c27-c32_sys Ops & t&A

SENR9937-05
January 2008
Systems Operation
Testing and Adjusting
C27 and C32 Engines for Caterpillar
Built Machines
2211-Up (Machine)
LWA1-Up (Machine)
GEB1-Up (Machine)
TPB1-Up (Machine)
H4C1-Up (Machine)
EED1-Up (Machine)
RJG1-Up (Machine)
Z9K1-Up (Machine)
JRP1-Up (Machine)
DLS1-Up (Machine)
BTW1-Up (Machine)
BWX1-Up (Machine)
SAFETY.CAT.COM
i01658146
Important Safety Information

Most accidents that involve product operation, maintenance and repair are caused by failure to observe
basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous
situations before an accident occurs. A person must be alert to potential hazards. This person should also
have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and
could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have
read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings
are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as
“DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.
The meaning of this safety alert symbol is as follows:

Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially
presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential hazard.
The warnings in this publication and on the product are, therefore, not all inclusive. If a tool,
procedure, work method or operating technique that is not specifically recommended by Caterpillar
is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that
the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or
repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that
was available at the time that the publication was written. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete and most current information before you
start any job. Caterpillar dealers have the most current information available.
When replacement parts are required for this

product Caterpillar recommends using Caterpil-
lar replacement parts or parts with equivalent
specifications including, but not limited to, phys-
ical dimensions, type, strength and material.
Failure to heed this warning can lead to prema-

ture failures, product damage, personal injury or
death.
SENR9937-05 3
Table of Contents
Table of Contents Compression Brake Lash - Adjust (If Equipped) ... 67
Electrical System
Battery - Test ......................................................... 69
Systems Operation Section Charging System - Test ........................................ 70
Electric Starting System - Test .............................. 71
General Information ................................................ 4
Electronic Control System Components ................. 4
Fuel System ........................................................... 9 Index Section
Air Inlet and Exhaust System ............................... 13
Lubrication System .............................................. 15 Index ..................................................................... 73
Cooling System .................................................... 18
Basic Engine ......................................................... 19
Compression Brake .............................................. 20
Electrical System ................................................. 22
Testing and Adjusting Section

Fuel System
Fuel System - Inspect ........................................... 26
Air in Fuel - Test .................................................... 26
Electronic Unit Injector - Adjust ............................. 27
Electronic Unit Injector - Test ................................ 28
Finding Top Center Position for No. 1 Piston ........ 28
Fuel Quality - Test ................................................. 29
Fuel System - Prime ............................................. 30
Fuel System Pressure - Test ................................. 32
Rear Gear Group - Time ....................................... 33
Air Inlet and Exhaust System

Air Inlet and Exhaust System - Inspect ................. 34
Turbocharger - Inspect .......................................... 38
Inlet Manifold Pressure - Test ............................... 40
Exhaust Temperature - Test .................................. 40
Aftercooler - Test ................................................... 41
Engine Crankcase Pressure (Blowby) - Test ........ 43
Compression - Test ............................................... 44
Engine Valve Lash - Inspect/Adjust ...................... 44
Lubrication System
Engine Oil Pressure - Test .................................... 47
Excessive Bearing Wear - Inspect ........................ 50
Excessive Engine Oil Consumption - Inspect ....... 50
Increased Engine Oil Temperature - Inspect ........ 51
Cooling System
Cooling System - Check (Overheating) ................ 52
Cooling System - Inspect ...................................... 54
Cooling System - Test ........................................... 54
Water Temperature Regulator - Test ..................... 58
Water Pump - Test ................................................ 59
Basic Engine
Piston Ring Groove - Inspect ................................ 60
Connecting Rod Bearings - Inspect ...................... 60
Main Bearings - Inspect ........................................ 60
Cylinder Block - Inspect ........................................ 60
Cylinder Liner Projection - Inspect ........................ 60
Flywheel - Inspect ................................................. 63
Flywheel Housing - Inspect ................................... 64
Vibration Damper - Check .................................... 66
Compression Brake
4 SENR9937-05
Systems Operation Section
Systems Operation Section When the cold start strategy is activated, low idle rpm
will be increased and engine power will be limited.
i02820598 Cold mode operation will be deactivated when any of

the following conditions have been met:
General Information
• Coolant temperature reaches 20 °C (68 °F).
SMCS Code: 1000
• The engine has been running for twelve minutes.
General Information
Cold mode operation uses a modified control map,
The C27 and C32 Machine Engines incorporate that is stored in the ECM, in order to adjust the fuel
an electronic control system with electronically injection timing and the injection duration for white
controlled fuel injection. These advancements in smoke cleanup. The engine will usually exit the cold
technology offer the following improvements over mode operation before the walk-around inspection
engines with mechanically operated fuel systems: is completed. During cold mode operation, the
enhanced engine efficiency, reduced smoke levels, engine will remain at the elevated rpm that has been
and lower exhaust emissions. specified for the engine.
The Electronic Unit Injection (EUI) fuel system After the cold mode is completed, the engine should
eliminates many of the mechanical components that be operated at low rpm until normal operating
are traditionally used in the fuel injector assembly. temperature is reached. The engine will reach normal
The EUI system increases engine timing accuracy operating temperature faster when the engine is
and air/fuel ratio control. The engine’s timing advance operated at low rpm and low power demand.
is achieved by precise control of the fuel injection
timing, while engine rpm is controlled by adjusting Customer Specified Parameters
the injection duration.
The engine is capable of being programmed for
The engine is equipped with an Electronic Control several customer specified parameters. For a brief
Module (ECM) that is used to control engine explanation of each of the customer specified
operation. The ECM has built-in diagnostics in order parameters, refer to the Operation and Maintenance
to ensure that all of the components are operating Manual for your engine.
properly. In the event of a system component failure,
the ECM can send a signal to a warning lamp or a
diagnostic lamp that will alert the operator to the i02130600
condition. An electronic service tool can be used to
read the numerical code of the faulty component or Electronic Control System
condition. Intermittent faults are logged and stored in Components
the ECM memory.
SMCS Code: 1900
Starting the Engine
The electronic control system is integrally designed
The ECM will automatically provide the correct into the engine’s fuel system and the engine’s air
amount of fuel that is necessary to start the engine. inlet and exhaust system in order to electronically
The throttle should not be held while the engine control the fuel delivery. The electronic control system
is being cranked. If the engine fails to start in 30 provides better timing control and fuel air ratio control
seconds, the starter switch should be released. The in comparison to conventional mechanical engines.
starting motor should be allowed to cool for two Injection timing is achieved by the precise control
minutes before being used again. of the fuel injectors. Engine speed is controlled
by adjusting the injection duration. The Electronic
Control Module (ECM) energizes the unit injector
NOTICE solenoids in order to start the injection of fuel. Also,
Excessive ether (starting fluid) can cause piston and the ECM de-energizes the unit injector solenoids in
ring damage. Use ether for cold weather starting pur- order to stop the injection of fuel.
poses only.
Refer to Systems Operation, “Fuel System” for a
complete explanation of the fuel injection process.
Cold Mode Operation
The engine uses the following three types of
The ECM will set the cold start strategy when the electronic components:
coolant temperature is below 20 °C (68 °F).
• Input component
SENR9937-05 5
• Control component • Engine oil temperature

• Output component • Engine oil pressure
An input component is one that sends an electrical • Engine speed
signal to the ECM. The signal that is sent varies in
either of the following ways: • Atmospheric pressure
• Voltage • Injection actuation pressure
• Frequency • Fuel temperature
• Pulse width • Fuel pressure
The variation of the signal is in response to a change • Inlet air temperature
in some specific system of the engine. Some specific
examples of an input component are the engine The ECM processes the data. Then, the ECM sends
speed-timing sensors, and the coolant temperature an electronic signal to the fuel injector. The signal
sensor. The ECM interprets the signal from the will control the amount of fuel that is injected into
input component as information about the condition, the cylinder. This will optimize the efficiency and the
environment, or operation of the engine. performance of the engine.
A control component (ECM) receives the input signals

from the input components. Electronic circuits inside
the control component evaluate the signals from
the input components. These electronic circuits also
supply electrical energy to the output components of
the system. The electrical energy that is supplied to
the output components is based on predetermined
combinations of input signal values.
An output component is one that is operated by a

control module. The output component receives
electrical energy from the control group. The output
component uses electrical energy to make an
adjustment in one of the engine’s systems. An output
component may also provide information to the
operator.
As an example, a moving solenoid plunger will

perform work. By performing work, the component
has functioned in order to regulate the engine.
As an example, a control panel light or an alarm will

provide information to the operator of the engine.
These electronic components provide the ability

to electronically control the engine operation.
Engines with electronic controls offer the following
advantages:
• Improvement in performance
• Improvement in fuel consumption
• Reduction in emissions levels
Various sensors feed data to the ECM. The following
sensors are used by the ECM for data:
• Engine coolant temperature

• Boost pressure
6 SENR9937-05
Sensor Locations
g01084042
Illustration 1
C27 Electronic control system components
(1) Left side inlet air pressure sensor (4) Right side inlet air pressure sensor (7) Speed/Timing sensor
(2) Coolant temperature sensor (5) Inlet air temperature sensor
(3) Atmospheric pressure sensor (6) ECM
SENR9937-05 7
g01084043
Illustration 2
C27 Electronic control system components
(8) Camshaft sensor (9) Oil pressure sensor (10) Engine crankshaft sensor
Cat Data Link • Engine identification

A Cat data Link is used for the following items: • Engine speed
• Communicate engine information. • Oil pressure
• Communicate with Caterpillar Electronic Technician • Status and diagnostic information
(ET).
• Throttle position
• Calibrate the electronic engine control system.
Cat ET can be used to program the customer
• Troubleshoot the electronic engine control system. specified parameters. The tool is plugged into the
connector for the Cat Data Link. This allows Cat ET
• Program the electronic engine control system. to communicate with the ECM. Also, Cat ET can
be used to display the real time values of all the
The Cat Data Link is used to communicate engine information that is available on the Cat Data Link.
information to other electronic control systems. Also, This will help diagnose engine problems.
the Cat Data Link can interface with Cat ET.
The Cat Data Link monitors engine information. The

Electronic Control Module (ECM)
engine information that is available on the Cat Data The engine uses an Electronic Control Module
Link includes the following information:
(ECM). The ECM is a microprocessor based device.
The ECM is mounted on the right side of the engine.
• Boost pressure
8 SENR9937-05
The inputs and the outputs to the ECM are designed

to withstand short circuits without damage to the
control module. The electronic engine control system
has the following features that are designed into the
system.
• Resistance to radio frequency

• Resistance to electromagnetic interference
The system has passed tests for interference by
two-way radios and by switching noise.
The ECM power supply provides electrical power

to all engine mounted sensors and actuators. The
following precautions have been designed into the
ECM.
• Reverse voltage polarity protection

• Power swings or surges of voltage due to sudden
alternator loads
The ECM also monitors all sensor inputs and the

ECM provides the correct outputs in addition to
acting as a power supply. Also, the ECM ensures the
desired engine operation.
The ECM is programmed with a selected factory

engine rating. The ECM memory contains a
personality module identification code. This
code is used to avoid unauthorized tampering or
switching of personality modules and other pertinent
manufacturing information.
The wiring harness provides communications to the

following areas:
• ECM
• Various sensors
• Cat Data Link
• Engine connectors
The ECM is programmed to perform the following
functions:
• Diagnostic tests on all inputs

• Diagnostic tests on all outputs
• Identify a faulty circuit.
Once a fault is detected, the fault can be displayed
on a diagnostic lamp. The diagnostic code can be
read by using Cat ET. A multimeter can be used to
check most problems. Also, a multimeter can be used
to troubleshoot most problems. The ECM will record
most diagnostic codes that are generated during
engine operation. These logged codes or intermittent
codes can be read by Cat ET.
SENR9937-05 9
i02130815
Fuel System
SMCS Code: 1250
g01087552
Illustration 3
Fuel system schematic
(1) Fuel gallery (6) Check valve (11) Electric fuel priming pump
(2) Mechanical electronic unit injectors (7) Fuel filter base (12) Fuel tank
(3) Fuel return line (8) Primary fuel filter (13) Regulating valve
(4) Secondary fuel filter (9) Fuel supply line
(5) Fuel transfer pump (10) Pressure relief valve
The fuel supply circuit is a conventional design for The purpose of the low pressure fuel supply circuit
unit injector diesel engines. The system consists of is to supply fuel that has been filtered to the fuel
the following major components that are used to injectors at a rate that is constant and a pressure that
deliver low pressure fuel to the unit injectors: is constant. The fuel system is also utilized to cool
components such as the fuel injectors.
Fuel tank – The fuel tank is used to store the fuel.
Once the injectors receive the low pressure fuel, the
Fuel priming pump – The fuel priming pump is used fuel is pressurized again before the fuel is injected
to evacuate the air from the fuel system. As the air is into the cylinder. The unit injector uses mechanical
removed the system fills with fuel. energy that is provided by the camshaft to achieve
pressures that can be in excess of 200000 kPa
Fuel filters – The primary fuel filter is used to (30000 psi).
remove abrasive material and contamination from the
fuel system that may be large enough to damage the Control of the fuel delivery is managed by the
fuel transfer pump. The secondary fuel filter is used engine’s Electronic Control Module (ECM). Data
to remove abrasive material and contamination as from several of the engine systems is collected by
small as two microns that could damage the injectors. the ECM and processed in order to manage these
aspects of fuel injection control:
Supply lines and return lines – Supply lines and
return lines are used to deliver the fuel to the different • Injection timing
components.
• Fuel injection timing advance
10 SENR9937-05
• Injection duration During engine operation, fuel injectors (2) receive

fuel from the low pressure fuel system. The injector
• Engine cold mode status pressurizes the fuel to high pressure. The fuel is
then injected into the cylinder. The excess fuel is
The mechanical electronic fuel system relies on a returned to the tank. Refer to Systems Operation,
large amount of data from the other engine systems. “Unit Injector” for a complete explanation of the
The data that is collected by the ECM will be used in injection process.
order to provide optimum performance of the engine.
A pressure regulating valve (13) is located in the fuel
return. The pressure regulating valve allows the low
Low Pressure Fuel Supply Circuit pressure fuel system to maintain a constant pressure.
A flow control orifice is also located in the fuel return.
The flow of fuel through the system begins at fuel
The flow control orifice maintains a system back
tank (12). Fuel is drawn from the tank by fuel transfer
pump (5). The fuel transfer pump incorporates a pressure that is constant. The orifice allows the
flow of fuel through the system to be constant. This
check valve (6) that will allow fuel to flow around the
prevents excessive heating of the fuel.
gears of the pump during priming of the fuel system.
The fuel transfer pump also incorporates a pressure
relief valve (10). The pressure relief valve is used Fuel Heaters
in order to protect the fuel system from extreme
pressure. Fuel heaters prevent the waxing of the fuel, and
the plugging of the fuel filters in cold weather. The
The fuel transfer pump is engineered in order to engine does not dissipate enough heat in order
produce an excess fuel flow throughout the fuel to prevent waxing during cold weather conditions.
system. The excess fuel flow is used by the system There are two types of fuel heaters that can be
to cool the fuel system components. The excess fuel used: thermostatically controlled and self-adjusting.
flow also purges any air from the fuel system during Heaters that are not thermostatically controlled can
operation. Air that can become trapped in the fuel heat the fuel in excess of 65 °C (149 °F). High fuel
system can cause cavitation that may damage the temperatures can have the following effects:
components of the unit injector.
• Reduced engine efficiency
The fuel priming pump (11) is located on the fuel filter
base (7). The fuel filter base and primary fuel filter (8) • Fuel pump damage
also incorporates a siphon break that prevents fuel
from draining from the fuel system when the engine • Premature wear
is not in operation. The priming pump is an electric
pump that directs the flow of fuel during the priming Note: Never use fuel heaters without some type of
pump’s operation. The filtered fuel then flows out of temperature regulator. Ensure that fuel heaters are
the fuel filter and returns to the passages in the fuel turned OFF during warm weather conditions.
filter base. Prior to exiting the fuel filter base, the fuel
pressure and the fuel temperature is sampled by the Fuel System Electronic Control
fuel pressure sensor and by the fuel temperature
sensor. The signals that are generated by the sensors Circuit
are used by the engine control in order to monitor
the condition of the engine’s components. The fuel The injection pump, the fuel lines, and the nozzles
flows through a secondary fuel filter (4) which is a that are used in the traditional Caterpillar diesel
two micron fuel filter. The fuel is filtered in order engines have been replaced with an electronically
to remove small abrasive particles that will cause controlled, mechanically actuated electronic unit
premature wear to fuel system components. This injector in each cylinder. A solenoid on each injector
information is also used to adjust the fuel delivery of controls the amount of fuel that is delivered by the
the engine in order to optimize efficiency. injector. An Electronic Control Module (ECM) sends
a signal to each injector solenoid in order to provide
The fuel is transfered by fuel supply lines (9) to the complete control of the engine.
fuel gallery (1) in the cylinder head. Only a portion of
the fuel that is supplied to the fuel injectors is used There are two major components of the electronic
for engine operation. This unused fuel is discharged control system that are necessary in order to provide
into the return passages of the fuel gallery. The fuel control of the mechanical electronic unit injectors:
is returned to the fuel tank by the fuel return lines (3).
A continuous flow of fuel is experienced within the • ECM
low pressure fuel system.
• Personality module (storage for the ECM flash file)
SENR9937-05 11
The ECM is the computer that is used to provide Electronic Unit Injector Mechanism
control for all aspects of engine operation. The
personality module contains the software that
defines the characteristics of the engine control. The
personality module contains the operating maps. The
operating maps define the following characteristics
of the engine:
• Horsepower
• Torque curves
• Engine speed (rpm)
• Other characteristics
The ECM, the personality module, the engine
sensors, and the unit injectors work together in order
to control the engine. Neither of the four can control
the engine alone.
The ECM maintains the desired engine speed by

sensing the actual engine speed. The ECM calculates g01091641
Illustration 4
the amount of fuel that needs to be injected in order
to achieve the desired engine speed. Electronic unit injector mechanism
(1) Electronic unit injector
(2) Adjusting nut
Fuel Injection (3) Rocker arm assembly
(4) Camshaft lobe
The ECM controls the amount of fuel that is injected
by varying the signals that are sent to the injectors. The electronic unit injector mechanism provides
The ECM sends a high voltage signal to the solenoid the downward force that is required to pressurize
in order to energize the solenoid. The injectors the fuel in the electronic unit injector pump. The
will inject fuel only while the injector solenoid is electronic unit injector (1) allows fuel to be injected
energized. By controlling the timing and the duration into the combustion chamber with precise timing.
of the high voltage signal, the ECM can control Movement is transmitted from the camshaft lobe (4)
injection timing and the amount of fuel that is injected. for the electronic unit injector through the rocker arm
assembly (3) to the top of the electronic unit injector.
The ECM sets certain limits on the amount of fuel The adjusting nut (2) allows the injector lash to be
that can be injected. The Fuel Ratio Control (FRC) adjusted. For the proper setting of the injector lash,
is an adjustment which controls the amount of air refer to the topic on adjustment of the electronic unit
and of fuel for the purpose of emission control. This injector in Testing and Adjusting, “Electronic Unit
limit is based on the boost pressure. When the ECM Injector - Adjust”.
senses a higher boost pressure, the ECM increases
the FRC limit. Also, the Rated Fuel Position (RFP) is
also a limit that is based on the horsepower rating of
the engine. This is similar to the rack stops and to the
torque spring on a mechanically governed engine.
The RFP provides horsepower and torque curves
for a specific engine family and for a specific engine
rating. All of these limits are programmed into the
personality module by the factory. These limits are
not programmable by the service technician.
Injection timing depends on three factors: the engine

speed (rpm), the engine load, and the operational
conditions of the engine. The ECM determines the
top center position of No. 1 cylinder from the signal
that is provided by the engine speed/timing sensor.
The ECM decides when the injection should occur
relative to the top center position. The ECM then
provides the signal to the electronic unit injector at
the desired time.
12 SENR9937-05
Electronic Unit Injector As the electronic unit injector mechanism transfers

the force to the top of the electronic unit injector,
spring (1) is compressed and plunger (4) is driven
downward. This action displaces fuel through the
valve in solenoid valve assembly (3), and into the
return manifold to the fuel tank. As the plunger travels
downward, the passage in barrel (5) is closed by
the outside diameter of the plunger. The passages
within body (10) and along check valve (11) to the
injector tip already contain fuel for injection. After the
passage in the plunger barrel is closed, the injector is
ready for injection at any time. The start of injection
relies on the software in the ECM.
When the solenoid valve assembly is energized

from a signal across solenoid connection (2), the
valve closes and fuel pressure is elevated in the
injector tip. Injection begins at 34500 ± 1900 kPa
(5000 ± 275 psi) as the force of spring (8) above
spacer (9) is overcome. The check valve begins
to lift from the valve seat. The pressure continues
to rise as the plunger cycles through a full stroke.
After the correct amount of fuel has been discharged
into the cylinder, the ECM removes the signal to the
solenoid connection. The solenoid valve assembly
is de-energized and the valve in the solenoid valve
assembly is opened. The high pressure fuel is then
dumped through the spill port and into the fuel return
manifold. The fuel is then returned to the fuel tank.
The check valve in the injector tip seats as the
pressure in the tip decreases.
The duration of injection meters the fuel that is

consumed during the fuel injection process. Injection
duration is controlled by the governor logic that is
g01091635
programmed into the ECM.
Illustration 5
Electronic unit injector As the camshaft lobe rotates past the point of
(1) Spring maximum lobe lift, the force on top of the electronic
(2) Solenoid connection to the Electronic Control Module (ECM) unit injector is removed and the spring for the injector
(3) Solenoid valve assembly mechanism is allowed to expand. The plunger returns
(4) Plunger assembly
(5) Barrel to the original position. This uncovers the fuel supply
(6) Seal passage into the plunger barrel in order to refill the
(7) Seal injector pump body. The fuel at low pressure is again
(8) Spring allowed to circulate through the fuel injector body.
(9) Spacer
(10) Body
After circulating through the fuel injector body, the
(11) Check valve fuel flows out of the spill port. This continues until the
solenoid valve assembly is re-energized for another
Fuel at low pressure from the fuel supply manifold injection cycle.
enters the electronic unit injector at the fill port
through drilled passages in the cylinder head.
SENR9937-05 13
i02130828 • Exhaust manifold

