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UNIT 5 i
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l Fuel and Mechanical Control Fuel Systems

Unit 5: Diesel Fuel and Mechanical Control Fuel Systems

Goals:

1. Explain the characteristics of diesel fuel and the correct maintenance procedures
for the fuel system of diesel engines.
2. Identify and explain the operation of the following Caterpillar fuel systems:
With helical type pump, sleeve metering and mechanical unit injector.
3. Remove and install the new 3406 engines helical type pump fuel system,
plunger and drum pump group, injectors, injection timing advance unit,
injection pump group and regulator. The student will demonstrate their ability
to test the operation of a fuel injector.

Unit references:

Diesel Fuels and their Engine SSBD0717

Engine Operation and Maintenance Manual
3176B, C-10, C-12 and 3406E for Truck SSBU6758
Using the 5P4150 Injector Tester Group SSHS7292

Caterpillar 7000 Series Injector Test Sequence SSHS9083

3406B Engine Service Manual SSBR0544
3406C Engine Service Manual SSBR0550
LSVN9167
Fuel Injector Testing (Video) Fuel Metering System
with Sleeve (CD ROM) LSRV9802
Unit 5 -2- Engine Fundamentals
Lesson 1

Tools:

Service Technician's Tool Kit 222-7876 (168-0328) or equivalent

Pin 6V4186
Turning tool 9S9082
5P5195 Fuel Pipe Wrench
5P0144 Fuel Pipe Hub
Extractor 8S2244
Key 8T5287
5P4150 injector tester group
6V2170 tube assembly
6V2171 tube assembly
Adapter 5P7448
Serrated Nut Wrench 134-2570 (8T3139) (9U5840)
8T3198 injector tube
8T3199 injector screw
Adapter 6V6983
Nut 1B4206
8S2270 Manifold Assembly
Injector reamer 6V4089
Injector Seal Guide 6V7025
Injector adapter wrench 1U9725
Lesson 1: Diesel Fuel

Lesson 1: Diesel Fuel

Introduction:

Of the engine operating and ownership costs, the highest for the owner over the
life of the engine is diesel fuel. Engine performance and life are directly related to
the characteristics, quality and handling of diesel fuel.
Goals:

Upon completion of this lesson, the student will be able to explain the
characteristics of diesel fuel and related maintenance.
References:

Diesel Fuels and their Engine SSBD0717

Engine Operation and Maintenance Manual
3176B, C-10, C-12 and 3406E for Truck SSBU6758

OOS©OCAUU .COG
Unit 5 5-1-2 Engine Fundamentals
Lesson 1
NOTE: Use the publication “Calorific Value of Diesel Fuel” (Unit 5,
Sheet 1).
Explain why diesel fuel has a higher calorific value than gasoline.

NOTE: Use the publication “Diesel Fuel and Your Engine” (SSBD0717).
Review fuel costs in relation to other engine operating costs (p. 3).
Define “Specific Gravity” of diesel fuel. Explain how it is measured and
see the table that relates “fuel density to API grade.” Explain the effects of
light and heavy fuels (pp. 6 and 7).

Define cloud point and pour point. Explain how to improve the cloud
point by adding No.1 diesel fuel, purchasing fuel specific to the particular
ambient temperature, and/or using fuel heaters. The book recommends the
addition of kerosene, but motor fuel No.1 should be used in road vehicles
(pp. 8 and 9).

With students, look at the example photo on page 11 showing wear on the
injector holes. Orifice wear is accelerated if there is dirt in the fuel,
especially rust particles.

Explain that microorganisms or fungi present in the fuel can cause

corrosion and clogging of the filter. Fungal growth occurs during long
storage periods or if there is water in the fuel (page 12).

State that the cetane number is a measure of the ignition quality of diesel
fuel and affects engine starting and acceleration. Engines with a
precombustion chamber require fuels with a cetane number of at least 35.
Direct injection engines require fuels with a cetane number of at least 40
to allow good starting characteristics. The effects of using fuels with low
cetane numbers are described on page 20.

Explain fuel system maintenance procedures (p. 37).

