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D399 Testing and Adjusting
D399 Testing and Adjusting
Shutdown SIS
Previous Screen
Troubleshooting
Troubleshooting can be difficult. On the following pages there is a list of possible problems. To make a
repair to a problem, make reference to the cause and correction.
This list of problems, causes, and corrections, will only give an indication of where a possible problem can
be, and what repairs are needed. Normally, more or other repair work is needed beyond the recommendations
in the list.
Remember that a problem is not normally caused only by one part, but by the relation of one part with other
parts. This list can not give all possible problems and corrections. The serviceman must find the problem and
its source, then make the necessary repairs.
Troubleshooting Index
1. Engine Will Not Turn When Start Switch Is On.
2. Engine Will Not Start.
3. Misfiring or Running Rough.
4. Stall at Low rpm.
5. Sudden Changes In Engine rpm.
6. Not Enough Power.
7. Too Much Vibration.
8. Loud Combustion Noise.
9. Valve Train Noise (Clicking).
10. Oil In Cooling System.
11. Mechanical Noise (Knock) In Engine.
12. Fuel Consumption Too High.
13. Loud Valve Train Noise.
14. Too Much Valve Lash.
15. Valve Rotocoil or Spring Lock is Free.
16. Oil at the Exhaust.
17. Little or No Valve Clearance.
18. Engine Has Early Wear.
19. Coolant In Lubrication Oil.
20. Too Much Black or Gray Smoke.
21. Too Much White or Blue Smoke.
22. Engine Has Low Oil Pressure.
23. Engine Uses Too Much Lubrication Oil.
24. Engine Coolant Is Too Hot.
25. Starting Motor Does Not Turn.
26. Alternator Gives No Charge.
27. Alternator Charge Rate Is Low or Not Regular.
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Fuel System
Either too much fuel or not enough fuel for combustion can be the cause of a problem in the fuel system.
Many times work is done on the fuel system when the problem is really with some other part of the engine.
The source of the problem is difficult to find, especially when smoke comes from the exhaust. Smoke that
comes from the exhaust can be caused by a bad fuel injection valve, but it can also be caused by one or more
of the reasons that follow:
1. Check the fuel level in the fuel tank. Look at the cap for the fuel tank to make sure the vent is not filled
with dirt.
2. Check the fuel lines for fuel leakage. Be sure the fuel supply line does not have a restriction or a bad bend.
3. Install a new fuel filter. Clean the primary fuel filter if so equipped.
4. Remove any air that may be in the fuel system. If there is air in the fuel system, use the priming pump and
loosen the nuts holding the fuel lines to the outside of the cylinder head, one at a time. Do this until fuel,
without air, comes from the fuel line connection.
5. Inspect the fuel control valve to see that there is no restriction to good operation.
Run the engine at the speed that is the roughest. Loosen the fuel line nut at a fuel injection pump. This will
stop the flow of fuel to that cylinder. Do this for each cylinder until a loosened fuel line is found that makes
no difference in engine performance. Be sure to tighten each fuel line nut after the test before the next fuel
line nut is loosened. Check each cylinder by this method. When a cylinder is found where the loosened fuel
line nut does not make a difference in engine performance, test the injection pump and injection valve for
that cylinder.
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Temperature of an exhaust manifold port, when the engine runs at low idle speed, can also be an indication
of the condition of a fuel injection nozzle. Low temperature at an exhaust manifold port is an indication of no
fuel to the cylinder. This can possibly be an indication of a nozzle with a defect. Extra high temperature at an
exhaust manifold port can be an indication of too much fuel to the cylinder, also caused by a nozzle with a
defect.
The most common defects found with the fuel injection valves are:
NOTICE
Be sure to use clean SAE J967 Calibration Oil when testing. Dirty test
oil will damage components of the fuel injection nozzle. The
temperature of the test oil must be 65° to 75° F (18° to 24° C) for good
test results.
Order calibration oil by part number, in the quantities needed, according to the information that follows:
Kent-Moore Corp.
1501 South Jackson St.
Jackson, MI 49203
J-26400-5 [5 gal. (18.9 litre)]J-26400-15 [15 gal. (56.7 litre)]J-26400-30 [30 gal. (113.5 litre)]J-26400-55 [55
gal. (208.2 litre)]
Viscor Calibration Fluid1487C-SAE J-967CAvailable in 30 gal. (113.5 litre) or55 gal. (208.2 litre) drums.
EXTRA VALVE
L. Gauge protector valve (must be in open position at all times).
The test procedures that follow will give an indication of nozzle condition. A nozzle that has a defect is not
always the only cause for a specific engine problem.
When fuel injection nozzles are tested, be sure to wear eye protection.
Fuel comes from the orifices in the nozzle tip with high pressure. The
fuel can pierce (go thru) the skin and cause serious injury to the
operator. Keep the tip of the nozzle pointed away from the operator and
into the 8S2270 Fuel Collector and FT1384 Extension.
ILLUSTRATION I
1. Test nozzle (welded orifice). 2. Bottom part of 5P8744 Adapter (J). J. 5P8744 Adapter. M. FT1384 Extension. N. 8S2270 Fuel
Collector.
Find an old capsule type fuel nozzle and weld the orifice closed. Keep this fuel nozzle with the tester group
for use in the future.
Illustration I shows the latest 5P8744 Adapter. Illustration II shows the former 5P4717 Adapter. Unless some
indication is made, the procedure is the same for use of either adapter.
1. Install the top part of adapter (J) that holds the capsule valve.
2. Put test nozzle (1) (with welded orifice) in the bottom part (2) of adapter (J) that holds the capsule valve.
Install and tighten bottom part (2) to top part of adapter (J).
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ILLUSTRATION II
1. Test nozzle (welded orifice). 2. Bottom part of 5P4717 Adapter (J). J. 5P4717 Adapter.
3. Close on-off valve (F). Open pump isolator valve (G). Open gauge protector valve (E).
4. Operate the tester pump until a pressure of 3500 psi (24 000 kPa) is read on 2P2324 Gauge (C). Now,
close pump isolator valve (G).
5. Check all connections for leaks. Tighten connections to stop any leaks that are found.
6. Open on-off valve (F) and remove test (welded) fuel nozzle.
Do not loosen the bottom half of the adapter to remove fuel nozzle until
on-off valve is opened and no pressure is read on the gauge. Unless the
high pressure is released in the pump, the fuel discharge from the
adapter can cause injury to the operator.
NOTE: To prevent fuel leakage, the top surface of the test (welded) nozzle, and all other nozzles that are to
be tested, must be free of scratches or burrs (sharp edges).
The procedure for NOZZLE TESTER PREPARATION must be done each time any of the conditions that
follow exist:
I. Nozzle Installation
II. Pressure Loss Test
III. Valve Opening Pressure Test (VOP)
NOTICE
DO NOT use a drill or a reamer on the orifice of a nozzle. DO NOT use
a steel brush or a wire wheel to clean the tip of the nozzle. The orifice
and the valve can be damaged easily.
I. Nozzle Installation
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1. Put one of the nozzles to be tested in the bottom part (2) of adapter (J). Install and tighten bottom part (2)
to top part of adapter (J).
2. Close on-off valve (F). Open gauge protector valve (D) one-half turn. Open pump isolator valve (G) one-
half turn.
b. Operate the pump until clear oil (free of air bubbles) leaks past the threads at top of adapter (J).
NOTE: With some 5P8744 Adapters, pressure may start to increase before there is an indication of clear test
oil. To correct this condition, do Step C.
NOTE: The 5P8744 Adapter makes its own seal, and normally needs very little force when turned on
bottom part (2) of the adapter.
TESTER NOMENCLATURE
B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa). D. Gauge protector valve. F. On-off valve. G. Pump isolator valve.