Air Inlet and Exhaust System Note: The following description of the operation of
the air inlet and exhaust system assumes that the
SMCS Code: 1050 engine is developing boost pressure.
Inlet air passes through the air cleaner into the

air inlet (6) of the turbocharger compressor (8).
A turbocharger is used in order to increase the
flow of air into the engine. This increase in air flow
pressurizes the combustion air supply for the engine.
The pressure that is placed on the inlet air allows
a larger volume of air to be compressed into the
cylinder. This compressing of the inlet air is referred
to as engine boost.
The compressing of air causes the air temperature to

rise to about 204 °C (400 °F). As the air flows through
aftercooler (5) the temperature of the compressed air
is cooled to about 46 °C (115 °F). The aftercooler
utilizes a heat exchanger in order to cool the inlet
air. Cooling the inlet air causes the air to become
more dense. Compressing and cooling the inlet air
increases the combustion efficiency of the engine.
This also increases the engine’s horsepower output.
From the aftercooler, air enters the inlet manifold

(3). Air flow from the inlet manifold to the cylinders
is controlled by inlet valves (1). There are two inlet
valves and two exhaust valves (2) for each cylinder.
The inlet valves open at the top center position
of the piston. When the inlet valves open, cooled
g01107004 compressed air enters the cylinder through the inlet
Illustration 6
ports. The inlet valves close as the piston reaches the
Basic air inlet and exhaust system bottom center position. This is called the inlet stroke
(1) Inlet valves of the engine. As the piston begins to travel back to
(2) Exhaust valves the top center position on the compression stroke,
(3) Inlet manifold
(4) Exhaust manifold
the air in the cylinder is compressed to a very high
(5) Aftercooler temperature. When the piston is near the end of the
(6) Air inlet compression stroke, fuel is injected into the cylinder
(7) Exhaust outlet and mixes with the compressed air. This causes
(8) Compressor combustion to start in the cylinder. Once combustion
(9) Turbine
starts, the combustion force pushes the piston toward
the bottom center position. This is called the power
The components of the air inlet and exhaust system
stroke. The exhaust valves open when the piston
control the quality of air and the amount of air that is
moves toward the bottom center position and the
available for combustion. The air inlet and exhaust
exhaust gases are pushed through the exhaust port
system consists of the following components:
into exhaust manifold (4) as the piston travels toward
top center on the exhaust stroke. The exhaust valves
• Air cleaner close and the cycle starts again. The complete cycle
consists of four strokes:
• Turbocharger
• Aftercooler • Inlet
• Cylinder head • Compression
• Valves and valve system components • Power
• Piston and cylinder • Exhaust
• Inlet manifold
14 SENR9937-05
The exhaust gases from the cylinder are forced into As the compressor wheel rotates, a vacuum is
exhaust manifold (4). The flow of exhaust gases created in the turbocharger’s compressor housing (2).
from the exhaust manifold enter the turbine side Air is pulled through the air filters into the compressor
of the turbocharger. The flow of the exhaust gas housing through the compressor inlet (1). Impeller
and the heat of the exhaust gas causes the turbine vanes are manufactured into the compressor wheel.
wheel in the turbocharger’s turbine (9) to spin. The The vanes are used to compress the incoming air.
turbine wheel is connected to a shaft that drives the The compressed air is directed to the turbocharger’s
compressor wheel. Exhaust gases from the turbine compressor outlet into the inlet piping. The air is then
wheel then exit the turbocharger (7). directed toward the inlet side of the engine. Boost
pressure is created as the flow that is developed
Turbocharger by the compressor wheel exceeds the needs of
the engine. This results in a positive inlet manifold
pressure that exceeds atmospheric pressure. The
increased pressure allows the engine to burn more
fuel during fuel combustion. Through optimum fuel
efficiency, this strategy allows the engine to produce
more power and lower emission levels.
When the throttle is opened, more fuel is injected

into the cylinders. The combustion of this additional
fuel produces an increased flow of exhaust and
greater exhaust temperature. The additional flow
and the increased temperature of the exhaust
causes the turbine and the compressor wheels of the
turbocharger to turn faster. As the compressor wheel
turns faster, air flow into the engine’s air inlet system
g01107005 creates an increase in the pressure that is in the
Illustration 7
inlet manifold. This increased air pressure allows the
Water cooled turbocharger
engine to burn additional fuel with greater efficiency.
(1) Compressor inlet
(2) Compressor housing
(3) Compressor wheel
The turbocharger’s shaft bearings (4) and (6) use
(4) Shaft bearing pressurized oil from the engine for lubrication and for
(5) Oil Inlet port cooling. The oil comes in through oil inlet port (5). The
(6) Shaft bearing oil then goes through passages in the center section
(7) Turbine wheel in order to lubricate the bearings. This oil also cools
(8) Turbine outlet
(9) Turbine inlet
the bearings. Oil from the turbocharger goes out
(10) Oil outlet port through oil outlet port (10) in the bottom of the center
section. The oil then flows back to the engine oil pan.
All of the air that enters the engine passes through the
turbocharger’s compressor. All of the exhaust gases
from the engine pass through the turbocharger’s
turbine.
The exhaust gases enter through turbine inlet (9).

The flow of the exhaust gas pushes on the blades of
the turbine wheel (7) and exits through the turbine
outlet (8). The turbine wheel is connected by a shaft
to compressor wheel (3).
SENR9937-05 15
Valve System Components The camshaft lobes lift the camshaft follower of the
rocker arm which actuates the valves (9). As the
camshaft lobe lifts the follower, the rocker arm pivots
at the rocker shaft (3). This applies the lifting action
to the valve bridge (6). The valve bridge is used to
transfer the lift from the rocker arm to the valves. The
valve adjustment screw (2) is used in order to adjust
the valve lash.
Each cylinder has two inlet valves and two exhaust

valves. Valve springs (8) are used to hold the valves
in the closed position when lift is not being transfered
from the camshaft lobe. The springs provide the force
on the valve in order to ensure that the valves will
close at high rpm and under high boost pressures.
Valve rotators (7) cause the valves to rotate while the

engine is running. The rotation of the valves prevents
the valves from burning by constantly changing the
contact area of the valve face and the valve seat
(10). This rotation gives the valves longer service life.
g01062836
Illustration 8 i02270230
Valve system components
(1) Rocker arm
Lubrication System
(2) Valve adjustment screw
(3) Rocker arm shaft SMCS Code: 1300
(4) Camshaft follower
(5) Camshaft
(6) Valve bridge
(7) Valve rotator
(8) Valve spring
(9) Valve
(10) Valve seat
The valve train controls the flow of inlet air into

the cylinders and the flow of exhaust gases out of
the cylinders during engine operation. Specifically
machined lobes on the camshaft (5) control the
following aspects of valve function:
• Height of valve lift

• Timing of valve lift
• Duration of valve lift
The crankshaft gear drives the camshaft gear through
an idler gear. The camshaft must be timed to the
crankshaft in order to get the correct relation between
the piston position and the valve position.
The camshaft has three camshaft lobes for each

cylinder. One camshaft lobe operates the inlet valves.
One camshaft lobe operates the exhaust valves.
There is also one camshaft lobe that operates the
unit injector. Camshaft followers (4) roll against the
surface of the camshaft lobes. The followers are
used in order to transfer the lift that is machined into
the camshaft lobe to the rocker arm (1).
16 SENR9937-05
g01087263
Illustration 9
Lubrication system schematic
SENR9937-05 17
(1) Upper rear idler bearing (10) Shaft bearing for the live idler (20) Extension for the oil gallery
(2) Oil passage for the rear housing (11) Connecting rod with drilled oil passage (21) Oil filter bypass valve
(3) Middle rear idler bearing (12) External oil line to rear gear train (22) Oil cooler bypass valve
(4) Rear oil line (13) Piston cooling jets (23) Oil cooler
(5) Lower rear idler (14) Lower front idler gear bearing (24) Oil pump
(6) Oil passage to rocker arms and camshaft (15) Main bearings (25) Oil pump bypass valve
bearings (16) Right side turbocharger oil supply line (26) Oil pan
(7) Oil passage to the heads (17) Left side turbocharger oil supply line (27) Oil filter
(8) Oil gallery in the head (18) Auxiliary oil filter (if equipped)
(9) Camshaft bearings (19) Main oil gallery
The oil pump (24) is mounted to the bottom of the The oil pump bypass valve (25) limits the pressure
cylinder block within the oil pan (26). The oil pump of the oil that comes from the oil pump (24). The oil
(24) pulls oil from the oil pan (26). The oil then flows pump (24) can put more oil into the system than oil
through a passage to the oil cooler (23). Oil then that is needed. As the oil pressure increases, the oil
flows through the oil filters (27). The oil can flow into pump bypass valve (25) will open. This allows the
the main oil gallery (19) from the right side or the left oil that is not needed to go back to the suction side
side of the block. The location of the incoming oil of the oil pump (24).
supply is dependent on the location of the oil filters
which can be located on either side of the block. The Cold oil with high viscosity causes a restriction to the
oil then flows through a set of cross-drilled holes to oil flow through the oil cooler (23) and the oil filter
the opposite side oil gallery. (27). The oil cooler bypass valve (22) and the oil filter
bypass valve (21) will open if the engine is cold. This
The main oil gallery (19) distributes oil to the following will give immediate lubrication to all components. The
components: the crankshaft main bearings (15), oil pump (24) sends the cold oil through the bypass
the piston cooling jets (13), the extension of the oil valves, around the oil cooler (23), and the oil filter
gallery (20), the turbocharger oil supply line (16), the (27), and to the main oil gallery (19) in the cylinder
turbocharger oil supply line (17), and the live front block.
idler gear bearings (10). The main oil gallery (19) also
distributes oil to the rear accessory drives through When the oil gets warm, the pressure difference in
an external oil line (12). the bypass valves decreases. This closes the bypass
valves. This creates a normal flow of oil through the
Oil enters the crankshaft through holes in the oil cooler and through the oil filter.
bearing surfaces (journals) for the main bearing
(15). Passages connect the bearing surface (journal) The bypass valves will also open when there is a
for the main bearing (15) with the bearing surface restriction in the oil cooler (23) or a restriction in
(journal) for the connecting rod (11). The oil flows the oil filter (27). This action lubricates the engine if
upward through a drilled passage in the connecting the oil cooler (23) or the oil filter (27) are restricted.
rod to the piston pin bearing. The bypass valve opening pressures vary with
applications.
The extension for the oil gallery (20) is located in the
front right corner of the engine block. The extension An oil cooling chamber is formed by the forged lip at
for the oil gallery (20) supplies oil to the lower front the top of the skirt of the piston and the cavity behind
idler gear bearing (14). the ring grooves in the piston crown. Oil flow from
piston cooling jet (13) enters the cooling chamber
The oil flows to the live front idler gear bearing (10) through a drilled passage in the skirt and returns to
and around bearing (10) to the oil passage for the the oil pan (26) through the clearance gap between
cylinder head (7). The oil then flows to the oil gallery the crown and the skirt. The four holes that have
in the cylinder head (8) and the oil flows to the oil been drilled from the piston oil ring groove to the
passage (6) for the camshaft bearings (9) and the interior of the piston drain excess oil from the oil ring.
rocker arms.
The oil breather allows blowby gases from the
The oil for the lower rear idler bearing (5) is feed from cylinders during engine operation to escape from the
a passage that is connected to the last rear main crankcase. The blowby gases discharge through the
crankshaft bearing (15). Oil is also feed from the rear flywheel housing to a preformed tube that is routed to
main bearing to the rear oil line (4) and to the oil the atmosphere. This prevents pressure from building
passage in the rear housing (2) for the middle rear up that could cause seals or gaskets to leak.
idler gear bearing (3) and the upper rear idler gear
bearing (1). Note: Engines that are equipped with an auxiliary oil
filter (18) will pick up oil at a port. The filtered oil will
This oil circuit typically operates at a pressure of be returned to the oil pan (26).
214 kPa (31 psi) at low idle and at 400 kPa (58 psi)
at rated speed.
18 SENR9937-05
i02193415
Cooling System
SMCS Code: 1350
This engine has a pressure type cooling system. A

pressure type cooling system gives two advantages.
First, the cooling system can be operated safely
at a temperature that is higher than the boiling
point of water. Also, cavitation in the water pump is
prevented. It is more difficult for air or steam pockets
to be made in the cooling system.
g01112870
Illustration 10
(1) Shunt tank (6) C27 engine (11) Engine oil cooler
(2) Vent line (7) Cab heater (12) Jacket water pump
(3) Left side turbocharger (8) Right side turbocharger (13) Hydraulic oil cooler
(4) Radiator (9) Secondary power train oil cooler
(5) Dual thermostat housing (10) Primary power train oil cooler
The jacket water pump (12) provides coolant to Coolant then flows through the radiator with a small
the engine oil cooler (11) and to the power train oil amount of flow of the coolant to the hydraulic oil
coolers (9) and (10). Coolant then flows through the cooler (13) before returning the coolant to the jacket
engine block and into the cylinder heads. From the water pump (12). Also, a small amount of coolant
cylinder heads, the coolant flows into a thermostat flows to turbochargers (3) and (8) for cooling, and
housing (5). The thermostat then directs the coolant then back to the shunt tank (1). Coolant from the
to either the jacket water pump (12) for recirculation shunt tank then flows to the jacket water pump.
or to the radiator (4) for cooling depending on the
temperature of the coolant.
SENR9937-05 19
i02290289 Pistons, Rings And Connecting

Basic Engine Rods
SMCS Code: 1200 The piston is a one-piece design that consists of a
forged steel crown and a skirt. The piston is retained
by the piston pin to the small end of the connecting
Cylinder Block Assembly rod. The pistons have three rings that are located
in grooves in the steel crown. These rings seal the
The cylinders in the left side of the block form a 65 combustion gas. The rings provide control of the oil.
degree angle with the cylinders in the right side. The The top ring has a barrel face. This ring is a Keystone
main bearing caps are fastened to the block with four ring with a plasma face coating. The second ring has
bolts, two bolts through each bearing cap and two a tapered face and the ring has a coating of chrome
bolts through the side of the block. finish for the face. The third ring is the oil ring. The
third ring has a coil spring expander. There are four
The cylinder liners can be removed for replacement. holes that are drilled from the piston oil ring groove to
The top surface of the block is the seat for the cylinder the interior of the piston. These holes return excess
liner flange. Engine coolant flows around the liners oil from the oil ring groove to the crankcase.
in order to keep the liners cool. Three O-ring seals
around the bottom of the liner make a seal between The connecting rod is a conventional design. The
the liner and the cylinder block. A filler band goes cap of the connecting rod is attached to the shank by
under the liner flange. This makes a seal between the four bolts that are threaded into the shank. Each side
top of the liner and the cylinder block. A steel spacer of the small end of the connecting rod is machined
plate is used between the cylinder head and the at an angle of 12 degrees in order to fit within the
block. The spacer plate provides improved reusability piston cavity.
and durability. A thin gasket is used between the
plate and the block. This thin gasket seals water
and oil. A thick gasket of metal and graphite is used Crankshaft
between the plate and the head. This thick gasket
seals the combustion gases, water and oil. The crankshaft converts the combustion force in the
cylinder into rotating torque. A vibration damper is
used at the front of the crankshaft in order to reduce
Cylinder Head Assembly the torsional vibrations.
The cylinder heads are a one-piece cast iron head. The crankshaft drives a group of gears on the front
The cylinder head supports the camshaft. Steel and the rear of the engine. These gear trains provide
reinforced camshaft bearings are pressed into each power for the following components: camshaft, water
bore for the camshaft. The bearings are lubricated pump, oil pump, fuel transfer pump, and accessory
under pressure. The cylinder head contains two inlet items that are specific to the application.
valves and two exhaust valves for each cylinder,
which are controlled by a rotating camshaft for each The cylinder block has seven main bearings that
cylinder. Bridge dowels have been eliminated as the support the crankshaft. The cylinder block uses four
valve train uses floating valve bridges. bolts to hold each of the bearing caps into the block.
Pressurized oil is supplied to all bearing surfaces
The unit injector is mounted in a stainless steel through drilled holes in the webs of the cylinder
adapter. This adapter has been pressed into the block. The oil then flows through drilled holes in the
cylinder head injector bore. crankshaft in order to provide oil to the connecting
rod bearings.
Seals and wear sleeves are used at both ends of the

crankshaft. The seals and wear sleeves are used for
easy replacement and reduction of maintenance cost.
20 SENR9937-05
Camshaft The crankshaft of the engine is rotated by the

following components: Clutch, Transmission, Drive
The camshaft has three lobes at each cylinder. shaft, and Differential. A braking torque can be
These lobes allow the camshaft to operate the unit applied to the drive train of the vehicle in order to
injector, the exhaust valves, and the inlet valves. The reduce the speed of the vehicle.
camshaft is supported in the cylinder head by seven
journals which are fit with bearings. The camshaft When the Cat compression brake is activated,
gear contains integral roller dampers that counteract braking power is accomplished by opening the
the torsional vibrations that are generated by the engine’s exhaust valves. The exhaust valves are
high fuel pressure during fuel injector operation. The opened near the top of the compression stroke in
design reduces gear train noise. The camshaft is order to release the highly compressed air into the
driven by an adjustable idler gear which is turned exhaust system. The Cat compression brake can
by a fixed idler gear which is turned by a cluster only be activated when the engine is in the no-fuel
idler gear in the gear train. Each bearing journal is position. Thus, combustion does not occur and
lubricated from the oil manifold in the cylinder head. no positive force is produced on the piston. The
A thrust plate that is located at the front controls the compressed air pressure that is released to the
end play of the camshaft. Timing of the camshaft is atmosphere prevents the energy from returning to
accomplished by aligning marks on the crankshaft the engine piston on the power stroke. The result is
gear and idler gear, and camshaft gear with a mark a loss of energy since the work that is done by the
on the front timing plate. compression of the cylinder charge is not returned by
the expansion process. This loss of energy is taken
from the rear wheels. The rear wheels provide the
Vibration Damper braking action for the vehicle.
The twisting of the camshaft is called torsional
vibration. The torsional vibration is caused by the
regular power impacts along the length of the
crankshaft. The vibration damper is installed on the
front end of the crankshaft. This vibration damper
is used to reduce the torsional vibrations. This
eliminates any damage that could occur to the
crankshaft.
The rubber damper is made of an outer hub

connected to an inner hub by a rubber ring. The
rubber makes a flexible coupling between the outer
hub and the inner hub.
The viscous damper consists of a casing that is g01113757

