Systems Operation (SENR6476-01)

26/6/24, 3:03 p.m. SIS 2.
Systems Operation (SENR6476-01)
SMCS - SENR64760001
Introduction PSP
202 -0008
NOTE: For Specifications with illustrations, make reference to Specifications, 3408C Engine For
Caterpillar Built Machines, SENR6475. If the Specifications in SENR6475 are not the same as in
12: 4/06/2 A94E

the Systems Operation and the Testing And Adjusting, look at the printing date on the front cover of
each book. Use the Specifications given in the book with the latest date.
Engine Design SE
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Cylinder, Valve And Injection Pump Location

Bore ... 137.2 mm (5.40 in)
Stroke ... 152.4 mm (6.00 in)
Number and Arrangement of Cylinders ... V-8
Firing Order (Injection Sequence) ... 1,8,4,3,6,5,7,2
Rotation of Crankshaft (when seen from flywheel end) ... counterclockwise
Rotation of Fuel Pump Camshaft (when seen from pump drive end) ... counterclockwise
NOTE: Front end of engine is opposite to flywheel end.
Left side and right side of engine are as seen from flywheel end.
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No. 1 cylinder is the front cylinder on the left side.
No. 2 cylinder is the front cylinder on the right side.
Fuel System
Fuel System Schematic

(1) Fuel tank. (2) Tank shutoff valve. (3) Fuel injection nozzle. (4) Fuel manifolds. (5) Fuel injection pump housing. (6)
Bleed orifice. (7) Fuel inlet line from secondary filters. (8) Fuel inlet line from primary filter. (9) Check valve. (10) Fuel
transfer pump. (11) Secondary fuel filter. (12) Primary fuel filter. (13) Fuel priming pump. (14) Fuel transfer pump relief
valve.
There is one fuel injection pump and one fuel injection valve for each cylinder. The fuel injection
pumps are located in the fuel injection pump housing. The fuel injection valves are located in direct
injection adapter (3).
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When the engine is running, fuel is pulled from the fuel tank through the fuel supply line and primary
fuel filter (12) by fuel transfer pump (10). The fuel is then pushed to secondary fuel filters (11), and
into the fuel filter housing. A bleed orifice (6) in the fuel filter housing cover vents air in the system
through a line back to fuel tank (1). Fuel from the fuel filter housing goes through inlet line (7) to fuel
manifolds (4) in fuel injection pump housing (5). The fuel manifolds supply fuel to each fuel injection
pump.
Individual fuel injection lines carry fuel from the fuel injection pumps to each cylinder. One section of
line connects between the fuel injection pump and an adapter on the valve cover base. Another
section of line on the inside of the valve cover base connects between the adapter and the fuel
injection valve in direct injection adapter (3).
The fuel filters and priming pump are located in a compartment at the front of the fuel tank. The fuel
transfer pump is mounted on a drive adapter on the fuel injection pump housing, and is driven by a
shaft connected to the fuel injection pump camshaft. Fuel transfer pump relief valve (14) is located
in the cover of the pump.
Fuel priming pump (13) is used before the engine is started to put pressure in the fuel system and
to vent air from the system. A check valve (9) located in the fuel transfer pump adapter housing will
let fuel go around the fuel transfer pump when the priming pump is in use.
There is no bleed orifice or valve installed on the fuel injection pump housing to vent air from this
part of the fuel system. Air trapped in the fuel injection lines can be vented by loosening all of the
fuel injection line nuts where they connect to the adapters in the valve cover base. Move the
governor lever to the low idle position. Crank the engine with the starter motor until fuel without air
comes from the fuel line connections. Tighten the fuel line nuts. This procedure is necessary
because the fuel priming pump will not give enough pressure to push fuel through the reverse flow
check valves in the fuel injection pumps of a direct injection system.
Location Of Fuel System Components (Typical Illustration)

(4) Fuel manifolds. (5) Fuel injection pump housing. (7) Fuel inlet line from secondary filters. (8) Fuel inlet line from primary
filter. (10) Fuel transfer pump.
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Location Of Fuel System Components (Typical Illustration)

(1) Fuel tank. (6) Bleed orifice in cover. (11) Secondary fuel filters. (12) Primary fuel filter. (13) Fuel priming pump.
An automatic timing advance unit is mounted on the front of the fuel injection pump camshaft. It is
driven by the engine camshaft gear inside the front timing gear housing. The automatic timing
advance unit gives easier starting and smooth low speed operation. It will also advance timing as
engine speed increases to give correct engine operation efficiency.
Fuel Injection Pump
Cross Section Of The Fuel Injection Pump Housing

(1) Fuel manifold. (2) Inlet passage. (3) Check valve. (4) Pressure relief passage. (5) Pump plunger. (6) Spring. (7) Gear.
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(8) Fuel rack (left). (9) Lifter. (10) Link. (11) Lever. (12) Camshaft.
The rotation of the lobes on the camshaft (12) cause lifters (9) and pump plungers (5) to move up
and down. The stroke of each pump plunger is always the same. The force of springs (6) hold lifters
(9) against the cams of the camshaft.
The pump housing is a "V" shape (similar to the engine cylinder block), with four pumps on each
side.
When the pump plunger is down, fuel from fuel manifold (1) goes through inlet passage (2) and fills
the chamber above pump plunger (5). As the plunger moves up it closes the inlet passage.
The pressure of the fuel in the chamber above the plunger increases until it is high enough to cause
check valve (3) to open. Fuel under high pressure flows out of the check valve, through the fuel line
to the injection valve, until the inlet passage opens into pressure relief passage (4) in the plunger.
The pressure in the chamber decreases and check valve (3) closes.
The longer inlet passage (2) is closed, the larger the amount of fuel which will be forced through
check valve (3). The period for which the inlet passage is closed is controlled by pressure relief
passage (4). The design of the passage makes it possible to change the inlet passage closed time
by rotation of the plunger. When the governor moves fuel racks (8), they move gears (7) that are
fastened to plungers (5). This causes a rotation of the plungers.
The governor is connected to the left rack. The spring load on lever (11) removes the play between
the racks and link (10). The fuel racks are connected by link (10). They move in opposite directions
(when one rack moves in, the other rack moves out).
Fuel Injection Nozzles

