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 TABLE OF CONTENTS

MODEL VIEWS 4 LUBRICATION AND MAINTENANCE

SAFETY PRECAUTIONS 6 CHART 26
OPERATING INSTRUCTIONS 7 LUBRICATION INSTRUCTIONS 28
PRE-START INSPECTION AND GENERAL MAINTENANCE
PROCEDURES 7 INSTRUCTIONS 33
STARTING THE ENGINE 8 TORQUE SPECIFICATIONS 35
AIR STARTING 9 COOLING SYSTEM 36
STARTING AIDS 9 FUEL SYSTEM „ 41
GENERATOR 10 AIR INDUCTION AND EXHAUST
SYSTEMS 45
AFTER ENGINE STARTS 11
ELECTRICAL SYSTEM 52
STARTING THE LOAD 12
POWER COUPLINGS 57
ENGINE OPERATION 12
ENGINE STORAGE 58
STOPPING 15
GENERATOR STORAGE 58
ALTITUDE OPERATION 15
SYSTEMS OPERATION 59
AFTER STOP PROCEDURES 15
GENERAL INFORMATION 60
ATTACHMENTS 16
ENGINE SPECIFICATIONS 60
AUTOMATIC START-STOP 16
COOLING SYSTEM 62
WOODWARD GOVERNORS 17
FUEL SYSTEM 64
EMERGENCY SHUTOFF DEVICES
AND ALARMS 18 LUBRICATION SYSTEM 68
EMERGENCY STOPPING 21 AIR INDUCTION AND EXHAUST
SYSTEMS 70
SPECIFICATIONS 23
ELECTRICAL SYSTEM 72
LUBRICATION 23
GENERATOR 75
FUEL 24
TROUBLESHOOTING 80
COOLANT 24
MAINTENANCE RECORD 90
LUBRICATION AND MAINTENANCE
INSTRUCTIONS 25 INDEX 92
 BREATHER LIFT POINT TEMPERATURE
REGULATOR
HOUSINGS

FUEL
PRIMING WATER PUMP
PUMP

FAN DRIVE

FUEL FILTER

OIL COOLER

3408
INDUSTRIAL
ENGINE

GOVERNOR AFTERCOOLER

CRANKCASE DRAIN
OIL FILTERS
 GOVERNOR AFTERCOOLER OIL FILL CAP
TEMPERATURE
REGULATORS

LIFT
POINT
WATER PUMP

3412
INDUSTRIAL
ENGINE
CONTROL PANEL AIR CLEANER

FUEL FILTERS
GENERATOR
 SAFETY PRECAUTIONS

Safety is everyone's business and is basicallythe 12. Do not.attempt repairs you do not understand.
use of good common sense. A general guide of Follow instructions.
safety precautions are given below, but each instal­
lation has its own peculiarities which cannot always 13. Stop engine before adjusting or repairing en­
be predicted and covered by established rules. Past gine or driven equipment.
experience and common sense are needed for the 14. Remove radiator cap slowly. Cooling systems
necessary safety measures. Attention to safety will can be pressurized and hot fluid will flash to
help avoid serious accidents. Be alert. Watch for steam as pressure is removed.
hazards. Use preventive measures. Correct de­ 15. Never start an engine with the governor linkage
ficiencies immediately. disconnected.
The following safety precautions are a general 16. Replace or repair broken or damaged equip­
guide to safe operation: ment. Use proper tools.
1. To prevent personal injury, install guards over 17. Do not smoke while refueling. Observe NO
all exposed rotating parts. SMOKING signs.
2. To prevent hearing damage, wear ear protec­ 18. Never store flammable liquids near the engine.
tive devices if working inside an enclosed en­
gine room with engine running. 19. All electrical equipment must be grounded ac­
cording to local building codes.
3. To prevent head injury, wear safety hat when
working in the area of overhead equipment. 20. Check all connections periodically for tightness
and insulation.
4. Wear safety glasses and shoes as required.
2 1 . Insulate all connections and disconnected
wires.
22. Do not use carbon tetrachloride fire extin­
guishers. Fumes are toxic and the liquid has a
deteriorating effect on insulation.

5. Do not wear loose clothing whenever working

around engines or machinery.
6. Wipe up spilled oil, fuel or coolant.
7. Keep batteries in a well ventilated area. Do not
smoke around batteries. Hydrogen gas, which is
present in the area of the batteries, is highly 23. Do not touch the heat sink on the generator
explosive. regulator when the generator is running. It is
electrically "hot".
8. Provide adequate and safe waste oil disposal.
24. Do not work on electrically "hot" equipment.
9. Store oily rags in fireproof containers. Don't
leave rags on engine. 25. Always disconnect the engine starter circuit
when working on the generator.
A WARNING 26. Hot engine oil can cause burns when drained.
When using pressure air, wear safety glasses Allow the oil to cool below I40°F or provide pro­
and protective clothing. Maximum' air pres­ tection when draining the hot oil.
sure, used for cleaning, must be below 3 0 PSI
27. Never remove a plug to check pressure with the
(2 kg/cm 2 ).
engine running. Shut down the engine and as­
sure there is no pressure before removing plug.
10. Remove all tools, electrical cords and other
loose items from the engine before starting. 28. When starting an engine after repair, make pro­
visions for shutting off air supply in case there is
11. Disconnect and tape the battery ground lead
an overspeed on start up.
before working on an engine to prevent acciden­
tal starting. Be sure an automatic start-stop sys­ 29. Never look into an open cylinder port and turn
tem cannot operate and start the engine while over the engine. Oil or water in the cylinder will
working on it. be ejected violently.
 OPERATION INSTRUCTIONS
PRE-START INSPECTION AND
PROCEDURES
1. Make a "walk-around" inspection of the engine 4. Check the engine jacket coolant level. Slowly
and components for the oil, water or fuel leaks turn the pressure cap until the cap is removed.
and general appearance. Correct minor adjust­ Maintain coolant level to the base of the fill pipe.
ments before they develop into major repair
jobs.
2. Check the crankcase oil level. Maintain the oil
level between the ADD and FULL marks on the
dipstick. See OIL SPECIFICATIONS for type of
oil to use.

5. Check the fuel supply. Keep fuel tanks full, as

partially filled tanks will collect moisture. See
the FUEL SPECIFICATIONS for type of fuel.

KEEP THE FUEL SUPPLY CLEAN

6. Open the raw water valve on the engine jacket
heat exchanger system (if so equipped). Prime
the raw water pump if the raw water system has
been drained.
7. Reset shutoff devices. See the topic, AT­
TACHMENTS, Emergency Shutoff Devices and
Alarms.
3. Check oil level(s) on driven equipment.

OIL PRESSURE RESET

A WARNING
Check the engine coolant level when the en­
gine is cool. If the engine is warm, steam may
spray outward under high pressure and cause
personal injury. OVERSPEED RESET
 If the engine is equipped with an air safety shutoff 2. Use starting aids if required. See the topic,
control, and was tripped to the shutoff position, STARTING AIDS.
reset the latch to the run position. 3. Push the START button; or turn the HEAT-
START switch to the START position, depend­
ing upon the control the engine has. Release the
control as soon as the engine starts.

AIR SHUTOFF RESET

8. Open the fuel supply valve. If the engine has not

run for some time it may be necessary to prime
the system. See the topic, PRIMING THE FUEL For generator sets, place the AUTO-MAN switch
SYSTEM. in the MAN position to crank the engine. As soon as
the engine starts, and the engine speed reaches
9. Disconnect any battery charger which is not 600 rpm and oil pressure is approximately 22 psi
protected against starting motor drain, (1.5 kg/cm2), the starter motor will disconnect from
10. Disengage the clutch, or open the circuit the circuit. (The STOP position is used to stop the
breaker on a generator set. diesel engine.)

STARTING THE ENGINE

CAUTION
Do not engage the starter when the flywheel is
moving.

Electric Starting
1. Move the governor control lever to approximate
half
h a l f engine
o n n i n o speed
c n o o H position.
nncitinn

If the engine fails to start in 10 seconds, move the

governor control lever to the fuel off position, then
continue to crank for 10 seconds. This will clear the
cylinders of unburned fuel.
If the engine fails to start after 30 seconds of
cranking, allow the engine to cool for 2 minutes
before repeating the starting procedure.
CAUTION
Prolonged cranking at low oil pressure can acti­
vate the mechanical safety shut-off. If the reset
lever is in the shut-off position, reset the
mechanical shut-off control.
 CAUTION Starting Aids
NEVER use s t a r t i n g aids when the engine is
warm and r u n n i n g . Many variables can affect cold weather starting.
Use the chart as a guide, but actual experience will
If the engine is equipped with a Woodward PSG determine when aids are necessary and how they
Governor, see the topic, WOODWARD GOVER­ should be used. Your engine may have one or more
NORS for the governor operation instructions. of the following starting aids:

Air Starting G l o w Plugs ( P r e c o m b u s t i o n C h a m b e r

Open and close the bleed valve on the bottom of E n g i n e s Only)
the air tank to drain condensation and oil car­
ryover. 1. Push in and turn the HEAT-START switch to the
HEAT position and hold for the approximate
Check the air supply pressure. The air start heating time shown in the STARTING AID
must have 100 PSI (7 kg/cm 2 ) to operate prop­ CHART.
erly.
Keep oil level, in the oiler jar, at least half full. OFF
Add oil if necessary. See the LUBRICATION O
AND MAINTENANCE PROCEDURES, Filling HE AT A ▲START
Motor Oiler.
e

2. Turn the HEAT-START switch to the START

position.

OFF
o
HEAT A ASTART
(D

If necessary, when the engine starts turn the

4. Push the air valve control in to crank the engine. HEAT-START switch to the HEAT position. Hold
As soon as the engine starts, release the valve. the switch in this position until the engine is
running smoothly.
Release the switch.

OFF
O
HEATA y\ ASTART

CAUTION
NEVER use glow plugs when the engine is warm
and r u n n i n g .
 STARTING AID CHART
STARTING TEMPERATURE STARTING AID HEATING TIME
Above 60°F(15°C) None None
60°F to 32°F
Glow Plugs 1 Minute
(15°CtoO°C)
32°F to 0°F
Glow Plugs 2 Minutes
(0°C to -20°C)
Below 0°F (-20°C)* Glow Plugs 3 Minutes

'Heating of jacket water/and or crankcase oil; and/or use of extra battery capacity may be
required.

Starting Fluid CAUTION

Wait at least 2 seconds before spraying starting
A WARNING fluid again.
Starting fluid is volatile and must be stored 3. If necessary, repeat the procedure.
away from h e a t and d i r e c t sunlight. If an
4. After the engine starts, it may be necessary to
aerosol container is used, follow the instruc­
return the HEAT-START switch to the HEAT
tions on the container.
position until the engine runs smoothly.
CAUTION
Spray starting fluid only while cranking the en­
Jacket Water Heater
gine. (Attachment)
In very low temperatures, the lubricating oil must
1. Heat the glow plugs {If equipped) for the approx­ be warmed to allow starting. A jacket water heater
imate heating time shown in the STARTING AID can maintain the water temperature at approxi­
CHART. mately 90°F (32°C). The warm water will keep the oil
OFF in the upper part of the engine block warm enough to
O flow when starting.
HEATA ASTART

Dipstick Oil Heater

CAUTION
Contact your Caterpillar dealer before installing
2. Turn the HEAT-START switch to START posi­ a dipstick crankcase oil heater.
tion. While cranking, spray starting fluid into the
air inlet or air cleaner for approximately 1 sec­
ond. GENERATOR
Starting Single Unit Operation
1. Make all preliminary engine starting checks.
2. Be sure the main or line circuit breaker is open.
3. Start the engine and allow it to warm up.
4. Close the main circuit breaker.
5. Apply the load. Do not try to apply full load in one
move, rather apply the load in increments to
maintain system frequency at a constant level.

10
 setting. If two units of the same capacity and the
Standby Generator Sets same governor characteristics have the same gov­
Most standby units are automatic. They start, ernor control setting they will share the load equal­
pickup the load, run and stop without an operator in ly.
attendance. Standby units can not change the gov­ To add load to one engine, slowly increase the
ernor control setting automatically. The throttle governor control setting of that engine, or slowly
must be preset for the proper operation of that unit. decrease the governor control setting of the engine
Whenever the set is exercised or operated manu­ giving up load.
ally, be sure the throttle setting is correct for au­
tomatic operation. Check all switches to see they Load Transfer
are properly set: Start Selector Switch in AUTOMA­
TIC position and any Emergency Stop Switches in At this point open the circuit breaker to remove
RUN position. any remaining load on the outgoing generator set.

Paralleling NOTE
The total load must not exceed the capacity of the engine,
Units may be paralleled at no load or paralleled or the engine will be overloaded.
with units under load. To parallel two or more units
the following conditions must be met: 1. Increase the governor speed control of the unit
to the high idle position to assume the load.
1. Same phase rotation.
2. Reduce the governor speed control of the out­
2. Same voltage level. going unit until the generator amperage is at a
3. Same voltage droop. minimum. (The amperage may never be zero
4. Same frequency. due to circulating currents.) At this point transfer
the load.
5. Voltages must be in phase.
The first condition is established by "phased" Stopping
wiring connections of initial installation.
To remove a generatorfrom the line do the follow­
The second and third conditions are usually es­ ing:
tablished by semi-permanent adjustments to the
generator controls. 1. Check the load. It must be less than the rated
capacity of remaining units.
The fourth and fifth conditions are under control
NOTE
of the operation in manual paralleling systems (or If removing a generator from the line will cause overload­
under automatic control in automatic paralleling ing of the remaining units, remove some of the load first.
systems).
2. Be sure the NEUTRAL of one of the remaining
To Parallel units is grounded.
1. Start the unit to be paralleled. 3. Remove the load from the outgoing unit as de­
2. Turn the synchronizer lights on. scribed in Load Division and Load Transfer.
3. After the engine has run long enough to warm 4. Open the circuit breaker.
up, bring it up to synchronous speed (the same
frequency as the unit on the line). The syn­ 5. Run the engine for 5 minutes without a load, to
chronizing lights will begin to blink. allow it to cool. Stop the engine.
4. Using the governor control, adjust the speed
until the lights blink very slowly. After Engine Starts
5. The lights are off when the voltages of the two
units are in phase. At this point, very quickly ^ WARNING
close the breaker while the lights are out. Stop Che engine if any repairs or adjustments
are required. Do not work on machinery while
NOTE the engine is running.
The frequency of the incoming unit should be slightly grea­
ter than the line frequency. This will allow the incoming
unit to assume some of the load rather than add to the 1. Observe the oil pressure gauge immediately
system load. after starting.

Load Division CAUTION

If oil pressure is not indicated within 5 seconds,
Once two units have been paralleled, their share stop the engine and have necessary repairs
of the load is determined by the governor control made.

11
2. Move the governor control to low idle, allow the
engine to reach normal operating range (usually ENGINE OPERATION
several minutes). Make another "walk-around" After the engine starts, and at frequent intervals
inspection for leaks, etc. while the engine is operating, the gauges should be
observed. Determine the normal reading for each
gauge. Investigate the cause whenever there is a
significant change in the reading.
STARTING THE LOAD

Driven Equipment without Load Gauges

To engage the driven equipment before applying Tachometer
load: The tachometer indicates engine RPM. The high
1. Move the governor control to half engine speed. idle RPM and the full load RPM are stamped on the
2. Engage the driven equipment without load on engine's information plate. The engine can be op­
the equipment. erated between these two speed limits for long
periods of time without shortening engine life. Pro­
longed operation at high idle with little or no load
can cause adverse engine operation.

Engine Oil Pressure

If the gauge reading fluctuates after the load is
stable:
3. Make sure the engine and equipment gauges 1. Remove the load.
register in the operating range. 2. Reduce engine speed to low idle.
4. Move the governor control to high idle (full load) 3. Observe the oil level. Maintain the oil level bet­
position. ween the ADD and FULL mark on the dipstick. If
5. Apply the load to the driven equipment. the reading continues to fluctuate when the oil
level is correct, stop engine and call your Cater­
Driven Equipment With Load pillar dealer.
1. Move the governor control to half engine speed.
Make sure the engine gauges register in the
normal operating range.
2. Move the governor control to high idle (full load)
position.
3. Engage the load.

Engine Jacket Water Temperature

The engine should operate within the NORMAL
(green) range. If the engine is operating in the (red)
i
range and steam becomes apparent:
 Ammeter:
1. Reduce the load and engine RPM.
2. Inspect for coolant leaks. The ammeter reading is normal when the indi­
cator is at or on the (+) side of zero, when the
3. Determine if the engine must be shut down im­ engine is running at rated speed. If indicator is to
mediately; or if the engine can be safely cooled the left ( - ) side of zero, investigate and correct
by reducing the load. cause.
See COOLING SYSTEM MAINTENANCE IN­
STRUCTIONS.

CAUTION
Do not add cold water to a hot engine: Cracking
of engine components may occur. Allow the en­
gine to cool, then add coolant.

If the temperature gauge reading registers in or

near the cold range (white) while operating under
load: Air Cleaner Service Indicator
1. Check the water temperature gauge for accu­ When the gauge indicator locks in the red range,
racy. service the air cleaner. With the engine stopped;
see AIR INDUCTION AND EXHAUST SYSTEM
2. Check the temperature regulators for proper MAINTENANCE INSTRUCTIONS.
t e m p e r a t u r e range. Replace regulators if
necessary.
See COOLING SYSTEM MAINTENANCE for
DETAILS.

Calibrated Gauges
Calibrated gauges are used on some engines to
monitor the engine systems. If an abnormal engine
condition develops, determine and analyze and
Fuel pressure correct the cause before a failure and downtime
If the fuel filter gauge registers in the OUT range, occurs.
clean the primary fuel filter, if so equipped. Install The operating limits given in the "OPERATING
new secondary or final fuel filter elements if gauge RANGES FOR ENGINES" chart are based on the
still registers OUT. See the FUEL MAINTENANCE engine running at continuous rated speed and load,
INSTRUCTIONS and FUEL SPECIFICATIONS. after warm-up, using SAE 30, oil. If any of the
gauges register at or outside the operating limits,
investigate and correct any malfunction. See
TROUBLESHOOTING GUIDE for guidance.

A WARNING
Shut the engine down if work on or around the
engine is required.

DO NOT OPERATE THE ENGINE WITH THE

GAUGES REGISTERING AT OR OUTSIDE THE
LIMITS.

13
 2 3 4

1. Tachometer.
2. Left inlet manifold temperature.
3. Right inlet manifold temperature.
4. Left and right exhaust manifold temepratures.
5. Engine oil temperature.
6. Engine jacket water temperature.
7. Engine oil pressure.
8. Fuel pressure.

OPERATING RANGES FOR ENGINES WITH CALIBRATED GAUGES

(Engine running at continuous rating and load.)

OPERATING RANGE
GAUGE MINIMUM MAXIMUM
Jacket Water Temperature (Outlet) 172°F(77°C) 210°F(99°C)
Inlet Manifold Air Temperature
Aftercooled (PC) 300°F(149°C)
Non-aftercooled (Dl) 300°F(149°C)
Exhaust Temperature
Aftercooled (PC) 800°F (427°C)
Non-aftercooled (Dl) 800°F (427°C)
Oil Temperature
Aftercooled (PC) 172°F(77°C) 230°F{110°C)
Non-aftercooled (Dl) 172°F(77°C) 230°F (110°C)

Oil Pressure 20 PSI (138 kPa) 62PSI(427kPa)

(1.5 kg/cm2) (4 kg/cm2)
17PSI(117kPa) 30 PSI (207 kPa)
Fuel Pressure
(1 kg/cm2) (2 kg/cm2)
 Altitude Operation 4. Observe the crankcase oil level while the en­
gine is idling. Maintain the oil level between the
The fuel system settings and altitude limits are ADD and FULL marks on the side of the dipstick
stamped on the engine information plate. When an stamped, CHECK WITH ENGINE RUNNING.
engine is moved to a higher altitude, these settings See the LUBRICATION AND MAINTENANCE
must be changed by your Caterpillar dealer in order SECTION.
to prevent damaging the turbocharger, and to pro­ 5. Stop the engine.
vide maximum engine efficiency.

After Stopping Checks

If the engine is moved to a lower altitude than that And Procedures
which is stamped on the engine information plate, 1. Fill the fuel tank. See the LUBRICATION AND
the engine can be operated safely; however, it will MAINTENANCE SECTION: Fuel Tank Mainte­
deliver less than rated horsepower, and the fuel nance.
settings should be changed by your Caterpillar
dealer to obtain rated horsepower. 2. Drain the raw water system if below freezing
temperatures are expected; see: Draining Raw
Water System.
Stopping 3. If below freezing temperatures are expected,
allow the engine jacket water expansion tank to
1. Flywheel clutch operation: Quickly pull the cool; then check the coolant for proper antif­
clutch lever to the released position. For electric reeze protection. Add permanent-type antif­
set operation, see the GENERATOR SET OP­ reeze, if required.
ERATION instructions. For Woodward Gover­
nor operation, see the topic, WOODWARD 4. Repair any leaks, make major adjustments,
GOVERNORS, Stopping the Engine. tighten loose bolts, etc.
5. Observe the Service Meter reading. Perform
the periodic maintenance as instructed in the
LUBRICATION AND MAINTENANCE CHART.

