Caterpillar Engine Failure Repair Diagnostic Manual PDF

Technical Training Center
CFT
Student's book
Finning
ENGINE DIAGNOSIS
Student name:
CFT
Student's book
Finning CONTENT PAGE
Course Description.................................................................................................................. x
UNIT 1: Troubleshooting and Engine Diagnostic Resources
Lesson 1: Troubleshooting and Engine Diagnostic

Resources…………………………………………………………………………………………
UNIT 2: Engine oil and lubrication systems
Lesson 1: Introduction to engine oil…………………………………………

Lesson 2: Engine lubrication systems……………………………………..
Lesson 3: Troubleshooting and System Testing
lubrication…………………………………………………………………………………
UNIT 3: Engine Air Intake Systems
Lesson 1: Introduction to air intake systems……………………

Lesson 2: Testing the Caterpillar Air Intake System……………….
Lesson 3: Air Intake System
Troubleshooting………………………………………………………………………………………
………
UNIT 4: Engine Cooling Systems
Lesson 1: Introduction to cooling systems…………………………

Lesson 2: Cooling System Calculations………………………………….
Lesson 3: Troubleshooting System Troubleshooting
cooling……………………………………………………………………………….
Lesson 4: Cooling system maintenance…………………………..
UNIT 5: Engine Fuel Systems
Lesson 1: Fuel System Inspection and Testing………………….

Lesson 2: Fuel System Configuration……………………………
Lesson 3: Engine Timing…………………………………………………
GENERALITIES
CFT
Student's book
Finning
This course is an in-depth study of engine diagnosis and repair techniques. Most of the time
we will spend it on activities diagnosing and correcting engine problems. Participants will learn
basic diagnostic procedures, the proper selection and use of Caterpillar diagnostic tools, and
the use of Caterpillar reference material.
We will study the four main engine systems: lubrication, air, cooling and fuel.
The course program was developed using the materials and tools indicated on the following
pages.
CFT
Student's book
Finning
I. GENERAL OBJECTIVES
1. Know the techniques for diagnosing and correcting faults.

2. Know basic diagnostic procedures, the selection and appropriate use of diagnostic tools
and the use of reference material.
3. Know the four main engine systems: lubrication, air, cooling and fuel.
II. SPECIFIC OBJECTIVES
1. Develop the skills for selecting the correct oil, viscosity and additive packages for engines.
2. Correctly measure and evaluate temperatures and pressures in the oil and air intake
systems of a running engine.
3. Correctly calculate the coolant temperature and the pressure difference of an engine or
radiator.
4. Correctly carry out the evaluation of power and fuel consumption.
5. Identify the effects of set point, power, and boost pressure of a mechanically regulated
engine when changing settings, high idle speed, and fuel system timing.
6. Perform measurements and adjustments of the dynamic timing advance of a mechanically
regulated engine.
CFT
Student's book
Finning
REFERENCES
The reference materials listed below must be available before starting the course.
TOOLS
The exercises and workshop practices in this course require the use of the following tools:
CFT
Student's book
Finning
UNIT I: TROUBLESHOOTING AND ENGINE DIAGNOSTIC RESOURCES
Terminal Objectives: At the end of the unit, students will be able to:
1. Understand abnormal diesel engine conditions and the possible causes related to
those conditions.
2. Identify the resources available to diagnose the engines.
3. Explain the uses and capabilities of diagnostic tools.
CONTENTS :
1. Troubleshooting Process and Engine Diagnostic Resources
1.1. Engine diagnostics
1.2. Diagnostic Resources
1.3. Diagnostic tools
2. Troubleshooting and troubleshooting processes

2.1. I isolated the problem
- Gather the information
- Perform a visual inspection
- Verify that the problem exists

2.2. Use available resources
- Diagnostic tools
- Service information
2.3. Make a list of possible failures
2.4. Test for faults and determine the cause
- Prepare the tests
- Take the tests
- Analyze test results
2.5. Repair faults
2.6. Check the repair
2.7. Document the repair
3. Workshop exercises: List of:
3.1. Engine diagnostics
CFT
Student's book
Finning - Condition
- Possible cause
3.2. Diagnostic tools
- Tool name
- Part No.
- Use
- Special instruction
CFT
Student's book
Finning
Lesson 1: Troubleshooting and Engine Diagnostic
Resources
Introduction
The engine consists of five main systems: electrical, lubrication, air, cooling and fuel.
To diagnose engine problems, the first step is to identify the system that is at fault, using available
resources. This course provides diagnosis of lubrication, air, cooling and fuel systems. The engine's
electrical system was studied in the Fundamentals of Electrical Systems and Machine Electronic Systems
courses.
Goals
Upon completion of this lesson, the student will be able to:
• Understand abnormal diesel engine conditions and the possible causes related to those conditions.
• Identify the resources available to diagnose Caterpillar engines.
• Explain the uses and capabilities of Caterpillar engine diagnostic tools
Reference materials
Diagnostic Tools and Supplies
Cat (CD ROM)
Tools
None
CFT
Student's book
Finning
ENGINE DIAGNOSIS
• Engine condition
• Possible causes
Fig. 1.1.1 Engine diagnosis
The Engine Diagnostic Chart (Lesson 1, Sheet 1) lists possible engine problems as a starting point for
diagnosis. This list of problems and causes only gives an indication of where there may be a problem.
Beyond the recommendations in the table, there may be other causes.
Diagnostic Resources
• Tools
• Publications
• Software
Fig. 1.1.2 Diagnostic Resources
In previous courses, we worked with some of the Caterpillar resources available. To help gain knowledge
of the system and detect engine problems, the following diagnostic resources are available.
CFT
Student's book
Finning
Diagnostic tools
• Used to perform kill tests
• They speed up the diagnostic process
Fig. 1.1.3 Diagnostic tools
The "Diagnostic Tools" sheet (Lesson 1, Sheet 2) presents many of the tools that will be used throughout
this course to perform test procedures on engine systems. Each tool's part number, usage, and special
instruction (if any) are also mentioned on the sheet.
Efficient use of these tools will help in the engine diagnosis process.
LOCATION PROCESSES AND

TROUBLESHOOTING
1. Isolate the problem
2. Use available resources
1 Make a list of possible faults
4. Test the follicles and determine the cause
5. I fixed
6. Check the repair
7. Document the repair
Fig. 1.1.4 Troubleshooting process
To effectively locate and troubleshoot engine problems, a logical process must be followed. In the "Machine
Diagnosis" course, a logical process for locating and solving problems is explained, as seen in figure 1.1.4.
This course requires you to use troubleshooting worksheets when diagnosing engine problems. The seven steps are
included in the troubleshooting worksheets that will be used during the workshop practice exercises.
1. Isolate the problem

-Gather the information
-Perform a visual inspection
-Verify that the problem exists
2. Use available resources
-Diagnostic tools
-Service information
3. Make a list of possible faults
4. Test failures and determine causes
-Prepare the tests
-Perform the tests
-Analyze test results
5. Repair faults
6. Check the repair
CFT
Student's book
7. Document the repair

Finning
ENGINE DIAGNOSIS
LESSON 1, SHEET 1
CONDITION POSSIBLE CAUSE
1. Fuel pressure is low

2. There is air in the fuel system
3. Leak or break in the fuel line between the fuel injection pump and the fuel
Engine slows or injector
runs irregularly 4. Wrong valve play
5. Defect in fuel injection injectors or fuel injection pumps
6. Wrong fuel injection synchronization
7. Bent or broken valve lifter rod
8. Fuel with a “ cloud point” greater than atmospheric temperature
1. Fuel pressure is low
2. Idle revolutions per minute too low
Stalling at low rpm 3. Defect in fuel injectors
4. engine accessories
5. Defect in fuel injection pump(s)
Sudden changes in 1. Fuel injection regulator or pump failure

engine speed (rpm)
1. Poor quality fuel
Insufficient power 2. Fuel pressure too low
3. Leaks in the air intake system
4. Regulator linkage
5. Wrong valve adjustment
6. Defect in fuel injectors or fuel injection pump(s)
7. Incorrect fuel injection timing
8. Injection rack value too low
9L Air -FUEL ratio CONTROL
10. Turbocharger failure (low boost pressure)
VNXX.L
CFT Finning
Student's book
1. Loose nut or bolt for pulley or damper
2. There is a defect in the pulley or shock absorber
Too much vibration 3. Loose, worn or defective engine mounts
4. Engine skitters or runs irregularly
5. Fan loose in imbalance
1. Poor fuel
Loud combustion 2. Defect in fuel injector
noise (sound) 3. Defect in fuel injection pump(s)
Valve train noise 1. Damage to broken or worn valve springs , locks, or valve lifters
(dry sound) 2. Insufficient lubrication
3. Valve adjustment too loose
1. Defect in engine oil cooler core or transmission oil cooler
Oil in cooling 2. Defect in gasket of part 1 spacer width
system 3. Head gasket failure
mechanical noise 1. Connecting rod bearing failure

(knock) in the 2. Damaged timing gears
engine 3. Damaged crankshaft
4. Defect in accessory
Fuel consumption 1. Fuel system leak

too high 2. Fuel and combustion noise (knock)
3.
Loud valve train 1. Damage to valve spring(s)
noise 2. Camshaft damage
3. Damage to valve lifters
4. Damage to valve bridge or bridge pin
5. Valves with too loose fit
Excessive valve 1. Insufficient lubrication
play
2. Valve rocker arm worn on the surface that contacts the bridge
3. Worn valve bridge bridge or pin
4. Worn valve stem end
5. Worn push rods
6. Broken or worn valve lifters
7. Worn camshaft lobes
Oil in exhaust 1. Too much oil in valve compartment
system 2. Worn valve guides
3. Worn piston rings
Little or no valve
play 1. Worn valve seat or valve face
The engine has 1. Dirt in lubrication oil
premature wear 2. Air inlet leaks
3. Fuel leak into lubrication oil
4. coolant in oil
CFT Finning
Student's book
CFT
Student's book
Finning
Coolant in 1. Engine oil cooler core failure
lubrication oil 2. Head gasket or water seal failure
3. Crack or defect in cylinder head
4. Crack or defect in engine block
5. Failure on shirt seals
6. Crack or defect in turbocharger cartridge
Too much black or 1. Insufficient air for combustion

gray smoke 2. Damaged fuel injectors)
4. Defect in air-fuel ratio control
Too much white or 1. Too much lubrication oil in the engine

blue smoke 2. Engine skitters or runs irregularly
4. Worn valve guides
5. Worn piston rings
6. II turbocharger oil seal failure
7. Coolant in combustion system

Engine has low oil 1. Dirty oil filter or oil cooler
pressure 2. Diesel fuel or water in the oil
3. Too much free space between rocker arm and valve bearings
4. Defective oil pump suction pipe
5. Oil pump relief valve not working properly
6. The oil pump is worn or defective
7. Too much clearance between crankshaft and crankshaft bearings
8. Too much clearance between camshaft and camshaft bearings
9. Defect in oil pressure gauge
10.Too much idler gear bearing clearance
The engine uses too 1. Too much oil in the engine
much oil 2. oil leaks
3. Oil temperature is too high
4. Too much oil in valve compartment
5. Worn valve guides
6. Worn piston rings and cylinders
7. Failure of ring seals in turbocharger
Engine coolant is 1. Restriction of coolant flow through the radiator core tubes
too hot 2. Restriction to air flow through the radiator
3. Low fan speed
4. Not enough refrigerant in the system
5. The pressure relief valve is defective
6. Combustion gases in the coolant
7. Defect in water thermostats or temperature gauge
8. The water pump is defective
9. Too much load on the system
11. Torque converter or transmission does not operate properly
12. Excessive engine load
Exhaust 1. The air intake or exhaust system has a restriction

temperature is too 2. Incorrect fuel injection timing
high 3. Low boost pressure
4. Excessive engine load
CFT
Student's book
UNIT 2: Engine oil and lubrication systems

Finning
Introduction
This unit covers engine oil, engine lubrication system, oil
consumption, and lubrication system troubleshooting tests and
procedures. Problems with the engine oil and lubrication system can be
related to oil leaks, excess oil consumption, or incorrect lubrication
system pressures.
Goals
Upon completion of this unit, the student will be able to:
• Select the appropriate oil type, viscosity, and additive package
for Caterpillar engines.
• Measure and evaluate the pressures and temperatures of the oil

system of an operating engine.
• Follow the appropriate steps to diagnose an oil consumption

problem.
• Diagnose and repair an oil-related problem in an operating

engine.
Reference materials
Diesel Engine Service Manual 3406B for truck SEBR0544

Use of 6V9450 engine booster group SEHS8524
Tools
1U5470 (6V9450) Engine pressure group
CFT
Student's book
Finning
Lesson 1: Introduction to Engine Oil
Introduction
Correct maintenance is important to ensure continued, trouble-free
operation. Selecting the correct lubrication oil is crucial. When an
engine failure occurs, the lubrication system is often compromised.
In recent years, diesel engines have become more and more

sophisticated to meet today's rigorous emissions standards and
increasing operating demands. As these changes occur, lubricating oils
have had to catch up. This lesson describes the characteristics and
properties of oil.
Goals
• Select the appropriate oil type, viscosity, and additive
package for Caterpillar engines.
• Understand the factors that affect oil deterioration
Reference material
None
Tools
None
CFT
Student's book
Finning
Primary
- Lubricate, cool, clean
* Secondary
- Seal, insulate, protect against corrosion and
oxidation, foam control, etc.
Fig. 2.1.1 Functions of motor oil
The primary functions of oil are to lubricate, cool, and clean debris and
dirt from engine parts.
As a secondary function, the oil seals, insulates, provides protection
against corrosion, inhibits oxidation, controls foaming action, and
more.
Separate surfaces with a film of

low temperature material that
can decompose with low resistance
Fig. 2.1.2 Lubrication function
The function of lubricants is to separate moving surfaces and reduce

friction. If moving parts come into contact without lubricant, material
transfer will occur. This action can be controlled by using a lubricant,
to prevent the parts from coming into contact.
CFT
Student's book
Finning
1935 - The first crankcase additive was developed
1958 – Series 3 classification
1970 - Revised API classification system
Fig. 2.1.3 Development of motor oil

The lubricating oil used in early Caterpillar diesel engines was a mineral crankcase oil. However, when engines began to experience ring
seizure and cylinder liner scoring, it was necessary to find a more effective oil. In 1935, the first crankcase oil additive was developed
through a joint effort between different companies in the United States and Caterpillar.
The performance standards for this and subsequent oils were established by testing on a single-cylinder test engine, designed and built by
Caterpillar, specifically for oil testing.
As engineers introduced new concepts, new oil testing engines were developed.
This initial crankcase oil was called "Caterpillar Superior Engine Lubricant" and was sold only through Caterpillar dealers.
The oil test, performed by engine manufacturers, required the single-cylinder test engine to be disassembled, after operating for a specified
time at predetermined load and speed. The pistons were inspected and the color change caused by lacquer formation noted. Other crucial
factors were also measured, such as wear and deposit on the rings. In 1958, Caterpillar established the Series 3 classification.
It was not until 1970 that the API (American Petroleum Institute) recognized the need to review its classification system. Their new
system was based on the same type of performance specifications that Caterpillar and others had been using.
Caterpillar abandoned this rating system in 1972. The new API/SAE system established letter designations, such as CD, CC, and other
SAE letters for the classification of oils. These letters were related to performance levels in engine testing.
• API gasoline • Diesel API
- Mineral Oil SA -CA(1935)
- S.B. (1930) - CB (1940)
-SC (1964) -CC (1944)
- S.D. (1968) - CD (1955)
- SE (1972) -CE (1983)
- SF (1980) - CF-4 (1990)
-SG (1989) -CF{1996)
- SH (1993) - CG-4 (1996)
-SJ (1997) -CH-4 (1999)
Fig. 2.1.4 API Oil Classification System
CFT
Student's book
Finning
In the rating system, letters were used to designate oil performance levels. The first letter indicates whether the oil is for use in
a gasoline (S is for spark ignition) or diesel (C is for compression ignition) engine application. The second letter indicates the
performance and service category of the oil.
With increasing performance demands, oils have had to be reformulated to provide adequate protection. Over the years this is
reflected in the changes of the second letter in the classification system.
A few years ago, the 3208 Engine required CC oils, while heavy duty engines required CD oil.
In 1983, with the introduction of unit injection truck engines, CE type oil was recommended in these applications.
In 1991, new emissions standards required a taller top ring, prompting the use of CF-4 oils to replace CE oils.
With the need to use very low sulfur fuels in truck applications in the US, a new oil, classified as CG-4, was formulated.
Although this oil was formulated for very low sulfur fuels, it was also compatible with fuels of normal sulfur levels.
In 1999, CH-4 oil replaced CG-4, and was recommended for almost all diesel engine production. Some exceptions are the
3600 Series engines, which require CF oil, and the 3054/3056 Engines, which require CF oil during the initial phase to seat the
rings. Another exception to the general rule is that multigrade oils are not recommended for 3116 and 3126 MUI Marine
Engines.
CFT
Student's book
Finning
Fig. 2.1.5 EMA Lubricating Oils Data Book
A list of all brand names of API-classified oils is included in the Engine Manufacturers Association Lubricating Oils-Data
Book.
Fig. 2.1.6 Oil provides support and lubrication

Two of the functions of oil are to provide support and lubrication. The basic purpose of lubricant is to separate moving
surfaces with films or layers of oil that reduce friction.
CFT
Student's book
Finning
AMBIENT TEMPERATURES
C-3D -18 -7 +4 +16 +27 +38 +49 20
FO
Fig. 2.1.7 Monograde viscosity oil
An important characteristic of a liquid lubricant is its viscosity or the internal

liquid friction developed with movement. Viscosity is associated with the
ability to flow. Viscosity determines how well an oil will lubricate and protect
contacting surfaces. On the other hand, an oil that is too viscous will have
excessive resistance to flow at low temperatures. It may not allow easy starting
of the engine or it may not flow fast enough to the parts that need lubrication.
It is important that the oil has the correct viscosity at start-up and at the highest
and lowest temperatures at which the equipment operates. Incorrect oil
pressure may be the result of oil of inappropriate viscosity.
The first monograde oils did not provide protection capacity in very large
ranges of ambient temperatures. This protection is limited in units that
experience a wide range of ambient temperatures, such as in the highly mobile
on-highway truck market.
CFT
Student's book
Finning
AMBIENT TEMPERATURES
C -30 -18 -7 +4 +16 +27 +38 +49
Fig. 2.1.8 Multigrade oils
With the arrival of multigrade oils, units with a wide variation in ambient
temperature in their operation have greater protection. An SAE 10W30 oil
means that it meets the SAE specifications of both the 10W winter oil and the
30W summer oil. In some applications, the same SAE viscosity can be used
year-round.
• Oxidation/corrosion additives
■ Antifoam additives
* Detergent/dispersant additives
Fig. 2.1.9 Oil additives
Oxidation increases viscosity and darkens the lubricant. Oxidized oil

acts as a catalyst that depletes other additives, forms varnish, sludge,
and produces acids and corrosion. Oxidation inhibitors help control
oxidation and corrosion.
Oxidation inhibitors stop the chain reaction of additive depletion and
acid production. As the inhibitor molecules do their job, they are used
up and the chain reaction will begin again.
CFT
Student's book
Finning Foam can contaminate lubricants, decrease lubrication function and

increase oxidation. Antifoam additives (usually silicone compounds)
weaken the bubbles and allow them to break and escape more easily.
Detergent and dispersant additives neutralize acids, protect metal
surfaces, and keep contaminants in suspension so they can be removed
by filtration or during an oil change.
Fig. 2.1.10 Depletion of additives (black oil)

