C175 16-20 Syst Op T&A KENR5397-03-01-ALL

KENR5397-03
September 2009
Systems Operation
Testing and Adjusting
C175-16 and C175-20 Engines for 793F
and 797F Off-Highway Truck/Tractors
LAJ1-Up (Machine)
SSP1-Up (Machine)
B7B1-Up (Engine)
LLM1-Up (Engine)
SAFETY.CAT.COM
i03684547
Important Safety Information

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

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
A non-exhaustive list of operations that may cause product damage are identified by “NOTICE” labels
on the product and in this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. You must
not use this product in any manner different from that considered by this manual without first
satisfying yourself that you have considered all safety rules and precautions applicable to the
operation of the product in the location of use, including site-specific rules and precautions
applicable to the worksite. If a tool, procedure, work method or operating technique that is not
specifically recommended by Caterpillar is used, you must satisfy yourself that it is safe for you
and for others. You should also ensure that the product will not be damaged or become unsafe by
the operation, lubrication, maintenance or repair procedures that you intend to use.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Caterpillar dealers have the most current information available.
When replacement parts are required for this

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

ture failures, product damage, personal injury or
death.
In the United States, the maintenance, replacement, or repair of the emission control devices and
systems may be performed by any repair establishment or individual of the owner's choosing.
KENR5397-03 3
Table of Contents
Table of Contents Crankshaft Position for Valve Lash Setting ........... 39
Air Inlet and Exhaust System

Restriction of Air Inlet and Exhaust ....................... 40
Systems Operation Section Measuring Inlet Manifold Pressure ....................... 40
Measuring Exhaust Temperature .......................... 40
Engine Operation
Crankcase Pressure ............................................. 41
Ether Control System .............................................. 4
Valve Lash - Adjust ............................................... 41
Electronic Control System
Lubrication System
Electronic Control Module (ECM) .......................... 4
General Information (Lubrication System) ............ 43
Engine Oil Pressure - Test .................................... 43
Engine Monitoring System
Engine Monitoring System ..................................... 5
Cooling System
Histogramming ........................................................ 6
General Information (Cooling System) ................. 45
ECM Total Fuel Consumption Adjustment .............. 6
Visual Inspection ................................................... 45
ECM Hour Increment Adjustment ........................... 6
Test Tools for the Cooling System ........................ 46
Radiator and Cooling System - Test ..................... 47
Fuel System
Coolant Temperature Sensor - Test ...................... 49
Fuel System Operation ........................................... 7
Fuel Injector ......................................................... 10
Basic Engine
Connecting Rod Bearings ..................................... 50
Main Bearings ....................................................... 50
Air Inlet and Exhaust System Operation ............... 10
Cylinder Block ....................................................... 50
Valve Mechanism ................................................... 11
Cylinder Head ....................................................... 50
Turbocharger ....................................................... 12
Flywheel - Inspect ................................................. 51
Flywheel Housing - Inspect ................................... 52
Lubrication System
Vibration Damper .................................................. 54
Lubrication System Operation .............................. 13
Air/Electric Starting System
Cooling System
General Information (Air/Electric Starting
Cooling System Operation .................................... 15
System) ............................................................... 55
Basic Engine
Electrical System
Cylinder Block, Liners and Heads ......................... 16
Test Tools for the Electrical System ...................... 56
Pistons, Rings and Connecting Rods .................. 18
Battery .................................................................. 58
Crankshaft ........................................................... 19
Charging System .................................................. 58
Camshaft ............................................................. 20
Alternator Regulator .............................................. 58
Electric Starting System ........................................ 59
Air Starting System
Pinion Clearance Adjustment ............................... 59
Air Starting System .............................................. 20
Electrical System Index Section

Electrical System Operation ................................. 21
Grounding Practices ............................................ 21 Index ..................................................................... 61
Charging System ................................................. 21
Starting System ................................................... 22
Circuit Breaker ..................................................... 23
Testing and Adjusting Section

Fuel System
Fuel System Inspection ........................................ 24
Fuel Rail Pressure - Release ................................ 25
Fuel Rail Leakage - Check ................................... 26
Injector Bypass Fuel Flow - Test ........................... 30
Checking Engine Cylinders ................................... 34
Checking Engine Cylinders with an Electronic Service
Tool ..................................................................... 34
Engine Rotation .................................................... 35
Finding the Top Center Position for the No. 1
Piston .................................................................. 35
Camshaft Timing ................................................... 36
4 KENR5397-03
Systems Operation Section
Systems Operation Section Electronic Control System

i03441200
Engine Operation Electronic Control Module
i03439820
(ECM)
Ether Control System SMCS Code: 1901
SMCS Code: 1456
NOTICE
Excessive ether (starting fluid) can cause piston and
ring damage. Use ether for cold weather starting pur-
poses only.
Ether is automatically injected during cranking by

the Electronic Control Module (ECM). The ECM
automatically injects ether into the air inlet manifolds
when the following conditions are met:
• The ether control parameter is programmed to

“Enabled”.
• The engine rpm is between 0 and 1200 rpm.

• The jacket water coolant temperature or the inlet
manifold temperature sensor is below the set point.
g01790693
Illustration 1
The duration of ether injection varies with the coolant Typical view of the ECM
temperature.
(1) J1/P1 ECM connector
(2) J2/P2 ECM connector
For troubleshooting, an override is available for the
technician to actuate the ether system. By using The ECM has two connectors. The J1/P1 connector
Caterpillar Electronic Technician (ET), ether injection (1) is a 70-pin connector, while the J2/P2 connector
can be started and stopped. (2) is a 120-pin connector. Each pin provides a
connection point for a signal interface for the ECM.
Overview of the Electronic Control

System
The electronic control system is designed to fully
control engine operation for optimum performance
with minimal emissions.
The ECM is the engine control computer for the

engine's electronic control system. The ECM
provides the capacity for the input/output functions,
the control functions, the data link communications,
and the computational functionallity for the system.
This functionality is detailed below:
KENR5397-03 5
Input/Output Functions Communications on the Cat Data Link utilize a

Caterpillar proprietary language that is used for
The ECM relies on several different types of input communications between Caterpillar proprietary
devices in order to gather information that is related controllers and displays. The Cat Data Link is also
to the current state of engine operation. The ECM used for communications with Cat ET.
receives the status information from the input devices
and the ECM then uses the information to calculate Computational Functionallity
the correct output action that is needed in order to
control engine operation. These output actions are The computational functionality of the ECM is
based on calculations that are made on cumulative dedicated to all aspects of engine operation and
data from other system components, software engine monitoring. The ECM is continuously
parameters, and information that is related to desired evaluating the engine's current state of operation.
operation. The ECM utilizes switch inputs, sensor The results are compared by the ECM to the engine's
inputs,and data link communications to provide input desired state of operation. The ECM evaluates the
information from the engine components. difference between these two states in order to
calculate the necessary control command signals.
The ECM provides the following output functions: The ECM then modifies output signals in order to
bring the current state of operation closer to the
• Power supply control for related components desired state of operation. The ECM also compares
the current state of operation to an acceptable range
• Controller circuits for engine operation of operation. If the status of any parameter is not
within the acceptable range of operation, the ECM
• Communications ports for communication medium communicates the adverse condition to the operator.
The ECM utilizes outputs as power supplies, outputs
for high side ECM drivers (switch to battery circuits), ECM Software
outputs for low side ECM drivers (switch to ground
circuits), and data link communications to output The ECM software is typically called a flash file. The
command signals to other engine controllers. flash file is a data file that is installed into the ECM.
This data file provides the ECM with the software and
the data that is needed to run the engine. Occasional
Control Functions updates to the flash file are provided by Caterpillar.
The new software files can be downloaded from the
Control functions are typically commands that are
Service Information System (SIS) web site. Use Cat
derived internally to the ECM circuitry. Control
ET to download the flash file to the ECM.
functions are used in order to calculate the necessary
effect on the signal status for the output circuits
that control the engine operation. The ECM utilizes
the output drivers and data link communications to
implement control over engine operation.
Data Link Communications i03449501
The ECM uses two different communication protocols

for data link communications:
SMCS Code: 1900; 1901
• Cat Data Link The Electronic Control Module (ECM) provides a
comprehensive, programmable engine monitoring
• CAN data link (SAE J1939) system for this engine. The ECM monitors specific
engine operating parameters in order to detect
These two types of data links are the main structure
abnormal conditions that may develop. The ECM can
for communication between all of the controllers on
initiate an action if a specific operating parameter
the engine and on the machine.
extends beyond an acceptable range. The ECM
will react with an action that is dependent on the
The CAN data link is mainly used for communications
severity of the condition. The following actions may
between the engine ECM and controllers and displays
be initiated by the ECM:
that are on the engine and on the machine. The CAN
data link may also be used for communications with
Caterpillar Electronic Technician (ET). • Illumination of a warning lamp or warning alarm
• Engine derate
• Engine protection shutdown
6 KENR5397-03
Note: The above actions may not be available for i01972221

certain parameters or applications.
ECM Hour Increment
For most applications, Caterpillar Electronic Adjustment
Technician (ET) can be used to adjust trip points and
delay times for the monitoring system parameters. SMCS Code: 1901
Refer to Troubleshooting , “Event Codes” for specific
information that is related to programming these The adjustment for the hour increment provides a
parameters. method of adjusting the hour meter of the Electronic
Control Module (ECM). The adjustment is made with
i03446860
the Caterpillar Electronic Technician (ET). The tool
increments the number of hours that are recorded
Histogramming in the ECM.
SMCS Code: 1901 The adjustment for the hour increment will allow a
new replacement ECM to be programmed in order
Histogram data can be displayed via the Caterpillar to display the correct number of operating hours for
Electronic Technician (ET) in order to show the trends that particular engine. The adjustment only allows
of performance for the engine. Histograms can be incremental changes. A password is required in order
used to evaluate performance problems that may be to make the change.
occurring with the engine.
Note: The activation of certain diagnostic codes

and/or event codes may cause histogram
information to be recorded automatically for related
parameters. This information may be useful during
troubleshooting. Refer to the Troubleshooting manual
for specific information that is related to diagnostic
codes and event codes.
Historical performance data is stored in a format that

can be used to construct histograms via the Cat ET.
Data is also available engine load and the engine's
actual exhaust temperature.
i02217900
ECM Total Fuel Consumption

Adjustment
SMCS Code: 1901
The feature provides a method of adjusting the

total fuel consumption by incrementing the total
fuel consumption number that is recorded in the
Electronic Control Module (ECM). The adjustment is
made with the Caterpillar Electronic Technician (ET).
The adjustment for the total fuel consumption will

allow a new replacement ECM to be programmed in
order to display the correct total fuel consumption
number for that particular engine. The adjustment
only allows incremental changes to be made. The
change requires a factory password.
KENR5397-03 7
Fuel System
i03675723
Fuel System Operation

SMCS Code: 1250
g01983934
Illustration 2
Fuel system components (typical right side engine view)
(1) Fuel injectors (left side) (8) Temperature sensor for the low pressure (12) Block assembly that contains the in-line
(2) Fuel rail pressure sensor fuel high pressure fuel filter
(3) Power module (9) Manual switch for the electric fuel priming (13) Temperature sensor for the high
(4) Fuel control valve and controller pump pressure fuel
(5) Electric fuel priming pump (10) Pressure sensor at the inlet of the fuel
(6) Fuel injectors (right side) priming pump
(7) Unfiltered fuel pressure sensor (11) Filtered fuel pressure sensor
The fuel system for this engine incorporates a low The low pressure fuel system is used to transfer fuel
pressure fuel system and a high pressure fuel system from the fuel tank to the high pressure fuel pump.
into the engine's design. During the transfer of fuel, water is removed from the
fuel. Also, the fuel is filtered. The system incorporates
a mechanical fuel transfer pump that is used to
transfer fuel during engine operation. An electric fuel
priming pump is used as a booster pump to increase
fuel pressure in the system during engine starting.
8 KENR5397-03
The high pressure fuel system pressurizes the fuel Low Pressure Fuel System
prior to injection. The fuel is transfered to the injectors
through double wall fuel lines. The fuel injectors
are used to produce atomized fuel during the fuel
injection cycle. Flow limiters are used to limit the total
flow of fuel to the injector to a preset level.
The engine's fuel system is made up of the following

components:
• Low pressure fuel lines

• Primary fuel filter/water separator
• Advanced efficiency secondary fuel filter
• Mechanically driven fuel transfer pump
• Electric fuel priming pump
• High pressure fuel pump and fuel control valve
• Double wall fuel lines
• High pressure fuel injectors
• Electronic control system components
These fuel system components form the design of
these three engine subsystems: Illustration 3
g01983935
Schematic of the low pressure fuel system (typical configuration)

• Low pressure fuel system (14) Secondary fuel filters
(15) Tertiary filter
• High pressure fuel system (16) High pressure fuel system
(17) Pressure regulator
• Electronic control system for fuel delivery (18)
(19)
Check valve
Electric fuel priming pump
(20) Mechanical fuel transfer pump
(21) Primary filter/water separator
(22) Fuel tank
The fuel flows from fuel tank (22) to the mechanical

fuel transfer pump (20) and electric fuel priming pump
(19). The fuel is drawn through primary filter/water
separator (21) prior to being pressurized by the fuel
pumps. The electric fuel priming pump is energized
during engine starting. Also, the electric priming
pump can be used for priming the fuel system. The
low pressure pumps must pressurize the fuel to
approximately 250 kPa (36 psi) in order to open the
check valve in the high pressure fuel pump during
engine starting.
The fuel then flows through secondary fuel filters

(14) and tertiary filter (15). After the fuel has been
filtered, the fuel flows into pressure regulator (17).
The flow that is not used by high pressure fuel
system (16) is sent back to the fuel tank through the
pressure regulator. Check valve (18) prevents fuel
from draining from the return lines of the low pressure
system.
KENR5397-03 9
Note: The number of fuel filters for the fuel system Note: Fuel leakage into the outer wall of the double
will vary by the engine application. The location of the wall fuel lines is considered to be a leak in the high
fuel cooler depends on the application of the engine. pressure fuel system. If leakage into the outer wall is
identified, perform the necessary repairs.
High Pressure Fuel System
Electronic Control System for Fuel
Delivery
Fuel delivery is controlled by the Electronic Control
Module (ECM) and various electric components.
The following components are used by the ECM to
provide the correct fuel delivery for the engine:
• Electric fuel priming pump