2. Operate pump to increase pressure slowly to 300 psi (2050 kPa), and close pump isolator valve (G). Now
turn gauge protector valve (D) to adjust pressure again to 300 psi (2050 kPa).
3. After 30 seconds, take a pressure reading from the gauge. The pressure at this time must not be below 100
psi (690 kPa) reading on the dial face.
4. The valve must not lose more than 200 psi (1380 kPa).
5. If the pressure loss is not in the 200 psi (1380 kPa) range as shown, stop the test sequence. Do not use the
fuel nozzle again.
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2. Operate the pump to increase the pressure slowly until test oil comes from the nozzle tip.
TESTER NOMENCLATURE
B. 5P4146 Gauge, 0 to 1000 psi (0 to 6900 kPa). D. Gauge protector valve. F. On-off valve. G. Pump isolator valve.
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3. The pressure reading on the gauge at this time must be in the pressure range of 400 to 750 psi (2750 to
5200 kPa) as shown.
4. If the valve opening pressure (VOP) is not in the 400 to 750 psi (2750 to 5200 kPa) range as shown, do
not use the fuel nozzle again.
If a fuel injection nozzle has been removed from the precombustion chamber, test the nozzle before it is
again installed in the precombustion chamber. See TESTING CAPSULE-TYPE FUEL INJECTION
NOZZLES FOR PC ENGINES.
Before installation of a fuel injection valve, inspect the valve and precombustion chamber for dirt or damage
on the surfaces that go together.
It is important to keep the correct torque on the nut that holds the fuel nozzle in the precombustion chamber.
Tighten the fuel injection valve on the body finger tight. Tighten the nut to 105 ± 5 lb.ft. (142 ± 7 N·m).
There will be damage to the nozzle if the nut is too tight. If the nut is not tight enough, the nozzle can leak.
When injection pump barrels and plungers are removed from the injection pump housing, keep the parts of
each pump together so they can be installed back in their original location.
Be careful when removing injection pumps. Do not damage the surface on the plunger. The plunger and
barrel for each pump are made as a set. Do not put the plunger of one pump in the barrel of another pump. If
one part is worn, install a complete new pump assembly. Be careful when putting the plunger in the bore of
the barrel.
1. Remove the fuel injection line from the pump and install cover (1) and plug (3).
2. Lift the pump straight up to clear the dowel pins and the pump plunger. Install seals (4) and plug (2) for
protection from dirt.
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3. Slide the end of the plunger out of the yoke in the lifter and lift out the plunger. Be sure the plunger is
installed in the barrel from which it was removed.
Be careful when injection pumps are disassembled. Do not damage the surface on the plunger. The plunger
and barrel for each pump are made as a set. Do not put the plunger of one pump in the barrel of another
pump. If one part is worn, install a complete new pump assembly. Be careful when the plunger is put in the
bore of the barrel.
An injection pump can have a good fuel flow output but not be a good pump becuase of slow timing that is
caused by wear on the bottom end of the plunger. When a test is made on a pump that has been used for a
long time, use a micrometer and measure the length of the plunger. If the length of the plunger is shorter than
the minimum length (worn) dimension given in the chart, install a new pump.
Look for wear at the top part of the plunger. Check the operation of the plunger according to the instructions
for the Fuel Injection Test Bench.
When there is too much wear on the pump plunger, the lifter yoke may also be worn and there will not be
good contact between the two parts. To stop fast wear on the end of a new plunger, install new lifter yokes in
the place of those with wear.
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2. Wash the pump plunger and barrel with clean diesel fuel before installing.
3. Turn the pump plunger, until tooth (6) with a mark is in alignment with rack mark (5).
4. Slide the end of the plunger into the yoke in the lifter.
5. Lower the pump barrel onto the plunger, taking care that the pump plunger is straight in the barrel.
6. Lower the pump onto the dowel pins and fasten in place. Tighten bolts (8) first and then tighten bolts (7).
Torque for bolts is 32 ± 5 lb.ft. (43 ± 7 N·m). Torque for the fuel line nuts is 30 ± 5 lb. ft. (40 ± 7 N·m).
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Start Up Procedure
Use this procedure when an engine is started for the first time after work is done on the fuel injection pumps
or governor.
1. Remove the air cleaner covers and air cleaner elements from the air inlets of both turbochargers.
2. Have a person in position near each turbocharger air inlet with a piece of steel plate large enough to
completely cover the turbocharger air inlet.
3. If the engine starts to run too fast or runs out of control, immediately put the steel plates against the
turbocharger air inlet. This will stop the air supply to the engine and the engine will stop.
Each fuel injection line of an engine has a special design and must be installed in a certain location. When
fuel injection lines are removed from an engine, put identification marks or tags on the fuel lines as they are
removed, so they can be put in the correct location when they are installed.
The nuts that hold a fuel injection line to an injection valve and injection pump must be kept tight. Use a
torque wrench and a 5P144 Socket to tighten the fuel line nuts to 30±5 lb.ft. (40±7 N·m).
No. 1 piston at top center on the compression stroke is the starting point for all timing procedures.
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NOTE: The engine is seen from the flywheel end when the direction of crankshaft rotation is given. Normal
direction of crankshaft rotation for standard engines is counterclockwise, and for opposite rotation engines is
clockwise.
1. Remove the valve cover for No. 1 cylinder. The two valves at the front of the right bank are the intake and
exhaust valves for No. 1 cylinder.
2. Remove the timing mark cover from the right side of the flywheel housing.
3. Remove the starter from the right side of the engine. Install 5P7307 or 2P8300 Engine Turning Tool.
NOTE: Put 5P906 Grease in bore of 5P7306 or 2P8294 housing before the pinion is installed.
4. Turn the crankshaft in a direction opposite of normal rotation approximately 30 degrees. The reason for
making this step is to be sure the play is removed from the timing gears when the engine is put on top center.
5. Turn the crankshaft in the direction of normal rotation until the timing marks on the flywheel are in
alignment with the pointer in the flywheel housing.
NOTE: If the crankshaft is turned beyond the timing mark, turn the crankshaft in the direction opposite of
normal rotation a minimum of 30 degrees before the crankshaft is turned to the timing mark again.
6. The intake and exhaust valves for No. 1 cylinder will be closed if No. 1 piston is on the compression
stroke. You can move the rocker arms up and down with your hand. If the No. 1 piston is not on the
compression stroke, turn the crankshaft in the direction of normal rotation 360 degrees and make alignment
of the timing mark and the pointer.
2. Remove timing pin (2) from fuel inlet flange (1) and remove fuel inlet flange.
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TIMING PIN
1. Fuel inlet flange. 2. Timing pin.
TIMING PIN LOCATED IN TIMING SLOT (Pump housing removed for better illustration)
2. Timing pin. 3. Timing slot.
3. Turn the timing pin into the timing hole in the fuel injection pump housing. If the timing pin goes into the
timing slot (3) of the fuel pump camshaft, the threads on the timing pin can not be seen.
4. If the timing pin goes into the timing slot of the fuel pump camshaft, the fuel pump camshaft is correctly
in time with the crankshaft. If the timing pin does not go into the timing slot of the fuel pump camshaft,
make reference to TIMING THE CAMSHAFT FOR THE FUEL INJECTION PUMPS.
1. Put No. 1 piston at top center (TC) in the compression position. Make reference to LOCATING TOP
CENTER COMPRESSION POSITION FOR NO. 1 PISTON.
2. Remove No. 1 fuel injection pump and plunger from the housing. Clean all dirt and paint from the surface
of the fuel injection housing.
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3. Install the 2 to 3 in. shaft in the depth micrometer. Put the depth micrometer on the fuel injection housing
as shown and measure dimension (A). See the chart for the correct ON ENGINE lifter setting dimensions.