When the additives can no longer do their job, they are said to have
been used up and can physically deposit forming black residue, which
accumulates in the compartments and filters of the lubrication system.
Lubricants are generally black and viscous after their additives are
used up. In addition to additive residues, oil oxidation and
contamination (moisture, acids, carbon, wear metals, etc.) are factors
that turn the oil viscous and black.
Fig. 2.1.11 Additive depletion (failing parts)

CFT
Student's book
Finning
When lubrication is poor, lubricated parts begin to fail.
These bearings failed just days after the lubricant used up its additives
and turned black and thick. Observe adhesive wear caused by
insufficient friction control.
CFT Finning
Student's book
- Sulfuric acid is a byproduct of sulfur and

water vapor.
- EPA ruled to reduce sulfur in fuel
- Fuel sulfur varies from 0.1% to 3%
worldwide
Fig. 2.1.12 Sulfur in fuel
Another crucial factor in determining engine performance and life is

related to the amount of sulfur in the fuel. Sulfuric acid is a byproduct
of the combustion of engine diesel fuel, as unconsumed sulfur in the
combustion chambers reacts with water vapor.
In the United States, fuels that meet ASTM lD and 2-D specifications
contain no more than 0.5% sulfur by weight. This does not mean that
all fuels in the United States meet this specification. Indeed, in field
investigations fuels with sulfur content of more than 0.5% have been
found.
In the US, diesel fuel used in highway trucks and recreational boat
marine engines must have less than 0.05% sulfur. As the industry
moves to exhaust gas treatment devices, sulfur needs to be reduced
further.
In May 2000, the Environmental Protection Agency (EPA) published
demanding regulations for both engine manufacturers and fuel
refiners, which must be met by 2007. EPA regulations include
requirements for refining companies to reduce sulfur content in diesel
fuels by 97% over the next seven years. This means cleaner fuels
containing less than 15 parts per million (PPM sulfur) or a reduction of
0.05% to 0.0015% sulfur by weight.
The amount of sulfur regularly found in fuels can vary from 0.01% to
1% (in Malaysia) to more than 3% (in South America). The only way
to supply compliant fuels is to refine fuels that have higher than
permitted levels of sulfur.
CFT
Student's book
Finning
- Attacks the cylinder liners,
piston rings and exhaust valve guides
- Causes excessive oil consumption and
passage of gases into the crankcase
Fig. 2.1.13 Sulfuric acid (corrosive wear)
The sulfur in the fuel reacts during combustion and combines with
water to form sulfuric acid.
The acid attacks cylinder liners, piston rings, exhaust valve guides and
other engine parts.
Corrosive wear can increase oil consumption, cause excessive passage
of gases into the crankcase, as well as the risk of premature engine
failure.
CFT
Student's book
Finning
• Fuel sulfur content

• Engine temperature
• Combustion air humidity
• Fuel consumption
• Adding clean oil
Fig. 2.1.14 Factors affecting acid formation
In addition to the sulfur content of the fuel, other factors that affect
acid formation are engine temperature, combustion air humidity, fuel
consumption and the addition of clean oil.
Engine temperature is an important factor in the sulfuric acid
formation process. Sulfur oxides must combine with water to form
sulfuric acid. An engine operating at a jacket water outlet temperature
of 87° C (190° F) will generally minimize sulfuric acid formation
since it is operating above the condensation "fog point." of sulfuric
acid. Running the engine below 79° C (175° F) will provide a suitable
climate for acid condensation. This means that an engine should not
run "overcooled."
High humidity levels of the combustion air supply the water necessary
to promote corrosive acid formation. An operator cannot control the
work environment. However, when working in high humidity, the
operator will need to take more care in fuel and lubricant selection.
In low sulfur oils, the humidity level of the combustion air does not
increase the amount of iron in the oil. In high sulfur oils, the iron
content increases greatly with increasing humidity. The increase in
iron in the oil is caused by the increase in the level of sulfuric acid,
which attacks metal parts.
Another factor that determines the amount of acids formed is the
amount of fuel burned during an oil change interval. The more fuel
used, the more sulfur oxides will be available to combine with water.
CFT
Student's book
Finning
Alkaline agents, also called buffers, are added to the oil to counteract
the sulfuric acid. The relative alkaline level is quantified by the Total
Base Number (TNB) of an oil.
The higher the NBT value of an oil, the greater the ability to neutralize
acids. Therefore, the higher the percentage of sulfur in the fuel, the
higher the minimum NBT level that the oil needs to protect the engine
from acid corrosion.
It was determined that standard oil change intervals can be maintained
when using oils with appropriate NBT values. For fuels with sulfur
contents greater than 0.5%, Caterpillar recommends that the NBT of
the oil should be ten times the sulfur content of the fuel for direct
injection (DI) engines and twenty times the sulfur content of the fuel
in engines with precombustion chambers (PC). The oil should be
changed when 50% of the original NBT has been used up.
CFT
Student's book
Finning
Fig. 2.1.16 S•O•S Fluid Analysis

S • O • S Fluid Analysis of engine oil may show the presence of
metallic wear particles, which may indicate acid attack or other
abnormal wear. Before taking an oil sample, make sure the engine is
running at normal operating temperature.
Use a sampling valve and adapter to take the oil sample while the
engine is running.
Fill the new sample bottle approximately 75% full.
If you take a sample of the oil drain stream, do not take it from the
first or last part of the drained oil. Do this with caution to avoid burns
or injuries caused by hot oil.
Complete the appropriate shipping and sample labels and be sure to
indicate the engine serial number, oil miles or hours, and unit number
CFT
Student's book
Finning
* Check the quality of the oil with tests

* Buy the best oil available
* Use appropriate API rated oil
* Make sure the NBT of the oil is suitable for the sulfur in the
fuel
Fig. 2.1.17 Considerations in oil selection
The ASTM D2896 test can determine the NBT of an oil sample. Test
results can be used to determine if
The engine oil has the proper alkalinity at the end of the change
interval. To test the NBT, the ASTM D664 test can also be used.
Government agencies or universities may have the equipment
necessary to determine the condition of used lubricating oil.
Infrared (IR) Analysis compares a sample of used oil with a sample
of new oil. These tests can measure the amount of additional sulfur
and soot products, as well as oil oxidation.
To ensure maximum service life from your Caterpillar engines,
purchase the best fuel and lubricant available. Use the appropriate
API oils and check the NBT total base number to match the sulfur
content of the fuel.
Following these guidelines in fuel and lubricating oil selection will
help ensure maximum engine performance and long engine life.
CFT Finning
Student's book
Lesson 2: Engine Lubrication Systems
Introduction
Lubrication system troubleshooting requires an understanding of the lubrication
components and the sequence of oil flow through these components. By understanding
the oil flow sequence and lubrication system pressure specifications, lubrication system
problems can be effectively diagnosed.
Goals
• Check the oil pressure in a typical Caterpillar lubrication system.
• Find oil system specifications in service publications.
Reference materials
3406B Truck Diesel Engine Service Manual SEBR0544
Use of 6V9450 engine booster group SSHS8524
Tools
CFT
Student's book
Finning
Fig. 2.2.1 Components of the engine lubrication system

Figure 2.2.1 shows the main components of a typical engine lubrication system:
1. Oil detector tube and suction hood
2. Oil pump
3. Oil pressure relief valve
4. Oil Cooler Bypass Valve
5. oil cooler
6. Oil Filter Bypass Valve
7. Oil filter
8. Oil supply to turbocharger
9. Engine oil supply
NOTE: Review the “Lubrication System Diagrams” (Lesson 2, Sheet 1) before performing the oil pressure tests in
Workshop Practice 2.2.1.
CFT
Student's book
Finning LUBRICATION SYSTEM DIAGRAMS

LESSON 2 SHEET 1
The following diagram shows a typical Caterpillar lubrication system. Data on oil temperature, oil pump pressure, oil cooler
bypass valve differential pressure, and engine bypass valve differential pressure can be found in the engine service manual. oil
filter.
TYPICAL ENGINE LUBRICATION SYSTEM
ENGINE
OIL DUCT —
OIL PUMP OIL COOLER OIL FILTER [15

MICRONS)
OIL PRESSURE GAUGE ( AT PRESSURE GAUGE

THE PUMP OUTLET) □OIL THE ENTRY OF
(IN THE DUCT CONNECTOR)
OIL TEMPERATURE GAUGE
(COOLER OUTLET)
ENGINE LUBRICATION SYSTEM

WITH BRAKESAVER
8. LAVA©UOLNOLAMLLLAS LPEELDLAS G1 Technical Training Center
CFT
Student's book
CFT
Student's book
Finning
Finning
The following diagram illustrates the lubrication system for the 3176, 3176B, 3196, C10 and C12 engines
(pre-2000 model year):
ENGINE LUBRICATION SYSTEM

3176/3196/C10/C12
- Oil line pressure activates the oil pump bypass valve. This regulates the oil pressure in the line to 40 psi
- The cooler bypass valve is a cold start bypass valve, which is normally open until the oil temperature
reaches 101° C (215°F).
- At 101° C (215° F), the oil cooler bypass valve closes and acts
only as a pressure relief valve.
- If the oil in the valve has a temperature of 126° C (260° F), the valve will act as a “reference” and will
remain closed at temperatures below 101° C (215° F). In this condition, it will act only as a pressure
relief valve.
- A technician can tell us if the engine oil has reached or exceeded 126° C (260° F) by removing the
valve and measuring its length.
Lesson 3: Lubrication System Testing, Troubleshooting

Introduction
This lesson presents common lubrication system problems and their causes. Common
lubrication system problems are excessive oil consumption and out-of-range oil pressure or
temperature.
Goals

• List the possible causes of each of the following lubrication system problems: low oil
pressure, high oil pressure, and excessive oil consumption.
• Describe normal engine oil operating temperature ranges.
• Indicate the reasons for using S•O•S analysis of the oil
• Diagnose and repair oil-related problems in an operating machine.
Reference materials
3406B Truck Diesel Engine Service Manual SEBR0544 Using 6V9450 Engine Booster
Group SSHS8524
Tools
CFT
Student's book
CFT
Student's book
Finning
Finning
• Low oil pressure
• high oil pressure
• Excessive oil consumption
Fig. 2.3.1 Lubrication system problems
The table below indicates lubrication system problems resulting from low oil pressure, high oil
pressure and excessive oil consumption.
PROBLEM POSSIBLE CAUSES

- Low or high oil level of the carter - Incorrect measuring rod
Low oil pressure - Defective meter - Clogged oil filter
- hot oil - Oil viscosity too low
- Fuel dilution - Low oil pump speed
- Clogged oil cooler - Intake pipe grille
clogged supply
- Air leak on supply side - Relief valve stuck in position. open
of the bomb
- Worn pump gears - Worn bearings
- Loose or failing sprinkler - Reading in wrong location
High oil pressure - Valve relief stuck in pos. closed ■ Defective meter
- Oil viscosity too high - Reading in wrong location
Excessive oil
- Leaks ■ Clogged crankcase breather
consumption - Oil viscosity too low - Engine overloaded
- Worn valve guides - Worn rings and shirts
- Defective turbo seals ■ Overfilled crankcase
- High oil level
CFT
Student's book
Finning
• Low temperature - Sludge

of oil - High oil pressure
- Sulfuric acid
• High temperature - Oil oil decomposition

- Bearing failure
Fig. 2.3.2 Incorrect oil temperatures
Low oil temperatures can cause sludge, high oil pressure or sulfuric acid formation.
High oil temperatures can cause the oil to break down and engine bearings to fail due to an increase in
viscosity.
NOTE: Oil temperature is typically 1° C (20° F) to 6° C (30° F) higher than coolant temperature.
For an engine at operating temperature, the oil should remain in the range of 79.4° (175° F) to
115.5° C (240° F).
• Engine bearing problems
• Sludge
• Oil filter plugging
Fig. 2.3.3 Coolant in the oil

If coolant leaks into the engine oil, the result can be poor bearing performance, sludge, or premature oil
filter plugging.
Coolant mixing in the oil can be caused by failed oil cooler seals, head gaskets, or a cracked head or
block.
CFT Finning
Student's book
• Wear analysis
• Physical and chemical tests
• Infrared analysis
-
Fig. 2.3.4 S•O•S Analysis
S•O•S fluid analysis of engine oil may show the presence of metallic wear particles indicating acid
attack or other abnormal wear.
S•O•S chemical and physical tests determine if there is water in the oil, through the hot plate test; if there
is fuel dilution, through the Setaflash tester and if there is coolant in the oil, through a chemical test.
An infrared analysis signals the condition of the oil by measuring:
- Sulfur
- Oxidation
- Nitration
- Soot
- Additive depletion
- Presence of oil contaminants (water and antifreeze)
NOTE: Review the following worksheets before performing lab 2.3.1:
- "Special marking of the engine oil dipstick” (Lesson 3, Sheet 1)

- "Formulations of synthetic lubricants and special oils" (Lesson 3, Sheet 2)
- "Excessive engine oil consumption” (Lesson 3, Sheet 3)
- "Oil consumption data” (Lesson 3, Sheet 4)
CFT Finning
Student's book
SPECIAL MARKING OF THE ENGINE OIL DIPSTICK

LESSON 3, SHEET 1
Some marine engines are installed and operated in an inclined position. If the lean angle is 5° or more,
the amount of oil required to fill the engine crankcase to the “full” mark on the oil dipstick may be more
or less than the correct amount required to fill the sump. of oil (without leaving the suction bell
uncovered or flooding the crankshaft seal).
The maximum safe tilt angle depends on the oil sump design and oil dipstick location, which are not
uniform for all engine models. When a tilted engine is installed, the standard dipstick should be checked
and, if necessary, re-marked to ensure that the high and low marks correspond to the correct oil level for
safe engine operation.
Oil pressure can be lost if the suction bell is left uncovered or the crankshaft seal is flooded, which can
lead to excessive leakage. Engine vibration may be due to the crankshaft counterweights being
immersed in the oil. These are problems related to an incorrect oil level in the sump.
CFT
Student's book
Finning FORMULATIONS OF SYNTHETIC LUBRICANTS AND SPECIAL OILS

LESSON 3, SHEET 2
Engine customers are increasingly interested in getting longer life or more miles from engine lubricants. Some
synthetic lubricant manufacturers claim that their products have properties that extend the life of the oil.
Caterpillar does not endorse or recommend any type or brand of extended drain interval motor oil for its engines.
Engine oil has changed during use, as it becomes contaminated with soot (unburned carbon), wear products,
partially burned fuel acids, dirt and combustion products. The additive components included in the oil formulation
are depleted as they perform their specific functions of dispersing soot, preventing oxidation, limiting wear and
foaming, and neutralizing acids formed during combustion processes. To ensure these functions are met,
Caterpillar recommends engine lubricants that meet North American Petroleum Institute service classifications
API CH-4 or API-CF.
Types of synthetic oils

Synthetic lubricants are manufactured by chemically reacting materials of specific composition with predictable
and planned properties, resulting in a base oil that can be supplemented with additives to improve its specific
properties. Two widely used types of synthetic oil use bases made from polyalphaolefins or ethers of dibasic
acids. Synthetic lubricants may be superior to petroleum-based lubricants in some specific areas. Most of them
have higher “IV” viscosity indices, better thermal stability against oxidation, and sometimes lower volatility.
Because synthetic lubricants have a higher cost than petroleum oils, they are used selectively when performance
may exceed the capabilities of conventional oils.
Another type of oil called partial synthetic motor oil is made up of petroleum base oil with some synthetic base
oil. This partial synthetic oil is blended for specific applications, resulting in a lower cost oil than a full synthetic
oil.
Caterpillar's recommendation for synthetic oils is primarily for cold climate applications where lower pour points
are necessary. For these cold weather applications, use synthetic oils that meet API-CH4 or API-CF performance
requirements. For more information on cold weather engine operation, refer to the Caterpillar publication “Cold
Weather Recommendations” (SEBU5898).
Special oil formulations
Caterpillar does not recommend the use of commercial additives to extend oil drain intervals. Oil additives such as
graphite, Teflon, molybdenum disulfide and similar materials that are part of the original additive package are
acceptable. These materials are blended into the oil formulation that has passed the required engine testing to API
performance requirements. However, supplemental additives, such as those mentioned above, are not necessary to
achieve the normal life and performance of Caterpillar engines. This normal life and performance can be obtained
by using the correct API performance oil, performing appropriate service at the oil change interval, selecting the
correct oil viscosity for the temperature conditions, and performing maintenance as outlined in the guide. engine
operation and maintenance.
NOTE: Do not use oils containing molybdenum dithiophosphate as an oil friction modifying additive. This
additive will cause rapid corrosion of bronze components in Caterpillar diesel engines, particularly the cam
follower pins.
CFT
Student's book
EXCESSIVE ENGINE OIL CONSUMPTION

LESSON 3, SHEET 3
Finning
Verification of oil usage is required prior to any warranty repair for excessive oil consumption. When a user
contacts the dealer to complain about excessive oil consumption, the dealer must request that the user demonstrate
oil consumption or participate in an oil consumption test. The dealer or user must complete an Oil Consumption
Test Report, Form 01-081227, which includes a daily log as shown below. These reports are required to support
warranty claims.
RECORDED OIL CONSUMPTION DIARY