Illustration 11
welded to the inner hub. The casing contains a
steel weight that is suspended in a viscous silicone (1) Solenoid valve
(2) Valve connector
lubricant. The silicone lubricant acts as a flexible (3) Master cylinder
coupling between the weight and the inner hub. (4) Slave cylinder
The Cat compression brake consists of three identical

i02817808
housing assemblies. Each housing assembly is
Compression Brake positioned over two cylinders. The housing assembly
is mounted to the supports for the rocker arm shaft
SMCS Code: 1119; 1129 with studs and nuts. The rocker arm and the exhaust
bridge assembly is used to transfer force from slave
The Cat compression brake is controlled by the piston (3) to the exhaust valves. The brake logic
Engine Control Module (ECM). The Cat compression signal for the Cat compression brake is carried to
brake helps the operator to slow the vehicle on solenoid valve (1) by the lead wire. This is done in
grades, in curves, or for a necessary speed reduction. order to activate the Cat compression brake on the
The service brakes should not be used continuously two cylinders of the engine.
on long descending grades. The service brakes
are assisted by the Cat compression brake. The The control circuit for the Cat compression brake
engine crankshaft is turned by the rear wheels during permits the operation of either one, two, or all three
downhill operation or during any slow down condition. of the compression brake housing assemblies. This
provides progressive braking capabilities with the
retarding effect of two cylinders, of four cylinders, or
of all six cylinders in the engine.
SENR9937-05 21
Operation of the Cat Compression

Brake
g01126530
Illustration 12
Schematic for master-slave circuit
(1) Check valve (8) Master piston spring (15) Engine oil pan
(2) High pressure oil passage (9) Spring for the slave piston (16) Exhaust valve
(3) Slave piston adjustment screw (10) Exhaust rocker arm (A) Actuation port
(4) Master piston (11) Exhaust bridge (T1) Drain port
(5) Actuator valve (12) Fuel injector rocker arm (T2) Drain port
(6) Oil drain passage (13) Rocker arm shaft oil passage (P) Actuator spool for supply port
(7) Slave piston (14) Engine oil pump
The Cat compression brake is operated by engine The oil pressure overcomes the spring (8) and the
oil that is distributed around the studs of the rocker master piston moves toward the fuel injector rocker
shaft. This oil is supplied through the supports for the arm. Oil fills the passageway between the master
rocker shaft (13). Actuator valve (5) controls the oil piston and the slave piston. The master piston will
flow in the compression brake housing. follow the movement of the fuel injector rocker arm.
The master piston moves upward with the fuel
When the actuator valve is activated by a signal from injector rocker arm. The movement of the master
the ECM, low pressure oil passes from the actuator piston causes oil to close the check valve. The
spool supply port (P) to the actuation port (A). The oil closed check valve causes pressure to increase in
flow opens the check valve (1) and flows into the high the hydraulic circuit of the master and slave piston.
pressure oil passage (2). Oil is supplied to the slave
piston (7) and the master piston (4).
22 SENR9937-05
The slave piston is forced downward. The slave Ground wires or ground straps should be combined
piston makes contact with the exhaust valve rocker at ground studs that are only for ground use. All of
arm. The slave piston continues to apply a force to the grounds should be tight and free of corrosion.
the exhaust valve rocker arm. This force causes the
exhaust valves to open. As the exhaust valves open All of the ground paths must be capable of carrying
the cylinder pressure is relieved through the open any likely current faults. An AWG #0 or larger wire is
exhaust valves. This creates a net braking force at recommended for the grounding strap to the cylinder
the flywheel. head.
The fuel injector rocker arm continues to rotate and The engine alternator should have a battery ground
the master piston follows the motion. As the master with a wire size that is capable of managing the full
piston moves downward the hydraulic pressure is charging current of the alternator.
decreased. The exhaust rocker arm completes the
opening of the exhaust valves. The exhaust valves The engine has several input components which are
are returned to the closed position by the exhaust electronic. These components require an operating
rocker arm. The slave piston is picked up by the voltage.
exhaust rocker arm (10). The open check valve
relieves the oil pressure. De-energizing the actuator Unlike many electronic systems of the past, this
valve allows the oil to drain from port (T1) and (T2). engine is tolerant to common external sources of
The exhaust valves close and the slave piston returns electrical noise. Buzzers that use electrical energy
to the starting position. can cause disruptions in the power supply. If buzzers
are used anywhere on the machine, the engine
electronics should be powered directly from the
i02500952
battery system through a dedicated relay. The
Electrical System engine electronics should not be powered through a
common power source with other activities that are
SMCS Code: 1400; 1550; 1900 related to the keyswitch.
Reference Engine Electrical System

Refer to the electrical system schematic that is in The electrical system has the following separate
the Electrical Schematic for the complete electrical circuits:
system schematic of the engine. Refer to the
Electronic Troubleshooting manual for additional • Charging
information.
• Starting
Grounding Practices • Accessories with low amperage
Proper grounding for the machine electrical system Some of the electrical system components are used
and engine electrical systems is necessary for in more than one circuit. The following components
proper machine performance and reliability. Improper are common in more than one circuit:
grounding will result in uncontrolled electrical circuit
paths and unreliable electrical circuit paths. • Battery or batteries
Uncontrolled engine electrical circuit paths can result • Circuit breakers
in damage to main bearings, crankshaft bearing
journal surfaces, and aluminum components. • Battery cables
To ensure proper functioning of the machine and • Ammeter
engine electrical systems, an engine-to-frame ground
strap with a direct path to the negative battery post The charging circuit is in operation when the engine
must be used. This may be provided by way of a is running. An alternator makes electricity for the
starting motor ground, a frame to starting motor charging circuit. A voltage regulator in the circuit
ground, or a direct frame to engine ground. controls the electrical output in order to keep the
battery at full charge.
An engine-to-frame ground strap must be used in
order to connect the grounding stud of the engine to The starting circuit is activated only when the start
the frame of the machine and to the negative battery switch is activated.
post.
The engine must have a wire ground to the battery.

SENR9937-05 23
The accessory circuit with the low amperage and the The rotor assembly has many magnetic poles that
charging circuit are connected through the ammeter. look like fingers with air space between each of the
The starting circuit is not connected through the opposite poles. The poles have residual magnetism.
ammeter. The residual magnetism produces a small magnetic
field between the poles. As the rotor assembly
begins to turn between the field winding and the
Charging System Components stator windings, a small amount of alternating current
(AC) is produced. The AC current is produced in the
Alternator stator windings from the small magnetic field. The
AC current is changed to direct current (DC) when
the AC current passes through the diodes of the
rectifier bridge. The current is used for the following
applications:
• Charging the battery

• Supplying the accessory circuit that has the low
amperage
• Strengthening the magnetic field

The first two applications use the majority of the
current. As the DC current increases through the
field windings, the strength of the magnetic field is
increased. As the magnetic field becomes stronger,
more AC current is produced in the stator windings.
The increased speed of the rotor assembly also
increases the current and voltage output of the
alternator.
g01250914
Illustration 13 The voltage regulator is a solid-state electronic
Alternator components switch. The voltage regulator senses the voltage in
(1) Regulator
the system. The voltage regulator switches ON and
(2) Roller bearing OFF many times per second in order to control the
(3) Stator winding field current for the alternator. The alternator uses
(4) Ball bearing the field current in order to generate the required
(5) Rectifier bridge voltage output.
(6) Field winding
(7) Rotor assembly
(8) Fan NOTICE
Never operate the alternator without the battery in the
The alternator is driven by a belt from the crankshaft circuit. Making or breaking an alternator connection
pulley. This alternator is a three-phase, self-rectifying with heavy load on the circuit can cause damage to
charging unit, and the regulator is part of the the regulator.
alternator.
The alternator design has no need for slip rings

and the only part that has movement is the rotor
assembly. All conductors that carry current are
stationary. The following conductors are in the circuit:
• Field winding
• Stator windings
• Rectifying diodes
• Regulator circuit components
24 SENR9937-05
Starting System Components When two sets of windings in the solenoid are used,
the windings are called the hold-in winding and the
Starting Solenoid pull-in winding. Both of the windings wind around the
cylinder for an equal amount of times. The pull-in
winding uses a wire with a larger diameter in order
to produce a stronger magnetic field. When the start
switch is closed, part of the current flows from the
battery through the hold-in winding. The remainder of
the current flows through the pull-in windings, to the
motor terminal, and then to the ground. When the
solenoid is activated, the current is shut off through
the pull-in windings. Only the smaller hold-in windings
are in operation for the extended period of time that is
necessary for the engine to be started. The solenoid
will now take a smaller amount of current from the
battery. Heat that is created by the solenoid will be
kept at an acceptable level.
Illustration 14
g00317613
Starting Motor
Starting solenoid
A solenoid is an electromagnetic switch that performs

two basic functions:
• The starting solenoid closes the high current

starting motor circuit with a low current start switch
circuit.
• The starting solenoid engages the pinion for the

starting motor with the ring gear.
The solenoid has windings (one set or two sets)

around a hollow cylinder or a hollow housing. The
solenoid housing has a plunger that is spring loaded.
The plunger can move forward and backward. When
the start switch is closed and electricity is sent
through the windings, a magnetic field is created.
The magnetic field pulls the plunger forward in the
solenoid housing. This moves the shift lever in order
for the pinion drive gear to engage with the ring gear.
The front end of the plunger then makes contact Illustration 15
g01250918
across the battery and across the motor terminals of
Starting motor components
the solenoid. The starting motor then begins to turn
the flywheel of the engine. (9) Field
(10) Solenoid
(11) Clutch
When the start switch is opened, current no longer (12) Pinion
flows through the windings. The spring now returns (13) Commutator
the plunger to the original position. At the same time, (14) Brush assembly
(15) Armature
the spring moves the pinion gear away from the
flywheel.
The starting solenoid (10) is an electromagnetic
switch that performs the following basic operations:
• The starting solenoid (10) closes the high current

starting motor circuit with a low current start switch
circuit.
• The starting solenoid (10) engages the starting

motor pinion (12) with the ring gear.
SENR9937-05 25
Solenoid (10) has windings (one or two sets) around

a hollow cylinder. The cylinder has a plunger that is
spring loaded on the inside. The plunger can move
forward and backward. When the start switch is
closed and electricity is sent through the windings,
a magnetic field (9) is made. The magnetic field (9)
pulls the plunger forward in the cylinder. This moves
the shift lever in order 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 solenoid (10). Next, the starting 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. At the same
time, the spring moves the pinion gear away from
the flywheel.
When two sets of solenoid windings are used, the

windings are called the hold-in winding and the
pull-in winding. Both sets of windings have the same
number of turns around the cylinder, but the pull-in
winding uses a wire with a larger diameter. The wire
with a larger diameter produces a greater magnetic
field (9). When the start switch is closed, part of the
current flows from the battery through the hold-in
windings. The rest of the current flows through the
pull-in windings to the motor terminal. The current
then flows through the motor to ground. Solenoid
(10)is fully activated when the connection across the
battery and the motor terminal is complete. When
solenoid (10) is fully activated, the current is shut
off through the pull-in windings. At this point, only
the smaller hold-in windings are in operation. The
hold-in windings operate for the duration of time that
is required in order to start the engine. Solenoid (10)
will now draw less current from the battery, and the
heat that is generated by solenoid (10) will be kept at
an acceptable level.
26 SENR9937-05
Testing and Adjusting 2. Install a 2P-8278 Tube As (SIGHT GAUGE) in

the fuel return line. When possible, install the sight
Section gauge in a straight section of the fuel line that is
at least 304.8 mm (12 inches) long. Do not install
the sight gauge near the following devices that
create turbulence:
Fuel System
• Elbows
i02486828
• Relief valves
Fuel System - Inspect • Check valves
SMCS Code: 1250-040
Observe the fuel flow during engine cranking.
A problem with the components that send fuel to Look for air bubbles in the fuel. If there is no fuel
the engine can cause low fuel pressure. This can in the sight gauge, prime the fuel system. Refer
decrease engine performance. to Testing and Adjusting, “Fuel System - Prime”
for more information. If the engine starts, check
1. Check the fuel level in the fuel tank. Ensure that for air in the fuel at varying engine speeds. When
the vent in the fuel cap is not filled with dirt. possible, operate the engine under the conditions
which have been suspect of air in the fuel.
2. Check all fuel lines for fuel leakage. The fuel lines
must be free from restrictions and faulty bends.
Verify that the fuel return line is not collapsed.
3. Install a new fuel filter.
4. Cut the old filter open with the 175-7546 Oil

Filter Cutter Gp. Inspect the filter for excess
contamination. Determine the source of the
contamination. Make the necessary repairs.
5. Service the primary fuel filter (if equipped).
6. Operate the hand priming pump (if equipped).

If excessive resistance is felt, inspect the fuel
pressure regulating valve. If uneven resistance is
felt, test for air in the fuel. Refer to Testing and
Adjusting, “Air in Fuel - Test” for more information.
7. Remove any air that may be in the fuel system.

Refer to Testing and Adjusting, “Fuel System -
g01096678
Prime”. Illustration 16
2P-8278 Tube As (SIGHT GAUGE)
i02486845 (1) A steady stream of small bubbles with a diameter of
approximately 1.60 mm (0.063 inch) is an acceptable amount
Air in Fuel - Test of air in the fuel.
(2) Bubbles with a diameter of approximately 6.35 mm (0.250 inch)
are also acceptable if there is two seconds to three seconds
SMCS Code: 1280-081 intervals between bubbles.
(3) Excessive air bubbles in the fuel are not acceptable.
This procedure checks for air in the fuel. This
procedure also assists in finding the source of the air. 3. If excessive air is seen in the sight gauge in the
fuel return line, install a second sight gauge at
1. Examine the fuel system for leaks. Ensure that the inlet to the fuel transfer pump. If a second
the fuel line fittings are properly tightened. Check sight gauge is not available, move the sight gauge
the fuel level in the fuel tank. Air can enter the from the fuel return line and install the sight gauge
fuel system on the suction side between the fuel at the inlet to the fuel transfer pump. Observe
transfer pump and the fuel tank. the fuel flow during engine cranking. Look for air
bubbles in the fuel. If the engine starts, check for
air in the fuel at varying engine speeds.
SENR9937-05 27
If excessive air is not seen at the inlet to the fuel

transfer pump, the air is entering the system after
the fuel transfer pump. Proceed to Step 6.
If excessive air is seen at the inlet to the fuel

transfer pump, air is entering through the suction
side of the fuel system.
To avoid personal injury, always wear eye and face

protection when using pressurized air.
NOTICE Illustration 17
g01385601
To avoid damage, do not use more than 55 kPa (8 psi)
Injector Mechanism
to pressurize the fuel tank.
(1) Rocker arm
(2) Adjustment screw
4. Pressurize the fuel tank to 35 kPa (5 psi). Do not (3) Locknut
(4) 9U-7227 Injector Height Gauge
use more than 55 kPa (8 psi) in order to avoid
damage to the fuel tank. Check for leaks in the
To make an adjustment to the unit injectors on
fuel lines between the fuel tank and the fuel
cylinders 4, 5, 6, 9, 11, and 12 use the following
transfer pump. Repair any leaks that are found.
procedure:
Check the fuel pressure in order to ensure that
the fuel transfer pump is operating properly. For
1. Put the No. 1 piston at the top center position
information about checking the fuel pressure, see
on the compression stroke. Refer to Testing and
Testing and Adjusting, “Fuel System Pressure -
Adjusting, “Finding Top Center Position for No. 1
Test”.
Piston”.
5. If the source of the air is not found, disconnect
2. Injector height gauge (4) is used in order to obtain
the supply line from the fuel tank and connect an
a dimension of 78.0 ± 0.2 mm (3.07 ± 0.01 inch).
external fuel supply to the inlet of the fuel transfer
The dimension is measured from the top of the
pump. If this corrects the problem, repair the fuel
unit injector to the machined ledge of the fuel
tank or the stand pipe in the fuel tank.
injector body.
6. If the injector sleeve is worn or damaged,
3. Turn unit injector adjustment screw (2) clockwise
combustion gases may be leaking into the fuel
until the correct height is obtained.
system. Also, if the O-rings on the injector sleeves
are worn, missing, or damaged, combustion gases
4. Hold the adjustment screw in this position and
may leak into the fuel system.
tighten locknut (3) to a torque of 100 ± 10 N·m
(75 ± 7 lb ft).
i02770540
5. To make an adjustment to the unit injectors on
Electronic Unit Injector - Adjust cylinders 1, 2, 3, 7, 8, and 10 remove the timing
bolt. Turn the flywheel by 360 degrees in the
SMCS Code: 1290-025 direction of engine rotation. The direction of
engine rotation is counterclockwise, as the engine
Table 1 is viewed from the flywheel end. This will put the
Required Tools number 11 piston at the top center position on the
compression stroke.
Part
Part Name Quantity
Number
6. Repeat Steps 3 through 4.
9U-7227 Injector Height Gauge 1
7. Remove the timing bolt from the flywheel after all
the unit injector adjustments have been made.
Reinstall the valve mechanism covers.
28 SENR9937-05
i02875906 6. Remove the suspect unit injector and check the

unit injector for signs of exposure to coolant.
Electronic Unit Injector - Test Exposure to coolant will cause rust to form on
the injector. If the unit injector shows signs of
SMCS Code: 1290-081 exposure to coolant, remove the injector sleeve
and inspect the injector sleeve. Replace the
This procedure assists in identifying the cause for injector sleeve if the injector sleeve is damaged.
an injector misfiring. Perform this procedure only Refer to Disassembly and Assembly Manual,
after performing the Cylinder Cutout Test. Refer to “Electronic Unit Injector Sleeve - Install”. Check the
Troubleshooting, “Injector Solenoid Circuit - Test” for unit injector for an excessive brown discoloration
more information. that extends beyond the injector tip. If excessive
discoloration is found, check the quality of the
1. Check for air in the fuel, if this procedure has not fuel. Refer to Testing and Adjusting, “Fuel Quality
already been performed. Refer to Testing and - Test”. Replace the seals on the injector and
Adjusting, “Air in Fuel - Test”. reinstall the injector. Refer to Disassembly and
Assembly Manual, “Electronic Unit Injector -
Install”. Inspect the injector for deposits of soot
that are above the surface of the seat of the
Electrical shock hazard. The electronic unit injec- injector. Deposits of soot indicate combustion
tor system uses 90-120 volts. gas leakage. The source of the leak should be
found, and the source of the leak should be
remedied. The injector will not need to be replaced
2. Remove the valve cover and look for broken parts. if combustion gas leakage was the problem.
Repair any broken parts or replace any broken
parts that are found. Inspect all wiring for the 7. If the problem is not resolved, replace the suspect
solenoids. Look for loose connections. Also look injector with a new injector. In order to verify that
for frayed wires or broken wires. Ensure that the the new injector is working properly, perform
connector for the unit injector solenoid is properly the Cylinder Cutout Test. Use the Caterpillar
connected. Perform a pull test on each of the Electronic Technician (ET).
wires.
3. Look for signs of fuel leakage. Investigate the i02772958

source of the leaking fuel. Remedy the cause of
the fuel leak.
Finding Top Center Position
for No. 1 Piston
4. Check the valve lash setting for the cylinder of
the suspect unit injector. Refer to Testing and SMCS Code: 1105-531
Adjusting, “Engine Valve Lash - Inspect/Adjust”.
Table 2
5. Ensure that the bolts that hold the unit injector Needed Tools
are tightened to the proper torque. In order to
check the torque, loosen the bolts that hold the 9S-9082 Engine Turning Tool 1
unit injector. Tighten the bolts to the proper torque.
Refer to either the Disassembly and Assembly The No. 1 piston at top center (TC) on the
Manual , “Electronic Unit Injector - Install”. compression stroke is the starting point of all timing
procedures.
Note: Some engines have two threaded holes in the

flywheel. These holes are in alignment with the holes
with plugs in the left and right front of the flywheel
housing. The two holes in the flywheel are at a
different distance from the center of the flywheel so
the timing bolt cannot be put in the wrong hole.
SENR9937-05 29
g01386416 g01386423
Illustration 18 Illustration 20
Locating Top Center (Left Side Of Engine) Using 9S-9082 Engine Turning Tool
(1) Timing bolt (1) Timing bolt
(2) Timing bolt location (5) 9S-9082 Engine Turning Tool
(3) Cover
Note: If the flywheel is turned beyond the point
of engagement, the flywheel must be turned in
the opposite direction of normal engine rotation
approximately 45 degrees. Then turn the flywheel in
the direction of normal rotation until the timing bolt
engages with the threaded hole. The procedure will
eliminate the backlash that will occur when the No. 1
piston is put on the top center.
3. Remove the front valve mechanism cover from