2. Reduce engine speed to half speed. Run for 5

J minutes to cool engine.
3. Reduce engine speed to low idle. SERVICE METER

15
ATTACHMENTS
Automatic Start-Stop Engine Operation
An automatic start-stop system is used when an Prealarm systems provide an audible and/or a
engine must start when a specific condition occurs visual indication for low oil pressure, high water
with no one in attendance. The engine will start, temperature, low fuel supply or low jacket water
increase speed, pick-up the load, operate the load temperature before the condition becomes critical.
until a second condition occurs, remove the load, These alarms are self resetting when the condition
cool and stop. The following conditions must exist is corrected.
for the engine to start unattended:
Either the ambient (engine room) temperature
must be at least 70°F (20°C); or, the engine jacket
water temperature must be at least 90°F (32°C).
One or two 3 kw jacket water heaters can maintain
this temperature.

Protection Devices
The Caterpillar generator mounted control panel
is equipped with protection devices to protect the
engine while cranking.

Batteries The engine may also be equipped with shutdown

devices. If low oil pressure, high jacket water temp­
Lights or buttons may indicate if a fault has occur­
erature or an engine overspeed condition occurs,
red in the battery charging system causing the bat­
the engine will be shutdown and a corresponding
tery to be either undercharged or overcharged.
button or light will indicate the cause of the shut­
down. These devices must be reset after repairs
have been made and before starting. See the topic,
EMERGENCYSHUTOFF DEVICES AND ALARMS.
Overcranking Generator set control panels should be equipped
A timer allows the engine to crank either once for with an ammeter, a frequency meter and a voltme­
30 seconds, or to crank through 5 ten-second crank­ ter. Depending upon the type of operation, the
ing cycles (depending upon the device used) while panel may also be equipped with other meters and
unattended. If the engine does not start before the lights. Know these instruments and their normal
time elapsed, the fuel system will be shutoff and a readings. They will indicate how the generator set is
light will indicate a starting failure. performing.

Shutting D o w n

A timer allows the transfer switch to transfer the

load to another source and to continue engine run­
ning for up to 2 minutes for cooling purposes before
stopping.

Engine Exerciser
At preset times, the exerciser will start, run and
stop the engine in order to ensure both proper lubri­
cation of all engine parts and proper equipment
operation if and when the standby unit is needed.
Become familiar with all instructions included
with the equipment.

16
 the engine will automatically start and take up the
Woodward Governors load when commercial power has stopped. Placing
Woodward Governors are usually electrically op­ the control in the STOP or OFF position will stop the
erated from a control panel. engine. When in the AUTOMATIC or MANUAL posi­
tion, the engine will automatically stop if the com­
mercial power has started or if the engne has afault.
Generator Set Control Panel The PSG governor control switch allows the
The generator set control panel is located on top operator to control the engine rpm from the panel. If
of the generator and is equipped with the following the engine is equipped with glow plugs, they are
controls and gauges: controlled by an ON/OFF heat switch (15).
Panel lights (1) are controlled by an ON/OFF If the engine has afault, engine failure light/reset
switch (7). An ammeter (2), frequency meter (3) and switch (11) will operate. The light/switch (11) will
a voltmeter (4) show the output of the generator. activate a shutdown relay to stop the engine. A
Two gauges (5 and 6) show engine oil pressure and shutdown indicator (14) will also operate to show
water temperature respectively. The ammeter the cause of the fault. The shutdown indicators (14)
selector switch (12) gives the operator a choice of give an indication that the fault was either oil pres­
which phase (T1, T2 or T3) of the generator output sure, water temperature or overspeed. A fourth
the ammeter (2) will show. Voltage level rheostat shutdown indicator will show an overcrank condi­
(9) takes the place of the voltage level rheostat in tion. A D.C. ammeter and a governor control switch
the generator regulator assembly. will take the place of buttons (10 and 13) respec­
tively if ordered. The shutdown indicators have four
The engine control switch (8) has four positions;
auxiliary contacts; one for each time its shutdown
MANUAL, AUTOMATIC, STOP and OFF. Placing
indicator operates. The contacts are connected to a
the control in the MANUAL position will start the
remote annunciator panel if ordered.
engine and allow the operator to manually connect
the generator to the load. If the unit is used for The shutdown indicator lights can be checked for
standby application with a remote transfer switch, malfunction by depressing the shutdown indicators.
the AUTOMATIC position is used. In this position Replace burned out bulbs immediately.

14 15 16

CONTROL PANEL
1. Panel lights. 2. Alternating current ammeter. 3. gine failure light/reset switch. 12. Ammeter selector
Frequency meter. 4. Alternating current voltme­ switch. 13. Button (governor control switch if engine
ter. 5. Oil pressure gauge. 6. Water temperature is equipped with a PSG governor). 14. Shutdown
gauge. 7. ON/OFF toggle switch for panel lights. 8. indicator (oil pressure, water temperature, over-
Engine control switch. 9. Voltage level rheostat. 10. speed and overcrank). 15. Button; heat switch (if so
Button (direct current ammeter if ordered). 11. En- equipped). 16. Panel; prealarm module (if so equip­
ped).

17
Starting T h e Engine PSG Governor:
b. Move the shutoff lever forward, or hold the
1. Perform all prestart checks outlined previously. lever up, depending upon installation. Hold
the lever in this position until the engine
2. Place the CONTROL switch in the MANUAL stops.
position to crank the engine.
5. Fill the fuel tank. See the LUBRICATION AND
3. When the engine starts and engine rpm reaches MAINTENANCE section.
600 rpm and the oil pressure registers 22 psi
(1.5 kg/cm 2 ) the starting motor will automati­ 6. Drain the raw water system if below freezing
cally disconnect from the start circuit. temperatures are expected.
4. Start the load. 7. Observe the Service Meter reading. Perform
the periodic maintenance as instructed in the
5. Regulate the engine speed with the RAISE- LUBRICATION AND MAINTENANCE CHART.
LOWER switch to the required instrument panel
gauge readings.
Emergency Shutoff Devices
And Alarms
S t o p p i n g T h e Engine Emergency shutoff devices are either electrical­
ly, mechanically or hydraulically o p e r a t e d .
1. Remove the load. See GENERATOR SET OP­ Familiarize yourself with the types and locations of
ERATION instructions if equipped with an elec­ the shutoff devices, the conditions which cause
tric set generator. each control to function, and the resetting p r o c e ­
2. Reduce engine speed to low idle: Push down dure required to start your engine.
and hold the RAISE-LOWER switch until the en­
gine low idle speed is reached. CAUTION
Always determine the cause of the shutdown,
3. While the engine is idling, check the engine oil
and have the necessary repairs made before re­
level. Oil level must be maintained between the
starting the engine. See TROUBLESHOOTING
ADD and FULL marks on the side of the dipstick
GUIDE.
marked "CHECK WITH ENGINE RUNNING".
Do not use an emergency shutoff device for a
4. Stop the engine.
normal stopping procedure.
The operation of all electric shutoff controls is
similar: A critical operating condition actuates a
switch which closes the circuit to the shutoff sol­
Solenoid Shutoff enoid, which stops the engine. The shutoff control
a. Move the control switch to the STOP or OFF may require resetting before the engine can start.
positions. (Do not confuse this with the
"RAISE-LOWER" switch.) High Water Temperature Shutoff
The shutoff switch is located in the water temper­
ature regulator housing. Excessive water tempera­
ture closes the switch. No resetting procedure is
required: As the coolant cools, the switch opens.

CAUTION
The sensing element must be submerged in the
coolant to operate. Coolant level must be main­
tained in order for the shutoff to operate.

Low Oil Pressure Shutoff Switch

CAUTION
Does not protect system from rapid oil loss,
ON-OFF-STOP SWITCH such as line breakage.
 This device is usually mounted on the side of the Fuel/Oil Pressure Switch
engine, and oil lines are connected to the switch. This switch is mounted in the fuel manifold bet­
Low oil pressure closes the switch. ween the outlet side of the fuel filter and the fuel
Manually operated systems require resetting of injection pump. Low fuel pressure opens the switch
this switch before starting. Automatic start-stop and the electrical circuit to either the shutoff sol­
systems use a pressure switch which resets itself. enoid or the circuit between the alternator and the
To reset the switch, push the button until it alternator regulator. While the engine is stopped,
latches. After the engine starts and develops oil open these circuits to prevent the battery from be­
pressure, the button will move to the extended run­ coming discharged.
ning position. This switch can also be used with an electric gov­
ernor. In this application, oil pressure closes the
CAUTION switch to allow the electric governor to control en­
The button must be in the RUN position to pro­ gine speed.
tect the engine. This switch does not require resetting.
If the button remains in the reset position, the
engine oil pump may not be developing normal Air Safety Shutoff Control
oil pressure and checks should be made.
The air shutoff control is an attachment to the
safety shutoff devices. When an emergency condi­
tions occurs, the solenoid pushes the rack into the
shutoff position and a solenoid trips a butterfly
valve, located in the inlet manifold, to the closed
position. The air safety shutoff control must be reset
before starting.

Overspeed Shutoff Switch

(Electronic)
This switch senses engine speed. The control
box is mounted on the engine block. Excessive en­
gine speed closes a circuit breaker. To reset the
switch, push the reset button.
CAUTION
To provide overspeed protection there must be
electrical power to the control box.
Alarm Switches
Alarm switches are set at a less critical tempera­
ture, pressure, or level limit than the comparable
shutoff control. The purpose of the alarm switch is
to warn the operator an unsafe operating condition
is starting to occur, and that corrective measures
should be taken to avoid possible damage to the
engine and/or a possible shutdown of the engine.

CAUTION
Even though it could be hazardous to have the
engine stop unexpectantly, if the engine over-
speeds, it should be stopped immediately.

19
 When the preset temperature, pressure or fluid A WARNING
level occurs, either a light or an audible alarm will be Beware of steam or scalding w a t e r . Do not
energized. The light or alarm will continue to oper­ a t t e m p t to loosen the radiator cap until the
ate until the condition is corrected. When the condi­ temperature gauge indicates the coolant has
tion is corrected the alarm will automatically reset s u f f i c i e n t l y cooled. Then, loosen t h e cap
and the light will turn off. slowly.

CAUTION 2. Check the oil level. Oil level must be between

The cause of the shutdown must be investigated the ADD and FULL marks on the side of the
and corrected before starting and operating the dipstick stamped CHECK WITH ENGINE
engine. STOPPED.
Testing Indicator Lights 3. If the oil level is below the ADD mark, check
for oil spray and/or oil accumulations. If any
Most control panels are equipped with a test are found, have the necessary repairs made.
switch. By turning the switch ON, all of the indicator Before starting, add oil to the FULL mark.
lights can be checked for proper operation. Test the 4. Reset the shutoff control.
indicator lights periodically, replace burned out
light bulbs immediately. 5. Remove the load and start the engine at its
slowest speed. Be prepared to shut the en­
A l a r m S h u toff S w i t c h gine down manually.
6. Be alert for unusual sounds or noises. If the
A switch may be installed in the alarm circuit for engine knocks, stop the engine immediately
silencing the alarm while the engine is stopped for and call your Caterpillar dealer.
repairs. Be sure the switch is moved to the closed
(ON) position and the warning lights are lit before 7. If the engine blows excessive black exhaust
starting. or has excessive crankcase blow-by, the en­
gine may need reconditioning. Stop the en­
CAUTION gine and call your Caterpillar dealer.
Place switch in the closed (ON) position when 8. If the engine runs satisfactorily, observe the
the engine is started, so the engine will be pro­ oil pressure gauge. If satisfactory pressure is
tected. not indicated, shut the engine down; call your
Caterpillar dealer.
Output Shaft Governor 9. If proper oil pressure is registered, check to
Operation see if the reset knob has moved to the run
When the load can overspeed the torque conver­ position. If the knob does not move, stop the
ter output shaft, an output shaft governor should be engine. Check the shutoff control, the oil line,
installed. The output shaft governor is a speed limit­ and the oil pressure gauge. Have necessary
ing device which automatically adjusts engine gov­ repairs made.
ernor setting according to load requirement. 10. If the oil pressure gauge registers normal oil
pressure, if the knob on the shutoff control
moves to the run position, and if the engine
operation is otherwise satisfactory, determine
Determining Cause Of if the high water temperature shutoff may
Shutdown have shut down the engine.

CAUTION
If the engine has been shutdown by a safety
device, do not start the engine and place it into
High Water Temperature
service without having the cause of the shut­ Checks—Engine Running
down investigated and corrected. 1. Determine if the load was too great for the
engine: Reduce the load and allow the engine
Low Oil Pressure Checks to cool while running.
If the low oil pressure shutoff control has stopped 2. If pressure steam or water leaks are visible,
the engine, make the following checks: remove the load and stop the engine. Have
1. Check the water temperature gauge. Determine necessary repairs made.
if the engine was overheated. Check for external 3. Check for collapsing or deteriorated water
water leaks. hoses. Have repairs made.
 4. Check for noisy water pump operation. Have Emergency Stopping
necessary repairs made.
To stop in an emergency:
5. Refill the cooling system with a solution of
water and permanent-type antifreeze if below
freezing temperatures are expected; or with a Mechanical Governor Control
solution of approved water and Caterpillar Pull upward on the hand grip, and move the con­
Corrosion Inhibitor or equivalent. Follow the trol to the shutoff position.
instructions on the container.

A WARNING
DO NOT remove the pressure cap on an over-
1
heated engine. The coolant is under pressure
and relieving the p r e s s u r e will cause the
coolant to flash into s t e a m . Serious flash
burns and engine damage can result. If neces­
s a r y , reduce p r e s s u r e in a surge t a n k by
pouring warm water on top of the tank. Never
add cold water to a hot engine.

NOTE
If there is adequate coolant in the cooling system, gradual
cooling is preferred by running the engine a half speed.
This eliminates hot spots in the engine, and possible fai­
lure.
Woodward PSG Governor
Move the lever forward against the stop; hold the
lever until the engine is stopped.

High Water Temperature Electric Shutoff Solenoid

Checks—Engine Stopped and Cold Push and hold the ON-OFF-STOP switch in the
STOP position until the engine stops.
1. Check coolant level. Determine if the coolant
has proper antifreeze protection. A 50-50 solu­
tion of permanent-type antifreeze and approved
waterwill give protection below - 2 0 ° F (-29°C).
2. Check to be sure the raw water valve has been
opened.
3. Check engine room vents and/or louvers. Be
sure the engine is receiving sufficient air.
4. Be sure temperature regulators are operating at
proper temperature range.
5. Inspect all water hoses carefully for collapsing,
external and internal failures. Replace hoses as
required.
6. Have the cooling system cleaned.

CAUTION Air Controls

If severe or prolonged overheating has occur­
red, contact your Caterpillar dealer to have your Push and hold the ON-OFF-STOP switch in the
engine checked for possible damage. STOP position until the engine stops.

21
 SPECIFICATIONS
LUBRICATION
SPECIFICATIONS
Lubricating Grease
Crankcase Lubricating Oils Use Multipurpose-type Grease (MPGM) which
contains 3-5% molybdenum disulfide conforming to
Use oils which meet Engine Service Classifica­ MIL-M-7866, and a suitable corrosion inhibitor.
tion CD or MIL-L-2104C. These are additive-type NLGI No. 2 Grade is suitable for most temperatures.
oils that have been approved for use in Caterpillar Use NLGI No. 0 or No. 1 Grade for extremely low
Diesel Engines. temperatures.
The proper SAE grade of oil to select is deter­
mined by the ambient temperature at which the en­
gine is started and the maximum ambient tempera­
ture in which the engine will be operating. See chart
for recommended viscosity and temperature range.
To determine if the oil in the crankcase will flow in
cold weather, remove the oil dipstick before start­
ing. If the oil will flow off, the oil is fluid enough to
circulate properly.

RECOMMENDED ENGINE OIL VISCOSITY

■STARTING) AMBIENT TEMPERATURES (OPERATING

-23 -18 -12 -7 -1 +4 +10 +16 +21 +27 +32 +38 +43 +49
-10 0 +10 +20 +30 +40 +50 +60 +70 +80 +90 +100 +110 +120

SAE10W

SAE10W/30or10W/40
RECOMMENDED
SAE SAE 2DW/4Q
VISCOSITY
I I
SA6 30

SAE 40

"SAE 40 is preferred for sustained operation above 90°F (32°C).

NOTE: At temperatures below - 1 0 ° F (-23°C), it may be necessary to warm the oil so the engine can be cranked and allow the oil to circulate
freely. For operation in cold temperature see your Caterpillar dealer for cold weather operation im
instructions.

Air Starting Motor Oiler: Use SAE 10W in all

temperatures. REFILL CAPACITIES
MODEL U.S. GAL. LITRE IMP. GAL.
3408 12 45.5 10
Flywheel Clutch Bearing Reservoir: Use SAE 30
3412 16 60.5 13
in all temperatures.

23
 tent, use normal oil change periods. If the fuel con­
FUEL SPECIFICATIONS tains 0.4% to 1.0% sulphur, oil change periods
should be reduced to one-half normal time. If the
No. 2 fuel oil and No. 2D diesel fuel are recom­ fuel contains more than 1.0% sulphur, oil change
mended for use in Caterpillar Diesel Engines. In periods should be reduced to one-fourth normal
extreme cold temperatures use No. 1 fuel oil or No. time.
1D diesel fuel.
Gravity: Gravity is the measurement of heat units
In selecting a fuel, note that distillate fuels are in a certain amount of fuel. The heavier the fuel (the
especially desirable because the fuel is heated to a lower the number) the more heat units per volume. If
vaporous state and condensed, thus eliminating all a fuel with a higher A.P.I, gravity is used the power
sediment and residue. produced will be lower. Select fuels with the lower
There is considerable variation in the composi­ A.P.I, gravity reading.
tion of fuels distributed under the No. 2 grade clas­ Some fuel specifications that meet the above re­
sifications. For desirable engine service it is most quirements are:
important to give special attention to cetane no.,
water and sediment, pour point, cloud point and ASTM—D396 - No. 1 & No. 2 fuels (burner fuels)
sulphur content. USE THE LOWEST PRICE DIS­ ASTM—D975 - No. 1D & No. 2D diesel fuel oils
TILLATE FUEL WHICH MEETS THE FOLLOWING BS2869—Class A1 to Class A2 engine fuels
REQUIREMENTS. BS2869—Class C & Class D burner fuels
DIN51601—Diesel fuel
Water and Sediment 0 . 1 % sediment DIN51603—EL heating oil
Cetane No. (PC Engine) 35 minimum
Authorized dealers are familiar with fuels that
(Dl Engine) 40 minimum
have given good results in Caterpillar Diesel En­
Pour Point 10°F (6°C) below
gines and should be consulted regarding fuel use
ambient temperature
when abnormal conditions occur.
Cloud Point No higher than
abmient temperature
Sulphur Content* Adjust oil change period
Gravity 32-40 A.P.I, at 60°F (15.6°C) COOLANT SPECIFICATIONS
*See the topic SULPHUR CONTENT.
Water used in the jacket water cooling system
Cetane No: This is an indication of a fuel's igni­
should be clean, and as free as possible from scale
tion quality and should not be less than 35 for the PC
forming minerals or corrosive chemicals. Artificially
engine and 40 for the Dl engine. For high altitude
softened water should not be used. Treating the
operation or cold weather starting, a higher cetane
water with Caterpillar Coolant Inhibitor, or equiva­
number is required.
lent will help prevent the formation of rust and pit­
Water and Sediment: A good clean fuel will con­ ting. It will also retard, and in some cases com­
tain no more than 0 . 1 % sediment and water. Dirty pletely eliminate, mineral deposits in the engine.
fuels lead to early filter plugging and in addition can
result in the formation of gums and resins reducing The most efficient and satisfactory corrosion pro­
filter and engine life. tection for the cooling system is to maintain proper
level of coolant inhibitor and antifreeze solution.
Pour Point: The pour point of the fuel has no The use of auxiliary water filters is not recom­
effect on engine performance, as long as the fuel is mended.
fluid enough to flow from the fuel tank to the engine. During freezing weather use the proper perma­
The pour point of the fuel should be at least 10°F nent type antifreeze and water solution to prevent
(6°C) below the lowest atmospheric temperature at freezing.
which the engine must start and operate. In ex­
tremely cold temperatures it may be necessary to Before placing the engine in operation, make
use No. 1 fuel oil or No. 1D diesel fuel. sure a 3% concentration of Caterpillar Corrosion
Inhibitor or equivalent has been added to the cool­
Cloud Point: Cloud point is the temperature at ing system. This 3% concentration must be main­
which wax crystals become visible and is generally tained in cooling systems which are filled with water
above the pour point of the fuel. The cloud point and systems protected with ethylene glycol antif­
should be no higher than the lowest atmospheric reeze mixture, regardless of antifreeze concentra­
temperature at which the engine must start to keep tion.
the fuel filter elements from plugging with wax crys­
tals.
A WARNING
Sulphur Content: As sulphur content increases, Inhibitors contain alkali. Avoid contact with
the crankcase oil change periods should be re­ eyes. To prevent personal injury, avoid pro­
duced. Fuel containing 0.4% or less sulphur con- longed or repeated contact with skin.