NOTE: If the timing dimension is not correct, check to see if the timing pin will go in the slot of the fuel
pump camshaft. If the timing pin will not fit, make reference to TIMING THE CAMSHAFT FOR THE
FUEL INJECTION PUMPS. If the timing pin does fit, make reference to SETTING FUEL INJECTION
PUMP TIMING DIMENSION: OFF ENGINE.
1. Put No. 1 piston at top center (TC) in the compression position. Make reference to LOCATING TOP
CENTER COMPRESSION POSITION FOR NO. 1 PISTON.
2. Remove No. 1 fuel injection pump and plunger from the housing. Clean all dirt and paint from the surface
of the fuel injection housing.
3. Install 3P1565 Collet Clamp in 5P4156 Base. Put 8S3158 Indicator in collet. Be sure the indicator is
against the shoulder in the collet and tighten the nut to prevent the indicator from moving in the collet. Put
5P4161 Contact Point 2.75 in. (69.9 mm) long on the indicator.
4. The indicator must be adjusted to zero before any measurements are taken. Put 5P4158 Gauge 2.00 in.
(50.8 mm) on the 5P4159 Gauge Stand and put indicator with contact point on the gauge until the indicator
base is even with the gauge. Loosen the screw on the dial clamp and turn dial face until the zero is in
alignment with the larger pointer. Tighten the clamp for the dial. Make a note of the position of the
revolution counter (small pointer). The indicator now reads zero for a measurement of 2.00 in. (50.8 mm).
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5. Put the indicator assembly on the fuel injection housing as shown and measure dimension (A). See the
chart for the correct ON ENGINE lifter setting dimensions.
NOTE: If the timing dimension is not correct, check to see if timing pin will go in the slot of the fuel pump
camshaft. If the timing pin will not fit, make reference to TIMING THE CAMSHAFT FOR THE FUEL
INJECTION PUMPS. If the timing pin does fit, make reference to SETTING FUEL INJECTION PUMP
TIMING DIMENSION: OFF ENGINE.
1P540 Flow Checking Tool Group3S2954 Engine Timing Indicator Group or5P6524 Engine Timing
Indicator Group9S215 Dial Indicator3P1565 Collet3S3270 Contact Point 1.75 in. (44.5 mm) long3S3264
Rod 7.12 in. (180.9 mm) long5P7265 Adapter7M1999 Tube Assembly
1. Put No. 1 piston at top center (TC) in the compression position. Make reference to LOCATING TOP
CENTER COMPRESSION POSITION FOR NO. 1 PISTON.
2. Disconnect the fuel line from No. 1 cylinder fuel injection valve body. Remove the valve body and the fuel
valve from the precombustion chamber.
3. Install 5P7265 Adapter (3) in precombustion chamber (4). Tighten the adapter finger tight only to prevent
damage to the fuel injection valve seat. Put a small amount of oil on 3S3264 Rod (5) and put the rod in the
adapter with the small end down.
4. Install 3P1565 Collet (1) on the adapter. Put the 3S3270 Contact Point on 9S215 Indicator (2) and put the
indicator in the collet.
5. Turn the crankshaft a minimum of 45 degrees in a direction opposite of normal rotation. Slowly turn the
crankshaft in the direction of normal rotation until a maximum reading is seen on the dial indicator. Adjust
the indicator up or down in the collet until the revolution counter is at +.300 in. (Black Numbers). Tighten
the collet to hold the indicator in this position. Loosen the bezel lock and turn the bezel until the zero on the
face of the dial is in alignment with the hand. Tighten the bezel lock.
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6. Slowly turn the crankshaft in the direction of normal rotation until the dial indicator moves beyond .020
in. Now turn the crankshaft in the opposite direction until the dial indicator is at .020 in.
7. Make a temporary mark on a rotating component (flywheel, vibration damper, or crankshaft pulley) in
relation to a stationary pointer or mark.
NOTICE
Do not use a hammer and punch to mark a vibration damper.
8. Turn the crankshaft in the direction opposite of normal rotation beyond the maximum indicator reading
and beyond .020 in. Now turn the crankshaft in the direction of normal rotation until the dial indicator is at
.020 in.
9. Make a second temporary mark on the rotating component in relation to the stationary pointer or mark.
Now make a mark on the rotating component that is one-half the distance between the two temporary marks.
This mark is the point of most accuracy for top center No. 1 piston.
10. Turn the crankshaft in the direction opposite of normal rotation approximately 45 degrees and then turn
the crankshaft in the opposite direction to the top center mark that was made in Step 9. If needed adjust the
dial indicator as in Step 5.
11. Turn the crankshaft in the direction opposite of normal rotation approximately 45 degrees. Move the fuel
rack to the full load position. If the engine has a hydra mechanical governor install a 9S8519 plug and
9S8521 Rod, and push in the speed limiter plunger. Tighten the plug to hold the rod in this position. Now the
governor can be moved to the full load position.
12. Connect hose (8) from the fuel pressure tank (10) to the fuel pressure gauge connection on the left side of
the fuel filter housing. Disconnect fuel return line (11) at the fuel control valve and install a plug. Disconnect
the fuel line from No. 1 fuel injection pump and install 7M1999 tube Assembly (9). The open end of the tube
assembly must be at an upward slope.
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13. Fill the fuel tank with 1 gallon (3.8 litres) of clean diesel fuel. Keep the pressure in the tank at 15 psi (105
kPa) by the use of the hand pump or shop air pressure.
NOTICE
If shop air is used, make an adjustment to the regulator so the air
pressure in the tank is a maximum of 15 psi (105 kPa).
14. With fuel pressure to the fuel injection housing, slowly turn the crankshaft in the direction of normal
rotation. When the fuel flow from the tube is 6 to 12 drops per minute, stop turning the crankshaft. This is
the point of inlet port (6) closing.
15. Use the chart to change the indicator reading to timing angle. The timing must be within ±1 degree of the
specified timing angle.
NOTE: If the timing of the fuel system is different that the correct timing dimension given in the chart, make
reference to TIMING THE CAMSHAFT FOR THE FUEL INJECTION PUMP.
NOTE: The fuel pump camshaft timing gear (1) has a puller attached. The puller is used to loosen or tighten
the gear on the drive shaft. The puller has puller bolt (3), collar (6), and plate (2). The puller bolt is held in
the plate by the collar which is welded to the bolt. The plate is fastened to the gear with bolts. When the
puller bolt is turned counterclockwise, the collar pushes against the plate and pulls the gear from shaft (4).
When the puller bolt is turned clockwise, the bolt head pushes on the plate and pushes the gear on the shaft.
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1. Put No. 1 piston at top center (TC) in the compression position. Make reference to LOCATING TOP
CENTER COMPRESSION POSITION FOR NO. 1 PISTON.
2. Remove the pipe plug between the aftercooler supports on the flywheel housing. Bend lock (5) from puller
bolt (3) and turn puller bolt to loosen gear (1) from shaft (4).
5. Remove the breather from the front of the fuel injection housing.
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6. Use a 9S6054 Socket and ratchet wrench (8) to turn the fuel pump camshaft. Put the socket and wrench on
the end of the fuel pump camshaft and turn the camshaft until timing slot (10) is at the top. Tighten the
timing pin into the timing slot.
7. Tighten the camshaft puller bolt (3) to push the gear on the shaft. Tighten bolt (3) to a torque of 265 ± 35
lb.ft. (360 ± 45 N·m). Bend the lock to the bolt.
8. Remove the timing pin and turn the crankshaft two revolutions in the direction of normal rotation until the
engine is again at top center (TC) compression position for No. 1 piston.
9. Install the timing pin. If the timing pin engages with the timing slot in the camshaft, the timing is correct.
If the timing pin does not engage with the timing slot, the timing is not correct and Steps 1 thru 8 must be
done again.
10. Remove the timing pin. Install the breather, pipe plug in flywheel housing, fuel inlet flange, and the
timing pin.