(ONLY FOR OWNERS/OPERATORS)
Complete each entry for oil consumption verification. Record the odometer reading (miles) daily, even if no fuel or oil additions are made. The
odometer and hourmeter readings, if present on the unit, should be recorded. Oil additions should be made only when the oil reaches the “ADD”
(ADD) level on the dipstick.
HOURMETER FUEL
ODOMETER READING OIL ADDITIONS
MONTH DATE READING ADDITIONS
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
CFT Finning
Student's book
Before completing an oil consumption test report, the dealer must:
• Inspect the vehicle to determine if the complaint is the result of any external problem
• Question the user to determine if there is anything unusual about their particular application that
could cause high oil consumption.
After completing the oil consumption test report, the fuel to oil ratio should be compared to the oil
consumption graphs (see an example of this graph below). These charts are for dealer personnel
use only and should not be given to owners or operators.
ENGINE OIL CHECK
C-9/C-10 C-12/C-15 C-16 3176/3196/3306 3400
ENGINE HOURS
Three ranges are distinguished in the oil consumption graphs. The top area shows the typical operating
range of the motors. The lower area (dark portion) shows the settlement range and the research range.
Each graph illustrates the ratio of fuel to oil in English (left side) and metric (right side) units. At the
bottom of each graph are the units of engine miles/hour, including the formula to convert engine miles
to kilometers in the lower left corner.
A chart and the following points will determine if an engine has oil consumption problems that require
repair.
1. During engine break-in, repairs should not be made before the miles/kilometers or hours
indicated below:
CFT
Technical Training Center Student Book
• On mid-range engines (3024/3054/3056, 3114/3116, 3126, 3208):

Finning 5,000 miles,
8,000 kilometers or 150 hours. If the engine is used in agricultural applications, the break-in period
is one season.
• On heavy duty engines (3176, 3196, C-9, C-10, C-12, C-15, C-16 and the 3300 and 3400 families):
25,000 miles, 40,000 kilometers or 500 hours
2. With the graph, Caterpillar's intention is that a defect investigation and repair should be made when a unit fails
within the investigation range. Most oil control complaints fall within the investigation range.
3. There are conditions under which an engine with oil consumption in the investigation range may have acceptable
oil consumption and therefore does not require investigation or repair of the defect, for example:
• If a fleet of engines all have a low but consistent value, the problem may be a result of the application,
driving habits, preventative maintenance, load factors, etc. An investigation or a repair will not necessarily
produce significant improvements.
• Another example. A fleet of units with 3208 engines used in delivery and pickup vehicles in a city are all
plotted within the investigation range at approximately 35 gallons of fuel per quart of oil (140 liters of fuel
per liter of oil) and all units are approximately 20,000 miles (32,000 kilometers). However, another unit has
18 gallons of fuel per quart of oil (72 liters of fuel per liter of oil). This unit alone should be the one that
requires investigation and repair.
4. If an engine experiences a deterioration rate at any level, either in the upper or lower area of the graph, this
requires an investigation of the defect and its repair. To determine deterioration, it is necessary to check oil
consumption for at least two consecutive normal oil change periods. Using the oil consumption test report, plot
the fuel-to-oil ratios on the appropriate graphs. Once graphed, the fuel-to-oil ratio should be extrapolated
(extended) to give an estimate of the ratio at a specific number of miles/kilometers. If extrapolation of the two
consecutive oil change periods in the graph indicates that the oil consumption will eventually reach the research
range, the engine should be serviced before the oil consumption falls into the research range.
NOTE: The graphs should not be extrapolated beyond the hours/kilometers/miles that
appear on the graphs.
5. Low engine operating temperature can contribute to excessive oil consumption.
6. The passage of gases into the crankcase (oil drooling) alone is not enough to justify a warranty claim.
CFT
7.
Oil consumption repairs should be performed only after an engine oil
Finning consumption problem has been confirmed. These repairs should be made in
accordance with the most recent published oil consumption information.
Oil consumption claim history requirements
For oil consumption claims, the claim history must include:
• The ratio of oil to fuel consumption

• The cause of oil consumption
• Condition of parts inspected to determine cause of oil consumption
CFT Finning
Student's book
OIL CONSUMPTION DATA

LESSON 3, SHEET 4
Estimated oil consumption
Oil consumption, along with fuel consumption and maintenance information, can be used to calculate
the total operating cost of a Caterpillar engine. Oil consumption data can also be used to calculate the
amount of additional oil required to accommodate maintenance intervals. Many factors can affect oil
consumption. Some of these factors are charge percentage, oil density, oil additive packages, and
maintenance practices.
The oil consumption rate is called BSOC (brake specific oil consumption) and the unit of measurement
is grams per brake kilowatt hour (g/pkW-h) or pounds per brake horsepower hour (lb/bhp- h).
The following table indicates the typical BSOC on Caterpillar medium life engines operating at 100%
load factor that have been maintained in accordance with Caterpillar recommended maintenance
management guidelines.
BSOC BSOC
glbkW-h _Ib/bhn-h a/bkW-h Ib/bhp-h
diesel engine model Spark ignition engine model

3116 TA 0,546 0,0009 G33OO NA 0,913 0,0015
G33OO TA (2 rings) 0,730 0,0012
3208 NA 0,910 0,0015 G3300 TA (3 rings) 0.487 0.0006
3208 TA 0,609 0,0010
G3400 TA (2 rings) 0,730 0,0012
3176 TA 0,467 0,0008 G3400 TA (3 rings) 0,487 0,0006
3300 NA 0,546 0,0009 G3500MA 0,913 0,0015

3300 TA 0,467 0,0008 G35OO TA 0,426 0,0007
3400 TA 0,467 0,0008 G300 NA- 1,218 0,0020

G300 TA' 0,487 0,0006
3500 TA speed low 0,365 0,0006
3500 TA speed high 0,546 0,0009 G342 NA 0,913 0,0015
G342 TA 0,487 0,0005
3600 TA 0,467 0,0008
G3600TA 0,500 0.0006
D300 TA 0,730 0,0012
Caliber 6.25 in - SI Engines
CFT Finning
Student's book
Engine BSOC Calculation

The following calculation method can be used to calculate the BSOC of an operating engine. A
comparison can then be made between the operating engine and the typical value for that engine. An
engine with low operating hours may have oil consumption lower than the typical value and an engine
with high operating hours may have oil consumption higher than the typical value, but the typical value
will provide an estimate for the oil consumption.
Metric Units English Units

BSOC BSOC
Oil usage (g/h) Oil usage (Ib/h)
"/Motor power (bkW) x load factor (lb/bhp-h) = Engine power (bhp) x load factor
Oil use Oil use g/hx 7.5 Ib/g

Vh x 899g/1
(average oil usage over a period of
(average oil usage over a period of time)
time)
Power of Rating power output Power of Rating power output

engine motor (bkW) engine engine (bhp)
Factor of Part of the sorting power Factor of Part of the sorting power
burden currently used engine size (such as 0.75, burden of the engine currently used (like
0.5, etc.) 0.75. 0.5, etc.)
Calculation of average oil consumption

The equation used to calculate engine BSOC can be rearranged to provide a calculation of average oil
usage over the life of the engine.
Metric Units English Units

Oil usage (LIh) = Oil Usage (gal/hr) =
Motor power (bkW) * Load factor te x BSOG bkW-b) Motor power (btip)x Load factor H BSOC ílb/bte-h)
899 7,5
CFT Finning
Student's book
Oil consumption as a general indicator

When an engine's oil consumption has increased up to three times the rated oil consumption due to
normal wear, engine overhaul should be considered. The real situation of when to carry out the general
overhaul of the engine is determined by the measurement of fuel consumption, oil consumption, the
passage of gases to the crankcase and compression. If the engine is still at acceptable levels in all of
these parameters, then it will not need the overhaul. Therefore, to obtain minimum operating costs, it is
useful to keep good records of these indicated items.
Workshop Practice Exercise

Objective: Upon completion of this practice, the student will be able to diagnose and repair a problem
related to oil in an operating machine.
Reference materials
Truck Diesel Engine 3406B Service Manual SEBR0544
Use of the 6V9450 engine booster group SSHS8524
Tools
3406B Engine
Directions: In this practice an operating engine is used for a simulation. The instructor will assume
various roles as needed. The students are the Caterpillar dealer technicians who must diagnose and solve
the problem correctly.
Appropriate troubleshooting techniques, including appropriate diagnostic equipment, should be used to
prove that a component is defective. Use the Caterpillar engine troubleshooting worksheets during
diagnosis. Fill out the worksheets as you complete the troubleshooting steps.
Operator complaint: Low oil pressure.
- The client has a heavy hauling application (rock from a quarry).
- The engine had been running fine, until this morning. The oil pressure was always about 65
psi
.
- The gauge showed low oil pressure, about 20 psi below normal.
- The customer was told that a drop in oil pressure could mean worn main bearings.
CFT
Student's book
Caterpillar Troubleshooting Worksheet

Finning
List at least three questions you would ask an operator to help identify that a problem exists:
ISOLATE
THE
PROBLEM
Perform a visual
Gather the
inspection
information
When troubleshooting, perform a visual inspection first. Mention at least three typical elements that
should be examined during a visual inspection:
Check the problem Verify that the problem exists. Operate the product to reproduce the
problem, preferably under similar operating conditions.
Use available List at least seven available resources that can be used to help you gain
resources knowledge of the system and detect problems:
MAKE A LIST Identify the systems and components that could be causing the
OF POSSIBLE problem,
FAULTS including the less obvious ones. Make a list of at least four items in the order in
which they should be checked:
CFT
Student's book
PREPARE Create a list of tests that need to be performed, based on the possible failures
TESTS AND identified. Prioritize tests according to the sequence in which they should be
Finning
DETERMINE
performed. Make a list of tools and service publications needed for diagnosis.
THE BASE
CAUSE Identify at least two tests to perform.
Proof:
Diagnostic tools:
Service information:
Proof:
Diagnostic tools:
REPAIR THE FAILURE After isolating the component that you suspect from the test results is causing the
problem, adjust or replace the component. Make a list of the six basic repair
procedures to follow:
VERIFY After completing the repair, always verify that the product is operating correctly.
THE REPAIR List at least two things you would do to ensure that the repair was done correctly.
CFT Finning
Student's book
UNIT 3
Engine air intake systems
Introduction
This unit introduces the components and operation of Caterpillar
engine air intake systems and includes air intake system testing,
diagnosis, and troubleshooting procedures.
Goals
• Identify the different types of engine air intake system.
• Explain the operation of a typical Caterpillar air intake system.
• Diagnose and repair engine air intake system problems.
Reference materials
4C6500 Digital Thermometer Group NEHS0554
Use of the gas flow indicator
Crankcase/air flow 8T2700 SSHS8712
Using the 6V9130 Temperature Adapter Group SEHS8382
Tools
164-3310 (123-6700) (1U8865) Infrared thermometer
FT1984 ATAAC Test Group
8T2700 Crankcase gas passage/air flow indicator
4C6500 (8T0470) Digital Thermometer Group
6V9130 Temperature adapter group
XWNNNS.LWNVA(@UOLNOZAML2O/AS PESZADZASG K
CFT Finning
Student's book
GRADES
CFT Finning
Student's book
Lesson 1: Introduction to Systems

Air Intake
Introduction
This lesson explains the basic operations of several air systems
commonly used in Caterpillar engines.
The primary goal of every diesel engine manufacturer is to deliver
increased power, improved fuel economy, reduced emissions and
improved engine life, with little or no change in additional costs or
maintenance issues. Air intake systems are a key factor for this
objective.
Aim
Upon completion of this lesson, the student will be able to identify the
components and explain the operation of the different types of air
intake systems.
Reference materials
None
Tools
None
CFT
Student's book
Finning
• Use exhaust energy
• Compresses the intake air
• Increases airflow mass
• Increases intake air temperature
Fig. 3.1.1 Turbocharging
Diesel fuel burns more efficiently if there is enough air. To increase

power (which requires an increase in the amount of fuel), additional
air is necessary. There are two methods of providing this additional
air: using a turbocharger or with a supercharger. Caterpillar does not
use the supercharger, which is simply an engine-driven compressor.
Caterpillar uses the turbocharger.
In the turbocharger, the energy of the exhaust gases is used to
compress the intake air. Normally, the turbocharger pressurizes the air
to approximately 10-25 psi above atmospheric pressure. Unfortunately,
the turbocharger also increases the intake air temperature by up to
162° C (325° F), due to compression energy.
CFT
Student's book
Finning
Fig. 3.1.2 Air-to-air aftercooling

More fuel can be burned efficiently if the intake air temperature
can be reduced further. To achieve this, Caterpillar chose the
air-to-air aftercooler. In a typical air-to-air system, a chassis-
mounted heat exchanger or cooler is placed just in front of a
conventional radiator. Compressed air from the turbocharger
flows through the heat exchanger, while ambient air, sent
through the heat exchanger by the engine cooling fan or forced
through it by the effect of air slapping against the moving vehicle
, cools both the charge air and the engine coolant.
Ambient air is heated to approximately 149° C (300° F) in the compression process in the turbocharger. Ambient air flows
through the air-to-air aftercooler which then cools the charge air to approximately 38° C (100° F) at the intake valves.
This type of system provides the greatest degree and most consistent level of charge air temperature reduction.
CFT
Student's book
Finning
Fig. 3.1.3 Charge air cooling systems

In an attempt to select the best system for Caterpillar engines of the
future, the goal was to find a low temperature, low thermal cycle charge
air system that will improve fuel efficiency, engine performance, reduce
emissions particulates and NOx and will improve the added value for
the user.
Caterpillar, on its own, has evaluated some charge air cooling systems. All tests were performed at an ambient temperature of 21° C (70°
F).
The first system tested was a low-flow Caterpillar design that uses a one-pump, one-radiator system. The average charge air temperature
was 65° C to 70° C (150° F to 160° F). However, the temperatures of this system varied by approximately (22° C) 40° F. This variation
represents a 120° F (66.6° C) increase in exhaust temperatures, which can cause potential thermal stress failures in the engine air system.
The second system tested was the “Cummins Big Cam IV” air cooling system. The charge air temperature averaged 110° F to 120° F (43°
C to 48° C) and, like the low-flow Caterpillar design, the intake air temperature was very erratic ( about 65° F which represents a variation
of about 195° F in the exhaust).
CFT
Student's book
• Up to 7% more economy
Finning
fuel
• Meets current and expected issuance
requirements
• Increase power
• Minimal maintenance
Fig. 3.1.4 Advantages of ATAAC systems

Investigations of Caterpillar air-to-air aftercooling (ATAAC) systems
show the following:
- Improved fuel economy of up to 7% in some ratings.
- Meet current and expected emissions requirements
- Increase in power ratings - allows power of 425 and 460 hp on
the 3406 engine, and 300 hp on the 3306 engine.
- Require little maintenance
Fig. 3.1.5 ATAAC system configuration

In the figure we see a normal ATAAC configuration. Caterpillar does
not recommend the use of winter covers or blinds on trucks equipped
with CAT ATAAC engines, as current systems do not require them
and the resulting higher intake air temperatures will increase fuel
consumption. If a winter cover must be used, a minimum 120 in 2
hole, in line with the fan hub, must remain open to air flow under all
engine operating conditions, except the 3116 engine. For operation of
the 3116 with winter covers, refer to the Operation and Maintenance
Manual.
CFT
Student's book
Finning
Fig. 3.1.6 Jacket Water Aftercooler (JWAC)

Another type of air aftercooler is the jacket water system, which has a
refrigerant-charged core assembly. This system uses engine coolant to
cool the air charge entering the cylinders. Coolant from the water
pump flows through the aftercooler core. The aftercooler cools the
pressurized air from the turbocharger before entering the intake
manifold.
CFT
Student's book
CIRCUIT OF
Finning COOLING
WATER WITH
TURBOCHARGER
AFTERCOOLER
AFTERCOOLER
Fig. 3.1.7 Separate

AUXILIARY
WATER PUMP
Circuit Aftercooler
(SCAC)
The
separate
BOMB OF
circuit WATER
FROM THE
COOLING CIRCUIT WITH SHIRTS
WATER FROM THE SHEETS
aftercooler
system is similar to the jacket water aftercooler with some minor differences. A cooling
circuit separate from the engine jacket water is used to cool the engine. The jacket water
performs its normal function and cools the cylinder head, engine block, transmission oil,
etc. The separate circuit aftercooler system has its own water pump and piping and a
heat exchanger for the aftercooler. This system is generally used in applications where
maximum aftercooling is required. Separate circuit aftercoolers are used in many marine
applications, along with a heat exchanger designed to use keel water to cool the circuit.
This type of aftercooler is also used on many Caterpillar large mining trucks.
Student Book
CFT Finning
Lesson 2: Testing the Caterpillar Air Intake
System
Introduction
This lesson covers air system testing and specifications.
Goals
• Identify the test points of the air intake system on a
diagram.
• Perform air intake system testing procedures.
Reference materials
Using the 6V9130 SEHS8382 Temperature Adapter
Group
Digital thermometer group 4C6500 NEHS0554
Use of 6V9450 engine booster group
SSHS8524
Tools
164-3310 (123-6700) 1U8865 Infrared thermometer
4C6500 (8T0470) Digital Thermometer Group 1U5470
(6V9450) Engine Pressure Group 6V9130 Temperature
Adapter Group
NOTE: Review the “Air System Tests and

Specifications” sheet (Lesson 2, Sheet 1) to become
familiar with the air intake system test points and
specifications.
CFT Finning
Student's book
AIR INTAKE SYSTEM TESTING AND SPECIFICATIONS

LESSON 2, SHEET 1
This diagram of a typical air intake system with the location of the air intake system test points. The test
points and test descriptions are:
T1: Maximum ambient intake air temperature

T2: Maximum intake manifold temperature
T3: Maximum exhaust temperature
P1: Maximum air filter restrictions
P2: Boost pressure
P2 minus P3: Maximum aftercooler restrictions
P4: Intake manifold pressure
P5: Maximum exhaust restriction
CFT Finning
Student's book
AIR SYSTEM TESTING AND SPECIFICATIONS

SPOT
TEST DESCRIPTION SPECIFICATION
OF
T1 49°C (120°F)
Maximum ambient intake air temperature
P1 Maximum air filter restriction
1. Truck engines:
a. With clean, dry filter = 15" H2O
b. With dirty filter = 25" H2O
2. 3500 series engines:
b. With dirty filter = 25" H2O
3. 3600 series engines:
b. With dirty filter = 15" H 2 O
4. Other diesel engines = 30" H2O
P2 minus P3 Maximum Aftercooler Restrictions
1. JWAC = 3" Hg
2. ATAAC = 4" Hg for most applications
The exceptions are:
to. 3116: greater than 215 hp and all truck
engines 3126 = 5"
Hg
............— ■ ■
T3 Maximum exhaust temperature--measured 1. Turbocharging - 593° C (1,100° F)
6 below the turbocharger
"
2. Natural aspiration - 704° C (1,300° F)
P5 Maximum Exhaust Restriction--measured 1. Turbocharge = 27" H 2 O

on a straight section of pipe, never on an 2. Natural aspiration = 34" H 2 O
elbow 3. Trucks with turbo = 40" H 2 O
1. Turbocharging = 163° C (325° F)