24
 LUBRICATION AND MAINTENANCE INSTRUCTIONS

Regular service intervals, along with close daily Caterpillar scheduled oil sampling: Scheduled oil
visual inspection and the adherence to the instruc­ sampling is a program which analyzes oil samples
tions and schedules, will assure many hours of taken from an engine at regular intervals (usually at
trouble-free service. If correction steps are taken oil change periods). This oil analysis does not indi­
immediately on discovery of any abnormal condi­ cate the condition of the oil; but rather, it is a
tion, fewer forced stops and more economical oper­ scheduled procedure to determine engine condition
ation will result. at regular intervals by analyzing lubricating oil for
The Lubrication and Maintenance Chart is in­ foreign and wear particles.
tended as a guide and adjustments in the schedule The scheduled oil sampling will give the following
may be necessary, depending on conditions under benefits:
which the engine is operating. A thorough analysis
should be made before adjusting the maintenance It assures the owner that maintenance has been
schedule. performed.
Some items to consider in establishing a new It will show the first signs of excessive wear,
schedule are: Severe dust or dirty conditions, fuel meaning a possible upcoming failure, allowing time
consumption (a good measurement to establish in­ for a scheduled repair.
tervals as it indicates the amount of work per­ It will warn maintenance personnel of improper or
formed). As a guideline, the 3408 Engine with a 12 lack of maintenance and presence of fuel dilution or
gal. (45 litre) (10 imp. gal.) capacity crankcase will antifreeze in oil.
use approximately 4000 gal. (15,000 litre) (3332
imp. gal.) between oil changes.* The 3412 Engine It is particularly helpful in preventing wear due to
with a 16 gal. (60.5 litre) (13 imp. gal.) capacity dirt entry from air cleaner or inlet piping.
crankcase will use approximately 5100 gal. (19,200 Regular sampling is especially advantageous for
litre) (4248 imp. gal.) between oil changes.* new engines to establish wear trends from the be­
Reducing or extending the maintenance intervals ginning. The results of the oil analysis are inter­
should be done only after complete study and preted by experienced, highly trained personnel.
enough time to gain adequate experience to meet Contact your Caterpillar dealer for detailed informa­
specific operations. tion.
*With .04% or less fuel sulphur content.

25
 LUBRICATION AND MAINTENANCE CHART
The LUBRICATION AND MAINTENANCE CHART lists all serviceable items commonly ordered on this
engine.
The maintenance time intervals are expressed in Service Meter Units. The Service Meter on the engine
shows the total number of units the engine has run. Use the Service Meter readings for determining your
maintenance schedules. Perform the maintenance at multiple intervals of the units shown. For example,
when the Service Meter shows "100" on the dial, all items listed under "EVERY 10 SERVICE METER
UNITS" should be serviced now for the tenth time, and all items under "EVERY 50 SERVICE METER
UNITS" should be serviced for the second time.
Diesel fuels, lubricants and coolant make-up water to use are explained in the "Specifications".

SERVICE METER UNITS

Page As
SERVICE ITEM No. 10 50 125 250 500 1000 2000 4000 Year Req.
LUBRICATION
Check Engine Crankcase Oil Level 28 •
Lubricate Front Clutch 31 •
Engaging Collar (2 Strokes)
Lubricate Rear Clutch Engaging 31 •
Collar (2 Strokes)
Check Shaft Bearing Reservoir 31 •
(Rear Heavy Duty Clutch)
Lubricate Clutch Control Lever 31 •
Shaft Bearings (2 Strokes)
Lubricate Front and Rear Clutch 31 •
Pilot and Shaft Bearings
(2 strokes)
Change Crankcase Oil and Filter 28 Note
A
Lubricate Fan Drive Bearings 30 •
(2 Strokes)
Crankcase Breather, Clean 28 •
Change Clutch Shaft Reservoir Oil 31 •
(Heavy Duty Clutch)
Lubricate Woodward PSG 30 •
Governor
Lubricate Generator <SR4) Rear 32 •
Bearing
Air Start Oiler Jar, Fill 30 •
Empty Air Start Oil Collector Jar 30 •
COOLING SYSTEM
Check Engine Coolant Level 36 •
Inspect Zinc Rods in Raw Water 40 •
System (Salt Water Only)
Clean Radiator Core (External) 37 •
Inspect Coolant Line Connections 39 •
and Hoses
Check Fan/Alternator Belt Tension 40 •
and Wear
Add Cooling System Inhibitor 36 •
(Jacket Cooling)
Inspect Coolant Pump 40 •
Inspect Temperature Regulator 39 •
Clean Cooling System (Internal) 37 •
 SERVICE METER UNITS
Page As
SERVICE ITEM No. 10 50 125 250 500 1000 2000 4000 Year Req.
FUEL SYSTEM
Fill the Fuel Tank After Stopping 41 •
Drain Sediment and Water From 41 •
Fuel Tank
Check Fuel Pressure Gauge 41 •
Reading
Wash Primary Filter 42 •
Replace Final Fuel Filter 42 Note B
Check/Replace Fuel Injection 43 •
Nozzles If Necessary
AIR INDUCTION AND EXHAUST
Check Air Cleaner Service Indicator 45 •
Check/Clean Dust Collector Cap 47 •
Clean/Replace Air Cleaner 46 Note
Element C
Inspect Manifold and Air Piping 50 •
for Leaks
Adjust Valve Lash (Engine 47 •
Stopped)
Check Valve Rotation (Engine 50 •
Idling)
Inspect/Rebuild Turbocharger 51 •
ELECTRICAL SYSTEM
Check Battery Electrolyte 52 •
Clean Electrical Connections and 52 •
Battery
Inspect Alternator Drive Belt 56 •
Check Shutoff Controls Note •
D
Inspect/Rebuild Alternator 55 •
Inspect/Rebuild Starter 54 •
Check Cold Weather Starting Aids 56 •
POWER COUPLINGS
Check and Adjust Clutch 57 •

NOTES
NOTE A: This is the normal engine oil change interval to use when fuel sulphur content is 0.4% or less. When sulphur
content is 0.4% to 1.0%, reduce'oil change interval one-half. When sulphur content is above 1.0%, reduce oil
change interval to one-fourth the normal interval. Regardless of hours, change oil filters every 6 months.

NOTE B: Check fuel pressure gauge daily. Replace when FUEL PRESSURE gauge registers OUT or 20 PSI (124 kPa).

NOTE C: The element can be cleaned approximately 3 times. Carefully inspect the element after each cleaning. If
engine is not equipped with air cleaner service indicator, check element every 250 Service Meter Units, or
more often under dusty conditions. If after servicing the air cleaner, the exhaust smoke and/or loss of
power continues, install a new element.

NOTE D: Authorized Caterpillar dealers are equipped with the necessary tools, personnel and procedures to perform these
services
LUBRICATION
INSTRUCTIONS
Crankcase Lubrication Oil If the indicator fluctuates or registers below
NORMAL range:
The Lubrication and Maintenance Charts list the 1. Move the governor control to low idle position.
normal oil change periods as determined by fuel 2. Check the oil level. Be sure to read the ENGINE
sulphur content. (Make an initial oil and filter IDLING side of the dipstick.
change after the first 10 service meter units of oper­
ation for reconditioned engines). 3. Add oil until the oil level is at the FULL mark on
the ENGINE IDLING side of the dipstick. Do not
See the OIL SPECIFICATIONS to aid in the overfill.
proper oil SAE viscosity selection. The proper SAE
viscosity of oil to select is determined by the am­ 4. Check for oil leaks.
bient temperature at which the engine is started and 5. If necessary, stop the engine and have repairs
operated. made.
Draining Engine Oil
Checking Oil Level With engine stopped and oil warm:
1. Remove the crankcase oil drain plug.
The dipstick is stamped on both sides of the
blade. One side is marked and to be read when 2. Allow the oil to drain.
checking the oil level with the ENGINE STOPPED.
The other side is marked and to be read with the
ENGINE IDLING—HOT OIL. Each side is stamped
to remind you not to OVERFILL the crankcase with
oil.

3. Clean and install the drain plug.

OR, if a sump pump is used:
1. Connect a suitable drain line and container to
the pump outlet.
2. With engine stopped and oil warm, open the
sump pump valve to the engine crankcase drain
CAUTION line: The two marks on the valve must be turned
Be sure to read the correct side of the dipstick. so that one mark points to the pump, and the
The ADD and FULL levels are not the same when second mark points to the engine drain line.
checking the oil while stopped or while idling. 3. Operate the sump pump handle until the crank­
case is empty.
4. Close the valve to the engine crankcase drain
line.
Checking Oil Pressure Cleaning the Breather
Immediately after starting, and frequently during 1. Release the hose clamp and disconnect the
operation, observe the oil pressure gauge reading. fumes disposal tube.
The indicator should registerinthe NORMAL range. 2. Remove the breather assembly.

28
3. Wash the breather in solvent. 4. Apply a thin coat of clean oil to the gasket of the
4. Allow to drain dry and then wipe. new filter.
5. Inspect the gasket. Install a new gasket if
necessary.
6. Install the breather.
7. Connect the fumes disposal tube.

5. Install the new filter: Hand tighten the filter 3A

turn after the filter gasket contacts the base.
Use rotation index numbers, which are painted
on the filter can, as a guide for proper tightening.

Changing Oil Filter

1. Unscrew and remove the filter.

Filling the C r a n k c a s e
1. Fill the crankcase to the safe starting range on
the ENGINE STOPPED side of the dipstick. See
the Lubrication Specifications for refill capacity
and proper oil viscosity.

2. Be sure the old filter gasket did not remain at­

tached inside the filter base: Leaking will occur
between the new filter gasket and this old gas­
ket.
3. Wipe the filter base.

2. Start the engine and check for oil leaks.

3. After the engine is warm, check the oil level with
the engine idling.
4. Add oil if necessary to maintain the oil level at
the FULL mark on the ENGINE IDLING side of
the dipstick.

29
Fan Drive Bearings CAUTION
Never allow the jar to become empty. The start­
Lubricate the fan drive bearings with lubricating ing motor will be damaged by lack of proper
grease through one fitting, 1 or 2 strokes. lubrication.

Adjusting Oiler Feed

If necessary, adjust the oiler to release approxi­
mately four drops of oil per minute into the starting
motor air stream.
1. The engine must be operated long enough to
have the oil warm. Then stop the engine.
2. Move the governor control lever to the SHUT-
OFF position.
3. Push in on the air start control and crank the
engine.
4. Count the drops of oil released per minute into
the air stream.
a. Turn the needle valve (the uppermost knob on
Woodward PSG Governor the oiler) counterclockwise to increase the
Synchronizing Motor number of drops.
b. Turn the needle valve clockwise to decrease
Fill the oil cup on the synchronizing motor with the number of drops.
clean engine oil with same viscosity as used in the
engine.

Air Starting Motor

The motor oiler lubricates the vanes of the start­ Emptying Oil Collector Jar
ing motor with a fine oil mist as the motor is operat­
ing. Empty the oil collector jar whenever the jar be­
comes half full. The collector jar collects both the oil
When the oil jar becomes half empty, remove the after it has lubricated the starting motor vanes, and
oil filler plug and fill the jar with clean engine oil with the moisture condensation from the compressed
the same viscosity as used in the engine. air. Do not fill the oiler jar with this used oil.

30
Power Coupling Attachment Front/Rear Clutch Engaging Collar
Lubricate through 1 fitting—2 strokes.
Heavy Duty Clutch Main
Shaft Bearings
The heavy duty flywheel clutch main shaft bear­
ing is oil lubricated. The remaining bearings are
lubricated with grease.
Check the main shaft bearing oil reservoir level
with engine stopped. Maintain the oil level at the
FULL mark on the oil level gauge. Add oil through
the filler tube on top of the bearing cage housing,
Use the same type of oil as used in the engine
crankcase. See the OIL SPECIFICATIONS.

•'■■'.; Control Lever Shaft Bearings

Lubricate through 2 fittings—2 strokes.

To drain the reservoir:

Remove the drain plug located on the lower left
side of the shaft bearing reservoir. Drain and install
the drain plug. Fill to the FULL mark on the oil level
gauge. Install the filler cap.

l:*&.
Clutch Pilot Bearing
Lubricate sparingly through 1 fitting on end of
shaft. If fitting is not accessible, remove the plug on
the circumference of the shaft near the housing and
install a grease fitting. Reinstall plug after lubricat­
ing.
Enclosed Clutch Shaft Bearings
(Grease Lubricated)
Lubricate the shaft bearings through 1 fitting.

31
SR4 Generator Rear Bearing
Remove the three lower panels from the rear of
the generator and take out the grease fitting plugs.

Install the lower plug and wipe off excess grease.

Remove the fitting from the upper hole, start the
engine and allow the grease to expand from the
Install a grease fitting in the upper threaded hole. upper hole. Stop the engine, install the plug in the
Lubricate with grease until clean lubricant appears upper hole and wipe off excess grease. Reinstall
at the lower threaded hole. the three panels which were removed.

32
GENERAL MAINTENANCE
INSTRUCTIONS
These instructions are a review of many items Removal And Installation:
which a serviceman encounters in servicing and
Use a hoist to remove heavy components. Lift the
maintaining engines.
engine by using an adjustable lifting beam. All sup­
porting members (chains and cables) should be
parallel to each other and as near perpendicular as
possible to the top of the object being lifted.
Problem Analyzing: When it is necessary to remove a component on
In analyzing a system malfunction, use this sys­ an angle, remember that the capacity of an eyebolt
tematic procedure to locate and correct the prob­ diminishes as the angle between the supporting
lem. members and the object becomes less than 90°.
Eyebolts and brackets should never be bent and
1. Determine problem.
should only have stress in tension.
2. List possible causes.
3. Devise checks.
4. Conduct checks in logical order to determine
cause.
5. Consider remaining service life against cost of
parts and labor.
6. Make necessary repair.
7. Recheck.

Safety: Some removals require the use of lifting fixtures

Your safety and that of others is always the to obtain proper balance and to provide safe handl­
number one consideration when servicing or main­ ing.
taining engines. Safety is a matter of thoroughly
If a part resists removal, check to be certain all
understanding the job to be done and the applica­
nuts and bolts have been removed and that an adja­
tion of good common sense. It is not just a matter of
cent part is not interfering.
"do's" and "don'ts".

Disassembly And Assembly:

When servicing or repairing the engine, complete
Cleanliness: each step in turn. Do not partially assemble one part
The most important single item in assuring long and start assembling some other part. Make all ad­
engine life is to keep dirt out of vital working parts. justments as recommended. Always check the job
Precautions have been taken to safeguard against after it is completed to see nothing has been over­
this. Enclosed compartments, seals and filters have looked.
been provided to keep the supply of air, fuel, cool­
ant and lubricants clean. It is important that these
safeguards be maintained. Bolts And Bolt Torque:
Whenever fuel, lubricating oil, coolant lines or air Use bolts of the correct length. A bolt which is too
lines are disconnected, clean the point of discon­ long may "bottom" before the head is tight against
nection as well as the adjacent area. As soon as the the part it is to hold and cause failure. The threads in
disconnection is made, cap, plug or tape the line or the assembly can also become damaged when a
opening to prevent entry of foreign material. The "long" bolt is used.
same recommendations for cleaning and covering If a bolt is too short, there may not be enough
apply when access covers or inspection plates are threads to hold the part securely.
removed. Apply proper torque values to all bolts and nuts
Clean and inspect all parts. Be sure all passages when assembling Caterpillar equipment. When a
and holes are open. Cover all parts to keep them specific torque value is required, the value is given
clean. Be sure parts are clean when they are instal­ in the instructions. Tighten all other bolts and nuts
led. Leave new parts in their containers until ready for general usage or taperlock studs to the torque
for assembly. values given in the TORQUE SPECIFICATIONS.

33
Locks: Lubrication:
Lockwashers, flat metal locks or cotter pins are Where applicable, fill the compartments of the
used to lock nuts and bolts. components serviced with the amount, type and
Flat metal locks must be installed properly to be grade of lubricant recommended in the Lubrication
effective. Bend one end of the lock around the edge Instructions.
of the part. Bend the other end against one flat
surface of the nut or bolt head. Rust Preventive Compoung:
Clean the rust preventive compound from all
Always install new locks in compartments which
machined surfaces of new parts before installing
house moving parts.
them.
When installing lockwashers on housings made
of aluminum, use a flat washer between the Shims:
lockwasher and the housing. When shims are removed, tie them together and
identify them as to location. Keep shims clean and
flat until they are reinstalled.

Gaskets:
Be sure the holes in the gaskets correspond with
the lubricant passages in the mating parts. If it is
r^p1—^?"
necessary to make gaskets, select stock of the
5 proper type and thickness. Be sure to cut holes in
the right places. Blank gaskets can cause serious
damage.
When removed, always install new cylinder head
Lines And Wires: and manifold gaskets using recommended gasket
When removing or disconnecting a group of lines compound on head gaskets to allow uniform seal­
or wires, tag each one to assure proper assembly. ing.

34
 GENERAL TIGHTENING TORQUE FOR
BOLTS, NUTS AND TAPERLOCK STUDS
The following charts give the standard torque values for bolts, nuts
and taperlock studs of SAE Grade 5 or better quality. Exceptions are
given in other sections of the Service Manual where needed.

THREAD DIAMETER STANDARD TORQUE

inches millimeters lb. ft IM-m

Standard thread
pifmmmm/ Use these torques for bolts and nuts w i t h stan­
dard threads (conversions are approximate).

1/4 6.35 9+3 12±4

5/16 7.94 18+5 25 + 7
3/8 9.53 32 ±5 45 + 7
7/16 11.11 50 + 10 70 + 15
1/2 12.70 75 + 10 100 ±15
9/16 14.29 110 + 15 150 ± 20
5/8 15.88 150 ±20 200 ± 25
3/4 19.05 265 + 35 360 ± 50
7/8 22.23 420 + 60 570 ± 80
1 25.40 640 ± 80 875 + 100
1 1/8 28.58 800 ±100 1100 ±150
1 1/4 31.75 1000 ±120 1350 ±175
13/8 34.93 1200 ±150 1600 ±200
1 1/2 38.10 1500 ±200 2000 ± 275

Taperlock stud

Use these torques for studs w i t h Taperlock threads.

1/4 6.35 5±2 7±3

5/16 7.94 10±3 15±5
3/8 9.53 20 ± 3 30 + 5
7/16 11.11 30 ± 5 40+10
1/2 12.70 40 ± 5 ' 55 ± 1 0
9/16 14.29 60 ± 1 0 80 ± 1 5
5/8 15.88 75 ± 1 0 100 ± 1 5
3/4 19.05 110±15 150 ± 20
7/8 22.23 170 ± 2 0 230 ± 30
1 25.40 260 ± 30 350 ± 40
1 1/8 28.58 320 ± 30 400 ± 40
1 1/4 31.75 400 ± 40 550 ± 50
1 3/8 34.93 480 ± 40 650 ± 50
1 1/2 38.10 550 ± 50 750 ± 70
COOLING SYSTEM

Coolant Level Make-up water added without the proper propor­

tions of coolant corrosion inhibitor can cause
excessive lime deposits and corrosion.
Check the engine coolant daily with the engine
stopped and cool. CAUTION
1. Slowly turn the filler cap to the first stop to re­ Add coolant slowly to a hot engine to prevent
lease pressure. possible cracking or distorting the cylinder
head.
AWARNING
Be careful: If the engine is warm-steam may If a loss of coolant is noticeable, check for leaks in
spray outward under high pressure. the system. After filling the system, start the engine
and recheck the coolant level after normal operat­
2. Push the cap down and turn until the cap is ing temperature is reached. Running the engine at
released. operating temperature will permit the temperature
regulator to open and allow the coolant to circulate
through the entire system and purge air from the
engine.
If a permanent antifreeze solution is used in the
cooling system, either renew the rust inhibitor every
three months by adding Caterpillar Corrosion In­
hibitor, or drain the entire cooling system annually
and refill with fresh coolant solution.