The fuel injection pump housing must be removed from the engine for the procedure that follows:
1. Remove the fuel injection pumps from fuel injection pump housing. Make reference to FUEL
INJECTION SERVICE; Removal of Injection Pump. Clean the top surface of the housing of all paint and
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dirt.
2. Check the direction of rotation of the fuel pump camshaft. For an engine with standard rotation, the "F"
mark and arrow on the end of the fuel pump camshaft will be at the front end of the pump housing. For an
engine with opposite rotation the "F" mark and arrow on the end of the fuel pump camshaft will be at the rear
end of the pump housing.
3. Install timing plate (1) on shaft (2) with bolt (6) and washer (5). Put the timing plate and shaft on the fuel
pump camshaft at the rear of the pump housing. The key in shaft (2) must be in alignment and engage in the
slot in the camshaft.
4. Install pointer (3) over the dowel in the top of the pump housing at the rear. Install the bolt (4).
5. In the chart, find the timing plate setting for the lifter that is to be set. Turn the timing plate to this setting
in the direction of camshaft rotation. The direction of camshaft rotation as seen from the rear of the pump
housing is counterclockwise for standard rotation engines and is clockwise for opposite rotation engines. The
degree marking on the timing plate must be in alignment with the inside edge (9) of pointer (3).
TOOLS INSTALLED
1. 1P7410 Plate. 3. 1P7415 Pointer. 9. Edge of pointer. A. Timing dimension to be measured.
6. Use the 6F6922 Depth Micrometer or the 5P4165 Dial Indicator Group and measure timing dimension
(A). Timing dimension (A) is the distance from the top surface of the fuel pump housing to the fuel pump
plunger contact surface in the yoke of the lifter. The measurement for timing dimension (A) is 2.1565 ±
.0005 in. (54.775 ± 0.013 mm) for all engines. Use wrenches (7) and (8) to adjust the yoke of the lifter to the
correct timing dimension.
The fuel injection pumps are numbered in order from front to rear on all engines
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7. Set each lifter in the firing order (injection sequence) of the engine. Make reference to the CHART FOR
FIRING ORDER. Check the timing dimension for each lifter again after an adjustment has been made and
the locknut tightened.
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1. Remove the air-fuel ratio control. Disconnect the governor control linkage from the governor lever.
2. Remove the speed limiter access plug. Install plug (5). Through the opening in the plug, install rod (6) and
push in the speed limiter plunger. Tighten the plug to cause a clamp action on the rod. This will let the
governor control lever move through its complete length of travel.
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3. Remove timing pin (7), clamp (8), and the plug and seal behind the clamp.
COMPONENT LOCATION
7. Timing pin. 8. Clamp.
4. Fasten bracket (2) to the fuel pump housing. Move the governor lever to the fuel on position and install
dial indicator (3) with contact point (4) on bracket (2).
5. Put spacer (9) between the flange on the rod and the bracket. Push the flange toward the fuel pump
housing to hold the spacer tight and adjust the dial indicator so that the revolution counter is at zero. Tighten
the clamp for the indicator. Turn the dial of the indicator until the zero is in alignment with the hand. Remove
the spacer.
6. Put the clip end of tester (1) on the brass terminal on the side of the governor. Put the other end of the
tester to a good electrical ground.
7. Remove dust cover (10) from the dial indicator. Move the governor control lever in the fuel on direction
until the tester light becomes bright and fasten lever in this position.
8. Push on the stem of the dial indicator that was under the dust cover to keep a small amount of pressure on
the fuel rack. Use a 1 1/4 in. open end wrench on rack shutoff lever (11) and move the lever in the fuel off
direction until the tester light becomes a dim light.
NOTE: The hydraulic servo-valve that moves the rack when the engine is running, does not have a direct
connection with the rack when the engine is not running. The rack can go beyond the set position
approximately .100 in. (2.54 mm). Because of this, the rack setting must be checked with an application of
force against the rack in the FUEL-OFF direction to remove the free movement between the rack and the
stop collar in the governor.
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9. Read the rack setting measurement on the dial indicator. Make reference to the RACK SETTING
INFORMATION for the correct rack setting dimension.
10. To adjust the fuel rack setting, loosen the locknut on adjustment screw (12) and turn as needed. Tighten
the locknut and check the rack setting again.
11. After the adjustment procedure is done, tighten the adjustment screw locknut to a torque of 9 ± 3 lb.ft.
(12 ± 4 N·m).
NOTE: The same tools that are used in this procedure are also used for the air-fuel ratio control adjustment.
2. Turn bolt (2) with cover (1) clockwise until the circuit tester light comes on.
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3. Use the 1 1/4 in. wrench and turn shutoff lever until light just goes off. Check the dial indicator reading to
be sure the fuel rack setting is at the specified setting.
4. Move the fuel rack until the tester light just comes on (dim light). Turn cover (1) counterclockwise until
the tester light goes out. Mark the cover and the air-fuel ratio control for reference.
NOTE: When cover (1) is used to turn bolt (2), one revolution of the cover counterclockwise will cause .090
in. (2.29 mm) restriction of the rack. Rotation of the cover the distance of one hole will give .015 in. (0.38
mm) adjustment.
5. Make reference to the RACK SETTING INFORMATION for the correct air-fuel ratio control setting, and
turn the cover counterclockwise the number of turns plus any part of a turn for better hole alignment to get
the correct dimension.
6. Install the cover, override control, and lock wire and seal. Remove the rack setting tools.
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2. Put bolt (2) in a vise and pull on the control. At first movement of the bolt, the control lever must move
fast to the run position.
3. If the control lever does not move correctly put a screwdriver in the slot of adjustment screw (4) and
loosen locknut (5). Turn the adjustment screw 1/4 of a turn counterclockwise and tighten the locknut. Do this
procedure until the control lever moves correctly.
Diaphragm Test
The diaphragm test is made with the air-fuel ratio control off the engine. An air supply and a pressure
regulator are needed to do this test.
1. Connect a line from the air pressure regulator to port (6) of the air-fuel ratio control.
DIAPHRAGM TEST
2. Bolt. 6. Port. 7. Diaphragm.
2. Adjust the pressure regulator to 5 psi (35 kPa). Bolt (2) must start to move.
3. Adjust the pressure regulator to 16.5 to 20.5 psi (114 to 142 kPa). The bolt must now be fully extended.
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4. Adjust the pressure regulator to 35 psi (240 kPa) and turn off the air pressure to the air-fuel ratio control.
The air pressure must not drop more than 2 psi (14 kPa) in 10 seconds.
Governor Adjustments
4S6553 Instrument Group.
NOTICE
A mechanic with training in governor adjustments is the only one to
make the adjustment to the low idle and high idle rpm. The correct low
idle and high idle rpm, and the measurement for the adjustment of the
fuel rack are in the RACK SETTING INFORMATION and on the
ENGINE INFORMATION PLATE installed on the engine.
Engine rpm must be checked with an accurate tachometer. The 1P7443 Tachometer and the 1P7448
Mechanical Tachometer Cable (from the 4S6553 Instrument Group) can be used.
1. Connect one end of the 1P7448 Mechanical Tachometer Cable to the tachometer drive on the front of the
engine.
NOTE: On engines that have opposite rotation, connect the end of the tachometer cable to the side of the
tachometer drive that has the adapter.
2. Connect the other end of the tachometer cable to the instrument used to measure engine speed.
NOTE: The 1P7448 Mechanical Tachometer Cable can be connected to any of the instruments shown in
article MEASURING ENGINE SPEED.
3. Start the engine and check the low idle and high idle rpm. See the RACK SETTING INFORMATION, or
look at the ENGINE INFORMATION PLATE installed on the engine, for the correct low idle and high idle
rpm.
