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C13 Engine Emissions Retrofit Repower Tier III for 980C, & 980F Wheel Loader 63X...
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Product: WHEEL LOADER

Model: 980C WHEEL LOADER 63X
Configuration: C13 Engine Emissions Retrofit Repower Tier III for 980C, & 980F Wheel Loader 63X00001-UP (MACHINE)
Systems Operation
3406 VEHICULAR ENGINE
Media Number -REG01438-06 Publication Date -01/05/1992 Date Updated -10/10/2001
Systems Operation
Introduction
NOTE: For Specifications with illustrations, make reference to Specification For 3406 Vehicular
Engine, Form No. REG01439. If the Specifications in Form No. REG01438 are not the same as the
Systems Operation and the Testing And Adjusting, look at the printing date on the back cover of each
book. Use the Specifications given in the book with the latest date.
New Scroll Fuel System
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C13 Engine Emissions Retrofit Repower Tier III for 980C, & 980F Wheel Loader 63X... Página 2 de 64
Fuel System Schematic
Fuel System Schematic

(1) Fuel tank. (2) Fuel return line. (3) Priming pump. (4) Fuel injection nozzle. (5) Fuel injection line. (6) Fuel injection
pump. (7) Primary fuel filter. (8) Check valves. (9) Fuel transfer pump. (10) Secondary fuel filter. (11) Constant bleed
orifice. (12) Fuel injection pump housing.
Fuel is pulled from fuel tank (1) through primary fuel filter (7) and check valves (8) by fuel transfer
pump (9). From the fuel transfer pump the fuel is pushed through secondary fuel filter (10) and to the
fuel manifold in fuel injection pump housing (12). A bypass valve in the fuel transfer pump keeps the
fuel pressure in the system at 170 to 280 kPa (25 to 40 psi). Constant bleed valve (11) also lets a
constant flow of fuel go through fuel return line (2) back to fuel tank (1). This helps keep the fuel cool
and free of air. There is also a manual bleed valve that can be used when the fuel priming pump is
used to remove air from the system. Fuel injection pump (6) gets fuel from the fuel manifold and
pushes fuel at very high pressure through fuel line (5) to fuel injection nozzle (4). The fuel injection
nozzle has very small holes in the tip that change the flow of fuel to a very fine spray that gives good
fuel combustion in the cylinder.
Fuel Injection Pump

The fuel injection pump increases the pressure of the fuel and sends an exact amount of fuel to the
fuel injection nozzle. There is one fuel injection pump for each cylinder in the engine.
Fuel Injection Pump

(1) Spill port. (2) Check valve. (3) Pump barrel. (4) Bypass port. (5) Pump plunger. (6) Spring. (7) Fuel rack. (8) Gear. (9)
Lifter. (10) Cam.
The fuel injection pump is moved by cam (10) of the fuel pump camshaft. When the camshaft turns,
the cam raises lifter (9) and pump plunger (5). The pump plunger always makes a full stroke. As the
camshaft turns farther, spring (6) returns the pump plunger and lifter to the bottom of the stroke.
Pump Barrel And Plunger Assembly

(1) Spill port. (2) Check valve. (3) Pump barrel. (4) Bypass port. (5) Pump plunger. (11) Orificed reverse flow check
valve. (12) Spring. (13) Spring. (14) Scroll. (15) Slot.
When the pump plunger is at the bottom of the stroke, fuel at transfer pump pressure flows through
spill port (1) and bypass port (4). Fuel fills pump barrel (3) in the area above pump plunger (5).

After pump plunger (5) begins the up stroke, fuel will be pushed out bypass port (4) until the top of
the pump plunger closes the port. As the pump plunger travels farther up, the pressure of the fuel
increases. At approximately 690 kPa (100 psi), check valve (2) opens and lets fuel flow into the fuel
injection line to the fuel injection nozzle.

When the pump plunger travels farther up, scroll (14) uncovers spill port (1). The fuel above the
pump plunger goes through slot (15), along the edge of scroll (14) and out spill port (1) back to the
fuel manifold. This is the end of the injection stroke. The pump plunger can have more travel up, but
no more fuel will be sent to the fuel injection nozzle.

(1) Spill port. (2) Check valve. (4) Bypass port. (5) Pump plunger. (11) Orificed reverse flow check valve. (12) Spring.
(13) Spring. (14) Scroll. (15) Slot.
When spill port (1) is opened by plunger (5) the fuel nozzle closes and spring (13) closes check valve
(2) as the pressure above plunger (5) drops below 690 kPa (100 psi). At the same time orificed reverse
flow check valve (11) opens.
Orificed reverse flow check valve (11) closes when the fuel pressure in the fuel injection lines is 6900
kPa (1000 psi). This keeps the fuel in the injection line and above the reverse flow check valve at
6900 kPa (1000 psi).
NOTE: Reverse flow check valve (11) prevents rough idle by stopping any secondary injection of
fuel between injection strokes. This valve is only effective below 8250 kPa (1200 psi) and has no
effect above that pressure. When the engine is shutdown, the pressure is gradually released through a
small groove on the bottom face of reverse flow check valve (11).
When the pump plunger travels down and uncovers bypass port (4), fuel begins to fill the area above
the pump plunger again, and the pump is ready to begin another stroke.
The amount of fuel the injection pump sends to the injection nozzle on each pump stroke can be
changed by the rotation of the pump plunger. Gear (8) is attached to the pump plunger and is in mesh
with fuel rack (7). The governor moves the fuel rack which turns the fuel pump plungers according to
the fuel needs of the engine. When the governor turns the pump plunger, scroll (14) on the plunger
changes the distance between the top of pump plunger and the point where scroll (14) uncovers spill
port (1). The longer the distance from the top of the pump plunger to the point where scroll (14)
uncovers spill port (1), the more fuel will be injected.
To stop the engine, the pump plunger is rotated so that slot (15) on the pump plunger is in line with
spill port (1). The fuel will now go out the spill port and not to the injection nozzle.
Fuel Injection Nozzle

The fuel injection nozzle goes through the cylinder head into the combustion chamber. The fuel
injection pump sends fuel with high pressure to the fuel injection nozzle where the fuel is made into a
fine spray for good combustion.
Fuel injection nozzle

(1) Carbon dam. (2) Seal. (3) Passage. (4) Filter screen. (5) Inlet passage. (6) Orifice. (7) Valve. (8) Diameter. (9) Spring.
Seal (2) goes against the nozzle adapter and prevent leakage of compression from the cylinder.
Carbon dam (1) keeps carbon out of the bore in the nozzle adapter.
Fuel with high pressure from the fuel injection pump goes into inlet passage (5). Fuel then go through
filter screen (4) and into passage (3) to the area below diameter (8) of valve (7). When the pressure,
the fuel that pushes against diameter (8) become greater than the force of spring (9), valve (7) lifts up.
This occurs when the fuel pressure goes above the Valve Opening Pressure of the fuel injection
nozzle. When valve (7) lifts, the tip of the valve comes off the nozzle seat and the fuel will go through
the six small orifices (6) into the combustion chamber.
The injection of fuel continues until the pressure fuel against diameter (8) becomes less than the force
spring (9). With less pressure against diameter (8), spring (9) pushes valve (7) against the nozzle seat
and stops the flow of fuel to the combustion chamber.
The fuel injection nozzle can not be disassemble and no adjustments can be made.
Fuel Transfer Pump

The fuel transfer pump is a piston pump that is moved by a cam (eccentric) on the camshaft for the
fuel injection pump. The transfer pump is located on the bottom side of the fuel injection pump
housing.
Fuel Transfer Pump (Start Of Down Stroke) (Arrows Indicate Fuel Flow Direction)
(1) Push rod. (2) Piston. (3) Outlet check valve. (4) Pumping check valve. (5) Pumping spring. (6) Pump inlet port. (7)
Inlet check valve. (8) Pump outlet port.
When the fuel injection pump camshaft turns, the cam moves push rod (1) and piston (2) down. As
the piston moves down, inlet check valve (7) and outlet check valve (3) close. Pumping check valve
(4) opens and allows the fuel below the piston to move into the area above the piston. Pumping spring
(5) is compressed as the piston is pushed down by push rod (1).
As the fuel injection pump camshaft continues to turn, the can no longer puts force on push rod (1).
Pumping spring (5) now moves piston (2) up. This causes pumping check valve (4) to close. Inlet
C13 Engine Emissions Retrofit Repower Tier III for 980C, & 980F Wheel Loader 63... Página 10 de 64
check valve (7) and outlet check valve (3) will open. As the piston moves up, the fuel in the area
above the piston is pushed though the outlet check valve (3) and out pump outlet port (8). Fuel also
moves through pump inlet port (6) and inlet check valve (7) to fill the area below piston (2). The
pump is now ready to start a new cycle.
Fuel Transfer Pump (Start Of Up Stroke) (Arrows Indicate Fuel Flow Direction)
(1) Push rod. (2) Piston. (3) Outlet check valve. (4) Pumping check valve. (5) Pumping spring. (6) Pump inlet port. (7)
Inlet check valve. (8) Pump outlet port.
Oil Flow For Fuel Injection Pump, Governor And Automatic