T2 Maximum Intake Manifold Temperatures 2. Turbocharged/aftercooled
with jacket water = 118° C (245°
F)
3. Turbocharging/aftercooling with separate
circuit.
[with water at 30° C (85° F) ] = 51.6° C (125°
F)
P4 Intake manifold pressure should be within
+10% / -15% (relative to TMI spec) at full
load.
1. Although the terms “boost” and “intake
manifold pressure” are commonly used
interchangeably, they are not technically the
same.
a. Boost is the pressure measured after the
turbocharger compressor, and before the
aftercooler (P2).
b. Intake manifold pressure is the pressure
inside the manifold (P4). The decrease in
pressure through
of the aftercooler will cause this pressure
to be lower than the boost pressure.
-2_________________________________________
CFT
Student's book
Finning

Objective: Upon completion of this practice, the student will be able to perform the engine air intake
tests.
Reference materials
Use of the 6V9450 engine group SSHS8524
Tools
164-3310 (123-6700) (1U8865) Infrared Thermometer
3406B Engine
Indications
1. Record the Service Manual specifications for the items listed below.
2. Perform the following tests and record the results below.
3. Explain why each test should be performed.
Intake manifold pressures Gas passage to the
crankcase
Specification:
Specification:
Real:
Real:
Test reason:
Test reason:
exhaust temperature Leak through the core of the
ATAAC
Specification:
Specification:
Real:
Real:
Test reason:
Test reason:
CFT
Student's book
Finning Lesson 3: Air Intake System

Troubleshooting
Introduction
This lesson explains the steps to follow when troubleshooting the engine air intake system.
Air intake system problems can cause low power, excessive smoke, high fuel consumption,
turbocharger noise, aftercooler leak, or a high-pitched noise when operating the engine at
full power. General problems (such as low power or low response) can be difficult to
identify.
Aim
Upon completion of this lesson, the student will be able to diagnose and repair problems
related to the engine air intake system.
Reference materials
3406B Truck Engine Service Manual SEBR0544
Using the 6V9130 Temperature Adapter Group SEHS8382
Use of the crankcase gas flow/flow indicator
air 8T2700 SSHS8712
Tools
(123-6700) (1U8865) Infrared Thermometer
6V9130 Temperature adapter group
CFT
Student's book
Finning
• Engine performance
• Leaks
• mechanical failures
Fig. 3.3.1 Air intake system problems
There are three main types of air intake system problems (or complaints).
• Engine performance problems may be in the air intake system, fuel system, or base engine. Typical engine performance
complaints are: low power, low response, excessive smoke, high fuel consumption, low boost pressure, or high exhaust
temperatures.
• Leakage problems can be air leaks on the internal side of the system, exhaust gas leaks, oil leaks in the turbocharger or
lubrication system, or lubricant leaks from or around the aftercooler.
• Mechanical breakdowns can cause turbocharger noise, damage to pipes or other components, or leave foreign material in
the system. When removing a damaged part or component, it is always necessary to find the cause of the failure before
replacing the part.
CFT
Student's book
Finning
• Talk to the operator

• Do a visual inspection
• Start at the exhaust pipe
Fig. 3.3.2 Steps in Air Intake System Troubleshooting
In the first unit we saw the basic steps for troubleshooting and solving
problems. These steps should be used to diagnose air intake system
problems. Talk to the operator to determine any symptoms of the
problem, such as unusual noise or smoke. Ask about maintenance
practices, such as changing air filter elements.
The next step in troubleshooting an air intake system is to perform a
visual inspection. A visual inspection of the air intake system does not
take much time and can avoid a lot of unnecessary work. A good place
to start is by checking the exhaust pipe to see if the engine has forced
(blown) any oil into the pipe. This condition may be caused by oil
leaks from worn seals or clogged turbocharger oil drain lines. Also, it
may indicate a problem in another area of the engine, such as broken
or cracked piston rings or a clogged crankcase breather. If the engine
has been idling for a long time, diesel fuel may be found in the exhaust
pipe (also known as “drooling”).
CFT
Student's book
Finning
Fig. 3.3.3 Air filter service indicator

Check the air filter service indicator to see if the red disc is displayed
and at what rate. If it is above the limits for the engine, reset the gauge
and run the engine under load to determine if the reading is correct. If
the gauge once again shows a high reading, clean or replace the air
filter element. While removing the air filter, check that there are no
other restrictions in the connecting pipe. It is also a good idea to
inspect the service indicator for cracks, dirt, or other damage.
Fig. 3.3.4 Air filter box
Look around the air filter housing for any damage (dents) or holes.
Make sure the cap is tight. Look for airflow obstructions at the filter
housing inlet.
CFT
Student's book
Finning
Fig. 3.3.5 Check hose and pipe clamps

On engines with an air-to-air aftercooler (ATAAC), check all clamps
to ensure they are installed correctly with their torque and are not
broken. Make sure there is no visible damage to the intake manifold
gasket. If the machine has an aftercooler, inspect the piping and seals
between the turbocharger and aftercooler for leaks. Leaks can often be
identified by the trace of soot left at a joint. Also, look around the
gaskets, between the pipe and the aftercooler, for any signs of leaks.
Fig. 3.3.6 Check aftercooler for leaks
If it is a jacket water aftercooled (JWAC) engine, look around the
aftercooler and intake manifold for any signs of either jacket water
(JWAC) or air leaks. Inspect refrigerant lines, hoses, and connections
for any damage that could cause leaks or restriction of refrigerant or
air flow. Make sure all clamps, bolts, and connections are properly
tightened. On ATAAC engines, check for visible cracks in the
aftercooler.
CFT
Student's book
Finning
Fig. 3.3.7 Observe the color of the exhaust

smoke
Auditory and visual checks should also be made while the engine is
running. Start the engine and listen to it run at no load at low idle
speed, at medium speed, and at high idle speed. Listen for
turbocharger noise or locate air leaks and determine if the engine is
running normally or irregularly. If possible, operate the machine to
check for problems when the motor is loaded.
Observe if there is too much smoke coming out of the exhaust and the
color of the smoke coming out of the tailpipe. Black smoke is an
indicator of too much fuel injected or insufficient air for maximum
engine performance. Blue smoke is an indicator that oil has burned in
the combustion chamber. A rapid release of smoke of some color that
then returns to normal is not an indicator of failure. An indicator of a
problem would be that the smoke will not clear quickly and remains
dark and dense.
CFT
Student's book
Finning
Fig. 3.3.8 Using a bead of Vaseline around the joints

There are several methods to find an air leak on the inlet or vacuum
side of the air system. To find an air leak around the O-ring seals or
hose or tube couplings between the air filter and the turbocharger,
place a bead of Vaseline or grease around the joint, and then place the
engine running. If possible, leave the engine running with a load (for
example, stalling the torque converter by pressing the brakes). If there
is an air leak, it will cause a hole in the cord.
Fig. 3.3.9 Using ether to find air leaks
To check if the air leak is caused by a crack, hole, or leak through a
joint in the intake system before the turbocharger, spray a small
amount of ether around the pipe with the engine running. If there is an
air leak, the engine will run a little faster and possibly knock. Do this
test with the engine running and without load.
CFT
Student's book
Finning
Fig. 3.3.10 Using soapy water to find air leaks

To find a leak in the system after the turbocharger (intake or exhaust),
soapy water or shaving cream can be used. Spray the joints with the
soap solution while the engine is running. This procedure is most
effective if the engine is running at least 1,000 rpm. Be careful as the
fan can send debris into your eyes.
Fig. 3.3.11 Use of Vaseline in gasket and seal areas
Restriction of air flow to the engine can cause performance problems.
Remove the precleaner and see if there is any dirt or foreign material
that could cause reduced airflow. Inspect the seal on the outer
(primary) filter element and the gasket on the inner (secondary) filter
element.
If the air filter housing is bent or damaged, air and dirt can flow
around the filters and directly into the engine. To test the box, first put
some Vaseline or a similar product around the gasket and seal. Next,
install the filters and put the box lid on.
CFT
Student's book
Finning
Fig. 3.3.12 Use of powdered chalk in the

prefilter
Start the engine and sprinkle a small amount of powdered chalk (blue
or red) on the precleaner. If the air filter housing is not damaged, the
action of the filters will blow chalk from the intake air.
Fig. 3.3.13 Chalk leaves marks indicating a leak
If the air filter housing is damaged or excessively bent, the chalk dust
will leave marks or guides in the area of the air leak. Although it is not
normal to add foreign material to the air intake system, it is useful to
detect an air leak of this type that can cause great damage to the
engine. Finally, a small amount of powdered chalk during testing is
better than a large amount of dirt in the system.
CFT
Student's book
Finning
Fig. 3.3.14 Run the engine and listen for signs of leaks
If no leaks are found, let the engine run at medium speed without
load. Listen to the sound of the engine for any previously
undiscovered air leaks. Turn off the motor. As the engine stops,
listen for the sound of the turbocharger as the speed is reduced.
Listen for noise due to the wheel contacting the turbocharger
housing (friction). Also, foreign material in the system can cause
parts to break and produce noise.
If the problem is not found by visual inspection, diagnostic testing is

necessary.
Fig. 3.3.15 4C6500 Digital Thermometer Group

A practical method to check for a dirty or clogged aftercooler is to
install temperature probes in the intake manifold and thermostat
housing and run the engine under load. Inlet air temperatures before
and after the aftercooler must be within the specifications found in the
Service Manual. If the inlet air temperature is too high, there is
possibly a blockage in the cooling flow.
CFT
Student's book
Finning
Fig. 3.3.16 Engine pressure group 1U5470 and multitachometer

With the use of the pressure group and the multitachometer, we can
measure the manifold pressure and the engine rpm. The basis of this
performance analysis is that (1) if the engine is in good condition (2),
and if all adjustments are correct and (3) the correct parts are installed,
the inlet manifold pressure is at direct relationship with power. Inlet
manifold pressure is an indication of the amount of air entering the
engine.
Let the engine run until normal operating temperature is obtained.
With the engine at high idle speed, load the engine, using the chassis
dynamometer or the vehicle brakes. Load the engine as it would run at
the engine speeds found in the TMI Marketing Information. Make a
graph of the different pressures in relation to the selected rpm.
Compare this data with the specification, taking into account the
appropriate tolerances.
Review the TMI Marketing Information for normal full load rpm and,
if necessary, change the setpoint value to obtain the correct value.
Next, record the intake manifold pressure, engine speed, fuel pressure,
air intake pressure, and exhaust manifold pressure under load. The
primary check point should be the rated speed of the motor. These
values can be compared to the ranking values. Remember to take into
account the appropriate tolerances for these values.
CFT
Student's book
Finning
• Deposits in the turbocharger restrictor nozzle
• Incorrect regulator adjustment
• Wrong nozzles
• High intake air temperature
• Delayed sync
Fig. 3.3.17 Causes of high intake manifold pressure

If the intake manifold pressure is higher than specification, check the
following:
- Deposits in the turbocharger restrictor nozzle
- Incorrect adjustments of the regulator or rack
- Wrong nozzles
- High engine intake air temperature
- Delayed sync
Don't ignore high intake manifold pressure. It can become a problem
that can cause premature damage to the engine or turbocharger.
• Restriction in the system

of air
• air leak
• Low fuel supply
• turbo problem
Fig. 3.3.18 Causes of Low Manifold Pressure
If the inlet manifold pressure is lower than normal, it is an indication that

there is not enough air and/or fuel flow to the engine. This may be due to:
- Restriction in the air intake system, either on the inlet or outlet side.
- Air leak in the intake or exhaust system
- Low fuel supply
- Turbocharger problems
Pressure measurements can be made on each component to find the exact
location of the problem...
CFT
Student's book
Finning
• Lack of lubricant
• Contaminated lubricant
• Strange objects
• engine shutdown hot
Fig. 3.3.19 Causes of turbocharger breakdowns

The main causes of turbocharger breakdowns are:
- Lack of lubrication
- Contaminated lubricant
- Strange objects
- Hot engine shutdown
CFT
Student's book
Finning
GRAD
ES
CFT
Student's book
Finning
Objective: Upon completion of this practice, the student will be able to diagnose and repair a problem
with the engine air intake system on an operating machine.
Reference materials
Use of the crankcase gas flow/air flow indicator 8T2700 SSHS8712
Tools
1U5470 (6V9450) Engine pressure group 8T2700 Crankcase gas passage/air flow indicator
FT1984 ATAAC Test Group 4C6500 (8T0470) Digital Thermometer Group
3406B Engine 164-3310 (123-6700) 1U8865 Infrared thermometer
Directions: In this lesson you will work with an engine in operation in which a specific situation must
be simulated. The instructor will take on different roles, as necessary. The student will be the Caterpillar
dealer technician and must diagnose and solve the problem correctly.
Use appropriate troubleshooting techniques including appropriate diagnostic equipment to demonstrate
that a component is defective. Use the troubleshooting worksheets during diagnosis. Fill out the
worksheets as you complete the steps of the troubleshooting procedure.
Operator complaint: Low power.

-There is a fleet of trucks that goes from San Luis to Los Angeles. Fleet technicians are well
trained to perform maintenance work, which they do routinely. For the remaining work, the
trucks are taken to the Caterpillar dealer for repair.
This morning, the person in charge brought in a truck in which the driver complained of low
power.
CFT
Student's book
Finning
ISOLATE THE PROBLEM Mention at least three questions that you would ask an operator like
Helps identify that a problem exists:
Gather the
information
Perform a visual When troubleshooting, perform a visual inspection first. Mention at least
inspection three typical elements that should be examined during a visual inspection:
Check the Verify that the problem exists. Operate the product to play the
problem
MAKE A LIST OF Identify the systems and components that could be causing the problem,
POSSIBLE including the less obvious ones. Make a list of at least four items in the order in
FAULTS which they should be checked:
CFT
Student's book
Finning
DETERMINE
THE BASE
performed. Make a list of tools and service publications needed for diagnosis.
CAUSE Identify at least two tests to perform.
Proof:
Diagnostic tools:
Proof:
Diagnostic tools:
REPAIR THE FAILURE After isolating the component that you suspect from the results of
test that is causing the problem, adjust or replace the component. Make a list
of the six basic repair procedures to follow:
VERIFY After completing the repair, always verify that the product is operating
THE REPAIR correctly. List at least two things you would do to ensure that the repair was
done correctly.
DOCUMENT Complete the service report and any other required documentation after
THE REPAIR completing the job. Make a list of at least two documents that may need to be
completed after the repair.
CFT Finning
Student's book
UNIT 4
Engine cooling systems
Introduction
This unit presents the components and operation of Caterpillar engine cooling systems.
We will also look at engine cooling system testing, diagnostics, calculations, and
maintenance procedures.
Goals
• Explain the flow of coolant through the different components of cooling systems.
• Determine the different flow or heat transfer problems in the cooling system.
• Identify the temperature stabilization point of a motor with different loads, during a
workshop practice.
• Diagnose the causes of temperature stabilization problems of an operating engine, during a

workshop practice.
• Explain proper maintenance methods for the cooling system of Caterpillar engines.
Reference materials
9U7400 Multitachometer II NSHS0605
Using the multitachometer group6V3121 SSHS7807
Use of the crankcase gas passage/air flow indicator group 8T2700SSHS8712
Engine Operation and Maintenance Manual
C-10, C-12, 3406E, C-15 and C-16 for truck SSBU7186
Cooling system field test LEKQ7235*
- NXNXX.LAVASUUULNSLALLZAS LPeLAD LA8 ©G3 %a
CFT Finning Technical Training Center Student Book
Tools
223-9116 (172-8851) Extended Life Coolant Test Kit
4C6500 (8T0470) Digital thermometer group
4C9301 Coolant Conditioner Test Kit
1U7297 (5P0957) Coolant Tester
9U7400 or 6V3121 Multitachometer group
8T2700 Crankcase gas passage/air flow indicator group
8T5296 Supplemental Coolant Additive Test Kit
9S8140 Pressurization pump group
1U8865 Infrared thermometer
CFT
Finning Lesson 1: Introduction to Cooling

Systems
Introduction
This lesson explains the basic operation of various cooling systems used
in Caterpillar engines.
It also provides an overview of system components, some typical
problems, and cooling system maintenance procedures.
Goals
• Explain the functions of the cooling system components.
• Identify the different cooling systems and understand the flow of

refrigerant in each system.
Reference materials
None
Tools
None
S.oGeTechnical
K Training Center
CFT
Student's book
CFT
Student's book
Finning
Finning
ENGINES ENGINES WITH AIR TO AIR
AFTERCOOLERS
33% Converted to flywheel power 42% Converted to flywheel power
30% Expelled through) exhaust 33% Expelled through the exhaust

system system
7% Radiated from the engine surface 3% Radiated from the engine surface
directly to the atmosphere directly to the atmosphere
30% Dissipated through the cooling 22% Dissipated through the cooling
system system
Fig. 4.1.1 Engine heat energy
To produce power, engines depend on being able to burn fuel efficiently.