• Engine speed/timing sensors
• Fuel control valve
• Fuel injector solenoids
• Pressure sensors
• Temperature sensors
The ECM receives data that is related to the
current engine operating conditions from the various
electronic components. The ECM utilizes this data
in order to calculate the correct injection timing and
injection duration. A throttle signal is also calculated
for the fuel control valve. An injection signal is sent
to the fuel injectors in order to provide fuel delivery
g01983937
to the engine.
Illustration 4
(23) High pressure fuel line Refer to Systems Operation, “Fuel Injector” for
(24) Fuel lines for fuel return flow information that is related to the operation of the
(25) Flow limiter valve
(26) Fuel injectors engine's fuel injectors.
(27) Low pressure fuel system
(28) Fuel control valve
(29) High pressure fuel pump
(30) Iin-line high pressure fuel filter
Fuel flows from low pressure fuel system (27) to

high pressure fuel pump (29). The high pressure
fuel pump pressurizes the fuel. The pressure that is
generated by the pump is regulated by fuel control
valve (28). The fuel control valve regulates the
pressure by restricting the amount of fuel that is
allowed to enter the intake of the pump. A relief valve
that is internal to the high pressure fuel pump limits
the maximum fuel pressure that is generated by the
pump to approximately 205 MPa (30,000 psi).
The high pressure fuel flows from the pump and the
fuel is filtered by in-line high pressure fuel filter (30).
The high pressure fuel then enters high pressure
fuel lines (double wall fuel line) (23) and the fuel is
delivered to fuel injectors (26). A small amount of
fuel return flow that is expected returns to the tank
through fuel lines (24). Flow limiter valve (25) limits
the maximum flow of fuel to each injector.
10 KENR5397-03
i03454160 The tip of the fuel injector protrudes for a short

distance below the cylinder head into the combustion
Fuel Injector chamber. The fuel injector tip has several small
orifices that are equally spaced around the outside
SMCS Code: 1290 diameter. The size of these orifices and the pressure
of the fuel determine the degree of atomization of the
fuel during fuel injection.
Air Inlet and Exhaust

System
i03508463

Operation
SMCS Code: 1050
The components of the air inlet and exhaust

system control the quality and the amount of air
that is available for combustion. There are four
separate turbochargers. The exhaust manifolds are
Illustration 5
g01799294 mounted on the top of the engine between the valve
mechanism covers. The engine utilizes a single
Fuel injector and solenoid
camshaft that runs down the top center of the engine
block. The camshaft controls the movement of the
Fuel injection occurs when the injector solenoid is
valve system components. The engine utilizes cross
energized by the Electronic Control Module (ECM).
flow cylinder heads to provide ventilation for engine's
As the solenoid is energized a magnetic force is
combustion system.
generated. The magnetic force opens an internal
fuel check valve. Fuel injection begins as the fuel
pressure overcomes the pressure that is exerted by
the spring force of the check valve.
During fuel injection, high pressure fuel from the

fuel rail flows into the injector and to the fuel injector
nozzle. The needle valve in the tip of the injector is
spring loaded. Fuel flows through the fuel passage
around the needle valve to the valve chamber. In the
valve chamber, the fuel pressure lifts the needle valve
away from the seat. The fuel is sprayed through the
orifices that are in the tip of the injector. The atomized
fuel is injected into the combustion chamber.
g01319918
Illustration 7
Typical example
(1) Exhaust manifold
(2) Exhaust outlet
(3) Turbocharger turbine wheel
(4) Turbocharger compressor wheel
(5) Air inlet
g01799117 (6) Air intake manifold
Illustration 6
Fuel injector tip
KENR5397-03 11
Air from the air filters is pulled through air

inlet (5) into the turbocharger compressor by
turbocharger compressor wheel (4). The rotation
of the turbocharger compressor wheel forces the
compressed air through the air intake manifold (6)
and into the inlet chambers for each cylinder head.
This compressed air fills the inlet chambers in the
cylinder heads. Air flow from the inlet chamber into
the cylinder heads is controlled by the engine's intake
valves.
There are two intake valves and two exhaust valves

for each cylinder. Refer to Systems Operation/Testing
and Adjusting, “Valve Mechanism”.
The intake valves open when the piston moves down

on the intake stroke. The cooled, compressed air is
pulled into the cylinder from the inlet chamber. The
intake valves close and the piston starts to move
up on the compression stroke. When the piston
is near the top of the compression stroke, fuel is
injected into the cylinder. The fuel mixes with the air Illustration 8
g01846713
and combustion begins. The force that is generated Valve system components
by combustion pushes the piston downward on the
(1) Valve spring
power stroke. When the piston moves upward again, (2) Rotocoil
the piston is on the exhaust stroke. The exhaust (3) Valve bridge assembly
valves open and the exhaust gases are pushed (4) Rocker arm
through the exhaust port into exhaust manifold (1). (5) Rocker shaft assembly
After the exhaust stroke is complete, the exhaust (6) Pushrod
(7) Valve lifter
valves close and the cycle starts again. (8) Camshaft
(9) Camshaft lobes
Exhaust gases from exhaust manifold (1) enter the
turbine side of the turbocharger. The exhaust gases Camshaft (8) is rotated through the rear gear train by
cause turbine wheel (3) to turn. The turbine wheel is the crankshaft. The rotation of camshaft is precisely
connected to the shaft that drives the turbocharger's timed to the rotation of the crankshaft in order to
compressor wheel. The exhaust gases exit through maintain the correct relation between the movement
exhaust outlet (2). of the piston and the movement of the valves.
Two lobes (9) are machined into the camshaft

i03515334
for each cylinder. One lobe operates the valve
Valve Mechanism mechanism components for the inlet valves and
the other lobe operates the valve mechanism
SMCS Code: 1102 components for the exhaust valves.
The valve system components control the flow of the As the camshaft rotates, the rollers on valve lifters (7)
inlet air and the exhaust gases to the cylinder and travel up the camshaft lobes. Pushrod (6) transfers
from the cylinders during engine operation. this motion to rocker arm (4). The rocker arms pivot
on rocker shaft assemblies (5). The rocker arms
act as a lever as the motion is transfered to the
top of valve bridge assembly (3). The valve bridge
assemblies transfer movement from the rocker arms
to the top of the valve stems. The bridge assemblies
operate two valves simultaneously. There is a pair of
intake valves and a pair of exhaust valves for each
cylinder.
Rotocoils (2) initiate a rotational movement to the

valves as the valves are opened and closed. The
rotation of the valves keeps the carbon deposits on
the valves to a minimum which gives the valves a
longer service life.
12 KENR5397-03
Valve springs (1) are used to provide a spring tension

force on the valves. This force causes the valves to
close as the lifters travel off the camshaft lobe.
i03510525
Turbocharger
SMCS Code: 1052
g01192286
Illustration 10
Turbocharger cartridge
(4) Compressor wheel
(5) Bearing
(6) Oil inlet port
(7) Bearing
(8) Turbine wheel
(9) Oil outlet port
The exhaust gases enter the turbocharger through

g01846560
Illustration 9 the exhaust inlet of the turbine housing. The thermal
Turbocharger mounting (typical example) energy that is from the exhaust gases causes
(1) Turbocharger turbine wheel (8) to rotate. This rotational energy
(2) Oil supply lines is transfered from the turbine wheel to compressor
(3) Mounting supports for the turbochargers wheel (4) through the turbocharger's center shaft.
The inlet of the turbine side of each turbocharger As the compressor wheel rotates, filtered air is
(1) is connected to the turbocharger's respective pulled through the compressor housing air inlet by
exhaust manifold. The outlet of the compressor side the rotation of the compressor wheel. The blades
of each turbocharger is connected to the engine's of the compressor wheel compress the air. The
air intake manifolds. Engine oil is supplied to the compressed air is fed to the cylinders through the
turbocharger's shaft bearing through oil supply lines air intake manifold. By using inlet air that has been
(2). The oil drains to the crankcase through mounting compressed, the cylinder is packed with more air
supports (3). during the intake stroke of the piston. Additional air
for combustion allows the engine to burn additional
fuel with greater efficiency. This increases the power
output of the engine.
The speed of the turbocharger is controlled by the

thermal output of the engine. The engine's Electronic
Control Module controls turbocharger speed through
control of the fuel delivery to the engine. The
amount of fuel that is consumed by the engine is
directly proportional to the amount of heat that is
generated by the engine. This heat is delivered to
the turbocharger's turbine wheel through the exhaust
gases. Also, the engine's working altitude has an
effect on the turbocharger's operational speed.
KENR5397-03 13
Bearings (5 and 7) for the center shaft are lubricated

by engine oil that is pressurized by the engine oil
pump. Engine oil is supplied through the oil lines
to the turbocharger. The oil enters the top of the
turbocharger housing at oil inlet port (6). Oil passages
in the housing supply oil to the bearing surfaces. The
oil drains through oil outlet port (9) at the bottom of
the housing. The oil drains into the flywheel housing
through the oil drain ports that are cast into the
mounting supports for the turbochargers.
Lubrication System
i03687262
Lubrication System Operation

SMCS Code: 1300
g01982954
Illustration 11
Schematic for the engine's lubrication system
(1) Engine oil coolers (6) Pressure relief valve for the lubrication (10) Pressure regulator valve for the
(2) Engine oil filters system lubrication system
(3) High pressure fuel pump (7) Engine block (11) Engine oil pump
(4) Turbochargers (8) Engine oil cooler bypass valve (12) Suction screen
(5) Turbocharger's mounting support (9) Engine oil pan (13) Scavenge oil pump
14 KENR5397-03
Clean engine oil from the filters flows through an

engine oil line and into the main oil gallery (14) that
is cast into engine block (7). The main oil gallery
supplies oil to the camshaft bearings through drilled
passages in the engine block. The engine oil flows
around each camshaft journal to the cylinder head.
The engine oil travels to each cylinder head through
additional drilled passages. Passages that travel to
the lifter groups lubricate the valve lifters. There are
also passages in the cylinder heads that provide
lubrication of the rocker arms, rocker arm shafts, and
valve guides.
Drilled passages in the engine block also supply oil

to the engine's high pressure fuel pump (3) and to oil
lines that feed oil to turbochargers (4). The return oil
from the turbochargers drains back into the oil pan
through mounting supports (5). Return oil from the
high pressure fuel pump drains back into the oil pan
through the front housing.
Illustration 12
g01861555 The main oil gallery is connected to the main bearings
(14) Main oil gallery
by drilled holes. Drilled holes in the crankshaft
connect the main bearing oil supply to the rod
Engine oil pump (11) is a gear-type pump that bearings.
generates pressure for the engine's lubrication
system. The engine oil pump is mounted on the back
side of the front gear housing. The pump gears are
driven by the front gear train. Oil is drawn into the
inlet of the pump through suction screen (12). Oil is
drawn through the suction screen through a suction
tube to the oil pump.
Pressure regulator valve (10) is mounted to the

engine oil pump. The pressure regulator valve
controls the engine oil pressure to a maximum of
550 kPa (80 psi). In the case of a problem with the
pressure regulator valve, pressure relief valve (6)
limits the maximum pressure in the lubrication system
to 875 kPa (127 psi). Both of the valves returns
excess engine oil to engine oil pan (9).
Scavenge oil pump (13) transfers oil from the shallow

end of the engine oil pan to the oil pan's oil sump. The
scavenge oil pump is driven by the front gear train.
The pressurized oil is directed through engine

oil coolers (1). The engine oil coolers lower the
temperature of the engine oil before the engine oil is
sent to the filters. If the oil coolers become restricted,
engine oil cooler bypass valve (8) allows engine oil
to bypass the oil coolers. If the pressure differential
across the oil coolers exceeds 180 kPa (26 psi) the g01861614
Illustration 13
bypass valve will allow engine oil to bypass the oil
coolers. The oil coolers are mounted to the left side Piston cooling and lubrication of the piston pin
of the engine. (15) Drilled passage
(16) Piston cooling jets
Engine oil filters (2) are used to clean the engine
oil. Cartridge-type filters are used. The filters are
located on the right side of the engine. A supply line
crosses the engine below the oil pan to supply oil to
the engine oil filters.
KENR5397-03 15
Drilled passage (15) that is in the connecting rod

provides oil for the lubrication of the piston pin.
Two piston cooling jets (16) are located below each
piston. Each of the piston cooling jets direct a spray
of engine oil toward the manifold that is behind the
ring band of the piston. The manifold is used to direct
heat away from the piston rings. The oil spray from
the piston cooling jets is used to remove heat from
the manifold.
Engine oil is sent to the front gear group and the

rear gear group through drilled passages. The
drilled passages are in the front housing, the rear
housing and cylinder block faces. The passages are
connected to the main oil gallery.
Cooling System
i03449647
Cooling System Operation

SMCS Code: 1350
g01795173
Illustration 14
Cooling system diagram
Coolant is pulled from radiator (1) to water pump