The fuel injection nozzle is installed in an adapter in the cylinder head and is extended into the
combustion chamber. The fuel injection pump sends fuel with high pressure to the fuel injection
nozzle where the fuel is made into a fine spray for good combustion.
Fuel Injection Nozzle

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(1) Carbon dam. (2) Seal. (3) Passage. (4) Filter screen. (5) Inlet passage. (6) Orifice. (7) Valve. (8) Diameter. (9) Spring.
Seal (2) goes against the nozzle adapter and prevents leakage of compression from the cylinder.
Carbon dam (1) keeps carbon out of the bore in the nozzle adapter.
Fuel with high pressure from the fuel injection pump goes into inlet passage (5). Fuel then goes
through filter screen (4) and into passage (3) to the area below diameter (8) of valve (7). When the
pressure of the fuel that pushes against diameter (8) becomes greater than the force of spring (9),
valve (7) lifts up. This occurs when the fuel pressure goes above the Valve Opening Pressure of the
fuel injection nozzle. When valve (7) lifts, the tip of the valve comes off of the nozzle seat and the
fuel will go through the six small orifices (6) into the combustion chamber.
The injection of fuel continues until the pressure of fuel against diameter (8) becomes less than the
force of spring (9). With less pressure against diameter (8), spring (9) pushes valve (7) against the
nozzle seat and stops the flow of fuel to the combustion chamber.
The fuel injection nozzle can not be disassembled and no adjustments can be made.
Hydra-Mechanical Governor
The throttle lever, or governor control, is connected to the control lever on the engine governor. The
governor then controls the amount of fuel needed to keep the desired engine rpm at the throttle
lever setting.
The governor has governor weights (5) driven by the engine through the drive assembly (15). The
governor has a governor spring (6), valve (9) and piston (11). The valve and piston are connected to
one fuel rack through pin (17) and lever (18). The pressure oil for the governor comes from the
governor oil pump, on top of the injection pump housing. The oil used is from the engine lubrication
system. Pressure oil goes through passage (14) and around sleeve (13). The throttle lever, or
governor control, controls only the compression of governor spring (6). Compression of the spring
always pushes down to give more fuel to the engine. The centrifugal force of governor weights (5)
always pulls to get a reduction of fuel to the engine. When these two forces are in balance, the
engine runs at the desired rpm (governed rpm).
The governor valve (9) is shown in the position when the force of the governor weights and the
force of the governor spring are in balance.
When the engine load increases, the engine rpm decreases and the rotation of governor weights (5)
will get slower. (The governor weights will move toward each other). Governor spring (6) moves
valve (9) down. This lets the oil flow from the lower passage (12) around the valve (9) and through
the upper passage (10) to fill the chamber behind piston (11). This pressure oil pushes the piston
(11) and pin (17) down to give more fuel to the engine. (The upper end of the valve stops the oil flow
through the top of the piston, around the valve). Engine rpm goes up until the rotation of the
governor weights is fast enough to be in balance with the force of the governor spring.
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Hydra-Mechanical Governor
(1) Collar. (2) Bolt. (3) Lever assembly. (4) Upper spring seat. (5) Weights. (6) Governor spring. (7) Lower spring seat. (8)
Thrust bearing. (9) Valve. (10) Upper oil passage in piston. (11) Piston. (12) Lower oil passage in piston. (13) Sleeve. (14)
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Oil passage in cylinder. (15) Drive assembly. (16) Cylinder. (17) Pin. (18) Lever.
When there is a reduction in engine load, there will be an increase in engine rpm and the rotation of
governor weights (5) will get faster. This will move valve (9) up. This stops oil flow from the lower
passage (12), and oil pressure above piston (11) goes out through the top, around valve (9). Now,
the pressure between the sleeve (13) and piston (11) pushes the piston and pin (17) up. This
causes a reduction in the amount of fuel to the engine. Engine rpm goes down until the centrifugal
force (rotation) of the governor weights is in balance with the force of the governor spring. When
these two forces are in balance, the engine will run at the desired rpm (governed rpm).
When engine rpm is at Low Idle, a spring-loaded plunger in lever assembly (3) comes in contact
with a shoulder on the adjustment screw for low idle. To stop the engine, push throttle lever to
vertical position. This will let the spring-loaded plunger move over the shoulder on the low idle
adjustment screw and move the fuel rack to the fuel closed position. With no fuel to the engine
cylinders, the engine will stop.
The governor oil pump supplies oil to the valve (9) to increase governor power and response. Oil
from the governor oil pump gives lubrication to the governor weight support (with gear), thrust
bearing (8), and drive gear bearing. The other parts of the governor get lubrication from "splash-
lubrication" (oil thrown by other parts). Oil from the governor runs down into the housing for the fuel
injection pumps.
Fuel Ratio Control
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Fuel Ratio Control (Engine Stopped)
(1) Inlet air chamber. (2) Valve. (3) Diaphragm assembly. (4) Oil drains. (5) Pressure oil chamber. (6) Large oil passages.
(7) Oil inlet. (8) Small oil passages. (9) Oil outlet. (10) Fuel rack linkage. (11) Valve.
With the engine stopped, valve (11) is in the fully extended position. The movement of fuel rack
linkage (10) is not limited by valve (11).
When the engine is started, oil flows through oil inlet (7) into pressure oil chamber (5). From
chamber (5) the oil flows through large oil passages (6), inside valve (11), and out small oil
passages (8) to oil outlet (9).
A hose assembly connects inlet air chamber (1) to the inlet air system. As the inlet air pressure
increases, it causes diaphragm assembly (3) to move down. Valve (2), that is part of the diaphragm
assembly, closes large and small oil passages (6 and 8). When these passages are closed, oil
pressure increases in chamber (5). This increase in oil pressure moves valve (11) up. The control is
now ready for operation.
When the governor control is moved to increase fuel to the engine, valve (11) limits the movement
of fuel rack linkage (10) in the "Fuel On" direction. The oil in chamber (5) acts as a restriction to the
movement of valve (11) until inlet air pressure increases.
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Fuel Ratio Control (Ready For Operation)