Draining The Cooling System

To clean the cooling system or replace the cool­
ant solution, it is necessary to completely drain the
cooling system.
1. Stop the engine.
2. Slowly turn the pressure cap until the cap is
removed.
3. Maintain coolant level to the base of the fill pipe.
A WARNING
Be careful. If the engine is warm-steam may
spray outward under high pressure.

^IT-L I1111III Ill

3. Open the radiator drain valve.

Make-up coolant should be with water free as

possible from scale forming minerals (not sof­
tened water) and a permanent type antifreeze
containing rust inhibitor or a solution of water
and Caterpillar Corrosion Inhibitor. Follow the
recommendations given on the container.

Maintain a 3% concentration of Caterpillar Corro­

sion Inhibitor.

CAUTION
Do not use with Dowtherm 209.

36
4. Remove block and oil cooler drain plugs. Cleaning The Radiator (External):
Every 250 hours clean dirt and trash from bet­
ween the tubes of the radiator which may cause
excessively high operating temperature. Wash,
brush or blow the dirt out with whichever method is
available and most effective.

Cleaning The Cooling System (Internal):

Clean the cooling system periodically. Mineral
deposits can cause serious engine damage by re­
tarding the transfer of heat to the coolant. A deposit
of lime 1/32 inch thick insulates the same amount
as 2 inches of steel, reducing the heat transfer sub­
stantially. Loose scale and sediment deposited in
the cooling system will reduce circulation, resulting
in possible engine damage.
To clean, stop the engine when it is at normal
operating temperature and drain as quickly as pos­
sible.
Flush thoroughly, then fill with a solution of one
pound of Oxalic Acid or Sodium Bisulfate per five
gallons of water. Run the engine at operating temp­
erature one-half to one hour, then drain and flush
until water is clear. Fill with a solution of one-half
pound of Sal Soda per ten gallons of water and run
the engine ten minutes. Drain, flush and fill with
Draining Heat Exchanger water, adding coolant conditioner and the desired
Cooling System amount of antifreeze.

1. Stop the engine.

Cooling System Pressure
2. Slowly turn the heat exchanger pressure cap to
the first stop and release the pressure. A pressure relief cap on the radiator or expansion
tank controls the pressure of the cooling system
A WARNING and prevents the loss of coolant through the
Be careful. If the engine is warm-steam may radiator overflow tube.
spray outward under high pressure. Pressurizing the cooling system serves two pur­
3. Push the cap down and turn until the cap is poses. First, it permits safe operation at coolant
released. temperatures higher than the normal boiling point,
providing a margin of cooling for intermittent peak
4. Remove the drain plugs to drain tank, pump, loads. Secondly it prevents cavitation in the water
block and lines. pump, and reduces the possibility of air or steam
5. If the ambient temperature is expected to go pockets forming in the coolant passages. Proper
below freezing, drain the raw water line between operation of the pressure relief cap assembly is
the heat exchanger.and the raw water pump. essential. A pressure relief cap allows pressure
(and some water, if the cooling system is too full) to
escape when the pressure in the cooling system
exceeds the capacity of the pressure cap. Loss of
pressure will cause steam to form when coolant
temperature is above the normal boiling point.
The cooling system is designed to work under a
pressure of 4-7 PSI (7 PSI is recommended) to
allow a high heat transfer for size of radiator and fan
combination. In a pressurized system, a leaking
radiator cap allows loss of pressure and coolant.
For a simple check of cooling system pressure, in­
stall a pressure gauge in the radiator top tank and
RAW WATER PUMP DRAIN pressurize the system. Do this by either using an air

37
valve and external air supply, hand pump, or by remove the cap while the system is at operating
operating the machine until the coolant reaches temperature. Check coolant level only when cold.
operating temperature. System pressure should
rise to approximately 7 PSI, and any additional If the system does not hold pressure, find the
pressure should force air past the relief valve leak.
through the overflow opening. Do not allow pres­ Carefully inspect the radiator cap, seals, sealing
sure to exceed 10 PSI. The system should hold a surfaces and the top tank filler neck surface for
minimum pressure of approximately 7 PSI, and a damage.

mm;..
■ :*^- : >..:v:-^-;:__ RADIATOR CAP
PRESSURIZING THE SYSTEM Testing T h e T e m p e r a t u r e G a u g e
pressure must remain constant with the air supply
shut off or the engine running at a constant temper­ Remember that boiling point temperature and
ature. pressure go hand-in-hand and neither one can be
tested logically without considering the other. For
If the pressure isn't maintained, overflow loss can example, the effect of pressurization and altitude
occur as cooling system temperature rises. Do not on the boiling point of water is shown in the chart.

ALTITUDE COOLING SYSTEM PRESSURE

0 2 4 6 8 10 12 14 PSI
FEET lETERS
0,0 0,1 0,3 0,4 0,6 0,7 0,8 1,0 KG/CM 2
0.0 13.8 27.6 41.5 55.1 68.9 82.7 96.5 kPa
14,000 4300
12,000 3700 v\\
\ \ 1 \
10,000 3000
8,000 2400
6,000 1800
4,000 1200
2,000 600
SEA LEVEL 0 \ \

FAHRENHEIT 180 190 200 210 220 230 240 250

CELSIUS 82 88 93 99 104 110 115 121

DEGREES
BOILING POINT OF WATER

38
 If overheating and loss of coolant is a problem, a
pressure loss in the system could be the cause. If an
overheating condition is indicated on the tempera­
ture gauge and loss of coolant is not evident, check
the accuracy of the temperature gauge. Make this
check by installing a thermometer with a suitable
bushing into the cylinder head.
Start the engine. Partially cover the radiator to
reduce air flow and cooling. The reading on the
instrument panel gauge should agree with the read­
ing on the thermometer.

A WARNING
Use CAUTION when working around moving
parts with the engine running.
1. Remove the regulator from the housing.
2. Submerge the regulator and a thermometer in a
pan of water as shown.
3. Apply heat to the pan and stir the water to main­
tain uniformity.
4. Observe the opening temperature of the reg­
ulator.
If the regulator does not operate correctly, install
a new one.

.1 REGULATOR

CHECKING COOLANT TEMPERATURE -THbllMOMbTER

WITH THERMOMETER

Temperature Regulators
There is a temperature regulator located at the
front of each cylinder head. Cooling System Hoses
The opening temperature of the regulator (bench
test in atmospheric pressure) should be 175 ± 2°F Inspect all coolant hoses annually and replace if
(70 ± 2°C). The regulator should be fully open at they show signs of cracking or leaking. Periodically
approximately 197°F (92°C). replace all hoses, as it is many times difficult to
determine the condition of a water hose by visual
inspection and feel. Coolant hoses are expendable
items and periodic replacement is considered good
maintenance practice.

Air, Gases And Steam In The System

Incomplete or improper filling is a major cause of
air in the cooling system. Also, leaks in various
components such as the aftercooler, and hoses
allow air to enter the cooling system, especially on
the inlet side of the water pump.
Air in the system produces foaming or aeration
and affects water pump performance. The air bub­
bles insulate various parts of the engine from the
coolant, and hot spots form. As the air bubbles cir-

39
culate or break up, coolant contacts the hot sur­ Water Pump
faces, creating steam. The steam pockets have
basically the same effect as air bubbles, accelerat­ The water pump circulates the coolant through
ing the formation of more steam. Consequently, the aftercooler and oil cooler, the cylinder block,
coolant discharges through the overflow. cylinder head, and radiator. Poor coolant circula­
tion causes overheating. A badly corroded or worn
Exhaust gas leakage into the system causes simi­ water pump impeller, or even a loose impeller, re­
lar conditions. Exhaust gas can enter through inter­ duces circulation and efficiency.
nal cracks or defective cylinder head gaskets.
Every 2000 hours inspect the water pump and
Most of the causes can be checked by a visual rebuild as necessary, or install a rebuilt pump to
inspection, while others require disassembly or a reduce downtime to a minimum. Your authorized
simple test. dealer is familiar with worn replacement limits and
Air in the cooling system is one cause of overheat­ with disassembly and assembly procedures.
ing which can be located by a simple test known as
the "bottle test". The equipment required to per­
form such a test consists of a 1 pint bottle, a bucket Raw Water Zinc Rods (Salt Water Only)
of water, and a length of hose with an inside diame­
ter large enough to fit over the end of the radiator Salt water has a highly corrosive reaction with
overflow pipe. metal by a chemical action called "electrolysis". To
prevent this chemical action taking place, with parts
used in the raw water system, zinc plugs are placed
To Test in the raw water piping. Zinc is a relatively soft metal
Fill the cooling system to proper level. Wire open which reacts quite readily with the salt water. Thus,
the relief valve in the radiator cap. Install the by the deterioration of the zinc, the raw water sys­
radiator cap and tighten. Assemble the rubber hose tem parts are protected from corrosion.
over the end of the overflow pipe. The zinc rods must be inspected regularly and be
replaced as they become deteriorated. The zinc rod
plugs are painted red for easy identification.

Fan Belts
Examine the drive belts annually for wear and
replace if they show signs of wear. Loose or worn
pulley grooves cause belt slippage and low fan
speed. If fan belts are too loose, they vibrate
enough to cause unnecessary wear on the belts and
pulleys and possibly slip enough to cause overheat­
ing.
If one belt in a set requires replacement, always
install a new matched set of belts-never replace just
the worn belt. If only the worn belt is replaced, the
new belt will carry all the load-as it will not be
stretched as much as the older belts-and all the
Start the engine and operate it at high idle speed belts will fail in rapid succession.
for at least five minutes after the engine reaches
operating temperature. Block off part of the air flow
through the radiator to maintain operating tempera­
ture. After the temperature has stabilized and all
expansion air has vented out, place the loose end of
the hose in the water filled bottle which is inverted in
the bucket of water. If it takes less than a minute to
displace the water in the pint bottle, leakage into the
cooling system is excessive.
Loose precombustion chambers, faulty precom-
bustion chamber seals, a loose cylinder head, or a
damaged head gasket are possible causes of air in
the cooling system. In any case, the cause should
be corrected immediately. BELT TENSION

40
Adjustment:
Check new belts for adjustment after the first 10
FUEL SYSTEM
hours and every 250 hours thereafter. To check
belts-apply 25 lbs. (11.5 kg) force midway between
pulleys. Correctly adjusted belts will deflect Vz inch C a r e Of T h e Fuel S u p p l y
(12.5 mm) to 3A inch (19 mm) for the first check.
Maintain later adjustments at 7/8 inch (23 mm). Too much emphasis cannot be placed on the im­
portance of using only clean diesel fuel. It is impor­
tant to buy clean fuel and keep it clean. The best fuel
can be rendered unsatisfactory by inadequate stor­
age facilities or careless handling.
Effort should be constantly expended to prevent
To Adjust: contamination of the fuel. An important step is to
Loosen the lockbolts on the fan pulley adjusting reduce the number of times the fuel must be hand­
bracket and adjust fan pulley with the adjusting bolt. led. When the fuel can be delivered by the dis­
After belt tension is correct, tighten lockbolts. tributor to storage tanks and then pumped from the
storage tank to the diesel fuel tank, the handling is
Readjust alternator belt tension and tighten ad­ reduced to a minimum.
justing nuts.

C a r e Of T h e Diesel Fuel T a n k

Fill the fuel tank at the end of the day, because the
incoming fuel will drive out the moisture-laden air
and prevent condensation. The strainer in the fuel
tank filler opening should be removed and cleaned
regularly.

Draining Fuel T a n k Sediment A c c u m u l a t i o n

Open the drain cock and drain off any sediment or

water which may accumulate in the fuel tank before
starting the engine. In temperatures below freez­
ing, drain shortly after the engine has stopped to
prevent water freezing in the bottom of the tank and
Aftercooler other low points in the system.

Some engines may be equipped with an after-

cooler. The aftercooler is a simple device resembl­
ing a small radiator core. Water from the engine
passes through the core tubes. Engine inlet air, Fuel Filtering System
warmed by the turbocharger compressor is directed
through the core and around the tubes. Since the As either the primary fuel filter element or the final
temperature of the water is lower than the air, the air fuel filter element gradually become clogged with
is cooled as it leaves the aftercooler and becomes foreign material, lack of horsepower will be noticed
more dense as it enters the intake manifold. This and the position of the fuel gauge indicator will work
means more air (oxygen) is available for combus­ back from the original position in the NORMAL (g-
tion, resulting in more fuel being burned and more reen or approximately 30 PSI) range to the OUT
power produced. (red or approximately 20 PSI) range. Every 250
hours or when the indicator shows in the OUT (red)
One degree increase in inlet air temperature in­ range, the metallic primary fuel filter element (if
creases exhaust temperature approximately three equipped) should be removed and washed. If the
degrees. Restrictions to either coolant or air flow indicator still shows in the OUT (red) range, the final
reduce aftercooler efficiency and severly affect the filter element should be replaced with a Caterpillar
engine and cooling system. filter element. Other make fuel filters may not meet
When engine is being rebuilt, remove the after- filtering or capacity requirements. See the topics,
cooler and clean core, water and air passages. PRIMARYFUELFILTER and FINAL FUEL FILTER.

41
Primary Fuel Filter (Optional) 3. Clean the gasket sealing surfaces on the filter
bases.
To remove the filter element, stop the engine and
shut off the diesel fuel tank valve. Loosen the nut on
the filter cover and lowerthe filter case. Remove the
element and wash in clean solvent or diesel fuel.
Reinstall the element.

4. Lubricate the new filter gasket with clean diesel

fuel.
ELEMENT

CASE

Final Fuel Filter CAUTION

Do not pour fuel into the new filter element be­
The filter element collects and holds contamin­ fore installing. Prime the system as instructed
ants and cannot be washed or otherwise restored. in the topic, PRIMING THE FUEL SYSTEM.

To remove the used filter, proceed as follows: 5. Tighten the filter by hand until the gasket con­
1. Stop the engine and close the diesel fuel line tacts the base, then tighten 1/2 to % turn more.
valve (if equipped). 6. Start the engine and run at 1000 rpm for several
2. Unscrew and remove filter. minutes and checkfor leaks. If the engine fails to
start, prime the fuel system. See the topic TO
PRIME THE SYSTEM.

42
Keep New Fuel Filters On Hand Fuel Injection Equipment
Extra filters should be kept on hand for replace­ When improper fuel injection is affecting engine
ment. Always keep filters wrapped in their original operation, a systematic check should be made to
carton to insure against dust and dirt accumulation determine the cause. The most likely cause is dirt or
which will shorten the life of the filters or may cause water in the fuel. Drain the sediment from the fuel
damage to the fuel injection equipment. tank. Check the fuel pressure gauge as mentioned
in the topic, FUEL FILTERING SYSTEM. Replace
To Prime The System the filters if necessary. Then prime the fuel system
until clean fuel reaches the fuel injection pumps. If
If air is trapped in the fuel system, the diesel the fuel system is air bound, priming the system will
engine will either not start, or will misfire. Then it is overcome the difficulty.
necessary to prime the system.
If the engine is running irregularly, smoking, or
The fuel priming pump is mounted on the fuel filter
knocking, a fuel injection valve may not be spraying
base. If the fuel filter is changed or if the engine has
the fuel properly.
run out of fuel, prime the fuel system as follows:
Direct Injection System
The fuel system of direct injection engines is es­
sentially the same as precombustion chamber en­
gines. The absence of the precombustion chamber
requires a different fuel nozzle and adapter. Exter­
nally the direct injection fuel nozzle resembles the
precombustion chamber nozzle except it is longer
in length. Nozzle testing and replacement proce­
dure is the same as illustrated for the precombus­
tion chamber engines, except that an extracting tool
is used to remove the fuel nozzle and adapter. The
seal on the adapter should be inspected and re­
placed if damaged.
1. Be sure the fuel line valve is open and the en­
gine shutoff control is off.
Precombustion Chamber
2. Unlock the fuel priming pump.
Injection System
3. Operate priming pump until increased resis­
tance is felt. Testing Fuel Injection V a l v e s
4. Lock fuel priming pump.
Whenever an engine performs in such a manner
If the engine fails to start or continues to misfire or that a fuel injection valve is suspected of causing
smoke, further bleeding is necessary. With engine trouble, test all fuel injection valves. To test the
running, or with the use of the priming pump, loosen injection valves: Loosen the fuel injection line nut at
fuel line nuts, one at a time, several times in suc­ the fuel injection pumps, one at a time, while the
cession and allow fuel to run until free of air bub­ engine is running. When a nut is loosened and the
bles. Tighten fuel line nuts. exhaust smoking is completely or partially elimi­
nated and the irregularity in running is not affected,

LOOSENING FUEL INJECTION LINE LOOSENING FUEL INJECTION LINE

TO BLEED SYSTEM NUT TO TEST VALVE

43
 this identifies the probable location of a defective Installing Fuel Injection Valves
valve and a new one should be installed in that
cylinder to definitely determine if the valve removed Before installation of a fuel injection valve, be
was defective. Never wire brush or scrape a fuel sure the wrench is clean. Install the fuel injection
injection nozzle assembly as this will damage the valve in the following manner.
finely machined orifice. Your authorized dealer has 1. Screw the valve body into the fuel injection
the proper tools for cleaning and testing fuel injec­ valve nozzle assembly only finger tight.
tion valves. 2. Insert the nozzle assembly and valve body as a
unit into the precombustion chamber opening.
Turning the body in a clockwise direction and at
the same time pressing down will assure align­
ment of the serrations.
Remove Fuel Injection Valve
Clean dirt from around the valve cover and re­
move. Before removing an injection valve, clean the
dirt from around the valve and line connections.
Disconnect the lead wire from the glow plugs. (If so
equipped)
Loosen the fuel injection line at the valve housing
and disconnect it from the valve. Immediately install
plugs to prevent dirt from entering the fuel injection

3. Install the retainer nut and tighten to a torque of

55 Ib.ft. (7.6 mkg) to prevent leaks between the
nozzle assembly and the nozzle assembly
seats.

line. Remove the valve retainer nut and lift out the
fuel injection nozzle assembly and body as a unit. If
the fuel injection valve will not be immediately in­
stalled, caps should be put on the valve body to
prevent dirt entering the valve assembly.
INSTALLING RETAINER NUT

CAUTION
Do not overtighten. Use torque wrench.
4. Connect the fuel injection line and tighten the
nuts.

Fuel Injection Pumps

To check or replace fuel injection pumps, to
check fuel injection timing, injection pump lifter set­
ting, fuel rack setting and governor adjustments, it
is recommended they be performed by an au­
thorized dealer.

- -44 -„3&, "

 AIR INDUCTION AND
EXHAUST SYSTEMS
Governor Air Cleaners (Caterpillar
Dry-type Air Cleaners Only)
Check the engine high and low idle RPM at the
first oil change period and every 1,250 service Regular service intervals, along with close visual
hours thereafter. To check, remove tachometer inspection of the air cleaner, are necessary for
drive cable (or cap) from the tachometer drive hous­ proper cleaning of the engine inlet air. The service
ing in front of the fuel pump housing. See the infor­ interval will vary with the weather and working con­
mation plate on the engine for engine RPM. It is ditions. Where dust conditions are severe, it will be
recommended this adjustment be made by an au­ necessary to service the air cleaner frequently. In
thorized dealer. damp weather and other conditions of little or no
dust, the service interval can be extended.
NOTE
Tachometers on the panel are usually not sufficiently ac­ To extend the service life of the element, the
curate to check high and low idle engine RPM. Always use exhaust and air cleaner inlet pipes should be ar­
an accurately calibrated tachometer. ranged so that exhaust and/or oil fumes do not
enter the engine air cleaner.
Visual inspection of the gaskets and seals is im­
portant in keeping dust from bypassing the air
cleaner. Any dirt allowed to enter, accelerates wear
throughout the engine. If the condition of any of the
replaceable seals and gaskets is questionable, re­
Air-Fuel Ratio Control place them. If the sealing ends of the filter element
or the element pleats are damaged, replace the
The air-fuel ratio control is a device to control the element.
smoke emission of an engine during its operation
when low inlet manifold pressure exists. Extra filter elements should be kept on hand for
replacement or for use in the air cleaner while the
Low inlet manifold pressure occurs during opera­ element that was removed is being cleaned.
tion at low torque output. During this type of opera­
tion the air-fuel ratio control regulates the maximum The air service cleaner indicator is connected to
fuel injected into each cylinder. If the controlling the air inlet pipe between the air cleaner and the
diaphragm within the air-fuel ratio control should turbocharger. It contains a red marked piston,
rupture, the fuel system will be restricted the same which gradually rises with restriction to the air flow.
as it would be with low inlet manifold pressure. Slow When the entire piston is visible it will lock in this
engine response and low power may indicate a position. This indicates a need for air cleaner ser­
need for adjustment or repair. Authorized dealers vice. The piston will remain in this position whether
are equipped with the necessary tools, personnel or not the engine is running. After servicing the air
and procedures to perform these service. cleaner, reset the piston by depressing the plunger
in the bottom of the indicator.