Timing Advance
Lubrication oil from the side of the cylinder block goes into the side of the fuel injection pump
housing at location (4). The oil then goes to a passage between fuel injection pump housing (2) and
governor center housing (8) where it flows to three different locations.
A part of the oil goes back into the main oil passage in fuel injection pump housing (2). This oil gives
a supply of lubrication for the three fuel injection pump camshaft bearings. At the camshaft bearing
next to the governor, oil flows into drilled passages in the camshaft to give lubrication to the
flyweight carrier thrust bearing. At the camshaft bearing farthest from the governor, oil flows into
drilled passages in the camshaft to give a supply of oil to operate the automatic timing advance. Oil
drains from the camshaft bearings into the fuel injection pump housing. A drain hole in the housing
keeps the level of oil in the housing even with the center of the camshaft. Oil drains from the housing,
through drain port (5), back to the engine block.
Fuel Injection Pump And Governor

(1) Servo. (2) Fuel injection pump housing. (3) Cover. (4) Oil supply from cylinder block. (5) Oil drain into cylinder
block. (6) Dashpot. (7) Governor rear housing. (8) Governor center housing.
Oil also flows through a different passage back to the fuel injection pump housing. This passage is
connected to governor servo (1). The governor servo gives hydraulic assistance to move the fuel rack.
The remainder of the oil goes through a passage in the governor center housing (8) and governor rear
housing (7) to cover (3) or the fuel ratio control. From the cover or the fuel ratio control, oil drains
back into the governor housing. This oil lubricates the governor control components and supplies the
oil for the dash pot (6). The internal parts of the governor are also lubricated by oil leakage from
governor servo (1) and the oil thrown off by parts in rotation. An opening between the lower part of
the governor and the fuel injection pump housing lets oil out of the governor The fuel injection pump
housing has an oil drain port (5) that is connected to the engine block.
Governor
(1) Governor spring. (2) Sleeve. (3) Valve. (4) Piston. (5) Governor servo. (6) Fuel rack. (7) Lever. (8) Flyweights. (9)
Over fueling spring. (10) Riser. (11) Spring seat. (12) Stop bolt. (13) Load stop bar. (14) Power setting screw. (15) Stop
collar.
The governor controls the amount of fuel needed by the engine to maintain a desired rpm.
The governor flyweights (8) are driven directly by the fuel pump camshaft. Riser (10) is moved by
flyweights (8) and governor spring (1). Lever (7) connects the riser with sleeve (2) which is fastened
to valve (3). Valve (3) is a part of governor servo (5) and moves piston (4) and fuel rack (6). The fuel
rack moves toward the front of the fuel pump housing (to the right in the illustration) when moved in
the FUEL OFF direction.
The force of governor spring (1) always pushes to give more fuel to the engine. The centrifugal
(rotating) force of flyweights (8) always push to get a reduction of fuel to the engine. When these two
forces are in balance (equal), the engine runs at a constant rpm.
When the engine is cranked to start and the governor is at the low idle position, over fueling spring (9)
moves the riser forward and gives an extra amount of fuel to the engine. When the engine has started
and begins to run, the flyweight force becomes greater than the force of the over fueling spring. The
riser moves to the rear and reduces the amount of fuel to the low idle requirement of the engine.
When the governor control lever is moved to the high idle position, governor spring (1) is put in
compression and pushes riser (10) toward the flyweights. When the riser moves forward, lever (7)
moves sleeve (2) and valve (3) toward the rear. Valve (3) stops oil flow through governor servo (5)
and the oil pressure moves piston (4) and the fuel rack to the rear. This increases the amount of fuel to
the engine. As engine speed increases, the flyweight force increases and moves the riser toward the
governor spring. When the riser moves to the rear, lever (7) moves sleeve (2) and valve (3) forward.
Valve (3) now directs oil pressure to the rear of piston (4) and moves the piston and fuel rack forward.
This decreases the amount of fuel to the engine. When the flyweight force and the governor spring
force become equal, the engine speed is constant and the engine runs at high idle rpm. High idle rpm
is adjusted by the high idle adjustment screw. The adjustment screw limits the amount of compression
of the governor spring.
With the engine at high idle, when the load is increased, engine speed will decrease. Flyweights (8)
move in and governor spring (1) pushes riser (10) forward and increases the amount of fuel to the
engine. As the load is increased more, governor spring (1) pushes riser (10) farther forward. Spring
seat (11) pulls on stop bolt (12). Stop collar (15) on the opposite end has power setting screw (14) that
controls the maximum amount of fuel rack travel. The power setting screw moves forward and makes
contact with load stop bar (13). This is the set point (balance point) of the engine.
Governor Servo
The governor servo gives hydraulic assistance to the mechanical governor force to move the fuel rack.
The governor servo has cylinder (3), cylinder sleeve (4), piston (2) and valve (1).
Governor Servo (Fuel on direction)

(1) Valve. (2) Piston. (3) Cylinder. (4) Cylinder sleeve. (5) Fuel rack. (A) Oil inlet. (B) Oil outlet. (C) Oil passage. (D) Oil
passage.
When the governor moves in the FUEL ON direction, valve (1) moves to the left. The valve opens oil
outlet (B) and closes oil passage (D). Pressure oil from oil inlet (A) pushes piston (2) and fuel rack (5)
to the left. Oil behind the piston goes through oil passage (C), along valve (1) and out oil outlet (B).
When the governor spring and flyweight forces are balanced and the engine speed is constant, valve
(1) stops moving. Pressure oil from oil inlet (A) pushes piston (2) until oil passages (C and D) are
opened. Oil now flows through oil passage (D) along valve (1) and out through oil outlet (B). With no
oil pressure on the piston, the piston and fuel rack (5) stop moving.
Governor Servo (Balanced Position)
passage.
When the governor moves in the FUEL OFF direction, valve (1) moves to the right. The valve closes
oil outlet (B) and opens oil passage (D). Pressure oil from oil inlet (A) is now on both sides of piston
(2). The area of the piston is greater on the left side than on the right side of the piston. The force of
the oil is also greater on the left side of the piston and moves the piston and fuel rack (5) to the right.
Governor Servo (Fuel Off Direction)

passage.
Dashpot
Dashpot
(1) Needle valve. (2) Oil reservoir. (3) Cylinder. (4) Piston. (5) Dashpot spring. (6) Spring seat.
The dashpot helps give the governor better speed control when there are sudden speed and load
changes. The dashpot has needle valve (1), oil reservoir (2), cylinder (3), piston (4), dashpot spring
(5) and spring seat (6). Piston (4) and spring seat (6) are fastened to dashpot spring (5).
When spring seat (6) is moved, by a change in load or speed, dashpot spring (5) moves piston (4) in
cylinder (3). The cylinder and oil reservoir (2) are full of oil. As piston (4) moves, it causes oil to be
moved in or out of the cylinder through needle valve (1) and oil reservoir (2).
Needle valve (1) gives restriction to oil flow to and from cylinder (3). This causes a restriction to the
movement of piston (4) and spring seat (6). The faster the governor tries to move spring seat (6), the
greater the resistance the dashpot gives to the spring seat movement.
Fuel Ratio Control
Fuel Ratio Control (Engine Started) (Typical Example)

(1) Inlet air chamber. (2) Diaphragm assembly. (3) Internal valve. (4) Oil drain passage. (5) Oil inlet. (6) Stem. (7) Spring.
(8) Piston. (9) Oil passage. (10) Oil chamber. (11) Lever.
The fuel ratio control limits the amount of fuel to the cylinders during an increase of engine speed
(acceleration) to reduce exhaust smoke. Properly adjusted it also minimizes the amount of soot in the
engine.
Stem (6) moves lever (11) which will restrict the movement of the fuel rack in the FUEL ON
direction only.
With the engine stopped, there is no oil pressure and stem (6) is in the fully extended position as in
the (Engine Started) illustration. The movement of the fuel rack and lever (11) is not restricted by
stem (6). This gives maximum fuel to the engine for easier starts.
When oil pressure arrives at the control, engine oil flows through oil inlet (5) into pressure oil
chamber (10). Piston (8) and stem (6) move to restrict lever and rack to the smoke limited rack
setting.
Stem (6) will not move from the limited rack setting until inlet manifold pressure increases enough to
move internal valve (3). A line connects the inlet manifold with inlet air chamber (1) of the fuel ratio
control.
Fuel Ratio Control (Engine Acceleration) (Typical Example)