However, only 33% of this total heat energy is converted into driving
power. Approximately 30% is expelled through the exhaust system, while
another 7% radiates from the engine surfaces directly into the atmosphere.
The remaining 30% must be dissipated through careful cooling system
design.
Truck engines, with air-to-air aftercooling, tend to convert more heat
energy into flywheel power (42%). About 33% is expelled through the
exhaust system and approximately another 3% is radiated directly into the
atmosphere. This leaves about 22% of heat energy that must be dissipated
through the cooling system.
To emphasize in daily terms how much heat we are talking about, it has
been calculated that a 200 HP diesel engine, operating at 70% of its full
load, produces enough heat to heat five houses with five rooms each, with
an outside temperature from 0 C. 0
The heat to be dissipated
depends on the power
produced
Fig. 4.1.2 Power and heat dissipation
The primary function of the cooling system is to absorb this unused

combustion heat and transfer it to the atmosphere. When we
understand the relationship between power output and fuel burned, it is
obvious that the amount of heat transported by the cooling system is
directly related to the power produced by the engine.
Fig. 4.1.3 Heat is dissipated in the radiator core
The radiator is one of the systems used to remove excessive heat

produced in the engine. The radiator core dissipates the heat taken by
the coolant from the engine and its accessories. As coolant passes
through the passages in the core or tubes, air passes between heat-
dissipating fins around the tubes, transferring heat from the coolant to
the air moving through the radiator.
CFT
Student's book
©G
Finning
CFT
Student's book
Finning
Fig. 4.1.4 Radiator heat transfer rate

Radiators are designed so that the rate of heat transfer in the core is
balanced by the heat taken into the engine at the desired operating
temperatures. Since the radiator cannot remove more heat than the
water can take in and deliver to the system, there is not much benefit to
increasing the coolant capacity except as a possible precaution against
overheating.
Fig. 4.1.5 Radiator core tubes

The radiator core tubes can be straight, as shown on the left, or
diagonal, as shown on the right. Most tubes are made of aluminum or
copper.
CFT
Student's book
Finning
CFT
Student's book
Finning
Fig. 4.1.6 Radiator heat dissipation fins

To a large extent, the heat dissipating fins determine the radiator's
ability to cool the water in the tubes. The more fins there are per inch,
the greater the cooling rate. Thus, the core shown on the right will have
a higher cooling rate. However, the same core also has a higher
plugging rate, since the fins are closer together, and smaller spaces
become clogged easily.
Fig. 4.1.7 The radiator cap pressurizes the cooling system

One way to improve cooling system performance is by pressurizing the
system. Pressurized water boils at a higher temperature than water at
atmospheric pressure. Since evaporation occurs at the boiling point,
raising the boiling point prevents the loss of refrigerant through
evaporation. Pressurization also helps eliminate water pump cavitation,
which can cause severe pump and motor damage.
• Minimizes the formation of bubbles
• Air bubbles do not transfer heat as
effectively as water
Fig. 4.1.8 Advantages of cooling system pressurization
Pressurization also decreases the formation of air bubbles that cause

jacket pitting and decrease heat transfer. A bubble next to a hot engine
part, such as a cylinder liner, can decrease effective cooling and cause
serious engine damage. Even more importantly, bubbles in the coolant
can cause pump cavitation, affect flow rate, and cause overheating
problems.
Fig. 4.1.9 The boiling point of liquids depends on pressure and height
The boiling temperature of a liquid depends on the pressure. At

atmospheric pressure at sea level, water boils at 100 0 C (212 0 F).
However, at higher altitudes, water boils at a lower temperature. If the
pressure of the system is increased, the boiling point increases.
CFT
Student's book
Finning
CFT
Student's book
Finning
Fig. 4.1.10 Large spring in radiator cap

To obtain a safe boiling point in the cooling system, the coolant is
pressurized as it heats and expands. The maximum pressure level is
determined, in part, by the large spring that loads the radiator cap
valve.
Fig. 4.1.11 Radiator discharge

Unloading occurs when the pressure in the radiator is equal to the local
atmospheric pressure plus the pressure in the valve due to spring force.
However, a pressurized radiator cap is designed so that even at high
altitude, it remains under sufficient pressure to allow an adequate
coolant boiling point safety margin.
CFT
Student's book
Finning
Fig. 4.1.12 Radiator cap relief valve

When the engine is off, the coolant contracts. If air from the top of the
tank was discharged during operation, the air must be allowed to enter
now to prevent less than atmospheric pressure in the cooling system.
This is accomplished with the small valve in the center of the large disc
valve. The small valve opens when the atmospheric pressure is greater
than the sum of the low spring pressure plus the radiator pressure.
• Radiator
• Keel cooling
• Seawater
Fig. 4.1.13 Three basic types of cooling systems
The three types of cooling systems are:

- radiator
- Keel cooling
- Seawater
CFT
Student's book
Finning
RADIATOR TYPE COOLING SYSTEM
Fig. 4.1.14 Radiator type cooling system

This is a typical radiator cooling system. This cooling system has one
outlet, controlled by a thermostat. The flow pattern starts at the water
pump and is split between the oil cooler and jacket water aftercooler (if
equipped); then it goes through the block, cylinder head, thermostat
housing and thermostat. At this point, the thermostat sends return
coolant to the pump through the bypass tube, to the radiator, or to the
pump and radiator.
COOLING SYSTEM "WITH BYPASS*
Fig. 4.1.15 “Bypassed” Cooling System

This is a truck "bypass" cooling system. This cooling system operates
in the same way as the typical radiator system, except that it has an
additional upper compartment and a bypass tube installed between this
upper compartment and the pump inlet. This is done to provide
constant pump pressure during sudden engine rpm changes in truck
gear changes (downshifts). Without this additional tubing, the pump
can have negative pressure during downshifts and suffer from
cavitation.
CFT
Student's book
Finning
KEEL TPO COOLING SYSTEM
Fig. 4.1.16 Keel type cooling system

This is a keel cooling system for a marine application. The coolant flow in
this system is basically the same as described above for the radiator cooling
system, except for the operation of the water temperature thermostat.
Furthermore, this system is an internally controlled system.
The thermostat detects the temperature of the water in the expansion tank, not
the temperature of the water leaving the engine. When the water temperature
in the expansion tank is lower than the opening temperature of the thermostat,
the thermostat blocks the flow of coolant from the keel cooler to the
expansion tank. At the same time, the thermostat allows coolant to flow from
the engine outlet, directly to the expansion tank. Coolant from the expansion
tank enters the engine again through the water pump and cycles through the
engine, taking in additional heat energy. No engine coolant flows to the keel
cooler, because the keel cooler outlet is blocked by the thermostat.
When the coolant in the expansion tank is hot enough to open the thermostat,
the thermostat begins to open the flow path from the keel cooler to the
expansion tank. At the same time, the regulator begins to block the flow from
the engine outlet to the expansion tank. Part of the coolant from the engine
outlet flows to the keel cooler, where it transfers some of its heat energy. If
the regulator is fully open, all engine outlet flow will flow to the keel cooler.
Engine outlet flow will be blocked and will not reach the expansion tank until
it has passed through the keel cooler.
The keel cooler consists of a series of tubes welded or suspended from the
keel of a boat or vessel in a serpentine pattern. As the coolant flows through
the keel cooler, it transfers heat energy to the water in which the boat is
floating.
CFT
Student's book
Finning Other types of keel coolers are the skin cooler and the mesh cooler. A
casing cooler consists of tubes within the hull, with the hull itself being
the external portion of the casing cooler. Mesh coolers are like small
radiators mounted on the outside of the helmet. They are usually next
to the hull to protect them from damage in shallow water.
The system may also include water-cooled turbochargers, exhaust
manifolds, and marine transmissions. In the keel cooling system, the
engine coolant flows through the entire circuit, even through the
exterior pipes of the boat.
Fig. 4.1.17 Cooling system with heat exchanger

The diagram in Figure 4.1.17 shows a separate circuit cooling system,
called a heat exchanger cooling system. The coolant flow is similar to
that of the keel cooling system. The main difference is that, instead of
using keel pipes, the coolant passes through a heat exchanger, or water
box, where it transfers its heat energy to another liquid. In marine
applications, the other liquid is typically seawater that is pumped on
board.
This type of system can also be used in situations where a radiator is
mounted remotely on a roof and the engine is in the basement. To
avoid excessive peak pressure in the engine cooling system, a heat
exchanger is used.
Figure 4.1.17 shows a water-cooled turbocharger. There could also be
water-cooled exhaust manifolds and an oil cooler. All of these
components must have engine coolant cycle through them to take up
excess heat energy. The other liquid, such as sea water, should only
circulate through the water box and related pipes.
CFT
Student's book
Fig. 4.1.18 Seawater cooling system

Another separate circuit cooling system is the seawater system.
Seawater is used in heat exchangers as a cooling medium for the
engine heat exchanger, aftercooler and oil cooler. One or more of
these units may not be in the circuit. The components can be
arranged in series (as shown in Figure 4.1.18), in parallel or in
series/parallel, depending on the requirements of the particular
installation.
In this system, the engine coolant is only in the engine and heat
exchanger. Seawater circulates through the other components. Other
metals, such as bronze or copper-nickel, should be used in seawater
system components to prevent corrosion.
Fig. 4.1.19 Seawater system at the front of the engine

This is a seawater system at the front of the engine. The red plug is a
zinc rod, installed in the raw water system pipe. Engines used in
marine operations have zinc rods installed in the seawater system.
These zinc rods reduce corrosion in the system (caused by the action of
seawater on metal parts). Chemical action (galvanic action) will cause
corrosion of the zinc rods, but will keep damage to seawater system
parts to a minimum.
CFT
Student's book
Finning The rods are attached to plugs and placed in the aftercooler pipes and
at the outlet of the seawater pump pipes. The cap is painted red for
easy identification.
Fig. 4.1.20 New zinc rod (left), Deteriorated zinc rod (right)
Zinc rods should be inspected regularly. Normal service intervals may

vary depending on installation. A good starting point is every 50
service meter hours. Then adjust the inspection intervals according to
the conditions. To inspect the rods, remove the plugs and tap them
lightly with a small hammer. If the rod has deteriorated or flakes off
when tapped, install a new zinc rod in the plug as it is no longer useful.
Do not put any substances on the plug threads (such as anti-seize or
sealant), as they may prevent proper electrical contact between the plug
and the case.
Fig. 4.1.21 Water pump

The water pump and pump impeller keep water circulating, effectively
transferring heat between the engine and coolant and then to the
radiator or heat exchanger.
CFT
Student's book
Finning
Fig. 4.1.22 Thermostat housing

For testing purposes, the water thermostat box has a number of holes
for control sensors or water temperature probes.
Fig. 4.1.23 Thermostat housing and

thermostats
Figure 4.1.23 shows a thermostat box with large holes (outside the
engine), containing three sleeve thermostats. Each of the thermostats is
placed in a hole and has a flare and lip seal. Multiple thermostats are
used to allow greater flow.
CFT
Student's book
Finning
Fig. 4.1.24 Thermostat and

seal
Figure 4.1.24 shows, out of its box, the seal and thermostat. The
smaller cylindrical portion of the thermostat is the part in contact with
the seal. Care must be taken to properly install the seal and thermostat
or else coolant will leak. Do not touch the lip of the seal with your
fingers.
Fig. 4.1.25 Various types of

thermostats
Several types of thermostats are used in Caterpillar engines. These may
have different designs or be mounted differently, but they all do the
same job: control coolant temperature. As long as the coolant does not
have a minimum temperature, the thermostat opens a flow path from
the water pump to the radiator. At the same time, the thermostat closes
the flow path to the radiator bypass, thus sending all flow from the
water pump to the radiator. The maximum coolant temperature is
determined by the coolant capacity and engine heat load, not the
thermostat.
CFT
Student's book
Finning
Fig. 4.1.26 Engine cooling fan

The fan can be a blower fan or a suction fan. The blower fan, which
sends air away from the motor, is best for the machine in hot weather
or high-dust applications. This also prevents sucking dirt and debris
into the radiator core. The suction fan, which pulls air toward the
engine, is most effective for cooling at fixed points or in vehicles with
high travel speed (dynamic pressure air), or can provide heating to the
operator in cold weather.
Fig. 4.1.27 Reversible engine cooling fan

A reversible fan is available for applications where it is advantageous
to switch between a blower fan and a suction fan (or vice versa), often
in a short time. This fan is more expensive than an ordinary fan, and
has a large hub that reduces the effective cooling area of the radiator.
CFT
Student's book
Finning
Fig. 4.1.28 Coolant flow through the engine block

Caterpillar engine blocks are designed to provide higher velocity flow
in the hottest areas of the cylinder liner. This higher speed maintains a
higher differential temperature and thus allows for more efficient heat
transfer.
Fig. 4.1.29 Bushings

Cooling system bushings direct and seal coolant as it flows from the
block to the cylinder head through the spacer plate.
CFT Lesson 2: Calculations related to cooling

Finning
systems
Introduction
This lesson presents the basic design parameters of cooling systems and the definitions and
calculations related to the cooling system.
Aim
Upon completion of this lesson, the student will be able to calculate heat radiation to help
determine cooling system problems.
Reference materials
None
Tools
None
CFT
Student's book
Finning 98.9º C (210º F): Pressurized cooling system temperature

93.3º C (200º F): Non-pressurized cooling system temperature
82.2º C (180º F): Thermostat begins to open in vehicles other than trucks
87.7º C (190º F): Thermostat begins to open on heavy-duty trucks
Fig. 4.2.1 Maximum permitted cooling temperatures

Typically, the maximum coolant temperature allowed in a pressurized
system is 98.9º C (210º F), but some applications may have higher
maximums.
The maximum coolant temperature allowed in a non-pressurized system
is 93.3º C (200º F).
On machines other than trucks, the standard Caterpillar thermostat begins
to open at 82.2º C (180º F) and should be fully open at 91.6º C (197º F).
On heavy duty trucks, the thermostat begins to open at 87.7º C (190º F)
and should be fully open at 97.7º C (208º F).
1 lb/in 2 increases point

boiling at 3º F
Delta (A) T (differential temperature) - 1º F to 15º F
Maximum Delta T - 25º F
Fig 4.2.2 Delta T (Differential Temperature)

A 1 lb/in 2 increase in cooling system pressure increases the boiling point
of the coolant by 3º F. The normal delta ( A ) T of an engine is 1º F to 15º
F. The maximum delta T is 25º F.
Delta T is the temperature difference in the cooling system, for example
between the upper tank and the lower tank or between the coolant inlet
and outlet temperatures.
Stability: heat removed by the radiator
= engine heat
Stable condition: Through motor

= A through the radiator
CFT
Student's book
Fig. 4.2.3 Cooling system stability

Finning
Most cooling systems are designed to stabilize the engine coolant
temperature at full load at 37.7º C (100º F) above ambient temperature.
Stability means that the heat transferred from the radiator to the
environment is equal to the heat that the engine sends to the radiator.
At steady state, the delta T across the engine will be equal to the delta T
across the radiator.
The amount of heat transfer in the radiator from the coolant to the air is
directly related to the temperature difference between the coolant and the
air.
An increase in this differential temperature will increase heat transfer in
the cooling system.
A well-designed system operates at a temperature high enough for good
heat transfer to occur, but low enough to prevent boiling of the
refrigerant.
CFT
Student's book
Finning
High Delta T - Flow Problem
Low Delta T - Capacity Issue
Fig. 4.2.4 Problems in case of high delta T and low delta T

If in a stable condition a high delta T is noted between the inlet and outlet
of the radiator, there is probably a flow problem. This causes the coolant
to stay in the radiator longer and radiate more heat to the ambient air.
With a high delta T, remember the acronym AF (Very Far Temperatures
= Flow Problem)
If a low delta T is observed in a stable condition, there is probably a
capacity problem. The radiator may be smaller than it should be for the
engine.
With a low delta T, remember the acronym CC (Very Close
Temperatures = Capacity Problem).
psi
Maximum static head pressure at pump inlet - 25
Maximum vacuum at pump inlet -

1 lb/in 2 for trucks, 0.5 lb/in 2 for others
Maximum external constraint

at the engine outlet - 30 feet of H O.
Fig. 4.2.5 Cooling System Specifications

The maximum static head pressure at the water pump inlet is 25 psi .
The maximum vacuum at the water pump inlet is 1 psi on truck engines
and 0.5 psi on other diesel engines.
The maximum external restriction at the engine outlet is 30 feet of H 2 O.
Heating or cooling of a material
Hot substances transfer heat to colder

CFT
Student's book
Finning
substances
Fig. 4.2.6 Cooling system temperature
Temperature is the degree of how hot or cold a material is. Generally, the
more heat energy added to a material, the more its temperature increases.
The more heat energy that is removed from a material, the lower its
temperature. When two substances of different temperatures are in
contact, the hotter substance transfers its heat energy to the colder
substance.
Average coolant temperature minus ambient air

temperature
= Cooling system potential
Fig. 4.2.7 Cooling system potential
The potential temperature of the cooling system is the average radiator

coolant temperature in stable operation, minus the ambient air
temperature.
Potential = [(radiator inlet temperature + radiator outlet
temperature) ÷ 2] - ambient air temperature.
Amount of heat required to raise the

temperature of an object by 1 o F
Fig. 4.2.8 Cooling system heat capacity

CFT
Student's book
Finning
Heat capacity is the amount of heat necessary to increase the temperature
of an object or body by 1º F. Different materials have different heat
capacities. Likewise, different amounts of the same material have
different heat capacities (more heat energy is required to raise the
temperature of two pounds of water 1 o F than that of one pound of water).
1 BTU = amount of energy required to raise the

temperature of 1 pound of water 1º F
1 BTU/lb °F
Fig. 4.2.9 Specific heat of water
Specific heat is the ratio of the heat capacity of a material to its weight (or
mass). The specific heat of water is used to define the basic unit of heat
energy, the British Thermal Unit (BTU).
One BTU is equal to the amount of energy required to increase the
temperature of one pound of water 1º F, that is, 1 BTU/lb or F = Specific
heat of water
8.1 BTU/gal or F = Specific heat of water
Fig. 4.2.10 Specific heat (one gallon of water)

Since a gallon of water at 82.2º C (180º F) weighs approximately 8.1 lb, it
would take 8.1 BTUs to raise the temperature of a gallon of water 1º F.
This number, 8.1 BTU, is the heat capacity of one gallon of water. The
number changes with the addition of other substances, such as antifreeze,
but for this lesson we assume that we are working with tap water.
For a 50/50 mixture of water and antifreeze, the number is 7.3 BTUs per
CFT
Student's book
Finning
gallon. A 50% mixture has a heat capacity less than 0.85 BTU per lbºF,
and a weight density greater than 8.6 lbs per gallon, therefore:
(0.85 BTU/lbº F x 8.6 lb/gallon=7.3BTU/galº F)
Since we normally work with the volume of refrigerant, not its weight,
we will use 8.1 BTU/gal ºF as the specific heat of water in our
calculations related to cooling systems.
CFT
Student's book
Finning
GRAD
ES
CFT Finning
Student's book
CALCULATIONS RELATED TO COOLING SYSTEMS

LESSON 2, SHEET 1
The formula to calculate heat radiation is:
HR = Flow (g/min) x Delta T (º F) x specific heat (8.1 BTU/gal º F)
Problem no. Example 1:
Given: Water flow rate = 90 g/min

Delta T= 7º F
Find: Heat Radiation
HR= Flow x Delta T x Specific heat

HR= 90 x 7 x 8.1
HR= 5,103 BTU/min
Problem no. Example 2:
Given: Heat radiation in the engine = 4,436 BTU/min

Water flow rate = 41 g/min
Find: Delta T
HR= Flow x Delta T x Specific heat

Delta T = HR ÷ [(flow) x (specific heat)]
Delta T = 4,436 ÷ (41 x 8.1)
Delta T = 13.4º F
CFT Finning
Student's book
Problem no. example 3