the engine.
4. The inlet and exhaust valves for the No. 1 cylinder

are fully closed if the No. 1 piston is on the
g01386420
compression stroke and the rocker arms can be
Illustration 19 moved by hand. If the rocker arms can not be
Locating Top Center (Right Side Of Engine) moved and the valves are slightly open the No. 1
(4) Timing bolt location. piston is on the exhaust stroke.
1. Timing bolt (1) is a cover bolt. The timing bolt can Note: After the actual stroke position is identified,
be installed in either the left side of the engine at and the other stroke position is needed, remove the
location (2) or in the right side of the engine at timing bolt from the flywheel. The flywheel is turned
timing bolt location (4). Remove both bolts (1) and 360 degrees in a counterclockwise direction. The
cover (3) from the flywheel housing. Remove the timing bolt is reinstalled.
plug from the timing hole in the flywheel housing.
i02486888
2. Put timing bolt (1) (long bolt that holds the cover
on the flywheel housing) through the timing hole
in the flywheel housing. The 9S-9082 Engine
Fuel Quality - Test
Turning Tool and a 1/2 inch drive ratchet wrench SMCS Code: 1280-081
are used in order to turn the engine flywheel in
the direction of normal engine rotation. Normal This test checks for problems regarding fuel quality.
engine rotation is counterclockwise. Normal Refer to Diesel Fuels and Your Engine, SEBD0717
engine rotation is viewed from the flywheel end for additional details.
of the engine. Turn the engine flywheel until the
timing bolt engages with the threaded hole in the Use the following procedure to test for problems
flywheel. regarding fuel quality:
30 SENR9937-05
1. Determine if water and/or contaminants are i02285479

present in the fuel. Check the water separator (if
equipped). If a water separator is not present, Fuel System - Prime
proceed to Step 2. Drain the water separator, if
necessary. A full fuel tank minimizes the potential SMCS Code: 1258-548
for overnight condensation.
The Secondary Fuel Filter Has
Note: A water separator can appear to be full of fuel
when the water separator is actually full of water. Been Replaced
2. Determine if contaminants are present in the
fuel. Remove a sample of fuel from the bottom
of the fuel tank. Visually inspect the fuel sample Fuel leaked or spilled onto hot surfaces or elec-
for contaminants. The color of the fuel is not trical components can cause a fire. To help pre-
necessarily an indication of fuel quality. However, vent possible injury, turn the start switch off when
fuel that is black, brown, and/or similar to sludge changing fuel filters or water separator elements.
can be an indication of the growth of bacteria or Clean up fuel spills immediately.
oil contamination. In cold temperatures, cloudy
fuel indicates that the fuel may not be suitable
for operating conditions. The following methods NOTICE
can be used to prevent wax from clogging the fuel Use a suitable container to catch any fuel that might
filter: spill. Clean up any spilled fuel immediately.
• Fuel heaters
NOTICE
• Blending fuel with additives Do not allow dirt to enter the fuel system. Thoroughly
clean the area around a fuel system component that
• Utilizing fuel with a low cloud point such as will be disconnected. Fit a suitable cover over discon-
kerosene nected fuel system component.
Refer to Operation and Maintenance Manual,

Note: Refer to Operation and Maintenance Manual,
SEBU6251, “Caterpillar Commercial Diesel
“Fuel System Secondary Filter - Replace” for
Engine Fluids Recommendations”, “Fuel
information on replacing the filter.
Recommendations” for more information.
1. Turn the keyswitch to the “OFF” position.
3. Check fuel API with a 9U-7840 Fluid and Fuel
Calibration Gp for low power complaints. The
2. Open the air purge screw for the fuel filter by three
acceptable range of the fuel API is 30 to 45 when
full turns. Do not remove the air purge screw.
the API is measured at 15 °C (60 °F), but there is
a significant difference in energy within this range.
Refer to Tool Operating Manual, NEHS0607 for NOTICE
API correction factors when a low power problem Do not crank the engine continuously for more than
is present and API is high. 30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again.
Note: A correction factor that is greater than 1 may be
the cause of low power and/or poor fuel consumption.
3. Start the engine. The engine should start and the
engine should run smoothly. If the engine does
4. If fuel quality is still suspected as a possible
not start after 30 seconds, allow the starter motor
cause to problems regarding engine performance,
to cool for two minutes before attempting to start
disconnect the fuel inlet line, and temporarily
the engine again.
operate the engine from a separate source of
fuel that is known to be good. This will determine
Note: You may use the hand priming pump (if
if the problem is caused by fuel quality. If fuel
equipped) for the fuel filter instead of starting the
quality is determined to be the problem, drain the
engine and running the engine.
fuel system and replace the fuel filters. Engine
performance can be affected by the following
4. While the engine is running, observe the air purge
characteristics:
screw. When a small drop of fuel appears at the
threads of the air purge screw, close and tighten
• Cetane number of the fuel the air purge screw.
• Air in the fuel
• Other fuel characteristics
SENR9937-05 31
Note: There may be a noticeable change in the 8. Repeat Step 7 until the engine starts and the
sound of the running engine when the air purge engine runs.
screw is tightened. The change in the sound of the
engine is normal. Note: Failure to tighten all fittings could result in
serious fuel leaks.
Note: Failure to tighten all fittings could result in
serious fuel leaks. 9. Clean any residual fuel from the engine
components.
5. Clean any residual fuel from the engine
components.
The Engine Has Been Rebuilt
The Engine Has Been Run Out of NOTICE
Fuel Use a suitable container to catch any fuel that might
spill. Clean up any spilled fuel immediately.
NOTICE
Use a suitable container to catch any fuel that might
spill. Clean up any spilled fuel immediately. NOTICE
Do not allow dirt to enter the fuel system. Thoroughly
NOTICE will be disconnected. Fit a suitable cover over discon-
Do not allow dirt to enter the fuel system. Thoroughly nected fuel system component.
will be disconnected. Fit a suitable cover over discon- 1. Turn the keyswitch to the “OFF” position.
nected fuel system component.
2. Fill the fuel tank(s) with clean diesel fuel.
1. Turn the keyswitch to the “OFF” position.
3. Open the air purge screw for the fuel filter by three
2. Fill the fuel tank(s) with clean diesel fuel. full turns. Do not remove the air purge screw.
3. Bleed the air from the system by opening the fuel 4. Bleed the air from the system by opening the fuel
pressure regulator valve by two turns and another pressure regulator valve by two turns and another
half turn. half turn.
Note: Do not remove the regulating valve completely. Note: Do not remove the regulating valve completely.
Open the valve enough to allow the air that is trapped Open the valve enough to allow the air that is trapped
in the cylinder head to be purged from the fuel in the cylinder head to be purged from the fuel
system. system.
NOTICE NOTICE
Do not crank the engine continuously for more than Do not crank the engine continuously for more than
30 seconds. Allow the starting motor to cool for two 30 seconds. Allow the starting motor to cool for two
minutes before cranking the engine again. minutes before cranking the engine again.
4. Crank the engine for 30 seconds. Use a suitable 5. Crank the engine for 30 seconds. Use a suitable
container to catch the fuel while you crank the container to catch the fuel while you crank the
engine. Allow the starter motor to cool for two engine. Allow the starter motor to cool for two
minutes. minutes.
Note: You may use the hand priming pump (if Note: You may use the hand priming pump (if
equipped) for the fuel filter instead of cranking the equipped) for the fuel filter instead of cranking the
engine. engine.
5. Crank the engine for 30 seconds. Allow the starter 6. Crank the engine for 30 seconds. Allow the starter
motor to cool for two minutes. motor to cool for two minutes.
6. Close and tighten the fuel pressure regulating 7. Close and tighten the air purge screw.
valve.
8. Crank the engine for 30 seconds. Allow the starter
7. Crank the engine for 30 seconds. Allow the starter motor to cool for two minutes.
motor to cool for two minutes.
32 SENR9937-05
9. Close and tighten the fuel pressure regulating • Plugged orifices in the fuel pressure regulating
valve. valve
Note: Failure to tighten all fittings could result in • Stuck fuel pressure regulating valve in the fuel
serious fuel leaks. transfer pump
10. Crank the engine for 30 seconds. Allow the starter • Pinched fuel return line
motor to cool for two minutes.
11. Repeat Step 10 until the engine starts and runs.

Fuel Pressure Readings
The typical fuel pressure of the engine at operating
12. Clean any residual fuel from the engine
temperature can vary. At low idle, the fuel pressure
components.
can be 538 kPa (78 psi). At high rpm, the fuel
pressure can be 641 kPa (93 psi).
i02145515
The performance of the unit injector deteriorates
Fuel System Pressure - Test when the fuel pressure drops below 241 kPa (35 psi).
Low power complaints and erratic operation can
SMCS Code: 1250-081; 1256-081 occur in this situation. Check for a plugged fuel filter
or air in the fuel lines as possible causes for these
Low Fuel Pressure complaints before replacing fuel system components.
Low fuel pressure can cause low power. Low fuel Checking Fuel Pressure
pressure can also cause cavitation of the fuel
which can damage the fuel injectors. The following Table 3
conditions can cause low fuel pressure: Required Tools
• Plugged fuel filters Part

Part Name Quantity
Number
• Debris in the check valves for the fuel priming 1U-5470 Engine Pressure Group
pump or or 1
198-4240 Digital Pressure Indicator
• Debris in the pressure regulating valve
• Partially open check valve
• Sticking or worn fuel pressure regulating valve in
the fuel transfer pump
• Severe wear on return fuel pressure regulating

valve in the fuel filter base
• Worn gears in the fuel transfer pump

• Pinched fuel lines or undersized fuel lines
• Old fuel lines that have a reduced interior diameter
that was caused by swelling Illustration 21
g00294866
1U-5470 Engine Pressure Group

• Fuel lines with deteriorating interior surfaces
• Pinched fuel line fittings or undersized fuel line
fittings
• Debris in the fuel tank, fuel lines, or fuel system

components that create restrictions
High Fuel Pressure

Excessive fuel pressure can cause fuel filter gaskets
to rupture. The following conditions can cause high
fuel pressure:
SENR9937-05 33
i02140697
Rear Gear Group - Time

SMCS Code: 1206-531
g01070285
Illustration 22
Location of fuel pressure tap
To check the fuel transfer pump pressure, remove the

cap (1) from the fuel filter base. Install the pressure
gauge and appropriate fittings from the 1U-5470
Engine Pressure Group and start the engine.
Check the fuel pressure of the engine with the

1U-5470 Engine Pressure Group. The engine
pressure group includes Special Instruction,
SEHS8907, “Using the 1U-5470 Engine Pressure Illustration 23
g01073928
Group”. This instruction provides information about Rear gear group
the usage of the group.
(1) Cluster idler gear
(2) Camshaft gear
(3) Timing alignment marks
(4) Camshaft bolts
(5) Idler gear assembly
(6) Cluster idler gear
(7) Timing alignment marks
(8) Crankshaft gear
Position the number one piston in the top center

position (TC). Align the “V” mark on the cam gear (2)
with the mark in the flywheel housing.
Align the “V” marks on cluster idler gear (6) and the
crankshaft gear (8).
Note: If one or more of the gears need to be removed

for repair, refer to Disassembly and Assembly, “Gear
Group (Rear) - Remove” in order to properly remove
the gears. Refer to Disassembly and Assembly,
“Gear Group (Rear) - Install” in order to properly
install the gears.
Inspect the gears for wear or for damage. If the gears

are worn or damaged, use new parts for replacement.
34 SENR9937-05
Air Inlet and Exhaust 3. Check for dirt tracks on the clean side of the
engine air cleaner element, the air inlet hose,
System and the clamps. If dirt tracks are observed,
contaminants are flowing past the engine air
cleaner element, the seal for the air cleaner,
i02814214 and/or the air inlet hose.
Air Inlet and Exhaust System 4. Inspect the engine air cleaner element. Replace
- Inspect a dirty engine air cleaner element with a clean
engine air cleaner element.
SMCS Code: 1050-040
Air Inlet Restriction

Hot engine components can cause injury from
There will be a reduction in the performance of the burns. Before performing maintenance on the
engine if there is an excess restriction in the air inlet engine, allow the engine and the components to
system or the exhaust system. cool.
Table 4
Required Tools
Part Making contact with a running engine can cause
Part Name Quantity
Number burns from hot parts and can cause injury from
1U-5470 Engine Pressure Group 1 rotating parts.
or or
198-4240 Digital Pressure Indicator When working on an engine that is running, avoid
contact with hot parts and rotating parts.
5. Use the differential pressure gauge of the

1U-5470 Engine Pressure Group or the
198-4240 Digital Pressure Indicator.
g00293196
Illustration 24
Refer to Special Instruction, SEHS8907, “Using

the 1U-5470 Engine Pressure Group” for the
instructions that are needed to use the 1U-5470
Engine Pressure Group. Refer to Operation Manual,
NEHS0818, “Using the 198-4240 Digital Pressure
Indicator” for the instructions that are needed to use
the 198-4240 Digital Pressure Indicator.
1. Check the Air Filter Change Indicator Group on g01176673

the air inlet for a reading of the restriction. Illustration 25
Air inlet system (typical example)
2. Inspect the engine air cleaner inlet and ducting (1) Turbocharger
in order to ensure that the passageway is not (2) Air Inlet Piping
blocked or collapsed. (3) Test location
(4) Air cleaner
SENR9937-05 35
a. Connect the vacuum port of the differential

pressure gauge to the test location (3). Test
location (3) can be located anywhere along air
inlet piping (2) after engine air cleaner (4) but
burns. Before performing maintenance on the
before turbocharger (1).
engine, allow the engine and the components to
cool.
The air flow through a new engine air cleaner element
must not have a system restriction of more than the
following amount:
Maximum restriction ..... 3.7 kPa (15 inch of H2O)
Making contact with a running engine can cause
The air flow through a used engine air cleaner may burns from hot parts and can cause injury from
have an additional restriction. The air flow through a rotating parts.
plugged engine air cleaner will be restricted to some
magnitude. In either case, the restriction must not be When working on an engine that is running, avoid
more than the following amount: contact with hot parts and rotating parts.
Maximum restriction ..... 6.2 kPa (25 inch of H2O)

If the exhaust is not equipped with a back pressure
tap, the following procedure may be use in order to
Exhaust Restriction install a pressure tap. Refer to Truck Engine News,
SEBD6729, “Measuring Exhaust Back Pressure”
for measuring the back pressure at a proper test
location.
The muffler, catalytic converter/muffler, and diesel
particulate filter will become extremely hot during Use the differential pressure gauge of the 1U-5470
engine operation. A hot muffler, catalytic convert- Engine Pressure Group or the 198-4240 Pressure
er/muffler and diesel particulate filter can cause Indicator Tool Gp in order to measure back pressure
serious burns. Allow adequate cooling time before from the exhaust. Use the following procedure in
working on or near the muffler, catalytic convert- order to measure back pressure from the exhaust:
er/muffler and diesel particulate filter.
High Idle Plugging Test
Excessive idling can cause the muffler, the catalytic Note: Do not try to burn out a plugged muffler. The
converter/muffler, or the diesel particulate filter muffler can become severely overheated. This will
to plug. A plugged muffler, a plugged catalytic cause other system components to fail.
converter/muffler, or a plugged diesel particulate filter
will lead to an increase in exhaust back pressure. 1. Inspect the system components for any noticeable
Operating the engine in extremely cold conditions damage that would cause a restriction.
may cause the muffler, the catalytic converter/muffler,
or the diesel particulate filter to plug. One indication 2. Connect the pressure port of the differential
of a plugged muffler, catalytic converter, or diesel pressure gauge to test location. Refer to Truck
particulate filter is poor engine response. Engine News, SEBD6729, “Measuring Exhaust
Back Pressure” for measuring the back pressure
Exhaust Back Pressure for Mufflers at a proper test location.
and Catalytic Converters 3. Leave the vacuum port of the differential pressure
gauge open to the atmosphere.
Back pressure is the difference in the pressure
between the exhaust and the atmospheric air.
4. Start the engine. Run the engine in the no-load
Table 5 condition at high idle until the engine reaches
normal operating temperature.
Tools Needed
Part 5. Record the value.
Part Name Quantity
Number
6. Multiply the value from Step 5 by 1.8.
1U-5470 Engine Pressure Group 1
or or
198-4240
7. Compare the result from Step 6 to the value that
Digital Pressure Indicator
follows.
Back pressure from the exhaust must not be more

than the following amount:
36 SENR9937-05
Maximum back pressure for engines with a 5. Replace any components that have been proven
standard muffler .......... 10.0 kPa (40 inch of H2O) damaged.
Maximum back pressure for engines with a
catalytic converter/muffler ..................... 12.4 kPa Exhaust Back Pressure for Diesel
(50 inch of H2O) Particulate Filters (If Equipped)
If the maximum back pressure is within the allowable High Idle Plugging Test
limits, refer to Troubleshooting, “Low/Power/Poor or
No Response to Throttle”.
If the back pressure exceeds 12.4 kPa

(50 inch of H2O), replace the muffler.
g01403354
Illustration 27
diesel particulate filter (typical example)
(8) Inlet section
(9) Catalyst section
(10) Filter section
(11) Outlet section
(12) Test location
(13) Tee fitting
(14) Copper tubing
(15) Thermocouple
Note: Limit the idle time of the engine to 20 minutes. If

g01403351
Illustration 26 large quantities of soot are accumulated in the diesel
Exhaust system (typical example) particulate filter, running the engine can permanently
(1) Turbocharger damage the filter and other components.
(5) Test location
(6) Muffler Note: Do not test the exhaust back pressure if the
(7) Exhaust piping red warning light has been activated. Clean the diesel
particulate filter immediately.
Full Load Test
Note: Refer to Special Instruction, REHS1807,
Note: Do not try to burn out a plugged muffler. The “Installation Guide for Particulate Trap Exhaust
muffler can become severely overheated. This will Filters” for properly cleaning the diesel particulate
cause other system components to fail. filter.
1. Check the arrangement number of the engine and 1. Inspect the system components for any noticeable
verify that all components are correct. damage that would cause a restriction.
Note: Run the vehicle on a dyno up to 30 minutes in 2. Connect the pressure port of the differential
order to reach operating temperature. Monitor all of pressure gauge to test location. Refer to Truck
the engine components for any signs of overheating. Engine News, SEBD6729, “Measuring Exhaust
Back Pressure” for measuring the back pressure
2. Measure the back pressure at a full load and full at a proper test location.
speed.
3. Leave the vacuum port of the differential pressure
3. Record the results. gauge open to the atmosphere.
4. The back pressure for the catalytic 4. Start the engine. Run the engine in the no-load
converter/muffler is at 12.4 kPa (50 inch of H2O). condition at high idle until the engine reaches
normal operating temperature.
SENR9937-05 37
5. Record the value.
6. Multiply the value from Step 5 by 1.8.
7. Compare the test result to the value that follows.
Clean the diesel particulate filter if the back pressure

exceeds the following value.
Maximum back pressure for engines with a diesel
particulate filter ............ 25 kPa (100 inch of H2O)
Full Load Test

Limit the idle time of the engine to 20 minutes. If
large quantities of soot are accumulated in the diesel
particulate filter, running the engine can permanently
damage the filter and other components.
Note: Do not test the exhaust back pressure if the

red warning light has been activated. Clean the diesel
particulate filter immediately.
Note: Refer to Special Instruction, REHS1807,

“Installation Guide for Particulate Trap Exhaust
Filters” for properly cleaning the diesel particulate
filter.
1. Check the arrangement number of the engine and

verify that all components are correct.
Note: Run the vehicle on a dyno up to 30 minutes in

order to reach operating temperature. Monitor all of
the engine components for any signs of overheating.
2. Measure the back pressure at full load and full

speed.
3. Record the results.
4. The back pressure for the diesel particulate filter

is at 24.9 kPa (100 inch of H2O).
5. Replace any components that cannot be cleaned.