(1) Inlet air chamber. (2) Diaphragm assembly. (3) Internal valve. (4) Oil drain passage. (5) Oil inlet. (6) Stem. (7) Spring.
(8) Piston. (9) Oil passage. (10) Oil chamber. (11) Lever.
When the governor control is moved to increase fuel to the engine, stem (6) limits the movement of
lever (11) in the FUEL ON direction. The oil in oil chamber (10) acts as a restriction to the movement
of stem (6) until inlet air pressure increases.
As the inlet air pressure increases, diaphragm assembly (2) and internal valve (3) move to the right.
The internal valve opens oil passage (9), and oil in oil chamber (10) goes to oil drain passage (4).
With the oil pressure reduced behind piston (8), spring (7) moves the piston and stem (6) to the right.
Piston (8) and stem (6) will move until oil passage (9) is closed by internal valve (3). Lever (11) can
now move to let the fuel rack go to the full fuel position. The fuel ratio control is designed to restrict
the fuel until the air pressure in the inlet manifold is high enough for complete combustion. It prevents
large amounts of exhaust smoke caused by an air-fuel mixture with too much fuel.
Automatic Timing Advance Unit
Automatic Timing Advance Unit (Before Timing Advance Begins)

(1) Spring. (2) Flyweights. (3) Timing gear. (4) Carrier. (5) Fuel injection pump camshaft. (6) Screw. (7) Setscrew. (8)
Spring. (9) Bolt. (10) Ring. (11) Ring. (12) Spool. (13) Body.
The automatic timing advance unit connects the drive end of the fuel injection pump camshaft with
the timing gears in the front of the engine. The unit uses the engines oil pressure to change the fuel
injection timing according to engine speed. This gives better combustion of the fuel at all levels of
engine operation.
The automatic timing advance unit is connected to fuel injection pump camshaft (5) with four bolts
(9). Bolts (9) pull rings (10) and (11) together to hold timing gear (3). Carrier (4) has straight splines
on its outside diameter and helical splines on its inside diameter. The outer splines are in contact with
the straight splines of ring (10) and the inner splines are in contact with the helical splines on fuel
injection pump camshaft (5). When the engine is started, timing gear (3) drives fuel injection pump
camshaft (5) through ring (10) and carrier (4).
As the engine is run at a steady rpm (such as low idle speed), the centrifugal force of flyweights (2)
and the force of spring (8) are equal. At this point, spool (12) is held in position to close the oil
passage in body (13). Engine lubrication oil flows through the fuel injection pump housing and
through a passage in fuel injection pump camshaft (5) into body (13) and is stopped by spool (12). At
this point the oil cannot move body (13) and carrier (4). Spring (1) holds carrier (4) toward the fuel
injection pump and the fuel injection timing is not advanced.
Automatic Timing Advance Unit (Timing Advance Begins)

When the engine speed increases to the point where the force of flyweights (2) is greater than the
force of spring (8), the flyweights move spool (12) to the left. This is the start of advance. The rpm at
which advance starts is adjusted by screw (6). Screw (6) controls the force of spring (8). The spool
opens ports in body (13) which allows engine lubrication oil to flow out of camshaft (5) through the
body and put oil pressure on body (13) and carrier (4). When the pressure of the oil becomes greater
than the force of spring (1), the body and carrier begin to move to the left. Carrier (4) has straight
splines on its outside diameter and helical splines or its inside diameter. The outer carrier splines are
in contact with straight splines in ring (10) and the inner splines are in contact with helical splines on
fuel injection pump camshaft (5). As carrier (4) is forced to the left by oil pressure, it slides between
the splines on ring (10) and the splines on camshaft (5). The helical splines on the camshaft and
carrier cause the camshaft to turn in relation to timing gear (3). This action cause the fuel injection
timing to be advanced.
Automatic Timing Advance Unit (Maximum Timing Advance)

As the engine speed increases, carrier (4), body (13), spool (12) and flyweights (2) continue to move
toward the left until spool (12) makes contact with setscrew (7). Body (13) moves to the left until the
oil ports close. Maximum fuel injection timing advance is adjusted and limited by setscrew (7).
Automatic Timing Advance Unit (Retard Timing Advance)

When the engine speed drops, the force of spring (8) may be greater than the force of flyweights (2).
If the spring force is greater it will push spool (12) to the right. This will block the lubrication oil
pressure in body (13) and allow the oil between the body and camshaft to drain out of the automatic
timing advance unit. Spring (1) will move carrier, body, flyweights and spool to the right. This will
cause fuel injection pump camshaft (5) to turn in relation to timing gear (3). The action causes the fuel
injection timing to be retarded.
Fuel System
Fuel System
(1) Injection valve. (2) Anti-siphon block. (3) Injection pump housing. (4) Priming pump. (5) Plug. (6) Secondary filter.
(7) Fuel line. (8) Return line to tank. (9) Fuel tank. (10) Primary filter. (11) Transfer pump.
This engine has a pressure type fuel system. There is a single injection pump and injection valve (1)
for each cylinder. The injection pumps are in the pump housing (3) on the left side of the engine. The
injection valves are in the precombustion chambers or adapters, under the valve cover.
The transfer pump (11) pulls fuel from the fuel tank (9) through the primary filter (10) and sends it
through the base of the priming pump (4) and the secondary filter (6), through the anti-siphon block
(2) and to the manifold of the injection pump housing. When priming pump (4) is not used, the
position of fuel line (7) and plug (5) are reversed. The fuel in the manifold of the injection pump
housing goes to the injection pumps. The injection pumps are in time with the engine and send fuel to
the injection valves under high pressure.
Some of the fuel in the manifold is constantly sent back through the anti-siphon block (2) and through
the return line (8) to the fuel tank to remove air from the system. Orifices in the anti-siphon block
control the amount of fuel that goes back to the fuel tank.
The priming pump (4) is used to remove air from the fuel filter, fuel lines and components.
The transfer pump has a bypass valve and a check valve. The bypass valve (lower side) gives control
to the pressure of the fuel. The extra fuel goes to the inlet of the pump.
Some of the fuel in the manifold is constantly sent back through the anti-siphon block (2) and through
the return line (8) to the fuel tank to remove air from the system. Orifices in the anti-siphon block
control the amount of fuel that goes back to the fuel tank.
Fuel Injection Pump Operation
Cross Section Of The Housing For The Fuel Injection Pumps

(1) Fuel manifold. (2) Inlet passage in pump barrel. (3) Check valve. (4) Pump plunger. (5) Spring. (6) Gear. (7) Fuel rack.
(8) Lifter. (9) Camshaft.
The rotation of the lobes on the camshaft (9) cause lifters (8) and pump plungers (4) to move up and
down. The stroke of each pump plunger is always the same. The force of springs (5) hold lifters (8)
against the lobes of the camshaft.
When the pump plunger is down, fuel from fuel manifold (1) goes through inlet passage (2) and fills
the chamber above pump plunger (4). As the plunger moves up it closes the inlet passage.
The pressure of the fuel in the chamber above the plunger increases until it is high enough to cause
check valve (3) to open. Fuel under high pressure flows out of the check valve through the fuel line to
the injection valve, until the inlet passage is opened by the plunger. The pressure in the chamber
decreases and check valve (3) closes.
The longer inlet passage (2) is closed, the larger the amount of fuel which will be forced through
check valve (3). The period for which the inlet passage is closed is controlled by the design of the
plunger. When the governor moves fuel rack (7), it moves gear (6) that is fastened to plunger (4). This
causes rotation of the plungers and controls the period that inlet passage (2) is closed.
Fuel Injection Valve

Fuel, under high pressure from the injection pumps, is sent through the injection lines to the injection
valves. The injection valves change the fuel to the correct fuel characteristic (spray pattern) for good
combustion in the cylinders.
The fuel injection valves are installed in the precombustion chambers in engines equipped with
precombustion chambers. An adapter takes the place of the precombustion chamber in engines
equipped with direct injection. The precombustion chambers or adapters are installed in the cylinder
heads.
Hydra-Mechanical Governor
The accelerator pedal, or governor control, is connected to the control lever on the engine governor.
The governor controls the amount of fuel needed to keep the desired engine rpm.
The governor has governor weights (12), driven by the engine, governor spring (5), valve (14) and
piston (15). The valve and piston are connected to fuel rack (18). The pressure oil for the governor
comes from the engine oil pump. Pressure oil goes through passage (17) and around sleeve (16). The
accelerator pedal, or governor control, controls only the compression of governor spring (5).
Compression of the spring always pushes to give more fuel to the engine. The centrifugal force
(rotation) of governor weights (12) is always pulling to get a reduction of fuel to the engine. When
these two forces are in balance, the engine runs at the desired rpm (governed rpm).
Hydra-Mechanical Governor (Typical Example Shown At Full Load Condition)