NOTE: Refer to the publication “Operation and Maintenance Manual

for 3176B, C-10, C-12 and 3406E Truck Engines” (SSBU6758).
Review fuel specifications (pages 72-74) and fuel system maintenance
intervals (pages 90-91).
Unit 5 1 Engine Fundamentals
Lesson 1, Sheet 1
HEAT VALUES OF DIFFERENT FUELS

HEAT VALUE PER GALLON

IN BTU

Diesel grade 1 137.000

Diesel grade 2 141.800
Gasoline Butane 125.000
Propane 103.000
93.000

The heating value of a fuel is defined as the amount of heat produced by burning a specific weight of
fuel. This is an indicator of how much available energy exists in a specific amount of fuel. The table
above shows the heating values of different types of fuel. Grade 1 diesel is the mixture for winter use,
and grade 2 diesel is the mixture for summer use. Note that both diesel fuel blends have a significantly
higher heating value than the other fuels listed. This means that in a quantity of diesel fuel there is more
energy available to be converted into useful work. This is one of the significant advantages of using
diesel fuel as an energy source.

NNG. ©60S SOSAUU. COG

Lesson 2: Pump Fuel System
Helical Engine 3406 Caterpillar

Introduction:

The new Caterpillar helical pump fuel system has been present since 1980 in the

Lesson 2: Caterpillar 3406 Engine Helical Pump Fuel System

3300 Series engines. The new Caterpillar helical pump fuel system was introduced
on the 3406B engine in 1983 to meet emissions standards for these engines for
better performance and greater fuel economy. Another important advantage of the
helical pump fuel system is that the individual injection pumps do not require
adjustment or calibration.
Goals:

At the end of this lesson, the student will be able to explain the operation of the
new Caterpillar fuel system with a helical pump.
References:

None

OOS©OCAUU .COG
Unit 5 5-2-2 Engine Fundamentals
Lesson 2

This presentation is about the helical pump fuel system.

Fig. 5.2.1 Caterpillar 3406B Engine

The Caterpillar 3406A Engine was introduced in 1973. Since then, it has
undergone a series of changes to meet the demand for a more economical and
reliable product that complies with government emissions regulations for this
type of engine. An example of these changes is the 3406B engine introduced
in 1983. The fuel system was the most significant change to this engine. The
helical pump fuel system had been used since 1980 on the 3300 engines. This
fuel system provides low emissions, increased performance and fuel economy
in the 3406B engines. In 1991, the fuel system was modified to incorporate a
more demanding camshaft to further reduce emissions. In 1992 the 3406C
Engine appeared without modifications to the mechanical fuel system.

Fig. 5.2.2 Engine 3406 fuel injection pump groups

Caterpillar 3406 Engine Injection Pump Groups

At the top of Figure 5.2.2 we can see how the 3406A Engine fuel injection
pump has a longer drive, due to the lack of space for the pump case under the
air compressor. In the photo below the figure we see the fuel injection pump
of the 3406B/C engines. This pump is shorter but more robust. The shorter
pump length of the 3406B/C engines allows more room for service
operations.
Unit 5 5-2-3 Engine Fundamentals
Lesson 2

Fig. 5.2.3 Injection pump camshaft

Injection pump camshaft

Many of the changes and improvements to the 3406 engines are
internal and cannot be seen directly. In the figure we see two
camshafts of the injection pump. The camshaft at the top of the figure
corresponds to the 3406A Engine. The camshaft at the bottom of the
figure corresponds to the 3406B Engine. The camshaft of the 3406B
Engine has a different configuration, with a faster and shorter lift,
which increases fuel injection pressure and reduces injection time,
resulting in greater fuel efficiency. An eccentric on the camshaft
operates the fuel transfer piston pump. With the government emissions
regulation changes of 1988, the camshaft nose was modified. The 10-
degree propeller at the front was changed to a 15-degree one and the
front bore was lengthened to accommodate a different injection timing
advance unit. The 1991 emissions standard changes changed only the
bearing diameter and lobe shape.