GOVERNOR ADJUSTMENTS
1. High idle screw. 2. Retainer holes. 3. Low idle screw. 4. Cover.
4. If an adjustment is necessary, remove cover (4) and use the procedure that follows:
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a. Move the governor control to HIGH IDLE position and turn screw (1) to adjust HIGH IDLE rpm. When
the specific rpm setting is made, move the governor control to reduce engine speed, then move the linkage to
HIGH IDLE and check the setting again. Repeat this procedure until rpm setting is correct.
b. To adjust the LOW IDLE rpm, move the governor linkage to LOW IDLE position and turn screw (3).
Increase the engine speed and then return linkage back to LOW IDLE position to check the setting again.
c. When governor adjustment is correct, install the cover on the rear of the governor. When the cover is
installed on the governor, the idle adjustment screws fit into retainer holes (2) in the cover. The shape of the
holes will not let the idle adjustment screw turn after the idle adjustment is done and the cover is installed.
The 5P2150 Engine Horsepower Meter can measure engine speed from the tachometer drive on the engine.
Special Instruction Form No. SMHS7050 has instructions for its use.
Special Instruction Form No. SEHS7341 is with the 4S6553 Engine Test Group and gives instructions for the
test procedure.
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The 1P5500 Portable Phototach Group can measure engine speed from the tachometer drive on the engine. It
also has the ability to measure engine speed from visual engine parts in rotation. Special Instruction Form
No. SMHS7015 has instructions for its use.
NOTE: Make sure the No. 1 piston is at top center on the compression stroke.
2. Mark the cluster gear C-mark and the crankshaft gear punch marked tooth with chalk. The back of the
gears can be marked for checking with a mirror after installation.
3. Install a large cluster gear (1) so the C-mark on the cluster gear is in alignment with the punch marks on
the tooth of the crankshaft gear. Do this by looking through the hole (7) in the crankshaft flange.
4. On 8 cylinder engines, tilt the large cluster gear and turn the balancer gear until the A-marks (4) are in
alignment.
5. With the timing marks in alignment, slide the large cluster gear over the dowel (5) in the small cluster gear
and install the mounting bolts.
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Install the idler gear with one of the "R" marks in alignment between two teeth on the crankshaft gear that
have two punch marks on each tooth.
The other "R" mark on the idler gear must be in alignment with the "R" mark on the balancer gear.
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Air flow through the air cleaner must not have a restriction (negative pressure difference measurement
between atmospheric air and air that has gone through air cleaner) of more than 30 in. (762 mm) of water.
Back pressure from the exhaust (pressure difference measurement between exhaust at outlet elbow and
atmospheric air) must not be more than 27 in. (685 mm) of water.
The correct pressure for the inlet manifold is given in the RACK SETTING INFORMATION. Development
of this information is done with these conditions.
Any change from these conditions can change the pressure in the inlet manifold. Outside air that has higher
temperature and lower barometric pressure than given above will cause a lower horsepower and a lower inlet
manifold pressure measurement than given in the RACK SETTING INFORMATION. Outside air that has a
lower temperature and a higher barometric pressure will cause higher horsepower and a higher inlet manifold
pressure measurement.
A difference in fuel rating will also change horsepower and the pressure in the inlet manifold. If the fuel is
rated above 35 API, pressure in the inlet manifold can be less than given in the RACK SETTING
INFORMATION. If the fuel is rated below 35 API, the pressure in the inlet manifold can be more than given
in the RACK SETTING INFORMATION. BE SURE THAT THE AIR INLET AND EXHAUST DO NOT
HAVE A RESTRICTION WHEN MAKING A CHECK OF PRESSURE IN THE INLET MANIFOLD.
Use the 4S6553 Instrument Group to check engine rpm and the pressure in the inlet manifold.
This instrument group has a tachometer to read engine rpm. It also has a gauge to read pressure in the inlet
manifold. Special Instruction Form No. SEHS7341 is with the tool group and gives instructions for the test
procedure.
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Use the 1P3060 Pyrometer Group to check exhaust temperature. Special Instruction Form No. SMHS7179 is
with the tool group and gives instructions for the test procedure.
Water Directors
There are eight water directors (1) pressed into each cylinder head to direct the flow of coolant. On the
exhaust side, coolant is directed toward the precombustion chambers and the exhaust valve ports; and on the
inlet side, toward the other side of the valve ports, as indicated by the V-marks.
WATER DIRECTORS
1. Water director. 2. Ferrule. 3. Seal.
Water directors are pressed into place in the heads after aligning the notch on the director with the V-mark on
the head.
Replacement type seals (3) and ferrule (2) go between the head and top of the block. Put soap on the inner
surface of the seal and place the groove in the seal over the ridge on the ferrule before installing. Use the
FT117 Seal and Ferrule Assembly Tool to install the seal on the ferrule.
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4. 5H3182 Pin.
5. 2A3672 Spring.
6. Flat Washer.
7. Chain.
8. Upper Rod
9. Connecting Pin.
10. Bracket.
13. Base.
A. Rubber Seals.
B. Ferrule.
Precombustion Chamber
Use the 5F9217 Tool Group to remove and install chamber. Coat threads with 5P3931 Anti-Seize Compound
and use either 1P8005 or 1P8004 gasket to position precombustion chamber.
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Install 1P8005 gasket marked "3J". Install precombustion chamber and tighten to torque of 225 ± 15 lb.ft.
(305 ± 20 N·m). If the glow plug opening is not positioned in the grey range (C) remove the chamber and
replace gasket with the 1P8004 Gasket marked "3D".
Compression
An engine that runs rough can have a leak at the valves, or have valves that need adjustment. Use the test that
follows for a fast and easy method to find a cylinder that has low compression, or does not have good fuel
combustion. Find the speed that the engine runs the roughest, and keep the engine at this rpm until the test is
finished. Loosen a fuel line nut at fuel injection pump to stop the flow of fuel to that cylinder. Do this for
each cylinder until a loosened fuel line is found that makes no difference in engine performance. Be sure to
tighten each fuel line nut after the test before the next fuel line nut is loosened. This test can also be an
indication that the fuel injection is wrong, so the cylinder will have to be checked thoroughly.
A cylinder leakage test that uses air pressure in the cylinder can be used to indicate the condition of the
piston rings, valves, and valve seats. Make reference to SPECIAL INSTRUCTION FORM NO. GMG00694
for a list of tools needed and the test procedure. Removal of the head and inspection of the valves and valve
seats is necessary to find those small defects that do not normally cause a problem. Repair of these problems
is normally done when reconditioning the engine.
Cylinder Head
The cylinder head has valves, valve seat inserts, and valve guides that can be removed when they are worn or
have damage. Replacement of these components can be made with the tools that follow.
Valves
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The illustration shows the 5S1330 Valve Spring Compressor Assembly with the 5S1329 Jaw (1) to put the
valve spring under compression. When installing the valve keepers, use the 5S1322 Valve Keeper Installer
(2) with the compressor assembly.
Valve Guides
The intake and exhaust valves operate in replacement type valve guides. After the valves have been
removed, clean the valve stems and valve guides. Use the 5P3536 Valve Guide Measuring Group to check
the valve guides for wear. Instructions are in Special Instruction (GMG 02562).
The 4H446 Driver and 5P1726 Bushing is used for installation of new valve guides.
NOTE: When the valve lash (clearance) is checked, adjustment is NOT NECESSARY if the measurement is
in the range given in the chart for VALVE CLEARANCE CHECK: ENGINE STOPPED. If the measurement
is outside this range, adjustment is necessary. See the chart for VALVE CLEARANCE SETTING: ENGINE
STOPPED, and make the setting to the nominal (desired) specifications in this chart.
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To make an adjustment to the valve clearance, loosen the locknut on the adjustment screw. Turn the
adjustment screw to get the correct clearance shown in the chart VALVE CLEARANCE SETTING:
ENGINE STOPPED. Hold the adjustment screw and tighten the locknut to 40 ± 5 lb.ft. (55 ± 7 N·m).