Given: Heat radiation in the engine = 30,000 BTU/min
Water flow rate = 309 g/min
Radiator inlet temperature = 210º F
Radiator outlet temperature = 198º F
Heat radiation at radiator = 750 BTU/min/ft 2 at 100º F potential
Find: Radiator size for 110º F ambient capacity.
Step 1 - Find motor delta T
Delta T = 30,000 ÷ [(309) x (8.1)]
Delta T = 12º F
Step 2 - Find potential
Potential = [(Temp. radiator inlet + temp. radiator outlet)/2] - Temp. ambient air
The system stabilizes when the radiator inlet temperature (engine outlet temperature) is 100º F
higher than ambient temperature.
Temp. radiator inlet = ambient + 100º F
Temp. radiator inlet = 110º F + 100º F
Temp. radiator inlet = 210º F
Temp. radiator outlet = temp. radiator inlet - Delta T
Temp. radiator outlet = 210º F - 12º F
Temp. radiator outlet = 198º F
Potential = [(210º F + 198º F) ÷ 2] - 110º F
Potential 94º F
Step 3 - Find the radiator size for a potential at 100º F:
Radiator size = Total heat radiation ÷ transfer/ft 2
Radiator size = 30,000 BTU/min ÷ 750 BTU/min/ft 2
Radiator size = 40 ft 2 for potential at 100º F
Step 4 - Find the size of radiator needed for a potential at 94º F:
Use ratio and proportion to calculate radiator size. Note that the size of the radiator is inversely
proportional to the potential. As the potential decreases, the size of the radiator must increase.
Size needed 40 ft 2 = Potential at 100º F ÷ potential at 94º F
Necessary size = 40 x 100 ÷ 94
Size needed = 42.55 ft 2
CFT
Student's book
Finning
Problem no. example 4
Using the operating parameters and radiator size calculated in problem No. 3 as an example,
calculate what the engine outlet temperature would be if the radiator became clogged on both the
air side and the coolant side in such a way that it could only transfer 500 BTU/min/ft 2 at 100º F,
and the water flow will decrease to 220 g/min.
Step 1 -Find the Delta T of the motor:
Delta T = 30,000 ÷ [(220) x (8.1)]
Delta T = 16.8º F
Step 2 - Find the total BTU/min radiated by the clogged radiator:
(42.55 ft 2 ) (500 BTU/min/ft 2 ) = 21,275 BTU/min for potential at 100º F
Step 3 - Find the new potential:
Potential = average radiator temperature in stable operation, minus ambient air
temperature.
Steady operation means that the radiator is radiating as many BTUs to the ambient air as
the engine is sending to the radiator. If the radiator can only transfer 21,275 BTU/min at
potential at 100º F and the engine is sending 30,000 BTU/min to the radiator, the
potential will increase proportionally until the system stabilizes. Therefore:
New potential ÷ 100º F = 30,000 ÷ 21,275
New potential = 100º F x 30,000 ÷ 21,275
New potential = 141º F
Step 4 - Find the motor outlet temperature:
Potential = Temp. Radiator Average - Temp. atmosphere
Average radiator temperature = Potential + Temp. atmosphere
Average radiator temperature = 141º F + 110º F
Average radiator temperature = 251º F
Motor outlet temperature = Temp. radiator average + 0.5 x Delta T
Engine outlet temperature = 251º F + 0.5(16.8º F)
Engine outlet temperature = 259.4º F
CFT Finning
Student's book
NOTE
CFT
Training center 0
Student's book
Lesson 3: Cooling System Troubleshooting

Finning
Introduction
This lesson explains potential problems related to cooling systems and test procedures for
troubleshooting and diagnosing the engine cooling system.
Aim
Upon completion of this lesson, the student will be able to diagnose and repair problems
related to the engine cooling system during a workshop practice exercise.
Reference materials

Using the 4C6500 Digital Thermometer Group NEHS0544
Using the 8T2700 Crankcase Blow/Air Flow Indicator
Using the 6V3121 multitachometer group SSHS8712
SSHS7807
Tools
8T2700 Crankcase exhaust/air flow indicator

9S8140 Pressure pump
6V3121 Multitachometer group
164-3310 (1U8865) (123-6700) Infrared thermometer
CFT
Student's book
Finning
Fig. 4.3.1 Basic cooling system problems

There are three basic problems to look for when performing the cooling system troubleshooting
procedure.
1. Overheating
2. Refrigerant loss
3. Excessive cooling
- Low coolant level

- Faulty coolant temperature gauge - Other heat generating components
Overheating - engine overload - Coolant flow restriction
- Clogged radiator, coolant or side air - Defective pulleys and belts
- Defective temperature regulator
- Faulty fan or protective cover
- Engine leaks, internal or external - Leaks through hoses or connections

- Faulty radiator or hose cover
Refrigerant loss
- Low ambient air temperature - Light load

Excessive cooling - Open or bypass temperature regulators - Faulty coolant temperature gauge
Review the cooling system diagnostic information in Figure 4.3.2, which shows possible causes of
overheating, coolant loss, and excessive cooling.
Sometimes, it may appear that the condition is present, when it really is not. For example, a faulty
temperature gauge may indicate overheating or excessive cooling without there being an actual
problem in the engine cooling system.
CFT
Student's book
Finning
Fig. 4.3.3. damaged radiator

Some problems are not as severe as they might seem. For example, there is no need to replace this damaged radiator if there is
no engine overheating or coolant leak problems. The damage is located in a small area near the fan hub. Since there is little air
movement in this area, there is little cooling.
Fig.4.3.4 Damage to fan blade

We see here a typical five-bladed fan. The spacing of the paddles is not by mistake. This spacing is so that it makes less noise.
Something hit this fan and caused damage to the blades. Damage could reduce system performance, so it must be replaced.
CFT
Student's book
Finning
Fig. 4.3.5 Checking belt tension

For proper operation of the cooling system, proper belt tension is important. Slipping can reduce the operating speed of the fan
and, in some cases, the water pump. A belt tension gauge can be used, although contact tension or a squealing sound when
accelerating may indicate a loose belt. The belt and pulley grooves should also be inspected for wear.
Fig.4.3.6 Temperature meter

An overheating complaint may not be a cooling system problem. The problem could be a faulty meter (arrow). Meter readings
should be compared to those of calibrated diagnostic tools. Calibration is essential, because an error of just 1º F could be
enough to misdiagnose a cooling system problem.
Student's book
ng
• Cooling system leaks

• Defective radiator cap
• Faulty thermostat
Fig 4.3.7 Other cooling system problems
Leaks in the cooling system reduce cooling capacity.

A faulty radiator cap can produce too much pressure resulting in leaks or too little pressure resulting in coolant boiling, vapor
formation, and possible cavitation.
A faulty thermostat, if stuck in the open position, will cause excessive cooling under low load conditions. A thermostat stuck
in the closed position will cause overheating, and if it is partially stuck in the open position, it will operate correctly only under
load condition.
Fig. 4.3.8 Verification of the thermostat in hot water

A thermostat can be checked by placing it in a beaker of hot water. Figure 4.3.8 shows the thermostat at the bottom of the
beaker. The thermostat must be suspended for a proper test to be accomplished. The thermostat should be placed in the water
in such a way that the temperatures can be recorded at start and fully open. Temperatures should also be recorded as they
decrease and the thermostat is closing. The test must be repeated to ensure uniform thermostat operation.
CFT
Student's book
Finning
Fig. 4.3.9 Checking Cooling System Temperatures

Figure 4.3.9 shows the appropriate locations to insert temperature probes for diagnosing cooling system problems. In this
engine, the thermostat is placed in the front left corner of the cylinder head.
A probe must be inserted into the thermostat case. The probe shown in this photograph records the temperature of the coolant
at the outlet of the box. This will not give an accurate reading of the engine outlet temperature until the thermostat opens. If the
thermostat is stuck in the closed position, it could be a real problem.
Another connection at the back of the case measures the temperature of the coolant entering the case. In this photo, an engine
gauge panel detector is installed there. A preferable method would be to remove the detector from the panel and install the test
probe in its place. This is the best place to test the coolant temperature at the engine outlet (radiator inlet).
CFT
Student's book
Finning
Fig. 4.3.10 Ambient temperature measurement

The ambient air temperature should also be measured. The probes
must be placed in a position that allows measuring the temperature of
the air passing to the radiator. It should not be placed directly on the
motor, because the radiated heat would give a false reading. It should
also not be placed in the dead air space in front of the fan hub.
Fig. 4.3.11 Probes at the radiator and water pump outlet

The probes should be located at the radiator and water pump outlet, as
shown here.
CFT
Student's book
Finning NOTE: Refer to the engine specification sheet "Cooling System

Field Test" (LEKQ7235) and review the following sections before
performing the shop practice exercises.
- Section 3.0: Instrumentation (note probe locations for motor
used in class).
- Section 5.0: Cavitation Test. This test determines whether
water pump performance is satisfactory over
the entire expected cooling temperature
operating range.
- Section 6.0: Level Mark Test. This test determines the amount
of cooling system reserve and the correct
position of the lower mark on the upper radiator
tank.
- Section 7.0: Air Drain Test. This test determines the
combustion gas/air purge/exhaust capacity of
the cooling system.
- Section 8.0: Cavitation Test. This test determines at what
ambient air temperature the maximum design
limit of maximum engine outlet temperature
will be reached.
- Section 9.0: Fill Test. This test determines if the cooling
system has a false fill characteristic, using a
bucket or hose method. This test also measures
the volume of the cooling system.
- Section 10.0: System Reliability Assessment. This is a list of
cooling system inspections that should be
performed to prevent premature failure.
CFT Finning
Student's book

Objective: Upon completion of this practice, the student will be able to perform cooling system tests on a machine in
operation.
Reference materials
Using the 8T2700 Crankcase Blow/Air Flow Indicator SSHS8712
Using the 6V3121 multitachometer group SSHS7807
Tools
8T2700 Crankcase gas leak/air flow indicator
9S8140 Pressure pump
6V3121 Multitachometer group
3406B diesel engine
Indications
1. Record the specifications given in the Service Manual for the tests mentioned below.
2. Check air flow through the radiator core, using the 8T2700 Air Flow/Blow Gas Indicator.
3. Check fan speed, using multitach group 6V3121.
4. Check the radiator cap, using pressure pump 9S8140.
5. Explain why each test should be performed.
Air flow: Radiator cap pressure:

Specification: Specification:
Real: Real:
Reason for testing: Reason for testing:
Fan speed:
Specification:
Real:
Reason for testing:
CFT Finning
Student's book
GRADES
CFT
Student's book

Finning
Objective: Upon completion of this practice, the student will be able to perform temperature measurements at various points
in the engine cooling system.
Reference materials

4C6500 digital thermometer NEHS0554
Tools

164-3310 (123-06700) (1U8865) Infrared Thermometer
3406B diesel engine
Indications
1. Install the temperature probes in the following locations on the engine, using the special instructions that come with the
diagnostic tool:
T1: Engine inlet (water pump outlet).

T2: Engine outlet (inlet to thermostat box - this is also considered the radiator inlet).
T3: Radiator outlet (water pump inlet).
T4: Ambient air (wind it around the radiator guard, if present, or locate a similar position).
Optional locations
T5: Oil cooler

T6: Oil passage
T7: Exhaust pyrometer
T8: Turbocharger housing (using the infrared gun)
T9: Exhaust Manifold - (using a manually held surface probe).
CAUTION: The student using this probe should wear a glove to hold the probe to avoid burns. The tip of
the probe will become very hot.
Do not let anything touch the probe (especially body parts).
• The probe should be kept perpendicular to the surface being measured.

• The probe should be held against the surface until the temperature reading stabilizes.
CFT Technical Training Center
, either
Finning
T FinningONES OF TEMPERATURE Student Book
Yo-T
2. Using the "Engine Temperature Measurements" worksheet, take an initial reading from all gauges and record it on the worksheet
T1 the engine. If theT2
before starting
motor Delta T
engine has not yet been T3
motor Delta T
T4 must register
started, all probes T5 the same
Radiator Ambient oil cooler oil
OTOR
T6 ambient T7
temperatureT8
Output
value.
turbo
T9
exhaust
3. Operateinput output80% of rated load outlet
the engine at approximately air readings every three
and begin taking minutes.pyrometer
passage housing
Continue taking readingsmanifold
until
INITIALthe engine stabilizes at this load. Stability is achieved when there are three consecutive readings without changes in any of the
READING temperatures. Readings should be taken and recorded every three minutes during all tests.
4. When the engine has stabilized, increase the load and let the engine stabilize again, if possible. Do not let the engine outlet temperature
rise above 98.8º C (210º F).
5. After the motor has stabilized, reduce the load to 80% and again allow the motor to stabilize. This temperature should be very similar
to the first stabilization point.
6. Reduce the load to approximately 50% of the rated load and allow the motor to stabilize.
7. Remove all load and allow engine to cool, if required. Run the engine at idle until T2 (engine outlet temperature) is at or below 82.2º C
(180º F). The air inlet tube must have a surface temperature of 60º C (140º F) or less, as measured with the infrared gun. Turn off the
motor.
T
hn
a
Tr
ni
C
te
S
de
'
bo
k
CFT Finning
Student's book
GRADES
CFT Finning
MFinning TEMPERATURE IONS Student Book
"T
Student's book
OTOR
T1 T2 T3 T4 T5 T6 T7 T8 T9
motor Delta T motor Delta T Radiator Ambient oil cooler oil Output turbo exhaust
Workshop
inputPractice Exercise
output outlet air passage pyrometer housing manifold
Objective: Upon completion of this
INITIAL practice, the student will be able to diagnose and repair an engine cooling system
READINGproblem on an operating machine.
Reference materials
4C6500 digital thermometer NEHS0554
Tools
164-3310 (123-06700) (1U8865) Infrared thermometer
3406B diesel engine
Directions: In this practice you use an operating engine with an overheating problem. The students are the Caterpillar
dealer technicians who must diagnose and resolve the problem correctly.
Proper troubleshooting techniques, including the use of appropriate diagnostic equipment, must be used to prove that a
component is defective. Use the Caterpillar Troubleshooting Worksheets during diagnosis and complete the worksheets as
you complete the troubleshooting steps.
Cooling system problem: The engine has an overheating problem and shuts down due to the temperature sensor detecting
overheating. Te
hn
a
Tr
ni
Ce
e
S
de
'
bo
k
CFT 8. LAVA©UOLNOLAMLLLAS LPEELDLAS G1 Technical Training Center
Student Book
Finning
ISOLATE THE PROBLEM List at least three questions you would ask an operator to help identify that a
problem exists:
Gather the information
Perform a visual When troubleshooting, perform a visual inspection first. Mention at least three
inspection typical elements that should be examined during a visual inspection:
Check the problem Verify that the problem exists. Operate the product to reproduce the
MAKE A LIST OF Identify the systems and components that could be causing the problem, including
POSSIBLE FAULTS the less obvious ones. Make a list of at least four items in the order in which they
should be checked:
CFT 9. LAVA©UOLNOLAMLLLAS LPEELDLAS G1 Technical Training Center
Student Book
Finning
DETERMINE performed. Make a list of tools and service publications needed for diagnosis.
THE BASE
Identify at least two tests to perform.
CAUSE
Proof:
Diagnostic tools:
Proof:
Diagnostic tools:
REPAIR THE FAILURE After isolating the component that you suspect from the results of
test that is causing the problem, adjust or replace the component. Make a list of the
six basic repair procedures to follow:
VERIFY REPAIR After completing the repair, always verify that the product is operating
correctly. List at least two things you would do to ensure that the repair was
done correctly.
DOCUMENT THE Complete the service report and any other required documentation after
REPAIR completing the job. List at least two documents that may need to be completed
after the repair:
CFT
Finning Lesson 4: Cooling System

Maintenance
Introduction
This lesson explains some of the reasons for proper cooling system
maintenance, including the use of coolant conditioner.
Objective: Upon completion of this lesson, the student will be able to

explain the proper maintenance methods for the cooling system of
Caterpillar engines,
Reference materials

C-10/C-12/3406E/C-15/C-16 for truck SSBU7186
Tools
223-9116 (172-8851) Long Life Coolant Test Kit

CFT
Student's book
Finning
Fig. 4.4.1 Cooling system ingredients

The three ingredients of a properly maintained cooling system are:
- Water
- Antifreeze
- coolant conditioner
Boiling point of coolant at different concentrations of antifreeze

Temperature at which the refrigerant
% 1
with Ethylene Glycol will boil
Concentration
20 103°C (217°F)
30 104°C (219°F)
40 106°C (222°F)
50 108°C (226°F)
60* 111°C (231°F)
At sea level.
Caterpillar recommends not exceeding 60% concentration.
Fig. 4.4.2 Water and antifreeze concentrations
The boiling point of coolant depends on altitude, pressure, and the type and amount of antifreeze added to the water. The
boiling point is higher with higher concentrations of ethylene glycol type antifreeze. However, ethylene glycol is less effective
at transferring heat than water. Due to these effects on boiling point and heat transfer efficiency, correct ethylene glycol
concentration is essential.
CFT
Student's book
Finning
Fig.4.4.3 Coolant conditioner

The coolant conditioner chemically protects the metals in the cooling system and limits scale formation, allowing the cooling
system to achieve maximum heat transfer. Caterpillar recommends maintaining a concentration of 3% to 6% of the conditioner
in the coolant system, or its equivalent, regardless of the antifreeze concentration. This percentage could vary in different
applications. Check the appropriate Operation and Maintenance Manual for the correct percentages.
Fig. 4.4.4 Refrigerant conditioning group

As an alternative to adding conditioner to the refrigerant, there is also a refrigerant conditioning group (arrow). This system
automatically supplies conditioner to the cooling system. The element group consists of a solid corrosion inhibitor, which
dissolves as the coolant flows. This helps maintain the minimum amount of conditioner needed to protect the cooling system.
The percentage of refrigerant conditioner in the system should be checked prior to system installation to ensure that a new
element is not required.
CFT
Student's book
Finning
Fig. 4.4.5 Bubbles formed in the coolant

During the combustion cycle, the cylinder liner is constantly expanding and contracting. In contraction, the vacuum that the
jacket tries to leave causes the pressure of the coolant near the jacket to decrease. This lower pressure causes the coolant to boil
and form bubbles.
Fig. 4.4.6 Implosion of bubbles in the coolant

As the coolant is pressurized, the bubbles implode very close to the jacket wall
CFT
Student's book
Finning
Fig.4.4.7 Jacket pitting caused by bubble implosion
The implosions of the air bubbles cause pitting in the liners. This
pitting is localized and can cause erosion of the liner wall.
Fig. 4.4.8 Sleeve pitting
This is an example of shirt pitting. Notice that the pitting is in a

specific area. This occurs 90º to the location of the piston pin,
because that is the location of the most flexible part of the liner.
NOTE: Review the “Cooling System Ingredient Characteristics”
sheet (Lesson 4, Sheet 1) before performing Workshop Practice
4.4.1.
CFT Finning Technical Training Center

Student's book
GRADES
@ Technical Training Center
Student's book
Finnin
g
CHARACTERISTICS OF THE COOLING SYSTEM INGREDIENTS
LESSON 4, SHEET 1
Water - pH factor should be between 5.5 - 9.0
- maximum pH less than 10.5
- Maximum chlorides 40 PPM
- Chloride and sulfate combined maximum 100 PPM
- Calcium and magnesium cause water scale
- Tests done by the water supplier, LOCC Corp. or
NALCO Chemical Co.
Coolant Additives - Prevents rust, hardness and mineral deposits

(Conditioner) - Concentration from 3% to 6%
- too little causes liner cavitation
- too much cause-effect separation of components
and precipitation of silicates
- Different conditioning elements available
- Do not use soluble oil as a conditioner
- damages radiator hoses and engine seals
Antifreeze content - Specific heat less than that of water

- Prevents freezing in the engine
- Increases the boiling point of the coolant
- May lead to precipitation of silicates
- use low silicate antifreeze
- Prevents pitting and erosion due to cavitation, rust,
galvanic and electrolytic corrosion, scale, deposit
formation and aeration.
CFT
WXAV.CAVA2UOLNL ÜPESZADZASun
Finning Student's book
GRAD
ES
CFT Finning
Student's book

Objective: Upon completion of this practice, the student will be able to test the coolant of the cooling system on an
operating machine.
Reference materials
C-10/C-12/3406E/C-15/C-16 for truck SSBU7186
Tools
223-9116 (172-8851) Long Life Coolant Test Kit
3406B Engine
Indications
1. Review the “Cooling System Specifications” information in the maintenance section of the C-10/C-
12/3406E/C-15/C-16 Truck Engine Operation and Maintenance Manual (SSBU7186).
2. Review the cooling system maintenance items listed in the “Maintenance Interval Schedule” in the
Operation and Maintenance Manual (SSBU7186).
3. Using a coolant test kit, check the engine coolant.
4. Record the results below.
Coolant Conditioner Concentration
Antifreeze concentration
What would you recommend after checking the coolant?