(1) Inlet air chamber. (2) Valve. (5) Pressure oil chamber. (6) Large oil passages. (8) Small oil passages. (11) Valve.
As the inlet air pressure increases, valve (2) moves down and lets oil from chamber (5) drain
through large oil passages (6) and out through oil drains (4). This lets valve (11) move down so fuel
rack linkage (10) can move gradually to increase fuel to the engine. The control is designed not to
let the fuel increase until the air pressure in the inlet manifold is high enough for complete
combustion. It prevents large amounts of exhaust smoke caused by an air/fuel mixture with too
much fuel.
The control movements take a very short time. No change in engine acceleration (rate at which
speed increases) can be felt.
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Fuel Ratio Control (Increase In Inlet Air Pressure)

(2) Valve. (4) Oil drains. (5) Pressure oil chamber. (10) Fuel rack linkage. 11) Valve.
Automatic Timing Advance Unit
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Automatic Timing Advance Unit

(1) Flange. (2) Weight. (3) Springs. (4) Slide. (5) Drive gear. (6) Camshaft.
The automatic timing advance unit is installed on the front of the camshaft (6) for the fuel injection
pump and is gear driven through the timing gears. The drive gear (5) for the fuel injection pump is
connected to camshaft (6) through a system of weights (2), springs (3), slides (4) and flange (1).
Each one of the two slides (4) is held on gear (5) by a pin. The two weights (2) can move in guides
inside flange (1) and over slides (4), but the notch for the slide in each weight is at an angle with the
guides for the weight in the flange. As centrifugal force (rotation) moves the weights away from the
center, against springs (3), the guides in the flange and the slides on the gear make the flange turn
a small amount in relation to the gear. Since the flange is connected to the camshaft for the fuel
injection pump, the fuel injection timing is also changed. No adjustment can be made in the timing
advance unit.
Air Inlet And Exhaust System

The air inlet and exhaust system components are: air cleaner, turbocharger, inlet manifold
(passages inside the cylinder block), cylinder head, valves and valve system components, and
exhaust manifold.
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(1) Exhaust manifold. (2) Pipe to inlet manifold. (3) Engine cylinders. (4) Air inlet. (5) Turbocharger compressor wheel. (6)
Turbocharger turbine wheel. (7) Exhaust outlet.

(1) To exhaust manifold. (2) Pipe to inlet manifold. (4) Air inlet. (7) Exhaust outlet. (8) Turbocharger. (9) Cross pipe.
Clean inlet air from the air cleaner is pulled through air inlet (4) of the turbocharger by the turning of
compressor wheel (5). The compressor wheel causes a compression of the air. The air then goes
through pipe to inlet manifold (2) of the engine. When the intake valves open, the air goes into
engine cylinders (3) and is mixed with the fuel for combustion. When the exhaust valves open, the
exhaust gases go out of the engine cylinders and into exhaust manifold (1). From exhaust manifold,
the exhaust gases go through the blades of turbine wheel (6). This causes the turbine wheel and
compressor wheel to turn. The exhaust gases then go out exhaust outlet (7) of the turbocharger.
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Air Flow Schematic

(1) Exhaust manifold. (2) Pipe to inlet manifold. (4) Air inlet. (7) Exhaust outlet. (8) Turbocharger.
Aftercooler
The aftercooler cools the air coming out of the turbocharger before it goes into the inlet manifold.
The purpose of this is to make the air going into the combustion chambers more dense. The more
dense the air is, the more fuel the engine can burn efficiently. This gives the engine more power.
Turbocharger
The turbocharger is installed at the top, rear of the engine on a cross pipe for the two exhaust
manifolds. All the exhaust gases from the engine go through the turbocharger.
The exhaust gases go through the blades of turbine wheel (6). This causes the turbine wheel and
compressor wheel (5) to turn, which causes a compression of the inlet air.
When the load on the engine is increased, more fuel is put into the engine. This makes more
exhaust gases and will cause the turbine and compressor wheels of the turbocharger to turn faster.
As the turbocharger turns faster, it gives more inlet air and makes it possible for the engine to burn
more fuel and will give the engine more power.
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Turbocharger
(1) Turbocharger. (2) Cross pipes. (3) To exhaust manifold.
Turbocharger
(4) Air inlet. (5) Compressor wheel. (6) Turbine wheel. (7) Exhaust outlet. (8) Compressor housing. (9) Oil inlet port. (10)
Thrust collar. (11) Thrust bearing. (12) Turbine housing. (13) Spacer. (14) Air outlet. (15) Oil outlet port. (16) Bearing. (17)
Coolant passages. (18) Bearing. (19) Exhaust inlet.
Maximum rpm of the turbocharger is controlled by the rack setting, the high idle speed setting and
the height above sea level at which the engine is operated.
NOTICE
If the high idle rpm or the rack setting is higher than given in the
TMI (Technical Marketing Information) or Fuel Setting And
Related Information Fiche (for the height above sea level at
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which the engine is operated), there can be damage to engine or