(6). From the water pump, coolant is sent through
engine oil cooler (7). From the engine oil cooler, part
of the coolant is sent to air compressor (4) and to
turbochargers (5), while most of the coolant is sent
through engine block (3).
As the coolant flows into the water jacket of the block

at the front of the engine, the coolant is directed to
both sides of the engine block through distribution
manifolds. The distribution manifolds are connected
to the water jacket for all the cylinders.
16 KENR5397-03
The coolant flows upward through the water jackets

of the engine block. The coolant flows around the
Basic Engine
cylinder liners from the bottom to the top. Near the
top of the cylinder liners, the water jacket is tapered i03569173
and the cooling jacket becomes smaller. This is the
area that has the hottest temperature. This smaller Cylinder Block, Liners and
area causes the coolant flow to increase for better
cooling of the cylinder liner. Coolant from the top of
Heads
the liners flows into the cylinder head which sends SMCS Code: 1100; 1200
the coolant around the components of the cylinder
head. Coolant flows to the top of each cylinder head.
The coolant flows out of the cylinder head through Cylinder Block
the coolant pipes to water temperature regulator (2)
that is electronically controlled.
The water temperature regulator is controlled by

the temperature control module. The temperature
control module receives a temperature setpoint
from the engine's Electronic Control Module (ECM).
As the water temperature regulator is opened,
coolant is sent through the bypass line back to the
inlet of the water pump. As the temperature of the
coolant increases, the regulator is opened. When the
regulators open the coolant flow in the bypass line is
then restricted. Coolant is sent through the outlets
to the radiator.
g01871934
Illustration 15
Cylinder block and components for the lower end of the engine
(1) Cylinder block
(2) Piston cooling jet
(3) Crankcase covers
(4) Crankshaft
(5) Main bearing cap
(6) Saddle bolts for the main bearing cap
(7) Main bearing studs
The cylinders for this engine are positioned at a 30

degree angle from the vertical centerline of cylinder
block (1).
Piston cooling jets (2) are mounted to the cylinder

block. The oil spray from the jets is used to provide
lubrication to the piston. The oil spray is also used
to cool the piston rings.
Crankcase covers (3) allow access to the connecting

rods, to the main bearings, and to the piston cooling
jets. When the covers are removed, all of the
openings can be used for inspection and for service.
KENR5397-03 17
Main bearing caps (5) are used to secure crankshaft For this engine, the cylinder is serviceable as a
(4) into the cylinder block. Saddle bolts (6) are parts kit. Three O-ring seals (8) are used to create a
used to horizontally secure the main bearing caps. seal between the cylinder liner (9) and the cylinder
The main bearing caps are fastened vertically to block. There are machined grooves (B) in the outer
the cylinder block with main bearing studs (7). A wall of the sleeve that accommodate each O-ring
hydraulic tensioning tool must be used to tighten the seal. Engine coolant flows around the cylinder
main bearing studs during installation. liners in order to dissipate heat that is created in
the combustion chamber during combustion. These
O-ring seals are used to provide a seal around
Cylinder Liners the cooling jacket. Sleeve (10) fits into machined
counterbore surface (A) that is at the top of the
cylinder liner. During engine operation, the sleeve
scrapes the area of the piston that is above the top
piston ring in order to remove carbon buildup. This
prevents polishing of the cylinder wall. The cylinder
liner is a midsupported design. The support for the
liner flange (C) is located below the top deck of the
engine block.
The engine's cylinder pack consists of the piston,

piston rings, piston pin, piston rod, and cylinder liner.
Piston rings (11) are installed in the ring grooves

that are located in the top portion of piston (12). The
piston rings fit tightly inside the cylinder. The two top
rings seal the combustion chamber as the piston
moves in the cylinder. The bottom ring scrapes the
oil from the cylinder liner. The piston is attached to
the small end of connecting rod (13). Piston pin (14)
is used to create an articulated joint between the
piston and the connecting rod. Six bolts are used to
secure the large end of the connecting rod around the
bearing journal on the crankshaft. In order to create
the cap of the connecting rod, the rod is fractured
along the centerline of the radius of the connecting
rod's large end.
g01873520 Note: The large end of the connecting rod cannot

Illustration 16
be removed through the cylinder liner. The piston,
Components for the cylinder pack rod, and the liner must be removed from the block as
(A) Machined counterbore surface for the sleeve a group. The piston and rod assembly can then be
(B) Machined grooves for the O-ring seals removed from the bottom end of the liner.
(C) Liner flange
(8) O-ring seals
(9) Cylinder liner
(10) Sleeve
(11) Piston rings
(12) Piston
(13) Connecting rod
(14) Piston pin
18 KENR5397-03
Cylinder Heads i03089943
Pistons, Rings and Connecting

Rods
SMCS Code: 1214; 1218
g01871414
Illustration 17
Components for the cylinder pack
(15) Valve mechanism cover
(16) Cylinder head
(17) Valve guide bushings
(18) Valve seat inserts Illustration 18
g01293483
(19) Integral seal
(20) Combustion gasket Piston assembly
Valve mechanism cover (15) is bolted to cylinder The piston is a one-piece piston that is made of
head (16). A rubber gasket is installed in order to seal forged steel. A large circumferential slot separates
the cover to the head. Remove the valve mechanism the crown and the skirt. The crown and the skirt
cover in order to service the injector and the valve remain attached by the strut for the pin bore. The
train components. Valve guide bushings (17) are crown carries all three piston rings. Oil from the piston
mechanically pressed into the cylinder heads. Also, cooling jets flows through a chamber which is located
the valve seat inserts (18) are mechanically pressed directly behind the rings. The oil cools the piston
into the cylinder heads. There are valve seats for two which improves the life of the rings. The pistons have
inlet valves and two exhaust valves that are for each three rings which include two compression rings and
cylinder. Integral seal (19) and combustion gasket one oil ring. All the rings are located above the piston
(20) are used to seal the cylinder head to the cylinder pin bore. Oil returns to the crankcase through holes
block and to the liner. The integral seal is used to in the oil ring groove.
seal coolant passages and oil passages that transfer
fluids between the cylinder block and the cylinder
head. The combustion gasket seals the combustion
gases that are in the combustion chamber.
KENR5397-03 19
i02613930
Crankshaft
SMCS Code: 1202
g01293802
Illustration 20
Typical example
The crankshaft changes the combustion forces in

the cylinder into usable rotating torque. A vibration
damper is used at the front of the crankshaft in order
to reduce torsional vibrations (twist) that can cause
damage to the engine.
g01293536
Illustration 19
Connecting rod
The crankshaft drives a group of gears on the front
and on the rear of the engine. The gear group on
The connecting rod has a taper on the pin bore end. the front of the engine drives the oil pump, the water
This taper gives the rod and the piston more strength pumps, the fuel pump, and the accessory drives.
in the areas with the most load. Six bolts, which are
set at a small angle, hold the rod cap to the rod. This The rear gear group drives the camshaft and the
design keeps the rod width to a minimum, so that a accessory drives.
larger rod bearing can be used. The connecting rod,
the piston, and the liner must be removed as a group. Seals and wear sleeves are used at both ends of the
The connecting rod can not be removed without also crankshaft. The C175-16 crankshaft is held in place
removing the liner. by nine main bearings. The C175-20 crankshaft is
held in place by eleven main bearings. A thrust plate
The connecting rod is a one-piece forging that is at either side of the rear main bearing controls the
fractured hydraulically in order to split the big end end play of the crankshaft.
cap from the connecting rod. This process produces
a rough surface that is accurately matched on each
side for improved strength. The rough surface also
prevents lateral movement of the mating surfaces.
The caps and the rods must stay together as a pair.

The caps and the rods cannot be mixed.
The connecting rods are different for each side of the

engine. The connecting rods must be installed on the
correct side of the engine.
20 KENR5397-03
i02613931 Air Starting System

Camshaft
i03089981
SMCS Code: 1210
Air Starting System
SMCS Code: 1450
g01293790
Illustration 21
Typical example
g01326388
There is one camshaft. The C175-16 camshaft is Illustration 22
supported by nine bearings. The C175-20 camshaft Typical example
is supported by eleven bearings. The camshaft is (1) Air starting motor
driven by the rear gear group. (2) Air inlet
(3) Control valve
The camshaft must be in time with the crankshaft. (4) Starting motor solenoid
The relation of the camshaft lobes to the crankshaft
position causes the valves in each cylinder to operate When the main supply of pressurized air is ON,
at the correct time. pressurized air is provided to the control valve. The
main supply of pressurized air is blocked by the
control valve. The control valve allows some control
air pressure to flow through the control valve to the
starting motor solenoid .
When the normally closed starting motor solenoid

is activated for start-up, the solenoid opens the
connected valve. The valve allows the control air
pressure to flow behind the piston inside the air
starting motor.
The pressurized air causes the turbine to rotate. The

rotor uses the reduction gears to rotate the drive
shaft for the pinion and the pinion rotates the flywheel
in order to crank the engine.
When the engine starts to run, the flywheel will begin

to rotate faster than the pinion. The design of the
drive shaft for the pinion allows the pinion to move
away from the flywheel. This prevents damage to the
air starting motor, to the pinion, and to the flywheel
ring gear.
KENR5397-03 21
When the engine control senses the crank terminate

speed, starting motor solenoid (4) is de-energized. NOTICE
The control valve closes in order to shut off the main This engine is equipped with a 24 volt starting system.
supply of pressurized air to the starting motor. Use only equal voltage for boost starting. The use of
a welder or higher voltage will damage the electrical
system.
Electrical System
Ground the engine block with a ground strap that is
furnished by the customer. Connect this ground strap
i01253714 to the ground plane.
Electrical System Operation Use a separate ground strap to ground the negative
“-” battery terminal for the control system to the
SMCS Code: 1400; 1450 ground plane.
The electrical system has two separate circuits. Disconnect the power when you are working on the
The circuits are the charging circuit and the starting engine's electronics.
circuit. Some of the electrical system components
are used in more than one circuit. The battery, the If rubber couplings are used to connect the steel
circuit breaker, the cables, and the battery wires are piping of the cooling system and the radiator,
common in each of the circuits. the piping and the radiator can be electrically
isolated. Ensure that the piping and the radiator are
The charging circuit is in operation when the engine continuously grounded to the engine. Use ground
is running. An alternator makes electricity for the straps that bypass the rubber couplings.
charging circuit. A voltage regulator in the circuit
controls the electrical output in order to keep the
battery at full charge. i02641472
The starting circuit is in operation only when the start Charging System
switch is activated.
SMCS Code: 1400
i03078894
NOTICE
Grounding Practices Never operate the alternator without the battery in the
circuit. Making or breaking an alternator connection
SMCS Code: 1400 with heavy load on the circuit can cause damage to
the regulator.
Proper grounding is necessary for optimum engine
performance and reliability. Improper grounding will
result in uncontrolled electrical circuit paths and in
unreliable electrical circuit paths.
Uncontrolled electrical circuit paths can result in

damage to main bearings, to connecting rod bearing
journal surfaces, and to aluminum components.
Uncontrolled electrical circuit paths can also cause
electrical activity that may degrade the engine
electronics and communications.
Ensure that all grounds are secure and free of

corrosion.
The engine alternator must be grounded to the

negative “-” battery terminal with a wire that is
adequate to carry the full charging current of the
alternator.
For the starting motor, do not attach the battery

negative terminal to the engine block.
22 KENR5397-03
Alternator
g00285112
Illustration 24
g01325347
Illustration 23 Typical solenoid
Alternator components (typical example)
(1) Regulator The solenoid has windings (one or two sets) around
(2) Roller bearing a hollow cylinder. There is a spring-loaded plunger
(3) Stator winding inside the cylinder. The plunger can move forward
(4) Ball bearing and backward. When the start switch is closed
(5) Rectifier bridge
(6) Field winding and the electricity is sent through the windings, a
(7) Rotor assembly magnetic field is made. The magnetic field pulls the
(8) Fan plunger forward in the cylinder. This moves the shift
lever in order to engage the pinion drive gear with
The alternator is driven by a belt from an auxiliary the ring gear. The front end of the plunger makes
drive at the front right corner of the engine. This contact across the battery and the motor terminals of
alternator is a three-phase, self-rectifying charging the solenoid. The starting motor begins to turn the
unit, and the regulator is part of the alternator. flywheel of the engine.
The voltage regulator is a solid-state, electronic When the start switch is opened, current no longer
switch. The regulator turns on and the regulator turns flows through the windings. The spring pushes the
off many times in one second in order to control the plunger back to the original position. The spring
field current to the alternator. The output voltage from simultaneously moves the pinion gear away from the
the alternator will now supply the needs of the battery flywheel.
and the other components in the electrical system.
No adjustment can be made in order to change the When two sets of windings in the solenoid are used,
rate of charge on these alternator regulators. the windings are called the hold-in winding and the
pull-in winding. Both of the winding have the same
number of turns around the cylinder. However, the
i02634189
pull-in winding uses a wire with a larger diameter in
Starting System order to produce a greater magnetic field. When the
start switch is closed, part of the current flows from
SMCS Code: 1450 the battery through the hold-in windings. The rest
of the current flows through the pull-in windings to
the motor terminal. The current then goes through
Starting Solenoid for Electric the motor to the ground. When the solenoid is fully
Starting Motors activated, current is shut off through the pull-in
windings. Only the smaller hold-in windings are in
A solenoid is an electromagnetic switch that does operation for the extended period of time. This period
two basic operations. of time is the amount of time that is needed for
the engine to start. The solenoid will now take less
• Close the high current starting motor circuit with a current from the battery. The heat that is made by the
low current start switch circuit. solenoid will be kept at an acceptable level.
• Engage the starting motor pinion with the ring gear. Electric Starting Motor
The starting motors are used to turn the engine
flywheel in order to get the engine running.
KENR5397-03 23
i01259850
Circuit Breaker
SMCS Code: 1420
The circuit breaker is a switch that opens the battery

circuit if the current in the electrical system goes
higher than the rating of the circuit breaker.
A heat-activated metal disc with a contact point

completes the electric circuit through the circuit
breaker. If the current in the electrical system gets too
high the metal disc will get hot. This heat causes a
distortion of metal disc. The disc opens the contacts.
g01192489
Illustration 25 The disc breaks the circuit.
Cross section of the starting motor (typical example)
(1) Field NOTICE
(2) Solenoid Find and correct the problem that causes the circuit
(3) Clutch breaker to open. This will help prevent damage to the
(4) Pinion
(5) Commutator
circuit components from too much current.
(6) Brush assembly
(7) Armature
The starting motor has a solenoid. When the start

switch is activated, electricity will flow through the
windings of the solenoid. The solenoid core will move
in order to push the starting motor pinion with a
mechanical linkage. This will engage with the ring
gear on the flywheel of the engine. The starting
motor pinion will engage with the ring gear before
the electric contacts in the solenoid close the circuit
between the battery and the starting motor. When
the circuit between the battery and the starting motor
is complete, the pinion will turn the engine flywheel.
A clutch gives protection to the starting motor. The
engine can not turn the starting motor too fast. When
the start switch is released, the starting motor pinion
will move away from the flywheel ring gear.
Starting Motor Protection

The starting motor is protected from damage in two
ways:
• The starting motor is protected from engagement

with the engine when the starting motor is running.
The control feature will not allow the starting motor
to engage if the speed is above 0 rpm.
• The starting motor is protected from continued

operation by holding the key in the “start” position
after the engine starts. This is accomplished by
disengaging the starting motor solenoid after
engine speed reaches 300 rpm.
24 KENR5397-03
Testing and Adjusting

NOTICE
Section Ensure that all adjustments and repairs that are car-
ried out to the fuel system are performed by authorised
personnel that have the correct training.
Fuel System Before begining any work on the fuel system, refer to
Operation and Maintenance Manual, “General Hazard
Information and High Pressure Fuel Lines” for safety
i03675642
information.
Fuel System Inspection
Refer to Systems Operation, “Cleanliness of Fuel Sys-
SMCS Code: 1250-040 tem Components” for detailed information on the stan-
dards of cleanliness that must be observed during all
work on the fuel system.
Contact with high pressure fuel may cause fluid Do not service the high pressure fuel system before
penetration and burn hazards. High pressure fu- releasing the remaining high pressure fuel from the
el spray may cause a fire hazard. Failure to fol- system. Refer to Testing and Adjusting, “Fuel Rail
low these inspection, maintenance and service in- Pressure - Release”.
structions may cause personal injury or death.
All of the parts of the fuel system must be clean.
Contaminants will cause rapid wear. Contaminants
will also cause shortened component life.
Personal injury or death can result from improp- The high pressure fuel system uses joints that consist
erly checking for a leak. of a spherical ball and a conical socket. These joints
provide improved sealing at high fuel pressures.
Always use a board or cardboard when checking Protective end caps must be used when the high
for a leak. Escaping air or fluid under pressure, pressure fuel system is serviced. Do not reuse the
even a pin-hole size leak, can penetrate body tis- protective end caps.
sue causing serious injury, and possible death.
Each joint of the high pressure fuel system must
If fluid is injected into your skin, it must be treated be cleaned before the system is disassembled.
immediately by a doctor familiar with this type of Each joint of the high pressure fuel system must
injury. be cleaned before a component is installed. This
includes parts that are new.
NOTICE A problem with the components that supply fuel to
Care must be taken to ensure that fluids are contained the engine can cause low fuel pressure. This can
during performance of inspection, maintenance, test- decrease engine performance.
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open- 1. Check the fuel level in the fuel tank. Look at the
ing any compartment or disassembling any compo- cap for the fuel tank. Make sure that the vent is
nent containing fluids. not filled with debris.
Refer to Special Publication, NENG2500, “Caterpillar 2. Check the fuel lines for fuel leakage. Be sure that
Dealer Service Tool Catalog” for tools and supplies none of the fuel lines have a restriction or a faulty
suitable to collect and contain fluids on Caterpillar bend.
products.
3. Install new main fuel filters. Clean the primary fuel
Dispose of all fluids according to local regulations and filter.
mandates.
4. Check the outlet pressure of the fuel transfer
pump. Ensure that you are building a minimum of
250 kPa (36 psi) (gauge) of fuel pressure. This is
the minimum pressure that is required to open the
inlet check valves on the high pressure pump. If
the fuel from the tank is on, then remove the low
pressure transfer pump and verify that the drive
shaft is not broken. If the transfer pump is okay,
then replace the low pressure regulator.
KENR5397-03 25
5. Purge the air from the fuel system.