CFT Finning
Student's book
UNIT 5
Engine fuel systems
Introduction
This unit introduces the components and operation of Caterpillar engine fuel systems, as well as
fuel system inspection, testing, and adjustment and engine timing.
Goals
• Evaluate power and fuel rates
• Determine the effects on engine setpoint, power, and boost of changing fuel system
settings, high idle, and engine timing.
Reference materials
Using the adjustment tool group
regulator 6V6070 SSHS8024
Using the Cat Fuel Flow Monitoring System SEHS8874
either
Using the Fuel Flow Measuring System
and combustion rate Caterpillar 179-0710 NEHS0776
Using the Sync Indicator Group
8T5300 engine SEHS8580
Dynamic synchronization table SEHS8140
Using the position indicator group
electronic 8T1000 (optional) SSHS8623
Truck Diesel Engine 3406B Service Manual SEBR0544 Using the 6V9450 Engine Booster
Group SSHS8524
Using the multitachometer group II 9U7400 NSHS0605
Engine performance reference LEXT1044
Tools
9U7400 (6V4060) (6V3121) Multitach II group
179-0710 (1U5450) Fuel Flow Monitor System
6V6070 Governor Adjustment Tool Group
8T5300 Timing indicator group
8T1000 Electronic position indicator group (optional)
CFT Finning
Student's book
GRADES
Student's book
EC--.
Finning
Lesson 1: Fuel System Inspection and Testing

Introduction
This lesson will begin with a review of the diesel fuel system and the
new helical pump fuel system already seen in the fuel system classes.
The shop practice exercises in this lesson provide students with the
opportunity to inspect and test the fuel system on a 3406 engine with
the new helical pump fuel system.
Goals
Upon completion of this lesson, the student will be able to inspect
and test the low pressure fuel system.
Reference materials
Using the fuel flow monitoring system
Caterpillar SEHS8874
either
Using the fuel flow measurement system
and burning rate 179-0710 NEHS0776
Tools
1U5450 Caterpillar Fuel Flow Monitor System
either
179-0710 Fuel Flow and Combustion Rate Metering System

Caterpillar 1U5470 (6V9450) Engine Pressure Group
CFT
Student's book
Finning
OTHER FLUID AND PREVENTIVE MAINTENANCE
Fig. 5.1.1 Costs related to engine operation

Fuel has more of an effect on engine operation than simply producing
power. It is also the largest operating expense. Unfortunately, as fuel costs
increase, the quality of available fuel decreases. It is important to
understand the effects that inferior fuel quality can have on an engine.
Unless specific measures are taken, the use of incorrect fuel can cause
excessive wear of engine components and even premature failure.
Requirement Number 2 Low sulfur

No. Cetane (PC) No. 35 min. 35 min.
Cetane (DI) Water and 40 min. 40 min.
sediment API - min. 0.05% max 0.05%max
API - max. 30 30
Sulfur 45 45 0,05%
0,5%
Pour Point: 10° F lower than
room temperature
Cloud point: Not higher than room temperature
Fig. 5.1.2 Caterpillar Preferred Fuels
Figure 5.1.2 shows Caterpillar specifications for preferred fuels. Two

groups are considered: standard fuel No. 2 and low sulfur fuel. It should
be noted in the figure that the only variation between these two groups is
the amount of sulfur in the fuel.
The use of some crude oils and blended fuels is acceptable in some
Caterpillar engines. These engines require a special fuel system to adapt
to the characteristics of these fuels.
XNX.LAAVAKSUUULNUZAMLLZAS LPESZAMDLA8.©l3 %a
CFT Finning
Reg Ui sit □__________Raw fuels Mixed fuels

Nah. Cetane (PC) 35 min. 35 min.
Nah. Cetane (DI) 40 min. 40 min.
Water and sediment 0.5% max. 0.5% max
API -min. 30 30
API - max. 45 45
Sulfur 0,5% 5,0%
Pour Point: 10 ° F lower than room temperature Cloud Point: No higher than room temperature
Fig. 5.1.3 Fuels Acceptable by Caterpillar
Figure 5.1.3 shows Caterpillar specifications for fuels acceptable to

Caterpillar. Again, two groups are considered: crude oils and mixed fuels.
It should be noted that higher concentrations of water and sediment are
accepted in these fuels than in preferred fuels.
As these fuels may contain higher levels of water, sediment and trace
metals, the owner should monitor and evaluate oil change intervals and
use extra filtration to remove solids and/or install fuel heaters and
centrifuges to pump the fuel.
CFT
Student's book
Finning
• Injector plunger and drum

• Fuel pressure control valves
Fig. 5.1.4 Fuel contamination
To keep an engine in good operating condition, in addition to using the

correct fuel, it is important to avoid fuel contamination
Contamination can cause problems throughout the fuel system, but
there are two areas especially susceptible to wear and damage.
Injector Plunger and Drum : Minimum 2.5 micron clearances make
it essential to maintain a fluid film between very fast moving parts.
The microscopic abrasive particles produce abrasion that ultimately
leads to scoring, metal-to-metal contact, and injector seizure.
Control valves: Found throughout the fuel system, these valves
control fuel pressure. Contaminants can erode mating valve parts,
causing leaks and below-spec performance. The result is a loss of
engine power.
Whenever a fuel system diagnosis is performed, be sure to check the
quality of the fuel and fuel filters to avoid contamination, before
performing lengthy and expensive repairs.
CFT
Student's book
Finning
• Fuel level
• Fuel leaks/restrictions
• Fuel filter
• Air in fuel
Fig. 5.1.5 Fuel System Inspection
A problem in the components that send fuel to the engine can cause low
fuel pressure, which decreases engine performance.
Before replacing expensive components, perform a fuel system inspection
by following these steps:
1. Check the fuel level in the fuel tank. Check the fuel tank cap to
make sure the drain is not dirty.
2. Check the fuel lines for leaks. Make sure the fuel supply line is
free of restriction or deformation.
3. Install a new fuel filter. Drain the primary fuel filter.
4. Drain any air that may be in the fuel system. Use the priming
pump to move air through the low pressure fuel system. The fuel
with air will return to the tank through the fuel return line.
CFT
Student's book
Finning
Fig. 5.1.6 Components of the new helical pump fuel system

Before testing and diagnosing the fuel system, let's review the components of the
new helical pump fuel system and the fuel flow through the system.
The transfer pump (5) extracts fuel from the fuel tank (1), through the supply
shut-off valve (3), through the primary fuel filter (4) and from the fuel transfer
pump itself.
The transfer pump then pressurizes the fuel and pushes it through the manual
priming pump (7), to the secondary fuel filter (6), and to the fuel manifold (8) at
moderate pressure. A bypass valve inside the fuel transfer pump maintains
moderate fuel pressure.
With moderate fuel pressure inside the fuel manifold and vacuum (partial
vacuum) inside the high pressure pumps (14), fuel is charged into the cavity of
the high pressure pumps. High pressure pumps now meter a small amount of fuel
and send it through the high pressure fuel lines (9) and through the bulkhead
adapter (10) to the internal fuel line and injector (11). ) at a very high pressure.
When the fuel pressure in the high pressure fuel lines is greater than the injector
valve opening pressure (VOP), fuel is injected into the combustion chamber.
With very high pressure and very small holes in the injector tip, the fuel is
atomized and allows complete combustion in the cylinder.
Any residual air and the specified amount of fuel are sent out of the fuel manifold
through the return line (15) back to the supply tank. This fuel system typically
returns 9 to 10 gallons per hour. The tank drain (2) is used to remove water,
sediment and foreign material and to drain the supply tank. The fuel tank cap
must be drained to the atmosphere to prevent a vacuum from forming inside the
fuel tank.
CFT
Student's book

Finning
Objective: Upon completion of this practice, the student will be able to perform fuel pressure and fuel flow tests on a machine
in operation.
Reference materials
Using the Caterpillar Fuel Flow Monitor System SEHS8874
either
Using the fuel flow and fuel rate measurement system
combustion 179-0710 Caterpillar NEHS0776
Tools
1U5450 Fuel Flow Monitor System
either
179-0710 Fuel Flow and Combustion Rate Measuring System
Indications
1. Check the fuel system pressure at the fuel injection inlet box, using engine pressure group 6V9450, and write the
pressure below.
2. Check fuel temperatures and fuel flow rates, using the 1U5450 Fuel Flow Monitor System or the 179-0710
Caterpillar Fuel Flow and Combustion Rate Measuring System, and record the results below.
fuel pressure
Specification:
Real:
Fuel Flow
Supply temperature
Return temperature
Supply rate
Rate of return
Burning rate
CFT
Student's book
Finning
NOTE
CFT
Student's book
Finning
Lesson 2: Fuel System Adjustments
Introduction
This lesson will begin with a review of the governor operation of the
new helical pump fuel system and the air-fuel ratio control operation
already seen in the fuel system class. It is necessary to understand the
operation of the regulator to make fuel system adjustments during
workshop practices.
Goals
• Perform fuel system adjustment procedures, using appropriate fuel system

related tools during a workshop practice.
• Explain how adjustments to the fuel system affect engine torque and power.
Reference materials
Using the 6V6070 Regulator Adjustment Tool Group
Using the electronic position indicator group SSHS8024
8T1000 (optional)
Using the Caterpillar Fuel Flow Monitor System or SSHS8623
Using the Fuel Flow and Combustion Rate Measuring
System 179-0710 Caterpillar SEHS8874
3406B Diesel Engine Service Manual
for truck
Using Multitach Group II 9U7400 Engine Performance NEHS0776
Reference
SEBR0544
Tools NSHS0605
LEXT1044
9U7400 (6V4060) Multitach II group

1U5450 Fuel Flow Monitoring System o
179-0710 Fuel Flow and Combustion Rate Measuring System
CFT Finning
Student's book
Fig.5.2.1 Components of the new helical pump fuel system

This cutaway of the new helical pump fuel system shows the components of the regulator (1), the air-fuel ratio control (2), and
part of the plunger and drum assembly (3).
CFT
Student's book
Finning
Fig. 5.2.2 Rack at full load point

At the point where the rack screw comes into full contact with the
torque spring, the rack is at the full (regulated) load point. As the
power demand increases, with the rack in the regulated position, the
engine speed decreases when it enters overload (full throttle with rpm
lower than regulated rpm). Depending on the stiffness of the torque
spring, at some point the regulator spring causes the rack screw to
begin compressing the torque spring. As this occurs, the position of the
rack increases and allows more fuel to be injected per stroke. This
increase in rack position continues until the torque screw contacts the
stop collar. This is the rack's maximum torque position and the motor
generally reaches its maximum power.
CFT
Student's book
Finning
Fig. 5.2.3 Movement rack towards the FUEL

DEACTIVATION position
The counterweights rise as the rpm increases. This moves the lifter to
compress the regulator spring, and the pivot lever moves the sleeve
and spool to the “FUEL OFF” direction.
Fig 5.2.4 Rack moving towards the FUEL
ACTIVATION position
If the engine slows down, the counterweights lower, causing the lifter
to move away from the governor spring, and the pivot lever will move
the sleeve and spool in the “FUEL ON” direction.
CFT
Student's book
Finning
Fig. 5.2.5 Air-fuel ratio control

The air-fuel ratio control, mounted at the rear of the governor housing,
limits smoke and improves fuel economy during rapid acceleration. It
does this by controlling the movement of the rack in the “FUEL
INCREASE” direction until there is enough air (boost pressure) to
allow complete combustion in the cylinders. When the air-fuel ratio
control (FRC) is adjusted properly, it also minimizes the amount of
soot in the engine.
Fig. 5.2.6 Air-fuel ratio control operation.
A stem extends from the fuel ratio control. This stem fits into a notch
in the lever that contacts the end of the rack on the servovalve. A
diaphragm in the control senses the inlet (boost) air pressure. The
diaphragm pushes against a spring and spool. The movement of the
spool controls the flow of oil which moves a piston connected to the
rod.
CFT
Student's book
Finning
Fig. 5.2.7 Performance curve

To illustrate engine performance in relation to engine fuel system
settings, a performance curve (which is shaped like a tent) is used.
An engine's high idle rpm is not a tight specification, but rather the
result of three factors:
1. The engine set point rpm (adjusted with the high idle screw).
2. The differences in the springs and weights of the regulator.
3. Parasitic loads (accessory) of the engine (fan, alternator, air
compressors, pumps, BrakeSaver, etc.).
High idle rpm is stamped on the engine nameplate or in the fuel
system tuning information list. Engine nameplate data should be used
for all references, if available.
In measuring the set point of a Caterpillar diesel engine, the actual full
load rpm can be determined to within +/- 10 rpm. The control point of
a motor corresponds to:
1. Full load rpm + 20 rpm.
2. The point at which the motor leaves the overspeed (regulated)
condition, but has not yet reached the overload (unregulated)
condition.
3. The point at which the load stop pin or rack stop collar begins
to contact the torque spring or stop bar (makes contact
approximately 10% of the time).
Full load speed is the point at which the rack screw first contacts the
torque spring and the motor develops its rated and advertised power.
CFT
Student's book
Finning
Fig.5.2.8 Performance curve (decay)

Governor overspeed (droop) is the difference between high idle speed
and full load speed. Overspeed is controlled by the governor spring
value. Reinforcement springs provide higher overspeed.
Overspeed % = (high idle rpm - full load rpm / full load rpm) x 100%.
The normal overspeed for mechanical trucks is 7% to 10%.
Overspeed is any rpm above high idle speed not controlled by the
governor.
Overload occurs at any rpm below full load speed with wide open
throttle. Overload means that the motor cannot accelerate due to the
load.
CFT
Student's book
Finning
Fig. 5.2.9 Performance Curve (Nominal HP occurs at full load speed)

Rated power occurs at full load speed.
Depending on the torque spring, power could increase as the
motor goes into overload. Power may gradually decrease over a
few hundred rpm and then begin to drop rapidly.
Power is calculated, rather than directly measured

HP = Torque x rpm/5,252 y
HP = Flow Rate x Fuel Density/BSFC (Brake Specific Fuel
Consumption)
Pair
Amount of work a motor can do
Torque = hp x 5,252/rpm
Fig.5.2.10 Torque formula
Torque is the measurement of the amount of work a motor can do.

Torque is usually measured, but can be calculated.
Torque = hp x 5,252/rpm
Rated torque is the torque at full load speed. The maximum torque is
that which generally occurs at about 2/3 of the full load speed. Torque
increases as rpm decreases. The higher combustion efficiency, due to
longer combustion time, and lower friction loads are the causes of the
increase in torque at lower rpm. As torque increases, engine heat
increases, due to losses in water pump and oil pump rpm. Torque
boost is the percentage of torque gain from rated torque to maximum
torque.
CFT
Student's book
Finning AP = [(PM-PR)÷PR]x100
AP = Torque increase PM = Maximum torque PR =

Regulated torque
Fig. 5.2.11 Torque boost formula
Example:
What is the torque lift of an engine rated at 2,100 rpm with 1,000 ft-lb of rated torque
and 1,400 ft-lb at maximum torque, at 1,200 rpm?
(1,400-1,000/1,000) x 100 = 40%
What is the rated power of the above motor?
1,000 x 2,100/5252 = 400 hp at 2,100 rpm
What is the power at maximum torque?
1,400 x 1,200/5252 = 320 hp
NOTE: Review the “Fuel System Problems” sheet (Lesson 1, Sheet 1) before
performing the shop practice exercises.
Student Book
CFT Finning
FUEL SYSTEM PROBLEMS LESSON 2, SHEET 1
Too much or not enough fuel for combustion can be the cause of a fuel system problem. When the problem
is related to some other part of the engine, such as the air system or the engine mechanical system, it may be
caused directly by the fuel system. Through testing and diagnosis, it is necessary to find the source of the
problem.
Fuel system problems can be the result of poor fuel quality, component failures, or incorrect
adjustments/timing.
The following table summarizes the possible problems and causes related to the fuel system when the
engine has low power or high fuel consumption.

