screw to turn while you are tightening the
adjustment locknut. Recheck the valve lash after tightening the
adjustment locknut.
3. Rotate the engine by 360 degrees. The engine will be on TC
compression stroke for cylinder 4.
Table 3
TC Exhaust
Inlet Valves Exhaust Valve
Stroke (3)
Valve Lash 0.20 mm (0.008 inch) 0.45 mm (0.018 inch)
Cylinders 3,4 2,4

(3) Position for No. 1 cylinder
4. Adjust the valves according to Table 2.
a. Lightly tap the rocker arm at the top of the adjustment screw with
a soft mallet. This will ensure that the lifter seats against the
camshaft.
b. Loosen the adjustment locknut.
c. Place the appropriate feeler gauge between rocker arm and the
valve stem. Then, turn the adjustment screw in a clockwise
direction. Slide the feeler gauge between the rocker arm and the
valve stem. Continue turning the adjustment screw until a slight
drag is felt on the feeler gauge. Remove the feeler gauge.
d. Tighten the adjustment locknut to a torque of 27 N·m (20 lb ft). Do
not allow the adjustment screw to turn while you are tightening the
adjustment locknut. Recheck the valve lash after tightening the
adjustment locknut.
50
Refill Capacities and Recommendations
Lubrication Capacities
The refill capacities for the engine crankcase reflect the approximate capacity of
the crankcase or sump plus standard oil filters. Auxiliary oil filter systems will
require additional oil. Refer to the OEM specifications for the capacity of the
auxiliary oil filter.
Table 1
Approximate Refill Capacity of the Lubrication System
Compartment or System Liters Quarts
Standard Sump (1) 8.0 8.5

(1) These values are the approximate capacities for the crankcase oil sump
which include the standard factory installed oil filters. Engines with auxiliary
oil filters will require additional oil. Refer to the OEM specifications for the
capacity of the auxiliary oil filter.
Lubricant Viscosity Recommendations for Direct Injection (DI) Diesel

Engines
The proper SAE viscosity grade of oil is determined by the minimum ambient
temperature during cold engine start-up, and the maximum ambient
temperature during engine operation.
Refer to Table 2 (minimum temperature) in order to determine the required oil
viscosity for starting a cold engine.
Refer to Table 2 (maximum temperature) in order to select the oil viscosity for
engine operation at the highest ambient temperature that is anticipated.
Generally, use the highest oil viscosity that is available to meet the requirement
for the temperature at start-up.
Table 2
51
Engine Oil Viscosity
Caterpillar DEO Ambient Temperature

Multigrade
API CH-4
API CG-4 Minimum Maximum
Viscosity Grade
SAE 0W-20 −40 °C (−40 °F) 10 °C (50 °F)
SAE 0W-30 −40 °C (−40 °F) 30 °C (86 °F)
SAE 0W-40 −40 °C (−40 °F) 40 °C (104 °F)
SAE 5W-30 −30 °C (−22 °F) 30 °C (86 °F)
SAE 5W-40 −30 °C (−22 °F) 50 °C (104 °F)
SAE 10W-30 −18 °C (0 °F) 40 °C (104 °F)
SAE 15W-40 −9.5 °C (15 °F) 50 °C (122 °F)
For additional information on selecting an oil, refer to Special Publication,

SEBU6251, "Caterpillar Commercial Diesel Engine Fluids Recommendations".
Fuel Recommendations
Diesel engines have the ability to burn a wide variety of fuels. These fuels are
divided into two general groups. The two groups are called the preferred fuels
and the permissible fuels.
The preferred fuels provide maximum engine service life and performance. The
preferred fuels are distillate fuels. These fuels are commonly called diesel fuel,
furnace fuel, gas oil, or kerosene.
The permissible fuels are crude oils or blended fuels. Use of these fuels can
result in higher maintenance costs and in reduced engine service life.
Refer to Special Publication, SEBU6251, "Caterpillar Commercial Diesel Engine
Fluids Recommendations" for additional information that relates to diesel fuel.
Coolant Capacities
To maintain the cooling system, the Total Cooling System capacity must be
known. The approximate capacity for the engine cooling system is listed.
External System capacities will vary among applications. Refer to the OEM
specifications for the External System capacity. This capacity information will be
needed in order to determine the amount of coolant/antifreeze that is required
for the Total Cooling System.
52
Table 3
Approximate Refill Capacity of the Cooling System
Compartment or System Liters Quarts
Engine Only 13 13.7
External System (1) 18 19
Total Cooling System (2)