NOTICE
a. Verify that the electric fuel priming pump is Care must be taken to ensure that fluids are contained
running. during performance of inspection, maintenance, test-
The vent port on the secondary fuel filter base collect the fluid with suitable containers before open-
will purge the air from the system after the ing any compartment or disassembling any compo-
secondary filters are changed. This must be nent containing fluids.
performed while the electric priming pump is
running. Refer to Special Publication, NENG2500, “Caterpillar
Dealer Service Tool Catalog” for tools and supplies
6. Check for fuel leaks on the high pressure system. suitable to collect and contain fluids on Caterpillar
Verify that no leaks are present by inspecting the products.
ports on the double wall fuel lines.
Dispose of all fluids according to local regulations and
7. Check the injectors for an excessive bypass of mandates.
fuel by removing the return lines.
NOTICE
i02619274 Ensure that all adjustments and repairs that are car-
Fuel Rail Pressure - Release personnel that have the correct training.
SMCS Code: 1251-553-PX; 1252-553-PX Before begining ANY work on the fuel system, refer to
information.
Contact with high pressure fuel may cause fluid
penetration and burn hazards. High pressure fu- Refer to Systems Operation, “Cleanliness of Fuel Sys-
el spray may cause a fire hazard. Failure to fol- tem Components” for detailed information on the stan-
low these inspection, maintenance and service in- dards of cleanliness that must be observed during ALL
structions may cause personal injury or death. work on the fuel system.
In order to service the fuel system on C175 Engines,

the fuel that is under high pressure must be released.
Personal injury or death can result from improp- Use the following procedure to release the high
erly checking for a leak. pressure fuel from the fuel system.
Always use a board or cardboard when checking 1. Allow the pressure in the fuel system to bleed
for a leak. Escaping air or fluid under pressure, down for 15 minutes.
even a pin-hole size leak, can penetrate body tis-
sue causing serious injury, and possible death. 2. Use the Caterpiller Electronic Technician (ET) in
order to check the pressure of the fuel rail.
If fluid is injected into your skin, it must be treated
immediately by a doctor familiar with this type of Continue to monitor the pressure of the fuel rail if
injury. the pressure reading is higher than 1 to 2 MPa
(145 to 290 psi).
If the pressure reading is decreasing after one

minute, wait until the pressure reading has
stopped decreasing.
3. High pressure lines may be opened, once the

pressure reading has dropped below 1 MPa
(145 psi).
Use the procedure below to release the remaining

pressure that is in the system. If the pressure in
the fuel system is still above 1 MPa (145 psi),
proceed to Step 4.
4. Allow the system to bleed down for 15 minutes.

26 KENR5397-03
5. Follow the procedure below if the pressure Apply clean engine oil to the threads of the bolts.
reading does not decrease to less than 2 MPa Torque ....................................... 20 N·m (15 lb ft)
(290 psi).
Tighten the bolts again in the order of the numbered
Pressure Release by Loosening a sequence that is shown in Illustration 26.
Quill Tube Torque ............................................. 40 N·m (30 lb ft)
Note: This procedure only needs to be preformed
on one of the quill tubes. i03498644
Fuel Rail Leakage - Check

SMCS Code: 1252-081

penetration and burn hazards. High pressure fu-
el spray may cause a fire hazard. Failure to fol-
low these inspection, maintenance and service in-
Fuel leaked or spilled onto hot surfaces or elec-

trical components can cause a fire. To help pre-
vent possible injury, turn the start switch off when
changing fuel filters or water separator elements.
Clean up fuel spills immediately.
Personal injury or death can result from improp-

erly checking for a leak.
Always use a board or cardboard when checking

for a leak. Escaping air or fluid under pressure,

g01311969 immediately by a doctor familiar with this type of
Illustration 26
injury.
1. Loosen bolts (3) and (4).
NOTICE
2. Loosen and remove bolts (1) and (2). Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
3. Remove bolts (3) and (4). ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
Do not remove the quill tube. ing any compartment or disassembling any compo-
nent containing fluids.
4. Clean all of the bolts.
Refer to Special Publication, NENG2500, “Caterpillar
5. Install all of the bolts in the order of the numbered Dealer Service Tool Catalog” for tools and supplies
sequence that is shown in Illustration 26. suitable to collect and contain fluids on Caterpillar
products.
Bolts
mandates.
KENR5397-03 27
NOTICE
Ensure that all adjustments and repairs that are car-
personnel that have the correct training.
Before begining any work on the fuel system, refer to

information.

tem Components” for detailed information on the stan-
dards of cleanliness that must be observed during all
work on the fuel system. g01835313
Illustration 28
Location of the drain port in the outlet manifold at the high pressure
Leaks can be detected in the high pressure fuel fuel pump (right side engine view)
system by checking the following locations: (2) Plug
Isolate the leakage to a specific portion of the fuel rail: 2. Remove plug (2) from the outlet manifold at the
high pressure fuel pump.
3. Start the engine and run the engine.
Check each of the drain ports for fuel leakage.

The drain port that is leaking will be an indication
of the location of the leak in the high pressure fuel
system.
• If leakage is present at the drain port on the

right side of the engine, the fuel rail on the right
side of the engine must be extensively checked
for leaks.
• If leakage is present at the drain port on the left

side of the engine, the fuel rail on the left side
of the engine must be extensively checked for
leaks.
• If leakage is present at the drain port that is at

the outlet manifold of the high pressure fuel
pump, check for a leak in the fuel supply line
between the fuel line connection at the pump
and the fuel line connection at the right fuel rail.
• If leakage is present at multiple locations, the

components that are associated with each
location must be extensively checked for leaks.
g01323260
Illustration 27
Fuel rails for the C175 engines (typical example) 4. Identify leakage at the left fuel rail or the right fuel
(1) Plug rail:
1. Remove plugs (1) from the drain ports at the end

of each side of the fuel rail.
28 KENR5397-03
g01839053
Illustration 30
Location of the pressure sensor for the high pressure fuel system
(left fuel rail)
(4) Fuel pressure sensor
a. If the leak is identified as coming from the

Illustration 29
g01834694 cylinder's drain ports on either side of the
sensor port for the high pressure fuel system's
(3) Plug
pressure sensor (4), there may be a leak in the
seal joint between the pressure sensor and the
Note: There is a plug at the fuel rail's fuel supply fuel rail.
connection for each injector.
a. For the fuel rail that was identified in Test Step

3 as leaking, remove plug (3) from the fuel
supply connections for each of the injectors.
b. Start the engine and run the engine.
c. Check the open drain ports at each cylinder for

leakage. Record the results.
5. Leakage that is identified near assembled joints

in the fuel line may be caused by a leak in the
connecting joints for the fuel lines or other fuel
system components, rather than in the seal joints
for the fuel line connections at the injectors. Use
the following information to identify other possible
leak paths on the fuel rail:
g01839054
Illustration 31
Location of the crossover tube for the high pressure fuel system
(rear engine view)
(5) High pressure fuel line that connects the fuel rails
KENR5397-03 29
b. If the leak is identified as coming from the

cylinder's drain ports near the fuel rail's
crossover tube (5), there may be a problem in
the connecting joints between the crossover
tube and the fuel rail.
g01839055
Illustration 32
Location of the fuel supply line for the high pressure fuel system Illustration 33
g01835933
(right front side engine view)
(7) O-ring
(6) High pressure fuel lines that supply fuel to the fuel rails (8) O-ring
c. If the leak is identified as coming from the 7. Remove the fuel lines from the engine. Remove
cylinder's drain ports near the fuel supply tube O-rings (7) and (8) at the affected cylinders. Install
assembly (6), there may be a problem in the the fuel line onto the engine without the O-rings.
connecting joints between the tube assembly
and the fuel rail or in another seal joint in the 8. Start the engine and run the engine.
tube assembly.
6. For each of the cylinders that is suspected of

having leakage in the seal joints that are for the
injector's fuel supply connections, perform the
following procedure in order to isolate the leakage
at the cylinder:
Note: The fuel pressure in the fuel system must be

below 1 MPa (145 psi) before the fuel system can
be serviced. Refer to Systems Operation/Testing
and Adjusting, “Fuel Rail Pressure - Release”.
30 KENR5397-03
g01839056
Illustration 35
(9) Sealing band on high pressure fuel connections
(E) Example of scratches that may cause leaks
(F) Example of scratches that may not cause leaks
10. After you have isolated the probable seal joint

g01836013
that is leaking, disassemble the connection for the
Illustration 34 joint and inspect the joint's sealing band (10) for
(C) Area C damage.
(D) Area D
The sealing band will be white or light gray in
Note: These O-rings have been removed from the color. The sealing band will be about 1.000 mm
fuel lines in order to allow a leak path for fuel that (0.0394 inch) wide. The most probable leak paths
may be leaking from the fuel line's seal joints. This will be scratches and/or damage to the area that
will assist identifying the seal joint that is leaking. is identified as the sealing band for the joint.
9. Check areas (C) and (D) for fuel leakage. Use a jeweler's loupe (magnifying glass) and a
bright light source while you inspect the sealing
If leakage is identified at area (C), this indicates bands on the fuel lines. Typical sight and standard
that there may be a leak in the seal joint at the lighting are not sufficient to see minor scratches
fuel injector. which may cause leaks.
If leakage is identified at area (D), this will indicate
that there may be a leak in the seal joint that i03455500
is between the fuel line and the flow limiter or
between the flow limiter and the fuel rail. Injector Bypass Fuel Flow -
Test
SMCS Code: 1290-081

penetration and burn hazards. High pressure fu-
el spray may cause a fire hazard. Failure to fol-
low these inspection, maintenance and service in-
KENR5397-03 31
Personal injury or death can result from improp-

erly checking for a leak.
Always use a board or cardboard when checking

for a leak. Escaping air or fluid under pressure,

immediately by a doctor familiar with this type of
injury.
NOTICE
Care must be taken to ensure that fluids are contained
ing any compartment or disassembling any compo-
g01799978
nent containing fluids. Illustration 36
(1) Fuel return line from the fuel injectors
Refer to Special Publication, NENG2500, “Caterpillar (2) Fuel manifold
suitable to collect and contain fluids on Caterpillar a. Disconnect the fuel injector's fuel return line
products. (1) from fuel manifold (2) at the high pressure
fuel pump. Obtain a piece of plastic tubing that
Dispose of all fluids according to local regulations and can be attached to the end of the return line.
mandates. Connect one end of the tubing to the loose
return line. Place the other end of the tube
into a suitable container that can be used to
NOTICE measure the fuel discharge from the return line.
Ensure that all adjustments and repairs that are per-
formed on the fuel system are performed by autho- b. Start the engine. Allow the engine to stabilize
rised personnel. Ensure that these personnel have at a steady engine rpm.
had the correct training.
Before begining any work on the fuel system, refer to

information.