(1) Collar. (2) Speed limiter plunger. (3) Lever assembly. (4) Seat. (5) Governor spring. (6) Thrust bearing. (7) Oil
passage. (8) Drive gear (weight assembly). (9) Cylinder. (10) Bolts. (11) Spring seat. (12) Governor weights. (13) Spring.
(14) Valve. (15) Piston. (16) Sleeve. (17) Oil passage. (18) Fuel rack.
Governor valve (14) is shown in the position when the force of the governor weights and the force of
the governor spring are in balance.
When there is an increase in engine load, there will be a decrease in engine rpm and the rotation of
governor weights (12) will get slower. (The governor weights will move toward each other.)
Governor spring (5) moves valve (14) forward (toward the right in picture shown). When valve (14)
moves forward, and oil passage around valve (14) opens to pressure oil. Oil now flows through
passage (7) and fills the chamber behind piston (15) (the rear end of the valve stops oil flow through
the rear of the cylinder, around the valve). This pressure oil pushes the piston and rack forward to give
more fuel to the engine. Engine rpm goes up until the rotation of the governor weights is fast enough
to be in balance with the force of the governor spring.
When there is a reduction in engine load, there will be an increase in engine rpm and the rotation of
governor weights (12) will get faster. This will move valve (14) backwards (toward the left in picture
shown). This movement stops oil flow from the forward passage through piston (15) and allows the
oil behind the piston to go out through a passage at the rear of the piston, around valve (14). Now, the
pressure oil between sleeve (16) and piston (15) pushes the piston and fuel rack backwards. There is
now a reduction in the mount of fuel to the engine. Engine rpm goes down until the centrifugal force
(rotation) of the governor weights is in balance with the force of the governor spring. When these two
forces are in balance, the engine will run at the desired rpm (governed rpm).
When engine rpm is at LOW IDLE, a spring-loaded plunger in lever assembly (3) comes in contact
with a shoulder on the adjustment screw for low idle. To stop the engine, pull back on the governor
control. This will let the spring-loaded plunger move over the shoulder on the low idle adjusting
screw and move the fuel rack to the fuel closed position. With no fuel to the engine cylinders, the
engine will stop.
After the engine has stopped, spring (13) moves valve (14) and piston (15) to the full load position.
This moves the rack to full travel position and gives full fuel low through the fuel injection pump
when starting the engine.
Oil from the engine gives lubrication to the governor weight bearing. The other parts of the governor
get lubrication from "splash-lubrication" (oil thrown by other parts). Oil from the governor runs back
into the housing for the fuel injection pumps.
In earlier engines, when the governor control is moved to fuel-on position to start the engine, plunger
(2) of the speed limiter puts a restriction on the movement of lever assembly (3). After oil pressure of
the engine gets to a safe level, plunger (2) of the speed limiter moves back (out of the way) and the
governor control can be moved to increase engine rpm. Later engines do not have a speed limiter.
A small force from spring (13) moves fuel rack (18) to give a little more fuel for engine start. With
the engine running, the rotation of governor weights (12) will put spring (13) in compression and
cause fuel rack (18) to move back. (Spring (13) is extended only when he engine is stopped or at
start.) When the engine is running, spring (13) is in compression.
Hydraulic Fuel Ratio Control

The hydraulic fuel ratio control automatically controls the amount of travel of the fuel rack, in the
FUEL-ON direction, until the air pressure in the inlet manifold is high enough to give complete
combustion.
The hydraulically operated fuel ratio control has two valves (7 and 13). A hose assembly connects
inlet air chamber (6) to the inlet manifold. Air pressure from the inlet manifold works against
diaphragm (5) which moves valve (13) to control oil pressure against valve (7). Engine oil pressure
works against valve (7) to control movement of the fuel rack.
When the engine is stopped, there is no pressure on either of the valves. Springs (11 and 12) move
both valves to the ends of their travel. In this position, there is no restriction to fuel rack movement.
Also in this position, oil outlet passage (2) is open to let oil away from valve (7).
Fuel Ratio Control (Engine Stopped)

(1) Fuel rack linkage. (2) Oil outlet. (3) Oil inlet. (4) Pressure oil chamber. (5) Diaphragm assembly. (6) Inlet air chamber.
(7) Valve. (8) Small oil passages. (9) Large oil passages. (10) Oil drains. (11) Spring. (12) Spring. (13) Valve.
When the engine is started, engine oil flows through oil inlet (3) into pressure oil chamber (4),
through large oil passages (9) to inside of valve (7), and out small oil passages (8) to oil outlet passage
(2). Oil outlet passage (2) prevents oil pressure against valve (7) until air pressure from the inlet
manifold is high enough to move valve (13) to close large oil passages (9). The control will not
activate until there is some boost (inlet air pressure) available from the inlet manifold. This boost is
made by the turbocharger when a load is applied during engine acceleration.
Fuel Ratio Control (Engine Started)

(4) Pressure oil chamber. (5) Diaphragm assembly. (6) Inlet air chamber. (7) Valve. (9) Large oil passages. (11) Spring.
(13) Valve.
As the inlet air pressure increases, it causes diaphragm assembly (5) to move left against spring (12).
Valve (7), connected to diaphragm assembly (5), also moves left to close large oil passages (9). With
these passages closed, chamber (4) is now charged with pressure oil, and valve (7) is pushed to the
right against spring (11). The control is now activated, and will continue to operate until the engine is
stopped. In the activated position, excess oil will go out pressure oil chamber (4) through large oil
passages (9) past the land of valve (13) and then out through oil drains (10).
Fuel Ratio Control (Control Activated)

(1) Fuel rack linkage. (4) Pressure oil chamber. (5) Diaphragm assembly. (6) Inlet air chamber. (7) Valve. (8) Small oil
passages. (9) Large oil passages. (10) Oil drains. (13) Valve.
When the governor control is moved to increase fuel to the engine with the control activated, valve (7)
limits the movement of fuel rack linkage (1) in the FUEL-ON direction. Charged oil pressure chamber
(4) acts as a restriction to the movement of valve (7) until inlet air pressure increases.
As inlet air pressure increases, valve (7) moves to the left [away from springs (11 and 12)] and lets
pressure oil from chamber (4) drain through large oil passages (9) past the land of valve (13), through
inside of valve (7), and out through oil drains (10). This reduction of oil pressure behind the piston of
valve (7) lets spring (12) move valve (7) to the left so that fuel rack linkage (1) can move gradually to
increase fuel to the engine. The control is designed not to let the fuel increase until the air pressure in
the inlet manifold is high enough for complete combustion. This prevents large amounts of black
exhaust smoke caused by an air-fuel mixture with too much fuel.
Fuel Ratio Control (Engine Acceleration)

(1) Fuel rack linkage. (4) Pressure oil chamber. (5) Diaphragm assembly. (6) Inlet air chamber. (7) Valve. (9) Large oil
passages. (10) Oil drains. (11) Spring. (12) Spring. (13) Valve.
These movements of the control take a very small amount of time. No change in engine acceleration
(rate at which speed increases) can be felt.
Automatic Timing Advance Unit
Automatic Timing Advance Unit (Earlier Engines)

(1) Flange. (2) Weight. (3) Springs. (4) Slide. (5) Drive gear. (6) Drive shaft.
The automatic timing advance unit is installed on the front of the drive shaft (6) for the fuel injection
pump and is gear driven through time timing gears. The drive gear (5) for the fuel injection pump is
connected to the drive shaft for the fuel injection pump through a system of weights (2), springs (3),
slides (4) and a flange (1). Two slides that are fastened to the flange fit into notches made on an angle
in the weights. As centrifugal force (rotation) moves the weights outward against spring pressure, the
movement of the notches in the weights causes the slides to make the flange turn through a small
angle in relation to the gear. Since the flange is connected to the drive shaft for the fuel injection
pump, the fuel injection timing is also changed.
The automatic timing advance unit on earlier engines is held in place on the drive shaft (6) by one
bolt. The automatic timing advance unit on later engines is held in place on the drive shaft (6) by four
bolts.
Automatic Timing Advance Unit (Later Engines)

(1) Flange. (2) Weight. (3) Springs. (4) Slide. (5) Drive gear. (6) Drive shaft.
Different units are used for the "DI" engine and the "PC" engine. The "DI" unit advanced the timing
21/4 degrees between approximately low idle and 1100 rpm. The "PC" unit advances the timing 4
degrees between approximately low idle and 1100 rpm. No adjustment can be make to these
automatic timing advance units.
Air Inlet And Exhaust System

(1) Exhaust manifold. (2) Inlet manifold. (3) Engine cylinder. (4) Turbocharger compressor wheel. (5) Turbocharger
turbine wheel. (6) Air inlet. (7) Exhaust outlet.