Replace any components that are proven faulty.
38 SENR9937-05
Data Sheet for Testing Catalytic

Converters or Diesel Particulate Filter
S/N_____________________________________________________________ burns. Before performing maintenance on the
engine, allow the engine and the components to
Miles __________________________________________________________ cool.
Date __________________________________________________________
Type of pressure gauge___________________________________

Personal injury can result from rotating and mov-
Mark the pressure test location with an “X” on the ing parts.
Illustration.
Stay clear of all rotating and moving parts.
Never attempt adjustments while the machine is

moving or the engine is running unless otherwise
specified.
The machine must be parked on a level surface

and the engine stopped.
NOTICE
Keep all parts clean from contaminants.
Contaminants may cause rapid wear and shortened

component life.
NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-
ing any compartment or disassembling any compo-
nent containing fluids.
Refer to Special Publication, NENG2500, “Caterpillar

Dealer Service Tool Catalog” for tools and supplies
suitable to collect and contain fluids on Caterpillar
Illustration 28
g01183535 products.
Engine speed _________________________________________ rpm Dispose of all fluids according to local regulations and
mandates.
Engine load _______________________________________ percent
Before you begin inspection of the turbocharger,
Back pressure __________________________ inches of water be sure that the inlet air restriction is within the
specifications for your engine. Be sure that the
i02500648
exhaust system restriction is within the specifications
for your engine. Refer to Systems Operation/Testing
Turbocharger - Inspect and Adjusting, “Air Inlet and Exhaust System -
Inspect”.
SMCS Code: 1052-040
The condition of the turbocharger will have definite
effects on engine performance. Use the following
inspections and procedures to determine the
condition of the turbocharger.
Disconnect batteries before performance of any
service work.
• Inspection of the Compressor and the Compressor
Housing
SENR9937-05 39
• Inspection of the Turbine Wheel and the Turbine Inspection of the Turbine Wheel
Housing
and the Turbine Housing
Inspection of the Compressor and Remove the air piping from the turbine outlet casing.
the Compressor Housing 1. Inspect the turbine for damage by a foreign object.
Remove air piping from the compressor inlet. If there is damage, determine the source of the
foreign object. Replace the turbocharger. If there
1. Inspect the compressor wheel for damage from a is no damage, go to Step 2.
foreign object. If there is damage, determine the
source of the foreign object. As required, clean the 2. Inspect the turbine wheel for buildup of carbon and
inlet system and repair the inlet system. Replace other foreign material. Inspect the turbine housing
the turbocharger. If there is no damage, go to for buildup of carbon and foreign material. Clean
Step 3. the turbine wheel and clean the turbine housing if
you find buildup of carbon or foreign material. If
2. Clean the compressor wheel and clean the there is no buildup of carbon or foreign material,
compressor housing if you find buildup of foreign go to Step 3.
material. If there is no buildup of foreign material,
go to Step 3. 3. Turn the rotating assembly by hand. While you
turn the assembly, push the assembly sideways.
3. Turn the rotating assembly by hand. While you The assembly should turn freely. The turbine
turn the assembly, push the assembly sideways . wheel should not rub the turbine wheel housing.
The assembly should turn freely. The compressor Replace the turbocharger if the turbine wheel rubs
wheel should not rub the compressor housing. the turbine wheel housing. If there is no rubbing or
Replace the turbocharger if the compressor wheel scraping, go to Step 4.
rubs the compressor wheel housing. If there is no
rubbing or scraping, go to Step 4. 4. Inspect the turbine and the turbine wheel housing
for oil leakage. Inspect the turbine and the turbine
4. Inspect the compressor and the compressor wheel housing for oil coking. Some oil coking
wheel housing for oil leakage. An oil leak from may be cleaned. Heavy oil coking may require
the compressor may deposit oil in the aftercooler. replacement of the turbocharger. If the oil is
Drain and clean the aftercooler if you find oil in coming from the turbocharger center housing go
the aftercooler. to Step 4.a.
a. Check the oil level in the crankcase. If the oil a. Remove the oil drain line on the turbocharger.
level is too high, adjust the oil level. Inspect the drain opening. Inspect the area
between the bearings of the rotating assembly
b. Inspect the air cleaner element for restriction. If shaft. Look for oil sludge. Inspect the oil drain
restriction is found, correct the problem. hole for oil sludge. Inspect the oil drain line
for oil sludge. If necessary, clean the rotating
c. Inspect the engine crankcase breather. Clean assembly shaft. If necessary, clean the drain
the engine crankcase breather or replace opening. If necessary, clean the drain line.
the engine crankcase breather if the engine
crankcase breather is plugged. b. If crankcase pressure is high, or if the oil drain
is restricted, pressure in the center housing
d. Remove the oil drain line on the turbocharger. may be greater than the pressure of the turbine
Inspect the drain opening. Inspect the oil drain housing. Oil flow may be forced in the wrong
line. Inspect the area between the bearings of direction and the oil may not drain. Check the
the rotating assembly shaft. Look for oil sludge. crankcase pressure and correct any problems.
Inspect the oil drain hole for oil sludge. Inspect
the oil drain line for oil sludge in the drain c. If the oil drain line is damaged, replace the oil
line. If necessary, clean the rotating assembly drain line.
shaft. If necessary, clean the oil drain hole. If
necessary, clean the oil drain line. d. Check the routing of the oil drain line. Eliminate
any sharp restrictive bends. Make sure that
e. If Steps 4.a through 4.d did not reveal the the oil drain line is not too close to the engine
source of the oil leakage, the turbocharger has exhaust manifold.
internal damage. Replace the turbocharger.
e. If Steps 4.a through 4.d did not reveal the
source of the oil leakage, the turbocharger has
internal damage. Replace the turbocharger.
40 SENR9937-05
i02227890
Inlet Manifold Pressure - Test

SMCS Code: 1058-081
Table 6
Required Tools
Part
Part Name Quantity
Number
or or 1
198-4240 Digital Pressure Indicator
g00293196
Illustration 29
The efficiency of an engine can be checked by
making a comparison of the pressure in the inlet 1U-5470 Engine Pressure Group
manifold with the information given in the Technical
Marketing Information (TMI). This test is used when 1. Remove the pipe plug from the inlet manifold. It
there is a decrease of horsepower from the engine, is not necessary to remove the air temperature
yet there is no real sign of a problem with the engine. sensor from the inlet manifold.
The correct pressure for the inlet manifold is listed 2. Connect the 1U-5470 Engine Pressure Group to
in the TMI. Development of this information is the inlet manifold at the pressure test location.
performed under the following conditions:
Refer to Special Instruction, SEHS8907, “Using
• 99 kPa (29.7 in Hg) dry barometric pressure the 1U-5470 Engine Pressure Group” for more
information on using the tool.
• 29 °C (85 °F) outside air temperature
3. Operate the engine under the suspect conditions.
• 35 API rated fuel
4. Record the value.
On a turbocharged, aftercooled engine, a change
in the fuel rating will change the horsepower. A 5. Compare the value that was recorded in Step 4 to
change in the fuel rating will change the inlet manifold the pressure that is given in the TMI.
pressure. If the fuel is rated above 35 API, the inlet
manifold pressure can be less than the pressure i02880915
given in the TMI. If the fuel is rated below 35 API,
the inlet manifold pressure can be more than the Exhaust Temperature - Test
pressure listed in the TMI.
SMCS Code: 1088-081
Note: Ensure that the air inlet and the exhaust are
not restricted when you check the inlet manifold Table 7
pressure. Refer to Testing and Adjusting, “Air Inlet Required Tools
and Exhaust System - Inspect” for more information.
Part
Part Name Qty
Use the following procedure in order to use an Number
electronic service tool to measure the inlet manifold 164-3310 Infrared Thermometer 1
pressure:
1. Connect the Caterpillar Electronic Technician (ET). When the engine runs at low idle, the temperature of
an exhaust manifold port can indicate the condition
2. Operate the engine under the suspect conditions. of a fuel injection nozzle.
3. Record the value. A low temperature indicates that no fuel is flowing to

the cylinder. An inoperative fuel injection nozzle or
4. Compare the value that was recorded in Step 3 to a problem with the fuel injection pump could cause
the pressure that is given in the TMI. this low temperature.
Use the following procedure in order to use the A very high temperature can indicate that too much
1U-5470 Engine Pressure Group to measure the fuel is flowing to the cylinder. A malfunctioning
inlet manifold pressure: fuel injection nozzle could cause this very high
temperature.
SENR9937-05 41
Use the 164-3310 Infrared Thermometer to check Inlet Manifold Pressure

exhaust temperature. The manual that comes with
the 164-3310 Infrared Thermometer contains the Normal inlet manifold pressure with high exhaust
complete operating and maintenance instructions. temperature can be caused by blockage of the fins of
the aftercooler core. Clean the fins of the aftercooler
core. Refer to “Visual Inspection” under this topic for
i02500824
the cleaning procedure.
Aftercooler - Test Low inlet manifold pressure and high exhaust
SMCS Code: 1063-081 manifold temperature can be caused by any of the
following conditions:
Table 8
Plugged air cleaner – Clean the air cleaner or
Tools Needed replace the air cleaner, as required. Refer to the
Part Operation and Maintenance Manual, “Engine Air
Part Name Quantity
Number Cleaner Element - Clean/Replace”.
Blockage in the air lines – Blockage in the air lines
FT-1984 Aftercooler Testing Group 1 between the air cleaner and the turbocharger must
be removed.
FT-1438 Aftercooler Gp (Dynamometer 1
Test)
Aftercooler core leakage – Aftercooler core
leakage should be pressure tested. Refer to
Visual Inspection “Aftercooler Core Leakage” under this topic for the
testing procedure.
Inspect the following parts at each oil change:
Inlet manifold leak – An inlet manifold leak can be
caused by the following conditions: loose fittings and
• Air lines
plugs, missing fittings and plugs, damaged fittings
and plugs, and leaking inlet manifold gasket.
• Hoses
• Gasket joints
Pressurized air can cause personal injury. When

pressurized air is used for cleaning, wear a pro-
tective face shield, protective clothing, and pro-
tective shoes.
Ensure that the constant torque hose clamps

are tightened to the correct torque. Refer to
Specifications, SENR3130, “Torque Specifications”
in order to locate the proper torque. Check the
welded joints for cracks. Ensure that the brackets
are tightened in the correct positions. Ensure that the
brackets are in good condition. Use compressed air
to clean any debris or any dust from the aftercooler
core assembly. Inspect the fins in the aftercooler core
for the following conditions:
• Damage
• Debris
• Corrosion
Use a stainless steel brush to remove any corrosion.
Note: When parts of the air-to-air aftercooler system

are repaired or replaced, a leak test is recommended.
42 SENR9937-05
Aftercooler Core Leakage A large leak of the aftercooler core can often be
found by making a visual inspection. To check for
smaller leaks, use the following procedure:
1. Disconnect the air pipes from the inlet and outlet

side of the aftercooler core.
Dust plug chains must be installed to the after-

cooler core or to the radiator brackets to prevent
possible injury while you are testing. Do not stand
in front of the dust plugs while you are testing.
2. Install couplers (5) on each side of the aftercooler

core. Also, install dust plugs (7) and (8).
These items are included with the FT-1984

Aftercooler Testing Group.
Note: Installation of additional hose clamps on the

hump hoses is recommended in order to prevent
the hoses from bulging while the aftercooler core is
being pressurized.
NOTICE
Do not use more than 240 kPa (35 psi) of air pressure
g00295702
or damage to the aftercooler core can be the result.
Illustration 30
FT-1984 Aftercooler Testing Group
3. Install the regulator and valve assembly (1) on the
(1) Regulator and valve assembly
(2) Nipple outlet side of the aftercooler core assembly. Also,
(3) Relief valve attach the air supply.
(4) Tee
(5) Coupler 4. Open the air valve and pressurize the aftercooler
(6) Aftercooler
(7) Dust plug
to 205 kPa (30 psi). Shut off the air supply.
(8) Dust plug
(9) Chain 5. Inspect all connection points for air leakage.
A low power problem in the engine can be the result 6. The pressure in the aftercooler system should not
of aftercooler leakage. Aftercooler system leakage drop more than 35 kPa (5 psi) in 15 seconds.
can result in the following problems:
7. If the pressure drop is more than the specified
• Low power amount, use a solution of soap and water to check
all areas for leakage. Look for air bubbles that will
• Low boost pressure identify possible leaks. Replace the aftercooler
core, or repair the aftercooler core, as needed.
• Black smoke
• High exhaust temperature
To help prevent personal injury when the tooling is
NOTICE removed, relieve all pressure in the system slowly
Remove all air leaks from the system to prevent en- by using an air regulator and a valve assembly.
gine damage. In some operating conditions, the en-
gine can pull a manifold vacuum for short periods of
time. A leak in the aftercooler or air lines can let dirt 8. After the testing, remove the FT-1984 Aftercooler
and other foreign material into the engine and cause Testing Group. Reconnect the air pipes on both
rapid wear and/or damage to engine parts. sides of the aftercooler core assembly.
SENR9937-05 43
Air System Restriction If a turbocharger failure occurs, remove the air-to-air

aftercooler core. Internally flush the air-to-air
Pressure measurements should be taken at the inlet aftercooler core with a solvent that removes oil
manifold and the turbocharger outlet. and other foreign substances. Shake the air-to-air
aftercooler core in order to eliminate any trapped
Use the differential pressure gauge of the 1U-5470 debris. Wash the aftercooler with hot, soapy water.
Engine Pressure Group. Use the following procedure Thoroughly rinse the aftercooler with clean water and
in order to measure the restriction of the aftercooler: blow dry the aftercooler with compressed air. Blow
dry the assembly in the reverse direction of normal
1. Connect the vacuum port of the differential air flow. To make sure that the whole system is clean,
pressure gauge to a port on the inlet manifold. carefully inspect the system.
2. Connect the pressure port of the differential NOTICE

pressure gauge to a port on the turbocharger Do not use caustic cleaners to clean the air-to-air af-
outlet. tercooler core.
3. Record the value. Caustic cleaners will attack the internal metals of the
core and cause leakage.
The air lines and the cooler core must be inspected
for internal restriction when both of the following
conditions are met:
Dynamometer Test
• Air flow is at a maximum level. In hot ambient temperatures, dynamometer tests
for models with an air-to-air aftercooler can add
• Total air pressure drop of the charged system a greater heat load to the jacket water cooling
exceeds 13.5 kPa (4 in Hg) for engines with a
system. Therefore, the jacket water cooling system’s
14.6 L (890 cu in) displacement.
temperature must be monitored. The following
measurements may also need a power correction
• Total air pressure drop of the charged system factor:
exceeds 15.2 kPa (4.5 in Hg) for engines with a
15.8 L (964 cu in) displacement.
• Inlet air temperature
If a restriction is discovered, proceed with the
following tasks, as required: • Fuel API rating
• Fuel temperature
• Clean
• Barometric pressure
• Repair
With dynamometer tests for engines, use the
• Replacement FT-1438 Aftercooler Gp (Dynamometer Test). This
tool provides a water cooled aftercooler in order to
Turbocharger Failure control the inlet air temperature to 43 °C (110 °F).
i02862625
Personal injury can result from air pressure. Engine Crankcase Pressure
(Blowby) - Test
Personal injury can result without following prop-
er procedure. When using pressure air, wear a pro- SMCS Code: 1215; 1317
tective face shield and protective clothing.
Table 9
Maximum air pressure at the nozzle must be less
Tools Needed
than 205 kPa (30 psi) for cleaning purposes.
Part
Part Name Quantity
Number
285-0910 Multi-Tool Gp 1
285-0900 Blowby Tool Group 1
NETG5044 Software license 1
44 SENR9937-05
Damaged pistons or rings can cause too much

pressure in the crankcase. This condition will cause
the engine to run rough. There will be more than the
This engine uses high voltage to control the fuel
normal amount of fumes (blowby) rising from the
injectors.
crankcase breather. The breather can then become
restricted in a very short time, causing oil leakage
Disconnect electronic fuel injector enable circuit
at gaskets and seals that would not normally have
connector to prevent personal injury.
leakage. Blowby can also be caused by worn valve
guides or by a failed turbocharger seal.
Do not come in contact with the fuel injector ter-
minals while the engine is running.
Note: Valve lash is measured between the rocker

arm and the valve bridge. All measurements and
adjustments must be made with the engine stopped
and the valves fully closed.
Valve Lash Check

An adjustment is not necessary if the measurement
of the valve lash is in the acceptable range. Check
the valve lash while the engine is stopped. The range
is specified in Table 10.
g01311364
Illustration 31
Table 10
285-0910 Multi-Tool Gp
Quick Reference for Engine Valve Lash Setting
The 285-0910 Multi-Tool Gp is used to check the Inlet Valves Exhaust Valves
amount of blowby.
0.38 ± 0.08 mm 0.76 ± 0.08 mm
Valve Lash
(0.015 ± 0.003 (0.030 ± 0.003
Setting
i01120286 inch) inch)
Compression - Test TC
Compression
1-2-3-7-8-10 1-2-5-6-9-10
Stroke of No.
SMCS Code: 1215 1 Piston
An engine that runs roughly can have a leak at the TC
valves. An engine that runs roughly can also have Compression
4-5-6-9-11-12 3-4-7-8-11-12
valves that need an adjustment. Remove the head Stroke of No.
and inspect the valves and valve seats. This is 11 Piston(1)
necessary to find those small defects that would not
normally cause problems. Repairs of these problems Firing Order 1-10-9-6-5-12-11-4-3-8-7-2(2)
are normally performed when you are reconditioning (1) 360° from TC compression stroke
the engine. (2) Refer to Illustration 32 in order to locate the No. 1 cylinder.
i02774006 If the measurement is not within this range adjustment

is necessary. Refer to “Valve Lash Adjustment”.
Engine Valve Lash -
Inspect/Adjust
SMCS Code: 1102-025
To prevent possible injury, do not use the starter

to turn the flywheel.
Hot engine components can cause burns. Allow

additional time for the engine to cool before mea-
suring valve clearance.
SENR9937-05 45
Valve Lash Adjustment 2. With No. 1 piston at the top center position of the
compression stroke, an adjustment can be made
to the valves.
Before any adjustments are made, lightly tap each

rocker arm at the top of the adjustment screw. Use
a soft mallet to ensure that the lifter roller seats
against the camshaft’s base circle.
3. Make an adjustment to the valve lash on the inlet

valves for cylinders 1, 2, 3, 7, 8, and 10.
a. Loosen valve adjustment locknut (3).
b. Place the appropriate feeler gauge (5) between

the inlet rocker arm and the inlet valve bridge.
g01386737
Illustration 32 Turn inlet adjustment screw (4) while valve
(A) Inlet valves adjustment locknut (3) is being held from
(B) Exhaust valves turning. Adjust the valve lash until the correct
(C) Left side of the engine specification is achieved. Refer to Table 11.
(D) Cylinder number
(E) Flywheel end of the engine
(F) Front of the engine c. After each adjustment, tighten valve adjustment
(G) Right side of the engine locknut (3) while valve adjustment screw (4)
is being held from turning. Tighten to a torque
of 30 ± 7 N·m (22 ± 5 lb ft). Recheck each
adjustment.
4. Make an adjustment to the valve lash on the

exhaust valves for cylinders 1, 2, 5, 6, 9, and 10.

the exhaust rocker arm and the exhaust valve
bridge. Turn exhaust adjustment screw (2)
while valve adjustment locknut (1) is being
held from turning. Adjust the valve lash until
the correct specification is achieved. Refer to
g01386742
Illustration 33 Table 11.
Typical example
(1) Valve adjustment locknut c. After each adjustment, tighten valve adjustment
(2) Exhaust adjustment screw locknut (1) while valve adjustment screw (2)
(3) Valve adjustment locknut is being held from turning. Tighten to a torque
(4) Inlet adjustment screw of 30 ± 7 N·m (22 ± 5 lb ft). Recheck each
(5) Feeler gauge
adjustment.
Table 11
5. Remove the timing bolt, and turn the flywheel by
Valve Lash 360 degrees in the direction of engine rotation.
Valves Thickness of Gauge This will position the No. 11 piston at the top
center at the beginning of the compression stroke.
Inlet 0.38 mm (0.015 inch) Install the timing bolt in the flywheel.
Exhaust 0.76 mm (0.030 inch)
6. Make an adjustment to the valve lash on the inlet
valves for the following cylinders 4, 5, 6, 9, 11,
Adjust the valve lash while the engine is stopped. Use and 12.
the following procedure in order to adjust the valves:
1. Put the No. 1 piston at the top center position.
Note: See Testing and Adjusting, “Finding Top Center