AIR CLEANER SERVICE INDICATOR

45
 Excessive engine exhaust smoke and/or loss of 5. Remove the covering from the air inlet opening.
power may indicate the need for servicing the air 6. Install the element.
cleaner. Never service the air cleaner while the en­
gine is running. CAUTION
Install the air cleaner element as shown in the
illustration. Note the arrows indicating air flow
on the side of the element, and the position of
Single Stage Air Cleaner the gasket.
Changing Filter Element
CAUTION
Service the air cleaner with the engine stopped.

1. Remove the air cleaner cover and element.

7. Install the air cleaner cover.

8. Reset the service indicator button by pushing
on the reset button.
9. Clean the used air cleaner element. See the
instructions for cleaning.

2. Cover the air inlet opening to prevent foreign

objects from entering the engine.
3. Clean the inside of the air cleaner cover and the
air cleaner body.

Cleaning Filter Elements

Cleaning Elements With Air
"I.Use clean, dry air—30 PSI (2 kg/cm 2 )
maximum. Hold the nozzle at least one inch from
4. Inspect the replacement element for damage the element and at a slight angle.
and cleanliness.
NOTE
A WARNING
Have a replacement element on hand to install and use When using pressure air, wear safety glasses
while cleaning the dirty element. This will save you down and protective clothing. Use no more than 30
time. PSI (2 kg/cm2) pressure.

■' 46
o 2. Direct the air stream along the complete length
of each pleat on the CLEANEST side of the ele­
ment. (This will loosen the dirt from the dirtier
side.)
Inspecting Cleaned Elements
Place a lighted electric bulb behind the cleaned,
dried filter element. Carefully check each pleat for
holes or tears. If just one small hole or tear is found,
3. Blow the loosened dirt from the DIRTY side. discard that element and install a new element.
4. Direct the air from the CLEAN side through to Storing Cleaned Elements
the DIRTY side to remove dirt blown into the
pleating. 1. Wrap usable elements in heavy paper.
2. Store the wrapped element in a dry, clean place.

Dust Collector Cap

Servicing Dust Collector Cap
1. Remove the cap from the air cleaner inlet.
2. Clean the bottom grill using pressure air
(maximum 30 psi — 2.0 kg/cm 2 ), or low sudsing
detergent and water. Install the cap.

WARNING
Protective eye glasses must be worn when
using pressure air.
Cleaning Elements With Water
1. Use clean water at no more than 40 psi (3 kg/
cm 2 ). Do not use a nozzle. Valve Adjustments
2. Direct the water along the complete length of
each pleat on the CLEAN side of the element. There are two rocker arms per cylinder, one
rocker arm for the two exhaust valves and one
3. Direct water along the complete length of each rocker arm for the two inlet valves. Each pair of
pleat on the DIRTY side of the element. valves is connected by a bridge which is actuated by
4. Rinse the CLEAN side of the element. the rocker arm. The valves in each pair are adjusted
simultaneously by the adjusting screw in the rocker
5. Allow the cleaned element to dry thoroughly. arm.
Check the bridge and valve adjustment with the
engine stopped.

ADJUSTING ROCKER
ARMS ADJUSTING
SCREW
SCREW

Cleaning Elements With Detergent

1. Wash both sides of the element in a solution of
warm water and non-sudsing detergent.
2. Rinse the CLEANEST side of the element with
clean water 40 psi (3 kg/cm 2 ) maximum along
with the complete length of each pleat.
3. Rinse the opposite side of the element along the
complete length of each pleat. EXHAUST VALVE INLET VALVE
BRIDGE BRIDGE
4. Rinse the first side again to remove all loosened
dirt.
5. Allow the cleaned element to dry thoroughly.

47
 Clean the dirt from the base of the valve covers VALVE LOCATION
and then remove covers. Remove the plug from the
timing hole, timing bolt and access cover. Rotate m EXHAUST
the flywheel in the direction of engine rotation until • .030" (0.76mm)
the timing bolt can be installed in the flywheel and
the No. 1 piston is on compression stroke. INTAKE
O .015" (0.38mm)
3412 3408
.11 9_!_7 5 3 1

— 1
o ooioo oo
r*
o
oooooo

12 10
TIMING BOLT LOCATION
Bridge Adjustment
Check the bridge adjustment screw and locknut
for tightness. If the adjusting screw and locknut are
tight, proceed with the valve lash adjustment. If the
bridge adjusting screw can be turned with a screwd­
river without holding the locknut, the bridge re­
quires adjustment. The bridge adjustment must be
NOTE made before the valve lash is checked for proper
The flywheel can be rotated with an engine turning tool clearance.
(9S9082). Remove the access cover and install the engine
turning tool in the access hole so it engages the flywheel Make bridge adjustment as follows:
ring gear. Turn with a ratchet handle.
1. Back off adjusting screw several turns (coun­
terclockwise) making sure it is not in contact
with the valve stem.
2. Firmly press straight down on the rocker arm
above point of contact with bridge.

INSTALLING ENGINE TURNING TOOL

ADJUSTING BRIDGE
Both the inlet and exhaust valves will be closed Turn the adjusting screw clockwise until contact
on compression stroke. First check the bridge ad­ is made with the valve stem, then turn the adjust­
justment and then the valve lash adjustment. ing screw an additional 30° or 1/12 turn (Vfe the
distance between the two points on the locknut).

48
4. Hold the adjusting screw in this position and
v
tighten the locknut to 20 lb. ft. (27.2 N m).

3. After proper adjustment, tighten the adjusting

TIGHTENING ADJUSTING screw locknut to 22 lb. ft. (29.9 N-m) and re-
SCREW LOCKNUT check lash clearance.

Valve Adjustment
After checking the bridge adjustment, make the
valve lash adjustment.
1. With No. 1 piston atTDCon compression, check
valve lash between the bridge and rocker arm.
See chart for cylinder and valve adjusting sequ­
ence.
2. To adjust, loosen valve adjusting locknut and
turn adjusting screw to allow feeler gauge to
pass between top of bridge and the valve rocker
arm. Set the inlet valve lash at .015" (0.38 mm)
and exhaust valve lash at .030" (0.76 mm).

3408 VALVE ADJUSTING SEQUENCE

NO. 1 PISTON TDC NO. 6 PISTON TDC
ON COMPRESSION ON COMPRESSION
VALVES LASH ADJUST VALVES ADJUST VALVES
EXHAUST .030" (0.76 mm) 1-3-4-8 2-5-6-7
INLET .015" (0.38 mm) 1-2-5-7 3-4-6-8

3412 VALVE ADJUSTING SEQUENCE

NO. 1 PISTON TDC NO. 6 PISTON TDC
ON COMPRESSION ON COMPRESSION
VALVES LASH ADJUST VALVES ADJUST VALVES
EXHAUST .030" (0.76 mm) 1-4-5-8-9-12 2-3-6-7-10-11
INLET .015" (0.38 mm) 1-3-4-6-7-12 2-5-8-9-10-11

49
4. Turn flywheel 360° in direction of engine rota­
tion. Align flywheel timing bolt with the timing
hole in the flywheel.
3408—No. 6 Cylinder will be at TDC on com­
pression stroke (all valves closed)
3412—No. 11 Cylinder will be at TDC on com-
ression stroke (all valves closed).
5. Check lash and adjust as necessary on all re­
maining valves, see valve adjusting sequence
chart.
6. Tighten locknut and recheck lash clearance.
7. Remove engine turning tool and install timing
access cover, timing bolt and plug.
CHECKING AIR INLET FOR RESTRICTION
Check Valve Rotation: After checking valve lash
and before the valve covers are installed, check the Restriction of the exhaust system (back pres­
valves for rotation. sure) is measured with a differential pressure
gauge or manometer. This pressure difference is
1. Mark a line on each valve retainer. measured between the turbocharger outlet and
2. Start the engine and run at low idle. ambient air and should be no more than 20 inches
3. Watch the line mark on each valve retainer. (645 mm) of water. An exhaust pressure tap is pro­
Each valve retainer should turn slightly each vided in the turbocharger outlet elbow. This check
time the valve closes. If they do not turn, contact should be performed with the engine at operating
your Caterpillar dealer. temperature and developing full rated power.

CHECKING EXHAUST SYSTEM

BACK PRESSURE
4. Stop the engine.
5. Inspect the valve cover gasket and install a new
one as necessary. Install the valve cover.
Crankcase Pressure
Restriction Of Air Inlet
And Exhaust Excessive crankcase pressure can be a result of
combustion gas/leaking past broken or damaged
If an air inlet restriction is suspected in the piping pistons, worn cylinder liner walls and/or piston
or air filter element, check with a differential pres­ rings. This condition will usually be accompanied by
sure gauge or manometer. Remove the air cleaner irregular engine operation and excess fumes from
service indicator and connect differential pressure crankcase breather opening. This pressure can
gauge or manometer in the service indicator con­ cause the breather element to become restricted in
nection. The air inlet piping or air cleaner should not an unusually short time. In addition, it can cause
restrict air flow more than 30 inches (762 mm) of engine oil to leak past gaskets and seals that would
water difference in pressure. function properly under normal conditions.

50
 Radial clearance can also be checked with a dial
Turbocharger indicator. Remove the oil return line from the tur­
Every 4000 hours or if any unusual sound or vib­ bocharger. Attach a dial indicator with an extension
ration in the turbocharger is noticed, a quick check indicator point long enough to contact the shaft
of bearing condition can be made without disas­ through the oil return hole. Make sure the contact
sembling the turbocharge. This can be done by re­ point is centered on the shaft (highest indicator
moving the piping from the turbocharger and in­ reading). Raise both ends of the shaft all the way
specting the compressor impeller, turbine wheel then push down in the opposite direction. Total
and compressor cover. Rotate the compressor and movement of the indicator should be between .005
turbine wheel assembly by hand and observe by in. (0.13 mm) and .009 in. (0.23 mm). If radial clear­
feeling excess end play and radial clearance. The ance exceeds .009 in. (0.23 mm) or minimum clear­
rotating assembly should rotate freely with no rub­ ance is under .005 in. (0.13 mm) the turbocharger
bing or binding. If there is any indication of the should be disassembled and the bearings checked.
impeller rubbing the compressor cover or the tur­
bine wheel rubbing the turbine housing, recondition NOTE
the turbocharger or replace with a new or rebuilt Care must be taken not to cock the shaft or a false reading will be
obtained.
one.
End clearance is best checked with a dial indi­
cator. Attach a dial indicator with the indicator point
on the end of the shaft. Move the shaft from one end
to end making note of the total indicator reading.
End play should be between .003 in. (0.076 mm)
and .008 in. (0.203 mm). If end play exceeds .008 in.
(0.203 mm) rebuild or replace the turbocharger.
End clearance less than .003 in. (0.076 mm) could
indicate build-up on the turbine wheel and should
be disassembled for cleaning and inspection.

CHECKING THE TURBOCHARGER

RADIAL CLEARANCE

If a turbocharger fails, try to determine cause of

failure and eliminate before installing a rebuilt or
new turbocharger. When installing a new or rebuilt
turbocharger always perform the following steps:
CHECKING TURBOCHARGER ROTATING A. Inspect the air induction and exhaust system for
the presence of foreign particles which could re­
ASSEMBLY END PLAY sult in repeat failure.
A more reliable check of bearing condition can be B. Change the air cleaner element.
made only when the turbocharger is disassembled C. Change the oil filters.
and the bearings, shaft journal and housing bore D. Drain and refill the engine crankcase.
diameters can actually be measured. This service is E. Pre-lubricate the replacement turbocharger by
available from an authorized dealer. filling the center housing with oil.

51
ELECTRICAL SYSTEM
The following topics describe care and mainte­ Thoroughly rinse the battery and battery tray with
nance of the electrical system components. These clean water. Apply grease to the battery cable
components functioning together produce the clamps and terminals and to all threads.
energy needed for operating the electrical equip­
ment on the engine and each is dependent upon the
others for satisfactory operation. In the event of Testing T h e Electrolyte Solution
failure or improper operation, it is essential to check The general condition of a battery can be deter­
the entire electrical system as a defect in one com­ mined by measuring the specific gravity of the elec­
ponent can cause damage to another. trolyte solution and adjusting the reading to 80°F
Many electrical system problems can be traced to (27°C). If the electrolyte level is too low to allow
loose or corroded connections. Keep connections taking a hydrometer reading, add make-up water to
tight and make sure the wiring insulation is in satis­ the correct level and then charge the battery 2 to 4
factory condition. Most of the electrical system test­ hours before taking a reading.
ing can be performed while the components are on 1. Insert the hydrometer into a cell. Fill the hyd­
the engine. It should be remembered, if a malfunc­ rometer barrel while holding it vertically. The
tion is found on test, the component must be re­ float must not drag on the wall of the barrel.
moved for further testing, repair or replacement.
2. Read the hydrometer:
NOTE 1.265- 100% charged
Some installations may have electrical components not 1.225 - 75% charged
furnished by Caterpillar. Consult the manufacturer's man­ 1.190 - 50% charged
ual for maintenance procedure. 1.155 - 25% charged
1.120 - Discharged
1.000-Water
3. Test each cell in the same manner.
Battery 4. If there is more than .050 (50 gravity points)
variation between the highest and lowest read­
Every 250 hours check the electrolyte level of
ing, the battery should be replaced.
each cell and the general condition of the battery.
Maintain the electrolyte level to the base of each 5. Adjust the readings to 80°F (27°C).
vent well. The make-up water must be one of the a.For every 10°F (5.5°C) the electrolyte temper­
following (in order of preference): ature is above 80°F (27°C), add .004 (4 gravity
1. Distilled water. points) to the specific gravity readings.
2. Odorless, tasteless drinking water.
b. For every 10°F (5.5°C) the electrolyte temp­
3. Iron free water.
erature is below 80°F (27°C), subtract .004 (4
gravity points) from the specific gravity read­
A WARNING
ing.
Never add acid or electrolyte.
The corrected reading is of most importance dur­
Cleaning Battery ing cold weather when the hydrometer reading is
always corrected to a lower specific gravity reading.
Mix a weak solution of baking soda and water. A low reading signifies the battery has less availa­
Apply the solution with a soft bristle brush. Be care­ ble power to crank the engine and that booster bat­
ful not to get cleaning solution into the battery. teries may be required.

CLEANING BATTERY TERMINALS TESTING ELECTROLYTE SOLUTION

52
Installing Battery 1. Connect positive charger clamp to positive bat­
tery terminal.
1. Be sure the battery tray is clean and free of 2. Connect negative charger clamp to negative
foreign objects. battery terminal.
2. Be sure terminal posts and cable clamps are 3. Connect charger power cord to proper outlet.
clean.
4. Allow battery to charge slowly.
3. Place the battery in the tray. Tighten the hold
down clamps evenly until the battery is snug. Do CAUTION
not overtighten. If battery is charged too rapidly, the battery will
4. Connect the "hot" terminal first. Be sure the top be damaged.
of the cable terminal is pushed down even with
the top of the terminal post. Tighten the clamp 5. Afterthe battery is charged, disconnect charger
firmly. power cord from outlet; remove charger clamp
from negative battery terminal; remove charger
^ WARNING clamp from positive battery terminal.
Always connect the " h o t " terminal f i r s t to
minimize arcing. Otherwise injury or damage
could result.

5. Connect the "grounded" terminal last. Be sure

the top of the cable terminal is pushed down
even with the top of the terminal post. Tighten
the clamp firmly.
6. Apply a thin coating of grease over the cable
clamps, terminals and hold down fasteners.
Connecting Booster Batteries

C h e c k i n g C h a r g e Rate CAUTION
1. After starting the engine, the ammeter indicator Keep red and black terminals from touching
should register to the right of zero, but should each other.
never be "pegged".
2. After the engine has been running, the indicator +
should be just to the right of zero.
If the indicator remains far to the right of zero, or
remains to the left of zero with an increase of el
engine speed, have the electrical charging sys­
tem checked.

a * $ - - ■

24 VOLT STARTING USING

12 VOLT BATTERIES

Charging the Battery

A WARNING
Never smoke near the area where batteries
are being charged. Hydrogen gas is given off
a t each vent cap during charging. Hydrogen 24 VOLT STARTING USING
mixed with air is highly explosive. 6 VOLT BATTERIES

53
 3. Keep the battery warm when not in use. In an
unheated area, the heat from a lighted electric
bulb is usually sufficient.
CAUTION
Use only a shop cord with a heavy wire guard
around the light bulb.

Do not lay a lighted bulb directly on a battery

30 VOLT STARTING USING case; the heat at point of contact could melt the
6 VOLT BATTERIES battery case.
Do not lay cloth or flammable material in contact
1. Remove all filler caps from all batteries before with a lighted bulb; charring and/or fire could
connecting jumper cables. result.
2. Connect red jumper cable to "hot" terminal of 4. Use starting aids as instructed for starting the
booster battery. engine.
3. Connect black cable to "ground" terminal of 5. Use booster batteries as required. Connect the
booster battery. batteries as instructed below.
4. Connect other end of red cable to "hot" terminal 6. If a battery is not going to be used for a period of
of engine battery. time, be sure the battery is fully charged while
stored. Use a battery hydrometer to check the
5. Connect other end of black cable to the starter specific gravity of each cell, and use a battery
ground terminal, if equipped with a starter to charger to keep the battery charged. See the
ground cable. instructions below.
If the starter is not grounded with a cable, attach
the black cable terminal to a good ground on the
engine or engine frame, at a point away from, Voltage Test (After Load)
and below the battery. A load test should be made on a battery that dis­
charges very rapidly when in use. To do this apply a
6. Start the engine using starting aids as in­ resistance of three times the ampere/hour rating of
structed in the Operation Instructions. the battery across the battery main terminals. Allow
the resistance to discharge the the battery for 15
seconds and immediately test the battery voltage. A
Disconnecting Booster Batteries 6 volt battery in good condition will test 4.5 volts; a
As soon as engine starts: 12 volt battery in good condition will test 9 volts and
a 24 volt battery will test 18 volts.
1. Disconnect black jumper cable from engine.
2. Disconnect red jumper cable from engine. Starter
3. Disconnect black cable from booster battery.
No periodic service is indicated for the electric
4. Disconnect red cable from booster battery. starter brushes between general reconditioning
5. Charge booster batteries to full capacity with a periods. The brushes should only be inspected after
battery charger. removal of the starter from the engine and removal
of the commutator end bearing frame. The electric
starter commutator end and drive end bearings are
equipped with wicks for lubrication purposes. The
wicks should be saturated with oil whenever the
Cold Weather Battery electric starter is removed or disassembled.
Maintenance It is suggested that cleaning and reconditioning
General Maintenance be entrusted to your authorized dealer.

1. After adding make-up water, charge the battery. Pinion Clearance Adjustment
The added water could dilute the electrolyte
enough without charging to cause freezing and Whenever the solenoid is installed, the pinion
. permanent damage to the battery. clearance should be adjusted. The adjustment
2. Keep the batteries fully charged either by should be made with the starting motor removed.
operating the charging system or by using a bat­ Bench test and adjust the pinion clearance at
tery charger. installation of solenoid as follows:

54
 Charging System
BATTERY Alternator Regulator
The alternator regulator is adjusted at the factory
FLASHING for average operating conditions and may require
POINT readjustment to provide the proper charging rate for
the particular operating conditions.
The condition and state of charge of the battery at
each regular inspection will indicate if the alternator
is operating efficiently. An adjustment is necessary
SW TERMINAL
when the battery is always in a low state of charge or
an excessive amount of water must be added to the
CIRCUIT FOR CHECKING AND ADJUSTING battery (more than one ounce of water per cell per
PINION CLEARANCE week or per every 50 service hours).
1. Install the solenoid without connector from the When the alternator is either charging the battery
MOTOR terminal on solenoid to the motor. too much or not enough, an adjustment can be
made to the alternator charging rate.
2. Connect a battery, of the same voltage as the
solenoid, to the terminal marked SW.
3. Connect the other side of battery to ground ter­
minal or to solenoid frame.
SHAFT NUT
Alternator Regulator (Delco-Remy)
PLUG To make an adjustment to the voltage output,
remove the voltage adjustment cap (1) from the
alternator, turn the cap 90°, and install it again into
the alternator. The voltage adjustment cap has four
positions: HI, LO, and two positions between the
high and the low setting.

/
CLEARANCE

ADJUSTING PINION CLEARANCE

MOMENTARILY flash a jumper wire from the
/
solenoid terminal marked MOTOR to the frame
or ground terminal. The pinion will shift into »
cranking position and will remain there until the ^
battery is disconnected.
Push pinion towards commutator end to elimi­
nate free movement.
Pinion clearance should be .36 in. (9.14 mm).
Adjust clearance by removing plug and turning
shaft nut.

Alternator Regulator (Motorola)

To make an adjustment to the voltage output,
remove the cap (1) from the alternator regulator and
change the regulator adjustment with a screwd­
river.