Recheck the valve clearance. Valve clearance adjustment can be made by using the procedure that follows:
1. Determine the normal direction of crankshaft rotation. See the decal on the flywheel housing.
2. Put No. 1 piston at top center (TC) on the compression stroke. Make reference to LOCATING TOP
CENTER COMPRESSION POSITION FOR NO. 1 PISTON.
3. With No. 1 piston at top center of the compression stroke, adjust the clearance for the valves shown in the
chart NO. 1 PISTON ON COMPRESSION STROKE.
4. Turn the crankshaft one revolution in the direction of normal rotation and align the pointer and the TC1
mark on the flywheel. The engine now is at top center exhaust stroke No. 1 piston.
5. With No. 1 piston at top center on the exhaust stroke, adjust the clearance for the valves shown in the chart
NO. 1 PISTON ON EXHAUST STROKE.
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Lubrication System
One of the problems in the list that follows will generally be an indication of a problem in the lubrication
system for the engine.
Oil leakage into the combustion area of the cylinders can be the cause of blue smoke. There are four possible
ways for oil leakage into the combustion area of the cylinders:
Too much oil consumption can also be the result if oil with the wrong viscosity is used. Oil with a thin
viscosity can be caused by fuel leakage into the crankcase, or by increased engine temperature.
An oil pressure gauge that has a defect can give an indication of low oil pressure.
An 8M2744 Oil Pressure Gauge which is part of the 5P6225 Hydraulic Test Box can be used to check oil
pressure in the system.
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This procedure must be followed exactly for the pressure readings to have any value for comparison with
Engine Oil Pressure Chart.
1. Be sure that the engine is filled to the correct level with SAE 30 oil. If any other viscosity of oil is used,
the information in the Engine Oil Pressure Chart does not apply.
2. Connect the 8M2744 Gauge from the 5P6225 Hydraulic Test Box to one of the ports in the back side of
the governor or governor drive housing. Remove the pipe plug on the oil outlet elbow on the oil cooler and
install a probe from the 9S9102 Thermistor Thermometer Group.
3. Start the engine and run to get the oil temperature to 200 ± 10° F (93 ± 6° C).
4. Keep the oil temperature constant with the engine speed at 1200 rpm. Make a comparison of the gauge
reading and the chart.
If the results do not fall within the pressure range given in the chart, find the cause and correct it. Engine
failure or a reduction in engine life can be the result if engine operation is continued with oil manifold
pressure outside this range.
Check the level of the oil in the crankcase. Add oil if needed. It is possible for the oil level to be too far
below the oil pump supply tube. This will cause the oil pump to not have the ability to supply enough
lubrication to the engine components.
The inlet screen of the supply tube for the oil pump can have a restriction. This will cause cavitation (low
pressure bubbles suddenly made in liquids by mechanical forces) and a loss of oil pressure. Air leakage in
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the supply side of the oil pump will also cause cavitation and loss of oil pressure. If the bypass valve for the
oil pump is held in the open (unseated) position, the lubrication system can not get to maximum pressure. Oil
pump gears that have too much wear will cause a reduction in oil pressure.
When the oil pressure on the clean side (inside) of the elements becomes 12 to 15 psi (85 to 105 kPa) less
than the oil pressure to the unfiltered side (outside) of the elements, filter condition indicator (2) or (3) will
move up approximately half way. This shows that the oil filter elements must be changed.
Too Much Clearance at Engine Bearings or Open, Broken or Disconnected Oil Line or
Passage in Lubrication System
Components that are worn and have too much bearing clearance can cause oil pressure to be low. Low oil
pressure can also be caused by an oil line or oil passage that is open, broken or disconnected.
Oil Cooler
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If the oil cooler has a restriction the oil temperature will be higher than normal when the engine is running.
The oil pressure of the engine will become low if the oil cooler has a restriction.
If the gauge for oil pressure shows the correct oil pressure, but a component is worn because it is not getting
enough lubrication, look at the passage for oil supply to that component. A restriction in a supply passage
will not let enough lubrication get to a component and this will cause early wear.
When the gauge for oil pressure shows the correct oil pressure and bearing failure or wear is present in both
turbochargers, check the operation of the turbocharger lubrication valve. The valve can be open and allow
unfiltered oil to constantly lubricate the turbocharger.
Cooling System
The engine has a pressure type cooling system. A pressure type cooling system gives two advantages. The
first advantage is that the cooling system can operate at a temperature that is higher than the normal point
where water changes to steam. The second advantage is that this type system prevents cavitation (air in inlet
of pump) in the water pump. With this type system it is more difficult to have an air or steam pocket in the
cooling system.
The cause for an engine getting too hot is generally because regular inspections of the cooling system were
not done. Make a visual inspection of the cooling system before a test is made with test equipment.
3. Look for bent radiator fins. Be sure that air flow through the radiator does not have a restriction.
7. Inspect the pressure relief valve and the sealing surface of the filler cap. The sealing surface must be clean.
8. Look for large amounts of dirt in the radiator core and on the engine.
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The 9S9102 Thermistor Thermometer Group is used in the diagnosis of heating problems. The testing
procedure is in Special Instruction Form No. SMHS7140.
The 9S7373 Air Meter Group is used to check the air flow through the radiator core. The testing procedure is
in Special Instruction Form No. SMHS7063.
The 1P5500 Portable Phototach Group is used to check the fan speed. The testing procedure is in Special
Instruction Form No. SMHS7015.
The 9S8140 Cooling System Pressurizing Pump Group is used to test pressure caps and pressure relief
valves, and to pressure check the cooling system for leaks.
2. Heat water in a pan until the temperature is correct for opening the regulator according to the chart. Move
the water around in the pan to make it all be the same temperature.
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3. Hang the regulator in the pan of water. The regulator must be below the surface of the water and it must be
away from the sides and bottom of the pan.
5. Remove the regulator from the water. Immediately make a measurement of the distance the regulator is
open.
6. If the regulator is open to a distance less than given in the chart, install a new regulator.
To check the accuracy of the water temperature gauge, use the 9S9102 Thermistor Thermometer Group.
Special Instruction Form No. SMHS7140 has instructions for the use of the 9S9102 Thermistor
Thermometer Group.
Remove the plug next to the sensor unit for the water temperature gauge in the water outlet manifold. Install
reducing bushing and probe in this hole.
Start the engine and get the coolant warm. Make a comparison of the temperature at positions 1 and 2 on the
water temperature gauge and the temperature on the thermistor thermometer. Use the chart to find the
temperature at positions 1 and 2.
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Testing
Lower the coolant level in the system to cause the float (1) to lower and cause the switch points to make
contact. This can be done by removing some of the coolant or with application of 10 to 20 psi (70 to 140
kPa) of air pressure to the vent line connection (2) on top of the switch. Look at the float and switch as the
coolant level lowers. The float position on the later type switch is shown by the switch operating arm (4).
The device connected will be activated as the points make contact.
Adjustment
The terminal screw (3) on the bottom of the earlier switch can be turned in to raise and out to lower the level
at which the points will make contact.
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Basic Block
Connecting Rods And Pistons
Use the 5H9621 Piston Ring Expander to remove or install piston rings.
Use the 5P3528 Piston Ring Compressor to install pistons into cylinder block.
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Tighten the connecting rod bolts in the step sequence that follows:
The connecting rod bearings should fit tightly in the bore in the rod. If bearing joints or backs are worn
(fretted), check for bore size as this is an indication of wear because of looseness.
Connecting rod bearings are available with .025 in. (0.64 mm) and .050 in. (1.27 mm) smaller inside
diameter than original size bearings. These bearings are also available with .010 in. (0.25 mm) larger outside
diameter than original size bearings. These bearings are for connecting rods that have been "bored" (made
larger than original size).