Position for the No. 1 Piston” for further details.
46 SENR9937-05

the inlet rocker arm and the inlet valve bridge.
Turn inlet adjustment screw (4) while valve
adjustment locknut (3) is being held from
turning. Adjust the valve lash until the correct
specification is achieved. Refer to Table 11.
c. After each adjustment, tighten valve adjustment

locknut (3) while valve adjustment screw (4)
adjustment.
7. Make an adjustment to the valve lash on the

exhaust valves for cylinders 3, 4, 7, 8, 11, and 12.

the exhaust rocker arm and the exhaust valve
bridge. Turn exhaust adjustment screw (2)
while valve adjustment locknut (1) is being
held from turning. Adjust the valve lash until
the correct specification is achieved. Refer to
Table 11.
c. After each adjustment, tighten valve adjustment

locknut (1) while valve adjustment screw (2)
adjustment.

valve lash adjustments have been made.
SENR9937-05 47
Lubrication System
i02881010
Engine Oil Pressure - Test

SMCS Code: 1304-081
Measuring Engine Oil Pressure
Work carefully around an engine that is running. g00296486

Engine parts that are hot, or parts that are moving, Illustration 34
can cause personal injury. 1U-5470 Engine Pressure Group
The 1U-5470 Engine Pressure Group measures the

NOTICE oil pressure in the system. This engine tool group can
Keep all parts clean from contaminants. read the oil pressure inside the oil manifold.
Contaminants may cause rapid wear and shortened Note: Refer to Special Instruction, SEHS8907,
component life. “Using the 1U-5470 Engine Pressure Group” for
more information on using the 1U-5470 Engine
Pressure Group.
NOTICE
Care must be taken to ensure that fluids are contained Note: The engine oil pressure can also be measured
during performance of inspection, maintenance, test- by using an electronic service tool. Refer to
ing, adjusting and repair of the product. Be prepared to Troubleshooting for information on the use of the
collect the fluid with suitable containers before open- Caterpillar Electronic Technician (Cat ET).

products.
Dispose of all fluids according to local regulations and

mandates.
Table 12
Tools Needed
Part Number Part Name Quantity
g01144415
Illustration 35
Typical example
(1) Pressure test location
1. Install the 1U-5470 Engine Pressure Group into

oil gallery plug (1).
2. Start the engine. Run the engine with SAE 10W30

or SAE 15W40 oil. The information in the engine
oil pressure graph is invalid for other oil viscosities.
“Lubricant Viscosities and Refill Capacities” for the
recommendations of engine oil.
Note: Allow the engine to reach operating

temperature before you perform the pressure test.
48 SENR9937-05
Note: The engine oil temperature should not exceed 7. An engine oil pressure indicator that has a defect
115 °C (239 °F). or an engine oil pressure sensor that has a defect
can give a false indication of a low oil pressure or
3. Record the value of the engine oil pressure when a high oil pressure. If there is a notable difference
the engine has reached operating temperature. between the engine oil pressure readings make
necessary repairs.
4. Locate the point that intersects the lines for the
engine rpm and for the oil pressure on the engine 8. Refer to “Reasons for Low Engine Oil Pressure” if
oil pressure graph. you determine that the engine oil pressure is low.
9. Refer to “Reasons for High Engine Oil Pressure” if

you determine that the engine oil pressure is high.
Reasons for Low Engine Oil

Pressure
NOTICE
Contaminants may cause rapid wear and shortened

component life.
NOTICE
Care must be taken to ensure that fluids are contained
during performance of inspection, maintenance, test-
ing, adjusting and repair of the product. Be prepared to
collect the fluid with suitable containers before open-

products.
g00293198 Dispose of all fluids according to local regulations and
Illustration 36
Engine Oil Pressure Graph mandates.
5. The results must fall within the “ACCEPTABLE” • Engine oil level is low. Refer to Step 1.
range on the chart. A problem exists when the
results fall within the “NOT ACCEPTABLE” range • Engine oil is contaminated. Refer to Step 2.
on the chart. The problem needs to be corrected.
Engine failure or a reduction in engine life can be • The engine oil bypass valves are open. Refer to
the result if engine operation is continued with oil Step 3.
manifold pressure outside this range.
• The engine lubrication system is open. Refer to
Note: A record of engine oil pressure can be used as Step 4.
an indication of possible engine problems or damage.
A possible problem could exist if the oil pressure • The oil suction tube has a leak or a restricted inlet
suddenly increases or decreases 70 kPa (10 psi) and screen. Refer to Step 5.
the oil pressure is in the “ACCEPTABLE” range. The
engine should be inspected and the problem should • The engine oil pump is faulty. Refer to Step 6.
be corrected.
• Engine Bearings have excessive clearance. Refer
6. Compare the recorded engine oil pressure with to Step 7.
the oil pressure indicators on the instrument panel
and the engine oil pressure that is displayed on
the electronic service tool.
SENR9937-05 49
1. Check the engine oil level in the crankcase. The 5. The inlet screen of the oil suction tube for the
oil level can possibly be too far below the oil engine oil pump can have a restriction. This
pump supply tube. This will cause the oil pump restriction will cause cavitation and a loss of
not to have the ability to supply enough lubrication engine oil pressure. Check the inlet screen on
to the engine components. If the engine oil the oil pickup tube and remove any material that
level is low add engine oil in order to obtain the may be restricting engine oil flow. Low engine oil
correct engine oil level. Refer to Operation and pressure may also be the result of the oil pickup
Maintenance Manual, “Lubricant Viscosities and tube that is drawing in air. Check the joints of the
Refill Capacities” for the recommendations of oil pickup tube for cracks or a damaged O-ring
engine oil. seal. Remove the engine oil pan in order to gain
access to the oil pickup tube and the oil screen.
2. Engine oil that is contaminated with fuel or coolant Refer to Disassembly and Assembly, “Engine Oil
will cause low engine oil pressure. High engine Pan - Remove and Install” for more information.
oil level in the crankcase can be an indication
of contamination. Determine the reason for 6. Check the following problems that may occur to
contamination of the engine oil and make the the engine oil pump.
necessary repairs. Replace the engine oil with
the approved grade of engine oil. Also replace a. Air leakage in the supply side of the oil pump
the engine oil filter. Refer to Operation and will also cause cavitation and loss of oil
Maintenance Manual, “Lubricant Viscosities and pressure. Check the supply side of the oil pump
Refill Capacities” for the recommendations of and make necessary repairs. For information
engine oil. on the repair of the engine oil pump, refer to
Disassembly and Assembly, “Engine Oil Pump
NOTICE - Remove”.
Caterpillar oil filters are built to Caterpillar speci-
fications. Use of an oil filter not recommended by b. Oil pump gears that have too much wear will
Caterpillar could result in severe engine damage to cause a reduction in oil pressure. Repair the
the engine bearings, crankshaft, etc., as a result of engine oil pump. For information on the repair
the larger waste particles from unfiltered oil entering of the engine oil pump, refer to Disassembly
the engine lubricating system. Only use oil filters and Assembly, “Engine Oil Pump - Remove”.
recommended by Caterpillar.
7. Excessive clearance at engine bearings will
cause low engine oil pressure. Check the
3. If the engine oil bypass valves are held in the open engine components that have excessive bearing
position, a reduction in the oil pressure can be the clearance and make the necessary repairs.
result. This may be due to debris in the engine
oil. If the engine oil bypass valves are stuck in Reasons for High Engine Oil
the open position, remove each engine oil bypass
valve and clean each bypass valve in order to Pressure
correct this problem. You must also clean each
bypass valve bore. Install new engine oil filters. NOTICE
4. An oil line or an oil passage that is open, broken,
or disconnected will cause low engine oil pressure. Contaminants may cause rapid wear and shortened
An open lubrication system could be caused by a component life.
piston cooling jet that is missing or damaged.
Note: The piston cooling jets direct engine oil toward NOTICE
the bottom of the piston in order to cool the piston. Care must be taken to ensure that fluids are contained
This also provides lubrication for the piston pin. during performance of inspection, maintenance, test-
Breakage, a restriction, or incorrect installation of the ing, adjusting and repair of the product. Be prepared to
piston cooling jets will cause seizure of the piston. collect the fluid with suitable containers before open-

products.
Dispose of all fluids according to local regulations and

mandates.
50 SENR9937-05
Engine oil pressure will be high if the engine oil i02487769

bypass valves become stuck in the closed position
and the engine oil flow is restricted. Foreign matter Excessive Engine Oil
in the engine oil system could be the cause for the Consumption - Inspect
restriction of the oil flow and the movement of the
engine oil bypass valves. If the engine oil bypass SMCS Code: 1348-040
valves are stuck in the closed position, remove each
bypass valve and clean each bypass valve in order
to correct this problem. You must also clean each Engine Oil Leaks on the Outside of
bypass valve bore. Install new engine oil filters. the Engine
New engine oil filters will prevent more debris from
causing this problem. Check for leakage at the seals at each end of the
crankshaft. Look for leakage at the gasket for the
NOTICE engine oil pan and all lubrication system connections.
Caterpillar oil filters are built to Caterpillar speci- Look for any engine oil that may be leaking from
fications. Use of an oil filter not recommended by the crankcase breather. This can be caused by
Caterpillar could result in severe engine damage to combustion gas leakage around the pistons. A dirty
the engine bearings, crankshaft, etc., as a result of crankcase breather will cause high pressure in the
the larger waste particles from unfiltered oil entering crankcase. A dirty crankcase breather will cause the
the engine lubricating system. Only use oil filters gaskets and the seals to leak.
recommended by Caterpillar.
Engine Oil Leaks into the
i01126690
Combustion Area of the Cylinders
Excessive Bearing Wear - Engine oil that is leaking into the combustion area of
the cylinders can be the cause of blue smoke. There
Inspect are several possible ways for engine oil to leak into
the combustion area of the cylinders:
SMCS Code: 1203-040; 1211-040; 1219-040
• Leaks between worn valve guides and valve stems
When some components of the engine show bearing
wear in a short time, the cause can be a restriction in • Worn components or damaged components
an oil passage. (pistons, piston rings, or dirty return holes for the
engine oil)
An engine oil pressure indicator may show that there
is enough oil pressure, but a component is worn • Incorrect installation of the compression ring and/or
due to a lack of lubrication. In such a case, look at the intermediate ring
the passage for the oil supply to the component.
A restriction in an oil supply passage will not allow • Leaks past the seal rings in the turbocharger shaft
enough lubrication to reach a component. This will
result in early wear. • Overfilling of the crankcase
• Wrong dipstick or guide tube
• Sustained operation at light loads
Excessive consumption of engine oil can also
result if engine oil with the wrong viscosity is used.
Engine oil with a thin viscosity can be caused by fuel
leakage into the crankcase or by increased engine
temperature.
SENR9937-05 51
i02286625
Increased Engine Oil

Temperature - Inspect
SMCS Code: 1348-040
When the engine is at operating temperature and the

engine is using SAE 10W30 or SAE 15W40 oil, the
maximum oil temperature should be 110 °C (230 °F).
This is the temperature of the oil after passing
through the oil cooler.
If the oil temperature is high, then check for a

restriction in the oil passages of the oil cooler. A
restriction in the oil cooler will not cause low oil
pressure in the engine.
Determine if the oil cooler bypass valve is held in the

open position. This condition will allow the oil to pass
through the valve instead of the oil cooler. The oil
temperature will increase.
52 SENR9937-05
Cooling System 4. Check the fan clutch. A fan clutch that is not
turning at the correct speed can cause improper
air speed across the radiator core. The lack of
i02881357 proper air flow across the radiator core can cause
the coolant not to cool to the proper temperature
Cooling System - Check differential.
(Overheating) 5. Check the water temperature gauge. A water
SMCS Code: 1350-535 temperature gauge which does not work correctly
will not show the correct temperature. Refer to
Above normal coolant temperatures can be caused Testing and Adjusting, “Cooling System - Inspect”.
by many conditions. Use the following procedure
to determine the cause of above normal coolant 6. Check the sending unit. In some conditions, the
temperatures: temperature sensor in the engine sends signals to
a sending unit. The sending unit converts these
signals to an electrical impulse which is used by a
mounted gauge. If the sending unit malfunctions,
the gauge can show an incorrect reading. Also if
Personal injury can result from escaping fluid un- the electric wire breaks or if the electric wire shorts
der pressure. out, the gauge can show an incorrect reading.
If a pressure indication is shown on the indicator, 7. Check the radiator.

push the release valve in order to relieve pressure
before removing any hose from the radiator. a. Check the radiator for a restriction to coolant
flow. Check the radiator for debris, dirt, or
deposits on the inside of the radiator core.
1. Check the coolant level in the cooling system.
Debris, dirt, or deposits will restrict the flow of
coolant through the radiator.
“Cooling System Coolant Level - Check”. If the
coolant level is too low, air will get into the cooling
b. Check for debris or damage between the fins
system. Air in the cooling system will cause a
of the radiator core. Debris between the fins of
reduction in coolant flow and bubbles in the
the radiator core restricts air flow through the
coolant. Air bubbles will keep coolant away from
radiator core. Refer to Testing and Adjusting,
the engine parts, which will prevent the transfer of
“Cooling System - Inspect”.
heat to the coolant. Low coolant level is caused by
leaks or incorrectly filling the radiator.
c. Ensure that the radiator size is according to
the specifications of the Original Equipment
2. Check the mixture of antifreeze and water. The
Manufacturer (OEM). An undersized radiator
mixture should be approximately 50 percent
does not have enough area for the effective
water and 50 percent antifreeze with 3 to 6
release of heat. This may cause the engine to
percent coolant conditioner. Refer to Operation
run at a temperature that is higher than normal.
and Maintenance Manual, “Lubricant Viscosities
The normal temperature is dependent on the
and Refill Capacities”. If the coolant mixture is
ambient temperature.
incorrect, drain the system. Put the correct mixture
of water, antifreeze and coolant conditioner in the
8. Check the filler cap. A pressure drop in the radiator
cooling system.
can cause the boiling point to be lower. This can
cause the cooling system to boil. Refer to Testing
3. Check for air in the cooling system. Air can enter
and Adjusting, “Cooling System - Test”.
the cooling system in different ways. The most
common causes of air in the cooling system
9. Check the fan and/or the fan shroud.
are not filling the cooling system correctly and
combustion gas leakage into the cooling system.
a. The fan must be large enough to send air
Combustion gas can get into the system through
through most of the area of the radiator
inside cracks, a damaged cylinder head, or a
core. Ensure that the size of the fan and the
damaged cylinder head gasket. Air in the cooling
position of the fan are according to the OEM
system causes a reduction in coolant flow and
specifications.
bubbles in the coolant. Air bubbles keep coolant
away from the engine parts, which prevents the
b. The fan shroud must be the proper size and
transfer of heat to the coolant.
the fan shroud must be positioned correctly.
Ensure that the size of the fan shroud and the
position of the fan shroud are according to the
OEM specifications.
SENR9937-05 53
10. Check for loose drive belts. 14. Check the shunt line. The shunt line must be
submerged in the expansion tank. A restriction of
a. A loose fan drive belt will cause a reduction in the shunt line from the radiator top tank to the
the air flow across the radiator. Check the fan engine water pump inlet will cause a reduction
drive belt for proper belt tension. Adjust the in water pump efficiency. A reduction in water
tension of the fan drive belt, if necessary. Refer pump efficiency will result in low coolant flow and
to Operation and Maintenance Manual, “Belts - overheating.
Inspect/Adjust/Replace”.
15. Check the water temperature regulator. A water
b. Worn gears within the water pump will cause a temperature regulator that does not open, or a
reduction in coolant flow through the radiator. water temperature regulator that only opens part
Check the gears within the water pump for any of the way can cause overheating. Refer to Testing
worn edges. and Adjusting, “Water Temperature Regulator -
Test”.
11. Check the cooling system hoses and clamps.
Damaged hoses with leaks can normally be 16. Check the water pump. A water pump with a
seen. Hoses that have no visual leaks can soften damaged impeller does not pump enough coolant
during operation. The soft areas of the hose for correct engine cooling. Remove the water
can become kinked or crushed during operation. pump and check for damage to the impeller. Refer
These areas of the hose can cause a restriction to Testing and Adjusting, “Water Pump - Test”.
in the coolant flow. Hoses become soft and/or get
cracks after a period of time. The inside of a hose 17. Check the air flow through the engine
can deteriorate, and the loose particles of the compartment. The air flow through the radiator
hose can cause a restriction of the coolant flow. comes out of the engine compartment. Ensure
that the filters, air conditioner, and similar items
12. Check for a restriction in the air inlet system. are not installed in a way that prevents the free
A restriction of the air that is coming into the flow of air through the engine compartment.
engine can cause high cylinder temperatures.
High cylinder temperatures require higher than 18. Check the aftercooler. A restriction of air flow
normal temperatures in the cooling system. Refer through the air to air aftercooler (if equipped) can
to Testing and Adjusting, “Air Inlet and Exhaust cause overheating. Check for debris or deposits
System - Inspect”. which would prevent the free flow of air through
the aftercooler. Refer to Testing and Adjusting,
a. If the measured restriction is higher than the “Aftercooler - Test”.
maximum permissible restriction, remove the
foreign material from the engine air cleaner 19. Consider high outside temperatures. When
element or install a new engine air cleaner outside temperatures are too high for the rating
element. Refer to Operation and Maintenance of the cooling system, there is not enough of a
Manual, “Engine Air Filter Primary Element - temperature difference between the outside air
Clean/Replace”. and coolant temperatures.
b. Check for a restriction in the air inlet system 20. Consider high altitude operation. The cooling
again. capacity of the cooling system goes down as
the engine is operated at higher altitudes. A
c. If the measured restriction is still higher than pressurized cooling system that is large enough to
the maximum permissible restriction, check the keep the coolant from boiling must be used.
air inlet piping for a restriction.
21. The engine may be running in the lug condition.
13. Check for a restriction in the exhaust system. When the load that is applied to the engine is
A restriction of the air that is coming out of the too large, the engine will run in the lug condition.
engine can cause high cylinder temperatures. When the engine is running in the lug condition,
engine rpm does not increase with an increase of
a. Make a visual inspection of the exhaust system. fuel. This lower engine rpm causes a reduction
Check for damage to exhaust piping or for a in air flow through the radiator. This lower engine
damaged muffler. If no damage is found, check rpm also causes a reduction in coolant flow
the exhaust system for a restriction. Refer to through the system. This combination of less air
Testing and Adjusting, “Air Inlet and Exhaust and less coolant flow during high input of fuel will
System - Inspect”. cause above normal heating.
b. If the measured restriction is higher than the

maximum permissible restriction, there is a
restriction in the exhaust system. Repair the
exhaust system, as required.
54 SENR9937-05
i02594381 7. Look for air or combustion gas in the cooling

system.
Cooling System - Inspect
8. Inspect the filler cap, and check the surface that
SMCS Code: 1350-040 seals the filler cap. This surface must be clean.
Cooling systems that are not regularly inspected are
the cause for increased engine temperatures. Make i02881432
a visual inspection of the cooling system before any
tests are performed. Cooling System - Test
SMCS Code: 1350-040; 1350-081
This engine has a pressurized cooling system. A

Personal injury can result from escaping fluid un- pressurized cooling system has two advantages. The
der pressure. cooling system can be operated in a safe manner at
a temperature higher than the normal boiling point
If a pressure indication is shown on the indicator, (steam) of water.
before removing any hose from the radiator. This type of system prevents cavitation in the water
pump. Cavitation is the forming of low pressure
bubbles in liquids that are caused by mechanical
1. Check the coolant level in the cooling system.
forces. A pressurized cooling system helps to prevent
pockets of air from forming.
“Cooling System Coolant Level - Check”.
2. Check the quality of the coolant. The coolant

should have the following properties:
• Color that is similar to new coolant

• Odor that is similar to new coolant
• Free from dirt and debris
If the coolant does not have these properties,
drain the system and flush the system. Refill
the cooling system with the correct mixture
of water, antifreeze, and coolant conditioner.
Refer to the Operation and Maintenance Manual
for your engine in order to obtain coolant
recommendations.
3. Look for leaks in the system.
Note: A small amount of coolant leakage across

g01106438
the surface of the water pump seals is normal. This Illustration 37
leakage is required in order to provide lubrication for Boiling point of water
this type of seal. A hole is provided in the water pump
housing in order to allow this coolant/seal lubricant Remember that temperature and pressure work
to drain from the pump housing. Intermittent leakage together. When a diagnosis is made of a cooling
of small amounts of coolant from this hole is not an system problem, temperature and pressure must be
indication of water pump seal failure. checked. Cooling system pressure will have an effect
on the cooling system temperature. For an example,
4. Ensure that the air flow through the radiator does refer to Illustration 37. This will show the effect of
not have a restriction. Look for bent core fins pressure on the boiling point (steam) of water. This
between the folded cores of the radiator. Also, look will also show the effect of height above sea level.
for debris between the folded cores of the radiator.
5. Inspect the drive belts for the fan.
6. Check for damage to the fan blades.