tem Components” for detailed information that is re-
lated to the standards of cleanliness that must be ob-
served during all work on the fuel system.
Note: The fuel pressure in the fuel system must be

below 1 MPa (145 psi) before the fuel system can
be serviced. Refer to Systems Operation/Testing
and Adjusting, “Fuel Rail Pressure - Release”.
Excessive bypass fuel flow by individual fuel injectors

can affect engine operation and engine performance.
1. Use the following procedure in order to check

the engine's fuel injectors for excessive
bypass fuel flow:
32 KENR5397-03
g01858654
Illustration 37
Injector bypass fuel flow that is allowable for the engine
c. Measure the flow rate that drains from the

return line for one minute. Use the Illustration
that is shown above to determine if the flow
rate for the engine is excessive.
Stop the engine.
If the engine's fuel flow rate is acceptable,

clean up any fuel that may have been spilled.
Reconnect the fuel return line to the fuel
manifold. Return the engine to service.
If the engine's fuel flow rate is greater than the

acceptable value that is shown in Illustration
37, Leave the fuel return line disconnected
from the fuel manifold. Proceed to the next Test
Step in order to locate any problem injectors.
2. Use the following procedure to check the

injector bypass fuel flow for each cylinder
bank:
g01859040
Illustration 38
Location of the fitting for the fuel return line's crossover tube for
the fuel injectors (left rear engine view)
a. Disconnect the fuel return line's crossover tube

that is located on the left rear side of the engine.
Obtain two pieces of plastic tubing that can be
used to collect the fuel drain from each fitting.
Connect one of the pieces of tubing to loose
return line. Connect the other piece of tubing to
the fitting that is at the support of the fuel rail.
Place the end of each of the tubes into suitable
containers that can be used to measure the
flow rate that drains from each of the fittings.
b. Plug the fuel line at the fuel manifold in order to

seal the fuel return line from leakage.
KENR5397-03 33
c. Start the engine. Allow the engine to stabilize

at a steady engine rpm.
g01871775
Illustration 39
Injector bypass fuel flow that is allowable for the cylinder banks of the engine
d. Measure the flow rate that drains from the left

bank and the right bank of the engine for one
minute. Use Illustration 39 to determine if the
flow rate for each bank is excessive.
Stop the engine.
If the flow rate from the fitting for the left bank is
greater than the acceptable value, the injectors
that are on the left bank of the engine may have
a injector bypass fuel flow that is excessive.
If the fuel flow rate from the fitting for the

crossover tube is greater than the acceptable
value, the injectors that are on the right bank
of the engine may have a injector bypass fuel
flow that is excessive.
Note: There may be an injector bypass fuel flow that

is excessive on both banks of the engine. If this is
the case, the injectors on both banks of the engine
are considered suspect. Illustration 40
g01799973
Location of the fuel return lines for the individual injectors (typical
3. Reconnect the crossover tube. Remove the plug left side engine view)
in the fuel return line that is at the high pressure
fuel pump. Reconnect this return line. Clean up a. Remove the fuel return lines for the individual
any fuel that may have been spilled. Proceed to injectors on the suspect bank of cylinders.
the next Test Step in order to identify the problem Obtain a piece of plastic tubing that can be
injectors. attached to the end of the return line. Connect
one end of the tubing to the loose return line.
4. Check for the injector bypass fuel flow at each Place the other end of the tube into a suitable
injector in the suspect bank of cylinders: container that can be used to measure the flow
rate that drains from the individual injectors in
the suspect bank of cylinders.
34 KENR5397-03
b. Start the engine. Allow the engine to stabilize

at a steady engine rpm.
g01871813
Illustration 41
Injector bypass fuel flow that is allowable for the injector at each cylinder
c. Measure the flow rate that drains from the i02900273

individual injectors. Use Illustration 41 to
determine if the flow rate for each individual Checking Engine Cylinders
injectors is excessive. with an Electronic Service Tool
5. Stop the engine. SMCS Code: 1290-535
6. Replace any injectors that are leaking excessively. Refer to the Troubleshooting Manual for the tools
needed in order to check the engine cylinders.
7. Restore the fuel system to the original
configuration. Clean up any fuel that may have The condition of individual cylinders may be checked
been spilled. electronically. The cylinders may be checked by
cutting out the cylinders with Caterpillar Electronic
8. Recheck the fuel flow at the return line that is at Technician (ET). A weak cylinder or a cold cylinder
the high pressure fuel pump in order to ensure may be found in this manner.
that the problem has been resolved.
1. Connect the Cat ET and the communication
i02672579
adapter to the data link connector.
Checking Engine Cylinders 2. Start the engine and set engine speed to low idle.
SMCS Code: 1290-535 3. Select the “Diagnostic Tests” screen from the main
menu and then select “1-Cylinder Cutout”.
When the engine is under load, the temperature of
an exhaust manifold port can indicate the condition 4. Observe the Injection Duration that is displayed
of a fuel injector. Low temperature at an exhaust on the Cat ET screen. The injection duration
manifold port is an indication of no fuel to the cylinder. represents the amount of time for energizing the
This can possibly indicate an injector with a defect injector cartridge valve. The injection duration
or a problem with the control system. An extra high also represents the amount of fuel that is being
temperature at an exhaust manifold port can indicate injected at that engine speed.
too much fuel to the cylinder. High temperatures may
also be caused by an injector with a defect.
Refer to Testing And Adjusting, “Measuring Exhaust

Temperature” for the procedure to check the exhaust
manifold port temperatures.
KENR5397-03 35
5. Use the arrow keys in order to highlight each

cylinder. Then press “return”. The display should
read “CUTOUT” next to the cylinder number.
Observe the duration number with each cylinder
that is cut out. Compare the number to the
duration number in Step 4.
When a cylinder is cut out, the other cylinders must

work harder in order to maintain the current engine
speed. The engine's electronic control module
automatically increases the duration of the cylinders
that are still firing in order to maintain engine rpm.
If a cylinder is cut out and the duration number does

not increase, then that cylinder is producing less
power or that cylinder is not producing power.
This test may also be performed at other engine

speeds and engine loads. When the engine is at rated
load, the duration number will not increase when
the cylinders are cut out. Instead, the engine speed
will decrease. The speed will decrease because the Illustration 42
g01314065
engine is delivering the rated power. Increasing the (1) 279-3473 Barring Gp
fuel would increase the engine's power output above
the rated power. For additional information, refer
to Special Instruction, REHS1003, “Performing a
Multiple Cylinder Cutout Test”.
i01255770
Engine Rotation
SMCS Code: 1000
The SAE standard engine crankshaft rotation is

counterclockwise from the flywheel end of the engine.
i02623596
Finding the Top Center

Position for the No. 1 Piston
SMCS Code: 1105-531
Table 1
Tools Needed Quantity
279-3473 Barring Gp 1
g01314180
Illustration 43
(2) 269-0550 Timing Pin Assembly
(3) Plug
(4) Pin locations
(5) Slot in flywheel for timing pin
1. Remove plug (3) from the top of the flywheel

housing.
2. Remove 269-0550 Timing Pin Assembly (2) from

one of pin locations (4) at the top of the flywheel
housing .
36 KENR5397-03
269-0550 Timing Pin Assembly is marked with i02659563

the letter “F” on the bolt head.
Camshaft Timing
3. Put 269-0550 Timing Pin Assembly (2) through
the timing hole in the flywheel housing. Use SMCS Code: 1210
279-3473 Barring Gp (1) and a ratchet wrench
with a 34 mm socket in order to turn the flywheel Timing Check
in the direction of normal engine rotation. Turn the
flywheel until the timing pin assembly will fall into
slot (5) in the flywheel.
Note: If the flywheel is turned beyond the point of

engagement, the flywheel must be turned in the
direction that is opposite of normal engine rotation.
Turn the flywheel by approximately 30 degrees.
Then turn the flywheel in the direction of normal
engine rotation until the timing bolt engages with the
threaded hole. This procedure will remove the play
from the gears when the No. 1 piston is on the top
center.
4. Remove the valve cover for the No. 1 cylinder

head.
5. The inlet and exhaust valves for the No. 1 cylinder

are fully closed if the No. 1 piston is on the
compression stroke and the rocker arms can be
moved by hand. If the rocker arms cannot be
moved and the valves are slightly open, the No. 1 g01336050
piston is on the exhaust stroke. Find the cylinders Illustration 44
that need to be checked or adjusted for the stroke Location of timing pin (typical example)
position of the crankshaft after the timing bolt has (1) Timing hole
been installed in the flywheel. Refer to Testing and (2) Timing pin
Adjusting, “Crankshaft Position for Fuel Injector
Adjustment and Valve Lash Setting”.
Note: When the actual stroke position is identified

and the other stroke position is needed, remove the
timing bolt from the flywheel. Turn the flywheel by 360
degrees in the direction of normal engine rotation.
g01336118
Illustration 45
(3) Lifting bracket
(4) Bolts
1. Remove bolts (4). Remove lifting bracket (3).
2. Find the top center position for the number one

piston. Refer to Testing and Adjusting, “Finding
the Top Center Position for the No. 1 Piston”.
KENR5397-03 37
Note: When the timing bolt is installed in the flywheel, Timing Adjustment
it is not necessary to remove the No. 1 valve cover in
order to find the compression stroke. Table 2
Required Tools
Tool Part Number Part Description Qty
A 282-9962 Guide 2
B 255-2820 Camshaft Pilot 2
C 8T-3169 Crank As 1
Note: The timing must be checked before the timing

adjustments are made. Refer to “Timing Check” for
this procedure.
After the Timing Check procedure is complete, the

timing bolt will be engaged in the flywheel. The No. 1
piston will be at the top center (TC) position.
g01336520
Illustration 46
(5) “RR” Marking
3. When the timing bolt is installed in the flywheel,

insert camshaft timing pin (2) into timing hole (1).
If timing pin (1) can not be installed, the flywheel
must be turned by 360 degrees in order to put the
No. 1 piston on the compression stroke.
Camshaft timing pin (2) must be installed so that

the “RR” marking (5) is facing the rear of the
engine.
Camshaft timing pin (2) is fully installed when the

bottom of the plug is flush with the top face of the
cylinder block. g01336288
Illustration 47
4. If camshaft timing pin (2) does not engage in the (6) Harness assemblies
(7) Bolts
groove of the camshaft, the engine is not in time. (8) Cover
The camshaft must be adjusted. (9) Cover
(10) Bolts
Refer to “Timing Adjustment” for the procedure to
put the camshafts in time with the crankshaft. 1. Remove harness assemblies (6), bolts (7), bolts
(10), cover (8), and cover (9).
NOTICE
If a camshaft is out of time more than 18 degrees
(approximately 1/2 the diameter of timing pin out of
groove), the valves can make contact with the pistons.
This will cause damage that will make engine repair
necessary.
38 KENR5397-03
5. Install camshaft gear (11). Install spacer (12).

Install bolt (14). Install bolts (13).
6. Install cover (8), cover (9), bolts (7), bolts (10),

and harness assemblies (6).
7. Install camshaft timing pin into the storage

location.
8. Install lifting bracket (3) and bolts (4).
g01336433
Illustration 48
(11) Camshaft gear
(12) Spacer
(13) Bolts
(14) Bolt
2. Remove bolts (13), bolt (14), spacer (12), and

camshaft gear (11).
g01336483
Illustration 49
3. Apply a thin coat of oil to Tooling (A) and Tooling

(B). Install Tooling (A) and leave the bolts loose.
Install Tooling (B). Tighten the bolts for Tooling
(A). Install Tooling (C). Use Tooling (C) in order
to rotate the camshaft.
4. Rotate the camshaft in the direction of engine

rotation until camshaft timing pin (2) can be
installed in timing hole (1).
Camshaft timing pin (2) must be installed so that

the “RR” marking (5) is facing the rear of the
engine.
Camshaft timing pin (2) is fully installed when the

bottom of the plug is flush with the top face of the
cylinder block.
KENR5397-03 39
i02613936
Crankshaft Position for Valve

Lash Setting
SMCS Code: 1105; 1202
Table 3
Counterclockwise rotation (Standard) from the flywheel end of the engine
Cylinders to Check/Adjust
Correct Stroke For No.
Engine 1 Piston At Top Center Inlet Valves Exhaust Valves
Position(1)
Compression 1-2-3-4-5-7-8-12 1-2-5-6-8-9-13-14
C175-16
Exhaust 6-9-10-11-13-14-15-16 3-4-7-10-11-12-15-16
(1) Put the No. 1 piston at the top center (TC) position and identify the correct stroke. Refer to Testing and Adjusting, “Finding the Top Center
Position for the No 1 Piston”. Find the top center position for a particular stroke and make the adjustment for the correct cylinders. Remove
the timing bolt . Turn the flywheel by 360 degrees in the direction of normal engine rotation. This will put the No. 1 piston at the top center
(TC) position on the other stroke. Install the timing bolt in the flywheel and complete the adjustments for the cylinders that remain.
Table 4
Counterclockwise rotation (Standard) from the flywheel end of the engine
Cylinders to Check/Adjust
Correct Stroke For No.
Engine 1 Piston At Top Center Inlet Valves Exhaust Valves
Position(1)
Compression 1-2-5-6-10-11-13-14-17-18 1-2-3-4-11-12-13-14-15-16
C175-20
Exhaust 3-4-7-8-9-12-15-16-19-20 5-6-7-8-9-10-17-18-19-20
(1) Put the No. 1 piston at the top center (TC) position and identify the correct stroke. Refer to Testing and Adjusting, “Finding the Top Center
Position for the No 1 Piston”. Find the top center position for a particular stroke and make the adjustment for the correct cylinders. Remove
the timing bolt . Turn the flywheel by 360 degrees in the direction of normal engine rotation. This will put the No. 1 piston at the top center
(TC) position on the other stroke. Install the timing bolt in the flywheel and complete the adjustments for the cylinders that remain.
40 KENR5397-03
Air Inlet and Exhaust Any change from these conditions can change the
pressure in the inlet manifold. The outside air may
System have a higher temperature and a lower barometric
pressure than the values that are given above.
This will cause a lower inlet manifold pressure
i03082021 measurement than the pressure that is given in the
TMI. Outside air that has a lower temperature and a
Restriction of Air Inlet and higher barometric pressure will cause a higher inlet
Exhaust manifold pressure measurement.
SMCS Code: 1050-040 A difference in fuel density will change horsepower

and boost. If the fuel is rated above 35 API, the
There will be a reduction in the performance of the pressure in the inlet manifold can be less than the
engine if there is a restriction in the air inlet system or pressure that is given in the TMI. If the fuel is rated
the exhaust system. below 35 API, the pressure in the inlet manifold can
be more than the pressure that is given in the TMI.
The air flow through the air cleaner may have a
restriction. The pressure at the restriction of the air Be sure that the air inlet or the exhaust does not
flow must not exceed 5.0 kPa (20.0 inch of H2O). have a restriction when you are making a check of
the pressure.
Back pressure is the difference in the pressure
between the exhaust at the outlet elbow and the Note: The electronic service tool may be used to
atmospheric air. Back pressure from the exhaust check the pressure in the inlet manifold.
must not be more than 6.7 kPa (27.0 inch of H2O).
i02392188
i01939065
Measuring Exhaust
Measuring Inlet Manifold Temperature
Pressure
SMCS Code: 1088-082
SMCS Code: 1058-082
Table 5
The performance of an engine can be checked. Tools Needed Qty
Determine the boost pressure in the inlet manifold
4C-6090 Temperature Selector Group 1
during a load test. Compare this pressure with the
specifications that are given in the Fuel Setting 6V-9130 Temperature Adapter 1
and Related Information in the Technical Marketing
237-5130 Digital Multimeter Gp 1
Information (TMI). This test is used when there is an
increase in exhaust temperature to the turbocharger
on the engine, yet there is no real sign of a problem Use the Caterpillar Electronic Technician (ET) to
with the engine. monitor individual cylinder exhaust temperatures, the
exhaust temperature to the turbocharger, and the
The performance and correct pressure for the exhaust temperature after the turbocharger.
inlet manifold is given in the Fuel Setting and
Related Information in the TMI. Development of this The temperatures can be verified with the 4C-6090
information is done with these conditions: Temperature Selector Group, with the 6V-9130
Temperature Adapter, and with the 237-5130 Digital
• The dry barometric pressure measures 96 kPa Multimeter. Refer to Operating Manual, NEHS0537
(28.8 inches Hg). for the complete operating instructions for the
4C-6090 Temperature Selector Group.
• 25 °C (77 °F) outside air temperature
• 35 API rated fuel
KENR5397-03 41
i03633153 Table 7
Crankcase Pressure Valve Lash Setting: Engine Stopped and Cold