(1) The External System includes an expansion tank with the following
components: heat exchanger, aftercooler, piping and keel cooling system.
( 2 ) Add the capacity for the Engine Only to the capacity for the External System.
Enter the total in this row.
Coolant Recommendations
NOTICE
Do not use a commercial coolant/antifreeze that only meets the
ASTM "D3306" specification. This type of coolant/antifreeze is
made for light duty automotive applications.
Use only the coolant/antifreeze that is recommended.
The following coolants are the primary types of coolants that are used in
Caterpillar Engines:
Preferred - Cat ELC (Extended Life Coolant) or a commercial extended life
coolant that meets the Caterpillar EC-1 specification
Acceptable - Cat DEAC (Diesel Engine Antifreeze/Coolant) or a commercial
heavy-duty coolant that meets "ASTM D4985", or "ASTM D6210" specifications
Caterpillar recommends a 1:1 mixture of water and glycol. This mixture will
provide optimum heavy-duty performance as a coolant/antifreeze.
Note: Caterpillar DEAC DOES NOT require a treatment with an SCA at the
initial fill. Commercial heavy-duty antifreeze/coolant that meets "ASTM D4985"
or "ASTM D5345" specifications MAY require a treatment with an SCA at the
initial fill. Read the label or the instructions that are provided by the OEM of the
product.
Table 4
Caterpillar Minimum Acceptable Water Requirements
53
Property Maximum Limit ASTM Test
Chloride (Cl) 40 mg/L (2.4 grains/US gal) "D512", "D4327"
Sulfate (SO4) 100 mg/L (5.9 grains/US gal) "D516"
Total Hardness 170 mg/L (10 grains/US gal) "D1126"
Total Solids 340 mg/L (20 grain/US gal) "D1888"
Acidity pH of 5.5 to 9.0 "D1293"
Note: A mixture of SCA and water is not recommended for use in the cooling
system of the C4.4 marine auxiliary generator. The use of SCA and water in
the cooling system could result in damage to the aluminum components.
Refer to Special Publication, SEBU6251, "Caterpillar Commercial Diesel Engine
Fluids Recommendations" for additional information that relates coolant.
Note: The service life of coolant is limited by use of service hours. Refer to the
specific engine's Operation and Maintenance Manual, "Maintenance Interval
Schedule" (Maintenance Section). To achieve this service life, the coolants
must be properly maintained. The maintenance program includes S·O·S
coolant analysis.
Table 5
Coolant Service Life
Coolant Type Service Life (1)
Caterpillar ELC Six Years
Caterpillar DEAC Three Years
Commercial Heavy-Duty Coolant/Antifreeze that meets "ASTM

Two Years
D5345"
Commercial Heavy-Duty Coolant/Antifreeze that meets "ASTM

One Year
D4985"
( 1 ) The
service life of coolant is also limited by use (service hours). Refer to the
specific engine's Operation and Maintenance Manual, "Maintenance Interval
Schedule" (Maintenance Section).
54
Maintenance Interval Schedule - Turbocharged Marine

Generator Sets Without Aftercooler
Ensure that all safety information, warnings, and instructions are read and
understood before any operation or any maintenance procedures are
performed.
The user is responsible for the performance of maintenance, including all
adjustments, the use of proper lubricants, fluids, filters, and the replacement of
components due to normal wear and aging. Failure to adhere to proper
maintenance intervals and procedures may result in diminished performance of
the product and/or accelerated wear of components.
Use mileage, fuel consumption, service hours, or calendar time, WHICH EVER
OCCURS FIRST, in order to determine the maintenance intervals. Products that
operate in severe operating conditions may require more frequent maintenance.
Note: Before each consecutive interval is performed, all maintenance from the
previous interval must be performed.
When Required
Battery - Replace
Battery or Battery Cable - Disconnect
Enclosure - Inspect
Engine - Clean
Fuel System - Prime
Generator - Dry
Generator Set - Test
Insulation - Test
Rotating Rectifier - Test
Daily
Belts - Inspect/Adjust/Replace
Cooling System Coolant Level - Check
Electrical Connections - Check
Engine Air Cleaner Service Indicator - Inspect
Engine Oil Level - Check
Generator Load - Check
Walk-Around Inspection
Every Week
Instrument Panel - Inspect
Every 250 Service Hours