(1) Exhaust manifold. (2) Inlet manifold. (8) Turbocharger.
The components of the air inlet and exhaust system control the quality and amount of air available for
combustion. The air inlet and exhaust system components are: air cleaner, inlet manifold, cylinder
head, valves and valve system components, exhaust manifold, and turbocharger.
Clean inlet air from the air cleaner is pulled through air inlet (6) by compressor wheel (4). The
rotation of the compressor wheel causes compression of the air and forces it through inlet manifold
(2) to the intake valves in the engine cylinder head. The intake valves control the air flow into each
engine cylinder.
There are two intake and two exhaust valves for each cylinder. Make reference to Valve System
Components. The intake valves open when the piston moves down on the inlet stroke. Cooled
compressed air from the inlet manifold is pulled into the cylinder. 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 and combustion
starts. The force of combustion pushes the piston down on the power stroke. When the piston moves
up again it is on the exhaust stroke. The exhaust valves open and the exhaust gases are pushed
through the exhaust port into exhaust manifold (1). After the piston makes the exhaust stroke the
exhaust valves close and the cycle (inlet, compression, power, exhaust) starts again.
Exhaust gases from the exhaust manifold go into the turbine side of the turbocharger (8) and cause
turbine wheel (5) to turn. The turbine wheel is connected to the shaft that drives compressor wheel
(4). The exhaust gases then go out the exhaust outlet (7) and through exhaust system.
Aftercooler
Some engines have an aftercooler (1) installed in place of the inlet manifold. The aftercooler has a
coolant charged core assembly. Coolant from the water jump flows through coolant inlet (3) into the
aftercooler. Coolant flows through the core assembly and out of the aftercooler through coolant outlet
(4) into the rear of the cylinder block.
Air Inlet System

(1) Aftercooler. (2) Air inlet pipe. (3) Coolant inlet. (4) Coolant outlet.
Inlet air from the compressor side of the turbocharger is forced into the aftercooler through air inlet
pipe (2). The air passes over the core assembly which lowers the air temperature to approximately 93°
C (199°F). The cooler air goes out the bottom of the aftercooler into the cylinder head. The advantage
of the cooler air is greater combustion efficiency.
Turbocharger
Turbocharger
(1) Inlet manifold. (2) Exhaust manifold. (3) Turbocharger.
The turbocharger (3) is installed on the center section of the exhaust manifold (2). All the exhaust
gases from the engine go through the turbocharger.
Turbocharger
(4) Air inlet. (5) Compressor housing. (6) Compressor wheel. (7) Bearing. (8) Oil inlet port. (9) Bearing. (10) Turbine
housing. (11) Turbine wheel. (12) Exhaust outlet. (13) Oil outlet port. (14) Exhaust inlet.
The exhaust gases go into turbine housing (10) through exhaust inlet (14) and push the blades of
turbine wheel (11). The turbine wheel is connected by a shaft to compressor wheel (6).
Clean air from the air cleaners is pulled through the compressor housing air inlet (4) by the rotation of
compressor wheel (6). The action of the compressor wheel blades causes a compression of the inlet
air. This compression gives the engine more power because it makes it possible for the engine to burn
more air and fuel during combustion.
When the load on the engine increases, more fuel is injected into the cylinders. This makes more
exhaust gases, and will cause the turbine and compressor wheels of the turbocharger to turn faster. As
the compressor wheel turns faster, more air is forced into the engine. The increased flow of air gives
the engine more power because it makes it possible for the engine to burn the additional fuel with
greater efficiency.
Maximum rpm of the turbocharger is controlled by the fuel setting, the high idle speed setting and the
height above seal level at which the engine is operated.
NOTICE
If the high idle rpm or the fuel setting is higher than given in the Fuel
Setting And Related Information Fiche (for the height above sea level
at which the engine is operated), there can be damage to engine or
turbocharger parts. Damage will result when increased heat and/or
friction, due to the higher engine output, goes beyond the engine
cooling and lubrication systems abilities.
The fuel setting adjustment is done at the factory for a specific engine application. The governor
housing and turbocharger are sealed to prevent changes in the adjustment of the fuel and the high idle
speed setting.
Bearings (7 and 9) for the turbocharger use engine oil under pressure for lubrication. The oil comes in
through the oil inlet port (8) and goes through passages in the center section for lubrication of the
bearings. Oil from the turbocharger goes out through the oil outlet port (13) in the bottom of the
center section and goes back to the engine lubrication system.
The fuel rack adjustment is done at the factory for a specific engine application. The governor
housing and turbocharger are sealed to prevent changes in the adjustment of the rack and the high idle
speed setting.
Valves And Valve System Components

The valves and valve system components control the flow of inlet air and exhaust gases into and out
of the cylinder during engine operation.
Valve System Components (typical example)

(1) Intake bridge. (2) Intake rocker arm. (3) Push rod. (4) Rotocoil. (5) Valve springs (inner and outer). (6) Valve guide.
(7) Intake valves. (8) Lifter. (9) Camshaft.
Valve System Components
(1) Intake bridge. (2) Intake rocker arm. (7) Intake valves. (10) Exhaust rocker arm. (11) Exhaust bridge. (12) Exhaust
valves.
The intake and exhaust valves are opened and closed by movement of these components: crankshaft,
camshaft, lifters, push rods, rocker arms, bridges, and valve springs. Rotation of the crankshaft causes
rotation of the camshaft. The camshaft gear is timed to, and driven by, a gear on the front of the
crankshaft. As camshaft (9) turns, the lobes of the camshaft also turn and cause lifters (8) to go up and
down. This movement makes push rods (3) move rocker arms (2 and 10). Movement of the rocker
arms will make intake and exhaust bridges (1 and 11) move up and down on dowels mounted in the
cylinder head.
These bridges let one rocker arm open, or close, two valves (intake or exhaust) at the same time.
There are two intake and two exhaust valves in each cylinder. Dependedant on the application either
one or two valve springs (5) for each valve hold the valves in the closed position when the lifters
move down.
Rotocoil assemblies (4) cause the valves to have rotation while the engine is running. This rotation of
the valves keeps the deposit of carbon on the valves to a minimum and gives the valves longer service
life.
Lubrication System
Lubrication System Components

(1) Oil return line from turbocharger. (2) Oil supply line to turbocharger. (3) Oil manifold in cylinder block. (4) Oil cooler.
(5) Oil filter. (6) Oil pan.
The lubrication system has the following components: oil pan, oil pump, oil cooler, oil filter, oil lines
to and from the turbocharger and oil passages in the cylinder block.
Oil Flow Through The Oil Filter And Oil Cooler
Flow Of Oil (Engine Warm)

(1) Oil manifold in cylinder block. (2) Oil supply line to turbocharger. (3) Oil return line from turbocharger. (4) Oil filter.
(5) Bypass valve for the oil filter. (6) Oil pan. (7) Oil pump. (8) Bypass valve for the oil cooler. (9) Suction bell. (10) Oil
cooler.
With the engine warm (normal operation), oil comes from oil pan (6) through suction bell (9) to oil
pump (7). The oil pump sends warm oil to the oil cooler (10) and then to oil filter (4). From the oil
filter, oil is sent to oil manifold (1) in the cylinder block and to oil supply line (2) for the turbocharger.
Oil from the turbocharger goes back through oil return line (3) to the oil pan.
Flow Of Oil (Engine Cold)

(1) Oil manifold in cylinder block. (2) Oil supply line to turbocharger. (3) Oil return line from turbocharger. (4) Oil filter.
(5) Bypass valve for the oil filter. (6) Oil pan. (7) Oil pump. (8) Bypass valve for the oil cooler. (9) Suction bell. (10) Oil
cooler.
With the engine cold (starting conditions), oil comes from oil pan (6) through suction bell (9) to oil
pump (7). When the oil is cold, an oil pressure difference in the bypass valves (installed in the oil
filter housing) causes each valve to open. These bypass valves give immediate lubrication to all
components when cold oil with high viscosity causes a restriction to the oil flow through the oil
cooler (10) and oil filter (4). The oil pump then sends the cold oil through bypass valve (8) for the oil
cooler and through bypass valve (5) for the oil filter to oil manifold (1) in the cylinder block and to
supply line (2) for the turbocharger. Oil from the turbocharger goes back through oil return line (3) to
the oil pan.
When the oil gets warm, the pressure difference in the bypass valves decreases and the bypass valves
close. Now there is a normal oil flow through the oil cooler and oil filter.
The bypass valves will also open when there is a restriction in the oil cooler or oil filter. This action
does not let an oil cooler or oil filter with a restriction prevent lubrication of the engine.
Oil Flow In The Engine (Later)
Engine Oil Flow Schematic