SENR9937-05 55
Personal injury can result from hot coolant, steam The connection of any electrical equipment and
and alkali. the disconnection of any electrical equipment may
cause an explosion hazard which may result in in-
At operating temperature, engine coolant is hot jury or death. Do not connect any electrical equip-
and under pressure. The radiator and all lines ment or disconnect any electrical equipment in an
to heaters or the engine contain hot coolant or explosive atmosphere.
steam. Any contact can cause severe burns.
Remove filler cap slowly to relieve pressure only

when engine is stopped and radiator cap is cool
enough to touch with your bare hand.
Cooling System Conditioner contains alkali. Avoid

contact with skin and eyes.
The coolant level must be to the correct level in order

to check the coolant system. The engine must be
cold and the engine must not be running.
After the engine is cool, loosen the pressure cap

in order to relieve the pressure out of the cooling g00876179
system. Then remove the pressure cap. Illustration 38
4C-6500 Digital Thermometer
The level of the coolant should not be more than
13 mm (0.5 inch) from the bottom of the filler pipe. If The 4C-6500 Digital Thermometer is used in the
the cooling system is equipped with a sight glass, diagnosis of overheating conditions and in the
the coolant should be to the proper level in the sight diagnosis of overcooling conditions. This group can
glass. be used to check temperatures in several different
parts of the cooling system. Refer to the tool’s
Operating Manual for the testing procedures.
Tools for Testing the Cooling
System
Table 13
Required Tools
Part
Part Name Quantity
Number
4C-6500 Digital Thermometer 1
285-0910 Multi-Tool Gp 1
9S-8140 Pressurizing Pump 1
9U-7400 Multitach Tool Gp 1
245-5829 Coolant/Battery Tester 1
g01311364
Illustration 39
285-0910 Multi-Tool Gp
The 285-0910 Multi-Tool Gp is used to check

Making contact with a running engine can cause the air flow through the radiator core. Refer to the
burns from hot parts and can cause injury from 285-0910 Multi-Tool Gp manual for instructions in
rotating parts. order to check the air flow.
When working on an engine that is running, avoid

56 SENR9937-05
Making the Correct Coolant

Mixtures
Adding pure antifreeze as a makeup solution for the
cooling system top-off is an unacceptable practice.
Adding pure antifreeze increases the concentration
of coolant in the cooling system. This increases
the concentration of the dissolved solids and the
undissolved chemical inhibitors in the cooling system.
Add the antifreeze and water mixture in the same
concentration as your cooling system. The following
chart assists in determining the correct concentration
of antifreeze and water. Refer to Operation and
Maintenance Manual, “Lubricant Viscosities and
Illustration 40
g00286276 Refill Capacities”.
9U-7400 Multitach
Table 14
The 9U-7400 Multitach Tool Group is used to check Concentrations of Coolant

the fan speed for an engine. Refer to Operating Temperature Concentration
Manual for the testing procedure.
30% antifreeze and
Protection to −15 °C (5 °F)
70% water
Protection to −23 °C 40% antifreeze and
(−10 °F) 60% water
(−34 °F) 50% water
(−60 °F) 40% water
Test and Inspect the Filler Cap

Table 15
Required Tools
g00286369
Illustration 41
Part
9S-8140 Pressurizing Pump Part Name Quantity
Number
The 9S-8140 Pressurizing Pump is used to pressure 9S-8140 Pressurizing Pump 1
test the radiator’s filler cap. This pressurizing pump
is also used to pressure test the cooling system for One cause for a pressure loss in the cooling system
leaks. can be a damaged seal on the radiator filler cap.
Check the coolant frequently in cold weather for
the proper glycol concentration. Use the 245-5829
Coolant/Battery Tester Gp in order to ensure
adequate freeze protection. The tester gives
immediate, accurate readings. The tester can be
used for antifreeze or coolants that contain ethylene
or propylene glycol.
g01096114
Illustration 42
Cutaway view of a filler cap and radiator
(1) Sealing surface of both filler cap and radiator
SENR9937-05 57
Use the following procedure in order to check the

cooling system for leaks:
Personal injury can result from hot coolant, steam
and alkali.
At operating temperature, engine coolant is hot Personal injury can result from hot coolant, steam
and under pressure. The radiator and all lines and alkali.
to heaters or the engine contain hot coolant or
steam. Any contact can cause severe burns. At operating temperature, engine coolant is hot
and under pressure. The radiator and all lines
Remove filler cap slowly to relieve pressure only to heaters or the engine contain hot coolant or
when engine is stopped and radiator cap is cool steam. Any contact can cause severe burns.
enough to touch with your bare hand.
Remove filler cap slowly to relieve pressure only
Cooling System Conditioner contains alkali. Avoid when engine is stopped and radiator cap is cool
contact with skin and eyes. enough to touch with your bare hand.
To check for the amount of pressure that opens the Cooling System Conditioner contains alkali. Avoid
filler cap, use the following procedure: contact with skin and eyes.
1. After the engine cools, carefully loosen the filler 1. Ensure that the engine is cool. Loosen the filler
cap. Slowly release the pressure from the cooling cap slowly and allow pressure out of the cooling
system. Then, remove the filler cap. system. Then remove the filler cap from the
radiator.
Carefully inspect the filler cap. Look for any
damage to the seals and to the sealing surface. 2. Ensure that the coolant level is above the top of
Inspect the following components for any foreign the radiator core.
substances:
3. Install the 9S-8140 Pressurizing Pump onto the
• Filler cap radiator.
• Seal 4. Take the pressure reading on the gauge to 20 kPa

(3 psi) more than the pressure on the filler cap.
• Surface for seal
5. Check the radiator for leakage on the outside.
Remove any deposits that are found on these
items, and remove any material that is found on 6. Check all connection points for leakage, and
these items. check the hoses for leakage.
2. Install the filler cap on the 9S-8140 Pressurizing The following conditions exist if the cooling system
Pump. does not have external leakage:
3. Look at the gauge for the exact pressure that • You do not observe any outside leakage.
opens the filler cap.
• The pressure reading on the cooling system
4. Compare the gauge reading with the opening remains steady after five minutes.
pressure that is listed on the filler cap.
The following conditions exist if the cooling system
5. If the filler cap is damaged, replace the filler cap. has internal leakage:
Test the Radiator and the Cooling • The pressure reading on the cooling system
decreases in a five minute period.
System for Leaks
Table 16
• You do not observe any outside leakage.
Required Tools Repair the cooling system, as required.
Part
Part Name Quantity
Number
9S-8140 Pressurizing Pump 1
58 SENR9937-05
Test for the Water Temperature

Gauge
Table 17
Required Tools
Part
Part Name Quantity
Number
4C-6500 Digital Thermometer 1
Note: Caterpillar Electronic Technician (ET) can

also be used in order to display the engine’s coolant
temperature.
g01117659
Illustration 43
Typical example
(1) Water manifold assembly
Personal injury can result from escaping fluid un-
der pressure. Remove a plug from water manifold assembly (1).
Install the 4C-6500 Digital Thermometer into the
If a pressure indication is shown on the indicator, open port.
before removing any hose from the radiator. A temperature indicator of a known accuracy can
also be used to make this check.
Start the engine. Run the engine until the temperature

reaches the desired range according to the test
Making contact with a running engine can cause thermometer. If necessary, place a cover over part of
burns from hot parts and can cause injury from the radiator in order to cause a restriction of the air
rotating parts. flow. The reading on the water temperature indicator
should agree with the test thermometer within the
When working on an engine that is running, avoid tolerance range of the water temperature indicator.
i01666401
Check the accuracy of the water temperature
indicator or water temperature sensor if you find
either of the following conditions:
Water Temperature Regulator
- Test
• The engine runs at a temperature that is too hot,
but a normal temperature is indicated. A loss of SMCS Code: 1355-081; 1355-081-ON
coolant is found.
• The engine runs at a normal temperature, but a

hot temperature is indicated. No loss of coolant is Personal injury can result from escaping fluid un-
found. der pressure.
If a pressure indication is shown on the indicator,

before removing any hose from the radiator.
1. Remove the water temperature regulator from the

engine.
2. Heat water in a pan until the temperature of

the water is equal to the fully open temperature
of the water temperature regulator. Refer to
Specifications, “Water Temperature Regulator”
for the fully open temperature of the water
temperature regulator. Stir the water in the pan.
This will distribute the temperature throughout the
pan.
SENR9937-05 59
3. Hang the water temperature regulator in the pan 1. Remove a plug from water manifold assembly (1).
of water. The water temperature regulator must
be below the surface of the water. The water 2. Install the 6V-7775 Air Pressure Gauge in the
temperature regulator must be away from the port.
sides and the bottom of the pan.
3. Start the engine. Run the engine until the coolant
4. Keep the water at the correct temperature for ten is at operating temperature.
minutes.
4. Note the water pump pressure. The water pump
5. After ten minutes, remove the water temperature pressure should be at least 100 kPa (15 psi) at
regulator. Immediately measure the opening rated speed.
of the water temperature regulator. Refer to
Specifications, “Water Temperature Regulator”
for the minimum opening distance of the
water temperature regulator at the fully open
temperature.
If the distance is less than the amount listed in the

manual, replace the water temperature regulator.
i02169116
Water Pump - Test

SMCS Code: 1361-081
Table 18
Tools Needed
Part
Part Name Quantity
Number
6V-7775 Air Pressure Gauge 1
g01105967
Illustration 44
(1) Water manifold assembly
Making contact with a running engine can cause

burns from hot parts and can cause injury from
rotating parts.
When working on an engine that is running, avoid

Perform the following procedure in order to determine

if the water pump is operating correctly:
60 SENR9937-05
Basic Engine Refer to Special Instruction, SMHS7606, “Use of

1P-4000 Line Boring Tool Group” for the instructions
that are needed to use the tool group. This tool is
i02287898 used in order to check the alignment of the main
bearing bores. The 1P-3537 Dial Bore Gauge Group
Piston Ring Groove - Inspect can be used to check the size of the bore.
SMCS Code: 1214-040
i02487145
The piston rings may have a Keystone design, which
is tapered or the piston rings may have a square cut Cylinder Block - Inspect
design. The 1U-6431 Piston Ring Groove Gauge
Gp is used for checking pistons with the Keystone SMCS Code: 1201-040
design. A 5P-3519 Piston Ring Groove Gauge Gp Table 19
is available for checking ring grooves with straight
sides. For instructions on the use of the gauge, Required Tools
refer to Guideline For Reusable Parts and Salvage Part
Operations, SEBF8049, “Piston Visual Inspection”. Part Name Quantity
Number
1P-3537 Dial Bore Gauge Group 1
i02088908
Connecting Rod Bearings -

Inspect
SMCS Code: 1219-040
The connecting rod bearings fit tightly in the bore in

the rod. If the bearing joints are worn, check the bore
size. This can be an indication of wear because of
a loose fit.
Refer to Guideline For Reusable Parts, SEBF8009,

“Main and Connecting Rod Bearings” for reuse
information.
g00285686
Illustration 45
Connecting rod bearings are available with smaller 1P-3537 Dial Bore Gauge Group
inside diameters than the original size bearings.
These bearings are for crankshafts that have been If the main bearing caps are installed without
ground. bearings, the bore in the block for the main bearings
can be checked. Tighten the nuts on the bearing caps
to the torque that is given in Specifications, “Cylinder
i02142592
Block”. Alignment error in the bores must not be more
Main Bearings - Inspect than 0.08 mm (0.003 inch).
SMCS Code: 1203-040 The 1P-3537 Dial Bore Gauge Group can be used
to check the size of the bore.
Main bearings are available with smaller inside
diameters than the original size bearings. These i02882012
bearings are for crankshafts that have been ground.
Cylinder Liner Projection -
Main bearings are available with larger outside
diameters than the original size bearings. These Inspect
bearings are used for the cylinder blocks with the
main bearing bore that is made larger than the bore’s SMCS Code: 1216-040
original size.
Note: The following procedure does not require the
Refer to the Guideline For Reusable Parts, use of an “H” bar to hold the liners while the liner
SEBF8009, “Main and Connecting Rod Bearings” for projection measurements are taken.
reuse information.
SENR9937-05 61
The 8T-0455 Liner Projection Tool Group can be

used to check the liner projection. Refer to Special
Instruction, “Use of the 8T-0455 Liner Projection
Tool Group” for more information on the use of the
tool.
g01388332
Illustration 46
Liner Projection Components
(1) Bolt
(2) Washer
(3) Washer
(4) Spacer plate
(5) Block
(6) Cylinder liner
Table 20
Needed Components
Quantity
Item Part Number Description For One
Cylinder
1 7H-3598 Track Bolt 6
8F-1484 Washer
2 or or 6
7X-0564 Hard Washer
7K-1977 Washer
3 or or 6
126-1454 Washer
Note: The 7K-1977 Washer and the 126-1454

Washer are fabric washers. These washers are
a disposable item. You may wish to order more
washers than the amount that is indicated.
62 SENR9937-05
g01086418
Illustration 47
SENR9937-05 63
1. Install a new spacer plate gasket and a clean When the liner projection is correct, put a temporary
spacer plate. mark on the liner and the spacer plate. Set the liners
aside.
2. Install the cylinder liners in the cylinder block
without seals or bands. Note: Refer to Disassembly and Assembly, “Cylinder
Liner - Install” for the correct final installation
3. Install the washers. procedure for the cylinder liners.
4. Install all bolts or the six bolts around the liner. When the engine is ready for final assembly, the
following items must be lubricated before installation.
Torque for bolts .......................... 95 N·m (70 lb ft)
• O-ring seals
5. Use the 8T-0455 Liner Projection Tool Group to
measure the liner projection at “A”, “B”, “C” and • Cylinder block
“D”.
• Upper filler band
6. Record measurements for each cylinder.
Note: Apply liquid soap and/or clean engine oil
7. Add the four readings for each cylinder. Divide the immediately before assembly. Avoid applying the
sum by four in order to find the average. liquid soap and/or clean engine oil to the seals too
early. The seals may swell. This will cause the seals
Table 21 to be pinched underneath the liners during the liner
Specifications installation.
0.025 to 0.152 mm
Liner Projection
(0.0010 to 0.0060 inch) i02501179
Maximum Variation In
Each Liner
0.051 mm (0.0020 inch) Flywheel - Inspect
Maximum Average SMCS Code: 1156-040
Variation Between 0.051 mm (0.0020 inch)
Adjacent Liners
Face Runout (Axial Eccentricity) of
Maximum Variation
Between All Liners
0.102 mm (0.0040 inch) the Flywheel
Table 22
Note: If the liner projection changes around the liner, Tools Needed Quantity
turn the liner to a new position within the bore. If the
liner projection is not within specifications, move the 8T-5096 Dial Indicator Gp 1
liner to a different bore. Inspect the top face of the
cylinder block.
A thinner spacer plate should be installed if the

liner projection measurements are below the
specifications. The spacer plate should also be
installed if the liner projection measurements are
low within a range. These plates are 0.076 mm
(0.0030 inch) thinner than the regular plate. The
plates will increase the liner projection. This will
increase the crush of the fire ring. Use these spacer
plates to compensate for low liner projections that
are less than the 0.076 mm (0.0030 inch). Use
these spacer plates if the inspection of the top deck
reveals no measurable damage directly under the
g00812156
liner flanges but the average liner projection is less Illustration 48
than 0.076 mm (0.0030 inch). Checking face runout of the flywheel
Do not exceed the maximum liner projection of 1. Refer to Illustration 48 and install the dial indicator.
0.152 mm (0.0060 inch). The excessive liner Always put a force on the crankshaft in the same
projection will contribute to cracking of the liner direction before the dial indicator is read. This will
flange. remove any crankshaft end clearance.
2. Set the dial indicator to read 0.0 mm (0.00 inch).

64 SENR9937-05
3. Turn the flywheel at intervals of 90 degrees and i02487225

read the dial indicator.
Flywheel Housing - Inspect
4. Take the measurements at all four points. The
difference between the lower measurements and SMCS Code: 1157-040
the higher measurements that are performed at
Table 24
all four points must not be more than 0.43 mm
(0.017 inch), which is the maximum permissible Tools Needed
face runout (axial eccentricity) of the flywheel.
Part
Part Name Quantity
Number
Bore Runout (Radial Eccentricity) 8T-5096 Dial Indicator Gp 1
of the Flywheel
Table 23 Face Runout (Axial Eccentricity) of
Tools Needed Quantity the Flywheel Housing
8T-5096 Dial Indicator Gp 1
g00285931
Illustration 50
g01086572 8T-5096 Dial Indicator Gp
Illustration 49
Checking bore runout of the flywheel
If you use any other method except the method that
(1) 7H-1945 Holding Rod is given here, always remember that the bearing
(2) 7H-1645 Holding Rod
(3) 7H-1942 Dial Indicator
clearance must be removed in order to receive the
(4) 7H-1940 Universal Attachment correct measurements.
1. Install 7H-1942 Dial Indicator (3). Make an 1. Fasten a dial indicator to the flywheel so the anvil
adjustment of 7H-1940 Universal Attachment (4) of the dial indicator will contact the face of the
so the dial indicator makes contact on the ID of flywheel housing.
the flywheel.
2. Use a rubber mallet and tap the crankshaft toward
2. Set the dial indicator to read 0.0 mm (0.00 inch). the rear before the dial indicator is read at each
point.
3. Turn the flywheel at intervals of 90 degrees and
read the dial indicator.
4. Take the measurements at all four points. The

difference between the lower measurements and
the higher measurements that are performed at
all four points must not be more than 0.23 mm
(0.009 inch) which is the maximum permissible
drive hub pilot bore (radial eccentricity) of the
flywheel.
5. The runout (eccentricity) of the coupling pilot

diameter is not required for the flywheel.
SENR9937-05 65
g00285932 g00285932
Illustration 51 Illustration 53
Checking face runout of the flywheel housing Checking bore runout of the flywheel housing
3. Turn the flywheel while the dial indicator is set at

0.0 mm (0.00 inch) at location (A). Read the dial
indicator at locations (B), (C) and (D).
4. The difference between the lower measurements

and the higher measurements that are performed
at all four points must not be more than 0.38 mm
(0.015 inch), which is the maximum permissible
face runout (axial eccentricity) of the flywheel
housing.
Bore Runout (Radial Eccentricity)

of the Flywheel Housing g00763974
Illustration 54
2. While the dial indicator is in the position at location

(C) adjust the dial indicator to 0.0 mm (0.00 inch).
Push the crankshaft upward against the top of
the bearing. Refer to Illustration 54. Write the
measurement for bearing clearance on line 1 in
column (C).
Note: Write the measurements for the dial indicator

with the correct notations. This notation is necessary
for making the calculations in the chart correctly.
3. Divide the measurement from Step 2 by two. Write

this number on line 1 in columns (B) and (D).
g00285934
Illustration 52
8T-5096 Dial Indicator Gp 4. Turn the flywheel in order to put the dial indicator
at position (A). Adjust the dial indicator to 0.0 mm
1. Fasten a dial indicator to the flywheel so the anvil (0.00 inch).
of the dial indicator will contact the bore of the
flywheel housing. 5. Turn the flywheel counterclockwise in order to
put the dial indicator at position (B). Write the
measurements in the chart.
6. Turn the flywheel counterclockwise in order to

put the dial indicator at position (C). Write the
measurement in the chart.
7. Turn the flywheel counterclockwise in order to

put the dial indicator at position (D). Write the
measurement in the chart.
66 SENR9937-05
8. Add the lines together in each column. i02140382
9. Subtract the smaller number from the larger Vibration Damper - Check
number in column B and column D. Place this
number on line III. The result is the horizontal SMCS Code: 1205-535
eccentricity (out of round). Line III in column C is
the vertical eccentricity.
g01086801
Illustration 56
Viscous vibration damper
g00286046 (1) Crankshaft hub
Illustration 55
(2) Damper assembly
Graph for total eccentricity
(3) Crankshaft pulley
(1) Total vertical eccentricity
(2) Total horizontal eccentricity
(3) Acceptable value NOTICE
(4) Unacceptable value Inspect the viscous vibration damper for signs of leak-
ing and for signs of damage to the case. Either of
10. Find the intersection of the eccentricity lines these conditions can cause the weight to contact the
(vertical and horizontal) in Illustration 55. case. This contact can affect damper operation.
11. If the point of the intersection is in the “Acceptable”

range, the bore is in alignment. If the point of The vibration damper is installed on the front of
intersection is in the “Not acceptable” range, the the crankshaft. Damage to the vibration damper
flywheel housing must be changed. or failure of the vibration damper will increase
engine vibrations. This will result in damage to the
crankshaft.
Replace the damper if any of the following conditions

exist:
• The damper is dented, cracked, or fluid is leaking

from the damper.
• The paint on the damper is discolored from

excessive heat.
• The damper is bent.