To increase the voltage turn the adjustment

screw clockwise. The adjustment screw under the
cap (1) has five positions (number 1 is the last posi­
ADJUSTING PINION CLEARANCE tion clockwise).

55
 the pulleys. Correctly adjusted belts will deflect V2
in. (12.5 mm) to 3A in. (19 mm) for the first check.
Maintain later adjustments at 7/8 in. (23 mm).
To adjust, loosen mounting bolts and locknut on
adjusting bolt. Turn adjusting nuts to increase or
decrease alternator belt tension. Tighten locknut
and mounting bolts.
If belts are operated too loose they will slap caus­
ing unnecessary wear to the belts and pulleys. Belt
slipping may cause the alternator to operate at a
below normal rate and possible failure of the elec­
trical system.
If the belts are too tight, unnecessary stresses
Adjustment
1 2 3 4 5
are placed upon the pulley bearings and belts which
Position might shorten the life of both.
Regulator 29.25 28.6 28.0 27.4 26.8 ALTERNATOR BELT ADJUSTMENT
Voltage ± .35 ± .3 ± .3 ± .3 ± .3

Never operate the charging alternator' with an

open circuit between it and battery.
CAUTION
Do not attempt to polarize the alternator. If an
accidental connection is made between the " + "
terminal and either one of the "F" terminals on
the alternator, the rectifiers in the alternator and
the transistors in the regulator will be damaged.
Alternator Belts
Every 250 hours examine the drive belts for wear Glow Plugs
and replace if they show signs of wear.
If one belt in a set requires replacement, always Testing Glow Plugs
install a new matched set of belts-never replace just Glow plugs can be checked with an ammeter.
the worn belt. If only the worn belt is replaced, the Disconnect the wire lead from the glow plug termi­
new belt will be carrying all of the load-as it will not nal on the HEAT-START switch. Install an ammeter,
be stretched as much as the older belts-and all of in series, between the disconnected lead and the
the belts will fail in rapid succession. terminal on the switch. Observe the ammeter with
the HEAT-START switch turned to the HEAT posi­
Adjustment tion. Each 12 volt glow plug draws approximately
Check the new belts after the first 10 hours and 12.5 amperes. The ampere draw of one glow plug
every 250 hours thereafter for adjustment. To check multiplied by the number of engine cylinders will be
belts-apply 25 lbs. (11.5 kg) force midway between the total ampere draw of the glow plugs in the en­
gine. A low reading is an indication of one or more
BELT TENSION defective glow plugs. Disconnect one glow plug
lead at a time and observe the ammeter with the
switch turned to HEAT. The disconnected glow plug
that does not change the ammeter reading is the
defective glow plug.
25 lbs.
(11,5 kg)
Replacing Glow Plugs
To remove a defective glow plug disconnect the
% ' ! « . lead from the glow plug and unscrew the glow plug
from the precombustion chamber. Apply antisei-
zure compound to the thread of a new glow plug and
install the glow plug into the precombustion
chamber. Tighten it to a torque of 10 to 12 pounds
feet.

56
 POWER COUPLING SYSTEM

Flywheel And/Or Front Power 4. Test the clutch adjustment. If still too "soft",
rotate the ring to the next notch. If the adjust­
Take-Off Clutches ment is too tight-turn the ring back one notch.
Checking Clutch Adjustment 5. Install the cover.

While engaging the clutch to pick up the load,

check the clutch adjustment. The clutch should en­
gage with a hard push and distinct snap. If engage­
ment is "soft", adjust the clutch.

Adjusting Clutch Engagement Generator Set

1. Stop the engine and remove the clutch inspec­ Your electric set engine may be equipped with a
tion cover. Caterpillar SR4 Generator. The SR4 Generator is a
brushless design, and therefore requires no
periodic maintenance other than lubrication of the
rear bearing. See Lubrication Instructions.
The generator serial number is stamped on the
generator housing. The first group of numbers,
reading from the left, indicates the frame size. Fol­
lowing this number are the letters BS, BH or BG.
The letter B indicates the generator is of the SR4
design. The letter S, H or G indicates the voltage
rating of the generator. The following numerical di­
gits are the serial number of the generator in that
particular frame size and voltage rating. A complete
explanation of the numbers and letters in the serial
number are found in the GENERATOR SET SYS­
TEMS OPERATION SECTION. Always use the
complete serial number in your communications
2. Turn the clutch until the lock pin, engaged in the with your Caterpillar dealer.
locking ring, is visible.
If you have a generator of other than Caterpillar
3. Pull the lock pin out and rotate the locking ring design, see the Manufacturer's Instructions.
clockwise until the lock pin pops into the next
notch.

GENERATOR SERIAL NUMBER LOCATION

o
57
 STORAGE

Engine Storage Generator Storage

If the engine is not started for several weeks, the When a generator is stored for any length of time
lubricating oil drains from the cylinder walls and moisture condenses in the windings. Minimize the
piston rings. This will result in shorter engine life. To condensation by providing a dry storage space.
prevent excessive engine wear: To remove moisture caused by high humidity or
dampness, dry the generator by one of the following
1. Be sure all lubrication points mentioned in the methods:
LUBRICATION AND MAINTENANCE CHART
are serviced. 1. Place the generator in an oven and bake at a
temperature not above 185°F (85°C) for four
2. Once a week, start and run the engine until it is hours.
thoroughly warm. For unattended automatic CAUTION
start-stop systems, the engine may have an If an oven is used for drying, use a forced air
exerciser for this purpose. type rather than a radiant type. Radiant ovens
can cause localized overheating.
3. Stop the engine, perform required servicing.
2. Enclose the generator and heating lamps in
4. Check the cooling system for adequate protec­ canvasto raise the temperature. Leave an open­
tion if freezing temperatures can be expected. A ing in the top for the moisture to escape.
50-50 solution of permanent type antifreeze and
approved water will give protection below 3. Pass a low voltage cu rrent through the windings
-20°F (-29°C). to raise the temperature of the windings to 185°F
(85°C).
If it will be impossible to start the engine every If there is a possibility the insulation resistance
week, see your Caterpillar dealer for instructions to has deteriorated to a dangerously low level, contact
prepare your engine for extended storage periods. your Caterpillar Dealer.

- 58
 SYSTEMS OPERATION

To many, the working principle of diesel engine possible care. Maximum service depends a great
components may not be new; however, the special deal on a good maintenance schedule, performed
features of these engines require that the operator by trained personnel, with a thorough understand­
and maintenance personnel become acquainted ing of the systems.
with the systems in order to give the engine the best

AFTERCOOLER

INJECTION PUMP
GOVERNOR. fe
BREATHER
/

PISTON

INJECTION VALVE

PISTON COOLING
OIL COOLER OIL JETS

CRANKSHAFT

OIL PUMP

OIL FILTERS

59
GENERAL INFORMATION

For flexibility in meeting various applications and The engine coolant is circulated through the en­
emission requirements, these engines are offered gine by a gear driven water pump located on the
either with direct injection (Dl) or with precombus- right front of the engine. The pump directs coolant
tion chamber (PC). Identification of the combustion to the oil cooler first, then to the engine block and
system used is attached to the fuel injection pump head. One full-flow thermostat in a housing at the
housing. front of each cylinder bank provided for quick en­
Individual injection pumps, one for each cylinder, gine warm-up and allow free circulation of coolant
meter and pump fuel under high pressure to an after operating temperature has been reached.
injection valve for each cylinder. An automatic vari­ Lubrication for the engine is supplied by a gear-
able timing device advances or retards fuel injec­ type pump. The pump provides full pressure lubri­
tion and is regulated by engine speed. The faster cation to the engine internal and external parts.
the engine turns the earlier the injection must take The lubricating oil is both cooled and filtered.
place before piston top center on the compression Bypass valves provide unrestricted flow of lubrica­
stroke. tion oil to the engine parts when oil viscosity is high
A hydro-mechanicai governor controls the fuel or, if either the oil cooler or the oil filter elements
injection pump output to maintain the engine RPM should become clogged.
selected by the operator. Direct electric (24 or 32 volt) or air starting is
The air-fuel ratio control located on the governor available.
is a device which restricts the movement of the fuel
rack, allowing only a certain amount of fuel to be
injected into the cylinders during acceleration, to
minimize exhaust smoke.
Inlet air, filtered by an air cleaner, is compressed
by a turbocharger before entering the engine cylin­
ders. The turbocharger is driven by the engine
exhaust.
There are four in-head valves (two inlet and two
exhaust) for each cylinder. The camshaft, geared
and timed to the crankshaft, actuates the rocker
arms and valves through mechanical lifters and
push rods. The timing gears are located at the front
of the engine.

GENERAL ENGINE SPECIFICATIONS

3408 3412
Configuration V8 V12
Bore 5.4 in (137 mm) 5.4 in (137 mm)
Stroke 6 in (152 mm) 6 in (152 mm)
Firing Order 1,8,4,3,6,5,7,2 1,4,9,8,5,2,11,10,3,6,7,12
Displacement 1099 cu in (18.0 litres) 1649 cu in (27.0 litres)
Weight (net dry—Approximate) 3150 lb (1430 kg) 4100 lb (1860 kg)
Crankcase Lube Capacity 12 gal (45.5 litres) 18 gal (68 litres)
Engine Rotation
(Viewed from flywheel) Counterclockwise Counterclockwise
Horsepower Rating and RPM — Stamped on Information Plate —

NOTE
Specifications were current at time of printing; however,
due to continuous testing and improvements, specifica­
tions may change without notice

60
Engine Horsepower Ratings Reduced Load Operation
There are two general horsepower ratings for in­ If the load varies, or is cyclic, the governor usually
dustrial engines and two for generator set engines. will adjust the engine speed as required. If a slower
They are: intermittent or continuous; standby or constant speed is desired, move the governor con­
prime. These ratings are the recommended engine trol lever to desired speed position.
horsepower settings based upon load requirements
and type of operation. CAUTION
Be sure to increase engine speed before in­
CAUTION creasing the load.
Horsepower settings should only be made by
authorized personnel.
No Load Operation
Continuous and Prime Ratings If the load is temporarily removed, engine speed
Horsepower settings for these two ratings allow may be reduced. However, the engine may be oper­
the engine to operate a constant load at full speed ated at high idle without causing shortened engine
for long periods of time without shortening engine life.
life.
CAUTION
Intermittent Rating Never operate a generator set below 2/3 full load
RPM: Overheating and possible damage could
Horsepower settings for this rating requires the occur to the generator below this RPM.
engine to be operated at full load and speed for
periods up to an hour, followed by an equal time of
operation at reduced load and speed.
CAUTION
If an engine is set for an intermittent rating and LUGGING
is operated for long periods of time at constant
full load, the engine life will be shortened. Continuous lugging can damage an engine: Cer­
tain engine areas will become extremely hot and
failure of parts could occur.
Standby Rating
Because maximum engine torque is developed,
Horsepower settings for this rating requires the lugging — if properly used — can be useful. Lugging
engine to start upon demand and immediately sup­ will not cause damage if the lugging period is short
ply rated horsepower with no engine warm-up. in duration, and if the engine is allowed to cool.
Full Load Operation The temperature gauges for the engine should be
closely watched during periods of lugging. If the
The governor control lever should remain in the temperature readings increase, the load must be
full governed position while powering full load. reduced.

61
COOLING SYSTEM
Two basic cooling systems are used on the 3408
and 3412 Industrial Engines; radiator and fan, and
heat exchanger with raw water pump. A centrifugal
type water pump is used to circulate the engine
coolant (jacket water) in each system. Each system
uses water temperature regulators to maintain a
normal operating temperature. Typical engine cool­
ing systems are shown.

Radiator and Fan Cooling

The engine coolant is drawn from the bottom of
the radiator by gear driven pump. The coolant flow
is divided at the pump outlet with approximately
75% of the flow directed through the oil cooler and Each head has a full flow temperature regulator.
the remainder through a parallel bypass tube, or to Until the coolant reaches the temperature required
the aftercooler if the engine is so equipped. From to open the temperature regulator, coolant bypas­
the oil cooler and aftercooler, coolant is directed to ses the radiator and flows directly back to the pump.
the engine block where it circulates around the cy­ When the coolant reaches the temperature required
linder liners into the cylinder heads and water to open the regulator, coolant is then directed
temperature regulator housings. through the radiator where it is cooled by air.

RADIATOR AND FAN COOLING SYSTEM

1. TURBOCHARGER 5. RADIATOR
2. AFTERCOOLER 6. JACKET WATER PUMP
3. WATER TEMPERATURE REGULATOR 7. OIL COOLER
(BOTH SIDES)
4. JACKET WATER OUTLET
CONNECTION (BOTH SIDES)

62
Heat Exchanger Cooling heat exchanger and flows directly to the pump, de­
pending on the coolant temperature.
The coolant is drawn by the jacket coolant cir­
culating pump, from the bottom of the expansion
tank, and pumped through the engine oil cooler, As the engine coolant passes through the core of
aftercooler and engine, the same as in the the heat exchanger, the coolant temperature is
radiator/fan system. When leaving the water temp­ lowered by the raw water, which is drawn from an
erature regulator housing the coolant either passes outside water supply and circulated around the heat
through the heat exchanger core or bypasses the exchanger core by an auxiliary pump.

HEAT EXCHANGER COOLING SYSTEM

1. WATER COOLED TURBOCHARGER 7. JACKET WATER OUTLET
CONNECTION (EITHER SIDE)
2. AFTERCOOLER
3. JACKET WATER RETURN 8. JACKET WATER PUMP
$*■'
CONNECTION (EITHER SIDE) 9. DUPLEX STRAINER
4. VENT LINES 10. HEAT EXCHANGER
5. WATER TEMPERATURE REGULATOR 11. OIL COOLER BYPASS
(BOTH SIDES) 12. OIL COOLER
6. AUXILIARY WATER PUMP 13. WATER COOLED MANIFOLD

*>
\ 63
'•: -/
FUEL SYSTEM

The fuel system consists of the transfer pump, tion pumps. A return line from the fuel injection
fuel filter, injection pumps, injection lines and noz­ pump fuel manifold to the fuel tank provides a con­
zles, fuel return line and governor. stant bypass of fuel.
A priming pump is mounted on the fuel filter base
The gear type fuel transfer pump is gear driven to pressurize the fuel system and to remove the air
from the fuel injection pump camshaft. The transfer in the system after servicing the filter, or whenever
pump draws fuel from the supply tank through the air is allowed to enter the system. Air is vented by
junction block and primary filter, then delivers it to a loosening the fuel line nuts one at a time and operat­
filter, and to a manifold in the fuel injection pump ing the pump until a stream of fuel, without air bub­
housing, which supplies fuel to the individual injec­ bles, flows from the fuel lines.

1. FUEL INLET
2. DAMPER
3. FUEL RETURN ORIFICE
4. FUEL INJECTION PUMP
5. FUEL RETURN
6. JUNCTION BLOCK
7. FUEL TANK
8. FUEL SUPPLY LINE
9. PRIMARY FUEL FILTER
10. FUEL TRANSFER PUMP
11. PRESSURE RELIEF VALVE
12. PRIMING BYPASS VALVE
13. PRIMING PUMP
14. SECONDARY FUEL FILTER
15. FUEL PRESSURE GAGE

FUEL SYSTEM
Fuel Injection Pump Operation
Fuel enters the fuel injection pump housing from
the fuel filter, through an external line, and enters SCROLL
the fuel injection pump through the inlet port. The
injection pump plungers and lifters are lifted by the
cam lobes, on the fuel system's own camshaft, and PUMP
always make a full stroke. The lifters are held PLUNGER
against the cam lobes by springs. Each pump mea­ FUEL RACK
sures the amount of fuel to be injected into its re­
spective cylinder and delivers it to the fuel injection
nozzle.
The amount of the fuel pumped per stroke is var­
ied by turning the plunger in the barrel. The plunger GEAR
is turned by the governor action through the gear SEGMENT
segmented sliding rack, which turns the gear seg­
ment on the bottom of the pump plunger. The posi­
tion of the scroll on the plunger determines the
amount of fuel injected into the cylinder.

64
 FUEL
RACK MANIFOLD

FUEL INJECTION SYSTEM

OPERATION
Precombustion Chamber Injection
System
Fuel, under high pressure from the injection BODY
pumps, is transferred through the injection lines to
the injection valves. As high pressure fuel enters NOZZLE
the nozzle assembly, the check valve within the ASSEMBLY
nozzle opens and permits the fuel to spray into the
precombustion chamber where it mixes with the
compressed air.
The precombustion chamber serves several pur­
poses: It provides an effective chamber for the mix­
ing of fuel and air before it enters the cylinder for
final combustion, thus permitting the use of a wider
range of fuels. It permits the use of easy replace­
able fuel nozzles and lends itself to the use of glow
plugs to assist in cold weather starting.
"ZpPRECOMBUSTION
GLOW PLUG /^CHAMBER
These engines can be started in low tempera­
tures with theuse of glow plugs, which provide heat
for initial ignition of the fuel in the precombustion
chamber.
The nozzle assembly which requires no adjust­
ment can be removed and replaced with a new one PRECOMBUSTION CHAMBER
quickly and economically. VALVE ASSEMBLY
Direct Injection System Pressurized lubricating oil, directed through pas­
sages in the fuel injection pump housing, enters a
Fuel is directed to the injection valves from the passage in the governor cylinder. The oil encircles
transfer pump and through the injection pumps and a sleeve within the cylinder. The oil is then directed
injection valves in much the same manner as previ­ through a passage in the piston where it contacts
ously described for the precombustion chamber the valve.
engines. A direct injection adapter takes the place
of the precombustion chamber. The nozzle tip pro­
tects from the head directly into the cylinder.
Atomized fuel is sprayed through small orifices di­ CONTROL
rectly into the cylinder. Nozzle testing and replace­ LEVER
FLYWEIGHTS
ment is similar as for the precombustion chamber
injection.
' SPRING

HYDRAULIC
CYLINDER
& PISTON

ADAPTER LEVER CONNECTED TO

RACKS THROUGH LINKAGE
When the engine load increases, the revolving
weights slow down. The weights move toward each
other and allow the governor spring to move the
valve forward.
DIRECT INJECTION As the valve moves, an oil passage around the
VALVE ASSEMBLY piston opens to pressure oil. The oil flows through

FLYWEIGHTS
GOVERNOR
SPRING
Governor Operation
The full range hydro-mechanical governor oper­
ates over the entire speed range. The governor
compensates automatically for load and eliminates
the need for continuous correction to maintain a
constant speed.
CYLINDER VALVE
The hydro-mechanical governor allows the use of
smaller flyweights for quick engine response.
When the engine is operating, the balance bet­ PISTON
ween the centrifugal force of revolving weights and SLEEVE
the force of the control lever on the compressed
spring, controls the movement of a valve and indi­
rectly, the fuel rack. The valve directs pressure oil
to either side of a rack positioning piston. Depend­ PRESSURE ^ ^
ing on the position of the valve, the rack is moved to
increase or decrease the fuel to the engine to com­ OIL
pensate for load variation.

66
this passage and fills the chamber behind the pis­ Air-Fuel Ratio Control
ton. The pressure forces the piston and rack for­
ward, increasing the amount of fuel to the engine. A air-fuel ratio control is mounted on the governor
Engine RPM increases until the revolving weights housing and is a device which resists the move­
rotate fast enough to balance the force of the gov­ ments of the fuel rack during acceleration. It coordi­
ernor spring. nates the movements of the fuel rack (amount of
fuel) with the amount of air available in the inlet
When the engine load decreases, the revolving manifold, keeping the exhaust smoke to a minimum.
weights speed up and the toes on the weights move
the valve left, allowing the oil behind the piston to A diaphragm in the control senses boost pressure
flow through a drain passage opened at the rear of from the inlet manifold, positioning the control valve
which meters oil to the piston, limiting the fuel rack
travel.
After the engine is started, the fuel ratio control
requires a combination of sufficient inlet manifold
boost and oil pressure to operate the control. When
the control is in operation and the governor control
is moved to the increase engine speed position, the
OIL DRAIN rack will move until the movement is stopped by the
stop collar; however, the increase in engine speed
is enough to increase the inlet manifold boost allow­
PISTON ing the engine speed to increase. The boost and
control work together until the rack is not restricted
allowing full engine rpm.

I1
PRESSURE OIL FUEL
RACK
the piston. At the same time, the pressure oil bet­
ween the sleeve and the piston forces the piston
and rack to the left. This decreases the fuel to the
engine and the engine slows down. When the force
of the revolving weights balances the governor
spring force, the RPM of the engine will be the same
as before.

67
LUBRICATION SYSTEM
The lubrication system consists of a sump (oil forces it through the oil cooler, oil filters and then
pan), oil pump, oil cooler and oil filters. The engine into the oil manifold. Oil flows through connecting
contains an oil manifold and oil passages to direct passages to lubricate the engine components. A
lubricant to the various components. regulating valve in the pump body controls the
The oil pump draws lubricant from the sump and maximum pressure of the oil from the pump.