(1) Bracket for rocker arm. (2) Rocker arm shaft. (3) Oil passage to lifters. (4) Valve lifter bore. (5) Oil supply rocker shaft
bracket. (6) Rocker arm shaft. (7) Oil supply rocker shaft bracket. (8) Oil passage to accessory drive. (9) Oil passage to
rocker shaft bracket. (10) Oil passage to idler gear shaft. (11) Oil passage to rocker shaft bracket. (12) Oil passage to the
fuel injection pump and governor. (13) Camshaft bearing. (14) Oil jet tubes. (15) Main bearing. (16) Oil manifold. (17)
Oil passage from the oil pump to the oil cooler and filter. (18) Oil passage from the oil cooler and filter.
From the oil manifold (16) in the cylinder block, oil is sent through drilled passages in the cylinder
block that connect the main bearings (15) and the camshaft bearings (13). Oil goes through drilled
holes in the crankshaft to give lubrication to the connecting rod bearings. A small amount of oil is
sent through oil jet tubes (14) to make the pistons cooler. Oil goes through grooves in the bores for the
front and rear camshaft bearings and then into oil passages (3) that connects the valve lifter bores (4).
These passages give oil under pressure for the lubrication of the valve lifters.
Oil is sent from lifter bores (4) through passage (11) to an oil passage in bracket (5) (next to cylinder
No. 4) to supply pressure lubrication to rear rocker arm shaft (2). Oil is also sent from front main
bearing bore through passage (9) to an oil passage in front bracket (7) for front rocker arm shaft (6).
Holes in the rocker arm shafts lets the oil give lubrication to the valve system components in the
cylinder head.
The air compressor gets oil from passage (8) in the cylinder block, through passages in the timing
gear housing and the accessory drive gear.
The idler gear gets oil from passage (10) in the cylinder block through a passage in the shaft for the
idler gear installed on the front of the cylinder block.
The fuel injection pump and governor gets oil from passage (12) in the cylinder block. The automatic
timing advance unit gets oil from the fuel injection pump through the drive shaft for the fuel injection
pump.
There is a pressure control valve in the oil pump. This valve controls the pressure of the oil coming
from the oil pump. The oil pump can put more oil into the system than is needed. When there is more
oil than needed, the oil pressure goes up and the valve will open. This allows the oil that is not needed
to go back to the inlet oil passage of the oil pump.
After the lubricating oil has done its work, it goes back to the engine oil pan.
Oil Flow In The Engine (Earlier)
Engine Oil Flow Schematic

(1) Bracket for rocker arm. (2) Rocker arm shaft. (3) Oil passage to lifters. (4) Valve lifter bore. (5) Oil supply rocker shaft
bracket. (6) Rocker arm shaft. (7) Oil supply rocker shaft bracket. (8) Oil passage to accessory drive. (9) Oil passage to
rocker shaft bracket. (10) Oil passage to idler gear shaft. (11) Oil passage to rocker shaft bracket. (12) Oil passage to the
fuel injection pump and governor. (13) Camshaft bearing. (14) Oil jet tubes. (15) Main bearing. (16) Oil manifold. (17)
Oil passage from the oil pump to the oil cooler and filter. (18) Oil passage from the oil cooler and filter.
From the oil manifold (16) in the cylinder block, oil is sent through drilled passages in the cylinder
block that connect the main bearings (15) and the camshaft bearings (13). Oil goes through drilled
holes in the crankshaft to give lubrication to the connecting rod bearings. A small amount of oil is
sent through orifices (14) near the main bearings to make the pistons cooler oil goes through grooves
in the bores for the front and rear camshaft bearings and then into oil passages (3) that connects the
valve lifter bores (4). These passages give oil under pressure for the lubrication of the valve lifters.
Oil is sent through passages (12 and 10) to the mounting hole for the rear bracket (1) for the rocker
arm shaft. Oil is also sent through passages (8 and 7) to the mounting hole for the front bracket (6) for
the rocker arm shaft. Then oil goes up the mounting holes for the front and rear brackets for the rocker
arm shaft and into the rocker arm shafts (2 and 5). Holes in the rocker arm shafts lets the oil give
lubrication to the valve system components in the cylinder head.
The air compressor gets oil from passage (7) in the cylinder block, through passages in the timing
gear housing and the accessory drive gear.
The idler gear gets oil from passage (9) in the cylinder block through a passage in the shaft for the
idler gear installed on the front of the cylinder block.
The fuel injection pump and governor gets oil from passage (1) in the cylinder block. The automatic
timing advance unit gets oil from the fuel injection pump through the drive shaft for the fuel injection
pump.
There is a bypass valve in the oil pump. This bypass valve controls the pressure of the oil coming
from the oil pump. The oil pump can put more oil into the system than is needed. When there is more
oil than needed, the oil pressure goes up and the bypass valve will open. This allows the oil that is not
needed to go back to the inlet oil passage of the oil pump.
After the lubricating oil has done its work, it goes back to the engine oil pan.
Cooling System
Radiator Cooled System (Engine Warm)

(1) Aftercooler. (2) Water temperature regulator. (3) Outlet hose. (4) Radiator cap. (5) Cylinder head. (6) Tube to
aftercooler. (7) Elbow from aftercooler. (8) Water elbow. (9) Water pump. (10) Radiator. (11) Cylinder block. (12) Oil
cooler. (13) Inlet hose.
This engine has a pressure type cooling system. A pressure type cooling system gives two advantages.
The first advantage is that the cooling system can have safe operation at a temperature that is higher
than the normal boiling (steam) point of water. The second advantage is that this type system prevents
cavitation (the sudden making of low pressure bubbles in liquids by mechanical forces) in the water
pump. With this type system, it is more difficult for an air or steam pocket to be made in the cooling
system.
In normal operation (engine warm) the water pump (9) sends coolant through the oil cooler (12) and
into the cylinder block (11). Coolant moves through the cylinder block into the cylinder head (5) and
then goes to the housing for the temperature regulator (2). The temperature regulator is open and the
coolant goes through the outlet hose (3) to the radiator (10). The coolant is made cooler as it moves
through the radiator. When the coolant gets to the bottom of the radiator, it goes through the inlet hose
(13) and into the water pump.
When the engine is cold, the water temperature regulator (2) is closed, and the coolant is stopped from
going to the radiator. The coolant goes from the housing for the temperature regulator back to the
water pump (9) through water elbow (8).
NOTE: The water temperature regulator (2) is an important part of the cooling system. If the water
temperature regulator is not installed in the system, the coolant will not go through the radiator and
overheating (engine runs too hot) will be the result.
On an engine with an aftercooler, a small amount of coolant comes out of the bonnet for the oil cooler
and goes through tube (6) to the aftercooler (1). This coolant goes through the aftercooler and out
elbow (7) and back into the cylinder block.
Coolant For Air Compressor

The coolant for the air compressor (2) comes from the cylinder block through hose (3) and into the air
compressor. The coolant goes from the air compressor through hose (1) back into the front of the
cylinder head.
Coolant Flow In Air Compressor

(1) Outlet hose. (2) Air compressor. (3) Inlet hose.
Coolant Conditioner (An Attachment)
Cooling System With Coolant Conditioner

(1) Cylinder liner. (2) Coolant bypass line. (3) Coolant outlet (to radiator). (4) Radiator. (5) Temperature regulator. (6)
Water pump. (7) Coolant conditioner element. (8) Engine oil cooler. (9) Coolant inlet (from radiator).
Some conditions of operation have been found to cause pitting (small holes in the metal surface) from
corrosion or cavitation erosion (wear caused by air bubbles in the coolant) on the outer surface of the
cylinder liners and the inner surface of the cylinder block next to the liners. The addition of a
corrosion inhibitor (a chemical that gives a reduction of pitting) can keep this type of damage to a
minimum.
The "spin-on" coolant condition elements, similar to the fuel filter and oil filter elements, fasten to a
base that is mounted on the engine or is remote mounted. Coolant flows through lines from the water
pump to the base and back to the block. There is a constant flow of coolant through the element.
The element has a specific amount of inhibitor for acceptable cooling system protection. As coolant
flows through the element, the corrosion inhibitor, which is dry material, dissolves (goes into
solution) and mixes to the correct concentration. Two basic types of elements are used for the cooling
system, and they are called the "Precharge" and the "Maintenance" elements. Each type of element
has a specific use and must be used correctly to get the necessary concentration for cooling system
protection. The elements also contain a filter and should be left in the system so coolant flows through
it after the conditioner material is dissolved.
The "Precharge" element has more than the normal amount of inhibitor, and is used when a system is
first filled with new coolant (unless Dowtherm 209 Antifreeze is used). This element has to add
enough inhibitor to bring the complete cooling system up to the correct concentration.
The "Maintenance" elements have a normal amount of inhibitor and are installed at the first change
interval and provide enough inhibitor to keep the corrosion protection at an acceptable level. After the
first change period, only "Maintenance" elements are installed at specified intervals to give protection
to the cooling system.
NOTICE
Do not use Dowtherm 209 Full-Fill in a cooling system that has a

coolant conditioner. These two systems are not compatible (corrosion
inhibitor is reduced) when used together.
Basic Block
Cylinder Block, Liners And Head
The cylinder block has six cylinders arranged inline. There are seven main bearings that support the
crankshaft. The thrust bearings are installed on the middle main bearing journal and control the end
play of the crankshaft.
The cylinder liners can be removed for replacement. The top surface of the block is the seat for the
cylinder liner flange. Engine coolant flows around the liners to keep them cool. Three O-ring seals
around the bottom of the liner make a seal between the liner and the block. A filler band at the top of
each cylinder forms a seal between the liner and the cylinder block.
A steel spacer plate is used between the cylinder head and block. A thin gasket is used between the
plate and the block to seal water and oil. A thick cylinder head gasket is used between the plate and
the head to seal combustion gases, water and oil.
The engine has a single, cast cylinder head. Four vertical valves (two intake and two exhaust),
controlled by a pushrod valve system, are used per each cylinder.
Pistons, Rings And Connecting Rods