Cylinder Block
Bore in block for main bearings can be checked with main bearing caps installed without bearings. Tighten
the stud nuts to torque shown in the SPECIFICATIONS. Alignment error in the bores must not be more than
.003 in. (0.08 mm).
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Special Instruction Form No. GMG00503 gives the use of 1P4000 Line Boring Tool Group to machine main
bearing bores. 1P3537 Dial Bore Gauge Group can be used to check bores. Special Instruction Form No.
GMG00981 is with the group.
The correct cylinder liner projection is important to prevent a leak between the liner, cylinder head and
block. Use the procedure that follows to check cylinder liner projection.
1. Make sure that the bore and counterbore in the block and the liner flange are clean. Install the cylinder
liner without seals in the cylinder block.
2. Put puller plate (5) on the cylinder liner and put plate (1) in the center of the adapter plate as shown. Install
crossbar (4) with nuts, washers, and 3H465 Plates as shown. Tighten the nuts evenly in four steps: 5 lb. ft. (7
N·m), 15 lb. ft. (20 N·m), 25 lb. ft. (35 N·m), and 50 lb. ft. (70 N·m). The measurement from the bottom of
crossbar (4) to the top of cylinder block, must be the same on both sides of the cylinder liners.
3. Install the 1P5512 Contact Point on dial indicator (2). Put the dial indicator in the 1P2402 Gauge Body. To
adjust the dial indicator to zero, put dial indicator and gauge body on the back of the 1P5507 Gauge. Move
the dial indicator until the hand moves 1/4 turn. Tighten bolt on body to hold the dial indicator in this
position. Turn the dial face until the zero is in alignment with the hand.
4. Measure the cylinder liner projection as close as possible to the four corners of the adapter plate on the
liner. The liner projection must be .004 to .008 in. (0.10 to 0.20 mm). The difference between the four
measurements must not be more than .002 in. (0.05 mm). The maximum difference in height of liners next to
each other under the same cylinder head is .002 in. (0.05 mm).
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NOTE: If the liner projection changes from point to point around the liner, turn the liner to a new position in
the bore. If the liner projection is still not to specifications, move the liner to a different bore.
5. When the cylinder liner projection is correct, put a temporary mark on the liner and the cylinder block so
at final installation the liner can be installed in the correct position.
Cylinder liner projection can be adjusted by the removal of material from (machining) the contact face of the
cylinder block with the use of the 8S3140 Cylinder Block Counterboring Tool Arrangement. The instructions
for the use of the tool group are in Special Instruction Form No. FM055228.
If any method other than given here is used, always remember bearing clearances must be removed to get
correct measurements.
Make tool setup from parts of the 8S2328 Dial Test Indicator Group.
1. Fasten a dial indicator to the crankshaft flange so the indicator anvil will touch the flywheel housing face.
2. Push the crankshaft to the rear to remove all end play before reading the indicator at each point.
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3. With dial indicator set at .000 in. (0.0 mm) at point (A), rotate crankshaft and take readings at points (B),
(C) and (D).
4. The difference between the lowest and highest readings taken at all four points should not exceed .012 in.
(0.30 mm), which is the maximum permissible flywheel housing face runout.
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NOTE: Write the dial indicator measurements with their positive (+) and negative (-) notation (signs). This
notation is necessary for making the calculations in the chart correctly.
1. With the dial indicator in position at (C), adjust the dial indicator to "0" (zero). Push the crankshaft up
against the top bearing. Write the measurement for bearing clearance on line 1 in column (C).
2. Divide the measurement from Step 1 by 2. Write this number on line 1 in columns (B) & (D).
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3. Turn the crankshaft to put the dial indicator at (A). Adjust the dial indicator to "0" (zero).
4. Turn the crankshaft counterclockwise to put the dial indicator at (B). Write the measurement in the chart.
5. Turn the crankshaft counterclockwise to put the dial indicator at (C). Write the measurement in the chart.
6. Turn the crankshaft counterclockwise to put the dial indicator at (D). Write the measurement in the chart.
8. Subtract the small number from the larger number in line III in columns (B) & (D). The result is the
horizontal "eccentricity" (out of round). Line III, column (C) is the vertical eccentricity.
9. On the graph for total eccentricity find the point of intersection of the lines for vertical eccentricity and
horizontal eccentricity.
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10. If the point of intersection is in the range marked "Acceptable" the bore is in alignment. If the point of
intersection is in the range marked "Not Acceptable", the flywheel housing must be changed.
3. Turn the flywheel and read the indicator every 90°. Be sure to remove end play the same way each time.
4. The difference between the lower and higher measurements taken at all four points must not be more than
.006 in. (0.15 mm), which is the maximum permissible face runout (axial eccentricity) of the flywheel.
1. Install the dial indicator (3) and make an adjustment of the universal attachment (4) so it makes contact as
shown.
4. The difference between the lower and higher measurements taken at all four points must not be more than
.006 in. (0.15 mm), which is the maximum permissible bore runout (radial eccentricity) of the flywheel.
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5. Runout (eccentricity) of the bore for the pilot bearing for the flywheel clutch, must not exceed .005 in.
(0.13 mm).
The crankshaft can be deflected (bent) because the installation of the engine was not correct. If the engine
mounting rails are not fastened correctly to the foundation mounting rails, the cylinder block can twist or
bend and cause the crankshaft to deflect. This deflection can cause crankshaft and bearing failure.
The crankshaft deflection must be checked after the final installation of the engine. The check must be made
with the engine cold and also with the engine at the temperature of normal operation. The procedure that
follows can be used to check crankshaft deflection with the engine either cold or warm.
1. Remove an inspection cover from the cylinder block that will give access to the connecting rod journal of
the crankshaft nearest to the center of the engine.
NOTICE
Read the notice on the cylinder block covers before removal of the
covers on a warm engine.
2. Turn the crankshaft in the direction of normal rotation until the center of the counterweights just go
beyond the connecting rod.
3. Install a Starrett Crankshaft Distortion Dial-Gauge No. 696 with Starrett No. 696B Balancer Attachment
between the counterweights as shown. Put Dial Gauge (1) within .25 in. (6.4 mm) of counterweight
mounting surface (2). Turn the dial of the indicator to get alignment of the zero and the pointer. Turn the
indicator on its end points until the pointer of the indicator will not move from zero.
4. Turn the crankshaft in the direction of normal rotation until the indicator almost makes contact with the
connecting rod on the other side of the crankshaft.
NOTE: Do not let the indicator make contact with the connecting rod.
5. The dial indicator reading must not change more than .001 in. (0.03 mm) for the approximately 300
degrees of crankshaft rotation. Now turn the crankshaft in the opposite direction to the starting position. The
dial indicator must now read zero. If the dial indicator does not read zero, do the procedure again.
If the dial indicator reads more than .001 in.(0.03 mm), the cylinder block is bent. Loosen the bolts that hold
the engine mounting rails to the foundation mounting rails and adjust the shims to make the engine straight
again. Also check to see if the engine mounting bolts have enough clearance to let the engine have expansion
as it gets hot. The only bolts that can have a tight fit are bolts at the right hand rear of the engine and the right
hand rear bolt that holds the engine to the oil pan base.
Vibration Damper
Damage to or failure of the damper will increase vibrations and result in damage to the crankshaft.
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If the damper is bent or damaged, or if the bolt holes in the damper are loose fitting, replace the damper.
Replacement of the damper is also needed at the time of crankshaft failure (if a torsional type).
Electrical System
Most of the testing of the electrical system can be done on the engine. The wiring insulation must be in good
condition, the wire and cable connections clean and tight and the battery fully charged. If on the engine test
shows a defect in a component, remove the component for more testing. The wire size, color and
recommendations of length are given in the WIRING DIAGRAMS in SYSTEMS OPERATION.