1. IDLER GEAR AND BALANCER SHAFT 8. CAMSHAFT BORE

BORE 9. PISTON COOLING
2. TO ROCKER SHAFT 10. TO TIMING GEAR HOUSING
3. TO FLYWHEEL HOUSING AND AIR 11. COOLER BYPASS
COMPRESSOR 12. OIL PUMP
4. TO FUEL INJECTION PUMP HOUSING 13. OIL SUMP
5. TO AIR-FUEL RATIO CONTROL 14. OIL COOLER
(IF EQUIPPED) 15. FILTER BYPASS
6. ROCKER SHAFT 16. OIL FILTER
7. TO FOLLOWER BORES 17. TURBOCHARGER

-68-
 When the engine is started, the lubricating oil in Oil manifolds, cast into the cylinder block, directs
the pan is cold (thick). This cold oil does not flow lubricant to the main bearings, valve rocker arm
immediately through the oil cooler and oil filter. This shafts, camshaft journals, and the camshaft idler
cold oil forces bypass valves, in the oil cooler and oil (drive) gears.
filter base, to open and allows an unrestricted oil Oil spray orifices in the cylinder block spray oil on
flow through the engine. the underside of the pistons. This cools the pistons
OIL MANIFOLD and provides lubricant for the piston pins, cylinder
walls and piston rings.
The connecting rod bearings receive oil through
drilled passages in the crankshaft between the
FROM main bearing journals and connecting rod journals.
TURBOCHARGER
When the engine is warm and running at rated
speed, the oil pressure gauge should register in the
"operating range". A lower pressure reading is
normal at idling speeds.

m^m^mmmmmmmmm
SUMP
OIL FLOW (COLD START) FROM F|LTER
As oil temperature increases, oil viscosity and TURBOCHARGER
pressure decrease and the oil filter bypass valve /
closes. Now, only filtered oil is delivered to the en­
gine components. Oil temperature continues to in­
crease and the oil cooler bypass valve closes. Oil
now flows through the oil cooler and oil filter before
reaching the engine components.
Contaminated or restricted oil filter elements will COOLER
not prevent lubricating oil from being delivered to SUMP
the engine components. The oil filter bypass valve
will open, allowing oil to bypass the element. OIL FLOW (NORMAL OPERATION)

69
AIR INDUCTION AND
EXHAUST SYSTEMS
The purpose of the air induction system is to pro­ additional inlet air, more fuel can be burned; hence
vide sufficient clean air to the engine in an efficient, more horsepower derived from the engine.
silent manner while the exhaust system discharges The turbocharger bearings are pressure-
exhaust gases as quickly and as silently as possi­ lubricated by engine oil. The oil enters the top of the
ble. Engine horsepower and efficiency will be re­ center section and is directed through passages to
duced if either the air inlet or exhaust becomes lubricate the thrust bearing, sleeves and the journal
restricted. Good maintenance practice cannot be bearings of the turbocharger. Oil leaves the tur­
over emphasized. bocharger through a port in the bottom of the center
This engine has an exhaust driven turbocharger section and is returned to the engine sump.
to provide compacted air to the cylinders. Maximum turbocharger speed is determined by
The exhaust gases enter the turbine housing and the rack setting, the high idle speed setting and the
are directed through the blades of a turbine wheel, altitude at which the engine is operated. The high
causing the turbine wheel and a compressor wheel idle speed and the rack setting are not the same for
to rotate. all altitudes.
Filtered inlet air from the air cleaner is drawn
through the air inlet of the compressor housing by CAUTION
the rotating compressor wheel. If the high idle speed or the rack setting is grea­
The air is forced through the aftercooler (if equip­ ter than specified for the altitude at which the
ped) to the inlet manifold of the engine and is com­ engine is operated, damage to engine or tur­
pressed by action of the compressor impeller. bocharger parts can result.
When engine load increases, more fuel is in­
jected into the engine cylinders. The increased vol­ The fuel pump rack has been set by qualified
ume of exhaust gas causes the turbocharger tur­ personnel for a particular engine application. The
bine wheel and compressor impeller to rotate fas­ governor housing and turbocharger are sealed to
ter. The higher RPM of the impeller increases the prevent unqualified personnel from tampering with
quantity of inlet air. As the turbocharger provides the adjustments.

Wmm
ENGINE S*23&&
CYLINDER

COMPRESSOR IMPELLER
TURBINE WHEEL

70
 COMPRESSOR HOUSING TURBINE WHEEL

AIR INLET

EXHAUST OUTLET

COMPRESSOR
WHEEL

AIR OUTLET
OIL OUTLET PORT
V EXHAUST INLET

CROSS SECTION
OF THE TURBOCHARGER

The engine can be operated at a lower altitude service is necessary. The service indicator will pre­
than specified without danger of engine damage. In vent unnecessary filter changes and reduce
this situation the engine will perform at slightly less maintenance costs while ensuring proper engine
than maximum efficiency. When operated at a operation.
higher altitude, the rack setting and high idle speed
setting must be changed. Aftercooled Engines
The principle cause of fouled valves, damaged When the intake air passes through and is com­
bearings, worn piston rings and cylinder liners is the pressed by the turbocharger, it becomes heated
entrance of airborne foreign matter into the engine and becomes less dense. By directing air through
cylinders; therefore it is necessary to incorporate a the aftercooler located between the turbocharger
precision built dry-type or oil bath air cleaner in the and the inlet manifold, some of that heat is removed
system. The intake ducts should be so arranged as from the air. The aftercooler is a simple device re­
to be most convenient to service, but located away sembling a small radiator core/Coolant from the
from areas of dust and exhaust concentration. The engine passes through the core tubes and the com­
importance of cleaning or filtering the air entering pressed air is directed around the tubes. Since the
the engine cannot be over-emphasized. temperature of the coolant is lower than the air
Caterpillar recommends the use of an air cleaner under loaded conditions, the air is cooled as it
service indicator for dry-type air cleaners. The ser­ leaves the aftercooler. This means more air (oxy­
vice indicator senses pressure drop across the air gen) is available for combustion, resulting in more
cleaner and a red indicator will remain visible when fuel being burned and more power produced.

71
ELECTRICAL SYSTEM

The electrical system is a combination of two regulator in the circuit senses the state of charge in
separate electric circuits: the charging circuit and the battery and reguiates the alternator output to
starting circuit. Each circuit is dependent on some keep the battery fully charged.
of the same components. The battery (batteries), The starting circuit operates only when the dis­
disconnect switch, circuit breaker, ammeter, cables connect switch is ON and the start switch is ac­
and wires from the battery are common in each of tuated.
the circuits.
The direct electric diesel engine starting circuit
CAUTION may include a glow plug for each diesel engine cy­
The disconnect switch must be ON to allow the linder. Glow plugs are small heating elements in the
electrical system to function. Some charging precombustion chambers which promote fuel igni­
circuit components will be damaged if the en­ tion when the engine is started in low temperatures.
gine is operated with the disconnect switch
OFF. CAUTION
Never operate the alternator without the battery
The charging circuit is in operation when the in the circuit. Making or breaking an alternator
diesel engine is operating. The electricity produc­ connection with a heavy load on the circuit will
ing (charging) unit is an alternator. An alternator sometimes result in regulator damage.

STATOR
FAN WINDINGS
,-ry
BRUSHES
1 SEALS

I / / PULLEY

11

COLLAR

. GREASE
BEARING
RESERVOIR

GREASE
SLIP RESERVOIR
RINGS
DIODE FAN
ROTOR
 F2

NEC
H
ST

POS.

F1

A. ©
- F + BATTERY

REGULATOR
oooooo
®

ALTERNATOR CHARGING CIRCUIT

(NEGATIVE GROUND SYSTEM
ILLUSTRATED)

The starting motor used with direct electric start the solenoid closes the circuit between the battery
incorporates a solenoid. The action of the solenoid and the starting motor. An overrunning clutch pro­
engages the pinion with the ring gear on the engine tects the starting motor from being over-speeded.
flywheel, when the solenoid is energized. The pin­ Releasing the start-switch disengages the pinion
ion always engages before the electric contacts in from the ring gear on the flywheel.

SOLENOID

COMMUTATOR BRUSH ASSEMBLY ARMATURE

24 VOLT STARTING MOTOR

73
 A solenoid is a magnetic switch that utilizes low
current to close a high current circuit. The solenoid
has an electromagnet with a movable core. There
are contacts on the end of the core. The contacts
are held open by a spring that pushes the core away
from the magnetic center of the coil. Low current will
energize the coil and form a magnetic field. The
magnetic field draws the core to the center of the
coil and the contacts close.
GENERATOR

Identification Generator Lead Numbering

Each coil lead is marked according to the follow­
Voltage Setting ing diagram.
Generators are set at the factory for the voltage Numbering is clockwise from the top and from the
and type of operation specified. Voltage control ini­ outside in. Terminal TO isthe neutral lead on all high
tial adjustment instructions are located inside the voltage connections with T4, T5, and T6 to form the
generator exciter and regulator access cover. neutral terminal. The standard generator diagram
These instructions are for adjusting the generator and the terminal connections are on the nameplate
output to nameplate ratings. For further adjust­ of each generator.
ments, see page 5 for single and parallel unit opera­
tion.

Generator Serial Number

The engine serial number is stamped on the en­
gine information plate and on a plate on the left side
of the block toward the rear. The generator serial
number is stamped on the generator nameplate and
on the right side of the generator frame forward of
the terminal box. Requests for information and or­
ders for parts should be accompanied by the engine
and generator serial numbers.
1. The group of numbers before the letters indi­ T2
cates generator frame size.
2. The letter B is the symbol for Caterpillar Stati­
cally Regulated Brushless Excited Generators. Three Phase Neutral Connections
3. The next letter indicates the voltage rating of Single Units
the generator as follows:
Three Wire: In a three phase, three wire system,
L 120-240 volts 60 Hz or the generator should be grounded according to
125-250 volts—Single Phase 60 Hz local wiring codes. In some cases, however, it is
S 208-416 volts 60 Hz undesirable to ground the neutral wire. For exam­
H 240-480 volts 60 Hz or ple, on boats a grounded neutral may increase the
200-400 volts 50 Hz problem of electrolysis. In applications where defi­
G 300-600 volts 60 Hz or nite measures are taken to prevent grounds to the
240-480 volts 50 Hz load leads, an ungrounded neutral can be used. Be
sure to check your local wiring codes. Generator
4. The last group of numbers are the actual serial frames should always be grounded.
numbers of the generator in the frame size and
voltage rating. Always use the complete serial Four Wire: In a three phase, four wire system, the
number. neutral wire should be grounded according to local
wiring codes. For only single unit operation, there
should never be a need for a disconnect switch, or
device, in the neutral line.

Multiple Units
Voltage Operation of multiple generators in parallel, hav­
according ing all neutrals grounded, may result in current cir­
to chart culating through the neutral connections. To elimi­
Indicates generator nate the possibility of circulating currents, ground
frame size the neutral of only one generator. If multiple
Serial No.
within this generators are alternated on line, a single pole
B means SR4 frame size and single throw knife switch can be installed in the
voltage rating neutral ground circuit of each generator, so all but
one neutral ground circuit can be opened. Be sure
one neutral ground circuit is closed. The switch
should be capable of carrying 1.5 times the rated
50 BH 101 line current of the generator.

75
Voltage Connections T(j. T 3 . T s . AND T , ABE NOT
USED FOR SINGLE PHASE

Three Phase ISERVfCE AND EACH SHOULD

BE CAREFULLY INSULATED.

The connections for both high and low voltage are

given in the following chart.
The terminals must be connected securely and
insulated with a good quality electrical tape. T j AND T j ARE ALWAYS
CONNECTED FOR SINGLE
PHASE SERVICE.

REQUIRED CONNECT LINE

VOLTAGE LEADS TO NEUTRAL CONNECT

3 Phase T4toT7
High Voltage
T1 T2 T3 TO T5 to T8
T6 to T9
T4, T5, T6 Three phase (230-460V, 115-230V*. 240-460V,
3 Phase T4, T5, T6
Low Voltage
T1 & T7 T2 & T8 T3 S T9
&T0
STO 125-250V and 208-416V) generators can be con­
For Neutral nected for two or three wire service at either vol­
tage. When generators are connected for three wire
service both high and low voltages may be obtained
simultaneously without reconnecting the leads. In
Single Phase Current From A this case DO NOT ground TO. Generator neutral is
Three Phase Generator not TO but a point in the windings electrically half
way between T1 and T8. This point is not wired to a
Three phase and single phase current can be terminal.
taken simultaneously from a generator connected To reconnect the generator for single phase vol­
to three phase service. Connecting a single phase tage service only, follow the chart. Wrap all connec­
lead to any two of the phase leads will provide single tions and unused terminals with a good grade of
phase current at the same voltage as three phase insulation.
power. Connecting a single phase lead to one
phase lead and to neutral will produce current at TAPE
58% of the three phase voltage. DO NOT exceed REQUIRED CONNECT LINE INDIVID-
VOLTAGE LEADS TO CONNECT UALLY
the nameplate current rating for any one phase.
Typical commercial voltage designations of this Single-Phase T3
T6
system are 277/480, 230/400, 127/220. 2 Wire
Low Voltage
T2&T8 T1 & T7 T4 & T5
T9
TO

T1 THREE-PHASE LINE Single-Phase T3

3 Wire T1&T8 T6
T2 T7 T4&T5
Low/High Neutral T9
Voltage TO
SINGLE-PHASE
A T 58*o OF T3
GENERATOR -=*T4 Single-Phase
2 Wire T2 T7 T1 &T8 T6
CONNECTED T7< SINGLE-PHASE T4&T5 T9
VOLTAGE High Voltage
AT GENERATOR TO
CONNECTED
VOLTAGE
Generator Loading
A three phase load is usually balanced and pre­
sents no problem when kept within the rated line
amperage limits. However, single phase power
taken from a three phase source can be a problem
unless the single phase loading is equally distri­
buted within about 10%.
When a generator is installed or reconnected, be
sure the total current in one phase does not exceed
Single Phase the nameplate rating. Each phase should carry the
same load, allowing the engine to work at its rated
When a generator is connected for single phase capacity. An electrical unbalance can result in an
service only, do not exceed these limits: electrical overload and overheating if one phase
1. The nameplate amperage limits. exceeds the nameplate amperage.
2. Fifty-eight percent of the KVA and KW ratings. *Only the 7L69 and 8L50 generators can be con­
(The engine will only work about half as hard.) nected for 115-230 service.

76
Power Factor Generator sets require higher low idle, setting
than do industrial engines. Low idle must not be
Power factor may be thought of as the efficiency below 2/3 the full load speed of 60 Hz units (4/5 full
of the load—the ratio of apparent power to total load speed of 50 Hz units).
power. Power factor is expressed as a decimal and
denotes that portion of current supplied to a system On generator sets with Woodward Governors,
doing useful work. The portion of current not doing there is no low idle stop. On generator sets with
useful work is absorbed in maintaining the magnetic mechanical governors, the low idle is set at the
field in motors. This current, although it is called the factory, and should only be adjusted by your Cater­
reactive load, does not require engine horsepower pillar dealer if adjustment is required.
to maintain it. Horsepower (KW) consumed in a
reactive load is the actual power needed to drive,
for example, an electric motor. Single Unit Operation
At motor start, the inrush current will be very high, Final adjustments for a new installation are given
usually 6 times the normal running current. How­ here.
ever, this current is supplied at a very low power
1. Remove the exciter regulator cover and loosen
factor, usually around 0.4 to 0.3. As the motor starts
the locknuts on the voltage level, voltage droop
and builds up speed, inrush current reduces, but the
and regulator gain controls.
power factor increases. The actual power (KW),
supplied by the engine through the generator, is 2. Turn the voltage droop control c o u n ­
that which is required to accelerate the motor and terclockwise to zero droop and tighten the
its load. locknut.
When large motors are started across the
generator line leads, high inrush currents will cause
generator voltage to fall momentarily. This is called
voltage "dip". Normally, voltage "dips" should be
limited to about 30%. Voltage "dips" greater than
30% can cause magnetic motor starters to chatter,
or drop off the supply line.
Large motors are commonly started through a
reduced voltage starter which limits the motor in­
rush current.
In most applications, electric motors and trans­
formers determine the power factor of the system.
Induction motors usually have a .8 power factor. VOLTAGE ADJUSTMENT CONTROLS
Incandescent lighting is a resistive load of about 1.0 1. Voltage Droop 2. Voltage Level 3. Voltage
power factor, or unity. Gain
The power factor of a system may be determined
by a power factor meter or by calculations. Deter­
mine the power requirement in KW by multiplying 3. Run the engine at full governed speed.
the power factor by the KVA supplied to the system. 4. Using the voltage level control, adjust the open
As the power factor goes up the total current circuit (no load) voltage to equal nameplate vol­
supplied to a constant power demand will go down. tage.
A 100 KW load at .8 power factor will draw more
current than a 100 KW load at .9 power factor. A 5. Apply rated load and adjust the governor control
higher power factor increases the possibility of for rated speed.
overloading the engine. A lower power factor in­ 6. Adjust the regulator gain control until the line
creases the possibility of o v e r l o a d i n g the voltage is equal to rated voltage at rated load.
generator.
7. Allow the electric set to operate about one hour
until temperature in the generator has
stabilized.
L o w Idle A d j u s t m e n t 8. Repeat steps 4, 5 and 6.
CAUTION 9. Tighten the locknuts on the voltage level and
Disconnect the exciter circuit by removing fuse regulator gain controls, and install the exciter-
F1 (on SR 4) before operating the engine below regulator assembly access cover.
the low idle rating. Failure to do this will result in The generator set is now properly adjusted for
generator damage. single unit operation.

77
Parallel Operation AWARNING
Never attempt to work on electrically hot
Preparing a generator for parallel operation re­ wiring. Stop the generator set before rewir­
quires special attention. Before attempting to paral- ing generator leads. Open circuit breakers
le/ units for the first time, all units must be checked before working on the equipment which they
to be sure the following three conditions are met: control.
1. Same phase rotation.
b. If lights blink in unison, the phase rotation of
> 2. Same speed capabilities. both engines is the same, and condition 1 has
3. Same voltage characteristics. been met.
These three conditions may be compared to simi­
lar conditions required for engagement of two Engine Speed
gears. To mesh as smoothly as possible, two gears The speed of units to be paralled must be the
must meet the following three conditions: same. Speed refers to the alternating current fre­
1. Correct rotation. quency.
2. Same rotation speed. 1. Allow each generator set to run under load long
3. The tooth of one segment must fit the root of the enough for the internal temperatures to stabilize
engaging segment. (about one hour).
2. Adjust the governor control to give rated fre­
Phase Rotation quency at full load.
3. Remove the load and check the high idle speed;
The phase rotation must be the same. A set of it should be approximately 3% above full load
three light bulbs is used to determine whether the speed. If these speeds can not be obtained, con­
phase rotation of the incoming unit and the phase tact your Caterpillar dealer.
rotation of the line are the same.
1. Connect the light bulbs between the generator 4. For the most consistent results repeat steps 2
leads and the corresponding line phase, i.e., and 3. Condition 2 has been met.
terminal 1 to line 1 across the open circuit
breaker. Voltage Adjustment
2. Start the units to be paralleled and bring them The voltage level and voltage droop adjustments
up to speed. As they approach the same speed determine the amount of circulating currents bet­
the Eights will start to blink. ween generators. Carefully matched voltage reg­
ulator adjustments will reduce the circulating cur­
rents. Adjustments to the voltage droop control
should be made to give a 2% droop for load of unity
power factor (load composed primarily of lighting),
or when adjustment is made with a resistance bank
SYNCHRONIZING or brine tank. Loads of .8 power factor (primarily
LAMPS motors) require a generator voltage droop of about
5%. Voltage droop is expressed as the percentage
FUSED KNIFE of voltage change from no load to full load.
SWITCH OR CIRCUIT. 1. Remove the exciter-regulator access cover and
BREAKER-OPEN loosen the locknuts of the voltage level and
droop controls and the regulator gain control.