Valves Gauge Dimension
SMCS Code: 1215; 1317-082
Inlet 0.8 mm (0.0315 inch)
The Caterpillar Electronic Technician (ET) can be Exhaust 1.3 mm (0.0512 inch)
used to measure crankcase pressure. Crankcase
pressure is given on the display status screen
in Cat ET. The Electronic Control Module (ECM) Note: Valve lash is measured at the top of wear seat
will perform any of the following functions if the for the intake valves and the exhaust valves. All of
crankcase pressure is high in the engine: warning, the clearance measurements and the adjustments
derate, and shutdown. The response will depend on must be made with the engine stopped. The valves
the programming and the availability of the parameter must be fully closed.
of the monitoring system.
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 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. This crankcase
pressure can also be the cause of any oil leakage at
the gaskets and at the seals.
i03671894
Valve Lash - Adjust

SMCS Code: 1105-025
The Electronic Control Module produces high Illustration 50

g01972533
voltage. To prevent personal injury make sure the
Installation of the 1U-8869 Dial Indicator
Electronic Control Module is not powered and do
not come in contact with the fuel injector solenoid (1) 1U-8869 Dial Indicator
(2) Exhaust rocker arm
terminals while the engine is running. (3) Inlet rocker arm
(4) Adjuster assemblies
Table 6
1. Ensure that the number 1 piston is at the top
Tools Needed center position. Refer to Testing and Adjusting
Part , “Finding the Top Center Position for the No. 1
Part Name Quantity
Number Piston”.
1U-8869 Dial Indicator 1
2. The number 1 piston should be at the top center
position of the correct stroke. Perform adjustments
NOTICE to the valves according to the chart: Refer to
Valve lash adjustments must be made to specific val- Testing and Adjusting, “Crankshaft Positions for
ues. Tolerances are not provided for these specifica- Valve Lash Setting”.
tions
Note: Ensure that you are performing this procedure
on a cold engine.
Prior to setting the valve lash on this engine, allow
the engine to cool. All valve lash adjustments must 3. Install the 1U-8869 Dial Indicator onto the
be made on a cold engine. appropriate arm assembly:
Note: Valve lash is measured at the top of wear seat a. Attach the magnetic base for the dial indicator
for the intake valves and the exhaust valves. All of to a machined surface on the cylinder head of
the clearance measurements and the adjustments the engine. Ensure that the base is securely
must be made with the engine stopped. The valves fastened to the surface.
must be fully closed.
42 KENR5397-03
b. Adjust the holding rods so that the dial indicator

probe is located on the flat portion of the top of
the rocker arm's wear seat.
Refer to Illustration 50.
4. Firmly tap the rocker arm at the top of the

adjustment screw with a soft mallet. This will
ensure that the lifter roller seats against the base
circle of the camshaft lobe.
5. Zero the dial indicator.
6. Pivot the rocker arm on the rocker shaft. The

valve lash is the total movement that is indicated
by the dial indicator as the rocker arm pivots on
the rocker shaft.
7. Adjust the valve lash on the appropriate valves:
a. Loosen the adjustment locknut.
b. Turn the adjuster in order to obtain the

appropriate reading for the valve lash that is
measured on the dial indicator.
c. Tighten the adjustment locknut. Do not allow

the adjustment screw to turn while you are
tightening the adjustment locknut. Refer to the
Specifications manual for the correct torque
value.
d. Recheck the valve lash after tightening the

adjustment locknut.
KENR5397-03 43
Lubrication System Table 8

Tools Needed
i01574160 Part Number Part Name Quantity
General Information 1U-5470 Engine Pressure Group 1
(Lubrication System)
SMCS Code: 1300
The following problems generally indicate a problem

in the engine's lubrication system.
• Excessive consumption of engine oil

• Low engine oil pressure
• High engine oil pressure
• Excessive bearing wear
g00296486
Illustration 51
• Increased engine oil temperature 1U-5470 Engine Pressure Group
i03688001 The 1U-5470 Engine Pressure Group measures the

engine oil pressure in the system. This engine tool
Engine Oil Pressure - Test group can read the engine oil pressure inside the oil
manifold.
SMCS Code: 1304-081
Note: Refer to Special Instruction, SEHS8907,
“Using the 1U-5470 Engine Pressure Group” for
more information on using the 1U-5470 Engine
Work carefully around an engine that is running. Pressure Group.
Engine parts that are hot, or parts that are moving,
can cause personal injury. Note: The engine oil pressure can also be measured
by using an electronic service tool. Refer to
Troubleshooting for information on the use of the
NOTICE Caterpillar Electronic Technician (ET).
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened

component life.
NOTICE
Care must be taken to ensure that fluids are contained
ing any compartment or disassembling any compo-
nent containing fluids.
Refer to Special Publication, NENG2500, “Caterpillar

suitable to collect and contain fluids on Caterpillar
products.

mandates.
44 KENR5397-03
5. Compare the recorded engine oil pressure with the

engine oil pressure indicators on the instrument
panel and the engine oil pressure that is displayed
on the Cat ET.
6. An engine oil pressure indicator that has a defect

or an engine oil pressure sensor that has a defect
can give a false indication of engine oil pressure.
If there is a notable difference between the engine
oil pressure readings make necessary repairs.
7. If the engine oil pressure is low, refer to Testing

and Adjusting, “Engine Oil Pressure is Low” for
the possible causes of low engine oil pressure.
8. If the engine oil pressure is high, refer to Testing

and Adjusting, “Engine Oil Pressure is High” for
the possible causes of high engine oil pressure.
g01320370
Illustration 52
Location of the oil gallery plug
Typical example
(1) Plug
1. Remove plug (1) from the engine block. Install the

1U-5470 Engine Pressure Group into this port.
2. Start the engine. Run the engine with SAE 15W40

oil. Refer to Operation and Maintenance Manual,
“Engine Oil” for the recommendations of engine
oil.
Note: Allow the engine to reach operating

temperature before you perform the oil pressure test.
Note: The nominal engine oil temperature at rated

rpm is approximately 95° C (203° F). The engine oil
temperature should not exceed 115 °C (239 °F).
3. Record the value of the engine oil pressure when

the engine has reached operating temperature.
4. The normal engine oil pressure at rated rpm is

approximately 500 kPa (73 psi) to approximately
700 kPa (102 psi). The maximum engine oil
pressure should never exceed 850 kPa (123 psi).
The minimum engine oil pressure at rated rpm
should be approximately 500 kPa (73 psi). The
minimum engine oil pressure at low idle rpm is
approximately 280 kPa (40 psi).
Note: A record of engine oil pressure can be used

as an indication of possible engine problems or of
damage. A possible problem could exist if the engine
oil pressure suddenly increases or decreases 70 kPa
(10 psi) and the engine is not at normal engine oil
pressure. Inspect the engine and correct the problem.
KENR5397-03 45
Cooling System • Overcooling

If the cooling system is not properly maintained,
i02634533 solids such as scale and deposits reduce the ability
of the cooling system to transfer heat. The engine
General Information (Cooling operating temperature will increase.
System) When the engine is overloaded, the engine will run
SMCS Code: 1350 in the lug condition. When the engine is running in
the lug condition, the engine is operating at a lower
This engine has a pressure type cooling system. A engine rpm that reduces the coolant flow. Decreased
pressure type cooling system has two advantages. coolant flow during high load will cause overheating.
Coolant can be lost by leaks. Overheated coolant can

• The pressure helps prevent cavitation. be lost through the cooling system's pressure relief
valve. Lower coolant levels contribute to additional
• The risk of boiling is reduced. overheating. Overheating can result in conditions
Cavitation occurs when mechanical forces cause the such as cracking of the cylinder head and piston
formation of air bubbles in the coolant. The bubbles seizure.
can form on the cylinder liners. Collapsing bubbles
can remove the oxide film from the cylinder liner. This A cracked cylinder head or cylinder liner will force
allows corrosion and pitting to occur. If the pressure exhaust gas into the cooling system. The additional
of the cooling system is low, the concentration of pressure causes coolant loss, cavitation of the
bubbles increases. The concentration of bubbles is water pump, less circulation of coolant, and further
reduced in a pressure type cooling system. overheating.
The boiling point is affected by three factors: Overcooling is the result of coolant that bypasses
pressure, altitude, and concentration of glycol in the the electric water temperature regulator and flows
coolant. The boiling point of a liquid is increased by directly to the radiator. Low load operation in low
pressure. The boiling point of a liquid is decreased by ambient temperatures can cause overcooling.
a higher altitude. Illustration 53 shows the effects of Overcooling is caused when the water temperature
pressure and altitude on the boiling point of water. regulator remains open. Overcooling reduces the
efficiency of operation. Overcooling enables more
rapid contamination of the engine oil. This results in
the formation of sludge in the crankcase and carbon
deposits on the valves.
Cycles of rapid heating and cooling can result in

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

perform a visual inspection before you perform any
tests on the system.
i02826193
Illustration 53
g00286266
Visual Inspection
The boiling point of the coolant also depends on the SMCS Code: 1350-535
type of coolant and the concentration of glycol. A
greater concentration of glycol has a higher boiling Perform a visual inspection of the cooling system
temperature. However, glycol transfers heat less before a test is made with test equipment.
effectively than water. Because of the boiling point
and the efficiency of heat transfer, the concentration
of glycol is important.
Three basic problems can be associated with the

cooling system:
• Overheating
• Coolant loss
46 KENR5397-03
If the pressure cap does not maintain the correct

pressure on the cooling system, the engine could
overheat. A decrease in cooling system pressure
Personal injury can result from escaping fluid un-
reduces the temperature of the water's boiling
der pressure.
point.
If a pressure indication is shown on the indicator,
6. Inspect the cooling system hoses and clamps.
push the release valve in order to relieve pressure
before removing any hose from the radiator.
Damaged hoses with leaks can normally be seen.
Hoses that have no visual leaks can soften during
1. Check the coolant level in the cooling system. Add operation. The soft areas of the hose can become
coolant, if necessary. kinked or crushed during operation. These areas
of the hose restrict the coolant flow. Hoses can
If the coolant level is too low, air will get into the crack after a period of time. The inside of a hose
cooling system. Air in the cooling system reduces can deteriorate and the loose particles of the hose
coolant flow. Air creates bubbles that contribute to can restrict the coolant flow.
cavitation. Bubbles in the coolant also reduce the
cooling capability. 7. Check the electric water temperature regulator.
2. Check the quality of the coolant. The coolant A water temperature regulator that does not open
should have the following properties: or a water temperature regulator that only opens
part of the way can cause overheating.
• Color that is similar to new coolant
A water temperature regulator that does not close
• Odor that is similar to new coolant enables overcooling.
• Free from contamination 8. Check the engine water pump and check the
auxiliary pump.
• Properties that are recommended by the
engine's Operation and Maintenance Manual Check for a fluid leak from the pump's weep hole
during engine operation and check for a leak when
If the coolant does not have these properties, drain the engine is stopped. If either coolant or oil is
the system and flush the system. Refill the cooling leaking from the weep hole, replace the pump.
system according to the engine's Operation and
Maintenance Manual. A water pump with a damaged impeller does not
pump enough coolant for correct coolant flow.
3. Check for air in the cooling system. Air can enter This affects the engine's operating temperature.
the cooling system in different ways. The following Remove the water pump and check for damage to
conditions cause air in the cooling system: the impeller. Also inspect the inside of the pump's
housing for scratches from the impeller.
• Filling the cooling system incorrectly
i02605557
• Combustion gas leakage into the cooling system
Combustion gas can get into the system through
Test Tools for the Cooling
the following conditions: internal cracks, damaged System
cylinder head, and damaged cylinder head gasket.
SMCS Code: 0781; 1350
4. Inspect the radiator. Make sure that the air flow is
not restricted. Look for the following conditions. Table 9
Make corrections, if necessary: Tools Needed Quantity
4C-6500 Digital Thermometer 1
• Bent fins
285-0901 Blowby Tool Gp 1
• Debris between the folded cores 285-0910 Multi-Tool Gp 1
• Damaged fan blades 9U-7400 Multitach Tool Gp 1
5. Check the pressure cap. 9S-8140 Pressurizing Pump 1

KENR5397-03 47
Making contact with a running engine can cause

burns from hot parts and can cause injury from
rotating parts.
When working on an engine that is running, avoid

contact with hot parts and rotating parts.
g00286369
Illustration 56
9S-8140 Pressurizing Pump
The 9S-8140 Pressurizing Pump is used to test

pressure caps. The 9S-8140 Pressurizing Pump is
used to pressure check the cooling system for leaks.
g00286267
Illustration 54
Steam or hot coolant can cause severe burns.
4C-6500 Digital Thermometer
Do not loosen the filler cap or the pressure cap on

The 4C-6500 Digital Thermometer is used in the
a hot engine.
diagnosis of overheating conditions or overcooling
problems. This group can be used to check
Allow the engine to cool before removing the filler
temperatures in several different parts of the cooling
cap or the pressure cap.
system. Refer to the testing procedure in the
Operating Manual, NEHS0554.
i03498242
Radiator and Cooling System

- Test
SMCS Code: 1350-034; 1353-034
Table 10
9S-8140 Pressurizing Pump 1
g00286276
Illustration 55
9U-7400 Multitach
The 9U-7400 Multitach is used to check the fan

speed. Refer to the testing procedure in Operator
Manual, NEHS0605.
g01024208
Illustration 57
(1) Radiator top tank
(2) Expansion tank
48 KENR5397-03
Steam or hot coolant can cause severe burns.
Do not loosen the filler cap or the pressure cap on

a hot engine.
Allow the engine to cool before removing the filler

cap or the pressure cap.
Use the following procedure to check condition of the

engine's cooling system:
1. Allow the engine to cool. Loosen the radiator cap g00286375

Illustration 59
slowly and allow the pressure to slowly vent from
the cooling system. Remove the cap from the
radiator. 6. Locate the pressure test port that is in the radiator
top tank. Remove the test port plug.
2. Inspect the components of the radiator cap
carefully. Look for damage to the seal or to 7. Install the end of hose (5) onto the pressure test
the radiator filler neck's sealing surface. Clean port.
the seal and the sealing surface of any foreign
material and deposits that have accumulated. 8. Use the pressurizing pump to pressurize the
cooling system. Pressurize the cooling system
3. Check the coolant level in the radiator. The coolant until the radiator pressure cap begins to vent
level must be above the top of the radiator core. pressure from the system. The highest pressure
indication on the pressurizing pump's pressure
4. Install the radiator cap onto the filler neck. gauge is the point that opens the relief valve in the
cap. Compare the test pressure to the opening
pressure that is stamped on the radiator cap.
9. If the relief valve does not open within the pressure

that is stamped on the cap, there is a problem
with the relief valve in the radiator cap. Replace
the radiator cap.
10. If the relief valve is pressurizing the cooling

system according to the specification, the radiator
cap is OK.
11. Before removing pressure from the cooling

system, perform a walk-around inspection of
the cooling system. Check all hoses, hose
Illustration 58
g00286374 connections, and piping for external leakage.
9S-8140 Pressurizing Pump
12. Allow the cooling system to remain pressurized
(3) Release valve
for five minutes in order to check for internal
(4) Adapter
(5) Hose leakage. If the pressure that is indicated by the
gauge on the pressurizing pump decreases within
5. Remove hose (5) from adapter (4). the five minute period, there may be internal
leakage into the engine block. Investigate the
problem. Perform the necessary repairs.
Personal injury can result from escaping fluid un-

der pressure.
If a pressure indication is shown on the indicator,

push the release valve in order to relieve pressure
before removing any hose from the radiator.
KENR5397-03 49
13. Remove the pressurizing pump from the cooling a. Use the 274-8062 Connector Fitting, the
system. Replace the test port plug. 5P-4674 O-Ring Adapter, and the 5P-2721
Nut in order to connect the 4C-6500 Digital
Thermometer.
i02644063
Coolant Temperature Sensor - 3. Connect the Caterpillar Electronic Technician (ET)

to the service tool connector. Start Cat ET.
Test
4. Start and run the engine until the temperature
SMCS Code: 7453-081 reaches the desired range according to the test
thermometer.
5. Monitor the coolant temperature on Cat ET.