The cast aluminum piston has three rings; two compression rings and one oil ring. All rings are
located above the piston pin bore. The two compression rings are of the KEYSTONE type and seat in
an iron band that is cast into the piston. KEYSTONE rings have a tapered shape and the movement of
the rings in the piston groove (also of tapered shaped) results in a constantly changing clearance
(scrubbing action) between the ring and the groove. This action results in a reduction of carbon
deposit and possible sticking of rings.
The oil ring is a standard (conventional) type and is spring loaded. Holes in the oil ring groove
provide for the return of oil to the crankcase.
The direct injection piston has a full skirt and uses a special shape (cardioid design) of the top surface
to help combustion efficiency.
The prechamber piston uses a partial skirt and has a steel heat plug mounted in the pocket (crater) on
top of the piston. This plug protects the top of the piston from erosion and burning.
The full floating piston pin is retained by two snap rings which fit in grooves in the pin bore.
Oil spray tubes, located on the cylinder block main webs, direct oil to cool and lubricate the piston
components and cylinder walls.
Crankshaft
The crankshaft changes the combustion forces in the cylinder into usable rotating torque which
powers the machine. Vibration, caused by combustion impacts along the crankshaft, is kept small by a
vibration damper on the front of the crankshaft.
There is a gear at the front of the crankshaft to drive the timing gear and the oil pump.
Pressure oil is supplied to all bearing surfaces through drilled holes in the crankshaft.
On earlier engines, lip seals and wear sleeves are used at both ends of the crankshaft for easy
replacement and a reduction of maintenance cost.
Later engines use seals and wear sleeves at both ends of the crankshaft that are a special design. The
seal for the front is different than the seal for the rear. Special Instruction Form No. SMHS8008 gives
the procedure that must be used to install these seals.
Camshaft
The engine has a single camshaft that is driven at the front end. Seven bearings support the camshaft.
As the camshaft turns, each lobe (through the action of valve system components) moves either two
exhaust or two intake valves for each cylinder. The camshaft gear must be timed to the crankshaft
gear. The relation of the lobes to the camshaft gear cause the valves in each cylinder to open and close
at the correct time.
Vibration Damper
The twisting of the crankshaft, due to the regular power impacts along its length, is called twisting
(torsional) vibration. The vibration damper is installed on the front end of the crankshaft. It is used for
reduction of torsional vibrations and stops the vibration from building up to amounts that cause
damage.
Cross Section Of A Vibration Damper

(1) Flywheel ring. (2) Rubber ring. (3) Inner hub.
The damper is made of a flywheel ring (1) connected to an inner hub (3) by a rubber ring (2). The
rubber makes a flexible coupling between the flywheel ring and the inner hub.
Electrical System
The electrical system can have three separate circuits: the charging circuit, the starting circuit and the
low amperage circuit. Some of the electrical system components are used in more than one circuit.
The battery (batteries), circuit breaker, ammeter, cables and wires from the battery are all common in
each of the circuits.
The charging circuit is in operation when the engine is running. An alternator makes electricity for the
charging circuit. A voltage regulator in the circuit controls the electrical output to keep the battery at
full charge.
The starting circuit is in operation only when the start switch is activated.
The starting circuit of a "PC" engine can have a glow plug for each cylinder. Glow plugs are small
heating units in the precombustion chambers. Glow plugs make ignition of the fuel easier when the
engine is started in cold temperature.
The low amperage circuit and the charging circuit re both connected through the ammeter. The
starting circuit is not connected through the ammeter.
Grounding Practices
Proper grounding for vehicle and engine electrical systems is necessary for proper vehicle
performance and reliability. Improper grounding will result in uncontrolled and unreliable electrical
circuit paths which can result in damage to main bearings and crankshaft journal surfaces.
Uncontrolled electrical circuit paths can also cause electrical noise which may degrade vehicle and
radio performance.
To insure proper functioning of the vehicle and engine electrical systems, and engine-to-frame ground
strap with a direct path to the battery must be use. This may be provided by way of a starting motor, a
frame to starting motor ground, or a direct frame to engine ground.
Ground wires/straps should be combined at ground studs dedicated for ground use only. The engine
alternator must be battery (-) grounded with a wire size adequate to handle full alternator charging
current.
NOTICE
This engine may be equipped with a 12 or 24 volt starting system. Use

only equal voltage for boost starting. The use of a welder or higher
voltage will damage the electrical system.
Charging System Components

Alternators
3T6352 Alternator
3T6352 Alternator
(1) Regulator. (2) Roller bearing. (3) Stator winding. (4) Ball bearing. (5) Rectifier bridge. (6) Field winding. (7) Rotor
assembly. (8) Fan.
The alternator is driven by V-belts from the crankshaft pulley. This alternator is a three phase, self-
rectifying charging unit, and the regulator is part of the alternator.
This alternator design has no need for slip rings or brushes, and the only part that has movement is the
rotor assembly. All conductors that carry current are stationary. The conductors are: the field winding,
stator windings, six rectifying diodes and the regulator circuit components.
The rotor assembly has many magnetic poles like fingers with air space between each opposite pole.
The poles have residual magnetism (like permanent magnets) that produce a small amount of magnet-
like lines of force (magnetic field) between the poles. As the rotor assembly begins to turn between
the field winding and the stator windings, a small amount of alternating current (AC) is produced in
the stator windings from the small magnetic lines of force made by the residual magnetism of the
poles. This AC current is changed to direct current (DC) when it passes through the diodes of the
rectifier bridge. Most of this current goes to charge the battery and to supply the low amperage circuit,
and the remainder is sent on to the field windings. The DC current flow through the field windings
(wires around an iron core) now increases the strength of the magnetic lines of force.
These stronger lines of force now increase the amount of AC current produced in the stator windings.
The increased speed of the rotor assembly also increases the current and voltage output of the
alternator.
The voltage regulator is a solid state (transistor, stationary parts) electronic switch. It feels the voltage
in the system and switches on and off many times a second to control the field current (DC current to
the field windings) for the alternator to make the needed voltage output.
7N9720 Alternator
7N9720 Alternator
(1) Winding. (2) Stator. (3) Rectifier. (4) Rotor. (5) Non-magnetic ring.
The alternator is driven by two V-belts. It has a three phase full wave rectified output. The alternator
is brushless.
The rotor (4) and the bearings are the only moving parts. The 7N9720 Alternator has an output of
37A. The 9G9538 Alternator has an output of 50A.
The main parts of the alternator are the stator (2) which has three phase windings, the rectifier (3)
which changes the three phase AC to DC and provides excitation current.
The field winding (1) is a stationary coil assembly that provides the magnetic field.
The rotor provides the north and south poles which cut the magnetic field between the stationary field
winding and the stator (2). North and south poles are separated magnetically by a non-magnetic ring
(5).
9G4574 Alternator
9G4574 Alternator
(1) Fan. (2) Front frame assembly. (3) Stator assembly. (4) Rotor assembly. (5) Field winding (coil assembly). (6)
Regulator assembly. (7) Condenser (suppression capacitor). (8) Rectifier assembly. (9) Rear frame assembly.
This alternator has three-phase, full-wave rectified output. It is brushless. The rotor and bearings are
the only moving parts. There is a 24 volt, 9G4574 Alternator with 35 amp output. The 6T7223
Alternator has an output of 50 amps.
When the engine is started and the rotor turns inside the stator windings, three-phase alternating
current (AC) and rapidly rising voltage is generated.
A small amount of alternating current (AC) is changed (rectified) to pulsating direct current (DC) by
the exciter diodes on the rectifier assembly. Output current from these diodes adds to the initial
current which flows through the rotor field windings from residual magnetism. This will make the
rotor a stronger magnet and cause the alternator to become activated automatically. As rotor speed,
current and voltages increase, the rotor field current increases enough until the alternator becomes
fully activated.
The main battery charging current is charged (rectified) from AC to DC by the other positive and
negative diodes in the rectifier and pack (main output diodes) which operate in a full wave linkage
rectifier circuit.
Alternator output is controlled by a regulator, which is inside the alternator rear frame.
2P1204 Alternator
2P1204 Alternator
(1) Brush assembly. (2) Stator. (3) Rotor. (4) Roller bearing (5) Slip rings. (6) Ball bearings.
The alternator is driven by V belts from the crankshaft pulley. It is a 24 volt, 19 ampere unit with a
regulator which has no moving parts (solid state) installed on the side opposite the pulley. The
alternator made up of a head assembly on the drive end, rotor assembly, stator assembly, rectifier and
heat removal assemblies, brush and holder assembly, head assembly on the ring end, and regulator.
The rotor assembly has the field windings (wires around an iron core) which make magnet-like lines
of force when direct current (DC) flows through them. As the rotor turns, the magnet-like lines of
force are broken by the stator. This makes an alternating current (AC) in the stator. The rectifier has
diodes which change the alternating current (AC) from the stator to direct current (DC). Most of the
direct current (DC) does to charge the battery and make a supply of direct current (DC) for the low
amperage circuit. The remainder of the direct current (DC) is sent to the field findings through the
brushes.
Alternator Regulators
The voltage regulator is a solid state electronic switch. It feels the voltage in the system and gives the
necessary field current (current to the field windings of the alternator) for the alternator to make the
needed voltage. The voltage regulator controls the field current to the alternator by switching on and
off many times a second. There is no voltage adjustment for these regulators.
Starting System Components