turbocharger parts. Damage will result when increased heat
and/or friction, due to the higher engine output, goes beyond
the engine cooling and lubrication systems abilities.
Bearings (16 and 18) for the turbocharger use engine oil under pressure for lubrication. The oil
comes in through the oil inlet port (9) and goes through passages in the center section for
lubrication of the bearings. Oil from the turbocharger goes out through the oil outlet port (15) in the
bottom of the center section and goes back to the engine lubrication system.
This type turbocharger has coolant passages (17) around the bearings to cool the oil in these
areas. Engine coolant is taken from the top, rear of the engine and sent into the rear of the
turbocharger (center section). The coolant flows through the passages around the bearings, and out
the front of the turbocharger (center section) back to the radiator top tank.
The fuel rack adjustment is done at the factory for a specific engine application. The governor
housing and turbocharger are sealed to prevent changes in the adjustment of the rack and the high
idle speed setting.
Valve System Components

The valve system components control the flow of inlet air and exhaust gases into and out of the
cylinders during engine operation.
The crankshaft gear drives the camshaft gear. The camshaft gear must be timed to the crankshaft
gear to get the correct relation between piston and valve movement.
The camshaft has two cams for each cylinder. One cam controls the exhaust valves, the other
controls the intake valves.
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Valve System Components

(1) Intake bridge. (2) Intake rocker arm. (3) Push rod. (4) R Rotocoil. (5) Valve spring. (6) Valve guide. (7) Intake valves. (8)
Lifter. (9) Camshaft.
As the camshaft turns, the lobes of camshaft (9) cause lifters (8) to go up and down. This
movement makes push rods (3) move rocker arms (2). Movement of the rocker arms makes the
bridges move up and down on dowels mounted in the cylinder head. The bridges let one rocker arm
open and close two valves (intake or exhaust). There are two intake and two exhaust valves for
each cylinder.
Rotocoils (4) cause the valves to turn while the engine is running. The rotation of the valves keeps
the deposit of carbon on the valves to a minimum and gives the valves longer service life.
Valve springs (5) cause the valves to close when the lifters move down.
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Valve System Components (Typical Illustration)
© 2 R647 03:00
(1) Intake bridge. (2) Intake rocker arm. (7) Intake valves. (10) Exhaust rocker arm. (11) Exhaust bridge. (12) Exhaust
valves.
Lubrication System02 6
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Engine Oil Flow During Normal Operation

(1) To rocker arm shaft. (2) To gear bearings in flywheel housing. (3) To fuel injection pump housing, governor and fuel ratio
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control. (4) Rocker arm shaft. (5) To valve lifters. (6) Camshaft bearings. (7) Piston cooling tubes. (8) Left oil manifold. (9)
To timing gear housing. (10) To idler gear shaft. (11) Right oil manifold. (12) Main bearings. (13) Oil supply line to filters on
left side of block. (14) Oil filters. (15) Oil supply line to turbocharger. (16) Oil bypass line to right manifold in cylinder block.
(17) Filter bypass valve. (18) Cooler bypass line. (19) Cooler bypass valve. (20) Turbocharger. (21) Engine oil cooler. (22)
Oil return line from turbocharger. (23) Suction line for scavenge oil pump. (24) Scavenge oil pump. (25) Oil pan. (26) Oil
pump suction line. (27) Oil pump.
Oil Flow Through The Oil Cooler, Oil Filters And The
Engine
Lubrication System Components (Right Side Of Engine)

(13) Oil supply line to filters. (21) Engine oil cooler. (25) Oil pan. (28) Transmission oil cooler.
Lubrication System Components (Left Side of Engine)

(14) Oil filters. (25) Oil pan.
With the engine warm (normal operation), oil comes from oil pan (25) through a suction bell on
suction line (26) to oil pump (27). The oil pump sends warm oil, under pressure, to engine oil cooler
(21), through an outside oil supply line (13) that connects to the oil pan, and through a line inside
the oil pan to the other side of the cylinder block. The oil now flows through oil passage in the filter
base, through the oil filters and back to oil manifold (8) on left side of engine.
From oil manifold (8) in left side of the cylinder block, oil is sent to right oil manifold (11) through
drilled passages in the cylinder block that connect main bearings (12) and camshaft bearings (6).
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Oil goes through drilled holes in the crankshaft to give lubrication to the connecting rod bearings. A
small amount of oil is sent through tubes (7) to make the pistons cooler. Oil goes through grooves in
the bores for the front and rear camshaft bearings and then into passages (5) that connect the valve
lifter bores. These passages give oil under pressure for the lubrication of the valve lifters.
Oil is sent through passages (1), on front and rear, to rocker arm shafts (4) on both cylinder heads.
Holes in the rocker arm shafts let the oil give lubrication to the valve system components in the
cylinder head.
The fuel injection pump and governor gets oil from passage (3) in the cylinder block. There is a
small gear pump between the injection pump housing and the governor. This pump sends oil under
pressure for the hydraulic operation of the hydra-mechanical governor. The automatic timing
advance unit gets oil from the injection pump housing, through the camshaft for the fuel injection
pumps.
The idler gear bores get oil from passages (10) in the cylinder block, oil then goes through the shaft
for the bearings of the idler gears installed on the front and rear of the cylinder block.
The rear gear bearings get oil from an external line (2) that connects to the flywheel housing.
Pressure oil is sent to the turbocharger bearings through external supply line (15). The oil goes out
of turbocharger (20) back to the top of flywheel housing through oil return line (22). This oil flows
over the gears in flywheel housing to give them lubrication and then goes back to oil pan (25).
There is a bypass valve in the oil pump. This bypass valve controls the maximum pressure of the oil
from the oil pump. The oil pump can put more oil into the system than is needed. When there is
more oil than needed, the oil pressure goes up and the bypass valve will open. This allows the oil
that is not needed to go back to the inlet oil passage of the oil pump.
After the oil for lubrication has done its work, it goes back to the engine oil pan.
This lubrication system also has a scavenge oil pump. Scavenge oil pump (24) is connected to and
is driven by main oil pump (27). Oil is taken from the small reservoir at the rear of the oil pan
through suction line (23) and is pumped into main reservoir at front of oil pan (25).
When the front of vehicle is tilted up on a long slope, the oil that returns to oil pan (after engine
lubrication) will accumulate at the rear of the oil pan. This can let the main reservoir level decrease
enough to cause oil pump (27) to not have any output.
Scavenge oil pump (24) is in operation all the time that the engine is in operation. The only purpose
of the scavenge oil pump is to take the extra oil from the rear of the oil pan and put it back into the
main reservoir at the front of the oil pan.
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Flow Of Oil (Engine Cold)