OOS©OCAUU .COG
Unit 5 5-2-4 Engine Fundamentals
Lesson 2

Fig. 5.2.4 Engine 3406 Fuel Flow

This is a fuel system diagram for the 3406B and 3406C engines. We
will use the diagram to plot the flow of fuel from the tank to the
injectors in the cylinder.
The transfer pump (5) sucks the fuel from the tank (1) and sends it,
through the supply cut-off valve (3), to the primary fuel filter (4), and
from there to the fuel transfer pump. fuel. The fuel transfer pump
pressurizes the fuel and sends it to the manual priming pump (7),
passes through the secondary fuel filter (6) and reaches the fuel
manifold (8) with moderate pressure. The transfer pump bypass valve
maintains moderate fuel pressure. With moderate fuel pressure in the
fuel manifold, the high pressure pumps are prevented from emptying
(emptying), and fuel is charged into the high pressure pump cavity.
The high pressure pumps meter a small amount of fuel and send it to
the high pressure fuel lines (9) and, through the adapter (10) to the fuel
injectors (11) at a very high pressure. When the pressure in the high-
pressure fuel lines exceeds the opening pressure of the injector, fuel is
injected into the combustion chamber. With very high pressure and
very small holes in the tip of the injector, the fuel is atomized and
allows complete combustion in the cylinder.
Air and some fuel are sent out of the fuel manifold, through return line
(15), to the supply tank. The tank drain (2) allows you to remove
water, sediment or other foreign material and drain the supply tank.
The fuel tank cap (16) must have a vent to prevent a vacuum from
forming in the fuel tank.
Unit 5 5-2-5 Engine Fundamentals
Lesson 2

Fig. 5.2.5 Engine 3306 Fuel Flow

Engine Fuel Flow 3306

This is a fuel system diagram for the 3306B/C engine. We will use
this diagram to plot the flow of fuel from the supply tank to the
cylinders.
The transfer pump (6) sucks fuel from the fuel tank (1) and sends it,
through the shut-off valve (3), to the primary fuel filter (4); then it
goes to the manual priming pump (5), which sends it to the transfer
pump. The transfer pump pressurizes the fuel and sends it to the
secondary fuel filter (7) and the fuel manifold of the injection pump
housing (8). A bypass valve inside the fuel transfer pump maintains
moderate fuel pressure. With moderate fuel pressure in the fuel
manifold, the high pressure pumps are prevented from running out of
fuel (empty), and fuel is charged into the high pressure pump cavity.
The high pressure pumps dose a small amount of fuel and send it,
through the high pressure fuel lines (9), to the injectors (10) at a very
high pressure. When the pressure in the high-pressure fuel lines
exceeds the opening pressure of the injector, fuel is injected into the
combustion chamber. With very high pressure and very small holes in
the tip of the injector, the fuel is atomized and allows complete
combustion in the cylinder.
A constant bleed valve (11) causes a constant flow of fuel to go
through the return line (12) back to the fuel tank (1). This helps keep
the fuel fresh and free of air. There is also a manual bleed valve that
can be used when using the fuel priming pump to drain air from the
system. The supply tank drain (2) is used to remove water, sediment
and foreign material. The fuel tank cap must have a vent to prevent a
vacuum from forming in the fuel tank.

_UXNoVKDSDXSUUeE2I______________________
Unit 5 5-2-6 Engine Fundamentals
Lesson 2

Fig. 5.2.6 Fuel system components

Fuel system components

In Figure 5.2.6 we can see some of the components of the fuel
injection system of the 3406B engines. The fuel injection pump case
(1), the regulator case (2), the fuel transfer pump (3) and the external
fuel injection pipes are observed.

Fig. 5.2.7 Engine 3306 fuel system components.

3306 Engine Fuel System Components

In figure 5.2.7 we can see some of the components of the fuel
injection system of the 3306B/C engines. Shown are fuel injection
pump housing (1), regulator housing (2), fuel transfer pump (3), fuel
injection lines, fuel filter, base (4) and the fuel priming pump (5).
Unit 5 5-2-7 Engine Fundamentals
Lesson 2

Fig. 5.2.8 Fuel transfer pump

fuel transfer pump

The fuel transfer pump is at the bottom of the pump housing on
3406B/C engines, and on the side of the pump housing on 3304B or
3306B/C engines. The transfer pump is driven by the eccentric inside
the fuel pump camshaft housing, and can deliver up to 193 liters (51
US gallons) of fuel per hour at 172 kPa (25 psi) . This is a spring-
loaded piston pump whose actual fuel pressure can vary between 138
kPa and 310 kPa (20 psi and 45 psi), depending on engine operating
conditions. The pump supplies only the flow that the engine requires,
plus the amount returned to the tank [nearly 34.06 liters (9 US gallons)
per hour].
This is a single acting, single piston pump with three one function
check valves. The check valves are: the inlet valve, the pumping valve
and the outlet valve. The figure shows that pumping and filling occur
in the same pump stroke. Here, the stem is almost fully extended and
the return spring moves the piston up the pump. This upward
movement of the piston opens the inlet check valve, and the fuel goes
to the inlet cavity (green color). The pump check valve, at the top of
the piston, closes and the piston pushes the fuel into the outlet cavity
(red color). This pressurized fuel opens the check valve at the outlet
port. There is no pressure relief valve in this pump, since the fuel
outlet pressure is controlled by the force of the piston spring.
Unit 5 5-2-8 Engine Fundamentals
Lesson 2

Fig. 5.2.9 Engine 3406 injection pump

Fuel injection pump for 3406 engines

The area shown in this figure is the fuel line for the fuel pump on the
3406B/C engines. Such area is pressurized by the action of the fuel
transfer pump. The cutaway in the figure shows the location of the
pump groups within the pump case. The fuel goes to the pump group
and comes out of it through the hardened hollow spike. The tang is in
the housing to protect it from erosion caused by high pressure fuel
splash pulses.