Lack of fuel
Low power
High fuel API

Low fuel pressure caused by:
- Clogged tank drain
- Restriction in fuel supply line
- Clogged primary filter (if equipped)
- Clogged secondary filter
- Relief valve failure (if equipped with gear transfer pump)
- Transfer pump failure
Water or air in fuel
Bent or incorrectly adjusted linkage
Fuel ratio control failure
Incorrect fuel delivery setting
Incorrect checkpoint
Synchronization problems
Overload
Improper operation of fuel heaters - oil too hot
Great height
High load due to accessories
High fuel High fuel API
consumption Incorrect fuel delivery setting
Incorrect checkpoint
Improper timing
Very high idle speed
Dirty air filter
Operation without thermostat
Incorrect shifting techniques
Mismatched power train - runs engine at inefficient rpm
Truck driving at high speeds on the highway
CFT
Student's book
Finning Workshop Practice Exercise

Objective: Upon completion of this practice, the student will be able to perform fuel system adjustment
procedures on a machine in operation.
Reference materials
Using Multitach Group II (6V4060) 9U7400 NSHS0605
Using the 8T1000 electronic position indicator group (optional) SSHS8623
Using the 6V6070 Regulator Adjustment Tool Group SSHS8024
Tools
9U7400 (6V4060) Multitach II Group
6V6070 Regulator Adjustment Tool Group
Indications
Perform the following fuel system adjustment procedures and record the results below
Zipper adjustment
Specification
Real
Check Point
Specification
Real
High idle speed

Specification
Real
Full charging speed

Specification
Real
CFT Finning
Student's book
CFT Finning
Student's book

Objective: Upon completion of this lab, the student will be able to understand the effects on power, fuel usage, and boost in an
operating engine when the fuel rack setting, high idle speed, timing, and timing are changed. control of the air-fuel ratio.
Reference materials
Using Multitach Group II (6V4060) 9U7400 NSHS0605
Using the 6V6070 Regulator Adjustment Tool Group SSHS8024
Using the Caterpillar Fuel Flow Monitor System SEHS8874
either
Using the fuel flow and rate measurement system
combustion 179-0710 Caterpillar NEHS0776
Tools
9U7400 (6V4060) Multitach Group II
1U5450 Fuel Flow Monitor System o
179-0710 Caterpillar Fuel Flow and Combustion Rate Measuring System
Indications
1. Connect the 1U5450 Fuel Flow Monitor System or the Caterpillar 179-0710 Fuel Flow and Combustion Rate Measuring
System and other desired tools to evaluate an engine's corrected power.
2. Verify all engine settings and record baseline data with the engine loaded for the set point. These values will be
considered as the baseline of the tests.
Baseline values
Empty high Check Combustio Temp. of Temp. of
Fuel Barom
FLS FTS Point n rate the comb. Power Booster admin air
pressure pressure.
FTS: Full Load Setting FTS: Full Torque Setting

3. Set the high idle speed to 50 rpm above the baseline value. Record the data at the new regulated point.
High idle speed of 50 rpm above baseline.
Point n rate the comb. Fuel admin air Barom
FLS FTS Power Booster
pressure pressure.

4. Set the high idle speed to about 50 rpm below the baseline value. Record@the data at the
Technical new regulated
Training Center point.
CFT
Student's book
High idle speed of 50 rpm below baseline value
Barom
Point n rate the comb. admin air
Finning FLS FTS Power Fuel pressure Booster
pressure.

5. Set the high idle speed to the baseline value and increase FLS and FTS 1.0 mm above the baseline value. Load
the engine and record the data at the new set point
FLS/FTS 1.0 mm above baseline value
Check Combustio Temp. of Fuel Temp. of Barom

Empty high FLS FTS Power Booster
Point n rate the comb. pressure admin air pressure.
6. Decrease FLS and FTS 1.0 mm below baseline value. Load the engine and record the data at the new set point
FLS/FTS 1.0 mm below baseline value

Fuel Barom
FLS FTS Point n rate the comb. Power Booster admin air
pressure pressure.
7. Adjust the FLS and FTS to the baseline value. Turn the large timing screw three full turns. Load the engine and
record the data at the new set point.
Large timing screw turned three turns
Check Combustio Temp. of Fuel Temp. of Barom

Empty high FLS FTS Power Booster
Point n rate the comb. pressure admin air pressure.

CFT Finning
Student's book
8. Turn the large timing screw seven full turns. Load the engine and record the data at the new set point.
Large timing screw turned seven turns

Point n rate the comb. admin air Barom
FLS FTS Power Fuel pressure Booster
pressure.
9. Return timing to baseline (four full turns). Remove the fuel-air ratio control (FRC) cover and plug the boost
pipe. Load the engine and record the data at the new set point.
Reinforcement line with the FRC plugged

Point n rate the comb. Fuel admin air Barom
FLS FTS Power Booster
pressure pressure.
10. Evaluate the results and effects of the changes made in the classroom.
CFT Finning
Student's book
NOT
E
CFT Finning
Student's book
Lesson 3: Engine Timing
Introduction
This lesson will explain static and dynamic engine timing. The shop practice exercises
that follow will give the student the opportunity to perform timing procedures on the
engine.
Goals
• Perform engine timing procedures using appropriate engine timing equipment
during a shop practice exercise.
• Explain how to use a timing advance curve.
Reference materials
Using the Sync Indicator Group
8T5300 engine SEHS8580
Tools
8T5300 Timing indicator group
CFT
Student's book
Finning
Static timing (engine OFF)
Dynamic synchronization
(engine running)
Fig. 5.3.1 Engine timing
Engine timing consists of static timing (engine OFF) and dynamic

timing (engine running). Static timing ensures that the fuel supply to
fuel injection plunger No. 1 is synchronized with cylinder No. 1. Most
Caterpillar diesel engines have a static timing pin hole in the flywheel
housing and a corresponding hole in the flywheel. When the two holes
are aligned, the piston of cylinder No. 1 is in the top dead center
(TDC) position.
Fig. 5.3.2 Static timing pin hole

CFT
Student's book
Static timing is adjusted by turning the engine in the forward direction until a timing pin
can be located through the hole (arrow) in the side of the fuel pump housing on the camshaft.
Finning
fuel pump. Leave the timing pin in this position.
CFT
Student's book
Finning
Fig. 5.3.3. Timing advance unit

Loosen the bolts (4 or 8 on recent models) on the timing advance
unit (arrow). Turn the engine in the reverse direction at least 30º.
Tighten two of the bolts to 27 lb in (37• Nm) to allow safe slippage
between the timing advance unit and the fuel pump camshaft ring.
The engine is then turned in forward rotation until the pin can be
placed in the hole of the flywheel with cylinder No. 1 at top dead
center. Torque the bolts that hold the timing advance unit to the
ring on the fuel pump camshaft to 41 ± 5 lb ft (55 ± 7 N•m).
Remove the timing pins from the flywheel and fuel pump housing.
Fig. 5.3.4 Dynamic timing (hole effect + static timing)

CFT
Student's book
Finning
The "hole effect" affects dynamic timing. The orifice effect is the
pressure wave formed by the rapid movement of the injection pump
plunger in the fuel system. This pressure wave causes fuel injection to
begin before the plunger closes the fuel supply port. As a result, the
hole effect is itself an advance. Dynamic timing can therefore be
calculated by adding the hole effect to the static timing.
New helical pump fuel system
0.2° per 100 rpm
Other engines 0.1° per 100 rpm
Fig. 5.3.5. Hole Effect Specifications

On all engines with the new helical pump fuel system, the orifice
effect is approximately 0.2º per 100 rpm. For all other engines, the
orifice effect is 0.1º per 100 rpm.
engine rpm - 1,000 = 1°
Hole effect (0.1° x 10)
+ Static sync = 16°
Calculated dynamic timing = 17°
Fig. 5.3.6 Engine timing indicator group 8T5300
The 8T5300 engine timing indicator group, including the 8T5301

diesel timing adapter group, can measure dynamic timing at any
engine speed or load. If an engine does not have a mechanical timing
advance unit, measure timing at only one engine speed.
CFT
Student's book
Finning
Fig. 5.3.7 Timing pin hole

To check dynamic timing, a magnetic transducer is installed in the
timing pin hole (arrow) in the flywheel housing. When the transducer
is connected to the 8T5250 engine timing indicator from the 8T5300
timing indicator group, it establishes a constant magnetic field around
the end of the transducer and the flywheel.
As the flywheel rotates (engine running) and the flywheel timing hole
passes the end of the transducer, a change in the magnetic field causes
the transducer to send the TDC signal to the 8T5250 engine timing
indicator.
CFT
Student's book
Finning
• Constant forward speed from start speed to final

speed
• Two advance modes

- From starting speed to intermediate speed
- From intermediate speed to final speed
Fig.5.3.8 Caterpillar timing advance units (two types)
Two types of mechanical timing advance units are used in Caterpillar

manufactured engines. A unit has a constant rate of advance from its
starting speed to its final speed. The second unit has two advance
rates: one occurs from starting speed to intermediate speed and the
other occurs from intermediate speed to final speed.
When operating correctly, the mechanical advance should effect a
smooth change in the dynamic timing of the engine. This gradual
change must occur during acceleration and deceleration. For this
reason, it is necessary to measure the dynamic timing at 100 rpm
intervals between low idle speed and high idle speed to confirm
forward operation.
CFT
Student's book
Finning
Fig. 5.3.9. Dynamic synchronization in motors with mechanical advance

The orifice effect affects dynamic timing in mechanically advanced
motors in the same way as explained above for non- mechanically
advanced motors. The orifice effect is a timing advance as well as a
mechanical advance.
Dynamic timing in engines with mechanical advance can be calculated
at any given engine speed. To do this, the hole effect is added, along
with mechanical advance, to static timing.
CFT
Student's book
Finning
shown below for an engine

The previous graph serves
High idle speed=3.065rpm

Fig.5.3.10 Engine synchronization
Starting speed=1.500rpm
Low idle speed=650 rpm

to illustrate the example
Final speed=2.800rpm
with a single advance
with single speed advance
Static sync=16º
Advance=5th
speed.
1. Idle speed 650 rpm
Hole effect (0.1º x 6) = 0.6º
Static sync = 16.0º
mechanical advance = 0º
Calculated dynamic timing = 16.6º
2. Starting speed: 1,500 rpm
mechanical advance = 0º
3. Final speed 2,800 rpm
Hole effect (0.1º x 28) =2.8º
Static sync =16.0º
mechanical advance = 5.0º
4. High idle speed: 3065 rpm
CFT
Student's book
Finning
Fig. 5.3.11 Engine synchronization with two forward speeds

The previous graph is used to illustrate the example shown below with two feed rates.
Static sync = 11th
Advance = 6th
Starting speed = 1,400 rpm
Advance in second = 4th
intermediate speed = 1,700 rpm
Final speed = 2,200 rpm
Low idle speed = 650 rpm
High idle speed = 2,290 rpm
1. Low idle speed: 650 rpm
Hole Effects (0.1º x 6) = 0.6º
2. Starting Speed: 1,400 rpm
Calculated dynamic timing = 12,4
3. Intermediate speed: 1,700 rpm

M@UOONZAMUZAS UPESLADZAS©Ge <
CFT Finning Technical Training Center Student Book
4. Final speed: 2,200 rpm

mechanical advance
(first plus second = 10.0º
5. High idle speed: 2,290 rpm

Static sync =11.0º
CFT
Finning
Fig. 5.3.12 Mechanical problem of timing advance

This timing graph indicates unacceptable timing progress. Timing advance did not begin until several hundred rpm beyond the
specified starting speed. Then the timing suddenly moved up to within spec. This graph indicates a mechanical problem with
the advance unit.
In this graph, the timing advance did not begin until several hundred rpm beyond the specified cranking speed, but then it
advanced steadily to the specified timing. This graph may indicate a mounting problem, such as an incorrect spring on one or
both weights, or an incorrect FORWARD START setting.
CFT
Student's book
Finning
Fig. 5.3.14 Dynamic synchronization table

When checking dynamic timing on a mechanical feed motor, Caterpillar recommends that the technician calculate and graph
dynamic timing on a worksheet, such as Form SEHS8140 shown in Figure 5.3.14.
After calculating and graphing the timing values, verify the actual dynamic timing, using the 8T5300 engine timing indicator
group. Operate the engine from LOW IDLE SPEED to HIGH IDLE SPEED and from HIGH IDLE SPEED to LOW IDLE
SPEED. Record the dynamic timing every 100 rpm, at the specified speeds during acceleration and deceleration, and then
graph the results on the worksheet.
The actual dynamic fuel injection timing of an engine, when measured with the 8T5250 timing indicator from the 8T5300
timing indicator group and plotted on the timing diagram, should be within the limits of this tolerance. If not, adjustment or
repair may be needed.
CFT
Fig. 5.3.15 Dynamic timing tolerance (engine without timing advance unit)
Figure 5.3.15 shows the dynamic timing tolerance of a 3306 engine without a timing advance unit.
The specification shows acceptable timing from 20.5 to 23.5 degrees (minimum and maximum) at the first test speed
(reference rpm window) of 970 rpm to 1,030 rpm. The two timing values are plotted at both speed values, marking four data
points. The four data points are joined together to form a window.
For an engine without a timing advance unit, a second window is constructed in the same manner at the second test speed (stall
rpm). The extreme limits of the two windows are joined to form the dynamic synchronization tolerance.
The slope of the line value connecting the reference rpm window to the stop rpm window is the result of the "fuel injection
port effect," which is included in the Fuel System Specifications.
CFT
Fig. 5.3.16 Dynamic timing tolerance (engine with timing advance unit)
Figure 5.3.16 is the graphically represented example of the synchronization of the synchronization advance unit. The dynamic
synchronization tolerance will have three windows instead of two as in Figure 5.3.15. Four data points are located and connected for
reference rpm, start rpm, and stop rpm. This forms three windows. The extreme limits of all windows are connected,to form the dynamic
synchronization tolerance.
The slope of the lines, from the reference rpm window to the cranking rpm window, is the result of the fuel injection orifice effect. The
slope of the lines, from the reference rpm window to the stop rpm window, is the result of the fuel injection port effect plus the timing
advance unit. The slope of these lines cannot be changed unless the timing advance unit, or its components, are changed. However, the
start and stop point can be changed on newer helical pump fuel systems. The start and stop points cannot be changed on other fuel
systems.
There are a few engines that have compound timing advance units. These engines are identified by the average rpm test point. If there is a
value in the fuel system data timing specification, a fourth window is rendered, in the same manner as in Figure 5.3.16. When the ends of
the four windows are connected, the slope of the lines from the reference rpm window to the average rpm window will be different than
the slope of the lines from the average rpm window to the average rpm window. stop rpm. The slope of these lines is controlled by the fuel
injection orifice effect and timing unit components, and is not adjustable.
CFT Technical Training Center Student Book
Finning
If the measured fuel injection timing passes through each dynamic timing tolerance window, and does not fall outside the line
joining the windows, no adjustment or repair will be required. If the measured timing is outside the reference rpm window, an
appropriate static timing adjustment will be needed to bring the measured timing within acceptable tolerance values.
If the measured dynamic timing is within the start rpm window, but outside the stop rpm window, adjustment or repair of the
timing advance unit is required. The change in the slope of the measured dynamic timing indicates the advancement of start,
mid, and stop timing, and should occur within the appropriate window. If not, adjustment or repair of the advance unit is
required. Refer to the appropriate Service Manual for the necessary adjustment or repair procedure to achieve correct dynamic
timing.
NOTE: Review the "Effects of Leading or Retarding Engine Timing" sheet (Lesson 3, Sheet 1) before performing the
exercises. of practice of workshop.
CFT Finning
Student's book
CFT Finning
Student's book
EFFECTS OF FORWARD OR REAR ENGINE TIMING

LESSON 3, SHEET 1
ADVANCE SYNC DELAYED SYNC
White smoke at startup

Difficult start
High exhaust temperatures - fuel
Low reinforcement burning in the exhaust manifolds
Low power or irregular operation
Fire from the exhaust pipe
Detonation (knock)
High reinforcement
black smoke
Overheating
Low exhaust temperature
Low power
High fuel consumption
High fuel consumption
CFT Finning
Student's book
CFT Workshop Practice Exercise
Finning Objective: Upon completion of this practice, the student will be able to make a timing
advance curve and adjust the engine timing.
Reference materials
Use of 8T5300 SEHS8580 Engine Timing Indicator Group
Tools
8T5300 Engine timing indicator group
Directions: In this lab, a running engine with a timing problem is used. The students are the Caterpillar dealer technicians who
must diagnose and solve the problem correctly.
Appropriate troubleshooting techniques should be used, including the use of appropriate diagnostic equipment.
Engine timing problem

- The engine has high fuel consumption and a higher boost than normal.
- Operator is not available, but setpoint, fuel system and torque settings are correct.
Procedure
- Install the appropriate diagnostic tools
- Make a timing advance curve
- Make necessary adjustments
- Repeat test until within tolerance
- Review all test results in the classroom.
CFT Finning
Student's book

Caterpillar Engine Failure Repair Diagnostic Manual PDF

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Caterpillar Engine Failure Repair Diagnostic Manual PDF

Uploaded by

Copyright:

Available Formats

Technical Training Center

Finning CONTENT PAGE

UNIT 1: Troubleshooting and Engine Diagnostic Resources

Lesson 1: Troubleshooting and Engine Diagnostic

UNIT 2: Engine oil and lubrication systems

Lesson 1: Introduction to engine oil…………………………………………

UNIT 3: Engine Air Intake Systems

Lesson 1: Introduction to air intake systems……………………

UNIT 4: Engine Cooling Systems

Lesson 1: Introduction to cooling systems…………………………

UNIT 5: Engine Fuel Systems

Lesson 1: Fuel System Inspection and Testing………………….

1. Know the techniques for diagnosing and correcting faults.

II. SPECIFIC OBJECTIVES

2. Troubleshooting and troubleshooting processes

- Verify that the problem exists

Fig. 1.1.1 Engine diagnosis

Fig. 1.1.2 Diagnostic Resources

• Used to perform kill tests

• They speed up the diagnostic process

Fig. 1.1.3 Diagnostic tools

LOCATION PROCESSES AND

1. Isolate the problem

7. Document the repair

CONDITION POSSIBLE CAUSE

1. Fuel pressure is low

Sudden changes in 1. Fuel injection regulator or pump failure

mechanical noise 1. Connecting rod bearing failure

Fuel consumption 1. Fuel system leak

Too much black or 1. Insufficient air for combustion

Too much white or 1. Too much lubrication oil in the engine

CONDITION POSSIBLE CAUSE

Exhaust 1. The air intake or exhaust system has a restriction

UNIT 2: Engine oil and lubrication systems

• Measure and evaluate the pressures and temperatures of the oil

• Follow the appropriate steps to diagnose an oil consumption

• Diagnose and repair an oil-related problem in an operating

Diesel Engine Service Manual 3406B for truck SEBR0544

In recent years, diesel engines have become more and more

• Understand the factors that affect oil deterioration

Fig. 2.1.1 Functions of motor oil

Separate surfaces with a film of

Fig. 2.1.2 Lubrication function

The function of lubricants is to separate moving surfaces and reduce

1958 – Series 3 classification

1970 - Revised API classification system

Fig. 2.1.3 Development of motor oil

Fig. 2.1.5 EMA Lubricating Oils Data Book

Fig. 2.1.6 Oil provides support and lubrication

Fig. 2.1.7 Monograde viscosity oil

An important characteristic of a liquid lubricant is its viscosity or the internal

Fig. 2.1.8 Multigrade oils

Fig. 2.1.9 Oil additives

Oxidation increases viscosity and darkens the lubricant. Oxidized oil

Finning Foam can contaminate lubricants, decrease lubrication function and

Fig. 2.1.10 Depletion of additives (black oil)

Fig. 2.1.11 Additive depletion (failing parts)

- Sulfuric acid is a byproduct of sulfur and

Fig. 2.1.12 Sulfur in fuel

Another crucial factor in determining engine performance and life is

Fig. 2.1.13 Sulfuric acid (corrosive wear)

• Fuel sulfur content

Fig. 2.1.14 Factors affecting acid formation