(11) Right oil manifold. (13) Oil supply line to filters. (14) Oil filters. (15) Oil supply line to turbocharger. (16) Oil bypass line
to right manifold in cylinder block. (17) Filter bypass valve. (18) Cooler bypass line. (19) Cooler bypass valve. (20)
Turbocharger. (21) Engine oil cooler. (22) Oil return line from turbocharger. (23) Suction line for scavenge oil pump. (24)
Scavenge oil pump. (25) Oil pan. (26) Oil pump suction line. (27) Oil pump.
When the engine is cold (starting condition), bypass valves (17 and 19) open because cold oil with
high viscosity causes a restriction to the oil flow through oil cooler (21) and oil filters (14). With the
bypass valves open, oil flows directly from the oil pump to right oil manifold (11) through bypass
lines (16 and 18). This will give immediate lubrication to all components until engine becomes
warm.
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When the oil gets warm, the pressure difference in the bypass valves decreases and the bypass
valves close. Now there is a normal flow through oil cooler (21) and oil filters (14).
The bypass valves will also open when there is a restriction in the oil cooler or oil filter. This action
does not let an oil cooler or oil filter with a restriction prevent the lubrication of the engine.
Cooling System
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Radiator Cooled System Schematic

(1) Radiator. (2) Coolant outlet line from turbocharger. (3) Outlet from temperature regulator housing to radiator top (one on
each side at front of engine). (4) Temperature regulator housing (both sides). (5) Cylinder heads. (6) Turbocharger. (7)
Cylinder block. (8) Coolant outlet line from turbocharger to radiator. (9) Water pump. (10) Engine oil cooler. (11)
Transmission oil cooler. (12) Hydraulic oil cooler.
This engine has a pressure type cooling system. A pressure type cooling system gives two
advantages. The first advantage is that the cooling system can have safe operation at a
temperature that is higher than the normal boiling (steam) point of water. The second advantage is
that this type system prevents cavitation (the sudden making of low pressure bubbles in liquids by
mechanical forces) in the water pump. With this type system, it is more difficult for an air or steam
pocket to be made in the cooling system.
In normal operation (engine warm), water pump (9) sends coolant through engine oil cooler (10),
transmission oil cooler (11) and hydraulic oil cooler (12). Water from the engine oil cooler flows into
the block while water from the other two oil coolers flows into the inlet of the water pump. Coolant
moves through cylinder block (7) to both cylinder heads (5), and then goes to the housings for the
temperature regulators (4). The temperature regulators are open and most of the coolant goes
through the outlets to radiator (1). The coolant is made cooler as it moves through the radiator.
When the coolant gets to the bottom of the radiator, it goes to water pump (9).
NOTE: The water temperature regulator is an important part of the cooling system. It divides
coolant flow between radiator (6) and radiator bypass lines (15) as necessary to maintain the
correct temperature. If the water temperature regulator is not installed in the system, there is no
mechanical control, and most of the coolant will take the path of least resistance through the
bypass. This will cause the engine to overheat in hot weather. In cold weather, even the small
amount of coolant that goes through the radiator is too much, and the engine will not get to normal
operation temperatures.
When the engine is cold, the water temperature regulator is closed, and the coolant is stopped from
going to the radiator. The coolant goes from the temperature regulator housing (5) back to the water
pump (13) through radiator bypass lines (15).
A small amount of coolant also moves constantly through line (1) that connects from the water
pump outlet to the center section of turbocharger (2). The coolant flows through passages around
the turbocharger bearings and then out the front of the center section. The coolant then flows
through line (3) back to the top center of the cylinder block.
Coolant Conditioner
Some conditions of operation have been found to cause pitting (small holes in the metal surface)
from corrosion or cavitation erosion (wear caused by air bubbles in the coolant) on the outer surface
of the cylinder liners and the inner surface of the cylinder block next to the liners. The addition of a
26/6/24, 3:03 p.m. SIS 2.0
corrosion inhibitor (a chemical that gives a reduction of pitting) is required to keep this type of
damage to a minimum.
Coolant Conditioner
(1) Base (part of regulator housing). (2) Element. (3) Valve
The "spin-on" coolant conditioner element (2), similar to the fuel filter and oil filter elements, fastens
to a base (1) that is part of the regulator housing on the left front of the engine. Coolant flows from
the water pump through the cylinder head to the base, through the element and back through
bypass line to water pump inlet. There is a constant flow of coolant through the element when valve
(3) is in the ON position.
The element has a specific amount of inhibitor for acceptable cooling system protection. As coolant
flows through the element, the corrosion inhibitor, which is a dry material, dissolves (goes into
solution) and mixes to the correct concentration. Two basic types of elements are used for the
cooling system, and they are called the "Precharge" and the "Maintenance" elements. Each type of
element has a specific use and must be used correctly to get the necessary concentration for
cooling system protection. The elements also contain a filter and should be left in the system so
coolant flows through it after the conditioner material is dissolved.
The "Precharge" element has more than the normal amount of inhibitor, and is used when a system
is first filled with new coolant. This element has to add enough inhibitor to bring the complete
cooling system up to the correct concentration.
The "Maintenance" elements have a normal amount of inhibitor and are installed at the first change
interval and provide enough inhibitor to keep the corrosion protection at an acceptable level. After
the first change period, only "Maintenance" elements are installed at specified intervals to give
protection to the cooling system.
NOTICE
Do not use Dowtherm 209 Full-Fill in a cooling system that has a