Fig. 5.2.10 Engine 3306 injection pump

Engine injection pump 3306

This is a cutaway of an area similar to the fuel pump on the 3306B/C
engines. Note the similarity between the two pumps.
Unit 5 5-2-9 Engine Fundamentals
Lesson 2

Fig. 5.2.11 Engine 3406 fuel rack

Engine Fuel Rack 3406

The area shown in the figure is a cutaway from the side of the
3406B/C engines, showing the fuel pump housing. The cut shows a
complete bomb in the center and, on the right, a cut of the bomb. We
can see the relationship between the pump groups and the rack, as the
gear segment engages the rack. Also look at the lifters and springs.
return.

Fig. 5.2.12 Fuel dosage

Fuel metering
We will use a cutaway of the pump to see how the fuel is metered and
delivered to the injectors. This is a helical pump fuel system with a
cutout to the left of the helix on the pump plunger. The gear at the
bottom of the plunger engages the rack. The movement of the rack
rotates the plunger in the pump drum and changes the ratio of the
helical pump to the spill orifice (arrow). The camshaft/follower/lifter
mechanism moves the plunger up and down the drum. In this position,
the plunger is at the bottom of its stroke. Fuel enters the drum through
the spill hole at the back of the drum and through the fill hole.
Unit 5 5-2-10 Engine Fundamentals
Lesson 2

Fig. 5.2.13 Fuel delivery

fuel delivery
Now, the cam has lifted the plunger so that the fill hole and the spill
hole have just closed. This is the beginning of the effective stroke of
the plunger and the beginning of the injection. As the fuel is
pressurized in the drum, the reverse flow check valve lifts out of its
seat on the pump cap and sends the pressurized fuel, through the fuel
lines, to the injectors. Injection is not interrupted until the end of the
effective stroke when the plunger helix is brought into line with the
spill hole in the drum.

Termination of fuel delivery

At the end of the effective stroke, the propeller opens the spill port, the
fuel pressure is relieved, and the reverse flow check valve closes.
During the complete pumping cycle, the groove of the plunger is
positioned over the purge return line.
Unit 5 5-2-11 Engine Fundamentals
Lesson 2

Fig. 5.2.15 Purge line

purge line
When the plunger groove is in the position of Figure 5.2.15, it is in
line with the pressure bleed return passage (arrow) in the drum. This
purges fuel from between the drum and plunger and prevents fuel from
passing into the engine oil.

Fig. 5.2.16 Reverse Flow Check Valve

Reverse Flow Check Valve

The reverse flow check valve keeps the fuel injection line full between
injection strokes. Pressurized fuel [approximately 6,890 kPa (1,000
psi)] is held in the injection line, ready for the next pump stroke. When
the engine and injection pump stop, the slot (arrow) bleeds the
pressure in the injection line to equalize the residual pressure in the
pump.
Unit 5 5-2-12 Engine Fundamentals
Lesson 2

Fig. 5.2.17 Reverse Flow Check Valve Open

Reverse Flow Check Valve Operation

When the fuel pressure in the drum above the plunger reaches 689 kPa
(100 psi), the valve lifts from its seat and fuel flows out of the cavity,
through the bonnet, into the injection pipe. The check valve spring
holds the valve in its seat when the fuel pressure reaches the transfer
pump pressure. This means that fuel can enter the injection lines only
during the injection stroke, and helps flush the fuel cylinder in case an
injector valve becomes stuck open.