Personal injury can result from escaping fluid un- Monitor the coolant temperature on the test
der pressure. thermometer.
If a pressure indication is shown on the indicator, 6. Compare the coolant temperature on Cat ET to
push the release valve in order to relieve pressure the coolant temperature on the test thermometer.
before removing any hose from the radiator. If the two measurements are approximately equal,
the sensor is okay. If the two measurements are
not approximately equal, there may be a problem
Table 11 with the sensor. Install a new sensor and verify
Tools Needed Quantity that the problem is resolved.
4C-6500 Digital Thermometer 1
274-8062 Connector Fitting 1
5P-4674 O-Ring Adapter 1
g01325669
Illustration 60
Test location
(1) Plug
If you suspect that the coolant temperature sensor is

inaccurate, perform the following procedure:
Note: Ensure that the coolant level is at the correct

level before performing this test.
1. Remove plug (1).
2. Install the 4C-6500 Digital Thermometer.

50 KENR5397-03
Basic Engine
i01220459
Connecting Rod Bearings

SMCS Code: 1219-040
The connecting rod bearings fit tightly in the bore in

the rod. If the bearing joints are fretted, check the
bore size. This can be an indication of wear because
of a loose fit.
Connecting rod bearings are available with 0.63 mm

g00285686
(0.025 inch) and 1.27 mm (0.050 inch) smaller Illustration 61
inside diameter than the original size bearing. These 1P-3537 Dial Bore Gauge Group
bearings are for crankshafts that have been reground.
i02614181
i01220466
Cylinder Head
Main Bearings
SMCS Code: 1100-040
SMCS Code: 1203-040
The cylinder heads have valve seat inserts, valve
Main bearings are available with a larger outside guides, and bridge dowels that can be removed
diameter than the original size bearings. These when the parts are worn or damaged. Refer to
bearings are available for the cylinder blocks with Disassembly And Assembly for the replacement of
the main bearing bore that is made larger than the these components.
bores' original size. The size that is available has a
0.63 mm (0.025 inch) outside diameter that is larger
than the original size bearings.
Valves
The removal and the installation of the valves is
Main bearings are available with 0.63 mm (0.025 inch)
easier with use of the 283-9697 Valve Spring
and 1.27 mm (0.050 inch) smaller inside diameter
Compressor.
than the original size bearing. These bearings are for
crankshafts that have been reground.
Valve Seat Inserts
i01491831
Use the 166-7441 Valve Seat Extractor Tool for the
Cylinder Block removal and the installation of the valve seat inserts.
Lower the temperature of the insert before the insert
SMCS Code: 1201-040 is installed in the head.
If the main bearing caps are installed without Valve Guides

bearings, the bore in the block for the main bearings
can be checked. Tighten the nuts that hold the caps The tools for the removal and for the installation of
to the torque that is shown in the Specifications. the valve guides are the 284-1503 Valve Guide
Alignment error in the bores must not be more than Bushing and the 283-0052 Valve Guide Driver. The
0.08 mm (0.003 inch). Refer to Special Instruction, counterbore in the driver bushing installs the guide to
SMHS7606 for the use of the 1P-4000 Line Boring the correct height.
Tool Group for the alignment of the main bearing
bores. The 1P-3537 Dial Bore Gauge Group can
be used to check the size of the bores. The Special
Checking Valve Guide Bores
Instruction, GMG00981 is with the group.
Use the 5P-3536 Valve Guide Gauge Group in
order to check the bore of the valve guides. Refer to
Special Instruction, GMG02562 for the instructions
for the use of this tool.
KENR5397-03 51
Face Runout (Axial Eccentricity) of

the Flywheel
g00285313
Illustration 62
5P-3536 Valve Guide Gauge Group
g00286049
Illustration 63
i02391235 Checking face runout of the flywheel
Flywheel - Inspect 1. Refer to illustration 63 and install the dial indicator.

Always put a force on the crankshaft in the same
SMCS Code: 1156-040 direction before the dial indicator is read. This will
Table 12
remove any crankshaft end clearance.
Tools Needed 2. Set the dial indicator to read 0.0 mm (0.00 inch).
Part
Part Name Quantity 3. Turn the flywheel at intervals of 90 degrees and
Number
read the dial indicator.
8T-5096 Dial Indicator Gp 1
4. Take the measurements at all four points. Find
the difference between the lower measurements
and the higher measurements. This value is the
runout. The maximum permissible face runout
(axial eccentricity) of the flywheel must not exceed
0.15 mm (0.006 inch).
52 KENR5397-03
Bore Runout (Radial Eccentricity)

of the Flywheel
g00286058
Illustration 65
Flywheel clutch pilot bearing bore
5. Take the measurements at all four points. Find the

difference between the lower measurements and
the higher measurements. This value is the runout.
The maximum permissible pilot bore runout of the
flywheel must not exceed 0.13 mm (0.005 inch).
g01193057
Illustration 64
i02391240
Checking bore runout of the flywheel
(1) 7H-1945 Holding Rod Flywheel Housing - Inspect
(2) 7H-1645 Holding Rod
(3) 7H-1942 Dial Indicator SMCS Code: 1157-040
(4) 7H-1940 Universal Attachment
Table 13
1. Install the 7H-1942 Dial Indicator (3). Make an
adjustment of the 7H-1940 Universal Attachment Tools Needed Quantity
(4) so that the dial indicator makes contact on the 8T-5096 Dial Indicator Gp 1
flywheel.
2. Set the dial indicator to read 0.0 mm (0.00 inch). Face Runout (Axial Eccentricity) of
3. Turn the flywheel at intervals of 90 degrees and
the Flywheel Housing
read the dial indicator.
4. Take the measurements at all four points. Find

the difference between the lower measurements
and the higher measurements. This value is the
runout. The maximum permissible bore runout
(radial eccentricity) of the flywheel must not
exceed 0.15 mm (0.006 inch).
g00285931
Illustration 66
Checking face runout of the flywheel housing
If you use any other method except the method that

is given here, always remember that the bearing
clearance must be removed in order to receive the
correct measurements.
KENR5397-03 53
1. Fasten a dial indicator to the flywheel so the anvil

of the dial indicator will contact the face of the
flywheel housing.
2. Put a force on the crankshaft toward the rear

before the dial indicator is read at each point.
g00285936
Illustration 69
2. While the dial indicator is in the position at location

(C) adjust the dial indicator to 0.0 mm (0.00 inch).
Push the crankshaft upward against the top of
the bearing. Refer to the illustration 69. Write the
Illustration 67
g00285932 measurement for bearing clearance on line 1 in
Checking face runout of the flywheel housing
column (C).
3. Turn the flywheel while the dial indicator is set at Note: Write the measurements for the dial indicator
0.0 mm (0.00 inch) at location (A). Read the dial with the correct notations. This notation is necessary
indicator at locations (B), (C) and (D). for making the calculations in the chart correctly.
4. The difference between the lower measurements 3. Divide the measurement from Step 2 by two. Write
and the higher measurements that are performed this number on line 1 in columns (B) and (D).
at all four points must not be more than 0.38 mm
(0.015 inch), which is the maximum permissible 4. Turn the flywheel in order to put the dial indicator
face runout (axial eccentricity) of the flywheel at position (A). Adjust the dial indicator to 0.0 mm
housing. (0.00 inch).
Bore Runout (Radial Eccentricity)

of the Flywheel Housing
g00285932
Illustration 70
Checking bore runout of the flywheel housing
5. Turn the flywheel counterclockwise in order to

Illustration 68
g00285934 put the dial indicator at position (B). Write the
Checking bore runout of the flywheel housing
measurements in the chart.
1. Fasten a dial indicator to the flywheel so the anvil 6. Turn the flywheel counterclockwise in order to
of the dial indicator will contact the bore of the put the dial indicator at position (C). Write the
flywheel housing. measurement in the chart.
7. Turn the flywheel counterclockwise in order to

put the dial indicator at position (D). Write the
measurement in the chart.
54 KENR5397-03
8. Add the lines together in each column.
9. Subtract the smaller number from the larger

number in column B and column D. Place this
number on line III. The result is the horizontal
eccentricity (out of round). Line III in column C is
the vertical eccentricity.
g00286046
Illustration 71
Graph for total eccentricity
(1) Total vertical eccentricity
(2) Total horizontal eccentricity
(3) Acceptable value
(4) Unacceptable value
10. On the graph for total eccentricity, find the point

of intersection of the lines for vertical eccentricity
and horizontal eccentricity.
11. The bore is in alignment, if the point of intersection

is in the range that is marked “Acceptable”. If the
point of intersection is in the range that is marked
“Not acceptable”, the flywheel housing must be
changed.
i01220768
Vibration Damper
SMCS Code: 1205-535
Damage to the damper or failure of the damper will

increase vibrations. This will result in damage to the
crankshaft.
Replace the damper if the damper is bent or

damaged. Replace the damper if the bolt holes are
oversize. Replacement of the damper is also needed
at the time of a crankshaft failure due to torsional
forces.
KENR5397-03 55
Air/Electric Starting System

i02634828
General Information
(Air/Electric Starting System)
SMCS Code: 1450; 1451; 1462
This starting system uses a pneumatic solenoid to

activate the air starting motor. If the starting motor
does not function, do the procedure that follows:
1. Check the indicator reading for the air pressure on

the air tank of the machine.
2. If the reading is not acceptable then use a remote

source to charge the system to a maximum
pressure of 830 kPa (120 psi).
3. If the reading is acceptable then verify that the

relay is operating properly.
56 KENR5397-03
Electrical System The 4C-4911 Battery Load Tester is a portable unit

in a metal case. The 4C-4911 Battery Load Tester
can be used under field conditions and under high
i03439502 temperatures. The tester can be used to load test
all 6, 8, and 12 Volt batteries. This tester has two
Test Tools for the Electrical heavy-duty load cables that can easily be fastened
System to the battery terminals. A load adjustment knob is
located on the top of the tester. The load adjustment
SMCS Code: 0785 knob permits the current that is being drawn from
the battery to be adjusted to a maximum of 1000
Table 14 amperes. The tester is cooled by an internal fan that
is automatically activated when a load is applied.
4C-4911 Battery Load Tester 1 The tester has two built-in Liquid Crystal Displays
(LCD). During testing, one LCD displays the battery
271-8590 Starting/Charging Analyzer Gp 1 voltage at the battery. This measurement is taken
225-8266 Ammeter Tool Gp 1 through tracer wires that are buried inside the load
cables. The other LCD accurately displays the
146-4080
current that is being drawn from the battery which
or Digital Multimeter Gp 1
257-9140 is being tested.
Note: Refer to Operating Manual, SEHS9249

Most of the tests for the electrical system can be for more complete information for the use of the
done on the engine. First, check that the insulation 4C-4911 Battery Load Tester.
for the wiring is in good condition. Ensure that the
wire connections and cable connections are clean
and tight. Check that the battery is fully charged. If 271-8590 Starting/Charging
the on-engine test shows that a component is not Analyzer Gp
functioning properly, remove the component from the
engine for more testing.
Refer to Testing And Adjusting Electrical

Components, REG00636 for complete specifications
and test procedures for the components of the
starting circuit and the charging circuit.
4C-4911 Battery Load Tester
g01789234
Illustration 73
271-8590 Starting/Charging Analyzer Gp

g00283565
Illustration 72
4C-4911 Battery Load Tester
KENR5397-03 57
The 271-8590 Starting/Charging Analyzer Gp is 146-4080 Digital Multimeter Gp

a portable, hand-held tool that is used to test the
condition of all 6, 8, and 12 Volt batteries, as well as
6, 8, 12 and 24 Volt battery packs. The tester can also
be used to test the starting and the charging system.
The analyzer has a multifunction input for use with
multimeter probes that are an optional purchase. The
analyzer also has a print function that is used with a
printer that is an optional purchase.
Note: Refer to Operating Manual, NEHS0973

for more complete information for the use of the
271-8590 Starting/Charging Analyzer Gp.
225-8266 Ammeter Tool Gp
g01015638
Illustration 75
146-4080 Digital Multimeter Gp
The 146-4080 Digital Multimeter Gp is a portable

instrument that has a digital display. This multimeter
is case hardened with a rubber protector cover that
provides extra protection against damage in field
g01012117 applications. The 146-4080 Digital Multimeter Gp
Illustration 74 can be used to perform the following measurements:
225-8266 Ammeter Tool Gp
• Amperage
The 225-8266 Ammeter Tool Gp is a completely
portable, self-contained instrument that allows • Capacitance
electrical current measurements to be made without
breaking the circuit or without disturbing the insulation • Frequency
of a conductor. A digital display is located on the
ammeter for displaying current measurements in a • Pulse Width Modulation (PWM)
range from 1 to 1200 amperes. A 6V-6014 Cable
can be connected between the ammeter and a digital • Resistance
multimeter in order to measure a current of less than
1 ampere. • Temperature
A lever is used to open a jaw on the meter that • Voltage
clamps on any conductor up to 23 mm (0.90 inch)
in diameter. The jaw of the meter closes around the The multimeter has an instant ohms indicator that
conductor for the current measurement. A dial is permits the checking of continuity for fast circuit
used to set the appropriate range for the amperage inspection. Temperature measurements can be taken
reading. A “HOLD” button on the meter allows the by using the adapter for type K thermocouples. An
latest reading to be sustained on the display. If a RS-232 interface adaptor can be used to interface
measurement is taken in a limited access area, the with other electronic tools and displays.
meter will retain the measurement data that is on the
display until the user clears the data. Batteries are Note: Refer to multimeter's Operator's Manual for
used to power the ammeter. complete information that is related to the use of the
multimeter. The operator's manual is packaged with
Note: Refer to the ammeter's User's Guide for the unit.
complete information that is related to the use of the
ammeter. This guide is packaged with the unit.
58 KENR5397-03
i01305428 To check for correct output of the alternator, see the