• The bolt holes are worn or there is a loose fit for
the bolts.
• The engine has had a crankshaft failure due to

torsional forces.
SENR9937-05 67
Compression Brake
i02882057
Compression Brake Lash -

Adjust
(If Equipped)
SMCS Code: 1119-025; 1129-025
To prevent possible injury, do not use the starter

to turn the flywheel.
Hot engine components can cause burns. Allow

additional time for the engine to cool before mea-
suring valve clearance.
g01434918
Illustration 57
Exhaust rocker arm and actuator piston
(1) Adjustment screw
This engine uses high voltage to control the fuel (2) Adjustment screw locknut
injectors. (3) Rod for the CAT compression brake
(4) Exhaust rocker arm
Disconnect electronic fuel injector enable circuit
connector to prevent personal injury. 1. Put the No. 1 piston at the top center position
on the compression stroke. Refer to Testing and
Do not come in contact with the fuel injector ter- Adjusting, “Finding Top Center Position for No. 1
minals while the engine is running. Piston”.
2. Loosen adjustment screw locknut (2) and back out

The engine valve lash and the injector lash must be adjustment screw (1) until the CAT Compression
within specifications prior to adjusting the lash for Brake rod is not in contact with the exhaust rocker
the CAT compression brake. Refer to Testing and arm.
Adjusting, “Engine Valve Lash - Inspect/Adjust” for
the correct procedure for inspection of the engine 3. Make sure that the rod for the CAT compression
valve lash. Refer to Testing and Adjusting, “Electronic brake is centered in the housing. Set the lash to
Unit Injector - Adjust” for the proper procedure for 0.76 ± 0.08 mm (0.030 ± 0.003 inch). Place the
inspection of the injector lash adjustment. appropriate feeler gauge between the rod for the
CAT compression brake and the exhaust rocker
Note: Adjustment of the lash for the CAT arm. Turn the adjustment screw in a clockwise
compression brake must be performed while the direction. Slide the feeler gauge between the rod
engine is cold. If the engine is warm, allow the for the CAT compression brake and the exhaust
engine to cool prior to performing the following rocker arm. Continue turning the adjustment
adjustments. screw until a slight drag is felt on the feeler gauge.
Remove the feeler gauge.
Note: The lash is measured between the rod for the
CAT compression brake and the exhaust rocker arm. 4. Torque the adjustment screw locknut. Tighten the
Make all adjustments while the engine is stopped locknut to 15 ± 3 N·m (11 ± 2 lb ft).
and the exhaust valves are closed.
5. Recheck the lash setting after you torque the
Use the following procedure to adjust the slave piston locknut.
lash on cylinders 1, 2, 5, 6, 9, and 10:
6. Remove the timing bolt and turn the flywheel by
360 degrees in the direction of engine rotation.
This will put the No. 11 piston at the top center
position on the compression stroke. Install the
timing bolt in the flywheel. To adjust the slave
piston lash on cylinders 3, 4, 7, 8, 11, and 12,
perform Steps 2 through 5.
68 SENR9937-05

adjustments have been performed. Reinstall the
timing cover.
SENR9937-05 69
Electrical System
i02482495
Battery - Test
SMCS Code: 1401-081
Most of the tests of the electrical system can be done

on the engine. The wiring insulation must be in good
condition. The wire and cable connections must be
clean, and both components must be tight.
Never disconnect any charging unit circuit or bat-

tery circuit cable from the battery when the charg-
ing unit is operated. A spark can cause an explo-
sion from the flammable vapor mixture of hydro-
gen and oxygen that is released from the elec-
g00283565
trolyte through the battery outlets. Injury to per- Illustration 59
sonnel can be the result. 4C-4911 Battery Load Tester
Use the 4C-4911 Battery Load Tester or the

The battery circuit is an electrical load on the charging
177-2330 Battery Analyzer in order to test a battery
unit. The load is variable because of the condition of
that does not maintain a charge when the battery
the charge in the battery.
is active. The 4C-4911 Battery Load Tester and
the 177-2330 Battery Analyzer are portable units.
NOTICE The 4C-4911 Battery Load Tester or the 177-2330
The charging unit will be damaged if the connections Battery Analyzer can be used under field conditions
between the battery and the charging unit are broken and under high temperatures. The tester can be used
while the battery is being charged. Damage occurs to load test all 6, 8, and 12 Volt batteries. This tester
because the load from the battery is lost and because has two heavy-duty load cables that can easily be
there is an increase in charging voltage. High voltage fastened to the battery terminals. A load adjustment
will damage the charging unit, the regulator, and other knob is located on the top of the tester. The load
electrical components. adjustment knob permits the current that is being
drawn from the battery to be adjusted to a maximum
of 1000 amperes. The tester is cooled by an internal
fan that is automatically activated when a load is
applied.
The tester has a built-in LCD. The LCD is a digital

voltmeter. The LCD is a digital meter that will
also display the amperage. The digital voltmeter
accurately measures the battery voltage at the battery
through wires for tracing. These wires are buried
inside the load cables. The digital meter, that displays
the amperage, accurately displays the current that is
being drawn from the battery which is being tested.
Note: Refer to Operating Manual, SEHS9249, “Use

Illustration 58
g00859857 of 4C-4911 Battery Load Tester for 6, 8, and 12
177-2330 Battery Analyzer
Volt Lead Acid Batteries” for detailed instruction
on the use of the 4C-4911 Battery Load Tester.
Refer to Operating Manual, NEHS0764, “Using the
177-2330 Battery Analyzer” for detailed instruction
on the use of the 177-2330 Battery Analyzer.
See Special Instruction, SEHS7633, “Battery Test
Procedure” for the correct procedures to use when
you test the battery. This publication also contains
the specifications to use when you test the battery.
70 SENR9937-05
i02482986 The 225-8266 Ammeter Tool Gp is completely

portable. This ammeter is a self-contained instrument
Charging System - Test that measures electrical currents without breaking
the circuit and without disturbing the conductor’s
SMCS Code: 1406-081 insulation.
The condition of charge in the battery at each The ammeter contains a digital display that is used
regular inspection will show if the charging system is to monitor current directly within a range between 1
operating correctly. An adjustment is necessary when ampere and 1200 amperes. If an optional 6V-6014
the battery is constantly in a low condition of charge Cable is connected between this ammeter and a
or a large amount of water is needed. A large amount digital multimeter, current readings can be viewed
of water would be more than one ounce of water per directly from the display of the multimeter. The
a cell per a week or per every 100 service hours. multimeter should be used under only one condition:
When it is possible, make a test of the charging • the readings are less than 1 ampere.
unit and voltage regulator on the engine, and use
wiring and components that are a permanent part of A lever opens the ammeter’s jaws over a conductor.
the system. Off-engine testing or bench testing will The conductor’s diameter can not be larger than
give a test of the charging unit and voltage regulator 19 mm (0.75 inch).
operation. This testing will give an indication of
needed repair. After repairs are made, perform a test The spring loaded jaws close around the conductor
in order to prove that the units have been repaired to for measuring the current. A trigger switch controls
the original condition of operation. the ammeter. The trigger switch can be locked into
the ON position or into the OFF position.
See Special Instruction, REHS0354, “Charging
System Troubleshooting” for the correct procedures After the trigger has been working and the trigger is
to use to test the charging system. This publication turned to the OFF position, the reading appears in
also contains the specifications to use when you test the digital display for five seconds. This accurately
the charging system. measures currents in areas with a limited access.
For example, these areas include areas that are
Test Tools For The Charging beyond the operator’s sight. For DC operation, an
ammeter contains a zero control, and batteries inside
System the handle supply the power.
Table 25
237-5130 Digital Multimeter Gp or
Tools Needed
146-4080 Digital Multimeter Gp
Part
Part Name Quantity
Number
225-8266 Ammeter Tool Gp 1
or or 1
225-8266 Ammeter Tool Gp
g00283566
Illustration 61
237-5130 Digital Multimeter Gp or 146-4080 Digital Multimeter
Gp
g01012117
Illustration 60
225-8266 Ammeter Tool Gp
SENR9937-05 71
The 237-5130 Digital Multimeter Gp and the The 237-5130 Digital Multimeter or the 146-4080
146-4080 Digital Multimeter Gp are portable Digital Multimeter is a hand-held service tool with
hand-held service tools with a digital display. These a digital display, that is completely portable. This
multimeters are built with extra protection against multimeter is built with extra protection against
damage in field applications. Both multimeters damage in field applications. The multimeter is
are equipped with 7 functions and 29 ranges. The equipped with 7 functions and 29 ranges. The
237-5130 Digital Multimeter Gp and the 146-4080 237-5130 Digital Multimeter or the 146-4080
Digital Multimeter Gp have an instant ohms indicator. Digital Multimeter has an instant ohms indicator.
This indicator permits checking continuity for a fast This indicator permits checking continuity for a fast
inspection of the circuits. These multimeters can also inspection of the circuits. The multimeter can also be
be used for troubleshooting capacitors that have used for troubleshooting capacitors that have small
small values. values.
Note: Refer to Special Publication, NENG2500,

i02883375
“Caterpillar Dealer Service Tool Catalog” for
Electric Starting System - Test information about the 237-5130 Digital Multimeter.
Refer to Operation Manual, NEHS0678 for complete
SMCS Code: 1450-081 information for the use of the 146-4080 Digital
Multimeter.
Most of the tests of the electrical system can be
done on the engine. The wiring insulation must be Use the multimeter in the DCV range to find starting
in good condition. The wire and cable connections system components which do not function.
must be clean, and both components must be tight.
The battery must be fully charged. If the on-engine Move the start control switch in order to activate the
test shows a defect in a component, remove the starting solenoids. The starting solenoid’s operation
component for more testing. can be heard as the pinions of the starting motors are
engaged with the ring gear on the engine flywheel.
The starting system consists of the following
components: If a solenoid for a starting motor will not operate, it
is possible that the current from the battery did not
reach the solenoid. Fasten one lead of the multimeter
• Keyswitch to the terminal connection for the battery cable on the
solenoid. Touch the other lead to a good ground. A
• Starting motor solenoid zero reading indicates that there is a broken circuit
from the battery. More testing is necessary when
• Starting motor there is a voltage reading on the multimeter.
Table 26
The solenoid operation also closes the electric circuit
Tools Needed to the motor. Connect one lead of the multimeter
Part Number Part Name Qty to the terminal connection of the solenoid that is
fastened to the motor. Touch the other lead to a good
237-5130
ground. Activate the starting solenoid and look at the
or Digital Multimeter 1
146-4080 multimeter. A reading of the battery voltage shows
that the problem is in the motor. The motor must be
removed for further testing. A zero reading on the
multimeter shows that the solenoid contacts do not
close. This is an indication of the need for repair to
the solenoid or an adjustment to be made to the
pinion clearance for the starting motor.
Perform a test. Fasten one multimeter lead to the

terminal connection for the small wire at the solenoid
and fasten the other lead to the ground. Look at
the multimeter and activate the starting solenoid.
A voltage reading shows that the problem is in the
solenoid. A zero reading indicates that the problem is
in the start switch or the wires for the start switch.
g00283566
Illustration 62
237-5130 Digital Multimeter or the 146-4080 Digital Multimeter
72 SENR9937-05
Fasten one multimeter lead to the start switch at the

terminal connection for the wire from the battery.
Fasten the other lead to a good ground. A zero
reading indicates a broken circuit from the battery.
Make a check of the circuit breaker and wiring. If
there is a voltage reading, the problem is in the start
switch or in the wires for the start switch.
Starting motors that operate too slowly can have an

overload because of too much friction in the engine
that is being started. Slow operation of the starting
motors can also be caused by a short circuit, loose
connections and/or dirt in the motors.
Trouble with the starting system could be caused by

the battery or by charging system problems. If the
starting system is suspect, refer to Service Manual,
SENR3860, “50-MT Series Starting Motors”. This
publication contains troubleshooting for the starting
system, test procedures, and specifications.
SENR9937-05 73
Index Section
Index
A Electrical System ............................................. 22, 69
Charging System Components .......................... 23
Aftercooler - Test ................................................... 41 Engine Electrical System ................................... 22
Aftercooler Core Leakage .................................. 42 Grounding Practices .......................................... 22
Air System Restriction........................................ 43 Reference .......................................................... 22
Dynamometer Test............................................. 43 Starting System Components ............................ 24
Turbocharger Failure ......................................... 43 Electronic Control System Components.................. 4
Visual Inspection................................................ 41 Cat Data Link ....................................................... 7
Air in Fuel - Test..................................................... 26 Electronic Control Module (ECM) ........................ 7
Air Inlet and Exhaust System .......................... 13, 34 Sensor Locations ................................................. 6
Turbocharger ..................................................... 14 Electronic Unit Injector - Adjust ............................. 27
Valve System Components................................ 15 Electronic Unit Injector - Test................................. 28
Air Inlet and Exhaust System - Inspect.................. 34 Engine Crankcase Pressure (Blowby) - Test ......... 43
Air Inlet Restriction............................................. 34 Engine Oil Pressure - Test..................................... 47
Exhaust Back Pressure for Diesel Particulate Measuring Engine Oil Pressure ......................... 47
Filters (If Equipped).......................................... 36 Reasons for High Engine Oil Pressure .............. 49
Exhaust Back Pressure for Mufflers and Catalytic Reasons for Low Engine Oil Pressure ............... 48
Converters........................................................ 35 Engine Valve Lash - Inspect/Adjust ....................... 44
Exhaust Restriction ............................................ 35 Valve Lash Adjustment ...................................... 45
Valve Lash Check .............................................. 44
Excessive Bearing Wear - Inspect......................... 50
B Excessive Engine Oil Consumption - Inspect........ 50
Engine Oil Leaks into the Combustion Area of the
Basic Engine.................................................... 19, 60 Cylinders .......................................................... 50
Camshaft............................................................ 20 Engine Oil Leaks on the Outside of the Engine.. 50
Crankshaft.......................................................... 19 Exhaust Temperature - Test................................... 40
Cylinder Block Assembly ................................... 19
Cylinder Head Assembly.................................... 19
Pistons, Rings And Connecting Rods ................ 19 F
Vibration Damper ............................................... 20
Battery - Test ......................................................... 69 Finding Top Center Position for No. 1 Piston......... 28
Flywheel - Inspect.................................................. 63
Bore Runout (Radial Eccentricity) of the
C Flywheel ........................................................... 64
Face Runout (Axial Eccentricity) of the
Charging System - Test ......................................... 70 Flywheel ........................................................... 63
Test Tools For The Charging System................. 70 Flywheel Housing - Inspect ................................... 64
Compression - Test................................................ 44 Bore Runout (Radial Eccentricity) of the Flywheel
Compression Brake ......................................... 20, 67 Housing ............................................................ 65
Operation of the Cat Compression Brake .......... 21 Face Runout (Axial Eccentricity) of the Flywheel
Compression Brake Lash - Adjust (If Equipped) ... 67 Housing ............................................................ 64
Connecting Rod Bearings - Inspect....................... 60 Fuel Quality - Test.................................................. 29
Cooling System ............................................... 18, 52 Fuel System....................................................... 9, 26
Cooling System - Check (Overheating) ................. 52 Electronic Unit Injector ....................................... 12
Cooling System - Inspect....................................... 54 Electronic Unit Injector Mechanism..................... 11
Cooling System - Test............................................ 54 Fuel Heaters ...................................................... 10
Making the Correct Coolant Mixtures................. 56 Fuel System Electronic Control Circuit .............. 10
Test and Inspect the Filler Cap .......................... 56 Low Pressure Fuel Supply Circuit...................... 10
Test for the Water Temperature Gauge.............. 58 Fuel System - Inspect............................................ 26
Test the Radiator and the Cooling System for Fuel System - Prime .............................................. 30
Leaks................................................................ 57 The Engine Has Been Rebuilt............................ 31
Tools for Testing the Cooling System................. 55 The Engine Has Been Run Out of Fuel ............. 31
Cylinder Block - Inspect......................................... 60 The Secondary Fuel Filter Has Been Replaced.. 30
Cylinder Liner Projection - Inspect......................... 60 Fuel System Pressure - Test ................................. 32
Checking Fuel Pressure..................................... 32
Fuel Pressure Readings .................................... 32
E High Fuel Pressure ............................................ 32
Low Fuel Pressure ............................................. 32
Electric Starting System - Test............................... 71
74 SENR9937-05
Index Section
General Information................................................. 4
Cold Mode Operation........................................... 4
Customer Specified Parameters .......................... 4
General Information ............................................. 4
Starting the Engine .............................................. 4
Important Safety Information ................................... 2

Increased Engine Oil Temperature - Inspect ......... 51
Inlet Manifold Pressure - Test ................................ 40
Lubrication System .......................................... 15, 47
Main Bearings - Inspect......................................... 60
Piston Ring Groove - Inspect................................. 60
Rear Gear Group - Time........................................ 33
Systems Operation Section ..................................... 4
Table of Contents..................................................... 3
Testing and Adjusting Section ............................... 26
Turbocharger - Inspect .......................................... 38
Inspection of the Compressor and the Compressor
Housing ............................................................ 39
Inspection of the Turbine Wheel and the Turbine
Housing ............................................................ 39
Vibration Damper - Check ..................................... 66
Water Pump - Test................................................. 59

Water Temperature Regulator - Test ..................... 58
SENR9937-05 75
Index Section
©2008 Caterpillar Cat, Caterpillar, their respective logos, “Caterpillar Yellow” and the Power edge Printed in U.S.A.
All Rights Reserved trade dress, as well as corporate and product identity used herein, are trademarks
of Caterpillar and may not be used without permission.

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SENR9937-05

Important Safety Information

The meaning of this safety alert symbol is as follows:

When replacement parts are required for this

Failure to heed this warning can lead to prema-

Table of Contents Compression Brake Lash - Adjust (If Equipped) ... 67

Testing and Adjusting Section

Air Inlet and Exhaust System

i02820598 Cold mode operation will be deactivated when any of

• Control component • Engine oil temperature

A control component (ECM) receives the input signals

An output component is one that is operated by a

As an example, a moving solenoid plunger will

As an example, a control panel light or an alarm will

These electronic components provide the ability

• Engine coolant temperature

Cat Data Link • Engine identification

The Cat Data Link monitors engine information. The

The inputs and the outputs to the ECM are designed

• Resistance to radio frequency

The ECM power supply provides electrical power

• Reverse voltage polarity protection

The ECM also monitors all sensor inputs and the

The ECM is programmed with a selected factory

The wiring harness provides communications to the

• Diagnostic tests on all inputs

• Injection duration During engine operation, fuel injectors (2) receive

The ECM maintains the desired engine speed by

Injection timing depends on three factors: the engine

Electronic Unit Injector As the electronic unit injector mechanism transfers

When the solenoid valve assembly is energized

The duration of injection meters the fuel that is

i02130828 • Exhaust manifold

Inlet air passes through the air cleaner into the

The compressing of air causes the air temperature to

From the aftercooler, air enters the inlet manifold

• Cylinder head • Compression

• Valves and valve system components • Power

• Piston and cylinder • Exhaust

When the throttle is opened, more fuel is injected

The exhaust gases enter through turbine inlet (9).

Each cylinder has two inlet valves and two exhaust

Valve rotators (7) cause the valves to rotate while the

The valve train controls the flow of inlet air into

• Height of valve lift

The camshaft has three camshaft lobes for each

This engine has a pressure type cooling system. A

i02290289 Pistons, Rings And Connecting

Seals and wear sleeves are used at both ends of the

Camshaft The crankshaft of the engine is rotated by the

The rubber damper is made of an outer hub

The viscous damper consists of a casing that is g01113757

The Cat compression brake consists of three identical

Operation of the Cat Compression

Reference Engine Electrical System

The engine must have a wire ground to the battery.

• Charging the battery

• Strengthening the magnetic field

The alternator design has no need for slip rings

A solenoid is an electromagnetic switch that performs