Battery
9S1990 Battery Charger Tester.
The battery circuit is an electrical load on the charging unit. The load is variable because of the condition of
the charge in the battery. Damage to the charging unit will result, if the connections, (either positive or
negative) between the battery and charging unit are broken while the charging unit is charging. This is
because the battery load is lost and there is an increase in charging voltage. High voltage will damage, not
only the charging unit but also the regulator and other electrical components.
NOTICE
Never disconnect any charging unit circuit or battery circuit cable
from battery when the charging unit is charging.
Load test a battery that does not hold a charge when in use. To do this, put a resistance, across the battery
main connections (terminals). For a 6 volt battery, put a resistance of two times the ampere/hour rating of the
battery. For a 12 volt battery, put a resistance of three times the ampere/hour rating. Let the resistance
remove the charge (discharge the battery) for 15 seconds. Immediately test the battery voltage. A 6 volt
battery in good condition will test 4.5 volts; a 12 volt battery in good condition will test 9 volts.
The Special Instruction Form No. SEHS6891 with the 9S1990 Charger Tester gives the battery testing
procedure.
Charging System
Battery
The condition of charge in the battery at each regular inspection will show if the charging system is operating
correctly. An adjustment is necessary when the battery is always in a low condition of charge or a large
amount of water is needed (one ounce per cell per week or every 50 service hours).
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Test the charging units and voltage regulators on the engine, when possible, using wiring and components
that are a permanent part of the system. Off the engine (bench) testing will give an operational test of the
charging unit and voltage regulator. This testing will give an indication of needed repair. Final testing will
give proof that the units are repaired to their original operating condition.
Before starting on the engine testing, the charging system and battery must be checked. See the following
Steps.
1. Battery must be at least 75% (1.240 Sp.Gr.) full charged and held tightly in place. The battery holder must
not put too much stress on the battery.
2. Cables between the battery, starter and engine ground must be the correct size. Wires and cables must be
free of corrosion and have cable support clamps to prevent stress on battery connections (terminals).
3. Leads, junctions, switches and panel instruments that have direct relation to the charging circuit must give
proper circuit control.
4. Inspect the drive components for the charging unit to be sure they are free of grease and oil and are able to
drive the load of the charging unit.
Alternator Regulator
When an alternator is charging the battery too much or not enough, an adjustment can be made to the
charging rate of the alternator. Remove the hollow head screw (1) from the cover of the alternator regulator
and use a screwdriver to turn the adjustment screw. Turn the adjustment screw one or two notches to increase
or decrease the charging rate of the alternator.
LOCATION OF ADJUSTMENT SCREW FOR THE 6L5397 and 6L3432 ALTERNATOR REGULATORS
1. Hollow head screw. 2. Connector.
Starting System
When the engine has a prelube system, check it first to be sure all components function correctly. See
PRELUBE SYSTEM. After checking the prelube system, put a wire temporarily between the connections of
the oil pressure switch. This will let the following checks be made which is the same as checking engines
that do not have a prelube system.
Move the starting control switch to activate the starter solenoid. Starter solenoid operation can be heard as
the pinion of the starter motor is engaged with the ring gear on the engine flywheel. The solenoid operation
also closes the electric circuit to the motor. Connect one lead of the voltmeter to the solenoid connection
(terminal) that is fastened to the motor. Ground the other lead. Activate the starter solenoid and look at the
voltmeter. A reading of battery voltage shows the problem is in the motor. The motor must be removed for
further testing. No reading on the voltmeter shows that the solenoid contacts do not close. This is an
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indication of the need for repair to the solenoid or an adjustment to be made to starter pinion clearance.
Pinion clearance is .36 in. (9.1 mm).
If the solenoid for the starting motor will not operate, current from the battery may not be getting to the
solenoid. Fasten one lead of the voltmeter to the connection (terminal) for the battery cable on the solenoid.
Ground the other lead. No voltmeter reading shows there is a broken circuit from the battery. Further testing
is necessary when there is a reading on the voltmeter.
Further test by fastening one voltmeter lead to the connector (terminal) for the small wire at the solenoid and
the other lead to the ground. Look at the voltmeter and activate the starter solenoid. A voltmeter reading
shows that the problem is in the solenoid. No voltmeter reading shows that the problem is in the starter
switch or wiring. Fasten one lead of the voltmeter to the battery wire connection of the starter switch and
ground the other lead. A voltmeter reading indicates a failure in the switch.
A starting motor that operates too slow can have an overload because of too much friction in the engine
being started. Slow operation of the starting motor can also be caused by shorts, loose connections and/or dirt
in the motor.
1. Install the solenoid without connector (1) from the MOTOR connection (terminal) on solenoid to the
motor.
2. Connect a battery, of the same voltage as the solenoid, to the terminal (2), marked SW.
4. Connect for a moment, a wire from the solenoid connection (terminal) marked MOTOR to the ground
connection (terminal). The pinion will shift to crank position and will stay there until the battery is
disconnected.
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7. Pinion clearance adjustment is made by removing plug and turning nut (4).
Prelube System
The electrical components in this circuit are the pump motor, relay, oil pressure switch and starter switch.
Install a wire around the oil pressure switch to test the components. This must be done with CAUTION.
Relay
Find the damaged component by first checking to see if there is AC current to the pump motor. Fasten a wire
from the positive (+) side of the battery to the relay terminal (1) to complete the circuit through the relay coil.
The relay must activate and complete the AC circuit and cause the pump motor to run. When this is done,
run the pump long enough to make pressure show on the pressure gauge. During checks that will follow,
engine parts will receive lubrication.
With a wire installed between both terminals (1) of the oil pressure switch, engage the starter switch a
moment. If the starter and solenoids engage, then the oil pressure switch has failed and must be replaced with
a new switch. Leave the wire in place if the switch has not failed and check the starter switch.
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Starter Switch
Use a wire installed between the starter battery terminal (2) and starter relay terminal (1). If the starter and
solenoids engage, the failure is in the starter switch. If the starter switch has not failed, remove all wires that
were installed for testing. See, STARTING SYSTEM for further checks of the circuit components of the
starting system.
Adjustment of the overspeed control is made at the factory and must not be changed unless the carrier
assembly has been disassembled or the adjustment changed in some way. The original setting of the
overspeed control will stop the engine when the engine rpm is more than 18% above full load rpm. DO NOT
check the adjustment of the overspeed control on the engine.
1. Remove the engine shutoff control and reset cable from the engine.
2. Connect the 1P7443 or 4S6991 Tachometer (part of the 4S6553 Engine Test Group) to 6L2211
Tachometer Drive (E) on control (A).
3. Use FT907 Adapter (C) and reversible variable speed drill (D) to drive the control as shown.
NOTE: When adjustment or check of the overspeed control is made and the oil pressure reset plunger is not
pushed in, a low oil pressure shutoff action will be the result.
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NOTICE
All shutoff controls must be turned counterclockwise.
4. Read the rpm on the tachometer at the moment the control is activated. The reading will give the engine
rpm (2 rpm on the scale for each rpm the input shaft is turned).
5. The control is to activate at a rpm 18% higher than the full load rpm.
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ADJUSTMENT
1. Carrier assembly. 2. Weight adjustment screw. 3. Plug.
6. If an adjustment is needed, remove plug (3). If necessary, turn the drive shaft of the shutoff until the screw
(2) is in alignment with the hole for plug (3).
7. Use a screwdriver to make the adjustment to the overspeed carrier assembly (1). One full turn of screw (2)
will change the maximum overspeed limit 45 to 50 rpm. Turn the screw counterclockwise to make the setting
lower.
8. Check the setting of the overspeed control again after the adjustment is made.
Copyright 1993 - 2018 Caterpillar Inc. Fri Feb 16 2018 14:04:54 GMT+0200 (Egypt Standard Time)
All Rights Reserved.
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