coolant conditioner. These two systems are not compatible
(corrosion inhibitor is reduced) when used together.
26/6/24, 3:03 p.m. SIS 2.0
PSP
Basic Block
202 -0008
4 /
Cylinder Block, Liners And Heads
12: 0 A 9
0 6 / 2 4 E
SEN 3:49+ 6
The cylinders in the left side of the block make an angle of 65 degrees with the cylinders in the right
side of the block. The main bearing caps are fastened to the block with two bolts per cap.
© 2 R647 03:00
The cylinder liners can be removed for replacement. The top surface of the block is the seat for the
cylinder liner flange. Engine coolant flows around the liners to keep them cool. Three O-ring seals
024 6
around the bottom of the liner make a seal between the liner and the block.
Cat
The engine has a single, cast head on each side. Four vertical valves (two intake and two exhaust),
erp
controlled by a pushrod valve system, are used per each cylinder. The opening for the fuel nozzles
illa
is located between the four valves. Series ports (passages) are used for both intake and exhaust
valves.
r In
c.
A steel spacer plate is used between the cylinder head and block. A thin gasket is used between the
(plate and liners) and the block to seal water and oil. A thick gasket of metal and asbestos is used
between the plate and the head to seal combustion gases, water and oil.
The size of the pushrod openings through the head permits the removal of the valve lifters with the
head installed.
Valve guides without shoulders are pressed into the cylinder head.
Pistons, Rings And Connecting Rods

The aluminum pistons have three rings; two compression rings and one oil ring. All rings are located
above the piston pin bore. The two compression rings are of the Keystone type, which have a
tapered shape. The seat for the rings is an iron band that is cast into the piston. The action of the
rings in the piston groove, which is also tapered, helps prevent seizure of the rings caused by too
much carbon deposits. The oil ring is a standard (conventional) type. Oil returns to the crankcase
through openings in the oil ring groove.
The piston pin is held in place by two snap rings that fit in grooves in the pin bore of the piston. The
connecting rod has a taper on the pin bore end. This gives the rod and piston more strength in the
areas with the most load.
Oil spray tubes, located on the cylinder block main webs, direct oil to cool and give lubrication to the
piston components and cylinder walls.
26/6/24, 3:03 p.m. SIS 2.0
Crankshaft
The crankshaft changes the combustion forces in the cylinder into usable rotating torque which
powers the machine. Vibration, caused by combustion impacts along the crankshaft, is kept small
by a vibration damper on the front of the crankshaft.
There is a gear at the front of the crankshaft to drive the timing gears and the oil pump. Seals and
wear sleeves are used at both ends of the crankshaft for easy replacement and a reduction of
maintenance cost. Pressure oil is supplied to all bearing surfaces through drilled holes in the
crankshaft. The crankshaft is supported by five main bearings. A thrust plate at either side of the
center main bearing controls the end play of the crankshaft.
Camshaft
The engine has a single camshaft that is driven at the front end. It is supported by five bearings. As
the camshaft turns, each cam (lobe) (through the action of valve systems components) moves
either two exhaust valves or two intake valves for each cylinder. The camshaft gear must be timed
to the crankshaft gear. The relation of the cam (lobes) to the camshaft gear cause the valves in
each cylinder to open and close at the correct time.
Vibration Damper
26/6/24, 3:03 p.m. SIS 2.0
Cross Section Of A Vibration Damper

(1) Flywheel ring. (2) Rubber ring. (3) Inner hub.
The twisting of the crankshaft, due to the regular power impacts along its length, is called twisting
(torsional) vibration. The vibration damper is installed on the front end of the crankshaft. It is used
for reduction of torsional vibrations and stops the vibration from building up to amounts that cause
damage.
The damper is made of a flywheel ring (1) connected to an inner hub (3) by a rubber ring (2). The
rubber makes a flexible coupling between the flywheel ring and the inner hub.
Electrical System
The electrical system can have three separate circuits: the charging circuit, the starting circuit and
the low amperage circuit. Some of the electrical system components are used in more than one
circuit. The battery (batteries), circuit breaker, ammeter, cables and wires from the battery are all
common in each of the circuits.
26/6/24, 3:03 p.m. SIS 2.0
The charging circuit is in operation when the engine is running. An alternator makes electricity for
the charging circuit. A voltage regulator in the circuit controls the electrical output to keep the battery
at full charge.
The starting circuit is in operation only when the start switch is activated.
The electrical systems include a Diagnostic Connector which is used when testing the charging and
starting circuits.
The low amperage circuit and the charging circuit are both connected to the same side of the
ammeter. The starting circuit connects to the opposite side of the ammeter.
NOTICE
Never operate the alternator without the battery in the circuit.