SYNCHRONIZING LIGHTS

If the lights blink in sequence one of the units

is connected backward. To correct this re­
move generator leads 1 and 3 at the circuit
breaker and exchange them. This reverses
the direction of phase rotation. Line 2 should
always be connected to line 2. DROOP ADJUSTMENT

78
 2. Turn the droop control counterclockwise to In a cold unit, circulating current may be as high
zero. as 25% of rated amperes without being considered
3. Run the engine at high idle. harmful. Circulating current is part of the total
generator current which must not exceed the rated
4. Adjust the open circuit voltage level to equal amperage. \
nameplate rated voltage.
5. Apply full load and adjust the governor control Load Bank Testing
to the rated full load speed.
The most popular and inexpensive method used
6. Adjust the regulator gain control to equal to check generator set power output is the brine
nameplate rated voltage at full speed. tank load test. This simple test uses a salt water
7. Run the generator set at full load until internal solution for a resistive load between the terminals
temperatures have stabilized (about 1 hour) re­ of a generator. The equipment required is relatively
move the load and repeat steps 4, 5, and 6. easy to acquire and assembly. See your Caterpillar
dealer for additional information.
8. Tighten the locknut on the regulator gain con­
trol.
9. With the engine running at high idle, turn the CAUTION
voltage droop clockwise about VA of full range. Rated generator KW occurs at 0.8 PF. Therefore,
10. Readjust the voltage level control until the vol­ to obtain generator rated KW the line current
tage is about 5% above rated voltage. should be 80% of the nameplate ampere rating of
the generator. Operation at full rated current
11. Apply full load at .8 power factor. would result in a 25% overload.
NOTE
If a generator is paralleled with other generators, the vol­ For any current reading, the power output of a
tage droop of each generator must be the same to satisfac­ three phase generator can be calculated using the
torily divide reactive load. following formula:
12. Readjust the voltage droop control to get rated
voltage with full load at .8 power factor. Ex x 1.73
13. Repeat steps 10,11 and 12 until line voltage is KW = x PF
1.000
equal to nameplate rating at .8 power factor and
open circuit voltage is approximately 5% above
rated voltage. Where: KW = Kilowatt output
14. Tighten the locknuts on all controls and install E = Voltage (average of 3 lines)
the access cover. Condition 3 has been met. I = Amperes (average of 3 lines)
PF - Power Factor
Circulating Currents A brine tank or resistance bank is a 1.0 power
When two units are paralleled there will be cir­ factor load.
culating currents. These currents are not doing use­
ful work, but are flowing between the generators. By A WARNING
determining the total generator amperage and sub­ To avoid electrical shock, be sure the tank or
tracting the amperage going to the load, the amount any of its metallic support is connected to a
of circulating current can be determined. good earth ground.
Circulating currents are caused by voltage differ­
ences between the two units. As the oncoming A brine tank t e s t should not be used for any
generator warms up the circulating current will be generator above 4 8 0 volts. If the generator
reduced. voltage is g r e a t e r , use reduction t r a n s f o r ­
mers. Avoid any possible flash-over between
electrodes and tank.

19
troubleshooting
INDEX
ITEM PROBLEM ITEM PROBLEM
\v Engine Fails to Start 16. Valve Lash Close-up
2. Misfiring 17. Premature Engine Wear
/3. Stalls at Low Speed 18. Coolant in Engine Lubricating Oil
;
4. Erratic Engine Speed 19. Excessive Black or Grey Smoke
5. Low Power 20. Excessive White or Blue Smoke
6. Excessive Vibration 21. Low Engine Oil Pressure
7. Heavy Combustion Knock 22. High Lubricating Oil Consumption
8. Valve Train Clicking Knock 23. Abnormal Engine Coolant Temperature
9. Oil in Coolant 24. Starting Motor Fails to Crank
10. Mechanical Knock 25. Alternator Fails to Charge
11. Excessive Fuel Consumption 26. Alternator Charging Rate Low or Unsteady
12. Loud Valve Train Noise
27. Alternator Charging Rate High
13. Excessive Valve Lash
14. Valve Spring Retainer Free 28. Alternator Noisy
15. Slobber

1. ENGINE FAILS TO START

Possible Causes Remedy

No Fuel to Engine Check for empty fuel tank, plugged fuel tank connections,
obstructed or kinked fuel suction lines, fuel transfer pump
failure, or plugged fuel filters.

Shutoff Solenoid Sticking* Solenoid must be energized to shut off engine. Actuate
the control that operates the shutoff solenoid and listen for
a clicking sound. If clicking sound is not evident and en­
gine will not start, remove the solenoid. Again try to start
the engine. If the engine starts, the solenoid is bad. Re­
place the solenoid.

Fuel Transfer Pump At cranking speed, the fuel transfer pump should supply
fuel to the engine at 3 PSI (20kPa). If fuel pressure is less
than 3 PSI (20 kPa), replace the fuel filter. Check for air in
fuel system, sticking, binding or defective fuel bypass
valve. If pressure is still low, replace the fuel transfer
pump.

Engine Improperly Timed See your authorized dealer.

Glow Plug Failure Check glow plugs.

Automatic and Safety Shutoff Controls Check shutoff controls to ensure they are set properly.
See Starting Procedures.

'Optional Equipment

80
2. MISFIRING
Possible Causes Remedy

Defective Fuel Injection Nozzle Run the engine at the speed where the defect is most
or Fuel Pump pronounced. Momentarily loosen the fuel line nut on the
injection pump to "cut out" that cylinder. Check each cy­
linder in this manner. If one is found where loosening
makes no difference in irregular operation, the pump and
nozzle for only that cylinder need be treated.

Improper Valve Lash Set to specified clearance.

Incorrect Fuel Injection Timing See your authorized dealer.

Low Fuel Supply Pressure Check fuel supply line for leaks or kinks, air in fuel system,
sticking, binding, or defective fuel bypass valve. Replace
fuel filter. Check fuel pressure. Fuel transfer pump should
supply fuel at 20 to 30 PSI (1.4 to 2.1 kg/cm 2 ) to the engine
when the engine is fully loaded.

Broken or Leaking High Pressure Replace the line.

Fuel Line

Air in Fuel System Find source of air entry and correct. Bleed system.

Bent or Broken Push Rod ' Replace push rod.

3. STALLS AT LOW SPEED

Idle Speed Too Low See your authorized dealer.

Low Fuel Supply Pressure Check fuel supply line for leaks or kinks, air in fuel system,
sticking, binding, or defective fuel bypass valve. Replace
fuel filter. Check fuel pressure. Fuel transfer pump shall
supply fuel to 20 to 30 PSI (1.4 to 2.1 kg/cm 2 ) to the engine
when the engine is fully loaded.

Defective Fuel Nozzle Replace nozzle.

Defective or Damaged Fuel Replace damaged or defective parts.*

Injection Pumps

High Parasitic Loads Check for excessive loading due to auxiliary attache-
ments.

4. ERRATIC ENGINE SPEED

Governor Control Linkage Adjust external linkage to obtain sufficient travel. Replace
if damaged, bent, or linkage is too short.

Governor Failure Look for damaged or broken springs, linkage, or other

components. Determine if the rack can be moved manu­
ally. If any distress is noted in any of these components,
replace as necessary.*
*Authorized dealers are equipped with the necessary tools and personnel familiar with disassembly and assembly proce­
dures to perform these services.

81
5. LOW POWER
Possible Causes Remedy
Fuel Nozzle Failure Run the engine at the speed where the defect is most
pronounced. Momentarily loosen the fuel line nut on the
injection pump to "cut out" that cylinder. Check each cy­
linder in this manner. If one is found where loosening
makes no difference in irregular operation, the pump and
nozzle for only that cylinder need be tested.

Poor Quality Fuel Drain, clean and bleed fuel system. Replace fuel filter. Fill
fuel tank with proper grade of fuel.
Turbocharger Carboned or Inspect and repair or replace turbocharger as necessary.*
Otherwise Dragging
Leaks in Air Induction System Check inlet manifold pressure. Check air cleaner for re­
striction.
Incorrect Fuel Injection Timing See your authorized dealer.
Excessive Valve Lash Set to specified clearance.

Low Fuel Supply Pressure Check fuel supply line for leaks or kinks, air in fuel system,
sticking, binding or defective fuel bypass valve. Replace
fuel filter. Check fuel pressure. Fuel transfer pump should
supply fuel to 20 to 30 PSI (1.4 to 2.1 kg/cm2) to the engine
when the engine is fully loaded.

6. EXCESSIVE VIBRATION
Loose, Worn or Defective Engine MountsTighten all mounting bolts securely. Replace components
as necessary.
Loose Pulley and Damper Retighten.
Loose or Worn Coupling on Inspect, align and tighten coupling to driven equipment.
Driven Equipment
Defective Damper or Pulley Replace damper or pulley.
Misfiring See ITEM 2.
Unbalanced Fan Blade Check by loosening or removing fan belts, and operating
engine for "short duration" at affected speed range to see
if vibration is still present. If not, replace fan assembly.

82
7. HEAVY COMBUSTION KNOCK
Possible Causes Remedy

Air in Fuel System Bleed air from system.

Defective Fuel Injection Pump Plunger Replace.*
and Barrel Assembly
Defective Fuel Injection Nozzle Replace.

Incorrect Fuel Injection Timing See your authorized dealer.*

8. VALVE TRAIN CLICKING NOISE

Excessive Valve Lash Set to specified clearance.
Broken Valve Spring(s) Replace valve spring(s) and all other damaged compo­
nents.*
Insufficient Lubrication Check lubrication in valve compartment. Should be very
wet at all speeds. Oil passages should be cleaned, espe­
cially those leading to the cylinder head.

9. OIL IN COOLANT
Failed Oil Cooler Core Replace oil cooler core.
Failed Head or Spacer Plate Gaskets Replace head and spacer plate gaskets.
Cracked or Defective Cylinder Block Replace cylinder block.*
Cracked or Defective Head Replace cylinder head.

10. MECHANICAL KNOCK

Engine Connecting Rod Bearing Failure Replace the bearing. Check the connecting rod and
crankshaft. Replace if necessary.*
Main Bearing Failure Replace bearings.*
Damaged Timing Gear Train Replace components as necessary.*
Broken Crankshaft Replace crankshaft.*
Fuel Dilution of Crankcase Oil Correct fuel leakage into crankcase oil.

•Authorized dealers are equipped with the necessary tools and personnel familiar with disassembly procedures to perform
these services.
11. EXCESSIVE FUEL CONSUMPTION
Possible Causes Remedy

Fuel System Leaks Large changes in fuel consumption may result. Internal
leaks will probably be accompanied by low engine oil
pressure and increased oil level in the engine oil sump.
Replace leaking components.

Fuel and Combustion Knock Small but measurable increases in fuel consumption may
be the result of defective fuel nozzles, misfiring or factors
contributing to loss of power. See ITEM 2 and ITEM 5.

Incorrect Fuel Injection Timing See your authorized dealer.

12. LOUD VALVE TRAIN NOISE

Bent or Broken Valves Replace damaged parts.*

Broken Camshaft Replace all damaged parts. Clean engine thoroughly.

Broken or Severely Worn Valve Lifters Replace camshaft and valve lifters. Check for sticking
valves and bent valve stems. Clean engine thoroughly.
Set valve lash to specified clearance.

13. EXCESSIVE VALVE LASH

Severely Worn Cam Lobes Check valve lash. Replace camshaft and followers. Clean
engine thoroughly. Set valve lash to specified clearance.

Broken or Severely Worn Valve Lifters Replace valve lifters. Check camshaft for wear. Check for
sticking valves and bent valve stems. Clean engine
thoroughly. Set valve lash to specified clearance.

Valve Tip Wear Set valve lash to specified clearance. If wear is excessive,
replace valve.

Moderate Valve Lifter Face Wear Set valve lash to specified clearance. If wear is excessive,
replace valve lifter.

Push Rod Wear Set valve lash to specified clearance. If wear is excessive,
replace push rod.

Rocker Arm Anvil Wear Set valve lash to specified clearance. If wear is excessive,
replace rocker arm.

Insufficient Lubrication Check lubrication in valve should be very wet at high idle
speeds, but only damp at low idle. Oil passages should be
cleaned, especially those leading to the cylinder head.

84
14. V A L V E S P R I N G R E T A I N E R FREE

Possible Causes Remedy

Broken Keepers Extensive engine damage may result from dropped valve.
Replace all damaged part.*

Broken Valve Spring Replace valve spring.*

Broken Valve Replace valve and any other damaged parts.*

15. S L O B B E R

Excessive Valve Guide Wear Recondition cylinder head assembly.*

Excessive Lubricating Oil in Valve Check rocker arm shaft and plugs to assure that they are
Compartment in place.

Worn Piston Rings and/or Liners Inspect and replace components as necessary.'

16. V A L V E LASH C L O S E - U P

Valve Face and/or Seat Wear Adjust valves to specified clearance. Recondition cylinder
head.

17. P R E M A T U R E ENGINE W E A R

Intake Piping Failure (Air Cleaner) Inspect all gaskets and piping for leaks. Repair all leaks.

Excessive Fuel Dilution of Replace leaking components. This will probably be ac­
Lubricating Oil companied by high fuel consumption and low engine oil
pressure.
Tighten fuel injection line fittings under valve cover.

Dirt in Lubricating Oil Locate and correct source of dirt entry. Change lubricat­
ing oil. Change oil filter.

1 8 . C O O L A N T IN E N G I N E L U B R I C A T I N G O I L

Oil Cooler Failure Replace oil cooler core.

Cylinder Head Gasket Failure Replace gasket. Maintain proper torque on cylinder head
bolts.

Cracked or Defective Cylinder Head Replace cylinder head.*

Cracked or Defective Cylinder Block Replace cylinder block.*

'Authorized dealers are equipped with the necessary tools and personnel familiar with disassembly and assembly proce­
dures to perform these serviced.
18. COOLANT IN ENGINE LUBRICATING OIL (Cont'd)
Possible Causes Remedy

Cylinder Liner Seal Leaking Replace seals.*

Cracked or Defective Cylinder Liners Replace cylinder liners.*

19. EXCESSIVE BLACK OR GRAY SMOKE

Insufficient Combustion Air Check air cleaner for restriction. Check inlet manifold
pressure. Inspect turbocharger for proper operation.

Fuel Nozzle Plugged or Leaking Replace nozzle.

Incorrect Fuel Injection Timing See your authorized dealer.

Fuel Ratio Control Improperly Adjusted Adjust fuel ratio control.*

20. EXCESSIVE WHITE OR BLUE SMOKE

Valve Guides Worn Recondition cylinder head assembly.*

Piston Rings Worn, Stuck or Broken Replace.*

High Crankcase Oil Level Avoid overfilling. Determine cause and drain excess oil.

Misfiring See ITEM 2.

Fuel Injection Pump Timing Wrong See your authorized dealer.

Air in Fuel System Bleed fuel system.

21. LOW ENGINE OIL PRESSURE

Engine Oil Diluted with Fuel Oil Check lip-type seal on fuel transfer pump drive shaft.
Drain crankcase and refill with clean lubricant.

Excessive Crankshaft Bearing Replace bearings and/or crankshaft.* Check oil filter op­
Clearance eration.

Excessive Timing Gear Bearing Inspect bearings and replace components as necessary.
Clearances

Excessive Rocker Arm Bore or Check lubrication. Replace components as necessary.

Rocker Arm Shaft Wear

Defective Oil Pump Repair or replace.*

Defective Suction Bell Replace.

86
21. LOW ENGINE OIL PRESSURE (Cont'd)
Possible Causes Remedy

Clogged Oil Filter or Cooler Repair or replace as necessary.

Oil Pump Relief Valve Stuck Clean valve and housing. Replace if necessary.

22. HIGH LUBRICATING OIL CONSUMPTION

Oil Leaks Replace gaskets or seals and tighten all connections.
Excessive Oil to Intake See ITEM 15. Valve Guides.
Excessive Valve Guide Wear See ITEM 15.
Crankcase Oil Level Too High Avoid overfilling. Determine cause and drain excess oil.
High Oil Temperature Check oil cooler bypass valve. Replace if defective. Clean
oil cooler core.
Worn Piston Rings and/or Liner Replace components as necessary.*

23. ABNORMAL ENGINE COOLANT TEMPERATURE

Combustion Gases in Coolant Determine point at which gases enter the system. Repair
or replace components as necessary.
Defective Water Temperature Regulator Check temperature regulatorfor proper opening tempera­
or Temperature Gauge ture and correct installation. Check temperature gauge.
Replace if necessary.

Coolant Level Low Determine cause—replace leaking gaskets and hoses.

Tighten connections. Add coolant.
Air Flow Through Radiator Restricted Remove all debris from outer surface of radiator.
Defective Water Pump Check water pump impeller. Repair water pump as neces­
sary.
Radiator Small for Engine Application Install correct size radiator.
Fan Improperly Positioned in Shroud Position fan correctly.*
or Not Shrouded

•Authorized dealers are equipped with the necessary tools and personnel familiar with disassembly and assembly proce­
dures to perform these services.
23. ABNORMAL ENGINE COOLANT TEMPERATURE
Possible Causes Remedy

Incorrect Fuel Injection Timing See your authorized dealer.

Incorrect Water Piping Connections Check shunt line (if equipped) and vent line for correct
from Engine to Radiator installation.

24. STARTING MOTOR FAILS TO CRANK

Low Output from Battery Check battery and charge or replace.

Defective Wiring or Switch Repair or replace.

Defective Solenoid Replace.

Defective Starting Motor Repair.

25. ALTERNATOR FAILS TO CHARGE

Drive Belt Loose Adjust belt.

Open or High Resistance in Charging Inspect all cables and connectors. Clean, retighten or
or Ground Return Circuits replace defective parts.
or Battery Connections

Excessively Worn, Open or Replace brush assembly. 1

Defective Brushes

Open Rotor Field Coil Replace rotor assembly.*

26. ALTERNATOR CHARGING RATE LOW OR UNSTEADY

Drive Belt Loose Adjust belt.

Intermittent or High Resistance in Inspect all cables and connectors. Clean, retighten or
Charging or Ground Return Circuits replace defective parts.
or Battery Connections

Excessively Worn, Sticky, or Replace brush assembly.*

Defective Brushes

Faulty Regulator Replace regulator.*

Shorted or Open Rectifier Diodes Replace defective rectifier diode assembly in alternator.'

Grounded or Shorted Rotor Replace rotor assembly.*

27. ALTERNATOR CHARGING RATE HIGH

Possible Causes Remedy

Tighten connections to alternator and regulator.

Loose Connections

Replace regulator.
Defective Regulator

28. ALTERNATOR NOISY

Replace belt.
Defective Drive Belt
Align drive pulley, alternator pulley and belt.
Misaligned Belt or Pulley

Loose Pulley Tighten pulley nut. If keyway is worn, install a new pulley.

Worn Bearings Replace bearings.

Shorted Rectifiers in Alternator Replace diode assembly.*

Armature or Rotor Shaft Bent Replace component.*

'Authorized dealers are equipped with the necessary tools and personnel familiar with disassembly and assembly proce­
dures to perform these serviced.
 MAINTENANCE RECORD
MODEL

SERIAL NO.

FUEL LUBE PARTS LABOR DOWN

DATE HOURS QUAN. COST OIL PART COST TIME COST TIME SERVICE PERFORMED

90
 MAINTENANCE RECORD
MODEL

SERIAL NO.

FUEL LUBE PARTS LABOR DOWN

DATE HOURS QUAN. COST OIL PART COST TIME COST TIME SERVICE PERFORMED

91
 INDEX
Air Cleaner 45 Lubrication
Air Induction and Exhaust System 45, 70 Chart 26
Altitude Operation 15 Instructions 28
Attachments 16 Operation 68
Air Shutoff Control 19 Specifications 23
Alarm Switches 19 Lubrication and Maintenance Instructions 25
Automatic Start Stop 16
Control Panel 17 Maintenance Instructions 33
Emergency Shutoff Devices 18 Air Induction and Exhaust System 45
Woodward Governor 17 Bolt Torque 35
Chart 26
Battery, Care of the 52 Cooling System 36
Electrical System 52
Capacities 60 Fuel System 41
Cooling System 36, 62 Power Coupling Systems 57
Crankcase Lubricating Oil 23 Model Views 3
Change Periods 26
Specifications 23 Oil Specifications 23
Operating Description 59
Electrical System 52, 72 Air Induction and Exhaust System 70
Emergency Stopping 21 Cooling System 62
Engine Operation ; 12 Electrical System 72
After Stopping Checks 15 Fuel System 64
Altitude Operation 15 General Information 60
Calibrated Gauges 13 Generator 75
Gauges 12 Lubrication System 68
Operating Instructions 7
Filter Elements After Stopping Checks 15
Air cleaner 45 Prestart Inspection 7
Fuel Filter 42 Starting 8
Lubricating Oil 29 Starting the Load 12
Fuel Specifications 24 Stopping 15
Fuel System 4 1 , 64
Maintenance 41 Prestart Inspection 7
Operation ..' 64 Priming the Fuel System 15

Gauges 12 Safety Precautions 6

General Information 60 Service Interval Chart 26
Generator 10, 75 Specifications 23, 60
Load Division 11 Starter .' 54, 73
Load Transfer 11 Starting 8
Paralleling 11 Starting Aid Chart '.... 10
Standby .....'. 11 Stopping the Engine 15, 21
Starting 10 Storage 58
Stopping 11 Systems Operation 59

Indicator Lights 20 Torque Specifications 35

Injection Pumps 44, 64 Troubleshooting 80
Injection Valves 43, 65 Turbocharger 51

Low Oil Pressure Check 20 Valve Lash Adjustment 47

92