Fig. 5.2.18 Return flow check valve open

Pressurization remains until the propeller opens the spill port and the
pressure in the pump drum is relieved. This closes the check valve, but
the pressurized fuel in the injection line opens the return flow check
valve. Fuel returns to the pump drum and flows out through the
overflow port until the injection line pressure drops to 6,890 kPa
(1,000 psi). At that point, the return flow check valve spring closes the
valve. When the engine is shut off, a small slot in the face of the check
valve allows the 1,000 psi (6,890 kPa) pressure to bleed.
Unit 5 5-2-13 Engine Fundamentals
Lesson 2

Fig. 5.2.19 Engine 3406 fuel manifold cover

Engine 3406 fuel manifold cover

High pressure fuel coming out of the spill hole goes through the
hollow spigot into the fuel manifold and hits the cap iron. These pulses
of highly pressurized fuel produce bright spots that line up with the
spill holes in the manifold cover plate of the fuel system of the
3406B/C engines.

Fig. 5.2.20 Engine 3306 fuel manifold cover

Engine 3306 fuel manifold cover

On Series 3300 engines, the fuel manifold has a steel spring impulse
baffle, which protects the aluminum manifold cover from the force of
pressure pulses from the released fuel.
 Unit 5 5-2-14 Engine Fundamentals
Lesson 2

Regulator operation
At the point where the rack screw (colored green) first contacts the torque spring, the rack is at the full (nominal) load point.
Fig. 5.2.21 Regulator operation
As the power demand increases, with the rack in the rated load position, the engine speed decreases as the engine is overloaded
(full throttle at an rpm value less than the rated rpm). Depending on the stiffness of the torque spring, at some point the
regulator spring causes the rack screw to begin to compress 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 (purple) contacts
the collar stop. This is the rack's maximum torque position.

Fig. 5.2.22 Regulator operation

The counterweights rotate outward as engine rpm increases. This moves the lifter to compress the regulator spring, and the
pivot lever moves the sleeve and spool in the “fuel cut” direction.
Unit 5 5-2-15 Engine Fundamentals
Lesson 2

Fig. 5.2.23 Valve spool in “FUEL CUT OFF” position

As the valve spool moves to the FUEL SHUT OFF position, a

passageway opens in the piston causing pressurized oil to enter the
chamber behind the piston. At the same time, the spool closes the duct
behind this chamber. The pressurized oil forces the piston and rack to
go to the “fuel cut” position. With no load on the engine, the rack will
move until the low idle rpm setting is reached. This adjustment
depends on the amount of force placed on the governor spring by the
accelerator pedal against the low idle stop screw.

Fig. 5.2.24 Regulator operation

If the engine rpm is decreasing, the counterweights rotate so that they

move the lifter away from the governor spring, and the pivot lever
moves the sleeve and spool to the “FUEL SUPPLY” position.
Unit 5 5-2-16 Engine Fundamentals
Lesson 2

Fig. 5.2.25 Valve spool in “FUEL SUPPLY” position

Movement of the spool in the FUEL SUPPLY direction locks the

passage in the piston and opens the drain passage behind the chamber.
Now, the pressurized oil forces the piston and rack in the direction
shown (fuel delivery) so that the fuel delivery increases until the
desired rpm is reached. The back and forth movement of the rack in
the “fuel cut” and “fuel supply” direction will continue until there is a
balance between the force of the governor spring and the force of the
counterweights.

Fig. 5.2.26 Valve Spool - Stabilized Fuel Position

This drawing shows the balance point of the servo spool and piston.
When the force of the counterweights is equal to that of the regulator
spring, the valve spool locks the oil in the chamber behind the piston.
The position of the rack does not change and the engine rpm remains
constant.
Unit 5 5-2-17 Engine Fundamentals
Lesson 2

Fig. 5.2.27 Fuel ratio control

Fuel ratio control

The fuel ratio control is mounted on the rear of the governor housing.
Its function is to limit smoke and reduce fuel consumption during
rapid acceleration. This is accomplished by controlling the movement
of the rack in the “fuel delivery” direction, until there is sufficient fuel
(boost pressure) to allow complete combustion in the cylinders. With
the fuel ratio control adjusted correctly, the amount of soot in the
engine is also minimized.

Fig. 5.2.28 Fuel ratio control

A stem that extends out of the fuel ratio control fits into the groove of
a lever that contacts the end of the rack on the servo valve. A
diaphragm in the control senses the air inlet (boost) pressure. This
diaphragm presses against a spring and the spool. The movement of
the spool controls the flow of oil which moves a piston connected to
the rod. On the mechanical 3406 Engine, the rod fully retracts during
start-up, so that the entire rack is available. This is true of the 3300
Series engines as well, but since 1994, on the 3306C truck engine, the
stem partially retracts during start-up, and only fully retracts when the
engine reaches oil pressure.
Unit 5 5-2-18 Engine Fundamentals
Lesson 2