Making or breaking an alternator connection with heavy load on
the circuit can cause damage to the regulator.
Charging System Components

Alternator (3T6352, 4N3986 And 3E7577)
The alternator is driven by V-belts from the crankshaft pulley. This alternator is a three phase, self-
rectifying charging unit, and the regulator is part of the alternator. There is a 3T6352 Alternator with
35 amp output, 4N3986 Alternator with a 60 amp output and a 3E7577 Alternator with a 75 amp
output.
This alternator design has no need for slip rings or brushes, and the only part that has movement is
the rotor assembly. All conductors that carry current are stationary. The conductors are the field
winding, stator windings, six rectifying diodes and the regulator circuit components.
The rotor assembly has many magnetic poles like fingers with air space between each opposite
pole. The poles have residual magnetism (like permanent magnets) that produce a small amount of
magnet-like lines of force (magnetic field) between the poles. As the rotor assembly begins to turn
between the field winding and the stator windings, a small amount of alternating current (AC) is
produced in the stator windings from the small magnetic lines of force made by the residual
magnetism of the poles. This AC current is changed to direct current (DC) when it passes through
the diodes of the rectifier bridge. Most of this current goes to charge the battery and to supply the
low amperage circuit, and the remainder is sent on to the field windings. The DC current flow
through the field windings (wires around an iron core) now increases the strength of the magnetic
26/6/24, 3:03 p.m. SIS 2.0
lines of force. These stronger lines of force now increase the amount of AC current produced in the
stator windings. The increased speed of the rotor assembly also increases the current and voltage
output of the alternator.
Alternator
(1) Regulator. (2) Roller bearing. (3) Stator winding. (4) Ball bearing. (5) Rectifier bridge. (6) Field winding. (7) Rotor
assembly. (8) Fan.
Alternator (7N9720 And 100-5046)

The alternator is driven by two V-belts. It has a three phase full wave rectified output. The alternator
is brushless.
26/6/24, 3:03 p.m. SIS 2.0
Alternator
(1) Winding. (2) Stator. (3) Rectifier. (4) Rotor. (5) Non-magnetic ring.
The rotor (4) and the bearings are the only moving parts. There is a 7N9720 Alternator with a 35
amp output and a 100-5046 Alternator with a 50 amp output.
The main parts of the alternator are the stator (2) which has three phase windings, the rectifier (3)
which changes the three phase AC to DC and provides excitation current.
The field winding (1) is a stationary coil assembly that provides the magnetic field.
The rotor provides the north and south poles which cut the magnetic field between the stationary
field winding and the stator (2). North and south poles are separated magnetically by a non-
magnetic ring (5).
Alternator (9G4574 And 100-5045)

This alternator has three-phase, full-wave rectified output. It is brushless. The rotor and bearings
are the only moving parts. There is a 9G4574 Alternator with 35 amp output and a 100-5045
Alternator with a 50 amp output.
26/6/24, 3:03 p.m. SIS 2.0
Alternator
(1) Fan. (2) Front frame assembly. (3) Stator assembly. (4) Rotor assembly. (5) Field winding (coil assembly). (6) Regulator
assembly. (7) Condenser (suppression capacitor). (8) Rectifier assembly. (9) Rear frame assembly.
When the engine is started and the rotor turns inside the stator windings, three-phase alternating
current (AC) and rapidly rising voltage is generated.
A small amount of alternating current (AC) is changed (rectified) to pulsating direct current (DC) by
the exciter diodes on the rectifier assembly. Output current from these diodes adds to the initial
current which flows through the rotor field windings from residual magnetism. This will make the
rotor a stronger magnet and cause the alternator to become activated automatically. As rotor speed,
current and voltages increase, the rotor field current increases enough until the alternator becomes
fully activated.
The main battery charging current is charged (rectified) from AC to DC by the other positive and
negative diodes in the rectifier and pack (main output diodes) which operate in a full wave linkage
recitifer circuit.
Alternator output is controlled by a regulator, which is inside the alternator rear frame.
Alternator Regulator (3T6354)

26/6/24, 3:03 p.m. SIS 2.0
The voltage regulator is a solid state (transistor, stationary parts) electronic switch. It feels the
voltage in the system and switches on and off many times a second to control the field current (DC
current to the field windings) for the alternator to make the needed voltage output.
Alternator Regulator (9G7567)

The voltage regulator is an electronic switch. It feels the voltage in the system and gives the
necessary field current (current to the field windings of the alternator) for the alternator to make the
needed voltage. The voltage regulator controls the field current to the alternator by switching on and
off many times a second.
Alternator Regulator (7T2798)

The regulator is fastened to the alternator by two different methods. One method fastens the
regulator to the top, rear of alternator. With the other method the regulator is fastened separately by
use of a wire and a connector that goes into the alternator.
The voltage regulator is a solid state (transistor, no moving parts) electronic switch. It feels the
voltage in the system and gives the necessary field current (current to the field windings of the
alternator) for the alternator to make the needed voltage. The voltage regulator controls the field
current to the alternator by switching on and off many times a second. There is no voltage
adjustment for this regulator.
Starting System Components

Solenoid
A solenoid is an electromagnetic switch that does two basic operations:
a. Closes the high current starter motor circuit with a low current start switch circuit.
b. Engages the starter motor pinion with the ring gear.
26/6/24, 3:03 p.m. SIS 2.0
Typical Solenoid Schematic