Specifications module.
Battery
Before the start of on-engine testing, the charging
SMCS Code: 1401-081 system and the battery must be checked according
to the following steps.
1. The battery must be at least 75 percent (1.225 Sp

Never disconnect any charging unit circuit or bat- Gr) of the full charge. The battery must be held
tery circuit cable from the battery when the charg- tightly in place. The battery holder must not put
ing unit is operated. A spark can cause an explo- too much stress on the battery.
sion from the flammable vapor mixture of hydro-
gen and oxygen that is released from the elec- 2. Cables between the battery, the starter, and the
trolyte through the battery outlets. Injury to per- engine ground must be the correct size. Wires
sonnel can be the result. and cables must be free of corrosion. Wires and
cables must have cable support clamps in order to
prevent stress on battery connections (terminals).
The battery circuit is an electrical load on the charging
unit. The load is variable because of the condition of 3. Leads, junctions, switches, and panel instruments
the charge in the battery. that have direct relation to the charging circuit
must give correct circuit control.
NOTICE
The charging unit will be damaged if the connections 4. Inspect the drive components for the charging unit
between the battery and the charging unit are broken in order to be sure that the components are free of
while in operation. Damage occurs because the load grease and oil. Be sure that the drive components
from the battery is lost and because there is an in- have the ability to operate the charging unit.
crease in charging voltage. High voltage will damage
the charging unit, the regulator, and other electrical
i02388966
components.
Alternator Regulator
Use the 4C-4911 Battery Load Tester in order to
test a battery that does not maintain a charge when SMCS Code: 1405-081
the battery is active. Refer to Operating Manual,
SEHS9249 for detailed instruction on the use of The charging rate of the alternator should be
the 4C-4911 Battery Load Tester. See Special checked when an alternator is charging the battery
Instruction, SEHS7633 for the correct procedure too much. The charging rate of the alternator should
and for the specifications to use when you test the be checked when an alternator is not charging the
batteries. battery enough. Make reference to the Specifications
module in order to find all testing specifications for
the alternators and regulators.
i01223618
No adjustment can be made in order to change the
Charging System rate of charge on the alternator regulators. If the
rate of charge is not correct, a replacement of the
SMCS Code: 1406-081 regulator is necessary.
The condition of charge in the battery at each regular
inspection will show if the charging system operates
correctly. An adjustment is necessary when the
battery is constantly in a low condition of charge or
a large amount of water is needed. A large amount
of water would be more than one ounce of water per
cell per week or per every 100 service hours.
When it is possible, make a test of the charging

unit and voltage regulator on the engine, and use
wiring and components that are a permanent part of
the system. Off-engine testing or bench testing will
give a test of the charging unit and voltage regulator
operation. This testing will give an indication of
needed repair. After repairs are made, perform a test
in order to prove that the units have been repaired to
the original condition of operation.
KENR5397-03 59
Tightening The Alternator Pulley The solenoid operation also closes the electric circuit
to the motor. Connect one lead of the multimeter to
Nut the solenoid connection (terminal) that is fastened
to the motor. Fasten the other lead to a good
ground. Activate the starting solenoid and look at the
multimeter. A reading of the battery voltage shows
that the problem is in the motor. The motor must
be removed for further testing. A zero reading on
the multimeter shows that the solenoid contacts do
not close. Repair the solenoid if the contacts do not
close. The clearance for the starter motor pinion gear
may also need adjusting.
Perform a test. Fasten one multimeter lead to

the connecting (terminal) for the small wire to the
solenoid and fasten the other lead to the ground.
Look at the multimeter and activate the starting
solenoid. A voltage reading shows that the problem
is in the solenoid. A zero reading indicates that the
problem is in the start switch or in the wires for the
start switch.
Fasten one multimeter lead to the start switch at the

g01192754
connection (terminal) for the wire from the battery.
Illustration 76 Fasten the other lead to a good ground. A zero
Tools for tightening the alternator pulley nut reading indicates a broken circuit from the battery.
(1) 8T-9293 Torque Wrench Check the circuit breaker and wiring. If there is a
(2) 8S-1588 Adapter (1/2 inch female to 3/8 inch male) voltage reading, the problem is in the start switch or
(3) 2P-8267 Socket Assembly in the wires for the start switch.
(4) 8H-8517 Combination Wrench (1-1/8 inch)
(5) 8T-5314 Socket
Starting motors that operate too slowly can have
Tighten the nut that holds the pulley with the tools an overload because of too much friction in the
shown. Refer to the Specifications module for the engine that is being started. Slow operation of the
torque. starting motors can also be caused by the following
conditions:
i01487748 • A short circuit

Electric Starting System • Loose connections
SMCS Code: 1450-081 • Dirt in the motors
Use the multimeter in the DCV range to find the
starting system components which do not function. i02388967
Move the start control switch in order to activate the Pinion Clearance Adjustment
starting solenoids. The starting solenoid's operation
can be heard as the pinions of the starting motors are SMCS Code: 1454-025
engaged with the ring gear on the engine flywheel.
When the solenoid is installed, make an adjustment
If a solenoid for a starting motor will not operate, it of the pinion clearance. The adjustment can be made
is possible that the current from the battery did not with the starting motor removed.
reach the solenoid. Fasten one lead of the multimeter
to the connection (terminal) for the battery cable on
the solenoid. Put the other lead to a good ground. A
zero reading indicates that there is a broken circuit
from the battery. More testing is necessary when
there is a voltage reading on the multimeter.
60 KENR5397-03
7. In order to adjust the pinion clearance, remove the

plug and turn shaft nut (4).
g01192756
Illustration 77
Connection for checking pinion clearance
(1) Ground terminal
(2) SW terminal
(3) Connector
1. Install the solenoid without connector (3) from the

MOTOR connections (terminal) on the solenoid to
the motor.
2. Connect a battery, that has the same voltage as

the solenoid, to “SW” terminal (2).
3. Connect the other side of the battery to connector

(3).
4. For a moment, connect a wire from the solenoid

connection (terminal), which is marked “MOTOR”,
to the ground connection (terminal). The pinion
will shift to the crank position and the pinion will
stay there until the battery is disconnected.
g01192757
Illustration 78
Pinion clearance adjustment
(4) Shaft nut
(5) Pinion
(6) Pinion Clearance
5. Push the pinion toward the end with the

commutator in order to remove free movement.
6. Pinion clearance (6) must be 9.1 mm (0.36 inch).

KENR5397-03 61
Index Section
Index
A Engine Operation..................................................... 4
Engine Rotation ..................................................... 35
Air Inlet and Exhaust System .......................... 10, 40 Ether Control System .............................................. 4
Air Inlet and Exhaust System Operation................ 10
Air Starting System................................................ 20
Air/Electric Starting System ................................... 55 F
Alternator Regulator .............................................. 58
Tightening The Alternator Pulley Nut ................. 59 Finding the Top Center Position for the No. 1
Piston................................................................... 35
Flywheel - Inspect.................................................. 51
B Bore Runout (Radial Eccentricity) of the
Flywheel ........................................................... 52
Basic Engine.................................................... 16, 50 Face Runout (Axial Eccentricity) of the
Battery ................................................................... 58 Flywheel ........................................................... 51
Flywheel Housing - Inspect ................................... 52
Bore Runout (Radial Eccentricity) of the Flywheel
C Housing ............................................................ 53
Face Runout (Axial Eccentricity) of the Flywheel
Camshaft ............................................................... 20 Housing ............................................................ 52
Camshaft Timing ................................................... 36 Fuel Injector........................................................... 10
Timing Adjustment ............................................. 37 Fuel Rail Leakage - Check .................................... 26
Timing Check ..................................................... 36 Fuel Rail Pressure - Release................................. 25
Charging System ............................................. 21, 58 Pressure Release by Loosening a Quill Tube.... 26
Alternator ........................................................... 22 Fuel System....................................................... 7, 24
Checking Engine Cylinders ................................... 34 Fuel System Inspection ......................................... 24
Checking Engine Cylinders with an Electronic Service Fuel System Operation............................................ 7
Tool ...................................................................... 34 Electronic Control System for Fuel Delivery ........ 9
Circuit Breaker....................................................... 23 High Pressure Fuel System ................................. 9
Connecting Rod Bearings...................................... 50 Low Pressure Fuel System .................................. 8
Coolant Temperature Sensor - Test....................... 49
Cooling System ............................................... 15, 45
Cooling System Operation..................................... 15 G
Crankcase Pressure .............................................. 41
Crankshaft ............................................................. 19 General Information (Air/Electric Starting
Crankshaft Position for Valve Lash Setting ........... 39 System)................................................................ 55
Cylinder Block........................................................ 50 General Information (Cooling System) .................. 45
Cylinder Block, Liners and Heads ......................... 16 General Information (Lubrication System)............. 43
Cylinder Block .................................................... 16 Grounding Practices .............................................. 21
Cylinder Heads .................................................. 18
Cylinder Liners ................................................... 17
Cylinder Head........................................................ 50 H
Checking Valve Guide Bores ............................. 50
Valve Guides...................................................... 50 Histogramming ........................................................ 6
Valve Seat Inserts .............................................. 50
Valves ................................................................ 50
I
E Important Safety Information ................................... 2

Injector Bypass Fuel Flow - Test............................ 30
ECM Hour Increment Adjustment............................ 6
ECM Total Fuel Consumption Adjustment............... 6
Electric Starting System ........................................ 59 L
Electrical System ............................................. 21, 56
Electrical System Operation .................................. 21 Lubrication System .......................................... 13, 43
Electronic Control Module (ECM) ............................ 4 Lubrication System Operation ............................... 13
ECM Software...................................................... 5
Overview of the Electronic Control System.......... 4
Electronic Control System ....................................... 4 M
Engine Monitoring System....................................... 5
Engine Oil Pressure - Test..................................... 43 Main Bearings........................................................ 50
62 KENR5397-03
Index Section
Measuring Exhaust Temperature........................... 40

Measuring Inlet Manifold Pressure ........................ 40
Pinion Clearance Adjustment ................................ 59

Pistons, Rings and Connecting Rods .................... 18
Radiator and Cooling System - Test ...................... 47

Restriction of Air Inlet and Exhaust ....................... 40
Starting System ..................................................... 22

Electric Starting Motor........................................ 22
Starting Motor Protection ................................... 23
Starting Solenoid for Electric Starting Motors .... 22
Systems Operation Section ..................................... 4
Table of Contents..................................................... 3
Test Tools for the Cooling System ......................... 46
Test Tools for the Electrical System....................... 56
146-4080 Digital Multimeter Gp ....................... 57
225-8266 Ammeter Tool Gp............................. 57
271-8590 Starting/Charging Analyzer Gp........ 56
4C-4911 Battery Load Tester............................ 56
Testing and Adjusting Section ............................... 24
Turbocharger ......................................................... 12
Valve Lash - Adjust................................................ 41

Valve Mechanism ................................................... 11
Vibration Damper................................................... 54
Visual Inspection ................................................... 45
KENR5397-03 63
Index Section
©2009 Caterpillar Cat, Caterpillar, their respective logos, “Caterpillar Yellow” and the Power edge Printed in U.S.A.
All Rights Reserved trade dress, as well as corporate and product identity used herein, are trademarks
of Caterpillar and may not be used without permission.

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KENR5397-03

Important Safety Information

The meaning of this safety alert symbol is as follows:

When replacement parts are required for this

Failure to heed this warning can lead to prema-

Table of Contents Crankshaft Position for Valve Lash Setting ........... 39

Air Inlet and Exhaust System

Electrical System Index Section

Testing and Adjusting Section

Systems Operation Section Electronic Control System

SMCS Code: 1456

Ether is automatically injected during cranking by

• The ether control parameter is programmed to

• The engine rpm is between 0 and 1200 rpm.

Overview of the Electronic Control

The ECM is the engine control computer for the

Input/Output Functions Communications on the Cat Data Link utilize a

The ECM uses two different communication protocols

Note: The above actions may not be available for i01972221

Note: The activation of certain diagnostic codes

Historical performance data is stored in a format that

ECM Total Fuel Consumption

The feature provides a method of adjusting the

The adjustment for the total fuel consumption will

Fuel System Operation

The engine's fuel system is made up of the following

• Low pressure fuel lines

Schematic of the low pressure fuel system (typical configuration)

The fuel flows from fuel tank (22) to the mechanical

The fuel then flows through secondary fuel filters

• Electric fuel priming pump

Fuel flows from low pressure fuel system (27) to

i03454160 The tip of the fuel injector protrudes for a short

Air Inlet and Exhaust

Air Inlet and Exhaust System

The components of the air inlet and exhaust

During fuel injection, high pressure fuel from the

Air from the air filters is pulled through air

There are two intake valves and two exhaust valves

The intake valves open when the piston moves down

Two lobes (9) are machined into the camshaft

Rotocoils (2) initiate a rotational movement to the

Valve springs (1) are used to provide a spring tension

The exhaust gases enter the turbocharger through

The speed of the turbocharger is controlled by the

Bearings (5 and 7) for the center shaft are lubricated

Lubrication System Operation

Clean engine oil from the filters flows through an

Drilled passages in the engine block also supply oil

Pressure regulator valve (10) is mounted to the

Scavenge oil pump (13) transfers oil from the shallow

The pressurized oil is directed through engine

Drilled passage (15) that is in the connecting rod

Engine oil is sent to the front gear group and the

Cooling System Operation

Coolant is pulled from radiator (1) to water pump

As the coolant flows into the water jacket of the block

The coolant flows upward through the water jackets

The water temperature regulator is controlled by

The cylinders for this engine are positioned at a 30

Piston cooling jets (2) are mounted to the cylinder

Crankcase covers (3) allow access to the connecting

The engine's cylinder pack consists of the piston,