Fig. 5.2.29 Air-fuel ratio control operation

When the boost pressure is low, the stem is in the set (mounted)
position and the lever limits the movement of the rack in the “fuel
delivery” direction. As boost pressure increases, the stem extends
away from the lever, and the rack can move to the left, to allow greater
fuel delivery to the injection pumps. When the manifold pressure
reaches approximately half the rated pressure, or greater, rack travel at
maximum fuel delivery becomes available. Thus, any time there is
sufficient boost pressure, the fuel ratio control stem extends and does
not control or affect the movement of the rack. This allows for smooth
and rapid acceleration at a proper fuel injection rate, for complete
combustion and low emissions.
Unit 5 5-2-19 Engine Fundamentals
Lesson 2

Fig. 5.2.30 Fuel cut-off solenoid

fuel cut off solenoid

There is a fuel shutoff solenoid on the rear of the regulator. There are
two types: One that activates when starting and another that activates
when turning off. The solenoid shown in the figure is one that
activates at startup. When the engine electrical system is activated
(ignition key in ON position), the solenoid is activated and the linkage
is released to allow movement of the rack in either direction (fuel
supply or shut-off). When the electrical system is turned off (ignition
switch OFF), the solenoid is deactivated and the rack is not allowed to
move in the “fuel boost” direction, causing the engine to shut down. A
diode connected between the two terminals of the solenoid eliminates
voltage surges (high voltage generated by the coil when the solenoid is
deactivated), which could damage other electronic circuits in the
vehicle's electrical system.
Introduction:

Lesson 3: How to Remove and Check

Lesson 3: How to Remove and Check Fuel System Components

Fuel System Components

The Caterpillar 3406 Engine fuel system typically requires very little adjustment over its life. Normal maintenance may require
replacement of components such as filters, injectors, and transfer pump. Fuel system repairs may require replacement
of the fuel injection pump plunger and drum groups, repair of the injection timing advance unit, or complete
replacement of the engine fuel system.
Goals:

The student will be able to correctly remove and install the fuel system components of the 3406 Engine and test the
injectors.
References:
3406B Engine Service Manual SSBR0544
3406C Engine Service Manual SSBR0550
Injector Test Sequence
Caterpillar 7000 Series SSHS9083
Fuel Injector Tests LSVN9167
 WWXN. LNA@UOLNOZAMU/AS DESLADZASGE<-

Unit 5 5-3-2 Engine Fundamentals

Lesson 3

Tool:

Service technician's tool kit or

equivalent 222 7876 (168-0328)
Pin 6V4186
Turning tool 9S9082
5P5195 Fuel Pipe Wrench
5P0144 Fuel Pipe Hub
Extractor 8S2244
Key 8T5287
Serrated Nut Wrench 134-2570
(8T3139) (9U5840)
8T3198 injector tube
8T3199 injector screw
Adapter 6V6983
Nut 1B4206
5P4150 injector tester group
6V2170 tube assembly
6V2171 tube assembly
Adapter 5P7448
8S2270 Manifold Assembly
Injector reamer 6V4089
Injector Seal Guide 6V7025
Injector adapter wrench 1U9725

NNG. ©60S SOSAUU. COG

Unit 5 -1- Engine Fundamentals
Student Copy - Practice 5.3.1

Using a 3406 engine from practice, remove and disassemble the transfer pump and check the valves and
pistons in the valve.

Student Copy - Practice 5.3.1

Using the tools and procedures specified in the 3406 Engine Service Manual, perform the following:
1. Remove the transfer pump

Exercise Instructor Initials

2. Disassemble the transfer pump

3. Identify transfer pump components

4. Remove fuel injectors, test injectors

Using injector tester group 5P4150 and Special Instruction SSHS9083, and reinstall the injectors.

5. Remove and install (1) drum group and injection pump plunger from housing

6. Remove timing advance

7. Remove the injection pump housing from the front cover

NNG. ©60E ©OCATU. .COG

 Introduction:

Lesson 4: Sleeve Metering Fuel

System

Lesson 4: Fuel Metering System with Hose

The Caterpillar sleeve metering fuel system was the first fuel system
used on the 3208 engine. This engine was very popular and was used
in mid-range highway trucks until 1991, although it remained in
marine and industrial type applications for many years to come.
Goals:

Upon completion of this lesson, the student will be able to explain

how the sleeve metering fuel system works.
References:

Fuel Metering System

with Sleeve (CD ROM) LSRV9802

OUCU