Cooling System Coolant Sample (Level 1) - Obtain
Initial 500 Hours (for New Systems, Refilled Systems, and Converted Systems)
55
Every Year
Every 6000 Service Hours or 3 Years

Cooling System Coolant Extender (ELC) - Add
Every 12 000 Service Hours or 6 Years

Cooling System Coolant (ELC) - Change
Every 5550 L (1470 US gal) of Fuel or 500 Service Hours or 1 Year

Auxiliary Water Pump (Rubber Impeller) - Inspect
Battery Electrolyte Level - Check
Engine Air Cleaner Element (Dual Element) - Clean/Replace
Engine Crankcase Breather - Clean/Replace
Engine Mounts - Inspect
Engine Oil Sample - Obtain
Engine Oil and Filter - Change
Fuel System Primary Filter (Water Separator) Element - Replace
Fuel System Secondary Filter - Replace
Fuel Tank Water and Sediment - Drain
Heat Exchanger - Inspect
Hoses and Clamps - Inspect/Replace
Sea Water Strainer - Clean/Inspect
Every 8300 L (2190 US gal) of Fuel or 1000 Service Hours or 1 Year

Belts - Inspect/Adjust/Replace
Every 11 100 L (2930 US gal) of Fuel or 1000 Service Hours or 1 Year

Engine Valve Lash - Inspect/Adjust
Every 22 200 L (5860 US gal) of Fuel or 2000 Service Hours or 2 Years

Aftercooler Core - Inspect
Alternator - Inspect
Cooling System Water Temperature Regulator - Replace
Generator - Inspect
Generator Set Vibration - Inspect
Rotating Rectifier - Check
Starting Motor - Inspect
Turbocharger - Inspect/Clean
Water Pump - Inspect
Every 88 800 L (23 460 US gal) of Fuel or 8000 Service Hours

Engine Crankcase Breather - Replace
Every 133 200 L (35 190 US gal) of Fuel or 12 000 Service Hours
Overhaul Considerations
56

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Caterpillar C4.

Pon Power B.V.

Valve Lash Check .................................................................................. 48

Engine description C4.4

C4.4 Marine Generator Set Engine

Operating Range (rpm) 1500 to 1800 (1)

Number of Cylinders 4 ( In-Line)

Bore 105.0 mm (4.13 inch)

Stroke 127.0 mm (5.00 inch)

Aspiration NA(2) / T(3) / TA(4)

Displacement 4,4 L (269 in3)

Combustion ratio 18.23 : 1

Gen Set Package Dry Weight (approx) 1076 kg (2372 lb)

Total System Capacity:

Oil Change Interval 500 hr

Rotation that is viewed from the flywheel Counterclockwise

Engine Model Views

Model View Illustrations

Generator Set Description

The C4.4 Marine Generator Set is available as a naturally aspirated

Plate Locations and Film Locations

Serial Number Plate

The following information is stamped on the Serial Number Plate:

Generator Identification Plate

Basic Engine - Cylinder Block and Cylinder Head

Pistons, Rings, and Connecting Rods

Systems Operation C4.4

A C4.4 engine is equipped with a distributor-type fuel pump.

Air Inlet and Exhaust System

Turbocharger (If Equipped)

(1) Air inlet

Cylinder Head And Valves

Cooling System / Engines with a Heat Exchanger

Engines with an Aftercooler

Sea Water Circuit

Engines without an Aftercooler

Sea Water Circuit

Engines with a Keel Cooler

Engines with an Aftercooler

Engines without an Aftercooler

(2) Purge line

Testing and adjusting

Idler Gear (Front) - Removal Procedure

Tool Part Number Part Description Qty

A 230-6284 Timing Pin (Camshaft) 1

B 230-6283 Timing Pin (Crankshaft) 1

C 1P-2320 Combination Puller 1

Care must be taken to ensure that fluids are contained during

Ensure that the No. 1 cylinder is at the top center compression

Idler Gear (Front) - Installation Procedure

Tool Part Number Part Description Qty

A 230-6284 Timing Pin (Camshaft) 1

B 230-6283 Timing Pin (Crankshaft) 1

D 1P-0510 Driver Group 1

Finding Top Center Position for No. 1 Piston

Part Number Part Description Qty

230-6283 Crankshaft Timing Pin 1

230-6284 Camshaft Timing Pin 1

(1) Hole for camshaft pin