Solenoid
Typical Solenoid Schematic
A solenoid is a magnetic switch that does two basic operations.
a. Closes the high current starter motor circuit with a low current start switch circuit.
b. Engages the starter motor pinion with the ring gear.
The solenoid switch is made of an electromagnet (one or two sets of windings) around a hollow
cylinder. There is a plunger (core) with a spring load inside the cylinder that can move forward and
backward. When the start switch is closed and electricity is sent through the windings, a magnetic
field is made that pulls the plunger forward in the cylinder. This moves the shift lever (connected to
the rear of the plunger) to engage the pinion drive gear with the ring gear. The front end of the
plunger then makes contact across the battery and motor terminals of the solenoid, and the starter
motor begins to turn the flywheel of the engine.
When the start switch is opened, current no longer flows through the windings. The spring now
pushes the plunger back to the original position, and at the same time, moves the pinion gear away
from the flywheel.
When two sets of windings in the solenoid are used, they are called the hold-in windings and the pull-
in winding. Both have the same number of turns around the cylinder, but the pull-in winding uses a
larger diameter wire to produce a greater magnetic field. When the start switch is closed, part of the
current flows from the battery through the hold-in winding, and the rest flows through the pull-in
windings to motor terminal, then through the motor to ground. When the solenoid is fully activated
(connection across battery and motor terminal is complete), current is shut off through the pull-in
windings. Now only the smaller hold-in windings are in operation for the extended period of time it
takes to start the engine. The solenoid will now take less current from the battery, and heat made by
the solenoid will be kept at an acceptable level.
Starter Motor
Starter Motor Cross Section

(1) Field. (2) Solenoid. (3) Clutch. (4) Pinion. (5) Commutator. (6) Brush assembly. (7) Armature.
The starter motor is used to turn the engine flywheel fast enough to get the engine to start running.
The starter motor has a solenoid. When the start switch is activated, the solenoid will move the starter
pinion to engage it with the ring gear on the flywheel of the engine. The starter pinion will engage
with the ring gear before the electric contacts in the solenoid close the circuit between the battery and
the starter motor. When the circuit between the battery and the starter motor is complete, the pinion
will turn the engine flywheel. A clutch gives protection for the starter motor so that the engine can not
turn the starter motor too fast. When the start switch is released, the starter pinion will move away
from the ring gear.
Shutoff Solenoid
(980C Wheel Loader, 824C Tractor, 825C and 826C Compactors Only)
Shutoff Solenoid
(1) Governor housing. (2) Shutoff solenoid.
Rack shutoff solenoid (2) when activated, moves the shutoff lever in governor housing (1) which in
turn moves the fuel rack to the fuel closed position. The solenoid is activated (or deactivated) by the
ignition switch in the cab.
Other Components
Circuit Breaker
Circuit Breaker Schematic

(1) Reset button. (2) Disc in open position. (3) Contacts. (4) Disc. (5) Battery circuit terminals.
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 makes complete the electric circuit through the circuit
breaker. If the current in the electrical system gets too high, it causes the metal disc to get hot. This
heat causes a distortion of the metal disc which opens the contacts and breaks the circuit. A circuit
breaker that is open can be reset (an adjustment to make the circuit complete again) after it becomes
cool. Push the reset button to close the contacts and reset the circuit breaker.
Fuel Pressure Switch
A fuel pressure switch is used in all systems with an external regulator. The switch prevents current
discharge (field excitation) to alternator from the battery when the engine is not in operation. In
systems were the regulator is part of the alternator, the transistor circuit prevents current discharge to
the alternator and the fuel pressure switch is not required.
Electrical System Schematics

The charts that follow give the correct wire sizes and color codes for the electrical system wiring
schematics.
Regulator Separate From Alternator
Charging System With Electric Starter Motor

(1) Start switch. (2) Ammeter. (3) Regulator. (4) Starter motor. (5) Battery. (6) Pressure switch. (7) Alternator.
Charging System With Electric Starter Motor And Glow Plugs

(1) Heat-Start switch. (2) Ammeter. (3) Glow plugs. (4) Regulator. (5) Battery. (6) Starter motor. (7) Pressure switch. (8)
Alternator.
Regulator Inside Alternator
Charging System With Electric Starter Motor

(1) Start switch. (2) Ammeter. (3) Alternator. (4) Battery. (5) Starter motor.
Charging System With Electric Starter Motor And Glow Plugs

(1) Heat-Start switch. (2) Ammeter. (3) Glow plugs. (4) Battery. (5) Starter motor. (6) Alternator.
Copyright 1993 - 2013 Caterpillar Inc. Tue Nov 26 08:35:51 EST 2013
All Rights Reserved. r080rm6
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C13 Engine Emissions Retrofit Repower Tier III for 980C, & 980F Wheel Loader 63X...

Product: WHEEL LOADER

New Scroll Fuel System

Fuel System Schematic

Fuel System Schematic

Fuel Injection Pump

Fuel Injection Pump

Pump Barrel And Plunger Assembly

Pump Barrel And Plunger Assembly

Pump Barrel And Plunger Assembly

Pump Barrel And Plunger Assembly

Fuel Injection Nozzle

Fuel injection nozzle

Fuel Transfer Pump

Oil Flow For Fuel Injection Pump, Governor And Automatic

Fuel Injection Pump And Governor

Governor Servo (Fuel on direction)

Governor Servo (Balanced Position)

Governor Servo (Fuel Off Direction)

Fuel Ratio Control

Fuel Ratio Control (Engine Started) (Typical Example)

Fuel Ratio Control (Engine Acceleration) (Typical Example)

Automatic Timing Advance Unit

Automatic Timing Advance Unit (Before Timing Advance Begins)

Automatic Timing Advance Unit (Timing Advance Begins)

Automatic Timing Advance Unit (Maximum Timing Advance)

Automatic Timing Advance Unit (Retard Timing Advance)

Fuel Injection Pump Operation

Cross Section Of The Housing For The Fuel Injection Pumps

Fuel Injection Valve

Hydra-Mechanical Governor (Typical Example Shown At Full Load Condition)

Hydraulic Fuel Ratio Control

Fuel Ratio Control (Engine Stopped)

Fuel Ratio Control (Engine Started)

Fuel Ratio Control (Control Activated)

Fuel Ratio Control (Engine Acceleration)

Automatic Timing Advance Unit

Automatic Timing Advance Unit (Earlier Engines)

Automatic Timing Advance Unit (Later Engines)

Air Inlet And Exhaust System

Air Inlet And Exhaust System

Air Inlet And Exhaust System

Air Inlet System

Valves And Valve System Components

Valve System Components (typical example)

Valve System Components

Lubrication System Components

Oil Flow Through The Oil Filter And Oil Cooler

Flow Of Oil (Engine Warm)

Flow Of Oil (Engine Cold)

Oil Flow In The Engine (Later)

Engine Oil Flow Schematic

Oil Flow In The Engine (Earlier)

Engine Oil Flow Schematic

Radiator Cooled System (Engine Warm)

Coolant For Air Compressor

Coolant Flow In Air Compressor

Coolant Conditioner (An Attachment)