The solenoid has windings (one or two sets) around a hollow cylinder. There is a plunger (core) with
a spring load inside the cylinder that can move forward and backward. When the start switch is
closed and electricity is sent through the windings, a magnetic field is made that pulls the plunger
forward in the cylinder. This moves the shift lever (connected to the rear of the plunger) to engage
the pinion drive gear with the ring gear. The front end of the plunger then makes contact across the
battery and motor terminals of the solenoid, and the starter motor begins to turn the flywheel of the
engine.
When the start switch is opened, current no longer flows through the windings. The spring now
pushes the plunger back to the original position, and, at the same time, moves the pinion gear away
from the flywheel.
When two sets of windings in the solenoid are used, they are called the hold-in winding and the
pull-in winding. Both have the same number of turns around the cylinder, but the pull-in winding
uses a larger diameter wire to produce a greater magnetic field. When the start switch is closed,
part of the current flows from the battery through the hold-in windings, and the rest flows through
the pull-in windings to motor terminal, then through the motor to ground. When the solenoid is fully
activated (connection across battery and motor terminal is complete), current is shut off through the
pull-in windings. Now only the smaller hold-in windings are in operation for the extended period of
time it takes to start the engine. The solenoid will now take less current from the battery, and heat
made by the solenoid will be kept at an acceptable level.
Starter Motor
The starter motor is used to turn the engine flywheel fast enough to get the engine running.
26/6/24, 3:03 p.m. SIS 2.0
PSP
202 -0008
12: 4/06/2 A94E
0
SEN 3:49+ 6
© 2 R647 03:00
Starter Motor
024 6
Cat
(1) Field. (2) Solenoid. (3) Clutch. (4) Pinion. (5) Commutator. (6) Brush assembly. (7) Armature.
The starter motor has a solenoid. When the start switch is turned to the START position, the
erp
solenoid will be activated electrically. The solenoid core will now move to push the starter pinion, by
illa
a mechanical linkage, to engage with the ring gear on the flywheel of the engine. The starter pinion
r In
will engage with the ring gear before the electric contacts in the solenoid close the circuit between
c.
the battery and the starter motor. When the circuit between the battery and the starter motor is
complete, the pinion will turn the engine flywheel. A clutch gives protection for the starter motor so
that the engine, when it starts to run, can not turn the starter motor too fast. When the start switch is
released, the starter pinion will move away from the flywheel ring gear.
Magnetic Switch
A magnetic switch (relay) is used sometimes for the starter solenoid circuit. Its operation electrically
is the same as the solenoid. Its function is to reduce the current load on the start switch and control
current to the starter solenoid.
Rack Shutoff Solenoid

A shutoff solenoid changes electrical input into mechanical output. The shutoff solenoid is used to
move the fuel rack to a no fuel position. This stops the engine. The shutoff solenoid is activated by a
remote manual control switch.
26/6/24, 3:03 p.m. SIS 2.0
Rack Shutoff Solenoid (Typical Example)
Other Components
Circuit Breaker
The circuit breaker is a switch that opens the battery circuit if the current in the electrical system
goes higher than the rating of the circuit breaker.
A heat activated metal disc with a contact point completes the electric circuit through the circuit
breaker. If the current in the electrical system gets too high, it causes the metal disc to get hot. This
heat causes a distortion of the metal disc which opens the contacts and breaks the circuit. A circuit
breaker that is open can be reset after it cools. Push the reset button to close the contacts and
reset the circuit breaker.
Circuit Breaker Schematic

(1) Reset button. (2) Disc in open position. (3) Contacts. (4) Disc. (5) Battery circuit terminals.
PSP-0008A94E
2024/06/26
12:03:23+03:00
SENR64760001
© 2024 Caterpillar Inc.

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26/6/24, 3:03 p.m. SIS 2.

Systems Operation (SENR6476-01)

12: 4/06/2 A94E

Cylinder, Valve And Injection Pump Location

Stroke ... 152.4 mm (6.00 in)

Number and Arrangement of Cylinders ... V-8

Firing Order (Injection Sequence) ... 1,8,4,3,6,5,7,2

Rotation of Crankshaft (when seen from flywheel end) ... counterclockwise

NOTE: Front end of engine is opposite to flywheel end.

No. 1 cylinder is the front cylinder on the left side.

No. 2 cylinder is the front cylinder on the right side.

Fuel System Schematic

Location Of Fuel System Components (Typical Illustration)

Location Of Fuel System Components (Typical Illustration)

Fuel Injection Pump

Cross Section Of The Fuel Injection Pump Housing

Fuel Injection Nozzles

Fuel Injection Nozzle

Fuel Ratio Control

Fuel Ratio Control (Ready For Operation)

Fuel Ratio Control (Increase In Inlet Air Pressure)

Automatic Timing Advance Unit

Automatic Timing Advance Unit

Air Inlet And Exhaust System

Air Inlet And Exhaust System

Air Inlet And Exhaust System

Air Flow Schematic

which the engine is operated), there can be damage to engine or

Valve System Components

Valve System Components

Engine Oil Flow During Normal Operation

Lubrication System Components (Right Side Of Engine)

Lubrication System Components (Left Side of Engine)

Flow Of Oil (Engine Cold)

Radiator Cooled System Schematic

Do not use Dowtherm 209 Full-Fill in a cooling system that has a

Pistons, Rings And Connecting Rods

Cross Section Of A Vibration Damper

Never operate the alternator without the battery in the circuit.

Charging System Components

Alternator (7N9720 And 100-5046)

Alternator (9G4574 And 100-5045)

Alternator Regulator (3T6354)

Alternator Regulator (9G7567)

Alternator Regulator (7T2798)

Starting System Components

Typical Solenoid Schematic

Rack Shutoff Solenoid

Rack Shutoff Solenoid (Typical Example)

Circuit Breaker Schematic

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